Technical Description with

Oil and Control Circuit Diagrams

DIWA.3E Transmissions

Voith. 55.6311.19 / 2003-08

Copyright

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© 2002
Tchnical Description

What is it for?
n Short information about transmission function,
n Representation of the oil circuits for the various transmission gear shifts,
n Assistance in the identification and repair of malfunctions in oil circuit,
n Assistance in commissioning, maintenance and repair.

Additional DIWA.3E documentation

The following publications are available for transmission description, design, installation, the main tasks
of maintenance and repair, etc.:

for
Brochure Part No. Purpose
transmission
Servicing Schedule 55.6374. .. all DIWA Maintenance of transmissions
55.6335. .. List of the lube oils that are approved by
Lists of Lubricants all DIWA
55.6336. .. Voith for DIWA transmissions
DIWA.3, General fault tracing, analysis and re-
Fault Finding 55.6303. ..
DIWA.3E pair
DIWA.3, Brief description of transmission opera-
Driving Instructions 55.6291. ..
DIWA.3E tion for the bus driver
DIWA.3, Use of the Voith PC-based diagnostic
Diagnostic Manual 55.6264. ..
DIWA.3E program DIWAGNOSIS
Detection of defective electrical compo-
DIWA.3,
Trouble Shooting 55.6293. .. nents or assemblies using the PC diag-
DIWA.3E
nostic program
Description of disassembly and assem-
Repair Manual 55.6704. .. DIWA.3E
bly of 3- and 4-speed transmissions
Function description of the transmis-
sion, transmission data, installation in-
Technical Manual 55.6357. .. DIWA.3E
structions, design and dimensional
data for transmission assemblies
55.6600. .. D 851.3E
Spare Parts 55.6601. .. D 863.3E Illustration and designation of transmis-
Catalogs 55.6602. .. D 854.3E sion parts for spare parts ordering
55.6603. .. D 864.3E

All of the above brochures are available from department "ant" or "anv".

Who is it for?
n Service engineers (e.g. testing, acceptance, etc.)
n Automobile mechanics and electricians
Contents
Page

1. System description of DIWA.3E transmissions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2. Functional description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1 Transmission design. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.2 Operation and power flow in individual gears. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.1 Power flow of 3-speed transmissions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2.2.2 Power flow of 4-speed transmissions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3. The hydraulic shifts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.1 Main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2 Shift description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.3 Activation of solenoids during shifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
3.4 Oil and control circuit diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Voith. Oil and Control Circuit Diagrams DIWA.3E 1

2 Voith. Oil and Control Circuit Diagrams DIWA.3E
1. System description of DIWA.3E transmissions
Voith Automatic - the principle of power splitting
in Voith DIWA transmissions

With fully automatic Voith DIWA transmissions, power transmis-

sion in the 1st gear driving range is designed with separation
1st gear
into a mechanical and a hydrodynamic transmission path using
(DIWA drive range) a counter-rotating torque converter (see fig. below).
The converter is used for acceleration from standstill and for re-
tardation (braking).
The name "DIWA" combines the elements "DI" for "differential"
Traction

2nd gear and "WA" for "Wandler" (the German word for converter) and is
3rd gear thus a symbol of the mechanical and hydrodynamic method of
4th gear power transmission in the DIWA drive range.

Road speed Characteristics of the DIWA torque converter

n high torque ratio

n mechanical power transmission right from the start
Braking stage I n stepless ratio change over a wide speed range - in the case
Braking force

of the three-speed variant about 30% of the vehicle top

Braking stage II
speed vx
Braking stage III n high braking capacity without down-shifting
n vibration-damping
n no frictional wear
n only one hydraulic circuit for both driving and braking

With the 2nd, 3rd and 4th gear, the transmission therefore rep-
hydrodynamic

resents an ideal combination for utilising the benefits accruing

from the hydrodynamic and mechanical systems.
Power transmission

The Converter Filling Control

Main difference of the DIWA.3E transmissions compared to the

DIWA.3 transmissions is the converter filling control (referred to
as CFC). The purpose of the CFC is to improve the activation of
mechanical

the converter brake even when the vehicle is travelling at a high

speed in the 4th (or possibly also 3rd) gear.
Road speed

Operation in 1st gear

(DIWA drive range)
Mechanical forces
Hydrodynamic forces
Mech. und hydrodyn. forces
Converter oil
Stationary parts

