WO2020182566A1

WO2020182566A1 - Method and drive assembly for operating a rail vehicle

Info

Publication number: WO2020182566A1
Application number: PCT/EP2020/055655
Authority: WO
Inventors: Armin Lauer; Lars Hoffmann; Michael Hupfauer
Original assignee: Zf Friedrichshafen Ag
Priority date: 2019-03-13
Filing date: 2020-03-04
Publication date: 2020-09-17
Also published as: DE102019203379A1

Abstract

The invention relates to a method for operating a rail vehicle comprising the following steps: a) detecting at least one signal at a component of a drive train (1) of the rail vehicle, wherein it is possible to determine a torque applied in the drive train (1) from the at least one signal, b) determining a torque curve on the basis of a plurality of successively detected signals, c) determining a slip at at least one drive wheel (24, 25) of the rail vehicle on the basis of the torque curve determined, d) storing data representing the torque curve in a data memory (23) of a control device (21), and e) evaluating the data for the purpose of determining the service life, determining wear and/or planning maintenance for at least one component of the drive train (1). Furthermore, the invention relates to a corresponding drive assembly which is suitable for carrying out such a method.

Description

Method and drive arrangement for operating a rail vehicle

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 DE 39 29 497 A1 a method and an arrangement for self-adapting-generating control of the wheelset speed of electric traction vehicles in the frictional connection maximum of the wheel-rail contact is known. Among other things, an evaluation of a torque target value for an adaptation of the wheel set acceleration or deceleration is carried out. In order to regulate the speed of the wheel sets more safely 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 becomes.

The object of the present invention is to provide an improved method for operating a rail vehicle and an improved drive arrangement for a rail vehicle. The method and the drive arrangement should in particular avoid disadvantages that arise from slippage 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 detection. The latter can be used in particular to determine wear and used to determine the 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 will be 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 control 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, which 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 the usual ferry operation.

The dynamic load monitoring can also help to reduce overload conditions in the drive train or to avoid 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, representing and evaluating the torque curve in the drive train of a rail vehicle. Overloads, speed peaks, acceleration This must be recognized and taken into account when planning future ferry 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, wherein a torque present in the drive train of the rail vehicle can be determined from the signal. 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 torque currently and actually present 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. There are, for example, torque sensors that work with strain gauges. In addition, torque transducers can also be used 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 way of determining the torque is explained in more detail below.

A torque curve is determined on the basis of several 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 to operate the ferry 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. 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 permanent slip.

According to the present invention, the data that represent the torque curve are stored in a data memory of a control device in addition to their use in slip detection and are evaluated for the purpose of determining wear and / or planning maintenance 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 absorbs a torque or a force at least temporarily, for example a transmission, a shaft, a bearing or a combination of several such components. With the help 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 detected 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 by themselves, they are in the sense of a life expectancy shortening hardly harmful. 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 moment pulses cannot be avoided in the regular ferry 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 detected torque fluctuations and torque pulses are only logged in a suitable manner, i.e. who are stored in order to trigger appropriate measures at a later point in time, for example maintenance or repair. The temporarily stored data on the determined torque, in particular on the torque profile and on the named dynamic load peaks, can be made available by a sensor control unit to a load col lective 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 second angle of rotation signals. 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. Preferably For this purpose, sensors can be used that 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 delivers a measured value that can be directly processed. Depending on the type of sensor used, for example, a toothing of a gear wheel, a toothed signal transmitter disk or a signal band with markings that 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 gear ratio of a gear arranged between the first and the second point for 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 difference in angle of rotation corresponds to an angle of rotation and thus a torsion between the first and second points in the drive train. A torque can thus be inferred by means of the difference in angle of rotation and a known or determinable torsion module. This execution 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 using a corresponding arithmetic model to determine the torsional moment present in the drive train. For example, a stiffness characteristic curve or a known stiffness c of the system is used in one calculation step using the equation “MT = C X

Rotation angle difference "the torsional moment MT can be calculated. Alternatively, the applied torque can also be determined on the basis of the determined rotation angle difference with the aid of comparison tables. Such comparison tables can be created by calculation or tests and also 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 using the rotational angle difference, from which the torque present at this moment can be determined.

