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PerspectivesEnvironmental Newspaper for Voith Turbo 2010/2011
Dear Readers,
Peter Edelmann,
Board Member of
Voith AG, Chair-
man of the Board
of Voith Turbo
The DIWAhybrid is a further develop-
ment of the proven DIWA transmission
and presents a genuine alternative over
conventional drives with combustion
engines in terms of economy and emis-
sions: Simulations and actual measure-
ments have shown fuel saving potentials
of up to 20 %. These are accompanied
by corresponding reductions of CO2-
emissions. These are benefits that have
also convinced the bus manufacturer
Solaris Bus & Coach, who decided in
favor of the DIWAhybrid systems when
looking for an innovative drive solution.
In the DIWAhybrid an asynchronous
electric motor complements the diesel
engine when the vehicle is starting and
accelerating. During braking, the asyn-
chronous machine serves as a genera-
tor and acts as a primary retarder that
optimally supplements the DIWA second-
ary retarder. This protects the service
brake, reduces brake wear and mini-
mizes fine dust pollution. The energy
that is recuperated during braking is
stored in a Supercap system weighting
only 410 kg.
DIWAhybrid part of futuremobility solutions
The German Ministry of Transport
has decided to run a pilot project withecofriendly drive systems. As part of
the project, various test vehicles will
be examined for suitability in practical
operation among them Solaris Urbino
articulated buses with the parallel
DIWAhybrid drive from Voith. The devel-
opment phase will end with the certifi-
cation of the vehicle in the fall of 2010.
Afterwards, a pre-series vehicle will
have to prove itself in everyday opera-
tion. The Ministry assumes that up to
50 Solaris buses with DIWAhybrids
could go into operation by in the first
half of 2011.
Since the summer of 2010, 22 buses have been driving with the diesel-electric and eco-friendly
drive system DIWAhybrid. At the US bus manufacturer Gillig, the DIWAhybrid transmission has
successfully passed several tests and is now on the roads of Concord, California. Fuel consumption
hasbeen reduced up to 15 percent, dependingon theroute.Serial production will start in April 2011.
DIWAhybrid for modern city buses
Eco-Friendly Drive Alternative
Our nature lies in movement, this is what
the French mathematician and philosopher
Blaise Pascal stated in the 17th century.Nothing much has changed. But the pre-
dicted increase in mobility also requires
new thinking, in order to ensure that this
mobility stays in harmony with the envi-
ronment and nature.
The protection of resources is therefore
at the heart of our considerations when we
design new drive concepts and develop
technologies that are fit for the future. For
Voith Turbo, the main challenge is to make
drive technology more efficient.
Please read about our latest developments
with environmental impact.
Best regards,
Peter Edelmann
Solaris Urbino 18 DIWAhybrid:
allows the use of a smaller diesel engine
provides an input power of up to
290 kW and input torque up to 1600 Nm
runs on a Cummins enginewith 184 kW
electric component of the DIWAhybrid
is rated at 150 kW
has up to 51 seats, and can carry up
to 161 passengers
DIWAPack for Rail Vehicles
With the introduction of the DIWA-
Pack as a drive system, Voith Turbohas developed a DIWAhybrid varia-
tion for rail vehicles. It consists
primarily of a parallel hybrid utilizing
advantages such as the power-split
principle in the starting range, the
secondary retarder and the E300
electronic control. These benefits are
added by a low-loss asynchronous
electric motor supporting the diesel
engine during starting and accelerat-
ing. During braking, the asynchro-
nous machine acts as a generator.
Electric energy is added to energy
storage systems so-called Super-caps via a Voith inverter. This
storage system provides 1,34 kWh
of electric energy for operating the
rail vehicle.
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Morning traffic in a
megacity rush hour for
public transportation.
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DIWA Excellence is the worldwide service and after-market program all around the DIWA transmission.
Individually configured for any bus operator, DIWA Excellence allows fuel savings, reduces emissions and
increases vehicle availability.
With SensoTop up to6 Percent Less Fuel
With DIWA Excellence, Voith Turbo is
making a significant contribution to the
eco-friendliness of bus transmissions.
