DE102019203379A1 - Method and drive arrangement for operating a rail vehicle - Google Patents

Abstract

The invention relates to a method for operating a rail vehicle with the following steps, a) detecting at least one signal on a component of a drive train (1) of the rail vehicle, with a torque in the drive train (1) being able to be determined from the at least one signal, b) Determining a torque curve on the basis of several successively recorded signals, c) determining a slip on at least one drive wheel (24, 25) of the rail vehicle on the basis of the determined torque curve, d) storing data representing the torque curve in a data memory (23) a control device (21) and e) evaluation of the data for the purpose of determining the service life, determining wear and tear and / or planning maintenance for at least one component of the drive train (1). Furthermore, a corresponding drive arrangement is proposed which is suitable for carrying out such a method.

Description

The present invention relates to a method for operating a rail vehicle according to the preamble of claim 1 and a drive arrangement according to the preamble of claim 10.

From the DE 39 29 497 A1 a method and an arrangement for self-adapting control of the wheel set speed of electric traction vehicles in the maximum adhesion of the wheel-rail contact is known. Among other things, an evaluation of a torque target value for an adaptation of the wheelset acceleration or deceleration is carried out. In order to regulate the speed of the wheel sets more reliably and more precisely for maximum tractive power transmission, it is proposed there to use a highly dynamic speed control, with which the torque that can be transmitted to the rail is determined via the output three-phase current setpoint of a speed controller at every current differential speed between a wheel and a rail .

The object of the present invention is to create an improved method for operating a rail vehicle and an improved drive arrangement for a rail vehicle. The method and the drive arrangement are intended to avoid disadvantages in particular that arise from slip between the drive wheels and the rail and offer a high overall benefit for the operator of the rail vehicle.

This object is achieved by a method according to claim 1 and by a drive arrangement according to claim 10. Advantageous embodiments of the invention are given in the respective dependent claims.

An essential aspect of the invention is the multiple use of data on the torque curve, which is determined on the basis of signals recorded on the drive train of the rail vehicle. The recorded data or the torque curve determined from it can be used for slip detection and for a load spectrum recording. The latter can be used in particular to determine wear and tear and to determine service life for at least one component of the drive train. With a correspondingly high signal resolution, that is, the signals are recorded and evaluated at a high frequency, dynamic load monitoring can be implemented, which is explained in more detail below. Dynamic load monitoring is also known under the term “dynamic load monitoring” or, for short, DLM. A high frequency and thus a large number of signals detected and transmitted to the control device enables highly dynamic regulation to avoid slip and dynamic load monitoring. Modern electronic components are able to record, transmit, save and evaluate an extremely high number of signals and data. As a result, with the aid of the proposed method, a significantly improved dynamic load monitoring and a load-dependent and precise service life estimate can be realized. For example, a remaining service life of bearings can be determined as a function of torques that are recorded, stored and evaluated over a longer period of time.

With the help of dynamic load monitoring and slip detection, improved traction distribution over several axles of the rail vehicle can be achieved. In other words, slip detection and measures derived therefrom can prevent or at least reduce slip. This is particularly advantageous in the start-up mode and in incline areas, and when there are different wheel tire diameters in a drive train, which are caused by different wear in normal driving operation.

The dynamic load monitoring can also contribute to reducing overload conditions in the drive train or avoiding them entirely, which in turn reduces repair and maintenance costs.

In the context of the present invention, a comprehensive analysis of the typical dynamic drive behavior in rail operation can be carried out by recording, displaying and evaluating the torque curve in the drive train of a rail vehicle. Overloads, speed peaks, and accelerations can be detected and taken into account when planning future driving operations and maintenance.

The proposed method for operating a rail vehicle comprises the following steps. First of all, at least one signal is detected on a component of a drive train of the rail vehicle, with a torque present in the drive train of the rail vehicle from the signal can be determined. Compared to a torque value taken, for example, from a motor control of an electric drive motor, the signal recorded and measured directly on a component of the drive train and the torque determined from it have the advantage that the current and actually present torque in the drive train is measured. In contrast, a torque determined on the basis of the power consumption of a drive motor, for example, can deviate from the torque currently present in the drive train.