Voith. Oil and Control Circuit Diagrams DIWA.3E 3

2. Functional description

2.1 Transmission design

The main components for power transmission in Voith DIWA automatic transmissions are the
hydrodynamic torque converter as well as the input and output-side planet gears with multiple-
disk clutches and brakes. Items in ( ) are explained below.
On the input side of the converter (C) are the pump brake (e) and the differential
transmission (B),
– in the 3-speed design with one planetary transmission (see below),
– in the 4-speed design with two planetary transmissions (see next page), as well as the fol-
lowing clutches:
– input clutch EK (c),

3-speed transmissions (D 823.3E, D 851.3E, D 863.3E)

a b c d e P T L f g h

qpo n m l k i

A B C D E

A Input a Input shaft

b Hydrodamp
B Differential (transfer transmission) c Input clutch EK
d Lock-up clutch DK
C Torque converter e Pump brake PB
f Turbine brake TB
P pump g Reverse gear brake RB
T Turbine h Output shaft
L Stator i Heat exchanger
k Planetary transmission for
D Rear-mounted transmission reverse gear and converter brake
l Turbine transmission
E Output m Oil pan
n Input gear pump
o Sun gear
p Planetary gear
q Planet carrier

4 Voith. Oil and Control Circuit Diagrams DIWA.3E

 – lock-up clutch DK (d),
– step-up gear clutch (d1) on 4-speed design.
On the output side of the torque converter there are two more planetary transmissions (D):
– the turbine transmission (l), in which the mechanical and the hydraulic power train of the
first gear (DIWA drive range) converge, with the turbine brake TB (f),
– the transmission for the reversing gear and the converter brake (k) with the reverse gear
brake RB (g).
A hydrodamp (b) on the transmission input damps engine vibrations.
The transmissions are shifted electro-hydraulically, the shift commands are issued by the
electronic control unit.
The heat exchanger (i) for dissipation of the transmissions heat is linked to the engine coolant
circuit.

4-speed transmissions (D 854.3E, D 864.3E)

a b c d d1 e P T L f g h

qpo n m l k i

A B C D E

A Input a Input shaft

b Hydrodamp
B Differential (transfer transmission) c Input clutch EK
d Lock-up clutch DK
C Torque converter d1 Step-up gear clutch SK
e Pump brake PB
P pump f Turbine brake TB
T Turbine g Reverse gear brake RB
L Stator h Output shaft
i Heat exchanger
D Rear-mounted transmission k Planetary transmission for
reverse gear and converter brake
E Output l Turbine transmission
m Oil pan
n Input gear pump
o Sun gear
p Planetary gear
q Planet carrier

Voith. Oil and Control Circuit Diagrams DIWA.3E 5

2.2 Operation and powerflow in individual gears

2.2.1 Powerflow of 3-speed transmissions (D 823.3E, D 851.3E, D 863.3E)

Neutral position

1st gear
(DIWA drive range)

2nd gear

3rd gear

Braking in 3rd gear

Braking in 2nd gear

Braking in 1st gear range

ANS activation

ANS activation via

parking brake

Reverse gear

6 Voith. Oil and Control Circuit Diagrams DIWA.3E

 Refer to the principle view in chapter 1. See chapter 2.1 for the transmission structure with an
explanation of the items in brackets. See chapter 3. for the hydraulic circuits.

Neutral position

The transmission is in neutral when the engine is running and the N button on the button
switch is pressed. Neutral means all clutches are disengaged and all brakes are released.
When the input clutch EK (c) is disengaged, only the gear pump (n) is driven which supplies
oil under pressure for power transmission, gear changes and transmission lubrication (see
chapter 3).

