Method and drive arrangement for operating a rail vehicle

Abstract

Method for operating a railway vehicle, comprising the following steps: a) Acquiring at least one signal at a component of a drive train (1) of the railway vehicle, wherein a torque applied in the drive train (1) is determined from the at least one signal; b) Determining a torque profile based on several successively acquired signals; c) Determining a slip at at least one driving wheel (24, 25) of the railway vehicle based on the determined torque profile; d) Storing data representing the torque profile in a data storage device (23) of a control unit (21); and e) Evaluating the data for the purpose of determining service life, wear, and / or maintenance planning for at least one component of the drive train (1).

Description

[0001] 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.

[0002] German patent DE 39 29 497 A1 discloses a method and an arrangement for the self-adaptive control of the wheelset speed of electric traction vehicles at the maximum friction point of the wheel-rail contact. This involves, among other things, evaluating a torque setpoint to adjust the wheelset acceleration or deceleration. To control the wheelset speed more reliably and accurately for maximum tractive effort, the patent proposes using a highly dynamic speed control system. This system determines the torque transmissible to the rail at any given differential speed between a wheel and the rail, based on the output three-phase setpoint of a speed controller.

[0003] 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. In particular, the method and the drive arrangement should avoid disadvantages caused by slippage between the driving wheels and the rail and offer a high overall benefit to the operator of the rail vehicle.

[0004] This problem is solved by a method according to claim 1 and by a drive arrangement according to claim 10. Advantageous embodiments of the invention are specified in the respective dependent claims.

[0005] A key aspect of the invention is the multiple use of data on the torque curve, which is determined from signals acquired at the rail vehicle's drive train. The acquired data, or the torque curve derived from it, can be used for slip detection and for load collective detection. The latter can be used, in particular, for determining wear and service life for at least one component of the drive train. With a sufficiently high signal resolution, meaning the signals are acquired 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 as "Dynamic Load Monitoring" or, in abbreviated form, DLM.A high frequency, and thus a large number of signals acquired and transmitted to the control unit, enables highly dynamic control for slip prevention and dynamic load monitoring. Modern electronic components are capable of acquiring, transmitting, storing, and evaluating an extremely high number of signals and data volumes. Therefore, the proposed method allows for significantly improved dynamic load monitoring and load-dependent, accurate service life estimation. For example, the remaining service life of bearings can be determined as a function of torques that are acquired, stored, and evaluated over an extended period.

[0006] Dynamic load monitoring and slip detection enable improved traction distribution across multiple axles of the rail vehicle. In other words, slip detection and the measures derived from it can prevent or at least reduce slippage. This is particularly advantageous during acceleration and on inclines, and when different wheel diameters are present in a drive train due to varying wear during normal operation.

[0007] Dynamic load monitoring can also help to reduce or completely avoid overload conditions in the drive train, thereby reducing repair and maintenance costs.

[0008] Within the scope of the present invention, a comprehensive analysis of the typical dynamic drive behavior in railway 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 in the planning of future operation and maintenance.

[0009] The proposed method for operating a rail vehicle comprises the following steps. First, at least one signal is acquired from a component of the rail vehicle's drive train, from which a torque present in the drive train can be determined. Compared to a torque value obtained, for example, from the motor control unit of an electric traction motor, the signal acquired and measured directly at a component of the drive train, and the torque derived from it, has the advantage that the actual torque present in the drive train is measured. In contrast, a torque determined, for example, based on the current draw of a traction motor can deviate from the torque actually present in the drive train.

[0010] In principle, various types of signal acquisition and torque measurement are possible. For example, torque sensors that use strain gauges are available. Torque transducers based on piezoelectric, magnetoelastic, or optical principles can also be used, as well as torque transducers that employ the SAW (Surface Acoustic Wave) method. The latter utilize surface acoustic waves or structure-borne sound waves for their function. Another preferred method for determining torque will be explained in more detail below.

[0011] Based on several successively recorded signals, a torque curve is determined in order to ascertain the slip at at least one driving wheel of the rail vehicle. The torque curve is formed by several torques recorded or determined over a certain period of time.

[0012] The process of determining the value can include individual steps of recording, comparing with stored values ​​and / or calculating.

