Author: adminEJ

MAN TGS with shock absorbers Reiger and a new cabin

After the 2015^th Africa Eco Race the team made some changes in the MAN, the competition truck.

The team installed a new cabin, with the security arch consolidated to it, which led to huge alterations of the existing equipment inside it. Thus, the original dashboard was replaced by carbon fiber drawn by the team itself based on its needs.

The original steering column was replaced by a competition direction which allows the pilot to have a greater precision while driving in winding tracks. This column was complemented by the installation of a steering shock absorber to which was conceived a new supporting structure, since the previous attempts weren’t effective.

The MAN TGS was also equipped with new chassis and cabin shock absorbers and it was designed and built a new structure for the cabin dampers.

“To compete in a truck it is not only the driving skills that count. It demands that the team develops all technical aspects! It was a great challenge to carry out all these changes and I confess that it gave us many headaches. However, it is still gratifying to realize that the MAN has an increasingly personal nature and that we can make it more competitive, “said Elisabete Jacinto.

Description of the new TGS cargo box built on 12/09/14

Aiming at lightning the MAN TGS competition truck from Team Oleoban, therefore making it easier to tread on sand, giving more competitiveness to the team, a new cargo box was built. It was designed by Engineer João Sabino and built at Carroçarias Sabino.

Keeping an innovative design, it was planned according to the following vectors for improvement:

• Weight reduction;
• Strengthening the chassis;
• Functionality;
• Aerodynamic performance.

To reduce the weight there was a selection of materials which are compatible with the sort of mission our vehicle is intended to, putting high resilience steel in places where there is higher structural effort and strain. To define the outside shape, the option was for light material based on structural aluminium and panels from composite materials.

The structuring part of the cargo box is particularly different from the previous version.

A conventional truck is designed to maximize its cargo hold, however our development team has been changing our TGS with the aim of turning it into a cross-country competition vehicle.

Instead of a conventional superstructure with the traditional over-chassis in the shape of a “Ladder”, made up of longitudinal frame bars, beams and structuring arches, a tubular latticed structure was designed. This new idea made it possible to completely let the traditional structure go and to substantially increase the twisting rigidity of the vehicle. Giving a general example, the ratio between this figure in a family vehicle and a competition vehicle is up to 25 times higher.

In general all the materials have a definite resilience capability which, in iron metal, is largely explored – the reason why it is considered excellent for manufacturing springs. However, this behavior may be considered disadvantageous, particularly for the work we have been doing for some time with APV – the firm which has been making the shock absorbers. Basically, by increasing the chassis rigidity, the free movements of the said chassis will be reduced, therefore delineating the operational limit of the sets of suspensions made up of springs and shock absorbers.

In what concerns functionality, the new box received a generously sized door on each side. All the equipment we need inside has been positioned in a way that makes it accessible from ground level but at the same time the centre of gravity from the whole is lowered and the weight of the components carried in the back is more concentrated.

At the back, cradles were built to fasten the spare tyres, so that it will be easy to remove them quickly. In turn, placing the tyres in that way influenced the shape of the rear door. However, this meant that the rear height could not be so significantly reduced by comparison with the previous cargo box.

Trusting the levels of reliability we have managed to obtain from our MAN, due to the excellent predictive and preventive maintenance work that has been done, the amount of spare parts carried inside the truck has been reduced, therefore diminishing its weight as well.

Of course inside we still carry some parts, tools, spare tyres and the always needed shovels, slabs to pull out of holes and hydraulic and pneumatic jacks.

At aerodynamic level, the idea was to reduce the parasitic resistance induced by the connection between the cabin and the cargo box and also by abrupt geometry change, a factor associated with undesired vortices (air swirls). As previously mentioned, the aim was also to lower the height at the back, giving the whole a more fusiform shape. However, functional restrictions limited the reduction to simply 150mm by comparison with the previous box, and now it has 350mm less height than the front. Given the good results obtained with the previous shape, the creation of a depression at the rear was raised, therefore reducing the wake created by the moving air. Though from a technical point of view all this may seem very complicated, in simple terms it means that less energy is transmitted to the air, less fuel is consumed or, putting it another way, the truck moves better on track, which is what one really expects from a competition truck!

MAN TGS 18.480 4×4

This is a vehicle which was originally planned for transporting goods; it has 18 tonnes gross weight, and it is particularly adapted to cross-country situations such as work in quarries, building and military logistics.
It was adapted to competition by German builder MAN, and presented as a prototype at the 2007 Dakar.

With permanent four-wheel driving, its engine has six cylinders in line, with 12 419cc. Its power is around 550 horsepower at 1900 rpm, and its binary, of 2500 Nm from 1200 rpm to 1800 rpm. It has electronic injection of Common-rail type. Refrigerated with water, it has an air radiator of significant size, therefore permitting good cooling of the entered air. Its gear box is of ZF brand, with eight exchanges and eight half exchanges, with the change of H by lever. Its autonomy varies according to the sort of ground, but is limited by the presence of two diesel tanks, each with a capacity for 420 litres.

It is equipped with Michelin tyres, and their pressure is controlled by a system of automatic filling commanded from inside the cabin.

When ready for a race, this truck weighs approximately ten thousand six hundred kilos, with about 60% of these concentrated at the front. This difference in weight is compensated by a good suspension system made up of parabolic springs with three sheets and a set of two shock-absorbers by wheel from APV brand. These shock-absorbers were developed by Rui Moreira, with the aim to resist to occasional very high tension, and they have shafts, tops and caps capable to withstand the sudden sideways movements which may occur at the wheels axle. Though they are not industrially produced, they include technical aspects which are innovative and the team is experimenting them. Another feature they have is that they are entirely made in Portugal.

The truck has now an aspect more suited for the sport because it acquired a cargo box, also made in Portugal, by Fábrica de Carroçarias Sabino. It was planned by Tiago Girão (industrial designer) and João Sabino (mechanical engineer), who worked as a team, though each one in his speciality, bearing in mind that the main purpose was to obtain better aerodynamic results than with the original design, but considering some irreverence in relation to the image given by a conventional cargo box. It was built with materials of high mechanical performance, and the result was a lighter structure than usual. At the building level, high-tech production systems were used, of which one may mention CAD/CAM, application of high performing structural tapes and laser cut for many of the constitutive parts. Inside, it carries spare tyres, tools, all sorts of spare parts to solve any mechanical problem that may arise during a stage of the race.

The weight distribution and the high centre of gravity will make it more difficult to drive, namely over dunes, but the great engine capacity is bound to minimize that fact.