1st gear (DIWA drive range)

When input clutch (c) is closed, engine power is transmitted to the crown gear in the differen-
tial (B).
When setting off, the output shaft (h) and the planet carrier (q) connected to it are stationary.
The pump (p) and sun gear (o) are driven in opposing directions by planet gears (p) in the dif-
ferential (B).
In the converter, oil from the pump (P) is driven through the stator (L) and turbine (T) in a
closed circuit. Torque transmitted and converted, i.e. increased by the turbine is transmitted
to the output shaft (h) by the planet gears and planet carrier on the turbine transmission (I)
pumpwhose turbine brake TB (f) is closed.

2nd gear

Shifting to 2nd gear with completely mechanical power transmission occurs automatically and
is dependent on roadspeed and engine filling.
The pump brake PB (e) is closed, meaning that pump (P) is stopped and hydrodynamic power
transmission is inactive.
At the same time, the turbine (T) is switched off because turbine brake TB (f) on the turbine
transmission (I) is open. The 2nd gear has the same ratio as the differential (B).

3rd gear (3-speed transmissions)

At about 60-70% of top speed, the input clutch EK (c) opens automatically while the lock-up
clutch DK (d) closes. This means that input shaft (a) is directly connected to output shaft (h) -
ratio 1:1.

Braking

In the braking range of the 2nd, 3rd or 4th gear, if installed, the turbine (T) is driven by the
turbine and reverse gear transmissions (k) and (l) by the coasting vehicle. At this point, the
disks of the pump brake PB (e) and reverse gear brake (g) are closed. The turbine is driven
in the opposite direction to that of 1st gear (DIWA drive range) and acts as an axial pump
which supplies oil to the stationary pump and stator. Kinetic energy is converted into heat and
dissipated by the heat exchanger (i).
The input clutch EK (c) is engaged and the turbine brake TB (f) is applied during braking in the
1st gear range. The pump brake PB (e) is disengaged as for traction in the 1st gear. The prin-
cipal deceleration of the vehicle in all three braking stages is provided by activating the reverse
gear brake RB (g). In some applications, the service brake is engaged instead of the reverse
gear brake RB (g) in the first braking stage.

Voith. Oil and Control Circuit Diagrams DIWA.3E 7

2.2.2 Powerflow of 4-speed transmissions (D 854.3E, D 864.3E)

Neutral position

1st gear
(DIWA drive range)

2nd gear

3rd gear

4th gear

Braking in 4th gear

Braking in 3rd gear

Braking in 2nd gear

Braking in 1st gear range

ANS activation

ANS activation via

parking brake

Reverse gear

8 Voith. Oil and Control Circuit Diagrams DIWA.3E

 The power flow in 1st and 2nd gear of 3- and 4-speed transmissions is achieved in the same
way.

3rd gear (4-speed transmissions)

At about 40-50% of top speed, the input clutch EK (c) opens automatically while the lock-up
clutch DK (d) closes. This means that input shaft (a) is connected directly to the output
shaft (h) - ratio 1:1.

4th gear

At about 60-70% of top speed, the transmission automatically shifts from 3rd to 4th gear. The
step-up gear clutch SK (d1) closes while the lock-up clutch DK (d) opens. This high ratio gear
makes it possible, when the specific design speed is taken into account, to use the same axle
ratio in a city bus with D 851.3E and in a long-haul or intercity bus with the D 854.3E f.i.

ANS activation

ANS means Automatic Neutral at Standstill.

The ANS activation, dependent on the number of bus-stops and prevailing traffic conditions,
results in fuel savings.The powerflow from the engine to the transmission can be interrupted
when the vehicle is stationary and with the engine running by opening the input clutch EK (c)
under certain conditions:
– driving speed below 1 km/h
– accelerator in idling position (L0)
– service or bus parking brake applied
– forward gear selected.
This process differs from the neutral position in that the vehicle is stopped by activation of the
turbine brake and reverse gear brake (f and g) are engaged. The parking brake function may
be installed, its use is not essential for actuation of the ANS activation, however.

ANS activation via parking brake

This function differs from the one described above in that the parking brake must be activated.
The turbine brake (f) is closed, the reverse gear brake (g) is open. The vehicle is therefore
stopped by the parking brake only.

