2AC 150.00845811en 2017 06 20 DIWA.6 THB

DIWA.
6
Technical Manual
2017-06-20
150.00845811en, Protection class 0: public
DIWA.6
Contact
Contact
Voith Turbo GmbH & Co. KG
Division Mobility Service
Alexanderstr. 2
89522 Heidenheim
Germany
Phone +49 7321 37 4152
[email protected]
www.voith.com
This document describes the state of

design of the product at the time of the
editorial deadline on 2017-05-29
Copyright © by
Protection class 0: public / 2017-06-20

Technical Manual / 150.00845811en
This document is protected by copyright.

It must not be translated, mechanically or
electronically duplicated in whole or in
part, nor passed on to third parties
without the publisher's written approval.
2
DIWA.6
Document revision history
Document revision history

Revision No. Author Date Reason for revision / Contents of revision
4.0 kasg-tmstd 2017-05-29 Æ Page 3-5, Tab. 3-2 corrected
Æ Page 6-14, Fig. 6-12 corrected

- kasg-tmstd 2017-10-26 Æ Page 6-25, 6.1.4.2 corrected:
Transmission ratio from 1.987 to 1.087 for W50, W54, W56
3
DIWA.6
Contents
Contents
Chapter 1 User Information 1-1
1.1 Purpose of this document 1-1
1.2 Target Groups 1-1
1.3 Symbols and Signs 1-1
Chapter 2 Safety 2-1
2.1 Safety Information for DIWA.6 2-1

2.1.1 General 2-1
2.1.2 State of the art 2-1
2.1.3 Proper use 2-1
2.1.4 Conditions for use 2-2
2.1.5 Staff qualification 2-2
2.1.6 Responsibilities 2-2
2.1.7 Instructions adverse to safety 2-2
2.1.8 Lifting appliances 2-3
2.1.9 Risk of burns 2-3
2.1.10 Risk of accidents caused by oil 2-3
2.1.11 Spare parts 2-3
2.1.12 Work performed on the transmission 2-4
2.1.13 Cleaning the transmission 2-4
2.1.14 Conversion or modification of the transmission 2-4
2.1.15 Disposal 2-5
2.1.16 Towing 2-5
Chapter 3 Transmission type and design 3-1
3.1 Nameplate 3-1

3.1.1 Designations on the nameplate 3-1
3.1.2 Breakdown of DIWA.6 models 3-3
3.1.3 Electronic nameplate IM (Identification Module) 3-4
3.2 Technical data and application limits 3-5

3.2.1 Transmission ratio 3-5
3.2.2 Startup conversion in the first gear 3-6
3.2.3 Converter key values in reverse gear 3-6
3.2.4 Engine and transmission 3-7
3.2.5 Application limits with angle drive 3-9

3.2.6 Dataset values 3-11
3.2.7 Vehicle 3-12
3.2.8 Installation 3-12
3.2.9 Attachment 3-13
3.2.10 Cardan shafts 3-14
3.2.11 Cooling system 3-15
I
DIWA.6
Contents
Chapter 4 Design 4-1
4.1 Entire system 4-1

4.1.1 Mechanical components 4-1
4.1.2 Electrical/electronic components 4-2
4.2 Components of the DIWA transmission 4-3
Chapter 5 Function 5-1
5.1 System description 5-1
5.2 Power flow diagrams 5-3

5.2.1 Neutral position 5-3
5.2.2 1st gear - DIWA drive range 5-3
5.2.3 2nd gear 5-5
5.2.4 3rd gear 5-5
5.2.5 4th gear 5-6
5.2.6 Braking in 4th gear 5-6
5.2.7 Braking in 3rd gear 5-7
5.2.8 Braking in 2nd gear 5-7
5.2.9 Braking in 1st gear drive range 5-7
5.2.10 ANS activation 5-8
5.2.11 ANS activation via bus stop brake 5-9
5.2.12 Reverse gear 5-10
5.3 Hydraulic control scheme 5-11

5.3.1 Neutral position 5-17
5.3.2 1st gear (DIWA drive range) 5-17
5.3.3 Upshift DIWA drive range to 2nd gear 5-18
5.3.4 2nd gear 5-18
5.3.5 3rd gear 5-19
5.3.6 4th gear 5-19
5.3.7 3rd, 4th gear with converter inlet control 5-19
5.3.8 1st, 2nd or 3rd brake stage - 3rd, 4th gear with converter inlet 5-20
control
5.3.9 1st brake stage in 4th gear without converter inlet control 5-20
5.3.10 1st brake stage in 4th gear with converter inlet control 5-20
5.3.11 2nd and 3rd brake stage in 2nd, 3rd and 4th gear 5-21
5.3.12 Braking in 1st gear (DIWA drive range) 5-21

5.3.13 ANS activation 5-22
5.3.14 ANS activation via bus stop brake 5-22
5.3.15 Reverse gear - driving speed up to 1 km/h 5-22
5.3.16 Reverse gear - driving speed faster than 1 km/h 5-23
II
DIWA.6
Contents
Chapter 6 Installation 6-1
6.1 Installation instructions for mechanical components 6-1

6.1.1 Initial installation DIWA.6 6-1
6.1.2 Installation requirements - transmission 6-2
6.1.3 Accessibility to the transmission 6-4
6.1.4 Dimensions and connections 6-7
6.1.4.1 Suspension flanges 6-13
6.1.4.2 Angle drives 6-25
6.1.5 Attachment of the transmission to the engine 6-30
6.1.6 Hydrodamp 6-32
6.1.7 Counting disk for pulse transmitter 6-43
6.1.8 Pulse transmitter 6-44
6.1.9 Transmission cooling 6-46
6.2 Installation notes for electrical components 6-49

6.2.1 Installation requirements - transmission controller 6-49
6.2.2 Pushbutton selector versions 6-56
6.2.3 Manual switch for the retarder 6-64
6.2.4 Installation requirements for cables 6-64
6.2.5 Cable harnesses 6-65
6.2.6 Cable 1 6-67
6.3 Installation requirements - cardan shaft 6-69

6.3.1 Arrangement of cardan shafts 6-70
6.3.2 Permissible diffraction angle per joint 6-74
6.3.3 Permissible substitute diffraction angle of the cardan shaft 6-75
6.3.4 Permissible substitute diffraction angle in case of more than 2 6-76
joints
6.3.5 Permissible nxβ value 6-77
6.3.6 Cardan shafts to and from the transmission 6-78
6.3.6.1 Balancing of cardan shafts 6-78
6.3.6.2 Free movement of the cardan shaft 6-78
Chapter 7 Control system 7-1
7.1 Wiring diagrams 7-1
7.2 CAN 7-1

7.3 CAN receive messages 7-2
7.4 CAN send messages 7-3
7.5 Digital inputs and outputs at the E300.1 transmission con- 7-4
troller
III
DIWA.6
Contents
7.6 Diagnostic and service software 7-8
7.7 Energizing the E300.1 transmission controller 7-9
7.8 Event memory 7-9
7.9 Fault levels and priorities 7-10
7.10 Functioning of the early warning system 7-11
7.11 Reaction in case of defective speed sensors 7-13
7.12 Acquisition of operating data 7-14
7.13 Interface to the engine 7-15
7.14 Safety computer 7-16
7.15 Monitoring of the supply voltage 7-16
7.16 Measurement of the transmission oil temperatures 7-17
7.17 Forced downshifting during permanent braking 7-17
7.18 Brake switch 7-18
7.19 Retarder function 7-19
7.20 Shift program BASP 7-20
7.21 SensoTop 7-23
7.22 ANS - requirements to the OEM 7-25
7.23 ABS 7-25
7.24 ASR (TCR) 7-25
7.25 Avoiding jumping between gears 7-25
7.26 Shifting procedure and adaptation 7-26

7.27 Operating pressure reduction (ADAS) 7-29
7.28 Intelligent starting management 7-29
Chapter 8 Annex 8-1
IV
DIWA.6
List of Abbreviations
ABS Antilock Braking System
ANS Automatic Neutral position on Standstill
ASR (TCR) Traction Control System
AV Operating pressure valve
CAN Controller Area Network
CNG Compressed Natural Gas
D button Drive button (forward gear button)
Diff. Differential
DIWA Differential converter
DK Lock-up clutch
EK Input clutch
EO Efficiency optimization
EV Vent valve
CSA Cardan Shaft Angle
HSB Bus stop brake
HTSD Hydrodynamic torsional vibration damper
i Transmission ratio in gear drives
LPG Liquified Petroleum Gas
max. maximum
min. minimum
MMR Engine torque reduction
n Speed
N button Neutral button
OEM Original Equipment Manufacturer
PB Pump brake
PWM Pulse Width Modulation
R button Reverse gear button
R0/R2 Reverse gear ratio, variant 0 or 2
RBG solenoid valve Solenoid control valve of reverse gear brake RB (large
piston area)
RBK solenoid valve Solenoid control valve of reverse gear brake RB (small
piston area)
SK Overdrive clutch
T0/T2 Turbine impeller, variant 0 or 2
TB Turbine brake
8
DIWA.6
TÜV Technical Control Association

W Angle drive
WAV Converter outlet valve
WEV Converter inlet valve
WP solenoid valve Solenoid activation valve for converter pressure via
WAV
WR solenoid valve Solenoid control valve for converter pressure via WAV
WT (=HE) Heat exchanger
9
DIWA.6
User Information
1 User Information
1.1 Purpose of this document
This manual describes the design and functioning of the DIWA.6 transmission with me-
chanical, hydraulic and electrical components as well as technical limits and installation
conditions. It is intended as a reference document.
1.2 Target Groups
1. Voith employees
2. Employees of marketing companies and authorized service partners
3. Employees of vehicle manufacturers (OEMs)
1.3 Symbols and Signs
This manual uses symbols and signs which will help you find information quickly. Please
read the explanations of the symbols in the following section.
Please pay special attention to the safety information contained in this manual.
Symbols used in the text
Text type Symbol Function
Action instruction, 1st level Ö – Prompts an action

Action instruction, com- 1. Denotes a step in a se-
prising several steps 2. quence of actions
List • Indicates individual ele-

ments of the list
Highlighting ■ Identifies important com-
ments
Cross-reference Æ Refers the reader to an-
other chapter or document
Note For useful additional infor-
mation on proper handling
of the product only.
1-1
DIWA.6
User Information / Symbols and Signs
Safety information
Safety information is classified as follows:
DANGER
DANGER indicates an imminent threat to a person's life or health. Failure to

observe this note will result in death or most serious injury.
WARNING
WARNING indicates a potentially hazardous situation to a person's life and

health. Failure to observe this note could result in death or most serious
injury.
CAUTION
CAUTION indicates a potential threat to a person's health. Failure to observe

this note may result in minor injury.
NOTICE
NOTICE indicates potentially imminent damage to property. Failure to observe this

note may result in damage to the product or to other objects.
1-2
DIWA.6
Safety
2 Safety
2.1 Safety Information for DIWA.6
2.1.1 General
For operation, maintenance and repair of the transmission, the local regulations for
safety and for the prevention of accidents are binding in all cases.
These instructions may, for example, apply to the handling of hazardous substances, the
provision and wearing of personal protective equipment or motor vehicle regulations.
Anyone operating the transmission or performing installation, repair or maintenance work

must acquaint himself/herself with the warning notes and precautions described in this
document.
Anyone who operates the transmission or who carries out installation, repair or mainte-
nance work has to make sure that his/her personal safety or the safety of other people
is ensured.
2.1.2 State of the art
This transmission has been designed and manufactured according to the latest design
standard and approved safety regulations. Nevertheless, risks to life and limb of people
or impairment of the transmission or other tangible assets might arise during installation,
repair or maintenance if:
• the transmission is used improperly

• the transmission is operated, maintained or repaired by untrained staff,
• the transmission is modified or converted improperly and/or
• the safety information is not observed.
2.1.3 Proper use
The DIWA transmission is designed to be used as an automatic transmission in buses.
Any other application is considered improper use. Voith Turbo GmbH & Co. KG does
not assume any liability for improper use. The risk is borne solely by the user.
It is imperative that the guidelines for proper and correct use of the transmission be
observed by the personnel responsible, especially by the staff involved in operation and
servicing.
2-1
DIWA.6
Safety / Safety Information for DIWA.6
2.1.4 Conditions for use
The transmission may only be operated:
• when it is in technically perfect condition

• in accordance with its designated use
• with respect to the safety instructions and the dangers involved, and in compliance
with the technical manual and other technical documents
Faults that impair safety must be eliminated immediately.
2.1.5 Staff qualification
Work on the transmission may only be carried out by staff properly trained, instructed
and authorized by the operator. The legal age has to be observed.
Maintenance and repair work requires special knowledge and training (e.g. Voith diag-
nostics and repair training course) and may only be carried out by qualified staff.
Staff currently being qualified, instructed, trained on the job or undergoing general train-
ing may work on the transmission only under the permanent supervision of a person
assigned to this purpose.
2.1.6 Responsibilities
The responsibilities of the staff for working on the transmission have to be clearly defined
and observed.
Only staff explicitly ordered, authorized and trained for this purpose is allowed to work
on the transmission.
Work on the chassis, brake or steering systems may be carried out by qualified staff only.
2.1.7 Instructions adverse to safety
Staff working on the transmission must refuse to comply with unsafe instructions issued
by third parties.
2-2
DIWA.6
2.1.8 Lifting appliances
Only use suitable lifting appliances and load carrying attachments that are in good con-
dition and provide sufficient carrying capacity.
When replacing transmissions, assemblies/modules or individual parts, these have to

be carefully fixed to the lifting appliances and secured so that they do not pose any risk.
Never stay or work under suspended loads.
2.1.9 Risk of burns
The oil can become very hot - in extreme cases up to 130°C.
Improper handling may cause burns to the skin.
Therefore, let the transmission cool down to approx. 60°C before changing the oil.
2.1.10 Risk of accidents caused by oil
Oil escaping from pipes, seals or O-ring seals that have been improperly installed or are
leaking after prolonged running time can cause accidents.
The oil in pipes and conduits as well as in the converter may be under high pressure.
Switch off the driving engine before performing any maintenance work or repairs.
2.1.11 Spare parts
Only use original spare parts for repairs, since only they can guarantee that the trans-
mission complies with the road safety regulations and the technical state on delivery.
Original spare parts have been designed specifically for use with the Voith transmission.
We would like to point out that original spare parts which have not been supplied by Voith,
also have not been tested or approved by Voith. Installation and/or use of non-original
spare parts may negatively change the design characteristics of the transmission, and
may thus impair safety.
In case of any damage due to the use of non-original spare parts, Voith does not assume
any liability.
2-3
DIWA.6
2.1.12 Work performed on the transmission
Prior to performing any maintenance or inspection work on the installed transmission

and during the installation or removal of the transmission, it is vital to secure the engine
of the bus against starting.
Prior to performing any maintenance or inspection work on the installed transmission

and during installation or removal of the transmission, the bus has to be secured so that
it cannot be put into motion, neither intentionally nor unintentionally, and that it cannot
start moving automatically (slope!).
It is essential to perform the specified service work at regular intervals, on time and with
the intended fuels and fluids.
Perform the service work in accordance with Voith provisions, e.g. the customer service
information describing improvements and modifications to the transmission so as not to
damage parts and tools.
Performing work on the transmission requires appropriate workshop equipment.
After working on the transmission, check all transmission oil lines for leaks, loose con-
nections, chafing and damage. Immediately eliminate any defects.
After working on the transmission, check all joints for leaks.
Tighten all screwed connections loosened while working on the transmission to the tight-
ening torques specified in the technical documents for the transmission.
After working on the installed transmission, close the maintenance flap again and secure
it against unauthorized opening, e.g. by passengers.
2.1.13 Cleaning the transmission
Before cleaning the transmission with water or steam jet (high-pressure cleaner) or other
cleaning agents, seal any openings into which no water, steam or cleaning agent may
enter for reasons of safety and functioning.
Exterior oil hose lines must not be directly exposed to the jet of the high-pressure cleaner.
After cleaning, completely remove all covers/adhesives.
2.1.14 Conversion or modification of the transmission
Any modifications, attachments or conversions on the transmission must not be per-

formed without the approval by Voith Turbo GmbH & Co. KG.
2-4
DIWA.6
2.1.15 Disposal
Fluids and auxiliary substances (e.g. used oil) as well as disassembled parts must be
disposed of in a safe and environmentally sound manner.
The local regulations and laws on environmental protection and disposal of hazardous
materials must be observed.
2.1.16 Towing
Shift the transmission to idle position (N button).
Unplug the connecting cable between the control and transmission from the controller.
If the transmission is damaged, remove the prop shaft or stub shaft of the rear axle.
If no transmission damage has been detected, the vehicle can also be towed with the
prop shaft:
• Maximum permissible distance: 10 km

• Max. permissible speed: 30 km/h
For transmissions with angle drives it is in any case necessary to remove the prop shaft
or stub shaft of the rear axle.
If this is not possible, please contact the Voith customer service.