Another aspect of the invention relates to the avoidance of 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 rotational angle difference in spite of such displacements, preferably two sensors for detecting a rotational angle signal are 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 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 curve, 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 that represent the speed curve 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 provide indications of possible damage to be expected.

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 can be stored in a data memory of the control device to compensate for further influences on the service life of at least one component of the drive train, which are taken into account in the evaluation for the purpose of determining 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 lengthened in each case. The compensation factors can meet 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 • Exposure to media such as an operation on a coast, exposure to salt water, wear 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 rotational 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. The aforementioned 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 designed as an 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 that can be used, for example, to execute the method described above. 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 wheelset transmission can be connected to the further wheelset shaft via a cardan shaft and another wheel set transmission. Such an arrangement is also called a master-slave arrangement and is usually used to drive two wheel set shafts that are arranged in a bogie.

Preferably, two sensors each for detecting a rotation angle signal are 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 detecting the rotation angle signals are required in order to apply 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 refers 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 help of the slip detection with the help of the torque detection, a torque drop caused by an occurring slip is quickly detected. As a result, measures to reduce the slip can be implemented very quickly. For this purpose, the control device is set up to control measures to end the slip as a function of the detected slip. This is preferably done by the control device sending a control signal to reduce a drive torque to a drive motor of the drive unit. Sends strand and / or in that the control device controls a gear change in the transmission. As a result, a torque present on the drive wheel can be regulated, ie reduced. As a result, 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 a sanding by the control device. Devices for sanding for 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 are determined for at least one component of the drive train as a function of the torque curve.

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

1 shows a drive train of a rail vehicle with a drive arrangement according to the invention;

2 shows a schematic representation of a flow chart for an invented

proper procedure;

3 shows a diagram with a determined torque profile and

4 shows a stress matrix with results derived therefrom. The drive train 1 shown in FIG. 1 has a drive motor 2 and an adjoining transmission 3 for shifting different gears, ie gear ratios. The output shaft 4 of the transmission 3 is connected to an input shaft 6 of a first wheel set 7 via a cardan shaft 5. The first wheel set 7 has an output shaft 8 and a further output shaft 9. From the drive shaft 8 forms a wheelset shaft 8 of a first drive axle. From the further drive shaft 9 is connected via a further cardan shaft 10 to an input shaft 1 1 of a second gear set 12, which drives a further gear set shaft 13. The two wheelset transmissions 7 and 12 and the respectively assigned wheelset shafts 8 and 13 are arranged in a common, not shown bogie of a rail vehicle in a so-called master-slave arrangement. Since the first gear set 7 serves as a master, which drives the further gear shaft 13 on its further drive shaft 9 and the second gear set 12 from.

On the input shaft 1 1, on the output shaft 8 and on the further output shaft 9, two sensors 14, 15, 16, 17, 18, 19 for detecting a rotation angle stel are arranged. The sensors 14, 15, 16, 17, 18, 19 are connected in a signal-transmitting manner to a sensor control unit 20 and further to a control device 21 for controlling the components of the drive train 1. In Fig. 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 21 is set up to determine a torque curve in the drive train 1 with the aid of the detected signals from the sensors 14, 15, 16, 17, 18, 19 mentioned. Furthermore, the control device comprises a slip detection 22 which, on the basis of the determined torque curve, determines and detects a slip on at least one drive wheel 24, 25 of the rail vehicle.

Slippage occurs as a loss of traction between at least one of the drive wheels 24, 25 and the rail 26 on which the respective drive wheel 24, 25 rests. The slip detection 22 is embodied here as part of the control device 21. The Slip detection 22 comprises software programs in which suitable algorithms for determining a slip are mapped.

