Method and device for bogie parameterization of rail vehicles

Abstract

The invention relates to a method for parameterizing the chassis (2) of rail vehicles (1) with a chassis (2) having controllable properties, the method comprising the steps of: - determining geometric parameters (G) of a track system (5) during the movement of a number of rail vehicles (1), wherein sensors (4) on the respective rail vehicle (1) repeatedly measure an area of ​​the track system (5) in the vicinity of the rail vehicle (1) and geometric parameters (G) are determined from the measured values, - determining a track position (P) of the respective measurements, wherein the track position (P) corresponds to the measured position of the track system (5), - creating a state map (Z) of the track system (5) by entering the geometric parameters (G) at positions on the state map (Z) that correspond to their track position (P), - setting parameters of a chassis (2) of a moving rail vehicle (1) based on the state map (Z).wherein, within a defined period before passing a position of the track system (5), the chassis (2) is adjusted to the corresponding position on the state map (Z) based on the geometric parameters (G). Furthermore, the invention comprises a device, a rail vehicle, and a rail vehicle system.

Description

[0001] The invention relates to a method and a device for parameterizing the chassis of rail vehicles, a rail vehicle and a rail vehicle system.

[0002] Rail vehicles can have not only purely passive or powered bogies, but also bogies that enhance ride comfort through active elements. Bogies are often categorized as passive, active, or semi-active systems. Passive systems have a one-time design of the bogie parameters based on a compromise between various design considerations. Active and semi-active systems, on the other hand, adjust the bogie parameters depending on the situation. For example, suitable sensors can be used to create a closed-loop control system that adjusts the parameters based on the situation. The Shinkansen, for instance, uses damping systems with variable damping to reduce the impact of vibrations on passengers, thus improving ride comfort.Yet other systems are used for the active compensation of occurring tilt angles (also referred to as "roll compensation") or for active wheelset control in track curves to reduce wear on wheel and rail.

[0003] For example, on a rail vehicle, the undercarriage can absorb shocks and vibrations caused by uneven tracks or switches. This ensures a smooth ride for passengers and protects cargo from damage. Depending on track quality, speed, and load, the undercarriage must react flexibly. For this to happen, the damping and suspension must be properly adjusted to guarantee, among other things, ride comfort, derailment prevention, and compliance with the loading gauge.

[0004] In current technology, systems with active or semi-active suspension often adjust their suspension parameters without knowledge of the track conditions. The measured variables in the control system therefore only reflect the state of the isolated vehicle-suspension system. "Sluggish" systems, such as roll compensation using air spring control, frequently reach their limits quickly, as predictive behavior, even with regard to minimizing air consumption, is only possible to a limited extent.

[0005] It is an object of the present invention to provide a method and a device for parameterizing the chassis of railway vehicles, a railway vehicle, and a railway vehicle system, with which the disadvantages described above are avoided. In particular, it is an object of the invention to enable a method for storing, exchanging, and monitoring track geometry quality via a virtual map.

[0006] This problem is solved by a method according to claim 1, a device according to claim 10, a rail vehicle according to claim 11 and a rail vehicle system according to claim 12.

[0007] A method according to the invention serves for the chassis parameterization of rail vehicles with a chassis possessing controllable properties. The method comprises the following steps: Determining geometric parameters of a track system during the movement of a number of rail vehicles, wherein sensors on the respective rail vehicle repeatedly measure an area of ​​the track system in the vicinity of the rail vehicle and geometric parameters are determined from the measured values; determining a (respective) track position of the relevant measurements, wherein the track position corresponds to the measured position of the track system; creating a state map of the track system by entering the geometric parameters at positions on the state map that correspond to their track position; adjusting parameters of a running gear of a moving rail vehicle based on the state map, wherein, within a defined period before passing a position of the track system, the running gear is adjusted based on the geometric parameters at the corresponding position on the state map.