This has been proven by the fuel savings
achieved with the topography-dependent
gear-shifting program SensoTop. All
gear-shifting points of the DIWA trans-
mission are automatically and optimally
adapted to the prevailing load condition
and the route profile. The transmission
control recognizes instantly whether a
vehicle is driving on a level road with full
load, or whether it is on an uphill road,operating only at part load. The results
are quite impressive: At Arriva in Brescia,
Italy, fuel consumption and CO2-emis-
sions were reduced by 4.4 percent
compared to vehicles using a conventio-
nal acceleration-dependent gear-shiftingprogram. Depending on the route profile
and the vehicle operation, this result
can even be surpassed. In the Ruhr
Region, savings of up to 6 percent were
achieved with Mercedes-Benz Citaro
vehicles and at stra in Hanover vehicles
fitted with SensoTop also use less fuel:
here, -3 percent was measured. Even in
large cities such as Berlin and Munich
where buses drive almost exclusively on
level roads 2 percent less consumpti-
on and lower emission were recorded.
Eco-Friendly From Day One
Eco-compliant and cost-efficient opera-
tion across the entire service life of
the transmission this is the goal of
DIWA Excellence. Permanent condition
monitoring, as carried out in the city
buses of Dubai and Abu Dhabi, playsan important role here. In both cities
of the United Arab Emirates, high vehi-
cle availability has top priority. There-
fore, Voith Middle East services and
maintains more than 1 650 transmissi-
ons on the basis of life cycle cost
agreements.
The fleet is constantly under observation:
With DIWA SmartNet, the transmissions
are permanently monitored via GSM
(Global System for Mobile communi-
cations) and subject to regular main-
tenance planning. Failure reports are
instantly transmitted to the Voith serviceemployees in Dubai. As a result, trans-
mission damage can be detected and
eliminated at an early stage, ensuring
trouble-free and efficient operation
of the buses.
DIWA Excellence: Tailor-Made Services for all Operators
Less Fuel and Increased Availability
3
Depending on the route profile, up to 6 percent less fuel is possible by the use of SensoTop.
DIWA Excellence
DIWA Excellence the worldwide service
and after-sales program for DIWA trans-
missions covers the following modules:
For daily operation:
Evaluation of operating data
Optimization of fuel consumption
Training programs for operators
For maintenance:
Health check and transmission
condition monitoring
Worldwide availability of serviceexchange transmissions and original
spare parts
Service and life-cycle cost agreements
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EcoConsult and Hybrid Drive
Eco-Friendly Rail Trafficple fuel consumption) in order to
identify savings potentials. As part
of worldwide route data compilations,
drive simulations on the basis of real-
time routes help optimize timetables
and reduce energy consumption.
The driver assistance segment within
EcoConsult is a control and display
system that is integrated into the vehi-cle: EcoScout provides the driver with
recommendations for resource-efficient
waysof driving. In total,VoithEcoConsult
presents a reliable basis for vehicle
configurations and reduces life-cycle
costs, as well as fuel consumption.
4
EcoConsult is the toolbox from Voith
Turbo for operating diesel and hybrid
rail vehicles more efficiently and eco-
logically. As a tool for basic analysis, it
helps already with the initial question:
Which vehicle can I use in which way
on a certain route? The decision, which
driveline fits best to a track and load
profiles or whether a rail vehicle should
be operated with a hybrid drive orwhether it would be more advantageous
to install eco-components, is made
significantly easier by EcoConsult.
A proportion of the toolbox consists of
transparent operating data. EcoConsult
can perform measurements (for exam-
First Voith Engine for Rail Vehicles
Future Emission Limits
Already Undercut
Since March 2010, Voith Turbo
is now also an engine producer.
The first Voith diesel engine is
based on a new MAN engine
series. During the joint develop-
ment activities between Voith
Turbo and MAN-Nutzfahrzeuge
AG, special attention was paid to
rail suitability, the reduction of
emissions, as well as reliability
and economy. The new V8 diesel
engine achieves an output of
500 kW and a torque of 2750 Nm.
The combination with a mainte-nance-free particle catalyzer allow
that emission values prescribed
from 2012 (Stage IIIB) are already
undercut. This can be achieved
without an additional fuel medium.
Higher efficiency and improved
environmental protection
when operating rail vehicles
this is what Voith Turbo pur-
sues with technical develop-
ments such as EcoConsult,
the basis tool for lower life-cycle costs and reduced fuel
consumption, as well as the
hybrid drive DIWAhybrid for
rail applications.
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is converted into usable torque and
redirected to the drive. As a result, fuel
consumption and consequently CO2-
emissions can be significantly reduced
and the engine output is increased with-
out the need for extra fuel. A system,
which can be used especially for off-
road applications in rail vehicles,
marine or industrial applications.
The key difference to known thermal
systems is that the SteamTrac has been
developed specifically for the cyclical
operation of vehicles. Especially with
diesel-driven rail vehicles, the lower fuel
consumption is clearly recognizable
When liquid or gaseous fuels are
burned in combustion engines, over
60 percent of the energy in the fuel
currently remain unused. This energy
escapes as exhaust heat via emissions
and the cooling water. The waste heat
recuperation system SteamTrac devel-
oped by Voith Turbo redirects some
of this energy back into the driveline.
