Since then, improvements to turbo-transmissions have paralleled similar advances in diesel motors and today this combination plays a leading role worldwide, second only to the use of electrical drives. In the standard version of the transmission, two gears were mounted on the secondary shaft rather than using the idler wheel found in the older L 520 rzU2. A quarter of the energy generated worldwide from hydropower is produced with turbines and generators from Voith Hydro. With its broad portfolio of systems, products, services and digital applications, Voith sets standards in the markets of energy, oil & gas, paper, raw materials and transport & automotive. To a large extent, the predicted values match well with the actual operational measurements, although some differences do occur due to the use of time-saving simplified simulations. Voith Turbo, a Group Division of Voith GmbH, is a specialist for intelligent drive solutions, systems and comprehensive services. The Voith Group consists of four Group divisions: Voith Digital Ventures, Voith Hydro, Voith Paper, and VoithTurbo. The first turbo-transmission was developed in 1932 by Voith in Heidenheim, Germany.

The Voith Group is a global technology company. With a weight-to-power ratio of only 2.06 kg/kW, the new L 620 reU2 set a record for locomotive transmissions. Overall management of the group is provided by the Voith GmbH & Co. KGaA executive board which serves as a management-holding, being supported by a stockholder committee as well as a supervisory board. These … Variable flow from fixed displacement pumps, electric motor - pump - … Voith Turbo has succeeded in integrating the well-established internal gear pumps, type IPM (medium pressure, up to 175 bar) and type IPV (high pressure, up to 330 bar) in an asynchronous electric motor.

It consisted of a single torque-converter for the start-up phase and a fluid coupling for the travel phase which were both mounted on a common shaft. Afterwards the building of a prototype and the verification of the actual performance results concludes the development phase. Modern computational In the end, the relationship between changes in a converter circuit's flow-patterns and the efficiency of a torque-converter can then be used to identify potential improvement areas. In addition, various other improvements were made in the 1930s: The addition of a high-speed gear, a more compact housing, greater compatibility with different motor types, automation gear shifts, as well as cooling via a In the 1960s the hydrodynamic retarder was also introduced as a third stage which complemented the torque-converter and fluid coupling. With that an electro-hydraulic unit is available which is very compact in design while also ensuring remarkable low noise emissions. You want to be challenged and developed? The new L 620 reU2 was equipped with both a start-up converter, having a diameter of 525 mm, as well as a travel-phase converter, having a diameter of 434 mm. A key feature of this turbo-transmission was the filling and emptying of the hydrodynamic circuit, a principle which was first used in Föttinger marine transmissions.

In general, this new high-performance transmission clearly illustrated the enormous capability of hydrodynamic couplings. At The operating conditions of rail vehicles are the key factors in determining the power requirements of both its motors and transmissions. To find out more, please see our VTI offers services to our customers via the Web. Turbo-transmissions serve as a hydrodynamic link which converts a motor's mechanical energy into the kinetic energy of a fluid, via a Turbo-transmissions are hydrodynamic, multi-stage drive assemblies whose performance is based on the The first turbo-transmission from 1932 used a relatively simple design. Contrary to Föttinger however, Voith used low viscosity oil in the hydrodynamic circuit of its turbo-transmissions rather than water. Here, the goal of each improvement has been greater efficiency and better start-up performance, without compromising the start-up converter's dimensions as well as consistent loading of the travel-phase converter when in transit. If you’re interested in technology, Voith is the place to be. Added to that, the requirements of the auxiliary systems also need to be considered, such air-conditioning units, motor cooling systems, brake compressors and in some cases the need for a separate power supply to run the In turbo-transmissions, the torque-converter is clearly the centerpiece of the entire construction and over the past decades its continuous improvements have been primarily responsible for satisfying the steadily increasing demands of diesel powered vehicles.

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