Voith was formally established on January 1, 1867. For more than 100 years, it has developed from a small locksmith shop to the largest family in Europe today with its constant innovation, courage to open up, and visionary business vision. One of the companies. Voith is traditionally a hybrid Konzert Group. It is a partner in the industrial sector and sets standards for papermaking technology, power transmission technology, power equipment and industrial services worldwide. Voith Turbo is a division of Voith AG. The company is headquartered in Heidenheim, Germany. Voith Turbo is a specialist in fluid power transmission, connectors, brake systems, and marine propulsion systems for roads, rails, and industrial applications.
In recent years, new exhaust gas turbine complexes, turbochargers and air compressors have been added to Voith Turbo's production program, and it is busy working in this area.
Below are some of the latest range of Voith Turbo drives.
â— exhaust gas turbine complex equipment
Exhaust gas turbine complexes have also been a research topic for Scania and Volvo. However, it was temporarily suspended in Scandinavia. It is completely different in Voith: it develops exhaust gas turbine compound technology for Volvo and also provides retarder and automatic transmission for this Swedish company. As a result, the main components of the exhaust gas turbine compounding technology immediately spread across three continents. The new world-famous engine Weltmotor for Daimler trucks (inline six-cylinder with three series configurations of 12.8 to 15.6L) has a Voith Turbo exhaust turbo compounding device.
In 2007, this Weltmotor was born in the United States as the Detroit Diesel DD15, and later in Japan as a version of Mitsubishi Fuso. It is believed that at some time in the future it is estimated that during the period of transition from 2013 to 2014 to Euro VI, the engine will be adopted in Mercedes-Benz vehicles in the European Division. Not every engine is equipped with an exhaust gas turbine compounding device, but it is undoubtedly a profitable business involving about 200,000 engines per year in the future.
Kai Kamossa, head of the exhaust gas turbine compounding technology project, saw a good opportunity for Europe VI. However, there are two sensitive choices on the exhaust gas turbine compounding device: whether to increase the power by 10% or to select a fuel consumption of 2% to 3%. The problems involved in choosing the latter are in the future of heavy-duty engines for trucks and buses. If you convert to Euro VI in a predictable manner, there may be a 5% to 6% increase in diesel consumption.
It can be counted: Although exhaust gas turbine complex equipment is expensive, there is an opportunity to use turbochargers to use the remaining energy present in the exhaust gas after boosting. For this purpose, the existing supercharger is further connected to a turbine, which transmits the energy obtained through the connector to a gear transmission, which is mechanically acted directly on the crankshaft. Another advantage is that the resistance of the turbine in the exhaust gas flow can be used to increase the exhaust gas recirculation rate in the AGR system, which is an auxiliary measure to reduce the content of harmful substances in the exhaust gas.
â— turbocharger
Voith’s long-term goal in this regard is to produce 500,000 pieces annually. It is dedicated to commercial vehicle engines with 4L displacement and 70~580kW power.
At the end of 2008, the first turbocharger (WG series) with exhaust gas detection ports was mass-produced; two years later, a variable turbine geometry turbocharger (VN series) was put into mass production. The third turbocharger (TS series) will also be available in 2011. It is actually a fully supercharged system that embodies the concept of a 2-stage booster.
Voith divides its turbocharger according to the shaft diameter into three sizes: 70-150kW, 130-300kW and 200-580kW engine power. Voith's three carriages are fitted with Wastegate-Ventil variable geometry turbines. Voith is determined to stroll around the world with a turbocharger.
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â— 2-stage air compressor
The supercharger concept is to save fuel. It works like an air compressor, especially under engine thrust conditions. If the air cylinder is full of gas, it operates without pressure under the traction condition with minimum loss of power and starts within 2 seconds if necessary. On the contrary, the air compressor withstands the test of duration at 100% high load. More and more air units rely on compressed air supply. Air springs, elbows, AdBlue jets, etc., have as many as 21 locations on the Mercedes-Benz Capacity Bus. Air compressors have already achieved reliable batch applications here.
Aluminum housings, circuit-breaking systems without external control circuits, and power take-off devices that operate the power steering pump via gear transmissions, Voith air compressors are likely to have many uses. A pressure of 15-20 bar is reached when necessary, which opens up new prospects for high-pressure braking. This also brings with it some sensitive auxiliary effects: Due to the intercooling, the engine oil can be cryogenically protected, resulting in an energy-saving effect. The fuel saving effect is 0.2L/100km on long-distance traffic vehicles and 0.5L/100km on buses or delivery vehicles. To meet a variety of different requirements, these new air compressors have 2 and 3 cylinders.