Voith SteamTrac builds on a closed
steam circuit. In the hot exhaust stream
of a diesel engine, steam is generated
via a heat exchanger and fed to a piston
expander. This means that exhaust heat
created during the combustion process
Voith SteamTrac a System to Recover Waste Heat in Rail, Industry and Marine Applications
Making Sure that Precious Energy
Does Not Just Puff Outthe savings amount to 4 to 12 percent,
depending on the respective load
profiles.
Voith SteamTrac for marineand industrial applications
The additional energy generated from
waste heat via the SteamTrac can be
used either as a supplementary powersource for the diesel engine or for driv-
ing auxiliary units (e.g. generators).
After extensive trials on the test stand,
the system will now be tried out in a
rail vehicle. The intended medium is a
diesel railcar with two diesel-hydraulic
5
Voith EcoConsult covers fuel
measurements as well as
worldwide route data recording
and recommendation of
systems components and
driving operation.
drive systems used in commuter traffic.
Beyond applications in rail vehicles,
the SteamTrac system will be installed
in a pusher boat during the winter peri-
od. While efficient heat recuperation
systems are already fairly established
in high-performance engines, there is
still no adequate technology for smaller
marine applications. For combustion
engines with a power consumptionbetween 300 and 2000 kW, a steam
turbine would be ineffective. Apart from
that, such an investment would also not
be financially feasible. In industrial
applications, the Voith SteamTrac is
already used in landfill gas plants.
For a BetterEco-Balance
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In April 2011, the worlds largest solar-
powered catamaran PlanetSolar will start
its circumnavigation of the world along
the Equator. We wanted to prove that
renewable energies and technologies
enabling improved energetic efficiency
have become reliable and powerful
today, say the project initiators Raphal
Domjan and Grard dAboville.
The dimensions of such a solar-powered
vessel are impressive. The PlanetSolar
measures 35 meters in length and
23 meters in width (with flaps). The sur-
face of the boat is fitted with saltwater
Can a 75-ton ship be powered on the high seas by nothing but solar energy? The answer is yes. This is what the
initiators of the project PlanetSolar want to prove not only during their current test runs in the North Sea, but
also on a 140-day sailing trip round the world. And further more, they want to demonstrate that a solar catamaranis not only technically possible, but can also be built and operated at affordable cost. The boat is driven by two
variable-pitch propellers, type Vector Prop, from Voith Turbo.
Worlds Largest Solar Catamaran Driven by Vector Propellers from Voith Turbo
A Ship Powered by Nothing but the Sun
resistant photovoltaic panels. With
adequate sun radiation, the energy
thus generated amounts to 103.4 kW
(138.7 hp). In this way it is ensured
that the entire drive energy of the 75-ton
catamaran is won from solar power.
Storage takes place in lithium-ion accu-
mulators. The new drive concept comes
with an additional environmental benefit:
Made from carbon fiber, the boat moves
through the water without any noise.
The catamaran is powered by four
electric motors, coupled in twos to both
of the two drive systems. During maneu-
vering, it is therefore possible to achieve
a short-term maximum output of 90 kW
per system. During sailing, the system
operates with an output of two times
10 kW, reaching a speed of 9 knots.
Clean Thanks to Water Lubrication
The PlanetSolar was designed by the
New Zealander Craig Loomes (Lomo-
cean Design). We have already had
excellent contacts with him in the past.
This is why our propulsion system was
installed in this extraordinary boat,
states Jrgen Friedrich, Managing
Director of Voith Turbo Advanced
Propeller Technologies GmbH & Co. KG.
The Vector Prop is an equally extraor-
dinary drive element and, as a surface-
piercing propeller, has a high efficiency.
The compact propeller can be adjusted
and therefore also serves as a steering
system. The control hub of the Vector
Props is water-lubricated, which under-
lines the ecological advantages of the
vessel further. The extended Voith Turbo
scope of supply includes the shaft, the
bearings, components for water lubrica-
tion, the adjusting device, as well as
the redundant steering system.
The PlanetSolar measures 35 meters in
length and is 23 meters wide.
6
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The economy of wind energy plants
depends strongly on their location. The
North Sea, together with regions such
as Cape Horn and the southernmost tip
of Argentina are among the windiest
areas in the world. During 90 percent ofthe time, there are winds with speeds
of more than four meters per second.
This makes power generation with wind
energy plants economically feasible.
