Voith Turbo GmbH & Co.

KG
Market Area Rail
Alexanderstraße 2
Voith Turbo
89522 Heidenheim, Germany
Tel. +49 7321 37-4069
Fax +49 7321 37-7616
rail-division@voith.com
www.voithturbo.com

References
Voith Turbo Scharfenberg GmbH & Co. KG
Gottfried-Linke-Strasse 205
High-Speed Trains and
38239 Salzgitter, Germany
Tel. +49 5341 21-02
Electric Multiple Units (EMUs)
Fax +49 5341 21-4202
info.schaku@voith.com
www.voithturbo.com

Subject to modification due to technical development.

G 1885 e 5/2008 1000 ak Printed in Germany.
Voith Turbo

Talgo TAV 350 high-speed train with Voith cooling

system and Scharfenberg front nose module including
Scharfenberg coupler type 10

The trains are in service on the Vehicle manufacturer Talgo S.A. and Adtranz
route Madrid-Barcelona. Voith Turbo Operator Renfe
supplied the cooling system consist- Year of construction 2000
ing of cooling towers for the trans- Country Spain
former and two inverters. Engine E-drive
The railcars have been equipped Engine output 4 MW
with a complete front system with Top speed 350 km/h
Scharfenberg front nose module Axle load 17 t
including Scharfenberg couplers
type 10. This coupler fulfils the
highest demands on tensile
strength and excels by extremely
high energy absorption (> 1 MJ).

Total length 200 000 mm

Voith Turbo GmbH & Co. KG 1 Control block pneumatics
Scharfenberg front nose module
(behind service flap)
Market Area Rail
2 Steel carrier frame 2
Alexanderstrasse 2 3 Floor assembly including 4
89522 Heidenheim, Germany track clearance system 5
4 Composite fibre components
Tel. +49 7321 37-4069
(screwed to floor assembly)
Fax +49 7321 37-7616 5 Kinematics
rail­-division@voith.com
www.voithturbo.com
1 3

Cooling system for TAV 350 Cooling scheme Installation scheme

Air de-humidifier
Motor

Fan

Inverter

Cooling block
Inverter
Cooling block
Transformer
Transformer

Description of the cooling
systems
Inside the vehicle, each inverter has
a directly allocated cooling tower.
In the cooling tower, alu-sub cool-
ing blocks are arranged for cooling
the inverter (cooling agent water/
glycol) and, in a stepped arrange-
ment below, are the alu-sub-cooling
blocks for the transformer (cooling
agent Shell Diala D). This alloca-
tion offers the advantage that the
coolers of both cooling circuits are
supplied with fresh air and hence
operate at maximum efficiency.
Fresh air is sucked in by an axial
fan from the roof area and blown
out onto the track through the cool-
ers. Since lowest possible noise
emission inside the vehicles had
been a decisive criterion, the fans
have been designed in such a way
that they run at half-speed during
full-load operation. The strict noise
regulations could therefore be ful-
filled. Around the fan housing,
a compensation tank for the expan-
sion volume of the transformer oil
has been arranged in one of the
cooling towers. This oil container
is pressure-less and has contact
to the atmosphere via the air de-
humidifier.
Subject to modification due to technical development.
G 1645 e 5/2008 1000 ak Printed in Germany.

Scharfenberg coupler type 10

AVE S130 powercar of Renfe with SZH-695 gauge-
change final drive, Scharfenberg front system and
Scharfenberg coupler type 10

The AVE S130 is a high-speed train Vehicle manufacturer Patentes Talgo / Bombardier
with an eye-catching aerodynami- Operator Renfe
cally designed powercar. It is used in Year of construction 2007
passenger traffic in the high-speed Country Spain
range up to 250 km/h. The train, Engine output 850 kW
which will be in service in Spain and Transmission input speed 4 500 min-1
France, takes a technical hurdle: the Axle load 18,5 t
gauge widths between the two Top speed 250 km/h
countries and within Spain vary.
Transmission and axles therefore
have to adapt to cross-border traffic.

