Today, virtually all midi, city and long-distance buses can be fitted with Voith automatic transmissions. The unique principle of the DIWA.3E transmission, the differential converter, is a technology suitable for the entire catalogue of modern combustion engines.
The proven DIWA power-split principle allows smooth acceleration across a speed range where other transmissions need to shift gears two to three times. This makes DIWA the epitome of economical bus transmissions: up to 50 % fewer gearshifts means less wear and higher driving comfort.
DIWA transmissions are ideally adapted to the technology developments on the commercial vehicle sector. The transmissions and their gear-shifting programs comply with the environmentally friendly low-emission combustion engines and the latest emission standards. Their electronic-hydraulic control increases the gear-shifting quality in such a way that the gearshifts are hardly perceptible even under extreme conditions.
The acceleration-dependent gear-shifting program takes the acceleration and load condition of the bus into consideration and places the gear-shifting points automatically into the optimum consumption range. The unique PC diagnosis is capable of recording the functions of the transmission both during driving and at standstill of the bus. The control system also features an operating data evaluation mode. The evaluation of operating data allows a detailed analysis of traffic situations and helps when it comes to selecting a driveline that is tailor-made to its actual operating conditions.
Further advantages: a filter that is integrated into the housing, a compact stainless-steel heat exchanger in modular design for a long service life and a torsional vibration damper for low engine speeds and minimum consumption. This is added by a particularly sensitive adaptation of the braking behavior of the retarder: smooth activation, strong braking performance, fast switch-on/switch-off response. This is achieved by the controlled part-drain- age of the converter.
The mature design of Voith automatic transmissions is up-to-date with the latest technological developments. It is simple, logical and clear.
The heart of the DIWA.3E transmission is the hydrodynamic counter-rotating torque converter. Situated in front of it are the impeller, the 3rd gear clutch, the differential gear and the input clutch. With the 4-speed transmission, the converter is additionally preceded by the clutch for the 4th gear which is designed as overdrive. Behind the converter, an epicyclical gear combines the hydrodynamic and mechanical forces.
The final set of epicyclical gears activates the reverse gear and, during braking, also the retarder.
A hydraulic torsional vibration damper at the transmission input reduces engine vibrations effectively. Gear-shifting occurs electro-hydraulically, with patented solenoid valves; the gear-shifting commands are placed by the control system.
The heat exchanger of the Voith automatic transmission is integrated into the cooling circuit of the vehicle engine; generated heat is immediately dissipated.
At the same time, the oil circuit of the transmission is designed in such a way that the temperature stays at a low level and that there is no danger of an impaired performance, if the initial temperature of the cooling agent is higher.
Transport companies and operators who want to drive economically in the long run should utilize their resources to the full. This means driving as efficiently as possible and simultaneously reducing wear and maintenance work. The DIWA.3E automatic transmission supports these efforts with its E 310 control and the software program ALADIN.
The Voith DIWA.3E transmission is the first automatic transmission for buses with an operating data recording facility. Operators and vehicle manufacturers have long learnt to appreciate this feature – for example when analyzing and optimizing their fleet application, or when selecting a driveline that is adapted to route requirements. The E 310 control unit features operating data recording of the second generation and therefore offers a far more detailed analysis of the operating conditions of vehicle and transmission.
The control unit not only reports failures, but all recognizable events that indicate wear, operating errors or maintenance work to be carried out. The in-depth diagnosis of the E 310 allows precise, detailed and therefore rapid localization of the actual cause of the event.
The CAN push button excels by high operating comfort, as well as trouble-free installation and low susceptibility to failure.
The user-friendly software ALADIN presents information regarding service and operating data in clear, compact and printable reports. Everything that needs to be known from the control unit is taken into consideration: event storage, identification data, key data, operating data, standstill times, adaptation values and many other criteria.
Optional: topography-dependent gear-shifting program SensoTop Today’s conventional acceleration dependent gear-shifting programs consider axle ratios, vehicle acceleration and load conditions, yet road grades can only be estimated fairly roughly. Using a simple sensor, the E 310 transmission control quickly and accurately recognizes the prevailing topography. Only then can gear-shifting points be adapted optimally to the ambient conditions at all times. The topography-dependent gear-shifting program SensoTop reduces fuel consumption by up to 7 % and simultaneously increases driving comfort by reliably avoiding gear hunting – our contribution to the environment.
On the basis of individual criteria such as wear, weight distribution, noise levels, passenger compartment design, etc., bus manufacturers and operators often select highly different drive solutions and overall concepts for their vehicles. Voith is flexible to these needs and, in addition to its standard product range, also offers components for the adaptation to different engines and axles.
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Additional Optional Programs:
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The proven DIWA power-split principle allows smooth acceleration across a speed range where other transmissions need to shift gears two to three times.
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