2-5
DIWA.6
Transmission type and design
3 Transmission type and design

3.1 Nameplate
3.1.1 Designations on the nameplate
Voith Turbo
3
4
Typ
PAT.NO.3749209
Type 5
Bauart
Model
H01.237508
Baumuster
Pattern
Voith Turbo GmbH & Co.KG
89522 Heidenheim, Alexanderstr. 2 / Germany
2AC_1250
Fig. 3-1 Nameplate
1 Transmission number 4 Design *

2 Customer number 5 Model/type number **
3 Transmission type
* If a "W" plus a number is engraved here, an angle drive is mounted to the transmission.
** The last digit of the model/type number, which indicates the index of the model/type,
is not engraved on the nameplate.
3-1
DIWA.6
Transmission type and design / Nameplate
Example
854.6
E3VT0R2W50-8,5
Designation Definition Alternative
Customer number DIWA

854.6 Transmission of the 6th generation .6 824.6, 864.6 or 884.6
The last digit before "." (e.g. D 854.6)
indicates the number of gears.
E Variant of the drive cover F
3 Transmission ratio of input differential 4
Diff. 3 yields a transmission ratio without Diff. 4 yields a transmission ratio without
angle drive: angle drive:
• of 1.43 in 2nd gear • of 1.36 in 2nd gear
• of 1 in 3rd gear • of 1 in 3rd gear
• of 0.7 in 4th gear • of 0.735 in 4th gear
V Variant of pump impeller P, H, X, K, L or M

T0 Variant of turbine wheel T2
R2 Reverse gear transmission / transmission R0
ratio between turbine speed nturbine and
output speed n2 (on the transmission's
output shaft and for an output with angle
drive)
W50 Output side angle drive W53, W54 or W56
8.5 Operating pressure setting in [bar] 9.5 or 10.5
Tab. 3-1 Designations on the nameplate

3-2
DIWA.6
3.1.2 Breakdown of DIWA.6 models
854.6 E 4 H T0 R0 W54 8.5bar
transmission type / number of friction

disks Z
824.6 ZEK/DK/SK=2 operating pressure PA:
854.6 ZEK/DK/SK=3 8.5 bar standard
9.5bar
864.6 ZEK/DK/SK=4
10.5 bar
884.6 ZEK/DK/SK=4
drive cover angle drive / ratio / angle

E
W50 IWAb = 1.087, 1-level 80°
F
W53 IWAb = 0.952, 1-level 80°
W54 IWAb = 1.087, 1-level 80°

differential
4 IDiff=1.36 W56 IWAb = 1.087, 1-level 80°
3 IDiff=1.43
nturbine
Converter pump turbine ratio iT =
noutput drive
P 273 mm R0 iT = -6.59
H 268 mm
R2 iT = -7.41
X 260 mm
V 250 mm
K 245 mm turbine / profile diameter
L 235 mm T0 168 mm
M 225 mm
T2 183 mm
2AC_1002_en
Fig. 3-2 Breakdown of DIWA.6 models

3-3
DIWA.6
3.1.3 Electronic nameplate IM (Identification Module)
2AC_1003
Fig. 3-3 IM
IM is an electronic nameplate on which the following data are saved:

• Transmission model
(example: 854.6-E3VT0R0-W50-8.5)
• Transmission serial number
• Transmission manufacturing date/programming date IM
IM installation and programming

IM is installed permanently in the transmission and communicates with the E300.1 trans-
mission control system via cable 1.
The IM has been programmed in the factory.
IM benefits
• Automatic identification of the transmission via Aladin and DIANA
• Using the IM, the transmission control system independently recognizes the con-
nected transmission and adapts certain control parameters, such as transmission
ratio and differential, to the transmission model.
3-4
DIWA.6
Transmission type and design / Technical data and application limits
3.2 Technical data and application limits
Notice
The following tables list the standard values and specifications for the design of a DIWA.6
transmission.
If these values can be met, no consultation and technical clarification with Voith Turbo is
necessary.
Special designs are possible on the customer's request. In such a case, clarification with
Voith Turbo is necessary. Standard designs are always to be preferred.
Notice
All values apply to DIWA.6 transmissions without angle drive.
3.2.1 Transmission ratio
Gear Differential DIWA 824.6 DIWA 854.6 DIWA864.6 DIWA 864.6 DIWA 884.6
1750 Nm
1st gear 3 5.3-6.1 5.3-6.1 - - -
4 - 4.9-5.3 4.9-5.3 4.9-5.3 4.9-5.3

2nd gear 3 1.43 1.43 - - -
4 - 1.36 1.36 1.36 1.36

3rd gear 3 1.0 1.0 - - -
4 - 1.0 1.0 1.0 1.0

4th gear 3 0.7 0.7 - - -
4 - 0.73 0.73 0.73 0.73

Reverse gear 3 4.2-5.5 4.2-5.5 - - -
4 - 4.1-4.7 4.1-4.7 4.1-4.7 4.1-4.7
Tab. 3-2 Transmission ratio

3-5
DIWA.6
3.2.2 Startup conversion in the first gear
Pump Startup conversion with Startup conversion with

T0 T2
3K 6.5 -
3V 6.1 6.3
3X 5.9 6.0
3H 5.6 5.8
4V 5.2 5.4
4X 5.0 5.1
4H 4.9 5.0
4P 4.5 4.9
Tab. 3-3 Startup conversion in the first gear
3.2.3 Converter key values in reverse gear
Pump Key value
3K 4.87
3V 5.50
3X 5.10
3H 4.20
4V 4.70
4X 4.30
4H 4.10
4P 3.90
Tab. 3-4 Converter key values in reverse gear

3-6
DIWA.6
3.2.4 Engine and transmission
Unit 824.6 854.6 864.6 864.6 884.6

1750
Nm
Number of gears – 4 4 4 4 4
Operating pressure bar 8.5 8.5 8.5 9.5 10.5

Input power at nominal speed kW max. max. 260 in 260 in 260 in the
200 240 the the 1st gear
1st and 1st and
300 in the
2nd gear 2nd gear
2nd gear
290 in 290 in
320 in the
the the
3rd and
3rd and 3rd and
4th gear
4th gear 4th gear
Input torque without engine torque reduc- Nm 500 up 800 to 1100 up - -
tion to 650 1100 to 1250
Input torque with engine torque reduction Nm 500 up 800 to 1100 up - -
via PIN to 800 1250 to 1600
Input torque with engine torque reduction Nm 500 up 800 to 1100 to 1100 to 1600 up
via CAN interface to 800 1250 1700 1750 to 1900
Kick-down shift point, max. rpm - - - 2000 2200
WP shift point, max. rpm - - - 2000 2200
Torque reduction when shifting up Nm 650 1100 1250 1250 1250 for 1-
2 shifting
1400 for
2-3-, 3-4
shifting
Torque reduction when shifting down Nm 500 500 for 700 for 700 for 1000 for
MMR MMR MMR via MMR via
via CAN, via CAN, CAN CAN
other- other-
wise wise
1100 1250
Input speed at beginning of engine regula- rpm 1900 up 1900 to 1900 to 1900 to 1900 up
tion to 2500 2500 2500 2000 to 2200
Idle speed of engine with applied gear rpm 550 up 550 to 550 to 550 to 550 up to
to 700 700 700 700 700
Control characteristic of engine – Fill-controlled
Engine control – PWM CAN
CAN
Fuel type – Diesel

Gas (CNG, LPG)
Tab. 3-5 Technical data 1/2
3-7
DIWA.6
Unit 824.6 854.6 864.6 864.6 884.6

1750
Nm
Capacity (guideline values) Liters 5.5 to 9 5.5 to 9 9 to 13 9 to 13 9 to 13
[l]
Differential – Diff. 3 Diff. 3 Diff. 4 Diff. 4 Diff. 4
Diff. 4
Number of cylinders – R6 R6 R6 R6 R6
Transmission dry weight, without heat kg 295 300 305 305 310
exchanger
Mass moment of inertia of transmission kg m2 0.53 0.53 0.53 0.53 0.64
input (neutral) without HTSD
Mass moment of inertia of HTST on engine kg m2 0.46 0.46 0.46 0.46 0.46
side
Mass moment of inertia of engine kg m2 max. 1.5 max. 2 max. 2 max. 2 max. 2
Engine brake – Can be switched off / CAN-controlled
Tab. 3-5 Technical data 2/2

3-8
DIWA.6
3.2.5 Application limits with angle drive
Weights
Unit 854.6 864.6

Dry weight of transmission + angle drive W50 kg 382 387
Tab. 3-6 Weights
Oil quantity
Unit 824.6 854.6 864.6 884.6
min. max. min. max. min. max. min. max.
Oil quantity in case of in-line Liters [l] 28 31 28 31 28 31 28 31

application
Oil quantity including heat Liters [l] 28 31 28 31 28 31 28 31
exchanger and angle drive
without spur gear stage
Oil quantity including heat Liters [l] 34 37 34 37 34 37 34 37
exchanger and angle drive
with spur gear stage
Tab. 3-7 Oil quantity
Minimum oil quantity for oil dipstick marking "min."
Maximum oil quantity for oil dipstick marking "max."
Output angle drive without MMR

No limitation of gears and shifts possible.
Max. engine torque = 1250 Nm.
W50 W53 W54 W56

1st gear/ 1250 Nm 1250 Nm 1250 Nm 1500 Nm
reverse gear
2nd gear 1250 Nm 1250 Nm 1250 Nm 1500 Nm
3rd gear 1250 Nm 1250 Nm 1250 Nm 1500 Nm

4th gear 1250 Nm 1250 Nm 1250 Nm 1500 Nm

Upshift 1250 Nm 1250 Nm 1250 Nm 1250 Nm
Downshift 1250 Nm 1250 Nm 1250 Nm 1250 Nm
Tab. 3-8 nangle input-max. = 3300 rpm
3-9
DIWA.6
Output angle drive with MMR via PIN

No limitation of gears possible.
Limitation for upshift and downshift = 1250 Nm.
W50 W53 W54 W56

1st gear 1250 Nm 1350 Nm 1350 Nm 1500 Nm
reverse gear
PIN inactive
2nd gear 1250 Nm 1350 Nm 1350 Nm 1500 Nm
PIN inactive
3rd gear 1250 Nm 1350 Nm 1350 Nm 1700 Nm
PIN inactive
4th gear 1250 Nm 1350 Nm 1350 Nm 1700 Nm
PIN inactive
PIN active
PIN active

3-10
DIWA.6
Output angle drive with MMR via CAN
W50 W53 W54 W56

1st gear 1250 Nm 1350 Nm 1350 Nm 1500 Nm
reverse gear
2nd gear 1250 Nm 1350 Nm 1350 Nm 1500 Nm
3rd gear 1250 Nm 1600 Nm 1500 Nm 1700 Nm
4th gear 1250 Nm 1600 Nm 1500 Nm 1700 Nm
3.2.6 Dataset values
DIWA 824.6 can be provided with T0R0, T0R2, T2R0
DIWA 854.6 can be provided with T0R0, T0R2, T2R0, T2R2
DIWA 864.6, 1750 Nm can be provided with T0R0, T0R2, T2R0, T2R2
Unit T0R0 T0R2 T2R0 T2R2

Permissible input speed when rpm Diff. 3 = 2413 Diff. 3 = 2133 Diff. 3 = 2413 Diff. 3 = 2133
activating the converter brake
Diff. 4 = 2537 Diff. 4 = 2243 Diff. 4 = 2537 Diff. 4 = 2243
Permissible output speed rpm 3450 3050 3450 3050
when activating the converter
brake
Min. braking torque Nm 600 600 600 650
Max. braking torque Nm 1800 1800 1800 2000
Max. braking torque - cross- Nm 1500 1500 1500 1500
country applications
Braking power limitation kW 300 300 300 300
Minimum braking torque Nm 1500 1500 1500 1500
during limitation
rpm
Hard/soft limit 1400 1400 1400 1200

Pressure increase - hard/soft %/s 40 40 40 20
brake
Tab. 3-11 Dataset values* 1/2
3-11
DIWA.6
Unit T0R0 T0R2 T2R0 T2R2

Retarder reduction in case of °C 120 to 140 120 to 140 120 to 140 120 to 140
excess temperature in the oil
sump
Tab. 3-11 Dataset values* 2/2
3.2.7 Vehicle
Unit 824.6 854.6 864.6 864.6 884.6

1750 Nm
Axle ratio – 4.5 to 7.5 4.5 to 7.5 4.5 to 7.5 4.5 to 7.5 4.5 to 7.5
Restrictions for types of use – City bus/ City bus/ City bus/ City bus/ City bus/
suburban suburban suburban suburban suburban
bus bus bus bus bus
Test point, without auxiliary % 120 to 180 120 to 180 120 to 180 120 to 180 120 to 180
consumers, with engine drag
torque, without engine brake
Braking power at test point kW max. 120 max. 120 max. 120 max. 120 max. 120
Calculated oil sump temper- °C max. 150 max. 150 max. 150 max. 150 max. 150
ature at the test point with a
water temperature of 90°C
Temperature regulation - oil °C 120 to 140 120 to 140 120 to 140 120 to 140 120 to 140
sump
Temperature regulation - °C 170 to 190 170 to 190 170 to 190 170 to 190 170 to 190
converter
Ambient temperature - engine °C -40 to 110 -40 to 110 -40 to 110 -40 to 110 -40 to 110
compartment
Tab. 3-12 Vehicle
3.2.8 Installation
Unit Minimum Maximum

Longitudinal inclination ° 0 7
Transverse inclination ° -4 4
Distance to heat sources (heat mm 100 -
radiation ≥120°C)
Tab. 3-13 Installation
3-12
DIWA.6
3.2.9 Attachment
Component
Attachment to the engine Suspension flange

Fixing of additional parts to the transmis- Fastening of water pipes to the fastening
sion holes
Tab. 3-14 Attachment
Weights of attaching parts
Component Unit Weight
Suspension flange kg 18
Heat exchanger kg 33
Tab. 3-15 Weights of attaching parts

3-13
DIWA.6
3.2.10 Cardan shafts

Input CSA unloaded ° -3 3
Input CSA loaded ° -3 3
Output CSA unloaded ° -6 6
Output CSA loaded ° -6 6
Error angle (flange parallelism) ° - 0.25
Substitute diffraction angle on cardan ° 3

shaftings
CSA at maximum deflection/compression ° - 12
CSA at maximum rebound ° - 12
Cardan shaft length mm 700 1500
Favorable operating length mm Sufficient overlapping and free travel
LB = LZ + La /3
LZ : Cardan shaft pushed together
La : Permissible length compensation
Unbalance at 3000 rpm mm g/kg - 50
Lubrication of sliding pieces - Rilsan coating

Maintenance - In accordance with the specifications of the
cardan shaft manufacturer
Tab. 3-16 Cardan shafts
Notice
CSA: cardan shaft angle
3-14
DIWA.6
3.2.11 Cooling system

Thermostat opening temperature °C 70 85
HE: Heat exchanger connection type - Counterflow
l/min 1.3 l/min per kilowatt 500
engine power
Or
130 l/min at 1000 revo-
lutions per minute
Cooling water pressure on the heat exchanger bar 0.5 2
input
Cooling water temperature at heat exchanger °C - 100
input
Cooling water composition - 64% water 49% water
35% glycol 50% glycol
1% corrosion preventive 1% corrosion preventive
or as specified by the heat exchanger manufacturer
Diameter of cooling water pipes mm 40 50
pH value of cooling water at 20 °C - 6.5 8
Total hardness of cooling water °dH 3 10

100% distilled water should be avoided as it
prevents the formation of a silicate protective film,
i.e. anti-corrosion film, in the heat exchanger.
Aggressive carbonic acid in the cooling water mg/l 0 0
Ammonia content in the cooling water mg/l 0 0
Nitrite content in the cooling water mg/l 0 0
Chloride content in the cooling water mg/l < 75 < 75
Cooling capacity of heat exchanger kW 125 kW at the TÜV point

Arrangement of heat exchanger (HE) in the - Engine cooler → Engine cooler →
cooling circuit Water pump → Water pump →
Voith HE → Engine →
Engine → Voith HE →
Engine cooler Engine cooler
Tab. 3-17 Cooling system

3-15
DIWA.6
Design
4 Design
4.1 Entire system
4.1.1 Mechanical components
2AC_1004
Fig. 4-1
1 Hydrodamp 4 Or output via angle drive

2 DIWA transmission 5 Heat exchanger
3 Output flange
4-1
DIWA.6
Design / Entire system
4.1.2 Electrical/electronic components
2 4
7 5
2AC_1005
Fig. 4-2 Connections at the control system (electric components)
1 Control system E300.1 5 Engine/engine control

2 Pushbutton selector 6 CAN
3 Brake switch 7 ABS
4 Diagnostic interface
In order to identify exactly the connections at the control system, you have to request
the circuit diagram for the corresponding vehicle (Æ Page 8-1, Chapter 8).
4-2
DIWA.6
Design / Components of the DIWA transmission
4.2 Components of the DIWA transmission
a b c d e f P T L g h i
q p o n m l k j
A B C D E
2AC_1006
Fig. 4-3 Modules
1 A - Input 13 e – Overdrive clutch SK

2 B - Differential 14 f – Pump brake PB
3 C – Converter/retarder 15 g – Turbine brake TB
4 D – Turbine and reverse gear trans- 16 h – Reverse gear brake RB
mission 17 i – Output shaft
5 E – Output 18 j – Heat exchanger
6 P - Pump impeller 19 k – Reverse gear transmission
7 T – Turbine wheel 20 l – Turbine transmission
8 L – Stator 21 m – Oil pan
9 a - Input shaft 22 n – Gear pump drive
10 b – Hydrodamp 23 o – Sun gear
11 c – Input clutch EK 24 p – Planet gear
12 d – Lock-up clutch DK 25 q – Planet carrier
4-3
DIWA.6
Function
5 Function
5.1 System description
The designation DIWA