5 593 10 650 7 468 8 970

2 800 6 068
Voith Turbo GmbH & Co. KG
Market area Rail
Alexanderstraße 2
89522 Heidenheim, Germany
Tel. +49 7321 37 -4019
Fax +49 7321 37 -7119
mechanical-drives@voith.com
www.voithturbo.com
SZH-695 final drive
SZH-695 Gauge-Change Final
DriveThe SZH-695 gauge-change
final drive is a fully sprung,
integrated transverse drive with
intermediate wheel and a coupling
rod. The wheelset shaft ends are
connected with the gauge-change
device of the drive. The gauge-
change final drive is directly
suspended in the bogie.
In its capacity as a systems supplier,
Voith Turbo Scharfenberg provides
the components for the powercar:
standard-gauge coupler, energy
absorption elements, front cone,
front covers and semi-permanent
couplers to connect the individual
carriages. Transmission and axles
therefore have to adapt to cross-
border traffic.
Until the end of 2008, the Spanish
manufacturer Talgo has ordered 360
gauge-change final drives from
Voith Turbo for a total of 45 new
Talgo 250 trains.
With the new order, Voith Turbo
underlines its market leadership in
the field of high-speed trains.
. n Front covers with all mechanical,
The SZH-695 gauge-change final
drive from Voith Turbo is designed
for such conditions and also ideal
for other high-speed applications in
passenger transport.
Scharfenberg front system
Systems and Components from
Voith Turbo Scharfenberg
Voith Turbo is expanding its market
importance also in its capacity as a
systems supplier. The first three
meters of the Talgo powercar are
supplied exclusively by Voith Turbo
Scharfenberg and thus originate
Maße und Darstellungen unverbindlich. Änderungen vorbehalten.
from one single source:
n Standard gauge coupler
G 2019 e 06/2008 1000 ak/WA Printed in Germany.
n Energy absorption elements
n Front cone
pneumatic and electronic
components
n Self-supporting driver‘s cabin roof
n Semi-permanent couplers
between carriages, as well as at
the rear of the train.
Voith Turbo

Talgo-BT powercar with L 520 rzU2 turbo transmission

+ KB 360, SKHS-660 final drive, cooling system,
Scharfenberg coupler type 10 and cardan shaft

State-of-the-art light-construction Vehicle manufacturer Siemens Krauss-Maffei, Munich

power cars and a special tilting Operator Renfe
technology allow service on winding Year of construction 1998
routes. The two-speed turbo trans- Country Spain
mission enables speeds of 254 km/h Engine MTU 12V 4000 R20
– a record at the time. A new auto- Engine output 1 500 kW / 1 800 min-1
matic gauge change system allows Transmission input power 1 380 kW
rail traffic for trains with differing Top speed 254 km/h
gauge widths for passenger and Vehicle weight 107 t
cargo service.

2 800 mm
9 500 mm
14 700 mm
Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstrasse 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4069
Fax +49 7321 37-7616
rail-division@voith.com
www.voithturbo.com
L 520 rzU2 turbo transmission
Voith L 520 rzU2
turbo transmission
L 520 rzU2 turbo transmissions are
2-speed transmissions with a hydro-
dynamic torque converter. Depend-
ing on which of the converters is
filled, power is transmitted between
the impeller and turbine wheel as
a result of the inertia effects of the
transmission oil. The fixed stator of
the converters absorbs the torque
differential between the pump and
Voith cooling unit Cooling scheme
The cooling unit is installed in the
engine compartment of the power Electronic
Control Com -
Water pressor
car, in front of the diesel engine.
HT
The fan draws air in from the sides Oi l
of the vehicle, through the cooler Water NT
and forces it up-wards and out.
The fan and cooler elements are Cooling
Diesel unit
protected against stone impact engine
by a corrugated wire mesh.
Scharfenberg coupler type 10 Tractive/Braking effort curves
150
Braking effort F [kN] Tractive effort F [kN]
100 μ=0.25
50
0
-10
-20
-30
-40
-50
0 40 80 120 160 200
Driving speed V [km/h]
the turbine torque depending on Fan and power take-off drives
the driving situation, resulting in
infi­nitely variable, automatic torque Two variable-displacement pumps
conversion. linked to form a tandem pump, drive
the fan and the compressor via
Changing the direction of travel hydraulic motors. The fan speed is
is carried out while the vehicle controlled infinitely variably accord-
is stationary by means of an inte­ ing to the temperature of the cooling
grated mechanical reversing gear. water and the transmission oil.
Dynamic braking is hydrodynamic
and uses the integrated retarder
which operates without wear.
Subject to modification due to technical development.
G 1529 e 5/2008 1000 ak Printed in Germany.
SKHS-660 final drive Cardan shaft
Voith Turbo