Reverse gear

Power transmission combines the hydrodynamic and mechanical systems in the same way
as the 1st gear (DIWA drive range). The pump (P) is driven by the sun gear (o) and planet
gears (p) of the differential (B) when the input clutch EK (c) is closed. The turbine (T) transmits
torque to the turbine and reverse gear transmissions (I) and (k) when the turbine brake TB (f)
is opened and the reverse gear brake RB (g) on the output shaft (h) is closed. The max. vehi-
cle speed in reverse is roughly equivalent to 10% of maximum forward speed.

Voith. Oil and Control Circuit Diagrams DIWA.3E 9

3. The hydraulic shifts
3.1 Main components
See chapter 3.4 for the illustrations showing the assignment of the items in brackets ( ).
The gear pump (F) pumps oil from the oil sump via the suction screen, the heat
exchanger (G), the oil filter (H) and the operating pressure valve OPV (C) to the control block
(D) with the electrohydraulic control system, to the converter drain valve CDV (A) and via the
converter filling valve CFV (B) to the transmission (E) with converter and lubrication system.
The operating pressure valve (C) maintains the oil pressure at a largely constant level for
supplying the multi-disc brakes and clutches, irrespective of the speed of the gear pump. The
operating pressure is set by the preloading of the spring of the spool (8).
The solenoid valves in the control block (D) are subjected to operating pressure. Converter
and operating pressure are present at the shuttle valve (10). The task of this valve is to allow
the higher of the two pressures to flow through to the solenoid valves TB, RBG and RBK. The
solenoid valves direct the oil from the operating pressure valve (B) or from the converter to the
piston of the multi-disc brakes and clutches and to the converter drain valve (A).
Two types of valve are used: on/off solenoid valves (WP, WR, RGB) and pressure control so-
lenoid valves (EK, DK, SK, PB, TB, RBK). The function of the latter type is to control the pres-
sure profile whilst the multi-disc brakes and clutches are closing so that torque fluctuations at
the transmission output are as small as possible within a specified time period. This results in
a good shift quality, reduces load peaks and prevents premature wear on the discs. The most
important components are the hydraulic control spool and an electromagnet which is connect-
ed to it. As well as the excitation coil, there is also a measuring coil installed for picking up the
actual electrical values. It is possible to set any required pressure which is lower than the op-
erating pressure. The pressure setpoints are specified by the control unit depending on the
engine load status, the gearshift to be performed and the speeds at the transmission input and
output. The on/off solenoid valves are used for less demanding control functions, with the WR
pressure being altered by cyclic, pulse-width modulated (PWM) signals depending on the op-
erating status.
The converter drain valve (A) is used for open and closed-loop control of the converter pres-
sure.
The converter filling control reduces the oil supply to the converter by means of a throttle port
in the converter filling valve (B); air is included in the oil fill of the converter via the open
breather valve BV (13).
Overview: in all gearshift functions without converter filling control CFC, the converter filling
valve (B) is open and the breather valve (13) is closed. The situation is the reverse in the func-
tions with CFC (figures 6, 7, 8 and 9): the converter filling valve is closed with the exception
of the throttle port, the breather valve is open.

10 Voith. Oil and Control Circuit Diagrams DIWA.3E

3.2 Shift description
Neutral position (figure 0)

The oil pressure in the operating pressure valve OPV (C) pushes spool (8) against the force
of the corresponding spring and thereby opens the oil flow into the converter via the open con-
verter filling valve (B). The transmission is supplied with lubricating oil through spool (9) and
a throttle port in the OPV housing.
In neutral position, the operating pressure is higher than the converter pressure, so all sole-
noid valves of the control block (D) have operating pressure applied to them. The solenoid
valves are closed, so all clutches are disengaged and all brakes released.
The spools (1-4) of the CD valve (A) are moved to their initial position by the corresponding
spring. This means the converter is closed by the CDV. The converter pressure increases ac-
cordingly, so the breather valve (13) is closed.

1st gear (DIWA drive range - figure 1)

The input clutch EK (17) is engaged via the EK solenoid valve and the turbine brake TB (12)
is applied via the TB solenoid valve.
Operating pressure is applied to spool (2) in the converter drain valve (A) via the WR solenoid
valve which is 100 % open. This reinforces the spring force applied to spool (1), and spools
(1-4) remain in their initial positions. The converter drain valve (A) closes and the converter
pressure rises to values corresponding to the speed.
Because the converter plays an active part in power transmission, the operating pressure in
this operating status is lower than the converter pressure which acts on the solenoid valves
TB, RBG and RBK due to the position of the shuttle valve (10).