[0013] Slip refers to an interruption of traction between a driving wheel and the rail. In rail vehicles, slip is also called wheel slip. It is generally undesirable because it limits or hinders the propulsion of the rail vehicle. The aim is usually to operate the vehicle close to maximum friction between the wheel and rail. Slip depends on the surface quality and, if applicable, on surface contamination of the driving wheel and the rail or track. In practice, such contamination is most commonly caused by water, ice, grease, or oil. Slip detection can identify and counteract impermissible slip behavior and asymmetrical traction distribution during acceleration.For slip detection, interruptions in the power flow at the wheel-rail contact can be detected at least approximately in real time, thus advantageously enabling a quick reaction to avoid continuous slippage.

[0014] According to the present invention, the data representing the torque curve, in addition to their use in slip detection, are stored in a data memory of a control unit and evaluated for the purpose of determining wear and / or planning maintenance for at least one component of the drivetrain. This results in the aforementioned multiple uses of the determined torque or the corresponding data. The drivetrain component in question can be any component or assembly that absorbs a torque or force, at least temporarily, for example, a gearbox, a shaft, a bearing, or a combination of several such components. Thus, for example, bearing aging or gear wear of a toothed component of a gearbox can be determined as a function of the load using the invention.

[0015] Within the scope of the invention, even the smallest disturbances or load peaks that occur only during short periods of operation can be detected and recorded using the measured torque. These are known as low-load torques or torque pulses. Within the scope of the invention, these can be counted and evaluated. On their own, they are hardly harmful in terms of reducing service life. However, if these torque pulses occur more frequently, they acquire a destructive character that can be assessed. This can be done by counting the torque pulses and evaluating them, for example, using a waterfall diagram.

[0016] Fluctuating torque curves and short-term load peaks in the form of torque pulses are unavoidable in the regular operation of a rail vehicle. Nevertheless, torque fluctuations and torque pulses affect the service life of the drive train components. Therefore, the service life and appropriate maintenance intervals depend on the number, duration, and magnitude of the measured torque fluctuations.

[0017] It may be possible to simply log, i.e., store, the detected torque fluctuations and torque pulses in a suitable manner in order to trigger appropriate measures at a later time, such as maintenance or repair. The temporarily stored data on the determined torque, in particular the torque curve and the aforementioned dynamic load peaks, can be made available by a sensor control unit to a load collective monitoring system and to a lifetime calculation system.

[0018] A preferred method for determining the torque involves a rotary angle signal and comprises the following steps. At least one first rotary angle signal is acquired at a first location in the drive train, and at least one second rotary angle signal is acquired at a second location located in the direction of power flow at a distance from the first location in the drive train. The acquired rotary angle signals are transmitted to a control device, which determines the difference in the rotary angle between the first and second locations based on the first and second rotary angle signals. Finally, the torque applied to the drive train is determined as a function of this calculated difference in the rotary angle.

[0019] Several sensor types and physical measurement principles are suitable for capturing the first and second rotation angle signals. Preferably, sensors that detect a magnetic field or magnetic flux density, so-called Hall sensors, can be used. 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 are performed internally, so that the sensor delivers a directly processable measured value. Depending on the sensor type used, suitable signal transmitters include, for example, the teeth of a gear, a toothed signal transmitter disc, or a signal strip with markings attached to a rotating component of the drive train.

[0020] The torque can be determined using the first and second rotation angle signals by calculating the torsion or the difference in rotation angle along the direction of force flow in the drive train. If necessary, the gear ratio of a transmission located between the first and second signals must be taken into account at that speed or rotational speed. The relevant gear ratio can be stored in correction tables in the control unit's data memory.

[0021] The difference in the angle of rotation corresponds to a twist angle and thus torsion between the first and second points in the drivetrain. Using this difference in the angle of rotation and a known or determinable torsional modulus, a torque can be calculated. This implementation of the method is based on the principle of continuously or discretely measuring the twist angle between two points in a drivetrain and then using a corresponding computational model to determine the torsional torque present in the drivetrain. For example, in one calculation step, the torque is calculated from a stiffness characteristic curve or a known stiffness c of the system using the equation "M". T = c × difference in rotation angle” the torsional moment M TThe applied torque can be calculated. Alternatively, it can also be determined from the measured angle of rotation difference using comparison tables. Such comparison tables can be created through calculation or experimentation and stored in the control unit's data memory for retrieval.