High-speed train AVE S-103

with SE-380 final drives and
Scharfenberg couplers type 10

When the new Siemens AVE S-103 Vehicle manufacturer Siemens Transportation Systems
train is entering service in Spain Operator Alta Velocidad España
in 2005, the route between Madrid Year of construction 2004
and Barcelona can be travelled at a Country Spain
maximum speed of 350 km/h. Traction motor 1 TB 2019-OGBO2
A significant contribution to this is Motor power 560 kW
made by the specially developed Transmission input power 6 100 min-1
SE-380 helical final drive from Voith Top speed 350 km/h
Turbo. Axle load 17 t

2 500 mm
17 375 mm
Total length 200 000 mm
Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstrasse 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4069
Fax +49 7321 37-7616
mechanical-drives@voith.com
www.voithturbo.com
SE-380 final drive
Voith Turbo will supply a total of 284
of these helical final drives to Spain
during the next few months. In each
train, 16 drives are installed directly
below the passenger compartment.
The helical gear is a further devel-
opment of the design used in the
ICE-3 which, however, only reaches
maximum speeds of 330 km/h.
Drive configuration
The specification for the train to
be operated in Spain called for an
extremely light construction for the
transmission, whilst noise emissions
had to be at a minimum.
Due to its developments at the new
SE-380 final drive, Voith Turbo was
able to realise both. The exception-
ally low weight of the drive – only
Scharfenberg coupler type 10
311 kg including half ot the gear
coupling – has been achieved by
a completely new aluminium hous-
ing. The minimised noise emissions
were realised via optimisations at
the helical gearing, a changed bear-
ing concept, as well as an optimised
housing design with special noise
reducing features.
Subject to modification due to technical development.
G 1779 e 5/2008 1000 ak Printed in Germany.
Voith Turbo

ICE high-speed train

of Deutsche Bahn AG with SE-380 final drives
and Scharfenberg couplers type 10

The ICE 3 is an electrically driven Vehicle manufacturer Siemens Verkehrstechnik AG/Bombardier

railcar whose complete drive sys- Operator Deutsche Bahn AG
tem is installed underfloor, hence Year of construction 2002
offering more room for passengers. Country Germany
It is suitable for border-crossing Traction motor 1 TB 2019 - OGB 02
traffic with the four different voltage Motor power 493 kW
systems in Europe. Transmission input speed 5 881 min-1
Top speed 330 km/h
The Voith final drives convince par- Axle load 17 t
ticularly by their exceptionally quiet
operation.

2500 mm
17 375 mm
Total length 200 000 mm
Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstrasse 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4019
Fax +49 7321 37-7119
mechanical-drives@voith.com
www.voithturbo.com
SE-380 final drive
Drive concept
The SE-380 final drive is an “axle-
riding”, single-stage spur gear unit
with torque reaction rod which
is connected to the bogie frame-
mounted Siemens asynchronous
motor via a muff coupling.
Drive configuration
The housing is made from TiAl-alloy
in a lightweight design. For reasons
of environmental protection, special
attention has been paid to the tight-
ness of the labyrinths and low noise
levels.
Scharfenberg coupler type 10
Scharfenberg coupler
Technical data
n Designed for heavy metro and
standard-gauge rail vehicles.
n Meets UIC/EN norms for stand-
ard-gauge multiple-units.
n Stability (tensile strength):
Pressure: 1500 kN (up to
2000 kN possible)
Tension: 1000 kN
G 1486 e 5/2008 1000 MSW/WA Printed in Germany.
Subject to modification due to technical development.
Gathering range
The standard-gauge railway coupler
head excels by its wide vertical and
horizontal gathering range. This is
made possible by utilising a guiding
horn and a lateral extension. These
characteristics ensure universal
applicability.
Voith Turbo

High-speed multiple unit type BR 605

of Deutsche Bahn AG with SE-380 final drives

The Intercity railcar is the preferred Vehicle manufacturer Siemens Verkehrstechnik AG/Bombardier
choice for winding routes on which Operator Deutsche Bahn AG
high-speed traffic had so far been Year of construction 2002
impossible with other vehicle types. Country Germany
Traction motor Siemens 1TB 2016 – 0GB02
The 20 multiple-units have diesel- Motor power 213 kW
electric drive systems and are fitted Transmission input speed 4 400 min-1
with active tilting technology. Top speed 250/200 km/h
Axle load 16 t
The entire drive system is arranged
underfloor.
Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstrasse 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4019
Fax +49 7321 37-7119
mechanical-drives@voith.com
www.voithturbo.com