Basically, different types of the mentioned signal, signal acquisition and torque measurement are possible. For example, torque sensors that work with strain gauges are possible. In addition, it is also possible to use torque transducers that work according to the piezoelectric, magnetoelastic or optical principle, as well as torque transducers that work with the SAW method. The latter torque transducers use surface acoustic waves or structure-borne sound waves for their function. Another, preferred possibility of determining the torque is explained in more detail below.

A torque curve is determined on the basis of a plurality of successively detected signals in order to determine a slip on at least one drive wheel of the rail vehicle on the basis of this. Several torques recorded or determined over a certain period of time form the torque curve.

The process of determining can include individual steps of recording, comparing with stored values and / or calculating.

Slip is understood to be an interruption in traction between a drive wheel and the rail. The slip is also called skidding in rail vehicles. As a rule, it is undesirable because it limits or hinders the propulsion of the rail vehicle. As a rule, the aim is driving operation close to a frictional connection maximum of the wheel-rail contact. The slip is dependent on the surface quality and, if necessary, on surface contamination on the drive wheel and on the rail or tracks. In practice, water, ice, fats or oils are the most common sources of such contamination. With the help of a slip detection, impermissible slip behavior and an asymmetrical traction distribution in start-up mode can be detected and counteracted. In order to detect slip, interruptions in the power flow during wheel-rail contact can be detected at least approximately in real time, so that a quick reaction is advantageously possible in order to avoid persistent slip.

According to the present invention, the data representing the torque curve are stored in a data memory of a control device in addition to their use in slip detection and evaluated for the purpose of determining wear and / or maintenance planning for at least one component of the drive train. This creates the aforementioned multiple use of the determined torque or the corresponding data. The mentioned component of the drive train can be any component or assembly that at least temporarily absorbs a torque or a force, for example a gear, a shaft, a bearing or a combination of several such components. With the aid of the invention, for example, aging of bearings or tooth wear of a toothed component of a transmission can be determined as a function of the load.

Within the scope of the invention, even the smallest disturbances or load peaks that only occur in short load times can be recognized and recorded with the aid of the determined torque. These are so-called small load torques or torque pulses. These can be counted and evaluated within the scope of the invention. Taken alone, they are hardly harmful in terms of shortening the service life. If these moment impulses occur more frequently, however, they acquire a destructive character that can be evaluated. This can be done by counting the moment impulses and evaluating them, for example, using a waterfall diagram.

A fluctuating torque curve and short-term load peaks in the form of torque pulses cannot be avoided in the regular operation of a rail vehicle. Nevertheless, torque fluctuations and torque pulses have an effect on the service life of the components of the drive train. The service life and suitable maintenance intervals therefore depend on the number, duration and strength of the torque fluctuations determined.

It can be provided that the recorded torque fluctuations and torque pulses are only logged in a suitable manner, that is to say stored, in order to trigger appropriate measures at a later point in time, for example maintenance or repair. The cached Data on the determined torque, in particular on the torque profile and on the dynamic load peaks mentioned, can be made available by a sensor control unit to a load spectrum recording and to a service life calculation.

A preferred method of determining the torque provides that the signal is a rotation angle signal and comprises the following sub-steps. At least one first angle of rotation signal is detected at a first point in the drive train, and at least one second angle of rotation signal is detected at a second point which is arranged at a distance from the first point in the drive train in the direction of force flow. The detected angle of rotation signals are transmitted to a control device, in which a difference in angle of rotation between the first point and the second point is determined on the basis of the first and the second angle of rotation signal. Finally, a torque present in the drive train is determined as a function of the determined difference in angle of rotation.

A number of sensor types or physical measuring principles are again suitable for detecting the first and the second rotation angle signal. For this purpose, sensors can preferably be used which detect a magnetic field or a magnetic flux density, so-called Hall sensors. In particular, Hall sensors with integrated signal processing can be used in which signal amplification, analog-to-digital conversion, signal processing and / or temperature compensation take place internally, so that the sensor supplies a measured value that can be directly processed further. Depending on the type of sensor used, a toothing of a gear wheel, a toothed signal transmitter disk or a signal band with markings, which is attached to a rotating component of the drive train, is suitable as a signal transmitter.