[0022] Preferably, the first position can be an input shaft of a gearbox located on the drive side, and the second position can be an output shaft of the gearbox located on the output side. Thus, the torsion of the gearbox's internal components can be measured based on the difference in the angle of rotation, from which the torque present at that moment can then be determined.

[0023] A further aspect of the invention relates to the avoidance of potential measurement errors that could be caused by a tangential or radial displacement of the input or output shaft of the transmission. To reliably and accurately detect the angle of rotation despite such displacements, two sensors are preferably arranged at the respective location, each for detecting a rotation angle signal in the circumferential direction of the input and / or output shaft, offset from one another. The rotational position of the input or output shaft is determined from the rotational angle signals of the two sensors. When determining the rotational position of the input or output shaft, the distance between the at least two sensors in the circumferential direction is taken into account, thus compensating for any tangential and / or radial displacement of the input or output shaft in the drive train.

[0024] If slippage is detected by the slip detection system, the control unit can send a control signal to a drive motor in the drivetrain to reduce the drive torque, or it can initiate a gear change in a transmission within the drivetrain. Alternatively, the control unit can also send a control signal to reduce the drive torque and initiate a gear change in a transmission.

[0025] In a preferred embodiment of the proposed method, the load-dependent service life of at least one component of the drive train is determined using a load matrix in which individual torque loads are classified and recorded. In this way, for example, the remaining service life of bearings and other wear-prone components of the drive train can be determined as a function of the measured torques.

[0026] Preferably, the torque loads can be classified according to the respective magnitude of the determined torque and its dwell time.

[0027] In addition to torque data, the proposed method also allows for the acquisition, analysis, and use of rotational speed data within the drivetrain. Acquired or calculated rotational speed data representing the speed profile can be stored in a data memory within the control unit. This data can be particularly useful for evaluating wear and / or maintenance planning. For example, rotational irregularities in the drivetrain during sailing operations can indicate potential future damage.

[0028] Finally, the method can also take into account other influences on the service life of the powertrain components under consideration. For this purpose, compensation factors can be stored in a data memory of the control unit to compensate for these other influences on the service life of at least one powertrain component. These factors are then considered during the evaluation for the purpose of determining service life, wear, and / or maintenance planning. Preferably, the compensation factors are each a factor, i.e., a multiplication value in the range of 0.9 to 1.1. Such a value can be used to decrease or increase the numerical value of the service life. The compensation factors can relate to a wide variety of influences, in particular... • A predetermined deployment duration • Actual operating hours • Operating temperatures • Seasonal fluctuations in ambient temperature such as extreme heat or cold • A number of cold starts and / or warm-up phases • Mechanical stresses such as train lengths exceeding the maximum permissible load in freight and bulk goods transport • Media stress such as operation on a coast, saltwater exposure, wear and tear from microdust, for example in desert areas • Standby times under the influence of micro-vibrations, for example during prolonged "parking" near heavily frequented thoroughfares and • Exposure to radiation.

[0029] 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 gearbox 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 an angular position and / or a rotational speed is arranged on each of the input and output shafts. These sensors are connected to a control unit for controlling the components of the drive train by means of signal transmission. This control unit is configured to determine a torque curve in the drive train using the detected signals. The control unit further comprises a slip detection system that detects slippage at at least one drive wheel of the rail vehicle based on the determined torque curve.

[0030] The control system can comprise several individually arranged control units or control devices that are interconnected. 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. Slip detection can be implemented as an integrated part of the control system or in a control unit specifically designed for this purpose or in a separate control device. The control system is equipped, in particular, with electronic hardware components such as processors, data storage devices, working and / or intermediate memory, interfaces and connections, as well as with suitable software programs that, for example, enable the execution of the procedure described above.

[0031] It may be provided that at least one further sensor for detecting a rotational angle and / or rotational speed is arranged on a further output shaft of the gearbox. Such an embodiment is advantageous when the gearbox has several output shafts. This is the case, for example, with a wheelset gearbox with a first output shaft, which is designed as a wheelset shaft and serves to directly drive a first axle of the rail vehicle, and with a further output shaft, which serves to drive another wheelset shaft on a second axle of the rail vehicle. The further output shaft of the wheelset gearbox can be connected to the further wheelset shaft via a cardan shaft and another wheelset gearbox. Such an arrangement is also called a master-slave arrangement and is generally used to drive two wheelset shafts arranged in a bogie.