[0008] The aim of the method for dynamically adjusting bogies in rail vehicles is to ensure optimal running based on the current geometry of the track. As already mentioned, bogies with controllable properties are known in themselves. They preferably include controllable damping and / or suspension and / or controllable tilting, e.g., in a bogie with active tilting technology, and / or steering in a bogie with "active steering" properties. The term "control" here encompasses both active control of actuators and semi-active control for adjustment. It should be noted that even with semi-active control, a component (however designed) is actively controlled at some point.

[0009] For this purpose, the track is surveyed with high spatial resolution, and a map is created with the survey results (condition map). If the position and speed of a rail vehicle are known, the map can be used to easily determine the condition of the next track section to be traversed, and the bogie can be controlled accordingly. For example, if a curve is expected, active steering can guide the bogie through the curve to minimize wear, or a tilting mechanism can be activated to counteract centrifugal forces. If, for example, an unevenness in the track is expected, the suspension or damping can be adjusted accordingly. The map provides precise information about the condition of the track ahead of the rail vehicle. However, this requires the creation of the condition map. Furthermore, it is advantageous to incorporate changes to the track layout into an existing condition map.

[0010] For this purpose, (preferably continuously) the geometric parameters of the track system are determined. "Geometric parameters" refers to values ​​relating to the shape of the track alignment. They include parameters that influence the movement of the rail vehicle, such as unevenness, curve radii, and other geometric properties of the track system. Essentially, the geometric parameters reflect the quality of the track system or its alignment with its specific characteristics and could also be referred to as "geometry data." Measurement data can be directly considered geometric parameters, or geometric parameters can be calculated from measurement data. In particular, geometric parameters refer to parameters related to track alignment and / or track geometry errors. Track alignment describes the intended course of an ideal track consisting of straight sections, turnouts, curve radii, vertical curves, and also superelevation and transition curves.Track alignment errors generally refer to the deviation of the actual track from the ideal alignment. Depending on the perspective (track geometry or rail geometry), these can be categorized as directional errors, elevation errors, cant errors, and gauge errors. Ideally, both the track alignment and track alignment errors are measured to obtain as much valuable information as possible.

[0011] As trains travel their route, sensors on these vehicles repeatedly measure a specific area of ​​the track in the immediate vicinity. This can be the area in front of the train, measured, for example, by cameras, or the area underneath the train, measured, for example, by vibration sensors. The area behind the train can also theoretically be measured. By analyzing these measurements, for example, by evaluating images or vibration patterns, geometric parameters of the track can be determined, such as radii of curvature, angles of inclination, deviations from the ideal geometry, and damage.

[0012] For the measurements taken, the position on the track ("track position") is determined. It should be noted that the decisive factor is not the position of the rail vehicle, but rather the position of the track section being measured. In the examples mentioned above, the track position would be the position of the corresponding track section in front of the rail vehicle when using a camera to record the preceding track section, and the current position of the monitored bogie when using vibration sensors. Position determination is preferably carried out using satellite-based positioning (GNSS), vehicle odometry, or balise signals. In principle, determining the position of a rail vehicle is known in the prior art. However, within the scope of the invention, the position of the currently measured track section is always required.In both examples (and many other cases), position determination can be carried out in practice using a GNSS sensor on the rail vehicle. If the absolute position of a point on the rail vehicle is known, then the absolute position of the corresponding bogie is also known, since the relative position of the bogie to the GNSS sensor is known. Similarly, from the perspective of a camera, the relative position of a recorded track section to the GNSS sensor on the rail vehicle can be determined, and thus the absolute position of the track section can again be calculated. However, it is also possible to use other positioning sensors.

[0013] All defined geometric parameters are entered at their respective track positions on a detailed map, the "condition map." This map thus provides a current and comprehensive overview of the condition and geometry of the entire track system. The chassis parameters can either be determined online in the vehicle based on the geometric parameters, or alternatively, they can be calculated offline and stored on the map.