The torque can be determined with the first and the second rotation angle signal by determining the torsion or the rotation angle difference along the direction of force flow in the drive train. In this case, a translation of a gear arranged between the first and the second point in the speed or the rotary movement must be taken into account. For this purpose, the respective existing translation can be stored in correction tables in a data memory of the control device so that it can be called up.

The rotation angle difference corresponds to a rotation angle and thus a torsion between the first and the second point in the drive train. A torque can thus be inferred by means of the rotation angle difference and a known or determinable torsion module. This embodiment of the method is based on the principle of continuously or discrete-time measuring the angle of rotation between two points in a drive train and from this using a corresponding computation model to determine the torsional moment that is present in the drive train. For example, the torsional moment M _{T is} calculated from a stiffness characteristic curve or from a known stiffness c of the system in a calculation step using the equation “M _T = c × rotational angle difference”. Alternatively, the applied torque can also be determined on the basis of the determined difference in angle of rotation with the aid of comparison tables. Such comparison tables can be created by calculation or tests and can also be stored in a data memory of the control device so that they can be called up.

Preferably, the first point can be an input shaft of a transmission arranged on the drive side and the second point can be an output shaft of the transmission arranged on the output side. Thus, the torsion of the internal gear assemblies can be measured on the basis of the rotation angle difference, from which the torque present at this moment can be determined.

Another aspect of the invention relates to avoiding possible measurement errors that could be caused by a tangential or radial displacement of the input shaft or the output shaft of the transmission. In order to be able to reliably and correctly detect the rotation angle difference despite such displacements, two sensors for detecting a rotation angle signal are preferably arranged offset from one another in the circumferential direction of the input shaft and / or the output shaft. The angle of rotation position of the input shaft or the output shaft is determined from the angle of rotation signals from the two sensors. When determining the angular position of the input shaft or the output shaft, the distance between the at least two sensors in the circumferential direction is then taken into account so that a tangential and / or radial displacement of the input shaft or the output shaft in the drive train is compensated for.

In the event that an existing slip is detected in the slip detection, said control device can send a control signal to reduce a drive torque to a drive motor of the drive train to end the slip or the control device controls a gear change in a transmission of the drive train. As an alternative to this, the control device can also initiate a control signal to reduce a drive torque and a gear change in a transmission.

In a preferred embodiment of the proposed method, it is provided that a load-dependent service life of at least one component of the drive train is determined with the aid of a load matrix in which individual torque loads are recorded in a classified manner. In this way, for example, the remaining service life of bearings and other components of the drive train subject to wear can be determined as a function of the determined torques.

The torque loads can preferably be classified according to the respective level of the determined torque and its dwell time.

In addition to the data on the torque profile, the proposed method can also be used to record and evaluate or use the speed in the drive train. For this purpose, detected or calculated speed data, which represent the speed profile, can be stored in a data memory of the control device. The speed data can be taken into account, in particular, in the evaluation for the purpose of determining wear and / or for maintenance planning. For example, rotational irregularities in the drive train during sailing operation can indicate possible damage to be expected.

• • Eine vorgegebene Einsatzdauer
• • Tatsächlich angefallene Betriebsstunden
• • Einsatztemperaturen
• • Jahreszeitliche Schwankungen der Umgebungstemperatur wie extreme Hitze oder Kälte
• • Eine Anzahl von Kaltstarts und/oder Warmlaufphasen
• • Mechanische Belastungen wie Zugüberlängen, Anzahl der Grenzzuladungen im Güter-, Schüttgutverkehr
• • Medienbeanspruchung wie ein Betrieb an einer Küste, Salzwasserbeeinflussung, Verschleiß durch Mikrostaub beispielsweise in Wüstengebieten
• • Standzeiten unter Einfluss von Mikrovibrationen beispielsweise bei längerem „Parken“ in der Nähe von stark frequentierten Durchgangswegen und
• • Eine Strahlungsbeanspruchung.