Upshift 1st-2nd gear (figure 2)

This gearshift is a transitional function which is only briefly activated.

The WR solenoid valve closes and the turbine brake (12) opens after the TB solenoid valve
has switched off.
The pump brake (14) is applied via the PB solenoid valve and the pump pump is braked. The
pump pump is additionally braked by the converter pressure which is still present; this im-
proves the shift quality.
Operating pressure is also applied to spool (5) in the converter drain valve (A) when the pump
brake closes. The spool (5) remains in its initial position because the converter pressure is
higher.

2nd gear (figure 3)

The WP solenoid valve switches on about two seconds after the transitional function de-
scribed above.
Spool (6) in the converter drain valve (A) moves to its end position, the converter pressure acts
on spool (4) via spool (5). On the one hand, the force of the spring on spool (1) and, on the
other hand, the converter pressure on (4) result in a control position being established for
spools (1-4) by way of the control edge of (3). The converter pressure drops, spool (5) moves
to its end position and converter pressure also acts on spool (3) as a result. A value of about
0.5 bar is established, which is required for the 1st braking level. The converter is ready to
brake when this pressure is established.
When spool (5) and (6) are in their end positions, operating pressure acts on spool (9) of the
operating pressure valve OPV (C). Spool (9) also moves to its end position and opens a large
lubrication oil hole in the OPV housing. As a result, increased transmission lubrication is
achieved from the 2nd gear onwards.
Operating pressure acts on both sides of the spool (7), so the converter filling valve (B) re-
mains open. The breather valve (13) is closed.

Voith. Oil and Control Circuit Diagrams DIWA.3E 11

3rd gear (figure 4)

The input clutch EK (17) is disengaged via the EK and the lock-up clutch DK (16) is applied
via the DK solenoid valve. Valves CDV (A), CFV (B), OPV (C) and BV (13) remain in the same
switching status as the 2nd gear.

4th gear (figure 5)

The lock-up clutch DK (16) is disengaged via the DK and the step-up gear clutch SK (15) is
applied via the SK solenoid valve. Valves CDV (A), CFC (B), OPV (C) and BV (13) remain in
the same switching status as the 2nd gear.

3rd and 4th gear with converter filling control (CFC) (figures 6 and 7)

The clutches and brakes are set as in the 3rd or 4th gear (figures 4 and 5).
As mentioned in chapter 1, the purpose of the CFC is to improve the application of the con-
verter brake, even when the vehicle is travelling at high speed in the 3rd or 4th gear. The fol-
lowing gearshifts serve as preparatory measures:
a) The WP solenoid valve is switched off to open the converter drain valve fully above a certain
limit speed of the transmission output (f.i. about 2000-2200 rpm at 4-speed transmissions).
The corresponding spring moves spool (6) to its initial position and allows the operating pres-
sure to act on piston (3) and (4) via spool (5). Spools (1-4) move to their end positions and the
converter pressure drops to values approaching 0 bar.
b) The breather valve (13) opens and thereby allows air into the converter oil circuit.
c) When the WP valve is switched off, this also means that operating pressure only then acts
on one side of the spool (7) of the converter filling valve (B) and it moves to its end position.
The converter is then only supplied with a reduced volume of oil via the throttle port in the CFV
housing. See "Braking with CFC" for more information (figures 8 and 9). The WP valve switch-
es back on below the limit speed and the gearshift status is the same as in the 3rd or 4th gear
without CFC (figures 4 and 5).