[0014] The current track condition is stored in the status map for a specific location so that this information can be used for predictive parameterization during the next train pass. With regard to safety requirements, it is advisable to define a predefined bandwidth for each parameter in the parameter control. In the technical verification process, it will likely be necessary to consider the most unfavorable combination of possible bogie parameter combinations (if multiple components are controlled).

[0015] Should a parameter setting be calculated due to errors in the virtual map (e.g., incorrect measurement or reaching the maintenance limits on the track) that lies outside the predefined bandwidth, the parameter should be set to a safety value and an error message should be displayed to the driver or the control center.

[0016] The track layout is now known thanks to the condition map. For its application, the map does not necessarily need to be complete. However, the chassis can still be adapted to all track features known from the condition map. This is done as follows: During the train's journey, before reaching a specific position on the track, the condition map is consulted to determine if any special features are to be expected at that location. These special features could include, for example, unevenness, curves, switches, or superelevation. If so, parameters of the train's chassis are dynamically adjusted. This adjustment preferably occurs in real time to ensure optimal operation, taking into account the current geometry and condition of the track. For example, the suspension stiffness and damping can be adjusted, a deflection for a curve can be set, or a camber can be introduced.For example, before a train reaches the area of ​​a curve with a known radius of curvature of 500 meters, the system adjusts the spring stiffness and damping of the chassis and tilts the train slightly to allow a stable and comfortable passage through this curve.

[0017] A device according to the invention serves for the chassis parameterization of rail vehicles with a chassis possessing controllable properties. The device comprises the following components: A number of sensors designed to determine geometric parameters of a track system while a number of rail vehicles are in motion, wherein sensors on each rail vehicle repeatedly measure an area of ​​the track system in the vicinity of the rail vehicle and geometric parameters are determined from the measured values; a positioning unit designed to determine track positions of the measurements in question, wherein the track position corresponds to the measured position of the track system; a mapping unit designed to create a condition map of the track system by entering the geometric parameters at positions on the condition map that correspond to their track position; a control unit designed to adjust parameters of a running gear of a moving rail vehicle based on the condition map.where, within a defined period before passing a position on the track, the chassis is adjusted based on the geometric parameters at the corresponding position on the status map.

[0018] The function of the device's components has already been described. The device is preferably designed for carrying out a method according to the invention.

[0019] The sensors are mounted on or inside the rail vehicle. During travel, they continuously measure a specific section of track in the vicinity of the vehicle. This can include the track section under the vehicle, in front of the vehicle, and even (although this is likely to be very rare in practice) behind the vehicle. A siding can also be measured. Indirect measurement is also possible, where the behavior of the car body is measured in conjunction with a known bogie parameter, and the track alignment is derived from this. The geometric parameters described above are generated from the collected measurement data.

[0020] The positioning unit preferably includes sensors for position determination; these can be, for example, GNSS sensors, but also sensors for vehicle odometry or for receiving balise signals. The positioning unit can also be designed to receive data on the position of the rail vehicle from another location. Since the position of the measured track section often does not correspond to the position of the rail vehicle, the positioning unit preferably includes a processing unit designed to calculate the position of a track section, or the position of a bogie or a sensor, from an absolute position and a known relative position. The positioning unit can also be designed to calculate a track position from camera images of a previously calibrated camera or from images from LiDAR or radar sensors.The positioning unit continuously correlates a successful measurement with a specific track position, enabling precise mapping on the status map. The positioning unit works closely with the sensors and provides the necessary coordinates for the mapping unit.

[0021] The mapping unit is used to create the track condition map. Here, the data supplied by the sensors and the position unit are compiled into the track condition map. The map contains relevant geometric parameters assigned to their respective track positions. It can be a (two- or three-dimensional) map of the track system, incorporating track features. Alternatively, it can be an abstract (one- or two-dimensional) map in which control commands are spatially resolved across a route. The mapping unit can consist of a processing unit and a storage unit. The processing unit generates the information for the track condition map and stores it in the storage unit, where it can be retrieved.