Finally, other influences on the service life of the components of the drive train under consideration can also be taken into account in the method. For this purpose, compensation factors to compensate for the further influences on the service life of at least one component of the drive train can be stored in a data memory of the control device, which are taken into account in the evaluation for the purpose of determining the service life, determining wear and tear and / or planning maintenance. The compensation factors are each preferably a factor, that is to say a multiplication value in the range from 0.9 to 1.1. With such a value, the numerical value of the service life can be reduced or extended in each case. The compensation factors can affect a wide variety of influences, in particular

• • A specified duration of use
• • Actual operating hours
• • Application temperatures
• • Seasonal fluctuations in the ambient temperature such as extreme heat or cold
• • A number of cold starts and / or warm-up phases
• • Mechanical loads such as excessive train lengths, number of border loads in freight and bulk transport
• • Media stress such as an operation on a coast, influence of salt water, wear and tear from micro-dust, for example in desert areas
• • Standing times under the influence of micro-vibrations, for example when “parking” for long periods in the vicinity of heavily frequented passageways and
• • A radiation exposure.

The present invention further comprises a drive arrangement for the drive train of a rail vehicle, with which the proposed method can also be carried out. The drive arrangement comprises at least one transmission with an input shaft arranged on the drive side and with at least one output shaft arranged on the output side. At least one sensor for detecting a rotational angle position and / or a speed is arranged on the input shaft and on the output shaft. The sensors mentioned are connected in a signal-transmitting manner to a control device for controlling the components of the drive train. Said control device is set up to determine a torque profile in the drive train with the aid of the detected signals. The control device also includes a slip detection which detects a slip on at least one drive wheel of the rail vehicle on the basis of the determined torque curve.

The control device can comprise a plurality of individually arranged control units or control devices which are connected to one another. For example, a separately arranged sensor control unit can be provided in which the signals detected by the sensors are processed. Such a sensor control unit can also be called a sensor control unit or SCU for short. The slip detection can be as integrated part of the control device or in a control unit set up specifically for this purpose or in a separate control device. The control device is in particular equipped with electronic hardware components such as processors, data memories, work and / or intermediate memories, interfaces and connections, as well as with suitable software programs with the aid of which, for example, the method described above can be carried out.

It can be provided that at least one further sensor for detecting a rotational angle position and / or a speed is arranged on a further output shaft of the transmission. Such an embodiment is advantageous when the transmission has several output shafts. This is the case, for example, with a wheelset transmission with a first output shaft, which is designed as a wheelset shaft and is used for direct drive on a first axle of the rail vehicle, and with a further output shaft, which is used to drive a further wheelset shaft on a second axle of the rail vehicle. For this purpose, the further output shaft of the gear set can be connected to the further wheelset shaft via a cardan shaft and another gear set. Such an arrangement is also called a master-slave arrangement and is usually used to drive two wheelset shafts that are arranged in a bogie.

Preferably, two sensors for detecting a rotation angle signal each are arranged offset from one another in the circumferential direction on the respective assigned shaft, that is to say on the input shaft, the output shaft or the further output shaft. The two sensors at each point for recording the angle of rotation signals are required in order to use the method described above to avoid possible measurement errors caused by a tangential or radial displacement of the respective shaft. A very precise and correct determination of the applied torque can thus be achieved. For this purpose, the two sensors are preferably offset by 150 ° to 210 ° in the circumferential direction and arranged at approximately the same height in the axial direction. The indication of the direction axially relates to the axis of rotation of the respectively assigned shaft, that is to say the input shaft or one of the two output shafts.

With the slip detection with the help of torque detection, a torque drop caused by an occurring slip is quickly detected. As a result, measures to reduce the slip can be carried out very promptly. For this purpose, the control device is set up to control measures for ending the slip as a function of the detected slip. This is preferably done by the control device sending a control signal for reducing a drive torque to a drive motor of the drive train and / or by the control device triggering a gear change in the transmission. As a result, a torque present on the drive wheel can be limited, i.e. be reduced. As a result, a higher acceleration of the rail vehicle can be achieved and the wear on the wheel tires of the drive wheel is significantly reduced. Another measure can be the activation of sanding by the control device. Devices for sanding rail vehicles are known to those skilled in the art. If necessary, sand is brought between the drive wheels and the rails, which increases the friction in the wheel-rail contact and the slip is quickly reduced. In order to avoid unnecessary wear, sanding should only take place in an emergency, for example for emergency braking.