[0032] Preferably, two sensors for detecting a rotation angle signal are arranged circumferentially offset from each other on the respective shaft, i.e., on the input shaft, the output shaft, or the second output shaft. The two sensors at each location for detecting the rotation angle signals are necessary to apply the method described above, which avoids potential measurement errors caused by tangential or radial displacement of the respective shaft. This allows for a very precise and accurate determination of the applied torque. Preferably, the two sensors are arranged circumferentially offset by 150° to 210° and at approximately the same height axially. The axial direction refers to the axis of rotation of the respective shaft, i.e., the input shaft or one of the two output shafts.

[0033] Slip detection via torque sensing allows for the rapid detection of torque drops caused by slippage. Consequently, measures to reduce slippage can be implemented very quickly. For this purpose, the control unit is configured to initiate measures to eliminate slippage based on the detected level. This is preferably achieved by the control unit sending a control signal to a drive motor in the drivetrain to reduce drive torque and / or by initiating a gear change in the transmission. This allows the torque at the drive wheel to be regulated, i.e., reduced. As a result, higher acceleration of the rail vehicle can be achieved, and wear on the drive wheel tires is significantly reduced. Another possible measure is the activation of sanding by the control unit.Devices for sanding rail vehicles are known to those skilled in the art. When necessary, sand is placed between the driving wheels and the rails, thereby increasing friction in the wheel-rail contact and quickly reducing slippage. However, to avoid unnecessary wear, sanding should only be carried out in emergencies, for example, during emergency braking.

[0034] According to the method described above, the control unit preferably includes a data storage device for storing the signals acquired by the sensors or the determined torque curve. The control unit is configured to determine the service life, wear, and / or a suitable maintenance interval for at least one component of the drive train based on the torque curve.

[0035] The invention will be explained in more detail below with reference to the accompanying figures. These figures show Fig. 1 a drive train of a rail vehicle with a drive arrangement according to the invention; Fig. 2 a schematic representation of a flowchart for a method according to the invention; Fig. 3 a diagram showing a determined torque curve and Fig. 4 a load matrix with results derived from it.

[0036] The in Fig. 1. Drivetrain shown 1 features a drive motor 2 and a subsequent gearbox 3 for shifting different gears, i.e., gear ratios. The output shaft 4 of the gearbox 3 is via a driveshaft 5 with an input wave 6 of a first wheelset gearbox 7 connected. The first wheelset gearbox 7 has an output shaft 8 and another output shaft 9 up. The output shaft 8forms a wheelset axle 8 a first drive axle. The further output shaft 9 is via another driveshaft 10 with an input wave 11 a second wheelset gearbox 12 connected, which is another wheelset axle 13 drives. The two axle gearboxes 7 and 12 and the respective assigned wheelset axles 8 and 13 are arranged in a so-called master-slave configuration within a common bogie (not shown) of a rail vehicle. The first axle gearbox serves this purpose. 7 as master, which has its further output shaft 9 and the second axle gearbox 12 the further wheelset axle 13 drives.

[0037] At the entrance wave 11 , on the output shaft 8 and on the further output shaft 9 There are two sensors each 14 , 15 ,16 , 17 , 18 , 19 The sensors are arranged to detect a rotational angle position. 14 , 15 , 16 , 17 , 18 , 19 are equipped with a sensor control unit 20 and further with a control device 21 for controlling the components of the powertrain 1 connected via signal transmission. In the Fig. Figure 1 shows the signal-transmitting connections as dashed lines. These connections can be wired or wireless. Preferably, these connections are part of a data bus system, for example a CAN bus, for controlling the rail vehicle or its drive train. 1 .

[0038] The control unit 21 is set up to use the signals captured by the aforementioned sensors 14 , 15 , 16 , 17 , 18 , 19a torque curve in the drivetrain 1 to determine. Furthermore, the control unit includes a slip detection system. 22 , which, based on the determined torque curve, indicate slippage at at least one drive wheel 24 , 25 The system detects and identifies slippage in the rail vehicle. Slippage occurs as a loss of traction between at least one of the driving wheels. 24 , 25 and the rail 26 on which the respective drive wheel 24 , 25 rests. The slip detection 22 is present as part of the control system 21 executed. The slip detection 22 includes software programs that incorporate suitable algorithms for determining slippage.