â— Integrated wear-free starting and braking system
The Voith Integrated Wear-free Starter and Brake System (VIAB) enables the long-term torque that may already be generated by heavy-duty tractor truck engines to be used.
The core that constitutes the starting unit is a turbine clutch, also called a fluid coupling. VIAB can work as a retarder. In braking conditions, the turbine is easily fixed as a stator and the pump impeller is also braked by the oil flow and operates as a rotor in this mode of operation. The driver's requested braking power is the same as if the brake lever were normally operated. The adjustment of VIAB is also accomplished by the amount of injected oil, just like during start-up. Remarkably, the great braking effect here occurs at a relatively low rotational speed. The friction of the friction plates of the turbine brakes is so low that it achieves the wear-free properties that Voith calls.
With a shunt function that can be connected by pressing the switch, VIAB allows the Actros SLT to achieve an ideal crawl speed, just as it uses an auto-torque converter on the car. In this way, it is possible for the driver to adjust the vehicle using the brake pedal accurately to the millimeter. On the other hand, the valve pedal responds directly, but everything stays in an accurate dose state. This makes people feel that it seems to increase the pedal stroke. As is often the case with Mercedes-Benz power shift transmissions, VIAB's SLT has three shift maneuvers, namely Power-Modus, EcoRoll and a hillside reverse lock. (Rueckrollsperre).
However, Voith’s engineers must also overcome some of the technical challenges before the system reaches full-scale production. For example, the on-board electronics of tractors should understand how to manage engine power. It is said that all future Actros cars, including the SLT, will be equipped with claw-teeth automatic transmissions. So after the G 280-16 power shift transmission ended its mission, the development designers must also transfer their old automatic synchronous transmission experience to the new jaw gear transmission.
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â— Voith's new magnetic brake
Voith and the retarder are indissoluble. Not long ago, 500,000 retarders have been produced. If so far only focused on hydraulic retarders, now a vortex retarder called a magnetic retarder is added to the product spectrum and is considered news. In this way, Voith seriously impacted the market of French competitor Telma and its product vortex retarder. To achieve this goal, Voith partnered with Japan's Sumitomo, which has been manufacturing eddy current retarders for almost 20 years.
Voith hybrid system
Voith's serial hybrid drive system, named Elvodriver, is powered purely by its power transmission. The concept of parallel hybrid drive, Voith called Diwahybrid, is based on the Diwa automatic transmission, connected to an asynchronous motor (E-Motor). An inverter developed by Voith serves as a power control device, plus an electric current storage (accumulator). All other structures remain unchanged, which is a step toward reducing risk and saving considerable costs.
Therefore, Voith is based on Supercaps as a battery, and it is believed that it will help improve the life of the car, but it lacks the ability to store electricity for a long time. However, the work is effective: the current conversion process is cancelled and the work efficiency is high.
The condenser was not the main thing that Voith had. The hybrid conversion was the most noticeable. Because the converter was placed in the middle of the Diwa automatic transmission, Voith had a cylindrical E-Motor longitudinally placed close to the transmission. Both are connected with spur gears. This is only what Voith can think of. However, such an installation screen must be observed on a low-frame bus, and the transmission chain becomes wider.
E-Motor's maximum power 150kW, torque 520Nm, permanent power meter 85kW, torque 220Nm. I am afraid that it seems to be weak: The gear ratio of the cylindrical gear is 3:1, and there is still the torque that the motor loses from the start. However, Voith does not use all the driving power to drive along the full-load curve of the diesel engine. In principle, unlike other systems, it does not follow the flow and does not require the first pure electric driving. If this is the case, the electrification of auxiliary equipment must be required. This should be a follow-up step.
Since the diesel engine starts working with lower power and less torque, less fuel is required. The lack of value for the diesel full load curve is supplemented by the motor.
In 2008, Voith Diwahybrid debuted at the 62nd IAA in Hannover for the first time, followed by a debut at the Auto Transport Expo in San Diego. It also first passed trials in North America because North America is the favorite area for hybrid transport.
The big advantage of this system is that in addition to the system technology that we surveyed, it is the equipment weight: Diwahybrid's extra weight is 720 kg and it also has a potential for reduction, for example by reducing the size of the diesel engine.
Promoting Diwahybrid parallel hybrid power does not mean that the technically mature series hybrid system will not continue to develop. On the contrary, there are two series hybrid buses in Scania that are under test. At the end of 2008, six cars were put into practical tests in Stockholm and they are planned for mass production in 2011. The series hybrid Voith-Elvodriver has a motor power of 175 kW and a system weight (along with a super capacitor as a storage battery) of approximately 900 kg. On the technically detailed Diwahybrid parallel hybrid system, it is feasible to reduce the diesel engine weight more, or to be both sensible.
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