1st, 2nd and 3rd braking stage - 3rd and 4th gear with CFC (figures 8 and 9)

Braking with CFC is a transitional function active for a limited time above the mentioned limit
speed.
All clutches, brakes and valves are initially set as in traction in the 3rd or 4th gear with CFC
(fig. 6 and 7).
The converter braking effort is channelled through the drive of the turbine wheel (see
chapter 2.2.1). To do this, the RBK solenoid valve switches on after the converter brake has
been actuated. This solenoid valve allows the operating pressure to act on the small piston
surface of the reverse gear brake RB (11). As a result, the reverse gear transmission is syn-
chronised, i.e. its outer crown gear is braked to a standstill (see also chapter 2.1).
The low pressure, the oil/air mixture and the reduced oil supply to the converter mean the
braking torque is reduced when the turbine wheel starts moving, thereby facilitating synchro-
nisation of the reverse gear discs when the vehicle is travelling at high speed.

1st braking stage - 4th gear with CFC preceding it (figure 10)

The step-up gear clutch SK (15) is engaged and the pump brake PB (14) is applied as in „Brak-
ing in 4th gear with CFC“ (fig. 9).
The RBG valve is switched on, allowing the operating pressure to act on the large piston sur-
face of the reverse gear brake RB (11) which causes the pressure on the RB piston to be in-
creased. The WP solenoid valve is then switched on. Spool (6) in the converter drain valve
moves to its end position allows the operating pressure to act on spool (3) and (4) via (5).
Spools (1-4) move into their control position, the converter pressure and the brake torque in-
crease to the values for the 1st braking level. The converter filling valve (B) opens and the
breather valve (13) closes.
„1st braking stage in 3rd gear with CFC preceding it“ takes place accordingly.

12 Voith. Oil and Control Circuit Diagrams DIWA.3E

1st braking stage - 4th gear without CFC preceding it (figure 10)

The step-up gear clutch SK (15) is engaged and the pump brake PB (14) is applied as in op-
erating status „4th gear“ (fig. 5).
The reverse gear discs are synchronised after the converter brake is actuated. This synchro-
nisation is performed by the RBK solenoid valve and thereby the drive of the turbine wheel.
The RBG solenoid valve is then switched on, allowing the operating pressure to act on the
large piston surface of the reverse gear brake (11) which causes the pressure on the RB pis-
ton to be increased.
„1st braking stage in 2nd and 3rd gear without CFC preceding it“ takes place accordingly.

2nd and 3rd braking stage (2nd-4th gear) (figures 11, 12 and 13)

The clutches, brakes and valves are initially in the same positions as for traction in the 2nd,
3rd or 4th gears (figures 3, 4 and 5); in addition, the reverse gear brake RB is activated as in
the 1st braking level (figure 9).
The WR solenoid valve (for converter pressure control) is activated to increase the braking
effort in the 2nd and 3rd braking stages. This solenoid valve channels the pressure onto the
spool (2) in the converter drain valve (A) and thereby alters the braking effort by way of the
converter pressure.

Braking in 1st gear range (figure 14)

Solenoid valves RBG and RBK are switched off for the downshift from the 2nd into the 1st gear
with the converter brake active. This means the reverse gear brake RB (11) is released. The
pump brake PB (14) is then opened as well, after which the turbine brake TB (12) is applied.
In this operating status, the transmission is initially shifted as for traction in the 1st gear
(figure 1).
In order to re-activate the reverse gear brake, the pressure is increased to the corresponding
level by the RBK solenoid valve whilst the RBG valve remains switched off. At the end of the
switch-on time, a pressure of about 1.2 bar acts on the small piston surface of the reverse gear
brake. In this status, the predominant braking effort for the vehicle is provided by the slipping
RB discs alone. 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
boosted to about 2.5 bar in order to lock up the transmission by means of the two brakes RB
and TB.

ANS activation (figure 15)

The input clutch EK (17) is disengaged via the EK and the turbine brake TB (12) is applied via
the TB solenoid valve.
The RBK solenoid valve establishes and maintains a certain pressure on the small piston sur-
face of the reverse gear brake RB (11). The transmission is mechanically locked up because
the two brakes TB and RB are applied. The vehicle is braked.
Operating pressure is applied to spool (2) in the converter drain valve (A) via the WR solenoid
valve which is 100 % open. This reinforces the spring force applied to spool (1), and spools
(1-4) move into their initial positions. The converter drain valve (A) closes and the converter
pressure rises to values corresponding to the speed.