According to the method described above, the control device preferably comprises a data memory for storing the signals detected by the sensors or the determined torque curve. The control device is set up in such a way that a service life, wear and / or a suitable maintenance date for at least one component of the drive train are determined as a function of the torque curve.

• 1 einen Antriebsstrang eines Schienenfahrzeugs mit einer erfindungsgemäßen Antriebsanordnung;
• 2 eine schematische Darstellung eines Flussdiagramms zu einem erfindungsgemäßen Verfahren;
• 3 ein Diagramm mit einem ermittelten Drehmomentverlauf und
• 4 eine Belastungsmatrix mit daraus abgeleiteten Ergebnissen.

In the following, the invention is explained in more detail using the attached figures. They show

• 1 a drive train of a rail vehicle with a drive arrangement according to the invention;
• 2 a schematic representation of a flow diagram for a method according to the invention;
• 3 a diagram with a determined torque curve and
• 4th a stress matrix with the results derived from it.

The in 1 shown drive train 1 has a drive motor 2 and a subsequent transmission 3 for shifting different gears, ie translations on. The output shaft 4th of the transmission 3 is via a cardan shaft 5 with an input shaft 6th of a first final drive 7th connected. The first final drive 7th has an output shaft 8th and another output shaft 9 on. The output shaft 8th forms a wheelset shaft 8th a first drive axle. The other output shaft 9 is via another cardan shaft 10 with an input shaft 11 a second final drive 12 connected, which another wheelset shaft 13 drives. The two final drives 7th and 12 and the respectively assigned wheelset shafts 8th and 13 are arranged in a common, not shown bogie of a rail vehicle in a so-called master-slave arrangement. The first final drive is used for this 7th as a master, which via its further output shaft 9 and the second final drive 12 the other wheelset shaft 13 drives.

On the input shaft 11 , on the output shaft 8th and on the other output shaft 9 are two sensors each 14th , 15th , 16 , 17th , 18th , 19th arranged for detecting a rotational angle position. The sensors 14th , 15th , 16 , 17th , 18th , 19th are with a sensor control unit 20th and further with a control device 21st to control the components of the drive train 1 connected to transmit signals. In the 1 the signal-transmitting connections are shown as dashed lines. These connections can be implemented by means of a cable connection or wirelessly. These connections are preferably part of a data bus system, for example a CAN bus, for controlling the rail vehicle or its drive train 1 .

The control device 21st is set up for this with the aid of the recorded signals from the sensors mentioned 14th , 15th , 16 , 17th , 18th , 19th a torque curve in the drive train 1 to investigate. The control device also includes slip detection 22nd which, based on the determined torque curve, slip on at least one drive wheel 24 , 25th of the rail vehicle is determined and recognized. A slip occurs as a loss of traction between at least one of the drive wheels 24 , 25th and the rail 26th on which the respective drive wheel 24 , 25th rests. The slip detection 22nd is present as part of the control device 21st executed. The slip detection 22nd includes software programs in which suitable algorithms for determining a slip are mapped.

The control device 21st is also set up to control measures for ending the slip as a function of the detected slip. So can the control device 21st a control signal to reduce the drive torque to the drive motor 2 of the drive train 1 send and a gear change in the transmission 3 head for. This is the control device 21st by means of further signal-transmitting connections also with the drive motor 2 and the gearbox 3 or a respective control unit of the drive motor 2 and the transmission 3 connected. Furthermore, the control device 21st sanding when slip is detected 27 , 28 activate, thereby reducing the friction between the respective drive wheel 24 , 25th and the rail 26th increased and the slip is quickly reduced. In order to avoid unnecessary wear, sanding should only take place in an emergency, for example for emergency braking. As sanding 27 , 28 is in the 1 one device each for sanding in the area of the two drive wheels shown 24 , 25th shown only schematically.