[0039] The control unit 21 Furthermore, it is designed to control measures to end the slippage, depending on the detected slippage. Thus, the control unit can21 a control signal to reduce the drive torque to the drive motor 2 of the powertrain 1 send and initiate a gear change in the transmission 3 to control it. For this purpose, the control unit is needed. 21 via 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 gearbox 3 connected. Furthermore, the control unit 21 If hatching is detected, sand should be applied. 27 , 28 activate, thereby increasing the friction between the respective drive wheel 24 , 25 and the rail 26 increased and slippage is quickly reduced. However, to avoid unnecessary wear, sanding should only be carried out in emergencies, for example, for emergency braking. Sanding 27 , 28 is in the Fig. 1 each a device for sanding in the area of ​​the two illustrated drive wheels 24 , 25 only shown schematically.

[0040] This drive arrangement thus allows a first rotation angle signal to be generated at a first point in the drive train. 1 to be detected, namely at the input shaft located on the drive side 6 of the gearbox 3 and a second rotation angle signal can be generated at a second location, namely on the output shaft located on the output side. 8 of the gearbox 3 The aforementioned rotation angle signals are recorded. 21 The transmission determines the difference in rotation angle between the first and second digits based on the first and second rotation angle signals. This is part of the drivetrain. 1 The applied torque is controlled by the control unit. 21then determined depending on the calculated difference in rotation angle.

[0041] Two sensors each 14 , 15 or 16 , 17 are arranged offset from each other in the circumferential direction on the input shaft to detect a rotation angle signal each 6 and on the first output shaft 9 From the rotation angle signals of two sensors 14 , 15 or 16 , 17 The rotational angle of the associated input shaft is determined in each case. 6 or output shaft 9 certain. There are two sensors each. 14 , 15 or 16 , 17 arranged at a distance in the circumferential direction on a shaft in order to allow for a tangential and / or radial displacement of the respective shaft when determining the angle of rotation 6 or 9 to be able to compensate.

[0042] A flowchart shows in Fig. 2. The essential elements and the procedure for operating a rail vehicle. By means of sensors. 29 , which include, for example, the sensors described above 14 , 15 , 16 , 17 , 18 , 19 Signals are captured. The captured signals are fed into a sensor control unit. 20 transmitted, in which, based on the detected signals, a [something] in the drivetrain 1 The applied torque is determined. In the present embodiment, the detected signals are angle signals. In the sensor control unit 20 A torsion is calculated over the considered part of the drivetrain using the rotation angle signals. 1 The torque is calculated and a corresponding torque is determined from it. The determination of the applied torque can be done, for example, by comparing it with stored characteristic curves.

[0043] The sensor control unit 20 The measured torque is sent to an electronic slip detection system. 22 The data is transferred to a system where algorithms are used to determine whether a slippage has occurred. Slippage detection. 22 It includes evaluation electronics with a control algorithm and an interface for outputting actions to the train control computer, e.g. via CAN bus.

[0044] If slippage occurs, the higher-level control unit will 21 Suitable measures have been initiated to reduce or eliminate the existing slippage. Such measures may include adjusting the drive torque on a drive motor. 2 of the powertrain 1 is regulated and / or that a gear change in the transmission 3 is being targeted.

[0045] In electronic slip detection 22The system also determines whether wear and tear is present. If wear is found, it is taken into account in the maintenance schedule. Depending on the degree of wear, the next maintenance appointment, for example, is scheduled earlier or later.

[0046] Furthermore, the sensor control unit 20 Dynamic load peaks, i.e., peak torques over time, are recorded. Furthermore, the sensor control unit can... 20 Rotational speed collectives can also be evaluated.

[0047] The data on the determined torque, in particular the aforementioned dynamic load peaks, are processed by the sensor control unit. 20 also to a load collective recording 30 and a lifetime calculation 31 transferred. In the load collective recording 30 In particular, dynamic load peaks, meaning those occurring briefly, are recorded and counted. Load collective recording 30It can therefore also be understood as a load counter. Within the framework of predictive maintenance, the load counter essentially runs continuously, taking into account even short-term load peaks thanks to its high signal resolution and dynamic range. In the subsequent process, these load peaks are counted, classified, and evaluated to identify damage-relevant load patterns and to plan and carry out appropriate maintenance work in a timely manner.