SE-380 final drive Drive configuration

Drive concept

The SE 380 final drive is an “axle-
riding”, single-stage spur gear unit
with torque reaction rod which
is connected to the bogie frame-
mounted Siemens asynchronous
motor via a muff coupling.
The housing is made from TiAl-alloy
in a lightweight design. The gear
unit can be easily upgraded for the
faster 250 km/h version of the ICT.
This requires nothing more than a
different gear ratio. For reasons of
environmental protection, special
attention has been paid to the
tight­ness of the labyrinths and low
noise levels.
Subject to modification due to technical development.
G 1491 e 5/2008 1000 ak Printed in Germany.
X 40 double deck power car of SJ with
SZ-470 final drive, Scharfenberg coupler type 10,
coupler head cover and snow gaiter

The 43 two and three-car EMUs are Vehicle manufacturer Alstom Le Creusot
based on the modular Coradia Du- Operator SJ AB Swedish State Railways
plex power car family. They are the Built in 2004
first double deck power cars within Country Sweden
the Swedish railway network. Engine type 4 FXA 285 8C
Engine output 2 x 500 kW
Depending on their operation,
Maximum speed 200 km/h
the vehicles can be designed ex-
Axle load 22,5 t
clusively for passenger traffic; by
adding a front module they can be
reconfigured as control cars and/or
railcars.

20 000
27 550
Voith Turbo GmbH & Co. KG
Alexanderstraße 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4069
Fax +49 7321 37-7119
mechanical-drives@voith.com
www.voithturbo.com
SZ-470 final drive
The drive is designed as a two-sta-
ge helical gear. It is configured as
an axle-riding unit, i. e. the greater
wheel of the second gear stage is
installed directly to the wheelset
shaft. All shafts have cylinder roller
bearings and taper roller bearings
on both ends. The installation
around the bearings includes a
special starting lubricant for low
temperatures. The parting line of the
housing does not lead through the
bearing points but runs on a vertical
level.
The trains are in service in the
Mälardalen area and designed to
run even in extreme temperatures
of up to -40°C. They are fitted with
snow gaiters that are integrated into
the vehicle front to blend perfectly
into the overall train design.
Snow-gaiter
At the shaft passages, the inside of
the housing is separated from the
environment by non-contact and
hence wear-free labyrinth seals.
The reactive forces of the drive are
supported by a torque reaction rod
in the bogie. The muff coupling has
a device for limiting the maximum
motor short-circuit torque, in order
to avoid overload damage in the
driveline. Prior to its application in
the vehicle, the final drive has been
specially tested for its suitability at
temperatures of -40°C.
Scharfenberg coupler type 10
In uncoupled condition, the coup-
ler is completely enclosed by the
head cover, which is „seamlessly“
followed by the elastic snow gaiter
to protect the vehicle area. After
coupling, the frames of the covers
are pressed against each other by
tension springs and thus seal the
area around the coupler head. A
heatable coupler head ensures that
the vehicles can be automatically
coupled and decoupled even in
Subject to modification due to technical development.
extreme conditions.
G 1785 d 6/2008 ak/WA Printed in Germany.
Voith Turbo

ICN high-speed train of SBB

with tilting technology, KE-445 final drives,
cooling system and cardan shafts

For their “Bahn 2000” concept, SBB Vehicle manufacturer Adtranz, Zurich
are procuring a series of 24 tilting Operator SBB
trains. These will be in service on Year of construction 2000
the route Lausanne-Biel-Zurich- Country Switzerland
St. Gallen. Traction motor Adtranz 3 EHM 427050
Motor power 450 kW
Voith cooling systems are cooling Transmission input speed 3 285 min-1
transformers and inverters. Each Top speed 200 km/h
of the seven-car trains is driven by Axle load 16.5 t
eight underfloor-suspended motors
via cardan shafts on one final drive
each.