[0022] The control unit ensures the adjustment of the chassis parameters. Based on the information stored in the track map, the control unit dynamically adjusts the chassis parameters of the rail vehicle during its journey. Since locations with special features are known through the track map, adjustments can be made shortly before the rail vehicle reaches a relevant point on the track. This ensures optimal operation, taking into account the current geometry and condition of the track. The control unit is the final link, translating the collected and processed data from the other units into concrete chassis adjustments. It can also function as a computing unit, receiving information about the rail vehicle's position and continuously checking the track map for upcoming special features.If the rail vehicle is expected to cross an upcoming track section with a special feature within a specified timeframe, the control unit automatically generates control commands for a number of actuators, causing a change to at least one of the rail vehicle's bogies. For example, a gradient can be set shortly before negotiating a curve.

[0023] With regard to the invention, it should be noted that rail vehicles frequently travel the same route. They therefore regularly traverse the same track sections and thus experience the same track geometry. From the perspective of chassis parameterization, this fact can be exploited by storing the current track geometry in the condition map in order to use this information for "predictive" parameterization during the next passage. For this purpose, the current track geometry is measured at different locations, for example, by vibration sensors, by measuring the response of the active chassis control, or by perception sensors. This information, along with the location information, is stored in the condition map (a digital map). Static information such as track alignment (e.g., horizontal curve radius, vertical superelevation, or curve radii) or dynamic information such as... can be included.Rail wear or positional deviation.

[0024] The condition map then serves as an information medium to establish a geographical correlation between these parameters. In addition, the condition map can also be used as a communication medium to exchange this information between vehicles. For example, a preceding train can transmit the current track conditions to a following train so that its undercarriage can react accordingly. Furthermore, the location-specific condition information can be used for monitoring by the infrastructure operator, for instance, to monitor the current wear and tear on the track and to rectify defects at an early stage.

[0025] By incorporating information about the existing track layout and condition, the entire vehicle-chassis-track system is used as the basis for chassis control. In contrast to current active and semi-active systems, this allows for more precise measurement and therefore more precise control. The system design may require fewer safety margins, resulting in cost savings. If the vehicle is traveling on a previously traversed section of track, it can utilize its "memory" and adjust its chassis accordingly. By sharing information between vehicles, the most up-to-date information can be used. This ensures that current track information is always available, particularly on heavily trafficked corridors.The measured position can also be recorded and transmitted to the infrastructure operator for track diagnostics, enabling continuous rail condition monitoring. This not only optimizes ride comfort, speed, and safety, but can also reduce wear on track curves and minimize vibrations affecting the surrounding environment (e.g., in densely populated areas).

[0026] A rail vehicle according to the invention comprises a number of active or semi-active bogies and a device according to the invention, wherein the control unit is designed to adjust the number of bogies.

[0027] A rail vehicle system according to the invention comprises a plurality of rail vehicles according to the invention, wherein the rail vehicles are designed to transmit measurement data or geometric parameters to each other. This has the significant advantage that a condition map can be created collaboratively, and therefore more quickly and reliably. Preferably, the rail vehicle system additionally comprises a central unit designed to receive measurement data and / or geometric parameters from the rail vehicles and to create a condition map. The central unit can, for example, be a central monitoring station or control center. A signal box can also serve as a central unit for a specific track section.

[0028] The function of the components of the rail vehicle system has already been described above. The rail vehicle system is preferably designed to carry out a method according to the invention.

[0029] The invention can be implemented, in particular, in the form of a computer unit with suitable software. The computer unit can, for example, comprise one or more cooperating microprocessors or the like. In particular, it can be implemented in the form of suitable software program components within the computer unit. A largely software-based implementation has the advantage that even previously used computer units can be easily retrofitted by a software or firmware update to operate according to the invention. In this respect, the problem is also solved by a corresponding computer program product with a computer program that can be directly loaded into a memory device of a computer unit, containing program sections to execute all steps of the method according to the invention when the program is run in the computer unit.In addition to the computer program itself, such a computer program product may include additional components such as documentation and / or additional components, including hardware components such as hardware keys (dongles, etc.) for using the software.