DIWA is an acronym – as a symbol of the mechanical and hydrodynamic power trans-
mission in the DIWA drive range (1st gear) – consisting of the first two letters of the words
Differenzial and Wandler (German for differential and converter). In the other gears, the
engine power is transmitted mechanically.
1st gear 2nd gear 3rd gear 4th gear

hydrodynamic
power transmission
mechanical
vehicle speed
2AC_1007_en
Fig. 5-1 Power transmission in the DIWA drive range (1st gear)
1st gear
DIWA drive range
traction
2nd gear
3rd gear
4th gear
0
vehicle speed
2AC_1008_en
Fig. 5-2 Shifts
5-1
DIWA.6
Function / System description
0 vehicle speed
braking stage I
braking force
braking stage II
braking stage III
2AC_1009_en
Fig. 5-3 Brake stages
DIWA converter
The hydrodynamic converter in the DIWA transmission is a contra-rotating converter. It
is used not only for acceleration during startup, but also as a retarder (converter brake)
for wear-free braking of the vehicle.
Irrespective of the gear position, the retarder is effective in graduations, almost through-
out the whole driving range.
It complies with the statutory European requirements to be satisfied by a third, indepen-

dent sustained-action brake.
The test of the retarder is performed in accordance with the Test Specification ECE-R13.
This has been fulfilled when, while driving on a route with 7% gradient for a length of 6 km
braking solely with the retarder, the vehicle speed remains constant at 30 km/h without
exceeding the permissible oil temperature in the transmission.
The performance of the retarder is so high that the normal service brakes are relieved
considerably. This significantly increases the lifetime of the mechanical service brake.
5-2
DIWA.6
Function / Power flow diagrams
5.2 Power flow diagrams
For the definition of the letters in the power flow diagram, see Æ Page 4-3, Chapter 4.2.
5.2.1 Neutral position
g h
c d e f
p P L
n l k
q T
o
a i
A B C D E
2AC_1010
Fig. 5-4 Power flow in neutral position
The transmission is in neutral when the engine is running and the N button on the push-
button selector is pressed; neutral means that all multi-disk brakes (f, g, h) and multi-disk
clutches are released/disengaged.
The Hydrodamp connects the engine to the input shaft (a). When the input clutch EK
(c) is disengaged, only the gear pump (n) is driven which supplies oil under pressure for
power transmission, gear shifts and lubrication of the transmission lubrication.
5.2.2 1st gear - DIWA drive range
g h
c d e f
p P L
n l k
q T
o
a i
A B C D E
2AC_1013
Fig. 5-5 Power flow in 1st gear
In first gear, the input differential (B) preceding the converter (C) splits the engine power
and transmits it on the output shaft (i) via one hydraulic and one mechanical power path.
The input clutch EK (c) is engaged and the engine power is transmitted to the crown
gear of the differential (B).
5-3
DIWA.6
When setting off, the output shaft (i) and the planet carrier of the differential (B) connected
to it are at first stationary. The pump impeller (P) of the torque converter (C) is driven via
the crown gear, the planet gears and the sun gear (o) of the differential (B) with multiple
engine speed.
In the converter (C), the oil supplied by the pump impeller flows through the stator (L)
and the turbine wheel (T) in a closed circuit. The torque that is output and converted by
the turbine wheel (T), i.e. the increased torque, is transmitted to the output shaft (i) via
the planet gears of the turbine transmission (l) whose turbine brake TB (g) is applied.
When the vehicle starts, also the output shaft (i) and the planet carrier (q) of the differen-
tial (B) begin to turn - with low speed at first. Already in this mode, a small portion of the
power is no longer transmitted hydraulically but mechanically through the planet gears
(p) and the planet carrier (q) of the differential (B) to the output shaft (i).
As the vehicle speed increases, i.e. with increasing speed of output shaft (i), the speed
of the sun gear (o) in the input differential (B), driving the pump impeller (P), decreases.
The hydraulically transmitted portion of power thus also degreases.
As the engine speed increases, the mechanical power portion that is transmitted via the
planet carrier of the differential (q), increases.
5-4
DIWA.6
5.2.3 2nd gear
g h
c d e f
p P L
n l k
q T
o
a i
A B C D E
2AC_1015
Fig. 5-6 Power flow in 2nd gear
Dependent on the vehicle speed and engine filling, the transmission automatically shifts
from first into second gear.
The pump brake PB (f) is applied, thus stopping the pump impeller and deactivating the
hydrodynamic power transmission.
At the same time, by releasing the turbine brake TB (g), the turbine wheel (T) is discon-
nected from the power flow.
The gear ratio of the 2nd gear corresponds to the ratio of the differential, i.e. i = 0.7 (diff.
3) or i = 0.73 (diff. 4).
5.2.4 3rd gear
g h
c d e f
p P L
n l k
q T
o
a i
A B C D E
2AC_1016
Fig. 5-7 Power flow in 3rd gear

The input clutch EK (c) is disengaged while the lock-up clutch DK (d) is engaged. This
means that the input shaft (a) is directly connected to the output shaft (i).
The transmission ratio in the 3rd gear is i = 1.0.
5-5
DIWA.6
5.2.5 4th gear
g h
c d e f
p P L
n l k
q T
o
a i
A B C D E
2AC_1017
Fig. 5-8 Power flow in 4th gear
The lock-up clutch DK (d) is disengaged, while the overdrive clutch SK (e) is engaged.
The transmission ratio in the 4th gear is equivalent to the reverse transmission gear of
the differential, i.e. the "Overdrive" is i = 0.7 (Diff. 3) and/or i = 0.73 (Diff. 4).
5.2.6 Braking in 4th gear
g h
c d e f
p P L
n l k
q T
a i
A B C D E
2AC_1020
Fig. 5-9 Power flow braking in 4th gear
The pushing vehicle drives the turbine wheel (T) via the turbine transmission (l) and the
reverse gear transmission (k) with the corresponding reverse gear transmission ratio R0
or R2. At the same time, the pump brake PB (f) and the reverse gear brake RB (h) are
applied.
The turbine wheel (T) is driven in the opposite direction to that of 1st gear and thus acts
as an axial pump which transports the oil towards the stator (L) and the braked pump
impeller (P). Kinetic energy is converted into heat and dissipated by the heat exchanger.
The three brake stages B1, B2 and B3 are implemented by increasing the oil pressure
in the converter.
5-6
DIWA.6
5.2.7 Braking in 3rd gear
g h
c d e f
p P L
n l k
q T
a i
A B C D E
2AC_1019
Fig. 5-10 Power flow braking in 3rd gear
5.2.8 Braking in 2nd gear
g h
c d e f
p P L
n l k
q T
a i
A B C D E
2AC_1018
Fig. 5-11 Power flow braking in 2nd gear
5.2.9 Braking in 1st gear drive range
g h
c d e f
p P L
l k
n
q T
a i
A B C D E
2AC_1021
Fig. 5-12 Power flow braking in 1st gear
5-7
DIWA.6
Input clutch EK (c) is engaged and the turbine brake TB (g) is applied, the pump brake
PB (f) is released as during traction in the 1st gear.
The vehicle is decelerated in all brake stages mainly by activation of the reverse gear
brake RB (h) ("dragging reverse gear disks").
In some applications, the vehicle is decelerated in the first brake stage only by the service
brake.
Ö Observe the influence of the transmission ratio and the effect of the engine drag
torque.
5.2.10 ANS activation
g h
c d e f
p P L
n l k
q T
o
a i
A B C D E
2AC_1011
Fig. 5-13 Power flow ANS activation
ANS stands for Automatic Neutral at Standstill.
Then ANS function differs from neutral position in so far as the vehicle is blocked by
the transmission by applying the turbine and reverse gear brakes TB (g) and RB (h)
(Æ Page 7-25, Chapter 7.22). In addition, as in neutral position, the power flow between
engine and transmission is interrupted by disengaging the input clutch EK (c).
The ANS significantly reduces the dragging effect of the transmission which is otherwise
still effective when the vehicle is stationary. As a result, the engine runs smoother at
idle speed and the fuel consumption reduces, especially when driving in city traffic with
many bus stops and other stationary times at traffic lights or in traffic jams.
Possible brake signals for the request of ANS:

• Service brake active
• Parking brake active
•
Bus stop brake active

• Brake signal via CAN

• Brake signal on digital input ANS
• Brake signal on digital input ANS-Lock
5-8
DIWA.6
Notice
The signals for the ANS request can be set individually for each vehicle.
When projecting the vehicle, these have to be agreed with Voith.
After the request of ANS, the following conditions have to be fulfilled in order to
activate ANS:
• Accelerator pedal in idle position L0 (not for ANS-Lock)
• Driving speed below 1 km/h
• Forward gear engaged
• Engine speed below 1000 rpm
• Output speed sensor OK
• ABS not active
• Solenoid valves TB and RBK OK
5.2.11 ANS activation via bus stop brake
g h
c d e f
p P L
n l k
q
T
o
a i
A B C D E
2AC_1012
Fig. 5-14 Power flow ANS activation with bus stop brake
There is another variant besides ANS activation in which the reverse gear brake RB
remains released and the vehicle is stopped only by the bus stop brake (HSB) and
not via the transmission.
5-9
DIWA.6
5.2.12 Reverse gear
g h
c d e f
p P L
n l k
q T
o
a i
A B C D E
2AC_1014
Fig. 5-15 Power flow in reverse gear
The power is transmitted by hydrodynamic and mechanical systems in the same way as
in 1st gear (DIWA drive range).
The input clutch EK (c) is engaged. The engine drives the pump impeller (P) via the sun
gear (o) and the planet gears (p) of the differential. The turbine wheel (T) transmits the
torque via the turbines (l) and reverse gear transmissions (k) to the output shaft (i). Here
the turbine brake TB (g) is released and the reverse gear brake RB (h) is applied.
The maximum vehicle speed reachable in reverse gear is about 10% of the maximum
speed in forward gear.
5-10
DIWA.6
Function / Hydraulic control scheme
5.3 Hydraulic control scheme
Components
• Gear pump
• Operating pressure valve
• Solenoid valves
– Pressure-control solenoid valves (EK, DK, SK, PB, TB, RBK)
– ON/OFF solenoid valves (WP, WR, RBG, EO)
• Shuttle valve
• Converter outlet valve
• Converter inlet valve
• Vent valve
Gear pump
The gear pump supplies the oil from the oil pan through the suction screen, the heat ex-
changer, the oil filter and the operating pressure valve, thus generating operating pres-
sure.
From the operating pressure valve, the oil is distributed to:

• the lubrication system
• the control blocks with electro-hydraulic control system
• the water inlet valve
From the converter inlet valve, the oil flows to:

• the converter
• from there to the converter outlet valve
Operating pressure valve

By means of the hydraulic operating pressure valve, the operating pressure is regulated
so that it is sufficient for safe holding of the multi-disk clutches and brakes at maximum
engine and/or braking torques. For DIWA.6 transmissions it is possible to reduce the
operating pressure via the EO valve in case of operating modes with little or no engine
and braking torques at all. This reduces the fuel consumption.
The operating pressure is set by the initial stress of the piston spring.
The operating pressure can be varied by an additional ring surface on the operating
pressure piston.
5-11
DIWA.6
Solenoid valves
The solenoid valves in the control block are pressurized with operating pressure or con-
verter pressure.
The solenoid valves direct the oil from the operating pressure valve (operating pressure)
or from the converter (converter pressure) to the pistons of the multi-disc brakes and
clutches and to the converter drain valve.
The EO valve generates the control pressure for an adaptation of the operating pressure
to the requirement. To do so, the EO valve is energized. The control pressure of the EO
valve acts on an additional ring surface on the operating pressure piston and causes a
reduction of the operating pressure.
Converter and operating pressure are available at the shuttle valve.
The function of this valve is to release the higher of the two pressures to flow to the
solenoid valves.
It transfers this pressure to the multi-disk brakes:

• TB
• RBG
• RBK
Converter outlet valve

The converter outlet valve serves for open-loop and closed-loop control of the converter
pressure.
Converter inlet valve

The converter filling valve reduces the converter pressure under certain operating con-
ditions.
The converter inlet control closes the converter inlet valve thereby reducing oil supply
to the converter using a throttle. In this state, only a very small amount of oil is transported
via a throttle port into the converter. In addition, air is added to the oil fill of the converter
via the open breather valve.
Purpose of the water inlet control is to:

1. enable the converter brake to be switched on even at high vehicle speeds in 3rd and
4th gear with regard to the shifting work of the RD disks
2. improve the activation behavior/the comfort
3. implement lowest possible retarder torques at high vehicle speeds that are preset by
the vehicle's brake management system
5-12
DIWA.6
Overview
Chapter Switching/shifting func- EK DK SK PB TB WP WR RBK RBG EO

tion
Æ Page 5-17, Neutral position X3
Chapter 5.3.1
Æ Page 5-17, 1st gear - DIWA drive X X X X3
Chapter 5.3.2 range
Æ Page 5-18, Upshift DIWA drive range X X X3
Chapter 5.3.3 to 2nd gear
Æ Page 5-18, 2nd gear X X X X3
Chapter 5.3.4
Æ Page 5-19, 3rd gear X X X X3
Chapter 5.3.5
Æ Page 5-19, 4th gear X X X X3
Chapter 5.3.6
Æ Page 5-19, 3rd gear with converter X X X3
Chapter 5.3.7 inlet control
Æ Page 5-19, 4th gear with converter X X X3
Chapter 5.3.7 inlet control
Æ Page 5-20, 1st, 2nd or 3rd brake X X X
Chapter 5.3.8 stage - 3rd gear with
converter inlet control
Æ Page 5-20, 1st, 2nd or 3rd brake X X X
Chapter 5.3.8 stage - 4th gear with
converter inlet control
Æ Page 5-20, 1st brake stage in 4th X X X X X
Chapter 5.3.9 gear without converter
inlet control
Æ Page 5-20, 1st brake stage in 4th X X X X
Chapter 5.3.10 gear with converter inlet
control
Æ Page 5-21, 2nd and 3rd brake stage X X X X2 X X
Chapter 5.3.11 in 4th gear
Chapter 5.3.11 in 3rd gear
Chapter 5.3.11 in 2nd gear
Æ Page 5-21, Braking in 1st gear drive X X X X X1
Chapter 5.3.12 range
Æ Page 5-22, ANS activation X X X1 X3

Chapter 5.3.13
Æ Page 5-22, ANS activation via bus X X X3
Chapter 5.3.14 stop brake
Æ Page 5-22, Reverse gear up to 1 X X X X
Chapter 5.3.15 km/h
5-13
DIWA.6
Chapter Switching/shifting func- EK DK SK PB TB WP WR RBK RBG EO

tion
Æ Page 5-23, Reverse gear above 1 X X X2 X X
Chapter 5.3.16 km/h
X1 = controlled valve, X2 = clocked valve, X3 = valve

switched as required
5-14
DIWA.6
Activation of solenoid valves at different shifting states
C 9 D
8
10
7
B EO
13
17 16 15 14 12 11
E
6 F
5
A
H
4 3 2 1
G
2AC_1022
Fig. 5-16 Oil and control scheme overview
For oil flow schemes of individual switching modes, please see the annex Æ Page 8-1,
Chapter 8.
5-15
DIWA.6
Designation in Abbreviation Definition

Æ Fig. 5-16
A WAV Converter outlet valve

B WEV Converter inlet valve
C AV Operating pressure valve
D - Control blocks with solenoid valves
E - DIWA transmission
F - Gear pump
G - Heat exchanger
H - Oil filter
1–6 - Piston - converter outlet valve
7 - Piston - converter inlet valve
8, 9 - Piston - operating pressure valve
10 - Shuttle valve
11 RB Reverse gear brake
12 TB Turbine brake
13 EV Vent valve
14 PB Pump brake
15 SK Overdrive clutch
16 DK Lock-up clutch
17 EK Input clutch
EK Solenoid control valve - input clutch
DK Solenoid control valve - lock-up clutch
SK Solenoid control valve - overdrive clutch
TB Solenoid control valve - turbine brake
PB Solenoid control valve - pump brake
WP Solenoid activation valve for converter pressure via the WAV
WR Solenoid control valve for converter pressure via the WAV
RBK Solenoid control valve of reverse gear brake RB (small piston area)
RBG Solenoid activation valve of reverse gear brake RB (large piston area)
EO Solenoid activation valve for operating pressure control
(Efficiency Optimization)
5-16
DIWA.6
5.3.1 Neutral position
The oil pressure in the operating pressure valve presses the piston (8) against the
force of the corresponding spring, thereby opening the oil flow to the converter.
The transmission is supplied with lubricating oil via the spool (9) and a throttle port in the
OPV housing.
In neutral position, the operating pressure is higher than the converter pressure, so that
all solenoid valves of the control block are applied with operating pressure.
The solenoid valves are closed, therefore, all multi-disk brakes are released and the
multi-disk clutches are disengaged.
The pistons (1 - 4) of the converter outlet valve are in their initial position by the corre-
sponding spring. The converter is thus closed via the converter out valve. The converter
pressure increases accordingly. The vent valve is also closed.
The EO valve is switched as required.
5.3.2 1st gear (DIWA drive range)
The input clutch (17) closes via the EK solenoid valve. The turbine brake (12) is applied
via the TB solenoid valve.
Operating pressure is applied to the piston (2) in the converter outlet valve via the
fully open WR solenoid valve. This reinforces the spring force on the piston (1), and the
pistons (1 - 4) move into their initial position. The converter outlet valve closes and the
converter pressure rises to values corresponding to the engine speed.
Because the converter plays an active part in power transmission, the operating pressure
in this operating mode is lower than the converter pressure. Therefore, the shuttle valve
(10) releases the higher converter pressure to the solenoid valves TB, RBG and RBK.

5-17
DIWA.6
5.3.3 Upshift DIWA drive range to 2nd gear
This status is only active for a short time.
The WR solenoid valve closes. The TB solenoid valve is switched off and the turbine
brake (12) opens.
The pump brake (14) is applied via the PB solenoid valve and the pump impeller is
locked. For improvement of the shifting quality, the pump impeller is additionally decel-
erated by the converter pressure which is still present.
Operating pressure is also applied to the piston (5) in the converter outlet valve when
the PB pressure is released to the pump brake. Piston (5) remains in its initial position
because the converter pressure is higher.
5.3.4 2nd gear
The WP solenoid valve switches on about two seconds after shifting up from 1st into
2nd gear.
The piston (6) in the converter outlet valve moves into its end position, piston (5) re-
leases the converter pressure to act on piston (4). The force of the spring on the piston
(1) and the converter pressure on (4) together result in a control position being estab-
lished for pistons (1-4) by way of the control edge of (3). The converter pressure reduces,
piston (5) moves to its end position, and as a result, the converter pressure also acts on
piston (3). A value of about 0.5 bar adjusts that is required for the 1st brake stage. With
this pressure, the converter is ready to brake.
The end position of pistons (5) and (6) effects that the piston (9) of the operating pres-
sure valve is pressurized with operating pressure. Piston (9) also moves to its end
position and opens a large lubrication oil hole in the housing of the operating pressure
valve. As a result, increased transmission lubrication is achieved from the 2nd gear
onwards.
As operating pressure acts on both sides of the piston (7), the converter inlet valve
remains open. The vent valve (13) is closed.