High Efficiency andManeuverability
The up to 180 meter-high wind turbines
are often 45 kilometers off the coast in
30 meter-deep water. The adaptation of
the wind-generated fluctuating power to
the requirements of the electric grid is
ensured by the WinDrive the Voith
drive concept for wind energy plants
The utilization of wind energy will play a central role in the energy mix of the future. Offshore plants, which are
being set up on the high seas in higher and higher numbers, are playing an important part in this development.
Their installation is carried out by giant special vessels. In the second half of 2012, two such jackup vessels will
be launched in Dubai. They are the first ships of this kind to receive three Voith Schneider Propellers each.
More Safety in Stormy Offshore Environments
Special Vessels with VSP Set up
Wind Energy Plants in the High Seas
(see page 8). In order to set up such
plants, special jackup vessels are
required.
The special ships come with impressive
main data. They are approximately131 meters long, 39 meters wide, with
an installed power of 11.4 MW and take
up maximum loads of 5 300 tons. There
is also a 3 200 square meter operating
deck and an installation crane for loads
of up to 800 tons and 25 meters in
height. Two jackup vessels with identical
design will be built and delivered in
May and September 2012 to Lamprell
Energy in Dubai. Their future task:
Transport and installation of offshore
wind energy plants, especially in the
North Sea, so the ship owner Fred
Olsen Windcarrier AS in Norway says.
High efficiency and maneuverability are
two key requirements on the special
vessels. Fred Olsen therefore decided
in favor of a solution with Voith Schneider
Propellers (VSP). Three VSP ensure
propulsion, as well as exact positioning,
and get the marine giants to speedsof 12 knots during transfer trips.
Hold Positionwith Extreme Precision
A typical design characteristic of these
jackup vessels are the four columns
or jackup legs, which can be lowered
to the bottom of the sea, lift the vessel
and turn it into a stable operating plat-
form. For this process, the jackup vessels
have to hold their position with extreme
precision. This is where the advantages
of the VSP in direct combination with
the dynamic positioning system come
into special effect. It only takes three
seconds for the drives to reverse. This
prevents the ship from making leeway,
which is normally inevitable due to the
swell of the sea. The moment when
the legs are lowered to the seabed isparticularly critical. During this transition-
al phase, the VSP delivers significantly
better thrust than horizontal propulsion
concepts.
The VSP also allows a simple hull shape.
The ships can thus be built with an
hydrodynamically efficient design, which
has a positive impact on consumption
figures and emissions. In difficult weather
conditions a frequent occurrence in
stormy offshore wind parks the Voith
Roll Stabilization (VRS) reduces the
rolling motions of the vessel and
ensures increased safety.
The vessel is lifted from the sea
by four columns of jackup legs and
turned into a platform.
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Voith Hydrodynamic Gear Box Operates in Chinese Wind Parks
Peak Performance forWind Parks with WinDrive
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Construction of a 10-gigawatt wind park near Jiuquan in the Chinese province Gansu hasstarted. A proportion of the wind turbines in the park will be fitted with the Voith hydrodynamic
gear box WinDrive. The same applies to an offshore wind park. This is what the Chinese energy
giants Guodian and LEC have decided. The wind park on the ancient Silk Road in Chinas north-
west is an example of the Chinese state energy policy mapped out in the 11th Five-Year Plan
for Economic and Social Development.
park in Jiuquan, the worlds largest
onshore wind power project. LEC has
decided in favor of the WinDrive as theexclusive drive solution. For this purpose,
Voith has co-developed a new 2 MW
turbine, and a series contract is already
signed and sealed. The plan is to series-
produce over 100 WinDrives per year.
Alongside LEC, the Chinese energy
producer Guodian, too, went for the
Voith solution. Guodian intends to use
the WinDrive in the drivelines of wind
turbines for on- and offshore wind parks.
For these new wind power stations,
Guodian United Power Technology, a
company set up specifically for the
renewable energy segment, is develop-ing a 3 MW turbine. Series production
of the high-performance wind turbine
with Voith drive technology starts in
2012, the planned number of units is
initially 100 turbines per year.
9
A 10-gigawatt wind park is under
construction in the Gansu province in
north-west China. Some of the wind
turbines will use the Voith WinDrive in
the driveline.
Wind energy: Sustainability for the next generation.
An excellentgrid-feeding quality
The WinDrive is to demonstrate its
advantages especially against the
background of stricter grid-feeding leg-
islation. While the absence of failure-
prone electronics will increase the
availability and the energy output of the
plant. The WinDrive also allows for
the first time that power station-tested
synchronous generators can be used.