ANS activation via parking brake (figure 16)

This gearshift function is differentiated from the "ANS activation" in that the reverse gear brake
RB (11) is released and the vehicle is braked by the parking brake (see chapter 2.2.1). The
parking brake is activated by the transmission control unit.

Voith. Oil and Control Circuit Diagrams DIWA.3E 13

Reverse gear up to 1 km/h (figure 17)

This operating status is normally only in effect briefly when setting off in reverse.
The input clutch EK (17) is engaged via the EK solenoid valve and the reverse gear brake
RB (11) is applied via the RBK and RBG solenoid valves.
Operating pressure is applied to spool (2) in the converter drain valve (A) via the WR solenoid
valve which is 100 % open. This reinforces the spring force applied to spool (1), and spools
(1-4) move into their initial positions. The converter drain valve (A) closes and the converter
pressure rises to values corresponding to the speed.
Because the converter plays an active part in power transmission, the operating pressure in
this operating status is also lower than the converter pressure which acts on the solenoid
valves TB, RBG and RBK due to the position of the shuttle valve (10).

Reverse gear above to 1 km/h (figure 18)

The WP solenoid valve is activated in addition to the gearshift operations in reverse gear up
to 1 km/h (figure 17).
Spool (6) in the converter drain valve (A) moves to its end position. Spool (5) and (6) allow the
converter pressure to act on spool (4) and the operating pressure to act on spool (1), which
also moves to its end position. The pressure of the WR solenoid valve is controlled according
to the engine speed and is applied to spool (2). As a result, it is possible to control the con-
verter pressure between about 0 and 20 bar by way of the control edge of spool (3).

14 Voith. Oil and Control Circuit Diagrams DIWA.3E

 3.3 Activation of Solenoids during shifts
Fig- Shifting function EK DK SK PB TB WP WR RBK RBG
ure
1 1st gear (DIWA drive range) x x x
2 Upshift 1st-2nd gear* x x
3 2nd gear x x x
4 3rd gear x x x
5 4th gear x x x
6 3rd gear with Converter Filling Control (CFC) x x
7 4th gear with CFC x x
8 1st, 2nd and 3rd brak. stage (4th gear with x x x
CFC)*
9 1st, 2nd and 3rd brak. stage (3rd gear with x x x
CFC)*
10 1st braking stage (4th gear) x x x x x
11 2nd and 3rd braking stage (4th gear) x x x x2) x x
Voith. Oil and Control Circuit Diagrams DIWA.3E

12 2nd and 3rd braking stage (3rd gear) x x x x2) x x

13 2nd and 3rd braking stage (2nd gear) x x x x2) x x
14 Braking 1st gear range x x x x x1)
15 ANS activation x x x1)
16 ANS activation via parking brake x x
17 Reverse gear up to 1 km/h x x x x
18 Reverse gear above to 1 km/h x x x2) x x
1)
* = Transition = Valve regulated
2) = Valve oscilated
15
3.4 Pipes

Classification and Function

Pos. No. Designation Part No.

1 Pipe 68.0860.24
2 Pipe 68.0766.12
3 Pipe 68.0767.11
4 Pipe 68.0765.12
5 Hose line 58.2549.32
6 Pipe 68.0764.11
7 Pipe 68.0768.11
8 Pipe 68.0761.10
9 Pipe 68.0762.11
10 Pipe 68.0763.10
11 Pipe 68.0908.11

16 Voith. Oil and Control Circuit Diagrams DIWA.3E

 8

9
5

3
6

10

7 11

Voith. Oil and Control Circuit Diagrams DIWA.3E 17

Classification and Function

Pos. No. Designation Part No.

1 Pipe 68.0860.24
2 Pipe 68.0766.12
3 Pipe 68.0767.11
4 Pipe 68.0765.12
5 Hose line 58.2549.32
6 Pipe 68.0764.11
7 Pipe 68.0768.11
8 Pipe 68.0761.10
9 Pipe 68.0762.11
10 Pipe 68.0763.10
11 Pipe 68.0908.11

18 Voith. Oil and Control Circuit Diagrams DIWA.3E

 8

4
2

9
6

10

11
Pipes in the diagram
10

1
7

11

Voith. Oil and Control Circuit Diagrams DIWA.3E 19

3.5 Oil and control circuit diagrams

Explanation of figures

Figures 0-18 show the DIWA.3E transmission control under different operating conditions.