5-18
DIWA.6
5.3.5 3rd gear
The input clutch (17) is disengaged by the EK solenoid valve. The lock-up clutch (16) is
engaged by the DK solenoid valve.
The following valves remain in the same switching status as in the 2nd gear:

• Vent valve
• EO valves (switched as required)
5.3.6 4th gear
The lock-up clutch (16) is disengaged by the DK solenoid valve. The overdrive clutch
(15) is engaged by the SK solenoid valve.
The following valves remain in the same switching status as in the 2nd gear:

• Vent valve
• EO valves (switched as required)
5.3.7 3rd, 4th gear with converter inlet control
The multi-disk brakes and clutches are set as in 3rd and 4th gear.
The WP solenoid valve is switched off above a certain limit peed of the transmission
output n2 = 2000-2200 rpm. As a result, the converter outlet valve opens completely.
The corresponding spring moves the piston (6) to its initial position, allowing the operat-
ing pressure to act on pistons (3) and (4) via piston (5). The pistons (1-4) assume their
end position. The converter pressure reduces to values of nearly 0 bar.
The vent valve opens allowing air into the converter oil circuit.
Switching off the WP valves has the additional effect that operating pressure only acts
on one side of the piston (7) of the converter inlet valve. This piston assumes its end
position. The converter is then supplied only with a reduced amount of oil via the throttle
port in the housing of the converter inlet valve.
The WP solenoid valve switches on again below the limit speed on the output and the
switching status is the same as in the 3rd and 4th gear without converter inlet control.
5-19
DIWA.6
5.3.8 1st, 2nd or 3rd brake stage - 3rd, 4th gear with con-
verter inlet control
Braking with the converter inlet control is a transitional function active for a limited time
above the limit output speed.
All multi-disk brakes, clutches and solenoid valves are initially set as in traction in the
4th gear with converter inlet control.
The RBK solenoid valve switches on after the retarder has been activated. It allows the
operating pressure to act on the small piston surface of the reverse gear brake (11).
This synchronizes the reverse gear transmission, i.e. its crown gear is slowed down to
standstill.
The low pressure, the oil/air mixture and the reduced oil supply to the retarder reduce the
braking torque when the turbine wheel starts moving, thereby facilitating synchronization
of the reverse gear disks when the vehicle is traveling at high speed.
5.3.9 1st brake stage in 4th gear without converter inlet

control
The overdrive clutch SK (15) is engaged and the pump brake PB (14) is applied as in
traction in 4th gear.
After activation of the converter brake, the reverse gear transmission is synchronized by
switching the RBK solenoid valve, thus driving the turbine wheel.
Then the RBG solenoid valve is switched on allowing the operating pressure to act on
the large piston surface of the reverse gear brake (11). This increases the pressure on
the piston of the reverse gear brake.
5.3.10 1st brake stage in 4th gear with converter inlet con-
trol
The overdrive clutch SK (15) is engaged and the pump brake (PB (14) is applied. The
reverse gear transmission was synchronized by switching the RBG solenoid valve.
The RBG solenoid valve is switched on. This allows the operating pressure to act on the
large piston surface of the reverse gear brake (11) and the pressure on the piston to be
increased.
Following that, the WP valve is switched on. The piston (6) in the converter outlet valve
assumes its end position, allowing the converter pressure to act on (3) and (4) via (5).
The pistons (1-4) assume their control position, the converter pressure and the braking
torque are increased to the values for the 1st brake stage.
The converter inlet valve opens and the vent valve closes.
5-20
DIWA.6
5.3.11 2nd and 3rd brake stage in 2nd, 3rd and 4th gear
The multi-disc brakes and clutches are initially in the same positions as for traction. In
addition, the reverse gear brake is activated as in the 1st brake stage.
The WR solenoid valve (for converter pressure control) is activated to increase the brak-
ing force for the 2nd and 3rd brake stages channeling the pressure on the piston (2) in
the converter outlet valve and in doing so changes the braking force via the converter
pressure.
5.3.12 Braking in 1st gear (DIWA drive range)
Solenoid valve RBG is switched off fully and RBK temporarily for the downshift from
2nd to 1st gear with the converter brake active. This releases the reverse gear brake
(11).
The pump brake PB (14) is then also released, and following that, the turbine brake
(12) is applied. In this operating mode, the transmission is initially shifted as for traction
in the 1st gear.
Then the RBK solenoid valve is re-activated, the RBG solenoid valve remains switched
off. The control pressure on the small piston surface of the reverse gear brake is max.
1.2 bar. In this status, the predominant braking effort for the vehicle is provided by the
slipping RB disks. The RBK pressure is reduced continuously as the vehicle decelerates
until a value of about 0 bar is reached when the vehicle has come to a halt.
The RBK pressure is then increased to about 2.5 bar in order to lock up the transmission
by means of the two brakes RB and TB.
5-21
DIWA.6
5.3.13 ANS activation
The input clutch (17) is disengaged by the EK solenoid valve. The turbine brake (12)
is applied via the TB solenoid valve.
The RBK solenoid valve establishes and maintains a certain pressure on the small
piston surface of the reverse gear brake (11). The transmission is mechanically locked
up because the two brakes TB and RB are applied, meaning that the vehicle is braked
to standstill.
5.3.14 ANS activation via bus stop brake
This gearshift function differs from the ANS activation in that the reverse gear brake
(11) is released and the vehicle is braked by the bus stop brake.
The parking brake is activated by the transmission control unit.
5.3.15 Reverse gear - driving speed up to 1 km/h
This operating mode is normally only effective for a short time when setting off in reverse.
The EK solenoid valve initiates the input clutch (17) to engage and the solenoid valves
RBK and RBG initiate the reverse gear brake (11) to apply.
Because the converter plays an active part in power transmission, the operating pressure
in this operating mode is lower than the converter pressure. Therefore, the shuttle valve
(10) releases the higher converter pressure to the solenoid valves TB, RBG and RBK.
5-22
DIWA.6
5.3.16 Reverse gear - driving speed faster than 1 km/h
The WP solenoid valve is activated in addition to the shifts in reverse gear up to 1km/h.
The piston (6) in the converter outlet valve moves into its end position. The pistons (5)
and (6) release the converter pressure to piston (4) and the operating pressure to piston
(1), which also moves into the end position.
The pressure of the WR solenoid valve which is controlled as a function of the engine
speed, is applied at the piston (2). Thus it is possible to control the converter pressure
via the control edge of the piston (3) to values between approx. 0 and 20 bar.
5-23
DIWA.6
Installation
6 Installation
6.1 Installation instructions for mechanical components
6.1.1 Initial installation DIWA.6
Definition of terms
1. The OEM installs a DIWA transmission for the first time into a new vehicle type (ho-
mologation)
2. A vehicle with a transmission of a different type or from a different manufacturer is
retrofitted with a DIWA.6 (retrofit)
Regulations
Before installing a DIWA transmission for the first time, make sure that the following
regulations and conditions are complied with:
• All documents required for the installation must be on hand, e.g.
– Installation drawings
– Circuit diagram
– Drawings showing cable laying and water pipes
• Installation drawings and circuit diagrams must have been released by Voith
• If you want to mount or attach additional modules to the transmission, you need the
approval by Voith
• The clearances and recesses for the installation or for later maintenance or repair
must exist in the vehicle as described in the installation drawings:
– Basic transmission, in general
– Measuring cover for testing sensors and oil pressures
– sensors for speedometer and forward-reverse recognition (if existing)
– Oil pan and oil filter
– Oil level measurement (oil dipstick) and oil filling
– Electronic transmission controller with diagnostic connection
– Pushbutton selector
– Brake pedal
– Hand brake switch
• For commissioning and initial acceptance, it is mandatory to contact Voith for an
expert
• A diagnostic interface must be provided and implemented in the vehicle.
6-1
DIWA.6
Installation / Installation instructions for mechanical components
6.1.2 Installation requirements - transmission
The transmission has to be installed in accordance with the specifications indicated on

the installation drawings. Deviations from the horizontal position are possible but need
to be approved by Voith in writing.
The values are:

• In longitudinal direction: min. 0°, max. -7°
• In transverse direction: max. 4° clockwise, max. 4° counterclockwise
Permissible longitudinal position
max. 7°
2AC_1070
Fig. 6-1 Permissible longitudinal position
Permissible transverse position
max. 4° max. 4°
2AC_1045
Fig. 6-2 Permissible transverse position

■ Any contact surfaces must be clean and free of burrs.

■ The distance to heat sources with a heat radiation ≥120°C must be at least 100 mm.
6-2
DIWA.6
Direct mounting
Engine and transmission must be suspended in the vehicle frame free of tension and
torsion.
Separate mounting
The transmission has to be supported on the input and output side in the chassis on
flexible bearings. A pilot bearing (flywheel inside bearing) is used for bearing the HTSD
on the input side.
This bearing must be sufficiently greased before it is installed.
This bearing is not included in the Voith scope of supply.

6-3
DIWA.6
6.1.3 Accessibility to the transmission
Recess in the vehicle floor

The recess in the vehicle floor has to be closed by a maintenance flap.
305
305
580
2AC_1046
Fig. 6-3 Recess in the vehicle floor

6-4
DIWA.6
Dimensions for removal for oil measurement from the top
min. 275
2
min. 336
min. 436
1
3
min. 716
2AC_1072
Fig. 6-4 Dimensions for removal - oil measurement from the top
1 Dimension for removal of oil pan 3 Dimension for removal of oil filter
2 Dimension for removal of control cover 4 Dimension for removal of oil dipstick
6-5
DIWA.6
Dimensions for removal when oil is measured laterally
min. 275
2
min. 336
min. 436
1
3
4
392
min. 323
4
°
60
2AC_1071
Fig. 6-5 Dimensions for removal when oil is measured laterally
1 Dimension for removal of oil pan 3 Dimension for removal of oil filter
2 Dimension for removal of control cover 4 Dimensions for removal - oil dipstick
6-6
DIWA.6
6.1.4 Dimensions and connections
E-cover, oil measurement on top
12x30° (=360°)
3 30°
4
15°
302
Ø5
122 274 5
30
,22
Ø511.175 h8
5
2
Ø54.5
62
110
S 65
23
66.5
1
Ø11.5
Ø30
213
5 15
389
594
884
Ø13+0.2
13.5
4 4
Ø15
70°
394
279 Ø13
0
Ø99.5
Ø150
Ø65
6
7
1.5
10
Ø52 8
(750)
Ø50
29
218.5
SW36
117
121
2AC_1062
Fig. 6-6 E-cover, oil measurement on top
6-7
DIWA.6
839
750
554
431 9
410
105
255 245
270.5
305
204
139.5
155
M8/18-22
82
S
139.5
6x
272.5
231
236
4.5°
60
305
271
96
266
180 32
263 275
12
117 580 13 14
744
10 11
2AC_1063
Fig. 6-7 E-cover, oil measurement on top
1 Splined shaft 9 Water inlet

2 Usable profile length 10 For accessibility, necessary recess in
3 Ventilation the vehicle floor
4 Oil measurement 11 Transmission number and nameplate
5 Oil filling 12 Water return
6 Operating pressure setting 13 Position for screwing in temperature
7 Measuring point of converter pressure switch
8 For cardan shaft connection 14 Oil drain
ISO 8667-T150 water supply
6-8
DIWA.6
E-cover, lateral oil measurement
12x30° (=360°)
30°
15°
3 4
Ø5
110 288
30
.22
5
Ø511.175h8
2
Ø54.5
62
S 110
23
66.5 65
1
Ø11.5
Ø28
5
15 213
343
389 13.5
608
899 4 4
Ø13+0.2
367.5
Ø15
70°
293
6 7 Ø13
0
Ø99.5
Ø150
5
Ø65
1.5
Ø52 8 10
Ø50 (750)
81
29
218.5
SW36
117
135
2AC_1064
Fig. 6-8 E-cover, lateral oil measurement
6-9
DIWA.6
854
764
445 9
91 437 293 263
251 244 73
°
270
305
243
204
223
139.5
195
155
60
M8/18-22
82
S
139.5
6x
235.5
231
272.5
4.5°
305
60
96
271
266
180 32
12 263 275
120 580 13 14
568
744
10 11
2AC_1065
Fig. 6-9 E-cover, lateral oil measurement

5 Operating pressure setting 12 Water return
6 Measuring point of converter pressure 13 Position for screwing in temperature
7 Oil filling switch
6-10
DIWA.6
F cover, lateral oil measurement
12x30° (=360°)
348
3 4 15°
286-0.3 286-0.3
105 293
Ø447.7h8
50 50
2
72±0.2
Ø54.5
83
62
M1
4x1
.5
40.5
S 110
23
66.5 65
1
Ø11.5
Ø
46
6.
73
Ø18
5
213
17 394
613
Ø13+0.2
904 13.5
Ø15
70°
7 4 4
Ø13
0
298
Ø99.5
Ø150
Ø65
6
5
1.5
8 10
(769)
48.5
81
209
SW36
117
140
2AC_1066
Fig. 6-10 F cover, lateral oil measurement
6-11
DIWA.6
859
769 392
573 9 263
450
86 442
244 249
305
243
252
208
°
223
60° 73
195
139.5
155
84
M8/18-22
S
139.5
60 6x
235.5
208
272.5
231
305
96
271 4.5
266
180 32
122 580 263 275
573 12
744
13 14
10 11
2AC_1067
Fig. 6-11 F cover, lateral oil measurement

5 Operating pressure setting 12 Water return
6 Measuring point of converter pressure 13 Position for screwing in temperature
7 Oil filling switch
6-12
DIWA.6
6.1.4.1 Suspension flanges
Notice
Suspension flanges are mounted with F covers
SAE1 overview
SAE 1 suspension flanges used with DIWA.6:
• 150.000462xx
• 150.004952xx
• 150.009883xx
• 150.01285 9xx
• H50.9416xx
• H52.6913xx
• H54.8439xx
• H64.2350xx
SAE2 overview
SAE2 suspension flanges used with DIWA.6:
• 150.005309xx
• 150.012779xx
• H64.2155xx
6-13
DIWA.6
SAE1 suspension flange

150.000462xx
296-0.3 296-0.3
29.5±0.2 50 50
M16x1.5
86
74.5±0.2
Ø511.175h8
Ø11.5
23
EN 1563-GJS-500-7 150.000462xx
2AC_1101
Fig. 6-12 150.000462xx
6-14
DIWA.6
SAE1 suspension flanges

150.004952xx
296-0.3 296-0.3
M14x1.5
30.5±0.2
89
50 50
74.5±0.2
Ø511.175h8
Ø11.5
25
SAE 1 EN 1563-GJS-500-7 150.004952xx
2AC_1102
Fig. 6-13 150.004952xx
6-15
DIWA.6

150.009883xx
286-0.3 286-0.3
3.9±0.2
88.7±0.2
68.8±0.2
5.4±0.2
88.7±0.2
16
63.4±0.2
42
Ø511.175h8
Ø11.5
37
SAE1 EN 1563-GJS-500-7 150.009883xx
2AC_1103
Fig. 6-14 150.009883xx
6-16
DIWA.6

150.012859xx
255-0.3 255-0.3
88.9±0.2
M16x1.5
30
35
63.5±0.2
Ø511.175h8
Ø11.5
24
SAE1 EN 1563-GJS-500-7 150.012859xx

2AC_1104
Fig. 6-15 150.012859xx

6-17
DIWA.6

H50.9416xx
286-0.3 286-0.3
88.7±0.2
M14x1.5
57.1±0.1
6.2±0.1
16
4°
4.4±0.1
93.1±0.2
Ø511.175h8
42
63.3±0.2
Ø11.5
23
SAE1 EN 1563-GJS-500-7 50.9416xx
2AC_1105
Fig. 6-16 H50.9416xx

6-18
DIWA.6

H52.6913xx
286-0.3 286-0.3
5°
5/8‘‘11UNC-2B 30°
12x
30°
(=3
60°
)
88.9±0.2
44.5±0.2
16
63.5
Ø511.175h8
42
Ø12.5
23
SAE1 EN 1563-GJS-500-7 52.6913xx
2AC_1106
Fig. 6-17 H50.6913xx

6-19
DIWA.6

H54.8439xx
255-0.3 255-0.3
88.9±0.2
M16x1.5
35
30
63.5±0.2
Ø511.175h8
SAE1 EN 1563-GJS-500-7 H54.8439xx
2AC_1107
Fig. 6-18 H54.8439xx

6-20
DIWA.6

H64.2350xx
12x30°(=360°)
30°
13°
Ø11.5
37
Ø511.175h8
42
5°
16
3.
286-0.3 286-0.3
63.5±0.2
88.9±0.2
SAE1 EN 1563-GJS-500-7 H64.2350xx
2AC_1108
Fig. 6-19 H64.2350xx

6-21
DIWA.6

150.005309xx
286-0.3 286-0.3
M18x1.5
42±0.2
84±0.2
40
35 63±0.2
Ø447.7h8
Ø11.5
28
SAE2 EN 1563-GJS-500-7U 150.005309xx
2AC_1109
Fig. 6-20 150.005309xx

6-22
DIWA.6

150.012779xx
286-0.3 286-0.3
M14
63.5
88.9
Ø447.7h8
35
Ø11.5
31
SAE2 EN 1563-GJS-500-7U 150.012779xx
2AC_1111
Fig. 6-21 150.012779xx

6-23
DIWA.6

H64.2155xx
Ø11.5
286-0.3 286-0.3
88.9±0.2
M14 35
Ø447.7h8
35
63.5±0.2
28
2AC_1112
Fig. 6-22 H64.2155xx

6-24
DIWA.6
6.1.4.2 Angle drives
W50 angle drive - flange diameter 150 mm
381.5
X
273
369.6
80
°
ø150
3°
2AB_1130
Fig. 6-23 W50 angle drive - flange diameter 150 mm
1 Real length
Transmission ratio = 1.087

6-25
DIWA.6
W50 angle drive - flange diameter 180 mm
381.5
X 273
X
1
369.6
80
°
ø180
3°
2AB_1131
Fig. 6-24 W50 angle drive - flange diameter 180 mm
1 Real length

6-26
DIWA.6
W53 angle drive
øA
9°8'24''
2
°
80
310.6
209.5
354.5
2AB_1134
Fig. 6-25 W53 angle drive
1 Real length 2 øA=150 mm or 180 mm

6-27
DIWA.6
W54 angle drive
381.5
273
369.6
80
°
3°
2AB_1135
1 Real length

6-28
DIWA.6
W56 angle drive
381.5
273
369.6
80
°
3°
2AC _1137
1 Real length

6-29
DIWA.6
6.1.5 Attachment of the transmission to the engine
Engine housing and transmission housing are connected to one another via a flange. A
hydrodamp with or without an intermediate ring is installed between engine and trans-
mission.
Notice
A pilot bearing must not be mounted on the engine flywheel.
2AC_1052
Fig. 6-28 Direct mounting