[0030] For transport to the computer unit and / or for storage on or in the computer unit, a computer-readable medium, such as a memory stick, a hard drive or other portable or permanently installed data carrier, can be used, on which the program sections of the computer program that can be read and executed by a computer unit are stored.

[0031] Further, particularly advantageous embodiments and developments of the invention result from the dependent claims and the following description, wherein the claims of one claim category may also be further developed analogously to the claims and description parts of another claim category and, in particular, individual features of different embodiments or variants may be combined to form new embodiments or variants.

[0032] According to a preferred embodiment of the method, additionally known information about geometric parameters of the track system is included in the condition map, preferably information about the track alignment, in particular about horizontal curve radii, vertical curve contours or superelevations, and the location of turnouts. In this way, a condition map with general information can be created very quickly, into which specific details, e.g., track defects, can then be entered.

[0033] It is preferred that, in one embodiment of the method, the geometric parameters include values ​​from at least one parameter belonging to the group consisting of track irregularities, curve radii, superelevation, rounding, rail wear, positional deviation, switches, track damage, and level track alignment (i.e., optimal running). These are important characteristics that can be compensated for by adjusting the chassis.

[0034] It is preferred that, in one embodiment of the method, the track position of one or more rail vehicles is measured during their journey, and the resulting geometric parameters of the rail vehicles are entered together into at least one state map. A single state map can be shared, preferably hosted and managed by a central system. However, it is also possible for each rail vehicle to enter values ​​into its own state map. Hybrid forms are also possible, in which a map is created jointly, but each rail vehicle carries this map on board. It is preferred that the rail vehicles exchange measured values ​​or geometric parameters with each other or send them to a central system.

[0035] In one embodiment of the method, it is preferred that a condition map is created and maintained at a central location. It is also preferred that rail vehicles retrieve information from the condition map from the central location. The location-specific condition information can be used for monitoring by the infrastructure operator, for example, to monitor the current wear and tear of the track and to rectify defects at an early stage.

[0036] In one embodiment of the method, it is preferred that a state map is created and used in one of the rail vehicles. It is further preferred that several state maps are created and used in different rail vehicles. For example, a preceding train can transmit the current track conditions to a following train so that its undercarriage can react accordingly.

[0037] It is preferred that, in one embodiment of the method, the defined period before passing through a position of inertia corresponds to the effect of adjusting parameters of a bogie until its state change. The bogie should be adjusted accordingly at the location of an anomaly in the track system.

[0038] It is preferred that, in one embodiment of the method for surveying the track system, a number of sensors from the group consisting of vibration sensors, gravity sensors, cameras, perception sensors, light section sensors, inertial navigation systems, GNSS sensors, motion sensors for measuring the intrinsic movement of a car body, and tilt sensors are used. It is particularly preferred to use an inertial measurement unit (IMU), which is a combination of acceleration and yaw rate sensors.

[0039] It is preferred that, if new geometric parameters are determined for a track position, they be compared with the corresponding existing geometric parameters. This allows changes to the track layout, such as new damage or repairs, to be taken into account. In case of a discrepancy, the old geometric parameters can be replaced by the new ones. Alternatively or additionally, in case of a discrepancy, an average value can be calculated from the old and new geometric parameters. Alternatively or additionally, if more than two corresponding geometric parameters are available, a single geometric parameter can be selected that corresponds to the majority of the geometric parameters from multiple measurements at that track position.

[0040] Alternatively or additionally, in the event of a deviation, a corresponding notification can be issued to an infrastructure operator so that they can react to the change in status. The degree of the deviation can also be taken into account, and an anomaly (special occurrence) can only be recorded if the deviation reaches a certain threshold.