With the aid of this drive arrangement, a first angle of rotation signal can therefore be obtained at a first point in the drive train 1 are detected, namely on the input shaft arranged on the drive side 6th of the transmission 3 and a second angle of rotation signal can be at a second point, namely at the output shaft arranged on the output side 8th of the transmission 3 are recorded. The rotation angle signals mentioned are sent to the control device 21st transmitted, which uses the first and the second angle of rotation signal to determine the angle of rotation difference between the first point and the second point. That in the drive train 1 applied torque is determined by the control device 21st then determined as a function of the determined difference in angle of rotation.

Two sensors each 14th , 15th or. 16 , 17th are arranged offset to one another in the circumferential direction on the input shaft for detecting a rotation angle signal 6th and on the first output shaft 9 . From the rotation angle signals of two sensors 14th , 15th or. 16 , 17th becomes the angle of rotation of the assigned input shaft 6th or output shaft 9 certainly. There are two sensors each 14th , 15th or. 16 , 17th arranged at a distance in the circumferential direction on a shaft in order to achieve a tangential and / or radial displacement of the respective shaft when determining the rotational angle position 6th or. 9 to be able to compensate.

A flow chart shows in 2 the essential elements and the sequence of the procedure for operating a rail vehicle. By means of a sensor system 29 which, for example, have the sensors described above 14th , 15th , 16 , 17th , 18th , 19th signals are recorded. The detected signals are sent to a sensor control unit 20th transmitted, in which, based on the detected signals, a in the powertrain 1 applied torque is determined. In the present exemplary embodiment, the detected signals are rotation angle signals. In the sensor control unit 20th a torsion is created over the considered part of the drive train with the help of the rotation angle signals 1 is calculated and a corresponding torque is determined from this. The applied torque can be determined, for example, by comparing it with stored characteristic curves.

That in the sensor control unit 20th The determined torque is sent to an electronic slip detection system 22nd transmitted, where algorithms are used to determine whether there is a slip. The slip detection 22nd includes evaluation electronics with a control algorithm and an interface for outputting actions to the train control computer, for example via CAN bus.

If there is a slip, the higher-level control device 21st appropriate measures to reduce or avoid the existing slip initiated. Such measures can include applying the drive torque to a drive motor 2 of the drive train 1 is regulated and / or that a gear change in the transmission 3 is controlled.

In electronic slip detection 22nd it is also determined whether there is any wear. If there is wear, this is taken into account in a maintenance plan. Depending on the level of wear and tear, for example, the next maintenance date is scheduled earlier or later.

Furthermore, in the sensor control unit 20th dynamic load peaks, ie peak torques recorded over time. In addition, in the sensor control unit 20th speed collectives can also be evaluated.

The data on the determined torque, in particular the named dynamic load peaks, are received from the sensor control unit 20th also to a collective load recording 30th and a service life calculation 31 transfer. In the load spectrum recording 30th In particular, dynamic, i.e. briefly occurring, load peaks are recorded and counted. The collective recording 30th can therefore also be understood as a load counter. As part of predictive maintenance or servicing, engl. Also "predictive maintenance", so to speak, runs the load counter and, thanks to the high signal resolution and dynamics, also takes into account momentary load peaks. In the further course of the process, these load peaks are counted, classified and evaluated in order to identify a damage-relevant load spectrum and to be able to plan and carry out suitable maintenance work in good time.

With the help of dynamic load monitoring, in addition to the slip detection, a load-based wear detection of the wheel tires or the drive wheels of each driven axle of a bogie or a rail vehicle can be realized. The service life calculation 31 In addition to the determined torque and the torque curve, parameters such as speed, duration of action, temperature and mass can be used as a basis.

In correction tables 32 the translations, calibration tables or comparison tables and compensation factors required to carry out the procedure are stored. With the help of the correction tables 32 it can also be determined whether a predetermined load limit has been reached. If such a load limit is reached, this is in turn taken into account in the maintenance planning.