6-30
DIWA.6
Example for hydrodamp attachment
66 24
3,5
1x45°
1x45°
ø11.5
ø460 12x30° (=360°)

ø11.5
A10.5 DIN125
ø485 h8
ø450 12+30°(=360°)
ø530.226 (12+30°)
ø511.175h8
ø470 g8
15000232303
ø63
ø56
ø50
5 +2
14.62 -1.8
24
2AC_1051
Fig. 6-29 Example for hydrodamp attachment

6-31
DIWA.6
6.1.6 Hydrodamp
Description
2AB_1150
Fig. 6-30 Hydrodamp H365
2AB_1158
Fig. 6-31 Hydrodamp H370
The hydrodamp HTSD (Hydraulic Torsional Vibration Damper) is connected upstream

of the DIWA transmission in the drive line.
It isolates the torsional vibrations between the engine and the transmission.
The hydrodamp transmits the engine torque to the transmission input shaft via rows of
springs arranged in circumferential direction. It does not require any additional inertia
weights.
There are various theoretical torsional characteristics. By means of these torsional char-
acteristics, it is possible to select the hydrodamp which is ideal for the application.
6-32
DIWA.6
Theoretical torsional characteristics

HTSD 365 characteristic class 1
Field of application: In busses
Hydrodamp HTSD 365 CL 1

2800
2400 2460 Nm
2000
1654 Nm
1600
1200
800
moment T [Nm]
400 237 Nm
0
-14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16
-154 Nm -400
-800 HTSD 365 CL 1

nominal value
-1200
-1600
-1863 Nm -2000
theroetical characteristic value
torsion angle ϕ [°]
2AB_1181_en
Fig. 6-32 Theoretical torsional characteristic

Field of application: In rail vehicles

2800
2400 2505 Nm
2000
1683 Nm
1600
1200
800
moment T [Nm]
400
154 Nm
0
-14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16
-77 Nm -400
-800 HTSD 365 CL 2

nominal value
-1200
-1600
-1976 Nm -2000

ϕ [°]
torsion angle
2AB_1182_en
6-33
DIWA.6

Field of application: On the road with 5-cylinder engines

2800
2460 Nm
2400
2000
1654 Nm
1600
1200
800
moment T [Nm]
400 237 Nm
0
-14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16
-154 Nm -400
-800 HTSD 365 CL 3

nominal value
-1200
-1496 Nm -1600
-2000
2AB_1183_en

2800
2400 2505 Nm
2000
1683 Nm
1600
1200
800
moment T [Nm]
400
177 Nm
0
-14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16
-184 Nm -400
-800
HTSD 365 CL 3
-1200
nominal value
-1600
-1976 Nm

2AB_1184_en
6-34
DIWA.6

Field of application: In busses with DIWA.6 transmissions

2800
2419 Nm
2400
2000
1600
1679 Nm
1200
800
T [Nm]
349 Nm
400
128 Nm
-159 Nm -128 Nm 234 Nm
0
moment
-16 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16 18 20

-400
-800 HTSD 365 CL 5

nominal value
-1200
-1600
-1728 Nm -2000
2AB_1185_en

Field of application: In buses with 4-cylinder engines

2800
2400
2000 1769 Nm
1600
1200 1062 Nm
800
moment T [Nm]
400 197 Nm
0
-14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16
-131 Nm -400
-800 HTSD 365 CL 6

nominal value
-1200
-1200 Nm
-1600
-2000

2AB_1186_en
6-35
DIWA.6

Field of application: In busses with 884.6 transmissions

3200
2920 Nm
2800
2400
2049 Nm
2000
1600
1200
800
T [Nm]
400 247 Nm
0
-14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16
moment
-152 Nm -400
-800
HTSD 365 CL 7
-1200
nominal value
-1600
-2000
-2290 Nm -2400
torsion angle ϕ [°] theroetical characteristic value
2AB_1187_en

Field of application: In rail vehicles

3200 2920 Nm
2800
2400
2049 Nm
2000
1600
1200
800
T [Nm]
400
49 Nm 232 Nm
0
moment
-14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16

-131 Nm-400
-800
HTSD 365 CL 9
-1200 nominal value
-1600
-2000
-2290 Nm -2400

2AB_1189 _en
6-36
DIWA.6

Field of application: In busses with DIWA.6 and more powerful transmissions

2800
2720 Nm
2400
2000 1939 Nm
1600
1200
800
moment T [Nm]
400
234 Nm
0
-16 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16 18 20
-159 Nm -400
-800
-1200 HTSD 365 CL10

nominal value
-1600
-2000
-2005 Nm
-2400
2AB_1190_en

Field of application: Road

2800
2526 Nm
2400
2000
1835 Nm
1600
1200
800
moment T [Nm]
400
0
-24 -22 -20 -18 -16 -14 -12 -10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16 18 20 22 24
-400
-800 HTSD 370 CL 1

nominal value
-1200
-1600
-2000
-1962 Nm theroetical characteristic value

2AB_1191_en
6-37
DIWA.6
Description of the characteristic

The characteristic with different slopes results from the use of different spring packages.
The HTSD achieves high damping values already a low torque (idling). The drive line is
protected by the large operating range and a stop stage that acts at high torques. The
elastic properties of the hydrodamp remain the same throughout the operating time.
Influencing parameters and development of the curve

Two vibrating masses influence the torsional resonances.
Masses and angles are plotted and compared.
Damping
X
2AB_1152
Fig. 6-42 Damping characteristic
1 Y – Amplitude [mm] 2 X – speed [rpm]
Curve A, without damping

In the range of critical speeds, the excitation torque creates excessive vibrations which
cause extreme stress for the torque-transmitting components.
Curve B, with damping

In the range of critical speeds, the hydrodamp reduces the vibrations in the drive line to
a harmless magnitude. The noise and vibration emission is reduced, the lifetime of the
components prolonged and the driving comfort increased.
Oil
The hydrodamp is filled in the factory with a special oil.
Notice
It is not allowed to change the oil.
6-38
DIWA.6
Technical Data HTSD 365
Object Unit Value
Weight [kg] 22.6

Mass moment of inertia on the [kg m2 ] 0.36
engine side, without intermediate
ring
transmission side
Tab. 6-1 Technical Data HTSD 365
Technical Data HTSD 370
Object Unit Value
Weight [kg] 28.1

engine side, without intermediate
ring
transmission side
Tab. 6-2 Technical Data HTSD 370

6-39
DIWA.6
Application conditions
Permissible idling speeds
Engine type Unit Value (speed)
4-cylinder engine [rpm] 750

Tab. 6-3 Permissible idling speeds
If the idle speed is higher, e.g. with gas engines or for operation with air conditioning, a
technical clarification with Voith is necessary (data set parameterization)
Permissible temperatures
Object Unit Value (temperature)
Tmax. air [°C] 130

For a time portion of about 1.5%
at about 16 hours of driving per
day
Tmean [°C] 110
Ambient temperature
Tstandstill [°C] –40
With vehicle being stationary
Tab. 6-4 Permissible temperatures

6-40
DIWA.6
Permissible tolerances
True radial running
2AB_1153
Fig. 6-43 Measurement of true radial running
True axial running
2AB_1154
Fig. 6-44 Measurement of true axial running

■ Axial (lateral) run-out (parallelism) between the contact surface of the flywheel hous-
ing and the contact surface of the flywheel must not exceed 0.1 mm.
■ Radial run-out between flywheel housing and flywheel must not exceed 0.1 mm.
6-41
DIWA.6
Example for hydrodamp – 156.002323xx
3.,5
ø11. 5
ø470 g8
max. 73,5
ø383
ø63
ø56
54
4x
90
°(
=3
60
°)
15 ø30
°
12 max. 3
x3
0° (= in diesem Bereich (16X)
36 30° keine Wuchtgewichte
0°) in this area (16X)
no balance weights
Wuchtgewichte
Balancing weights
2AC_1155
Fig. 6-45 156.002323xx
Spline hub: N50x2, DIN5480

6-42
DIWA.6
6.1.7 Counting disk for pulse transmitter
2AB_1175
Fig. 6-46 Counting disk
A counting disk with 6 pulses per revolution is used.

6-43
DIWA.6
6.1.8 Pulse transmitter
2
3
1
4
2AC_1176
Fig. 6-47 Housing with pulse transmitter
In the transmission housing, there are M18x1.5 threaded holes (4) for screwing in the
pulse transmitter (2). These holes are closed by means of screw plugs (1) on delivery
of the transmission.
Boreholes (3) are provided in the transmission to seal the pulse transmitter with leads.
The the corresponding boreholes exist symmetrically on the other side of the housing so
that the pulse transmitter can be screwed in optionally on the left or right.
6-44
DIWA.6
64.8±1
(63.6±1)
1.2±0.06
15±1 32.6±1
Ø26.5
M18x1.5
-0.6
90.2 +1.6
(90)
(d=17.7-0.15 )
-0.16
88.8 +0.31
2AC_1220
Fig. 6-48 Dimensions of the pulse transmitter

6-45
DIWA.6
6.1.9 Transmission cooling
NOTICE
Functioning of the vehicle cooling
Functioning of the entire vehicle cooling must always be guaranteed as to ensure

full functioning of the Voith heat exchanger.
Ö Maintain and clean the entire vehicle cooling system in regular intervals.
Ö Also clean the space between the coolers in sandwich arrangement.
NOTICE
Damage to the transmission due to incorrect installation of the heat exchanger
Do not install the heat exchanger in the cooling circuit in the suction area of the
water pump.
Ö If such an installation cannot be avoided, it is vital to confer with Voith.
Ö Always connect the heat exchanger in the counter flow.
For DIWA.6 transmissions, it is standard that the heat exchanger is installed on the output
side below the output flange. Hose lines are not required for this installation.
For DIWA.6 transmissions with angle drive, the heat exchangers have to be mounted
separately from the transmission housing. To do so, hose lines are required.
Installation examples
6
5
8
4 1
2
3
7
2AB_1245
Fig. 6-49 Installation example 1
1 Engine 5 Heater
2 Transmission 6 Expansion tank
3 Transmission heat exchanger 7 Water pump
4 Engine cooler 8 Thermostat
6-46
DIWA.6
6
5
8
4 1
2
3
7
2AB_1246
Fig. 6-50 Installation example 2
1 Engine 5 Heater
2 Transmission 6 Expansion tank
3 Transmission heat exchanger 7 Water pump
4 Engine cooler 8 Thermostat
Pressure losses on heat exchanger, water side

With 90° water connectors
mbar
700
680
660
640
620
600
580 x
560
540
520
500
480 x
460
440
420
400
380
360 x
340
320
300
280
260 x
240
220
200
180
160
x ±
140
120
100 x
80
60
40 x
20
0 x l/min
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400
2AB_1170
Fig. 6-51 90° water connectors

6-47
DIWA.6
With straight water connectors
mbar
700
680
660
640
620
600
580
560
540
520
500
480
460 x
440
420
400
380
360 x
340
320
300
280
260
x
240
220
200 x
180
160
140
120 x
100
80 x
60
40 x
20
0 x l/min
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360 380 400
2AB_1171
Fig. 6-52 Straight water connectors

6-48
DIWA.6
Installation / Installation notes for electrical components
6.2 Installation notes for electrical components
6.2.1 Installation requirements - transmission controller
2AB_1200
Fig. 6-53 Control Unit
NOTICE
Damage to the transmission controller due to overvoltage!
The transmission controller can be damaged if it is installed or removed while the

ignition is on.
Ö Turn the ignition off prior to installation or removal.
NOTICE
The transmission controller may be damaged if it is exposed to a voltage > 45 V.

Ö Never expose the on-board electrical wiring to higher voltages than 45 V.

6-49
DIWA.6
NOTICE
The transmission controller can be damaged if it is energized during ongoing weld-

ing or repair work.
Ö Before performing any welding or repair work, disconnect the control system
from the power supply.
Please observe the following regarding installation:

• Please pay attention to the vehicle documentation.
• Install the transmission controller only in a location that is protected against splash
water.
• On installation, keep sufficient distance to any heat sources in order not to expose
the transmission controller to too high temperatures.
• For installation, ensure that there is sufficient free space in horizontal and vertical
direction enabling to check the transmission controller and the cables.
• When performing welding or repair work on the vehicle, disconnect the control system
from the power supply.
6-50
DIWA.6
Connections and labels
2 3
1
51.3
4 A B C D
min. 10
5
A B C D
7
min. 120
2AB_1201
Fig. 6-54 Connections and labels
1 69 pin junior power timer male multi- 4 Manufacturer's label

point connector (AMP No. 967 689) 5 Voith label
with 4 single connectors (3x18 and 6 Voith Cable 1 to transmission
1x15 contacts) 7 OEM Cable 2 to vehicle
2 Connections for Voith Cable 1 (not included in the Voith scope of
3 Connections for OEM Cable 2 supply)
NOTICE

Ö Do not touch any contacts to avoid ESD (electrostatic discharging) and soiling
6-51
DIWA.6
Information on the manufacturer's label

• Voith number for semi-finished products 150.000013xx
• Serial number (6 digits)
• Production date: PD WWYY (WWYY=week/year)
Information on Voith's label

• Serial No.
• Material No.
• OEM article number
• E1 No. (023219)
• Connector arrangement
6-52
DIWA.6
Permissible installation position
NOTICE
Damage to the transmission controller due to condensation water!

Ö To prevent an ingress of condensation water, it is mandatory to install the trans-
mission controller in or between the position depicted on Æ Page 6-53, Fig. 6-
55.
Ö The connector must not be installed in an upward position exceeding the al-
lowed maximum angle of 90°.
m
0°
ax
.9
.90
ax
°
0°
m
.9
ax
ax
.9
m
0°
2AB_1202
Fig. 6-55 Permissible installation position

6-53
DIWA.6
Protections
• Connector downwards: IP 5K3
• Connector in any other permissible installation position: IP 5K0
Ö Run the connecting cables on the transmission controller on the shortest possible
route downwards observing the permissible minimum bending radii.
Controller holder
184.5
43 100
35
173.5+0.25
90
Ø6.6
2AC_1203
Fig. 6-56 Controller holder
Temperatures
Object Value
Storage temperature: -40 °C to +95 °C

Operating temperature E300.1 -40 °C to +80 °C
Tab. 6-5 Temperatures
Permissible voltages
Object Value
Nominal voltage 24 V
Overvoltage 36 V for max. 60 min

45 V for max. 10 s
Operating voltage 16 – 32 V
Tab. 6-6 Permissible voltages
6-54
DIWA.6
Permissible current consumption
Object Value
Maximum current consumption 7.0 A
Tab. 6-7 Permissible current consumption
Materials
Object Value
Housing Aluminum, black anodized

Connector strip PA 6.6 GF 30
Contacts CuSn4 , tin-plated
Internal protective varnish Peters SL 1301 N
Film thickness < 80 μm, painting method:
Milli-Coat
Tab. 6-8 Materials
Weights
Object Value
Control system 620 g
Sheet-metal holder 430 g
Tab. 6-9 Weights

6-55
DIWA.6
6.2.2 Pushbutton selector versions
Structural properties
2AB_1204
Fig. 6-57 Pushbutton selector
• 3-pushbutton selector
• 6-pushbutton selector
The CAN pushbutton selector has 6 freely assignable digital inputs and one digital output.
Illumination
Button Illumination
1, 2, 3, D, R LED - yellow
N LED - light red
Tab. 6-10 Illumination of pushbutton selector
Color
Element Color
Button Black
Lettering White
Tab. 6-11 Color of pushbutton selector elements

6-56
DIWA.6
Technical data
Protection IP5K0 (installed)

Nominal voltage 24V
Operating voltage 12V to 32V
Overvoltage 36V for one hour

45V for 10 seconds
Storage temperature: -40°C to 125°C
Operating temperature -40°C to 70°C
Tab. 6-12 Technical data of pushbutton selector
Functions
Button Function Description

1, 2, 3 Shifting (locking key) into the next With latching
higher gear is locked
Release via button N
Locked against R button
D Drive - drive forwards With latching
Locked against R button
N Neutral position Without latching
Release button for buttons D and R
R Driving in reverse With latching
Locked against D button
• While button D is pressed, normal driving mode

• Pressing the N button: Transmission shifts to neutral, all buttons are in their initial
position
• Pressing the R button: Reverse gear
• While button 1 is pressed, the transmission always remains in first gear
• While button 2 is pressed, the transmission only shifts up to the second gear
• While button 3 is pressed, the transmission only shifts up to the third gear
Buttons D and, if available, buttons 1, 2 and 3 are not interlocked against each other. If
several buttons are operated at the same time, the transmission shifts up or down to the
lowest of the preselected gears.
Shifting from forward to reverse and vice versa is only possible after the N button was
pressed.
6-57
DIWA.6
Notice
The shift programs of the DIWA transmission are designed for driving with an opti-
mum fuel consumption. The 6-pushbutton selector allows for manual intervention in
this consumption-optimized shifting procedure. It has to be weighed whether the use
of a 6-pushbutton selector is necessary, for example in case of a difficult topography in
which jumping between gears might occur.
If it is not necessary, the installation of a 3-pushbutton selector is preferred to the 6-

pushbutton selector.
Connection and data transmission

The gear and direction request of the driver is transmitted to the transmission controller
via the CAN bus.
In order to be able to use all functions of the CAN pushbutton selector, the CAN selector
switch has to be connected directly to the transmission controller via the Voith Private
CAN because Voith uses a special protocol for data transmission.
Possible error sources

1. Within two seconds after having started the ignition, the CAN pushbutton selector has
to send valid CAN messages. Otherwise an entry is written into the event memory of
the transmission controller.
2. Via the Voith Private CAN the voltage values of the digital inputs, the digital output
and the operating voltage are sent to the transmission controller. If these values are
faulty, an event is written into the event memory of the transmission controller.
3. When using the digital output on the CAN pushbutton selector, the nominal value
for the voltage is read back at the output, and it is checked whether the value is
converted correctly. If this is not the case, an entry is written into the event memory
of the transmission controller.
Emergency mode (limp home mode)