This generator type stands out by
excellent grid-feeding quality and does
not require additional electronic compo-
nents such as condenser banks, volt-
age drop compensators or transformers
inside the wind park.
The improved availability and reduced
maintenance requirements will result in
lower power production costs compared
to conventional drive concepts.
The new wind park to be built in Jiuquan
with a budget of 12.5 billion euros is
the first of six huge parks in the gigawattclass. Designed for a power capacity
of 5.6 gigawatt by the end of 2010
(planned: 12.7 gigawatt by late 2015),
Jiuquan will be Chinas largest wind
power station. Voith participates in this
mega project through two strong local
partners, Lanzhou Electric Corporation
(LEC) and China Guodian Corporation.
Guodian is Chinas largest energy pro-
ducer and LEC is one of the leading
manufacturers of electric drives and
generators. Both have decided to use
the Voith WinDrive for 2 and 3 MW
wind turbines in their wind parks.
Series-production of over100 WinDrives per year
LEC is based in Lanzhou and one of
the contractors of the 10-gigawatt wind
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Publisher:
Voith Turbo GmbH & Co. KG
September 2010
Editorial head office:
Marion Jooss
Voith Turbo GmbH & Co. KG
Corporate Marketing/PR
P.O. Box 20 30
89510 Heidenheim, Germany
Phone +49 7321 37 2802
Fax +49 7321 37 7110
www.voithturbo.com
Text:
ecomBETZ PR GmbH,
Schwbisch Gmnd
Layout:
Eberle GmbH Werbeagentur GWA,
Schwbisch Gmnd
PR 0002 September 2010
Reproduction and copying are
subject to the express approval
of the editorial head office.
New Rail Vehicle Heads Made From Fiber Compound Plastics and New Horizontal Buffers
Efficiency and Safety
Best Combined
Voith Turbo Scharfenberg has developed two new head elements for rail vehicles. They offer
ecological advantages and increase vehicle safety. The horizontal buffer increases impact
protection and helps to prevent derailing and overriding of the carriages in the event of a rail
accident. The new composite rail vehicle heads of the GALEA series also increase protection
during collisions. Thanks to their low weight, they reduce energy consumption and vehicle wear
and contribute to more efficient rail operations.
Apart from design and safety advan-
tages, lightweight fiber compounds also
offer ecological advantages over conven-tional materials: lower CO2-emissions
and lower energy consumption. The
lower weight also results in higher energy
efficiency, less wear and better econo-
my. Additionally, the transport efficiency
of the traffic system is increased, as
more passengers can be moved.
Frontends have to withstand high oper-
ating loads and, in the event of a colli-
sion, even maximum loads. This
requires special structural and energy
absorption elements, which ensure
higher passive safety for the vehicle
driver and the passengers. Voith TurboScharfenberg is currently producing
two prototypes of fiber compound heads
for multiple units, railcars and control
cars with operating speeds of up to
200 km/h which are used in regional
and intercity traffic.
The new vehicle heads are built in com-
pliance with the crash norm EN 15227,
as well as in line with Fire Protectionfor Rail Vehicles referring prEN 45545.
Additional material requirements due to
higher structural stiffness and addition-
al energy-absorbing elements can be
compensated by the utilization of fiber
compound materials. Complex geom-
etries and free-forming surfaces, which
are necessary for the modern design
of Voith frontends, would hardly be pos-
sible without fiber-reinforced plastics.
Higher Protection,Less Downtimes
Apart from these new frontends,Voith Turbo Scharfenberg is also devel-
oping a horizontal crash buffer (SK400)
for locomotives, freight cars and tank
cars. It makes rail transports of chemi-
cals and other hazardous goods safer,
as it increases impact protection and
helps prevent carriages from derailing
and overriding in the event of a train
accident. For this reason, the UIC/RIDregulations for rail vehicles make crash
buffers compulsory for all newly built
tanks cars carrying hazardous goods.
The collapsible element of the crash
buffer has an energy absorption capac-
ity of approx. 400 kJ per horizontal
buffer. This high degree of energy
absorption prevents overloads on the
vehicle during serious collisions and
therefore offers higher protection
against derailing, overriding of the car-
riages and, in a worst-case scenario,
the explosion of hazardous materials.
During a collision, the approximately130 kilogram-cash buffer does not
immerse into the vehicle body and there-
fore reduces repair costs after accidents.
Further advantages are less downtimes
and faster re-availability of the vehicles
after a collision.
Front ends made of lightweight fiber
compounds offer ecological advantages:
lower CO2-emissions and lower energy
consumption.