The 3 shows a diagram 33 with a torque curve as can be recorded and determined using the method described. In the diagram 33 the determined torques in the drive train are plotted over time t. The solid line shows 34 the torque curve based on the real measured values. The dashed line 35 shows a smooth torque curve. In the case of the smoothed torque curve, the method of the sliding average was used here, in which higher frequency components are removed. The torque curve based on the real measured values shows significantly higher load peaks in short periods of time than the smoothed torque curve. This can have an effect, for example, if the components of the drive train in a rail vehicle are overloaded for a few milliseconds due to frequent starts with maximum passenger load on an incline. In the mean value over the entire operation, the transmission is only subjected to an 80% load. In the event of damage, no statement can be made about the cause, even if the loads are analyzed on the basis of mean values, ie smoothed values.

With the help of dynamic load monitoring, on the other hand, not only averaged, ie smoothed loads can be made according to the dashed line 35 in the diagram 33 of the transmission, but also highly dynamic changes in the torque. Their load peaks in the microsecond range appear like Dirac pulses. Due to the high signal resolution and dynamics, peak values and so-called peaks can be generated according to the solid line 36 in the diagram 33 are recorded. These are above the specified component requirements and are hardly relevant to damage for a single pulse. However, if this excess occurs more frequently, the service life and thus the maintenance intervals can be actively reduced by means of matrix classification in favor of the availability of the transmission.

With the proposed method, both can be taken into account, namely a torque load determined on the basis of a smoothed torque curve and load peaks that occur only briefly. This enables significantly more precise predictions about the service life of the components of the drive train. To achieve this, a stress matrix is advantageous 36 uses the in 4th is shown and is explained below.

Using the stress matrix 36 a load-dependent service life of at least one component of the drive train is determined, in which individual torque loads are recorded in a classified manner. The classification of the torque loads is carried out on the basis of the respective level of the determined torque and its dwell time. The unhatched fields in the stress matrix 36 represent low loads, the single hatched fields represent medium loads and the fields with checkered hatching represent high loads. A high load can be caused by a short-term high torque as well as a long-term medium torque.

As results 37 can be seen from the stress matrix 36 derive a number of operating hours reduced with regard to the service life, a number of available operating hours and a limit range in between. These results can be taken into account and used in maintenance planning in particular. When displaying the results according to the 4th the height of the bars corresponds to the assigned operating hours. Such a representation can be displayed particularly comfortably for the operator or maintenance planner in a maintenance program, in that the bars for still available and for reduced operating hours are shown in different colors.

Taking into account various compensation factors from the above list, the service life can then be calculated using the following formula, for example: $$\text{lifespan}=100\%\times \frac{\text{load-dependent service life from the load matrix}\left(\text{Operating hours}\right)}{\text{Expected service life under ideal conditions}\left(\text{Operating hours}\right)}.$$

List of reference symbols

1

Powertrain

2

Drive motor

3

Change gear

4th

Output shaft

5

PTO shaft

6th

Input shaft

7th

first final drive

8th

Output shaft, first wheelset shaft

9

Output shaft

10

further cardan shaft

11

Input shaft

12

second final drive

13

second axle

14th

sensor

15th

sensor

16

sensor

18th

sensor

19th

sensor

20th

Sensor control unit

21st

Control device

22nd

Slip detection

23

Data storage

24

Driving wheel

25th

Driving wheel

26th

rail

27

Sanding

28

Sanding

29

Sensors

30th

Collective load recording

31

Lifetime calculation

32

Correction tables

33

diagram

34

Full line

35

Dashed line

36

Stress matrix

37

Results

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 3929497 A1 [0002]

Claims (16)