If the CAN pushbutton selector fails, the vehicle can still be driven with restrictions in
limp home mode.
DANGER
The vehicle can start to move without a driver.
When activating the limp home switch, the vehicle starts to drive immediately,
depending on the selected button either forward or reverse.
In limp home mode, there are no safety functions effective, such as the pro-
tection against unintentional engaging of gears.
Ö Step on the brake pedal before activating the limp home switch.
Ö Install the limp hope switch in the area of the driver's seat.
The limp home switch must be connected to the FLEXI-11 input of the transmission
controller. If the CAN pushbutton selector fails, the driving direction can be selected
6-58
DIWA.6
using the limp home switch. In this emergency mode, the vehicle can only be driven up
to 2nd gear.
6-59
DIWA.6
Versions and dimensions

1
2
12.6 ± 0.5
4.5 ± 0.5
70 ± 2
93.8 ± 1
97.5 ± 1
min. 120
ca. 110
29.2
30 + 0.2
45°
5
2.
.R
150 ± 1 5
ax
4
m
33
151 + 0.2
152.5 ± 1
2
4.5 ± 0.5
6 1
34±1
48.4 ± 2
72.4 ± 2
ca. 90
min. 100
29.2
21 + 0.2
45° 7
.R
ax
m
100 ± 1
1
19.7 20 22.3 8
.R
ax
61 + 0.2
m
4.2
18.6
4.1
19.7
143.5 121 + 0.2

21 + 0.2
150 ± 1
4 2AC _1205
Fig. 6-58 Pushbutton selector, illustrated button arrangement: standard 6-pushbutton selector
1 Normal position 5 Installation hole, permissible wall thick-

2 Stroke ness 1 – 5 mm
3 With orifice, mounting from above 6 Without orifice, mounting from below
4 For button arrangement, see Tables 7 Installation hole, 3-pushbutton selector
6-13 and 6-14 8 Installation hole, 6-pushbutton selector
6-60
DIWA.6
Button arrangement Material number Orifice
Standard H68.3143xx yes
Standard 150.003894xx no
Lettering turned by 150.002032xx yes

90°
Lettering turned by H68.3144xx yes
180°
Lettering turned by H68.3145xx yes
270°
Tab. 6-13 3-pushbutton selector
Button arrangement Material number Orifice
Standard H68.1445xx yes
Standard 150.003895xx no
Lettering turned by 90° 150.002031xx yes
Lettering turned by 180° H68.3146xx yes
Lettering turned by 270° H68.3147xx yes

6-61
DIWA.6
1
2
12.6 ± 0.5
4.5 ± 0.5
3
4
5
2.
70 ± 2
.R
93.5 ± 1
ax
30 + 0.2
151 + 0.2
m
45°
50 ± 10
150 ± 1 A
5
33
21 + 0.2
152.5 ± 1 6
1
m
ax
2 8 1
.R
7 .R
ax
1
61 + 0.2
34 ± 1
m
4.5 ± 0.5
48.4 ± 2
21 + 0.2
121 + 0.2
72.4 ± 2
45°
50 ± 10
150 ± 1 A
18.6
19.7
5
4.1
4.2
19.7
29.2
20 22.3
100 ± 1
143.5
150 ± 1
2AC _1217
Fig. 6-59 Pushbutton selector, illustrated button arrangement: standard 6-pushbutton selector
1 Normal position 5 For button arrangement, see Tables

2 Stroke 6-15 and 6-16
3 With orifice, mounting from above 6 Installation hole, 3-pushbutton selector
4 Installation hole, permissible wall thick- 7 Without orifice, mounting from below
ness 1 – 5 mm 8 Installation hole, 6-pushbutton selector
6-62
DIWA.6
Button arrangement Material number Length A [mm] Orifice
Standard 150.000121xx 300 - 20 yes
Standard 150.001352xx 600 - 20 yes
Lettering turned by 150.006031xx 300 - 20 yes

270°
Lettering turned by H68.3148xx 300 - 20 no
270°
Button arrangement Material number Length A [mm] Orifice
Standard 150.000122xx 300 - 20 yes
Standard 150.001353xx 600 - 20 yes
Lettering turned by H68.3149xx 300 - 200 no

270°
6-63
DIWA.6
6.2.3 Manual switch for the retarder
The retarder can be activated by means of a three-stage manual switch if cabling and
controller are provided for that.
6.2.4 Installation requirements for cables
When installing cables, it is vital to observe the following specifications:

• Lay all cables over the shortest possible distance.
• Observe a minimum bending radius (Æ Page 6-67, Tab. 6-16).
• When installed, ensure that no tensile stresses act on the cables.
• Do not twist the cables.
• When installed, ensure that cables do not chafe anywhere or suffer any mechanical
stress.
• When laying cables, ensure that there is sufficient distance to heat sources in order
not to expose the cables to too high temperatures (Æ Page 6-67, Tab. 6-16).
• Install all cable connectors that they are protected against splash water.
6-64
DIWA.6
6.2.5 Cable harnesses
Cable harness
EO
T-CONV N1
OIL-LVL
T-SUMP
37
47
SK
WP PB EK DK
37
47
50
Ø 6.9
50
RBK RBG TB
WR
IM
N2 N3 2AC_1215
Fig. 6-60 Cable harness 17°

6-65
DIWA.6
EO
T-CONV N1
OIL-LVL
T-SUMP
SK
WP PB EK DK
50
Ø7
50
RBK RBG TB
WR
IM
N2 N3
2AC_1214
Fig. 6-61 Cable harness 90°

6-66
DIWA.6
6.2.6 Cable 1
A
75 200
30 60
10 30 Y
30
3 Z 4
2
1
X
Y Z
2AC_1219
Fig. 6-62 Cable 1
1 Connection - transmission 3 Marked by the Voith material number

2 Blue color marking for gold-plated here
contacts 4 Connection of electronic control sys-
tem
Reference quantity Value
Minimum bending radii of cables 75 mm
Connection Electronic control system to transmission

Permissible temperatures
–40°C to +120 °C
Cable 1 in corrugated pipe
–40°C to +80 °C
Cable 1 in fabric hose
–40°C to +80 °C
Connection of electronic control system
Tab. 6-16 Technical data - Cable 1
Material number Length A
150.01019710 1 000 mm
150.00870810 2 500 mm
150.00870910 3 000 mm
150.00871010 3 500 mm
150.00871110 4 000 mm
150.00871210 4 500 mm
150.00871310 5 000 mm
150.00871410 5 500 mm
150.00871510 6 000 mm
6-67
DIWA.6
Material number Length A
150.008717xx 7 000 mm
150.008483xx 7 500 mm
150.008719xx 8 000 mm
150.008720xx 8 500 mm
150.008721xx 9 000 mm
150.008723xx 10 000 mm
150.008724xx 10 500 mm
150.008725xx 11 000 mm
150.008727xx 12 000 mm
150.008728xx 12 5000 mm
150.008729xx 13 000 mm
150.008732xx 14 500 mm
150.008401xx 15 500 mm
150.008743xx 20 000 mm
6-68
DIWA.6
Installation / Installation requirements - cardan shaft
6.3 Installation requirements - cardan shaft
Cardan shafts are not included in Voith's scope of delivery, but they are connected to
the transmission on the input side as well as on the output side. As they may be the
cause for additional forces, torsional and bending vibrations in the transmission and in
the drive line, limit values regarding installation and operation have to be observed. If
the limit values are exceeded, please contact Voith Turbo. If necessary, due to favorable
operating conditions, a special approval can be granted or measurements in the vehicle
be provided in order to exclude an endangering of the transmission. Release of the
cardan shaft use in the vehicle by Voith Turbo, does not absolve the vehicle manufacturer
from his responsibility. The vehicle manufacturer is generally responsible for all issues
in connection with the cardan shaft design and installation.
6-69
DIWA.6
6.3.1 Arrangement of cardan shafts
Dependent on the diffraction angle βI , the single universal joint converts the regular
rotation of shaft 1 (Æ Page 6-70, Fig. 6-63/1) into an irregular rotation of shaft 2
(Æ Page 6-70, Fig. 6-63/4). This irregularity, also called cardan deviation, is demon-
strated by a sinusoidal leading and lagging of the rotation angle of shaft 2 (Æ Page 6-70,
Fig. 6-63/4). By arranging two universal joints successively, the irregularity of a joint
can be compensated for under certain conditions. Shaft 3 (Æ Page 6-70, Fig. 6-63/6)
then runs uniformly with shaft 1 (Æ Page 6-70, Fig. 6-63/1) (ϕ1 = ϕ3 ).
2
1
3
ϕ1 4
βI 5
3 6
βII
ϕ3
2AB_1228
Fig. 6-63 Arrangement of two universal joints to the cardan shaft
1 Shaft 1 4 Shaft 2
2 Joint I 5 Joint II
3 Joints shaft 2 6 Shaft 3
For an absolute regularity, the following conditions have to be met:
• Diffraction angles βI and βII of the two joints must be the same.
• The forks of connecting shaft 2 (Æ Page 6-70, Fig. 6-63/4) must be on one plane.
This ensures that joint II (Æ Page 6-70, Fig. 6-63/5) works with a basic phase offset
of 90° as to joint I (Æ Page 6-70, Fig. 6-63/2) and thus cancels out the irregularity of
shaft 2 (Æ Page 6-70, Fig. 6-63/4).
• All three shafts must be on one plane.
Ideal forms of arranging cardan shafts

Ideal arrangement forms for the cardan shaft drive are the Z and W-arrangement. First
of all, the plane cardan shaft system is to be regarded, in which the planes formed by
shafts I and II do not have any offset. This is then called a common diffraction plane for
shafts 1, 2 and 3.
6-70
DIWA.6
Z arrangement
Shafts 1, 2 and 3 have a common diffraction plane (Æ Page 6-71, Fig. 6-64/1).
1
2AB_1229
Fig. 6-64 Z arrangement
1 Common diffraction plane

6-71
DIWA.6
W arrangement
Shafts 1, 2 and 3 have a common diffraction plane (Æ Page 6-72, Fig. 6-65/1).
βΙ
βΙΙ
2AB_1230
Fig. 6-65 W arrangement
1 Common diffraction plane
For βI = βII , a uniform power transmission is ensured in the Z diffraction as well as in the
W diffraction.
Usually, for Z-diffraction or W-diffraction, the diffraction angles βI and βII of a cardan shaft
are stated in the diffraction plane.
But in many cases the position of the cardan shaft is not depicted in the diffraction plane
but spatially, despite a Z-diffraction or a W-diffraction (Æ Page 6-73, Fig. 6-66). In this
case, the resulting diffraction angles βRI and βRII have to be determined with an equation.
They are then used instead of the diffraction angles βI and β II .
6-72
DIWA.6
βV
βR
βH
2AB_1231
Fig. 6-66 Z-diffraction
Equation
βRI = arctan tan2βHI + tan2βVI
βRII = arctan tan2βHII + tan2βVII
βH = angle of diffraction in horizontal view
βV = angle of diffraction in vertical view
Special case of cardan shaft arrangement
Notice
There is a combined Z and W arrangement. The planes formed by shafts 1 and 3 with
shaft 2 (Æ Page 6-74, Fig. 6-67/1 and 2) have an offset. This inevitably leads to an
irregular rotation.
If possible, avoid the Z and W diffraction.

6-73
DIWA.6
2AB_1232
Fig. 6-67 No common diffraction plane
1 Plane I 2 Plane II
If this arrangement is unavoidable, the irregularity might be optimized by turning the

joints of connecting shaft 2 by an offset angle δ. However, a complete compensation of
the irregularity is only possible if the resulting diffraction angles βRI and β RII are equal.
It is recommended to specify the offset angle in collaboration with Voith Turbo or the
cardan shaft manufacturer to be able to install and balance the cardan shaft correctly.
6.3.2 Permissible diffraction angle per joint
With the diffraction angle of a joint increasing, the irregularity of the connecting shaft
increases and because of resulting bending moments in the joint also the dynamic forces
on the connection components. This might lead to a disturbed quiet running and an
inadmissible high load on the components, in particular due to vibration stress.
Permissible diffraction angles or resulting diffraction angles of the cardan shaft for the
level in the design point:
• 6° max. on the output side

• 3° max. on the input side
If these are exceeded, please contact Voith Turbo! Where necessary, a measurement
has to be provided in the vehicle to exclude any endangering of the transmission and
6-74
DIWA.6
the connection components. If this is the case, a special release can be granted.
The application limit for the compressed and deflected state is ±12°
6.3.3 Permissible substitute diffraction angle of the car-

dan shaft
In practice, the requirement of equal diffraction angles or resulting diffraction angles β

RI = β RII cannot always be met, diffraction angle differences have to be tolerated. This
results in a remaining irregularity of the cardan shaft manifesting itself as a rotation angle
difference between the cardan shaft drive of shaft 1 and the cardan shaft drive of shaft 3.
This remaining irregularity causes an acceleration of the masses on the input and output
side and thus an additional torsional stress. If the excitation frequency is identical to the
natural rotational frequency of the drive line, there can be considerable damage to the
cardan shaft or other components.
The remaining irregularity ΣU of the cardan shaft should not be larger than the sum of
the single joint irregularities U1 and U2 :
ΣU = ± U1 ± U2 ≤ 0.0027
UI = tanβI x sinβI
UII= tanβII x sinβII
The signs are to be entered according to the joint position using the following regulation.
+ -
2AB_1233
Fig. 6-68 Sign regulation for various joint positions
The remaining irregularity can also be determined with the so-called substitute diffraction
angle βE . The sign rule also applies here. A substitute diffraction angle of the βE = 3 is
the equivalent diffraction angle of a single joint with the irregularity U = 0.0027.
βE = ±βRI2 ± βRII2 ≤3°
βE = 3° should not be exceeded as the limit value for various diffraction angle combina-
tions to prevent a torsional vibration excitation and additional torsional stress.
6-75
DIWA.6
6.3.4 Permissible substitute diffraction angle in case of

more than 2 joints
A successive configuration of cardan shafts is usually required when long installation

lengths are to be bridged. As an example, this shall be shown by 3 joints being on one
plane.
A
βI=4°
+
βII=2 °
-
3
1
βIII=5°
B -
βI=4°
+
βII=2 °
+
3
βIII=5°
-
2AB_1234
Fig. 6-69 Cardan shaft with 3 joints on the transmission output
1 Joint I 3 Joint III

2 Joint II
In Example A, joint III was turned by an offset angle of δ = 90° as to joint II.
In Example B, joint II was turned by an offset angle of δ = 90° as to joint I.

6-76
DIWA.6
As with the cardan shaft with two joints, the permissible substitute diffraction angle of
β E ≤ 3° must also be observed in the case of several joints. Signs are to be entered
according to the joint position.
Permissible substitute diffraction angle
βE = ±βRI2 ± βRII2 ± βRII2 ± ....... ≤3°
For the cardan shaft arrangement according to Æ Page 6-76, Fig. 6-69, the substitute
diffraction angle is:
Example A
βE = + (42)° - (22)° - (52)° = 3,6°
Example B
βE = + (42)° + (22)° - (52)° = 2,2°
The cardan shaft arrangement according to Example A is unfavorable because the con-
dition β E ≤ 3° cannot be met.
Example B fulfills the requirement by selecting an offset angle of δ = 90° between joint I
and joint II.
Remark
The determination of the substitute diffraction angle β E should only be made if the indi-
vidual shafts are in one plane. In a spatial arrangement, combined Z and W diffraction,
this does not apply. In this case we recommend contacting Voith Turbo or the cardan
shaft manufacturer to optimize the cardan shafting.
6.3.5 Permissible nxβ value
Even if the conditions for a regularity of the cardan shaft are fulfilled, the irregularity of
the center part (shaft 2) causes an acceleration and deceleration of the center part twice
per revolution. The mass acceleration torque resulting from that depends on the product
of the cardan shaft speed n, the diffraction angle β andmax the mass moment of inertia
of the center part. In order to ensure sufficient quite running, the maximum value of the
mass acceleration torque should not exceed a certain limit value.
This limit value can be determined with the product n • β with a specified mass acceler-
ation torque.
Permissible values for common cardan shaft sizes on the DIWA transmission:
n • β = 20.000 flange diameter 150 mm, total length ≤ 1500 mm
n • β = 19.000 flange diameter 180 mm, total length ≤ 1500 mm

6-77
DIWA.6
For a cardan shaft with a max. diffraction angle of β = 6°, with a cardan shaft flange
diameter of 180 mm, a max. speed of 3167 rpm is permitted. Thus, most of the appli-
cation cases are covered with the DIWA transmission. If the permissible n • β value is
exceeded, contact Voith Turbo.
In the case of cardan shaft lengths > 1500 mm, e.g. in the case of great lengths to be
bridged with more than 2 joints, the permissible n • β values stated above do not apply.
In such cases, please confer with Voith Turbo.
6.3.6 Cardan shafts to and from the transmission
NOTICE
Damage to the transmission due to missing length compensation on the cardan

shaft!
Cardan shafts connected to the transmission on the input or output side must be
equipped with a length compensation.
Ö Observe the installation conditions.
NOTICE
Damage to the transmission due to missing lubricant!
Length compensation gearings on the cardan shafts must be coated with Rilsan or
a similar maintenance-free lubricant.
Ö Observe the installation conditions.
6.3.6.1 Balancing of cardan shafts
DIN ISO 1940-1 G16 specifies that the cardan shafts have to be balanced corresponding
to a maximum admissible unbalance per unit of weight of the cardan shaft of 50 g mm/kg
at a speed of 3000 rpm.
6.3.6.2 Free movement of the cardan shaft
NOTICE
Damage to the transmission as the cardan shaft does not move freely!
Free movement of the cardan shaft, especially at an End Yoke, is to be checked

for all application conditions (installation and removal, operation with compression
and rebound).
Ö Take the tolerances of the cardan shaft and/or end yoke into account.
Ö Fix a sufficient mechanical safeguarding against dumping (collision) of the joint.
6-78
DIWA.6
Control system
7 Control system
7.1 Wiring diagrams
Notice
Circuit diagrams Æ Page 8-1, Chapter 8
7.2 CAN
In order to control the shifting procedure, information on the load positions of the engine
is required. Depending on the type of engine control, the conditioning and transmission
of the engine load signals are different.
The various electronic single systems of the vehicle are networked via a CAN bus. This
enables vast amounts of data to be exchanged.
For example, the following components are linked:

• Transmission control
• Engine control
• Vehicle engine control
• Brake control (ABS, EBS)
• Kink angle control
SAE J1939-CAN
The SAE J1939 CAN uses 29 bit identifiers.
CAN addresses of Voith components (source address)
Voith component CAN address
Transmission 03h
Retarder 10h
Tab. 7-1 CAN addresses of Voith components (source address)

7-1
DIWA.6
Control system / CAN receive messages
CAN addresses of vehicle components
Vehicle component CAN address
Brake system 0Bh

Vehicle control system 11h
Engine 0h
Shifting 5h
Control computer 27h
Tab. 7-2 CAN addresses of vehicle components
7.3 CAN receive messages
Message Required Optional
ACK x –
CCVS – x
EBC1 – x
EBC3 – x
EBC5 - x
EC x –
EEC1 x –
EEC2 x –
EEC3 x –
Request PGN – x
TC1 x
with Voith CAN
pushbutton selector
TD – x
TSC1 – x
VDHR – x
LFC – x
ASC1 – x
ERC1_RRX – x
Tab. 7-3 CAN receive messages

7-2
DIWA.6
Control system / CAN send messages
7.4 CAN send messages
Message
ACK
DM1 Transmission
DM1 Retarder
DM1 as MPM
DM4 Transmission
DM4 as MPM
ERC1
ETC1
ETC2
ETC7
ETC8/VP200
RC
Request PNG
Software Identification
RTF1
TSC1 (to engine/to TRX)
TCFG Transmission Configuration
Tab. 7-4 CAN send messages

7-3
DIWA.6
Control system / Digital inputs and outputs at the E300.1 transmission controller
7.5 Digital inputs and outputs at the E300.1 transmission

controller
Apart from the CAN bus, another 10 digital inputs and 5 digital outputs are available at
the E300.1 for realization of functions.
Digital inputs
The following signals can be assigned to the 10 digital inputs.
Input signal Definition Function
ABS Anti-lock Brake System Signal from the ABS to disconnect the retarder
(no CAN ABS installed)
ANS Automatic Neutral at Standstill. Brake signal for activating ANS
ANS-LOCK ANS Lock Brake signal for locking ANS
(special ANS variant)
ANS-UNLOCK ANS Unlock Brake signal for unlocking ANS (special ANS
variant)
AUX-CON Auxiliary Consumer Signal indicating an active auxiliary consumer
BSB-IN Bus Stop Brake Input Signal indicating an active bus stop brake
DIM-SIG Dim Signal Signal for dimming the pushbutton selector light
ENG-PWM Engine Pulse Width Modulation Pulse-width-modulated signal (engine torque) from
the engine controller
FB1, FB2, FB3 Foot Brake stage 1/2/3 Signal from a 3-stage foot brake sensor (brake
pedal)
FB-ANA Foot Brake Analog Analog signal from an infinitely variable brake pedal
(WABCO 461 318 606 0)
FG-ENBL Forward Gear Enable Additional signal for engaging a forward gear
FRCD-NEUT Forced Neutral Signal for shifting the transmission to neutral
GEAR-ENBL Gear Enable Signal for gear enabling
HB1, HB2, HB3 Hand Brake stage 1/2/3 Signal from a 3-stage retarder hand lever
KD Kick Down Signal for activating the kick-down shifting points
LIMP-HOME Limp Home Pushbutton selector signals in case of failure of the
CAN pushbutton selector
RET-OFF Retarder Off Signal for switching off the retarder
RG-ENBL Reverse Gear Enable Additional signal for engaging the reverse gear
SP-SEL Shift Program Selection Signal for selecting one of three shift programs
Tab. 7-5 Digital inputs on E300.1 transmission controller
7-4
DIWA.6
Fixed assignment of pins
Input Pin Function
FLEXI-7 C7 Input for ANS signal

FLEXI-9 C9 Input for pulse-width-modulated signal from the engine controller
(ENG-PWM)
FLEXI-10 C10 Input for analog signal from the brake pedal (FB-ANA)
FLEXI-11 D3 Input for limp home signal (LIMP-HOME)
Tab. 7-6 Assignment of the pins on the E300.1 transmission controller
If the firmly assigned signals are not used, the corresponding inputs can be assigned
with different signals. All other signals can be assigned to any input on the transmission
controller or pushbutton selector.
Notice
FLEXI-10 can only be used for an HSS signal (High Side Switch = +24V signal).
All other inputs can be used for an HSS signal (High Side Switch = +24V signal) as well
as also for an LSS signal (Low Side Switch = ground signal).
Digital outputs
The following signals can be assigned to the 5 digital outputs.
BRK-SIG Brake Signal Brake signal when retarder is active
BSB-OUT Bus Stop Brake Output Signal for activating the bust stop brake
GRS-N Gear Range Selector Neutral Signal for indicating the pushbutton (gear range) selector
position neutral (without limp home)
GRS-R Gear Range Selector Signal for indicating the pushbutton (gear range) selector
Reverse position reverse (without limp home)
OILLVL-SIG Oil Level Signal Signal for indicating an impermissible oil level
RG-SIG Reverse Gear Signal Signal for indicating the gear request reverse
(with limp home)
SPD-SIG Speed Signal Signal for indicating a speed range (e.g. < 3km/h)
STRT-ENBL Starter Enable Signal for release of the engine start
(pushbutton/gear range selector/limp home in neutral)
TACHO-SIG Tachometer Signal Indication of the output speed (16 pulses/revolution)

TEMP-GA Temperature Gauge Signal for activating an oil temperature indication
(VDO 310.477/1/1)
TEMP-SIG Temperature Signal Temperature warning signal
Tab. 7-7 Digital outputs on the E300.1 transmission controller 1/2
7-5
DIWA.6
TRQ-LMT Torque Limit Signal for engine torque limitation

WARN-SIG Warning Signal Transmission warning signal
Tab. 7-7 Digital outputs on the E300.1 transmission controller 2/2
NOTICE
Safety-critical applications
If the digital output signals are used for safety-critical applications, the OEM is
responsible for their safeguarding.
Ö Safeguarding of digital output signals in case of safety-critical requirements.
7-6
DIWA.6
Information on the outputs
Output Pin Function Continuous current-carrying

capacity
FLEXO-1L D16 LSS (switch to ground) Imax = 200 mA
FLEXO-2H C11 HSS (switch to +24V) Imax = 1.0 A
FLEXO-3H C13 HSS (switch to +24V) Imax = 150 mA
FLEXO-5L C14 LSS (switch to ground) Imax = 200mA
Tab. 7-8 Assignment of the pins on the E300.1 transmission controller

7-7
DIWA.6
Control system / Diagnostic and service software
7.6 Diagnostic and service software
KWP2000 and K line

The K line on Pin 4 is used as hardware interface for diagnostics.
KWP2000 (Key Word Protocol 2000) is implemented in the transmission controller soft-
ware.
ALADIN (Analysis and Diagnostic Network)

Diagnostic and service software for E300 and E300.1 controller in DIWA.6 transmissions.
The software enables:

• reading out the operating data and the event memory of a controller and creating an
HTML report (.ECU file)
• loading software and data sets into a transmission controller
• the end-of-line and on-site configuration of the controller regarding TIM, shift pro-
grams and service data
• access to service-relevant functions such as:
– actuator test
– reset function
– monitoring of sensors and control elements
– oil level indication and trend memory (from E300.1)
– emptying of converter when changing the oil (flushing)
– recorder for recording functional processes in the drive line
• an offline comparison and difference report. The software calculates the operating
data of partial distances from several controller files by forming the difference and
compares them with each other
• the three-dimensional representation of single operating data fields
DIANA diagnosis software

DIANA is a program for recording and evaluating measured data of the transmission
controller. It offers the opportunity to record functional processes in the entire drive line.
Possible hardware expansions:

• CAN recording of any CAN messages
• Analog-to-digital converter (pressure load cells)
• GPS (route analyses, route detection)
DIANA is also used as a software for function test benches.

7-8
DIWA.6
Control system / Energizing the E300.1 transmission controller
7.7 Energizing the E300.1 transmission controller
When starting the ignition (terminal 15), the input IGN (pin D2) on the transmission con-
troller (lmax = 1.5 mA) is energized. When the transmission controller recognizes this
state (ignition switched on), the voltage supply of the transmission controller is activated
via terminal 30 on connection +BATT (Pin D18) (Imax =7A).
NOTICE
Supply lines on Pin 1 and Pin 18 (plug D)
The supply lines have to be dimensioned (length/cross section) so that a minimum

voltage of 22.0 V is available at the transmission controller (E300.1) with running
engine and a current consumption of 7.0 A.
7.8 Event memory
The transmission controller writes an entry into the event memory if the following occurs:
• Faults
• Implausible values
• Deviations from permissible conditions
The following components are monitored:

• Sensors
• Actuators
• Interfaces
The way a fault (event) is displayed in the vehicle (e.g. by a warning light) depends on
the priority of the fault (event) and on the vehicle.
The OEM is responsible how the faults (events) are displayed in the vehicle.
If a fault (event) occurs, this may cause transmission functions to be restricted or to fail
completely.
7-9
DIWA.6
Control system / Fault levels and priorities
7.9 Fault levels and priorities
Fault priority 1
A serious error has occurred that impairs the roadworthiness and/or the safety.
Ö Stop the vehicle immediately!
Fault priority 2
A fault has occurred that requires an immediate visit to the workshop.
■ Driving to the workshop is possible but functions might be restricted.
Fault priority 3
A minor fault has occurred that recommends actions to be taken during the next work-
shop visit.
■ The vehicle performance is not affected or is only slightly impaired.
■ The driving safety is not affected.
Fault priority 4
Minor interference.
■ No effect on the driving behavior or the driving safety.
Fault priority 5
Sign that the transmission was operated outside the optimal range.
■ This does not represent a malfunction of the transmission.
Fault priority 6
Sign that the transmission was operated outside the recommended or specified range.
■ This does not represent a malfunction of the transmission.
Some system functions may temporarily not be available or only in a restricted way.
Fault priority 7
Early warning message that indicates wear or necessary maintenance work.
Fault priority 8
This entry in the event memory is only a developer and/or test information.
The information on this entry is used by the developers to verify settings which were
included in the software for test purposes.

7-10
DIWA.6
Control system / Functioning of the early warning system
7.10 Functioning of the early warning system
While driving, the early warning system monitors the functions of the transmission by
means of measured quantities such as:
• Speeds
• Shifting times
Possible fault parameters

The early warning system detects a malfunction of the transmission functions at an early
stage, e.g.:
• differences between the actually measured values and the calculated desired values
• on reaching a maximum permissible limit value
Possible automatic reactions

The early detection of such malfunctions of the transmission functions enables the trans-
mission controller to take appropriate measures to prevent the transmission from taking
further damage.
Possible automatic responses are:

• Entry of a fault in the event memory
• Displaying of a warning signal to the driver
• Reduction of the engine torque
• Forced downshifting
• Reduction of the retarder braking torque
7-11
DIWA.6
Control system / Functioning of the early warning system
Monitoring of the control pressure

If the control pressure (pR ) reaches an upper limit value (p2 ) of 7.4 bar, the early warning
system reports a fault.
For transmission type D884,6, the upper limit value for the shifts 2 – 3 and 3 – 4 is 8 bar.
n
p
1
n1
p2
p1
n2
2
t1 ∆t t2
3 t
2AB_1040
Fig. 7-1 Monitoring of the control pressure for the 2-3 shift
1 Engine speed 3 Slipping time of the disks

2 Output speed
Slip monitoring
After shifting in a mechanical gear has been completed, the transmission input and out-
put shafts rotate with a certain speed ratio.
The early warning system permanently monitors this speed ratio. If the speed ratio mea-
sured by the speed sensors deviates from the calculated target speed ratio, the early
warning system detects slip in this gear.
If a slip of a certain magnitude (e.g. 50 rpm) is detected for a certain period of time (e.g.
1 second), the early warning system reports a fault.
7-12
DIWA.6
Control system / Reaction in case of defective speed sensors
7.11 Reaction in case of defective speed sensors
If the speed sensors do not deliver any (correct) information on the engine or output
speeds, the transmission controller automatically establishes safe operating modes
Engine speed incorrect

■ The pressure ramp for shifts is taken from a pressure table stored in the ECU
– The adaption is deactivated
■ Driving is still possible.
– The shifts are hard and as a consequence, the driving behavior of the vehicle is
uncomfortable
Output speed incorrect

■ Upshifts are blocked
■ The transmission downshifts corresponding to the engine speed
Engine and output speed incorrect

■ The transmission shifts into first gear (forward gear emergency operation)
7-13
DIWA.6
Control system / Acquisition of operating data
7.12 Acquisition of operating data
During the entire running period of the transmission, the transmission controller collects a
multitude of operating data and saves them in the memory of the transmission controller.
Operating data saved:

• Operating time
• Time spent in the individual gears
• Standstill times
• Speeds
• Number and type of shiftings
• Number of brakings
• Oil temperatures
• Accelerator pedal position
• Position of pushbutton selector
The operating data allow the comparison of operating conditions of various vehicles in
a vehicle fleet and of entire vehicle fleets with each other.
The operating data provide information for optimization measures throughout nearly the
entire lifetime of the transmission. Moreover, the operating data can be used for problem
analyses during failures and to optimize the configuration of the drive line.
Projecting
Operating data help optimizing the configuration of the drive line.
Operation
The operating data provide information for optimizing the following:
• Driving behavior
• Standstill times
• Maintenance intervals
• Schedule definition
• Use of vehicle
• Fuel consumption
Servicing
The operating data provide information for preventive maintenance and servicing.
7-14
DIWA.6
Control system / Interface to the engine
7.13 Interface to the engine
The interface to the engine transmits the signals from the engine to the transmission
controller via CAN.
These signals provide information on

• the accelerator pedal position
• the current engine torque
• the engine speed
• the engine friction torque
.
In the reverse direction, the transmission controller can use this interface to initiate a
reduction of the engine torque, e.g. while shifting.
CAN messages used

• CCVS
• EC
• EEC1
• EEC2
• EEC3
• TSC1
7-15
DIWA.6
Control system / Safety computer
7.14 Safety computer
The safety computer in the transmission controller monitors safety-critical conditions and
functions. The safety computer works independently of the main computer, however, it
relies on the same signals.
When the safety computer detects safety-critical conditions, it initiates the corresponding
measures. It also writes information to the event memory, that exactly describe the
safety-critical condition for later diagnostic purposes.
Safety-critical conditions
• Locking the transmission
• Forward driving with reverse gear engaged
• Reversing with forward gear engaged
• Impermissible shifting into reverse gear from neutral
• Shifting into a gear at too high output speed
• Braking without brake request
7.15 Monitoring of the supply voltage
During operation, i.e. while the engine is running, the transmission controller monitors
the supply voltage.
If the supply voltages drops below a value of 16.5 V for at least 500 ms, the transmission
controller writes an entry into the event memory. This condition is set to "not current" as
soon as the supply voltage exceeds 17 V again.
If the supply voltage falls below 16 V, it can longer be guaranteed that the solenoid valves
function correctly. The transmission then shifts to neutral.
7-16
DIWA.6
Control system / Measurement of the transmission oil temperatures
7.16 Measurement of the transmission oil temperatures
The transmission controller measures the transmission oil temperature:

• in the oil sump (measuring range of the sensor: 40 to +160 °C)
• in the converter (measurement range of the sensor –40 to +220 °C)
PT1000 sensors are used as temperature sensors.
Combined oil level and oil temperature sensor

• sensor with double function on PT1000 basis
• determines the oil temperature in the oil sump
• determines the oil level in the oil sump
Effects of defective temperature sensors

The transmission controller detects defective temperature sensors and writes an entry
into the event memory.
Possible entries:
• Oil sump:
– hard shifts possible with cold transmission oil
– no braking-power-dependent reduction of the retarder torque
• Converter:
– no braking-power-dependent reduction of the retarder torque
7.17 Forced downshifting during permanent braking
Functioning
If no deceleration is achieved during permanent braking with a brake request of at least
500 Nm during a period of 3 seconds, the transmission automatically shifts one gear
down unless the permitted maximum engine speed is exceeded by this action.
Advantages
By shifting down into a lower gear, the engine speed increases and with it the dragging
effect of the engine, the oil supply quantity and the cooling water flow rate.
The cooling water can thus withdraw energy from the oil.
As a consequence, the transmission oil temperature is effectively reduced when driving

long downhill roads.
7-17
DIWA.6
Control system / Brake switch
7.18 Brake switch
Brake switch types

• 3-stage foot brake switch
• 3-stage hand brake switch
• 2-stage hand brake switch
• Infinitely variable foot brake switch (WABCO)
• Brake request via CAN (EBS Electronic Brake System)
Brake request via CAN

Here, the following information is evaluated within the CAN message TSC1:
• Priority of the brake request
• Requested braking torque (nominal torque) in Nm
Protective functions of the brake switch

• If the transmission controller detects an incorrect setting in the dataset when con-
necting the brake switches, it shifts into "forced neutral" mode. The transmission
controller must be reprogrammed.
• If the brake switch is continuously active (brake pedal jammed), the transmission
controller does not forward the requested braking torque, i.e. the retarder remains
switched off.
• In order to avoid a high load on the drive line, increased fuel consumption and re-
duced comfort, the retarder may not be automatically switched on after pressing the
accelerator pedal, also not if the hand brake lever is still activated. The retarder may
be activated by the hand brake lever after pressing the drive pedal only if the hand
brake lever was moved into another position.
Activation of the retarder via the brake switch

The brake request of the retarder can be deactivated using a switch (RETFB-OFF).
EBS
The retarder function of the DIWA transmission can easily be integrated in vehicles
equipped with modern EBS brake systems.
This enables an optimized co-operation of retarder function, engine brake and service
brake.
7-18
DIWA.6
Control system / Retarder function
7.19 Retarder function
Activation of the retarder

The retarder can be activated via various brake switches or via CAN, which send a
certain brake request to the transmission controller.
Converting the brake request into a braking torque

The requested retarder torque is converted into a converter pressure control by means
of a characteristic.
Conditions for deactivating the retarder

The retarder is and remains only activated if none of the following conditions is present:
• A certain output speed is exceeded.
• The ABS signal is active or faulty.
• The output speed is faulty.
• One (or more) of the solenoid valves PB, WP, RBK or RBG is (are) faulty.
• The output speed is nearly zero.
• The accelerator pedal is applied.
• The brake request in [Nm] is too low.
• The transmission oil temperature in the converter or oil sump is too high.
• A wrong brake element is stored in the dataset.
• The "early warning system" software function becomes active.
Particularities of the retarder