2 700
19 900 mm
26 900 mm
Total length 188 800 mm
Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstrasse 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4019
Fax +49 7321 37-7119
mechanical-drives@voith.com
www.voithturbo.com
KE-445 final drive
Drive concept
Four axles are driven on the pre-
production model. The 7-carriage
version (volume production) has
8 driven axles. Power is delivered
through a Voith universal joint shaft
connecting the motor suspended
from the carriage body to the Voith
final drive. On the volume produc-
tion model of this train, the two
Cooling scheme
Cooler Filter
Drive configuration
3 2 1
1 KE-445 final drive
2 Cardan shaft
3 Safeset safety coupling
inner axles of the locomotives at
front and back and the rectifier
carriage behind them are all driven.
Both Voith transmission components
are thoroughly proven standard
products. A Voith Safeset coupling
protects the driveline from unde­
sirable overloads.
Cooling system
Cardan shaft
Configuration of cooling system
On each cooler, a fan exchanges
heated air for fresh ambient air.
This is drawn in through the air filter
on the train. It then passes through
the cooler. The fan mounted after
the cooler blows heated cooling
air downwards and away from the
train. In the air filter (an FSA filter),
entrained particles of dirt are segre-
gated out by inertia (i. e. they settle
Subject to modification due to technical development.
to the bottom) and a proportion of air
G 1534 e 5/2008 1000 ak Printed in Germany.
leaves the underside of the air filter,
taking this accumulated dirt with it.
Voith Turbo

High-speed train for Virgin with KE-459 final drives

and Safeset safety couplings

The 54 electric multiple units are in Vehicle manufacturer Alstom

service on the busy route London Operator Virgin Rail Group
– West Coast Mainland – Scotland. Year of construction 2000
The bogies in which the Voith Turbo Country Great Britain
final drives are installed, are made Traction motor Alstom 4 EJA 2852
by Alstom in Switzerland and Ita- Motor power 425 kW
ly. The first train was delivered in Transmission input speed 3 560 min-1
early 2001. As a protection against Top speed 225 km/h
overloads, Safeset safety couplings Axle load 17 t
have been installed between drive
line and wheel-set.

2 700 mm
23 050 mm 23 900 mm 23 900 mm
Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstrasse 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4019
Fax +49 7321 37-7119
mechanical-drives@voith.com
www.voithturbo.com
KE-459 final drive Drive configuration
Voith final drive Voith Safeset
KE-459 safety coupling
Drive arrangement
In both power cars and in four of the
seven carriages one axle each of
the two bogies is driven. The Alstom
motor is suspended in the car body
and drives the final drives via a
cardan shaft. The final drive is a
one-stage bevel gear from the Voith
Turbo standard range. The Voith
Safeset safety coupling protects the
motor and driveline against shocks
and torque overload.
Safeset safety coupling
Voith Safeset safety coupling
In a twin-walled pressure sleeve,
oil is pressurised up to 1000 bar in
order to create a friction connection.
In the event of overload, a shear
tube breaks off causing the system
to depressurise with the conse-
quence that the transmission of
power is interrupted and the motor
is decoupled from the rest of the
driveline. In this case, the coupling
Subject to modification due to technical development.
serves as sleeve bearing.
G 1642 e 5/2008 1000 ak Printed in Germany.
Voith Turbo

High-speed multiple units Virgin Voyager and

Super Voyager with SK-450 final drives and
cardan shafts

With its 78 diesel multiple units, Vehicle manufacturer Bombardier Transportation

Virgin Rail Group operates primarily Operator Virgin Rail Group
on the routes from Birmingham to Year of construction 2000
Edinburgh, Newcastle, Manchester Country England
or Liverpool. The order is split into Engine Siemens Cummins 559 kW/E-Motor 350 kW
40 five-car and four four-car trains Engine output 350 kW (E-Motor)
with tilting technology, designated Transmission input speed 3 000 min-1
Super Voyager, as well as 34 five- Top speed 200 km/h
car trains without tilting technology, Axle load 15 t without tilting technology
designated Virgin Voyager. Voith 17 t with tilting technology
Turbo supplied a total of 704 final
drives.

2 250 mm without tilting technology

2 700 mm with tilting technology
23 850 mm
Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstrasse 2
89522 Heidenheim, Germany
Tel. +49 7321 37-4019
Fax +49 7321 37-7119
mechanical-drives@voith.com
www.voithturbo.com

SK-450 final drive Drive configuration Cardan shaft

B 5005 bogie (conventional)

HVP bogie (tilting technology)

Drive line concept

Each power car and each carriage
feature a diesel engine for the gen­
eration of electric current. The two
electric motors which are allocated
to each carriage are suspended
in the car body, driving the Voith
final drives via a Voith cardan shaft.
The final drives are standard two-
stage helical-bevel gears. The final
drives which are installed in the
trains with and without tilting mech-
anism are of the types SK-450.
Development work focussed prima-
rily on creating a modular design.
The two final drive types differ only
in terms of the ratio of the spur
gears and the different shaft dia­
meters of the axle. This means that
the two types are able to share a
Subject to modification due to technical development.
G 1603 e 5/2008 1000 ak Printed in Germany.
Voith Turbo