A method for operating a rail vehicle, the method comprising the following steps, a) Detecting at least one signal on a component of a drive train (1) of the rail vehicle, with a torque present in the drive train (1) being able to be determined from the at least one signal, b) Determination of a torque curve on the basis of several successively acquired signals, c) determining a slip on at least one drive wheel (24, 25) of the rail vehicle on the basis of the determined torque curve, d) storing data representing the torque curve in a data memory (23) of a control device (21) and e) Evaluation of the data for the purpose of determining the service life, determining wear and tear and / or planning maintenance for at least one component of the drive train (1). Procedure according to Claim 1 , the signal being an angle of rotation signal and the following sub-steps being provided in step a), aa) recording of at least one first angle of rotation signal at a first point in the drive train (1) of the rail vehicle, ab) recording of at least one second angle of rotation signal at a second point, which is arranged at a distance from the first point in the drive train (1) in the direction of force flow, ac) transmitting the rotation angle signals to a control device (21), ad) determining a rotation angle difference between the first point and the second point based on the first and second Rotation angle signal, ae) Determination of the torque present in the drive train (1) as a function of the rotation angle difference determined. Procedure according to Claim 2 wherein the first point is an input shaft (6) of a transmission (3) arranged on the drive side, and the second point is an output shaft (8, 9) of the transmission (2) arranged on the output side. Procedure according to Claim 3 , with two sensors (14, 15, 16, 17, 18, 19) each being arranged on the input shaft (6) and / or the output shaft (8, 9) for detecting a rotation angle signal offset from one another in the circumferential direction Rotation angle signals of the two sensors (14, 15, 16, 17, 18, 19) each determine the angle of rotation position of the input shaft (6) and the output shaft (8, 9), with the determination of the angle of rotation position of the input shaft (6) or an output shaft (8, 9) a distance between the at least two sensors (14, 15, 16, 17, 18, 19) is taken into account in the circumferential direction, so that a tangential and / or radial displacement of the input shaft (6) or the output shaft (8, 9) is compensated in the drive train. Method according to one of the preceding claims, wherein the control device (21) for ending the slip sends a control signal to reduce a drive torque to a drive motor (2) of the drive train (1) and / or controls a gear change in the transmission (3). Method according to one of the preceding claims, wherein a load-dependent service life of at least one component of the drive train (1) is determined with the aid of a load matrix (36) in which individual torque loads are recorded in a classified manner. Procedure according to Claim 6 , whereby the torque loads are classified according to the respective level of the determined torque and its dwell time. Method according to one of the preceding claims, wherein speed data representing the speed profile are stored in the data memory (23) of the control device (21), and the speed data are taken into account in the evaluation for the purpose of determining the service life, determining wear and / or maintenance planning. Method according to one of the preceding claims, wherein in the data memory (23) of the control device (21) compensation factors for compensating for further influences on the service life of at least one component of the drive train (1) are stored, and wherein the compensation factors in the evaluation for the purpose of Determination of the service life, the determination of wear and / or maintenance planning are taken into account. Drive arrangement for the drive train (1) of a rail vehicle, the drive arrangement comprising at least one gearbox (3) with an input shaft (6) arranged on the drive side and with at least one output shaft (8) arranged on the output side, the input shaft (6) and the at least an output shaft (8) each having at least one sensor (14, 15, 16, 17) for detecting a rotational angle position and / or a speed, the sensors (14, 15, 16, 17) having a control device (21) for controlling the components of the drive train (1) are connected in a signal-transmitting manner, and the control device (21) is set up to determine a torque curve in the drive train (1) with the aid of the detected signals of the said sensors (14, 15, 16, 17), characterized that the control device (21) includes a slip detection based on the determined torque curve, a slip on at least one drive wheel (2 4, 25) of the rail vehicle. Drive arrangement according to Claim 10 , characterized in that at least one further sensor (18, 19) for detecting a rotational angle position and / or a speed is arranged on a further output shaft (9) of the transmission (3). Drive arrangement according to Claim 10 or 11 , characterized in that two sensors each for detecting a rotation angle signal are arranged offset from one another in the circumferential direction on the input shaft (6) and / or the output shaft (8) and / or a further output shaft (9). Drive arrangement according to one of the Claims 10 to 12 , characterized in that the control device (21) is set up to control measures for ending the slip as a function of the detected slip. Drive arrangement according to Claim 13 , characterized in that the control device (21) is set up to send a control signal for reducing a drive torque to a drive motor (2) of the drive train (1) and / or to control a gear change in the transmission (3). Drive arrangement according to Claim 13 or 14th , characterized in that the control device (21) is set up to activate sanding (27, 28). Drive arrangement according to one of the Claims 10 to 15th , characterized in that the control device (21) comprises a data memory (23) for storing the signals detected by the sensors (14, 15, 16, 17, 18, 19) or the determined torque curve, and that the control device (21) for this purpose is set up to determine a service life, wear and / or a suitable maintenance date for at least one component of the drive train (1) as a function of the torque curve.

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