The control device 21 is also set up to control measures for ending the slip as a function of the detected slip. The control device 21 can send a control signal to reduce the drive torque to the drive motor 2 of the drive train 1 and control a gear change in the transmission 3. For this purpose, the control device 21 is also connected to the drive motor 2 and the transmission 3 or a respective control device of the drive motor 2 and the transmission 3 by means of further signal transmission connections. Furthermore, when slip is detected, the control device 21 can activate sanding 27, 28, whereby the friction between the respective drive wheel 24, 25 and the rail 26 is increased and the slip is quickly reduced. In order to avoid unnecessary wear, sanding should only be done in an emergency, for example braking in an emergency. As sanding 27, 28, a device for sanding in the area of the two illustrated drive wheels 24, 25 is shown only schematically in FIG.

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

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

A flowchart in FIG. 2 shows the essential elements and the sequence of the method for operating a rail vehicle. Signals are detected by means of a sensor system 29, which includes, for example, the sensors 14, 15, 16, 17, 18, 19 described above. The detected signals are transmitted to a sensor control unit 20 in which, on the basis of the detected signals, a torque present in the drive train 1 is determined. In the present exemplary embodiment, the detected signals are rotation angle signals. In the sensor control unit 20, a torsion over the part of the drive train 1 under consideration is calculated using the angle of rotation signals, and a corresponding torque is determined therefrom. The applied torque can be determined, for example, by comparing it with stored characteristic curves.

The torque determined in the sensor control unit 20 is transmitted to an electronic slip detection 22, where it is determined by means of algorithms whether a slip is present. The slip detection 22 comprises evaluation electronics with a control algorithm and an interface for outputting actions to the train control computer, e.g. via CAN bus.

If there is a slip, suitable measures to reduce or avoid the existing slip are initiated by the superordinate control device 21. Such measures can include that the drive torque on a drive motor 2 of the drive train 1 is limited and / or that a gear change is triggered in the transmission 3.

The electronic slip detection 22 also determines whether there is 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 appointment is scheduled earlier or later. Furthermore, dynamic load peaks, ie peak moments over time, are recorded in the sensor control unit 20. In addition, speed spectra can also be evaluated in the sensor control unit 20.

The data on the determined torque, in particular the dynamic load peaks mentioned, are also transmitted from the sensor control unit 20 to a load collective constitution 30 and to a service life calculation 31. Dynamic, that is to say briefly occurring, load peaks are recorded and counted in the Lastkol lective recording 30. The load spectrum recording 30 can therefore also be understood as a load counter. As part of predictive maintenance, the load counter also runs, so to speak, and also takes into account brief peak loads due to the high signal resolution and dynamics. 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 can be based on the determined torque and the torque curve, for example, variables such as speed, duration of action, temperature and mass.

The translations, calibration tables or comparison tables and compensation factors required to carry out the method are stored in correction tables 32. The correction tables 32 can also be used to determine 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.

Fig. 3 shows a diagram 33 with a torque curve as it can be detected and determined using the method described. In the diagram 33 are the determined torques in the drive train plotted over time t. The solid line 34 shows the torque curve on the basis of the real measured values. The dashed line 35 shows a smoothed 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, however, not only averaged, i.e. Smoothed loads are recorded according to the dashed line 35 in the diagram 33 of the transmission, but also highly dynamic changes in the torques. 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 recorded in accordance with the solid line 36 in the diagram 33. 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 load matrix 36 is advantageously used, which is shown in FIG. 4 and is explained below. With the aid of the load matrix 36, a load-dependent service life is determined for at least one component of the drive train, in which individual torque loads are recorded in a classified manner. The classification of the torque loads is based on the respective level of the determined torque and its dwell time. The non-hatched fields in the stress matrix 36 represent low stress, the single hatched fields represent medium stresses and the fields with checkered hatching represent high stresses. A high stress can be caused by both a briefly high torque and a medium torque applied for a longer period of time.