[0048] Dynamic load monitoring enables load-based wear detection of the wheel treads or drive wheels of each driven axle of a bogie or rail vehicle, in addition to slip detection. This allows for lifetime calculation. 31In addition to the determined torque and torque curve, other parameters such as rotational speed, duration of exposure, temperature and mass can be used as a basis.

[0049] In correction tables 32 The translations, calibration tables, comparison tables, and compensation factors required for carrying out the procedure are stored there. Using 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 then taken into account in the maintenance planning.

[0050] The Fig. Figure 3 shows a diagram 33 with a torque curve as it can be recorded and determined using the described method. In the diagram 33 The measured torques in the drivetrain are plotted against time t. The solid line shows... 34the torque curve based on the actual measured values. The dashed line 35 The graph shows a smoothed torque curve. In this case, the smoothed torque curve was calculated using the moving average method, which removes higher frequency components. The torque curve based on actual measurements shows significantly higher load peaks over short periods than the smoothed torque curve. This can occur, for example, when the drivetrain components in a rail vehicle are overloaded for a few milliseconds due to frequent starts with maximum passenger load on an incline. On average, over the entire operating period, the gearbox is only subjected to 80% of its load. Therefore, in the event of damage, no conclusion can be drawn about the cause, even if the loads are analyzed based on average values, i.e., smoothed values.

[0051] In contrast, dynamic load monitoring can be used to measure not only averaged, i.e. smoothed, loads according to the dotted line. 35 in the diagram 33 The system captures not only the transmission's movement but also highly dynamic changes in torque. Their load peaks, occurring in the microsecond range, appear as Dirac impulses. Due to the high signal resolution and dynamic range, peak values ​​and so-called peaks can be displayed according to the solid line. 36 in the diagram 33 These values ​​are recorded. They exceed the specified component limits and are hardly relevant to damage in a single impulse. However, if these exceedances occur more frequently, matrix classification can be used to actively reduce the service life and thus the maintenance intervals in favor of gearbox availability.

[0052] The proposed method can therefore take both factors into account: a torque load determined using a smoothed torque curve and load peaks that occur only briefly. This allows for significantly more precise predictions of the service life of the powertrain components. To achieve this, a load matrix is ​​advantageously used. 36 uses the in Fig. 4 is shown and explained below.

[0053] Using the load matrix 36 A load-dependent service life of at least one component of the drivetrain is determined, in which individual torque loads are classified and recorded. The classification of the torque loads is based on the respective magnitude of the determined torque and its duration. The unhatched fields in the load matrix 36The areas with single hatching represent low loads, the areas with single hatching represent medium loads, and the areas with checkered hatching represent high loads. A high load can be caused by either a short-term high torque or a longer-term medium torque.

[0054] As results 37 can be derived from the load matrix 36 Derive a reduced number of operating hours with regard to service life, a number of available operating hours, and an intermediate limit range. These results can be considered and used, particularly in maintenance planning. When presenting the results according to the Fig.In section 4, the height of the bars corresponds to the assigned operating hours. This type of representation is particularly convenient for the operator or maintenance planner in a maintenance program, as the bars for remaining and reduced operating hours can be displayed in different colors.

[0055] Taking into account various compensation factors from the list above, the service life can then be calculated, for example, using the following formula: Lebensdauer = 100 % × belastungsabhängige Lebensdauer aus der Balastungsmatrix ( Betriebsstunden ) Erwartete Lebensdauer under Idealbedingungen ( Betribsstunden ) . Reference symbol list 1 Powertrain 2 Drive motor 3 changeover gearboxes 4 Output wave 5 Cardan shaft 6 Input wave 7 first wheelset gearbox 8 Output shaft, first wheelset shaft 9 Output shaft 10 more drive shafts 11 Input wave 12 second axle gearbox 13 second wheelset axle 14 Sensor 15 Sensor 16 Sensor 18 Sensor 19 Sensor 20 Sensor control unit 21 Control unit 22 Slip detection 23 Data storage 24 drive wheel 25 drive wheel 26 rail 27 Sanding 28 Sanding 29 Sensors 30 Load Collective Recording 31 Lifetime calculation 32 correction tables 33 Diagram 34 Full line 35 dashed line 36 Load matrix 37 results QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 3929497 A1

[0002]