[0041] Preferably, a section of the track is measured multiple times from different positions of the rail vehicle. The condition of this section is then determined by comparing these multiple measurements. For example, a perception sensor system continuously records images. Sections of the track in front of the rail vehicle are photographed multiple times. Since defects are perceived differently from different angles, it appears advantageous to evaluate several images of the same section.

[0042] The use of AI-based methods (AI: "Artificial Intelligence") is preferred for the method according to the invention. Artificial intelligence is based on the principle of machine learning and is generally implemented using a learning algorithm that has been trained accordingly. The English term "machine learning" is frequently used for machine learning, and this also includes the principle of "deep learning." AI can be used, in particular, for classifying geometric parameters, for segmenting images or other recordings and classifying segmented elements, or for assessing when which control commands should be sent to actuators.

[0043] Preferably, components of the invention, in particular the state map, are provided as a "cloud service." Such a cloud service serves to process data, especially using artificial intelligence, but can also be a service based on conventional algorithms or a service where human evaluation takes place in the background. Generally, a cloud service (hereinafter also referred to simply as "cloud") is an IT infrastructure in which, for example, storage space or computing power and / or application software is provided via a network. Communication between the user and the cloud takes place via data interfaces and / or data transmission protocols. In the present case, it is particularly preferred that the cloud service provides both computing power and application software.

[0044] In a preferred method, data obtained within the scope of the invention is provided to the cloud service via the network. This cloud service comprises a computing system that typically does not include the user's local computer. The method can be implemented using a command structure within a network. The data processed in the cloud is subsequently sent back to the user's local computer via the network.

[0045] The invention is explained in more detail below with reference to the accompanying figures and exemplary embodiments. The same components are designated with identical reference numerals in the various figures. The figures are generally not to scale. They show: Figure 1 a rail vehicle with a device according to the invention, Figure 2 a block diagram of a method according to the invention, Figure 3a track system with a rail vehicle system according to the invention, Figure 4 An example of a survey of a railway track system.

[0046] Figure 1 Figure 1 shows a rail vehicle 1 with a device 3 according to the invention for parameterizing the running gear of the rail vehicle 1. The device 3 comprises a number of sensors 4 (here, for example, perception sensors at the front and rear), a position unit 6, a map unit 7, and a control unit 8. The control unit 8 acts on running gear control modules 8*, which control the actuators of the actively controlled running gear 2. The running gear control modules 8* can be considered as independent units that are controlled or as part of the control unit 8.

[0047] The sensors 4 are used to determine geometric parameters G of a track system (see. Figure 2) during the journey of the rail vehicle 1, wherein the sensors 4 continuously measure an area of ​​the track system in front of the rail vehicle 1 (e.g. Figure 4The two sensors 4 are positioned for different directions of travel. Geometric parameters G are then determined from the measured values. The position unit 6 is used to determine track positions P of the relevant surveys, where the track position P corresponds to the surveyed position of the track system. The map unit 7 is used to create a condition map Z of the track system by entering the geometric parameters G at positions on the condition map Z that correspond to their track position P. The control unit 8 is used to set parameters of a bogie 2 of a moving rail vehicle 1 based on the condition map Z, whereby, within a defined period before passing a position on the track system, the bogie 2 is set at the corresponding position on the condition map Z based on the geometric parameters G.

[0048] Figure 2shows a block diagram of a method according to the invention for the chassis parameterization of rail vehicles 1.

[0049] In step I, geometric parameters G of a track system 5 are determined, preferably representing its special characteristics. Both the track alignment and the track geometry error 5 should be measured here in order to cover as broad a range as possible. This is carried out while several rail vehicles 1 are in motion, with sensors 4 on each rail vehicle 1 repeatedly measuring an area of ​​the track system in the vicinity of the rail vehicle 1, and geometric parameters G are determined from the measured values.

[0050] In step I, a track position P of the relevant surveys is also determined, whereby the track position P corresponds to the surveyed position of the track system.

