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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

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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.

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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

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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.

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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.

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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

[email protected]

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.

Documents

1752 e Vt Perspectives Pr 0002