Claims

[1] Method for operating a railway vehicle, the method comprising the following steps, a) Detection of at least one signal at a component of a drive train (1) of the rail vehicle, wherein a torque applied in the drive train (1) can be determined from the at least one signal, b) Determining a torque curve based on several successively acquired signals, c) Determining slip on at least one driving wheel (24, 25) of the rail vehicle based on the determined torque curve, d) Storing data representing the torque curve in a data storage device (23) of a control unit (21) and e) Evaluation of the data for the purpose of determining service life, wear and / or maintenance planning for at least one component of the powertrain (1). [2] The method of claim 1, wherein the signal is a rotation angle signal and wherein the following sub-steps are provided in step a), aa) Detection of at least one first rotation angle signal at a first point in the drive train (1) of the rail vehicle, ab) Detection of at least a second rotation angle signal at a second location which is arranged in the direction of power flow at a distance from the first location in the drive train (1), ac) Transmitting the rotation angle signals to a control device (21), ad) Determining a rotation angle difference between the first and second digits based on the first and second rotation angle signals, ae) Determining the torque applied to the drive train (1) as a function of the determined difference in rotation angle. [3] Method according to claim 2, wherein the first position is an input shaft (6) of a transmission (3) arranged on the drive side, and wherein the second position is an output shaft (8, 9) of the transmission (2) arranged on the output side. [4] Method according to claim 3, wherein two sensors (14, 15, 16, 17, 18, 19) are arranged offset from each other on the input shaft (6) and / or the output shaft (8, 9) for detecting a rotation angle signal in a circumferential direction, wherein the rotation angle position of the input shaft (6) and the output shaft (8, 9) is determined from the rotation angle signals of the two sensors (14, 15, 16, 17, 18, 19), respectively wherein, when determining the rotational angle 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) in the circumferential direction is taken into account, 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] Method according to one of the preceding claims, wherein the control device (21) to terminate 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). [6] Method according to one of the preceding claims, wherein a load-dependent lifetime of at least one component of the drive train (1) is determined using a load matrix (36) in which individual torque loads are classified and recorded. [7] Method according to claim 6, wherein the torque loads are classified according to the respective magnitude of the determined torque and its dwell time. [8] Method according to one of the preceding claims, wherein speed data representing the speed profile are stored in the data storage (23) of the control device (21), and wherein the speed data are taken into account during evaluation for the purpose of determining service life, determining wear and / or planning maintenance. [9] Method according to one of the aforementioned claims, wherein compensation factors for compensating for further influences on the lifetime of at least one component of the drive train (1) are stored in the data storage (23) of the control device (21), and wherein the compensation factors are taken into account during the evaluation for the purpose of determining lifetime, determining wear and / or planning maintenance. [10] Drive arrangement for the drive train (1) of a rail vehicle, wherein the drive arrangement comprises at least a 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 rotational 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 unit (21) for controlling the components of the drive train (1) by means of signal transmission, and wherein the control unit (21) is configured to determine a torque profile in the drive train (1) using the detected signals from the said sensors (14, 15, 16, 17), characterized by , that the control device (21) includes a slip detection system which detects slip on at least one driving wheel (24, 25) of the rail vehicle based on the determined torque curve. [11] Drive arrangement according to claim 10, characterized by , that at least one further sensor (18, 19) for detecting a rotational angle position and / or a rotational speed is arranged on a further output shaft (9) of the transmission (3). [12] Drive arrangement according to claim 10 or 11, characterized by , that two sensors for detecting each rotation angle signal are arranged offset from each other in the circumferential direction on the input shaft (6) and / or the output shaft (8) and / or a further output shaft (9). [13] Drive arrangement according to one of claims 10 to 12, characterized by , that the control device (21) is configured to control measures to terminate the slip depending on the detected slip. [14] Drive arrangement according to claim 13, characterized by , that the control device (21) is configured to send a control signal to reduce a drive torque to a drive motor (2) of the drive train (1) and / or to control a gear change in the transmission (3). [15] Drive arrangement according to claim 13 or 14, characterized by , that the control unit (21) is set up to activate a sanding (27, 28). [16] Drive arrangement according to one of claims 10 to 15, characterized by , that the control device (21) includes a data storage device (23) for storing the signals detected by the sensors (14, 15, 16, 17, 18, 19) or the determined torque profile, and that the control device (21) is configured 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 profile.

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