As results 37, a number of operating hours reduced with regard to the service life, a number of available operating hours and a limit range in between can be derived from the load matrix 36. These results can be taken into account and used in maintenance planning in particular. When the results are shown according to FIG. 4, the height of the bars corresponds to the associated operating hours. Such a display is particularly convenient 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 various compensation factors from the above list into account, the service life can then be calculated using the following formula, for example: Load-dependent service life from the load matrix (operating hours)

Service life = 100% x expected service life under ideal conditions (operating hours) Designation for the drive train

Drive motor

Change gear

Output shaft

PTO shaft

Input shaft

first final drive

Output shaft, first wheelset shaft, output shaft

further cardan shaft

Input shaft

second final drive

second axle

sensor

Sensor control unit

Control device

Slip detection

Data storage

Driving wheel

rail

Sanding

Sensors

Collective load recording

Lifetime calculation

Correction tables Solid line diagram

Dashed line stress matrix results

Claims

1. 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, wherein a torque present in the drive train (1) can 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) storage of 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 / or planning maintenance for at least one component of the drive train (1).

2. The method according to claim 1, wherein the signal is a rotation angle signal and wherein in step a) the following sub-steps are provided,

aa) detecting at least one first angle of rotation signal at a first point in the drive train (1) of the rail vehicle,

ab) Detecting at least one second angle of rotation signal at a second point which is arranged in the power flow direction at a distance from the first point in the drive train (1),

ac) transmission of the angle of rotation 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 the second rotation angle signal,

ae) Determining the torque present in the drive train (1) as a function of the rotational angle difference determined.

3. The method according to claim 2, wherein the first point is an input shaft (6) of a transmission (3) arranged on the drive side, and wherein the second point is an output shaft (8, 9) of the transmission (2) arranged on the output side.

4. The method according to claim 3, wherein on the input shaft (6) and / or from the drive shaft (8, 9) two sensors (14, 15, 16, 17, 18, 19) for detecting each egg Nes rotation angle signal in the circumferential direction are offset from one another,

the angular position of the input shaft (6) and the output shaft (8, 9) being determined from the rotational angle signals of the two sensors (14, 15, 16, 17, 18, 19),

whereby a distance between the at least two sensors (14, 15, 16, 17, 18, 19) in the circumferential direction is taken into account when determining the rotational angle position of the input shaft (6) or an output shaft (8, 9), so that a tangential and / or radial displacement of the input shaft (6) or the output shaft (8, 9) in the drive train is compensated.

5. The method according to any 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 a gear change in the transmission (3) drives.

6. The method according to any 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 classified and recorded.

7. The method according to claim 6, wherein the torque loads according to the respective gene level of the determined torque and its dwell time classified who the.

8. The method according to any one of the preceding claims, wherein in the data memory (23) of the control device (21) speed data are stored that represent the speed curve, and wherein the speed data in the evaluation for the purpose of determining the service life, the wear and / or the goods planning are taken into account.

9. The method according to any one of the preceding claims, wherein in the data memory (23) of the control device (21) compensation factors to compensate for wide Ren 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 determining the service life, determining wear and / or maintenance planning.

10. Drive arrangement for the drive train (1) of a rail vehicle, the drive arrangement comprising at least one transmission (3) with an input shaft (6) arranged on the drive side and with at least one output shaft (8) arranged on the output side,

wherein at least one sensor (14, 15, 16, 17) for detecting a rotational angle position and / or a speed is arranged on the input shaft (6) and on the at least one output shaft (8),

wherein the sensors (14, 15, 16, 17) are connected to a control device (21) for controlling the components of the drive train (1) in a signal-transmitting manner, and wherein the control device (21) is set up for this with the aid of the detected signals of the said sensors (14) , 15, 16, 17) to determine a torque curve in the drive train (1), characterized in that

that the control device (21) includes a slip detection which detects a slip on at least one drive wheel (24, 25) of the rail vehicle on the basis of the determined torque curve.

1 1. 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).

12. Drive arrangement according to claim 10 or 1 1, characterized in that two sensors each for detecting a rotation angle signal 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) are arranged.

13. Drive arrangement according to one of 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 slip detected.

14. 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 a gear change in the transmission (3 ) head for.

15. Drive arrangement according to claim 13 or 14, characterized in that the control device (21) is set up to activate a sanding (27, 28).

16. Drive arrangement according to one of claims 10 to 15, characterized in that the control device (21) has a data memory (23) for storing the signals detected by the sensors (14, 15, 16, 17, 18, 19) or the signals determined Includes torque curve, and that the control device (21) 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.