• The retarder performance can be limited to a certain value depending on the trans-
mission oil temperature in the converter and in the oil sump.
• The retarder cannot be activated in first gear.
7-19
DIWA.6
Control system / Shift program BASP
7.20 Shift program BASP
Definition of BASP
BASP stands for "BeschleunigungsAbhängiges SchaltProgramm" (acceleration-based
shift program).
Definition of shift program

Shift programs do not control how a shifting operation takes place, but the define when,
that is at which engine speed n1 shifting will be initiated.
Shift programs are stored in the dataset in the transmission controller.
Definition of acceleration dependence

With the BASP, the speeds n1 are adapted individually within certain thresholds depen-
dent on several parameters while driving.
These parameters are:

• Accelerator pedal position
• Vehicle acceleration
This means:
• early upshifting on downhill terrain or empty vehicle and
• late upshifting on uphill terrain and fully loaded vehicle
Here the transmission shifts continuously up and down within a certain speed range.
Advantages of BASP
• Early upshifting or late downshifting helps to save fuel
• Late upshifting or early downshifting makes sure that the engine power can be used
optimally for vehicle acceleration
• Improvement of performance through flexible shifting speeds
• Avoidance of jumping between gears
7-20
DIWA.6
Functioning of BASP
For the speeds at which there is an up or downshift, there is an acceleration dependency
for the following load transmitter positions:
• Load transmitter position L4
• Load transmitter position L5
• Load transmitter position L6 (full load)
The shifting range results from the minimum and maximum engine speed.
The possible speed range in the next gear is formed by the smoke and rumble limit as
the lower threshold and the beginning speed regulation as upper threshold.
The smoke and rumble limit describes the speed range from which the engine controller
takes action independently in order to prevent the formation of black smoke and the
occurrence of vibrations in the drive line due to speeds that are too low.
To select the correct shifting speed for the respective vehicle acceleration, the Acceler-
ation basic points (amin and amax ) must be stored.
Special features of BASP

The BASP allows 4 or 5 different shift programs to be stored in the transmission con-
troller:
• Shift program 1 (SP1, economy plane)
• Shift program 2 (SP2, economy uphill)
• Shift program 3 (SP3, performance plane)
• Shift program 4 (SP4, performance uphill)
• Fully definable shifting program for special applications
The shift program 'economy plane' has the lowest speeds after a gear change and the
lowest acceleration thresholds. The other shift programs have slightly higher accelera-
tion thresholds and higher speeds after a gear change.
A program selector SP-SEL enables the driver to choose between 2 or 3 of the shift
programs stored in the transmission controller.
See circuit diagram Æ Page 8-1, Chapter 8

7-21
DIWA.6
2-3 shift
amax
amin
n2
vehicle
nengine
max. target
speed
min. target
speed
n2
vehicle
2AB_1041_en
Fig. 7-2 Example of a 2-3 shift
1 a - Acceleration of the vehicle 2 n2 – output speed

7-22
DIWA.6
Control system / SensoTop
Acceleration-dependent shift program
nengine [1/min]
2400
1st gear 2nd gear 3rd gear 4th gear
2100
1800
1500
1200
900
600
300
0 10 20 30 40 50 60 70 80 90 100 110 Vvehicle [km/h]
0-load
shift down
full load full load

shift down upshift
kickdown 0-load/kickdown
shift down upshift
BASP shifting range

2AB_1042_en
Fig. 7-3 Acceleration-dependent shift program
7.21 SensoTop
SensoTop is a topography-dependent shift program.
The control recognizes the topography of a route, i.e. uphill and downhill, via an air
pressure sensor and adapts the shifting points infinitely-variable.
To date
Although the common acceleration-dependent shift programs (BASP) continuously
adapt the shifting points depending on the vehicle acceleration and loading, they do so
only within relatively narrow bounds. Other influences such as the road incline are not
considered in detail. The choice between different shift programs permits only a rough
adaptation to the respective topography.
7-23
DIWA.6
Control system / SensoTop
SensoTop
The BASP is combined with a maintenance-free topography sensor (air pressure sen-
sor). This combination quickly and accurately provides information on a continuous
adaptation of the shifting speeds to the topography for improved driving dynamics at
a reduced fuel consumption.
Previously BASP 4
BASP 3
BASP 2
BASP 1
Engine speed
SensoTop
SensoTop
Engine speed
2AB_1245_en
Fig. 7-4 SensoTop
Since the speed range has been remarkably extended in comparison to the previous
BASP, the SensoTop shift program covers all possible applications.
Downhill, the shifting speeds are reduced to the technically possible minimum while at
the same time there is also sufficient power available uphill.
7-24
DIWA.6
Control system / ANS - requirements to the OEM
7.22 ANS - requirements to the OEM
The OEM has to ensure that the ANS function can only become effective if the vehicle has
already been braked to a standstill by one of the transmission-external brakes (service
brake, parking brake, bus stop brake).
It is not permissible to use the ANS shifting and the associated rollback protection for
this to stop the vehicle without additional activation of a transmission-external brake.
7.23 ABS
If the ABS is active, the retarder is switched off to prevent the transmission from impairing
the ABS function of the vehicle.
The information whether ABS is active or not is sent to the transmission controller via:
• a digital input (input FLEXI-7) or
• the CAN bus via the signals ABS fully operational (EBC1, TSC1) and ABS active
(EBC1)
The transmission controller recognizes automatically whether the ABS signal is available
at the digital input or is sent via CAN.
If the ABS signal is transmitted via the CAN bus, the digital input FLEXI-7 remains deacti-
vated. In vehicles without an ABS function, this input must be connected to the operating
voltage. This is not necessary if the ABS function is disabled in the data set.
The transmission controller interprets a cable break as an active ABS signal.
7.24 ASR (TCR)
If too high output accelerations occur, e.g. when the wheels of the vehicle slip on ice,
upshifts are blocked. Even if this condition no longer exists, upshifting is still blocked for
another 4 seconds.
7.25 Avoiding jumping between gears
When driving the vehicle uphill with the accelerator pedal fully pressed, it can happen
that the transmission controller initiates a downshift immediately after an upshift (jumping
between gears) depending on which shift program is used.
The transmission controller recognizes such conditions and prevents them.
This increases the driving comfort and reduces the stress on the shifting elements.
7-25
DIWA.6
Control system / Shifting procedure and adaptation
7.26 Shifting procedure and adaptation
Basic principle of a shifting

When shifting, the multi-disk clutch or brake is disengaged/released, and the multi-disk
clutch or brake to be engaged/applied is switched on. This is achieved through timely
coordinated control of the pressure profile in both shifting elements. The shifting element
to be deactivated is simply depressurized. The pressure build-up in the clutch/brake to
be engaged/applied is controlled by means of a preset pressure profile.
Quality criteria of a shifting

• No traction interruption for load upshifts
• No shifting jerk
• Low stress on the disks
Major influencing factors for the pressure build-up during the shifting process
• the engine torque
• the mass moment of inertia of the engine
• the engine speed
• Transmission ratios diff. 3/diff. 4
• Transmission type
Designations of the pressures effective during the shifting procedure

• Starting pressure pA which is immediately activated after shifting has been initiated
• Control pressure PR which is activated during the shifting operation.
Designations of the times during the shifting procedure

• TPA : Time during which the starting pressure PA is increased to the control pressure
PR
• TUREAL : time from the electronic beginning of a shifting until leaving the upper syn-
chronous speed
• TSLIP : time from leaving the upper synchronous speed until reaching the synchronous
speed (= synchronous speed)
• TSCHALT : time from the electronic beginning of a shifting until its completion
7-26
DIWA.6
Shifting process
A shifting process consists of a short, controlled filling stroke and a pressure ramp for
the solenoid valve to be switched on. The ramp starts with the starting pressure PA and
climbs during the time TPA to reach the control pressure PR . The pressure flow depends
on the shifting type and the influencing factors mentioned above.
The starting pressure PA is directly preset by the data set.
The control pressure PR , however, is recalculated each time and depends on the current
engine torque.
Synchronization, i.e. the slip time, is calculated based on the comparison of the input
(engine) and output speeds in the transmission. In third gear, for example, the engine
speed must be identical to the output speed since the transmission ratio is exactly 1:1
here.
Having detected synchronization, the solenoid valve is fully activated (or with reduced
performance). For the shifting time, the following applies: Tshift = t1 +t2 .
Overview
p
n
n1
pmax
n2
pR
pA
t3
t1 t2
2AB_1043
Fig. 7-5 Adaptation for 2-3 upshift
1 t1 – TUREAL 4 n1 – engine speed

2 t2 – TSLIP 5 n2 – output speed
3 t3 – TPA
7-27
DIWA.6
Functioning of adaptation
The adaptive control was designed to guarantee a consistent shifting quality under all
circumstances.
Adaptation means:
automatic (self-learning) adjustment of the shifting processes to different operating con-
ditions.
In order to optimize shifts, certain times are monitored during a shifting process.
In case of a deviation from the setpoint, corrected values are calculated for pressures
PR and PA which are used for the subsequent shift operations. This correction process
is the adaptive control of the shifting procedure.
This correction process is repeated until the times are within the specified window.
This is usually done in accordance with the following rules:

• TUREAL too long --> increase PA ; TUREAL too short --> reduce PA
• TSLIP too long --> increase PR ; TSLIP too short --> reduce PR
Advantages of the adaption

• Automatic adaptation to transmission and engine (compensation of manufacturing
tolerances, different engine powers)
• Automatic adaptation to mechanical modifications such as wear and aging of oil
throughout the entire lifetime
7-28
DIWA.6
Control system / Operating pressure reduction (ADAS)
7.27 Operating pressure reduction (ADAS)
The operating pressure is reduced by energizing the EO solenoid valve. This changes
the setting of the operating pressure valve so that a lower operating pressure, the re-
duced operating pressure, ensues in the transmission.
The operating pressure valve ensures that both the reduced operating pressure, with
energized EO solenoid valve, and the full operating pressure, with de-energized EO
solenoid valve, are kept constant regardless of the operating state of the transmission.
The pressure values of the full and reduced operating pressure depend on the transmis-
sion type and the converter filling.
The operating pressure can be reduced at certain conditions in the following transmission
modes:
• Neutral
• Forward ANS
• Forward shifting ANS ->1. Gear
• Shifting 1st gear -> forward ANS
• 1st gear
• 2nd gear
• 3rd gear
• 4th gear
• Shiftings 1->2, 2->1, 2->3, 3->2, 3->4, 4->3
Pressure values
Transmission type Full operating pressure Reduced operating Reduced operating

(nominal value) in bar pressure (with empty pressure (with full con-
converter) in bar verter) in bar
824.6 8.5 6.0 5.0

854.6 8.5 6.0 5.0
864.6 8.5 6.0 5.0
864.6, 1750 Nm 9.5 6.7 5.6
884.6 10.5 7.2 6.2
7.28 Intelligent starting management
In DIWA.6 transmissions, a N2 sensor is used, which provides the information about

whether the vehicle is driving forward or in reverse. With the help of this sensor, the
control can detect unintentional forward or reverse rolling on a hill and, by switching on
the internal transmission blocking via RBK, prevent unintentional rolling.
A possibility for securing the vehicle against rolling away is the internal blocking of the
transmission. This is done if, in addition to the already switched-on solenoid valve TB,
the solenoid valve RBK is activated in a controlled way.
7-29
DIWA.6
Annex
8 Annex
Designation
Circuit diagram for transmission

Oil and control scheme to Æ Page 5-11,
Chapter 5.3
Collection drawing - suspension flanges
8-1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 1
Neutralstellung mit Arbeitsdruckabsenkung
Figure 1
Neutral position with operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 2
Neutralstellung ohne Arbeitsdruckabsenkung
Figure 2
Neutral position without operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 3
Fahrbereich 1. Gang mit Arbeitsdruckabsenkung
Figure 3
Drive range 1st gear with operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 4
Fahrbereich 1. Gang ohne Arbeitsdruckabsenkung
Figure 4
Drive range 1st gear without operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 5
Hochschaltung 1.-2. Gang mit Arbeitsdruckabsenkung
Figure 5
Upshift 1st to 2nd gear with operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 6
Hochschaltung 1.-2. Gang ohne Arbeitsdruckabsenkung
Figure 6
Upshift 1st to 2nd gear without operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 7
2. Gang mit Arbeitsdruckabsenkung
Figure 7
2nd gear with operating pressure reduction
H
G
4 3 2 1
D
C
9
10
pA
7
EO
B
pW
17 16 15 14 13 12 11
6
F
A
Bild 8
2. Gang ohne Arbeitsdruckabsenkung
Figure 8
2nd gear without operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 9
Figure 9
3rd gear with operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 10
Figure 10
3rd gear without operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 11
Figure 11
4th gear with operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 12
Figure 12
4th gear without operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 13
3. Gang mit Wandlereinlasssteuerung und
Arbeitsdruckabsenkung
Figure 13
3rd gear with converter filling control and
H operating pressure reduction
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 14
3. Gang mit Wandlereinlasssteuerung,
ohne Arbeitsdruckabsenkung
Figure 14
3rd gear with converter filling control,
H without operating pressure reduction
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 15
4. Gang mit Wandlereinlasssteuerung und
Arbeitsdruckabsenkung
Figure 15
4th gear with converter filling control and
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 16
4. Gang mit Wandlereinlasssteuerung,
Figure 16
4th gear with converter filling control without
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 17
1., 2., und 3. Bremsstufe im 4. Gang
mit Wandlereinlasssteuerung
Figure 17
1st, 2nd and 3rd breaking stage in 4th gear
H with converter filling control
G
4 3 2 1
D
C
9
10
pA
7
EO
B
pW
17 16 15 14 13 12 11
6
F
A Bild 18
1., 2., und 3. Bremsstufe in 3. Gang
mit Wandlereinlasssteuerung
Figure 18
1st, 2nd and 3rd breaking stage in 3th gear
with converter filling control
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 19
1. Bremsstufe 4. Gang
Figure 19
1st braking stage 4th gear
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A Bild 20
2. und 3. Bremsstufe im 4. Gang
Figure 20
2nd and 3rd braking stage in 4th gear
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 21
2. und 3. Bremsstufe 3. Gang
Figure 21
2nd and 3rd braking stage 3rd gear
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 22
2. und 3. Bremsstufe 2. Gang
Figure 22
2nd and 3rd braking stage 2nd gear
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 23
Bremsen im 1. Gang
Figure 23
Breaking in 1st gear
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 24
ANS-Schaltung mit Arbeitsdruckabsenkung
Figure 24
ANS activation with operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
pW
17 16 15 14 13 12 11
6
F
A
Bild 25
ANS-Schaltung ohne Arbeitsdruckabsenkung
Figure 25
ANS activation without operating pressure reduction
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 26
ANS-Schaltung mit Haltestellenbremse
und Arbeitsdruckabsenkung
Figure 26
ANS activation with parking brake
H and operating pressure reduction
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 27
ANS-Schaltung mit Haltestellenbremse,
Figure 27
ANS activation with parking brake,
H without operating pressure reduction
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 28
Rückwärtsgang bis 1 km/h
Figure 28
Reverse gear up to 1 km/h
H
G
4 3 2 1
D
C
9
10
7
EO
B
17 16 15 14 13 12 11
6
F
A
Bild 29
Rückwärtsgang über 1 km/h
Figure 29
Reverse gear above 1 km/h
H
G
4 3 2 1
Division Mobility Service
Alexanderstr. 2
89522 Heidenheim
Germany
Phone +49 7321 37 4152
[email protected]
www.voith.com

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DIWA.

Voith Turbo GmbH & Co. KG

Division Mobility Service

Phone +49 7321 37 4152

This document describes the state of

Voith Turbo GmbH & Co. KG

This document is protected by copyright.

Document revision history

4.0 kasg-tmstd 2017-05-29 Æ Page 3-5, Tab. 3-2 corrected

Æ Page 6-14, Fig. 6-12 corrected

1.1 Purpose of this document 1-1

1.2 Target Groups 1-1

1.3 Symbols and Signs 1-1

Chapter 2 Safety 2-1

2.1 Safety Information for DIWA.6 2-1

Chapter 3 Transmission type and design 3-1

3.1 Nameplate 3-1

3.2 Technical data and application limits 3-5

3.2.5 Application limits with angle drive 3-9

Chapter 4 Design 4-1

4.1 Entire system 4-1

4.2 Components of the DIWA transmission 4-3

Chapter 5 Function 5-1

5.1 System description 5-1

5.2 Power flow diagrams 5-3

5.3 Hydraulic control scheme 5-11

5.3.12 Braking in 1st gear (DIWA drive range) 5-21

Chapter 6 Installation 6-1

6.1 Installation instructions for mechanical components 6-1

6.2 Installation notes for electrical components 6-49

6.3 Installation requirements - cardan shaft 6-69

Chapter 7 Control system 7-1

7.1 Wiring diagrams 7-1

7.2 CAN 7-1

7.3 CAN receive messages 7-2

7.4 CAN send messages 7-3

7.6 Diagnostic and service software 7-8

7.7 Energizing the E300.1 transmission controller 7-9

7.8 Event memory 7-9

7.9 Fault levels and priorities 7-10

7.10 Functioning of the early warning system 7-11

7.11 Reaction in case of defective speed sensors 7-13

7.12 Acquisition of operating data 7-14

7.13 Interface to the engine 7-15

7.14 Safety computer 7-16

7.15 Monitoring of the supply voltage 7-16

7.16 Measurement of the transmission oil temperatures 7-17

7.17 Forced downshifting during permanent braking 7-17

7.18 Brake switch 7-18

7.19 Retarder function 7-19

7.20 Shift program BASP 7-20

7.21 SensoTop 7-23

7.22 ANS - requirements to the OEM 7-25

7.23 ABS 7-25

7.24 ASR (TCR) 7-25

7.25 Avoiding jumping between gears 7-25

7.26 Shifting procedure and adaptation 7-26

7.27 Operating pressure reduction (ADAS) 7-29

7.28 Intelligent starting management 7-29