High-speed diesel multiple units Class 180 of First

North Western with T 312 bre turbo transmission +
KB 190, KE-445 and SK-445 final drive and cardan shaft

The five-car Class 180 diesel mul- Vehicle manufacturer Alstom, Birmingham
tiple units are used on the main Operator First North Western
routes in south-west England, e. g. Year of construction 2000
between London Paddington and Country England
Exeter and Penzance. Engine Cummins QSK 19
Engine output 5 x 559 kW / 2 100 min-1
The size 3 turbo transmission with Transmission input power 496 kW / 284 min-1
3 speeds are fitted with retarders. Top speed 207 km/h
Due to the high power reserves of Vehicle weight 278 t
their diesel engines, the trains are
capable of a noticeable acceleration
to up to 200 km/h even beyond
160 km/h.

2 600 mm 23 700 mm
16 000 mm
Voith Turbo GmbH & Co. KG Voith T 312 br Drive line
Market Area Rail turbo trans­mission
Alexanderstrasse 2
89522 Heidenheim, Germany The T 312 br turbo transmission is
Tel. +49 7321 37-4069 a three-speed transmission with one
Fax +49 7321 37-7616 torque converter, two fluid couplings,
rail-division@voith.com an integrated retarder and a revers- 300
1 4 2 4 3 4 3
www.voithturbo.com ing section. 250 m0 = 0,178

Zugkraft F [kN]
200
1 Engine (Cummins QSK 19 R 750, 559 kW)
2 T 312150
bre turbo transmission
3 SK-445 + KE-445 finalF drives
100
4 Cardan shafts
50

0
0 50 100 150 200
T 312 bre turbo transmission + KB 190 Tractive effort curves Braking Fahrgeschwindigkeit
effort curves V [km/h]

300

250 m0 = 0,178
Fahrgeschwindigkeit V [km/h]
Zugkraft F [kN]

200

Bremskraft F [kN]
0 50 100 150 200
0
150
F 50
100 FB
100
50 P = 5 x 320 kW P = 5 x 750 kW
(Dauerbremsen) (Kurzzeitbremsen)
0
0 50 100 150 200
Fahrgeschwindigkeit V [km/h]

In the filled circuit, the transmission plings (2nd and 3rd gear) the torque ing torque of the cooling system is
of power between pump impeller delivered by the turbine is always
Fahrgeschwindigkeit V [km/h] rated at 422 kW. Heat losses during
Bremskraft F [kN]

and turbine wheel is effected by the same 0 as the50 torque

the inertia forces of the operating
fluid. According to the driving condi-
tion, the fixed guide wheel in the
converter (first gear) takes up the
difference between impeller torque
and turbine torque, thereby effecting
a stepless and automatic multiplica-
tion of torque. In the two fluid cou-
100 absorbed
150 200
by traction and braking operations are
0
the centrifugal pump. In traction gear dissipated via a heat exchanger and
50
changes take place FB automatically the cooling system of the diesel
100
without interruption of tractive effort, engine. A change in direction of
P = 5 x 320 kW P = 5 x 750 kW
smoothly (Dauerbremsen)
and without wear, by filling
(Kurzzeitbremsen) travel is undertaken at standstill with
and draining the respective circuits. an integrated mechanical revers-
The integrated retarder allows wear ing gear with hydraulically operated
free braking. The retarder provides reversing cylinders.
an initial, short-term braking output
of 750 kW. The continuous brak-
Subject to modification due to technical development.
G 1605 e 5/2008 1000 ak Printed in Germany.

KE-445 final drive SK-445 final drive

Voith Turbo GmbH & Co. KG
Market Area Rail
Alexanderstraße 2
Voith Turbo
89522 Heidenheim, Germany
Tel. +49 7321 37-4069
Fax +49 7321 37-7616
rail-division@voith.com
www.voithturbo.com

References
Voith Turbo Scharfenberg GmbH & Co. KG
Gottfried-Linke-Strasse 205
High-Speed Trains and
38239 Salzgitter, Germany
Tel. +49 5341 21-02
Electric Multiple Units (EMUs)
Fax +49 5341 21-4202
info.schaku@voith.com
www.voithturbo.com

Subject to modification due to technical development.

G 1885 e 5/2008 1000 ak Printed in Germany.