Figure It means:

0 Neutral position A Converter drain valve CDV

1 1st gear (DIWA drive range) B Converter filling valve CFV
2 Upshift 1st-2nd gear C Operating pressure valve OPV
3 2nd gear D Solenoid valves
4 3rd gear E DIWA.3E transmission
5 4th gear F Gear pump
6 3rd gear with Converter Filling Control (CFC) G Heat exchanger
7 4th gear with CFC H Oil filter
8 1st, 2nd and 3rd braking stage (4th gear
with CFC) 1-6 CDV spools
9 1st, 2nd and 3rd braking stage (3rd gear 7 CFV spool
with CFC) 8,9 OPV spools
10 1st braking stage (4th gear) 10 Shuttle valve
11 2nd and 3rd braking stage (4th gear) 11 Reverse gear brake RB
12 2nd and 3rd braking stage (3rd gear) 12 Turbine brake TB
13 2nd and 3rd braking stage (2nd gear) 13 Breather valve
14 Braking 1st gear range 14 Pump brake PB
15 ANS activation 15 Step-up gear clutch SK
16 ANS activation via parking brake 16 Lock-up clutch DK
17 Reverse gear < 1 km/h 17 Input clutch EK
18 Reverse gear > 1 km/h
EK Regulating solenoid valve for
input clutch
DK Regulating solenoid valve for
lock-up clutch
SK Regulating solenoid valve for
step-up gear clutch
TB Regulating solenoid valve for
turbine brake
PB Regulating solenoid valve for
pump brake
WP Activating solenoid valve for
converter pressure via CDV
WR Solenoid valve for regulating
converter pressure via CDV
RBK Regulating solenoid valve for reverse
gear brake (small piston surface)
RBG Activating solenoid valve for reverse
gear brake (large piston surface)

20 Voith. Oil and Control Circuit Diagrams DIWA.3E

Figure no.
Figure n° 0
Neutral position
Position neutre

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 1
1st gear (DIWA drive range)
1er vitesse (zone de marche DIWA)

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 2
Upshift 1st-2nd gear
Passer 1er - 2ième vitesse

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 3
2nd gear
2ième vitesse

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 4
3rd gear
3ième vitesse

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 5
4th gear
4ième vitesse

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 6
3rd gear with converter filling control (CFC)
3ième vitesse à commande d'admission convertisseur (CAC)

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 7
4th gear with CFC
4ième vitesse à CAC

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 8
1st, 2nd and 3rd braking stage (4th gear) with CFC
1er, 2ième et 3ième crans de freinage (4ième vitesse) à CAC

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Bild-Nr.
Figure no. 9
1st, 2nd and 3rd braking stage (3rd gear) with CFC
1er, 2ième et 3ième crans de freinage (3ième vitesse) à CAC

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 10
1st braking stage (4th gear)
1er cran de freinage (4ième vitesse)

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 11
2nd and 3rd braking stage (4th gear)
2ième et 3ième crans de freinage (4ième vitesse)

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 12
2nd and 3rd braking stage (3rd gear)
2ième et 3ième crans de freinage (3ième vitesse)

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 13
2nd and 3rd braking stage (2nd gear)
2ième et 3ième crans de freinage (2ième vitesse)

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 14
Braking 1st gear range
Freiner, zone de 1er vitesse

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 15
ANS activation
Commande ANS

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 16
ANS activation via parking brake
Commande ANS avec le frein de parquage

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 17
Reverse gear up to 1 km/h
Marche AR jusqu’à 1 km/h

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Figure no.
Figure n° 18
Reverse gear above to 1 km/h
Marche AR au dessus 1 km/h

Hydraulic control diagram 55.5661.15

Schéma hydraulique
55.6311. ..
Voith Turbo GmbH & Co. KG
Alexanderstraße 2
89522 Heidenheim
Tel. (07321) 37-0
Fax. (07321) 37-7000
www.voithturbo.com