[0051] In step II, a state map Z of the track system is created by entering the geometry parameters G at positions on the state map Z that correspond to their track position P.

[0052] In step III, parameters of a chassis 2 of a moving rail vehicle 1 are set based on the state map Z, whereby in a defined period before passing through a position of the track system, the chassis 2 is set at the corresponding position of the state map Z based on the geometry parameters G.

[0053] Figure 3Figure 1 shows a track system 5 with a rail vehicle system 9 according to the invention. In this example, the rail vehicle system 9 consists of three rail vehicles 1 that travel on this track system 5. Each rail vehicle 1 measures a section of the track system 5 that it is currently traversing and transmits its geometric parameters G to the other reachable rail vehicles 1 and to a central control unit 10. It can be seen here that the rail vehicles 1 on the far right and far left have no contact with each other. However, they receive all necessary information via the central control unit 10.

[0054] Figure 4Figure 1 shows an example of a survey of a track system 5. Image A from perception sensors 4, depicting the track area ahead, is shown. On the left is an image showing a view of the area in front of the rail vehicle 1. An obstacle on the tracks is visible, as well as points indicating track positions P. On the right is a calculated top-down view of the scene, also derived from the data of the perception sensors 4. A total of two obstacles on the track are visible. While obstacle detection is the primary function of the perception sensors 4, they can also be used within the scope of the invention to survey the track system 5 itself.

[0055] Finally, it should be noted once again that the invention described in detail above merely represents exemplary embodiments, which can be modified in various ways by a person skilled in the art without departing from the scope of the invention. Furthermore, the use of the indefinite articles "a" or "an" does not preclude the possibility that the features in question may be present multiple times. Likewise, terms such as "unit" do not preclude the possibility that the components in question consist of several interacting sub-components, which may also be spatially distributed. The term "a number" should be read as "at least one." Regardless of the grammatical gender of a particular term, persons of male, female, or other gender identities are included. Reference symbol list

[0056] 1 Rail vehicle 2 Chassis 3 Device 4 Sensor 5 Track system 6 Positioning unit 7 Card unit 8 Control unit 8 Chassis control module 9 Rail vehicle system 10 Central unit A Recording G Geometry parameters P Track position Z Status card

Claims

1. A method for parameterizing the bogies (2) of railway vehicles (1) with a bogie (2) having controllable properties, the method comprising the steps of: - Determining geometric parameters (G) of a track system (5) during the movement of a number of railway vehicles (1), wherein sensors (4) on the respective railway vehicle (1) repeatedly measure an area of ​​the track system (5) in the vicinity of the railway vehicle (1) and determine geometric parameters (G) from the measured values, - Determining a track position (P) of the relevant measurements, wherein the track position (P) corresponds to the measured position of the track system (5), - Creating a state map (Z) of the track system (5) by entering the geometric parameters (G) at positions on the state map (Z) that correspond to their track position (P), - Setting parameters of a bogie (2) of a moving railway vehicle (1) based on the state map (Z),wherein, within a defined period of time before passing through a position of the track system (5), the chassis (2) is adjusted to the corresponding position on the state map (Z) based on the geometry parameters (G).

2. Method according to claim 1, wherein additionally previously known information about geometric parameters (G) of the track system (5) is included in the state map (Z), preferably information about a track alignment, in particular about horizontal curve radii of curves, vertical roundings or superelevations, position of switches.

3. Method according to one of the preceding claims, wherein geometry parameters (G) comprise values ​​of at least one parameter from the group consisting of track irregularities, curve radii, roundings, superelevations, rail wear, positional deviation, switches, damage to the track and level track alignment.

4. Method according to one of the preceding claims, wherein one or more rail vehicles (1) measure the track position (5) during their journey and the resulting geometry parameters (G) of the rail vehicles (1) are entered together into at least one state map (Z), preferably wherein the rail vehicles (1) exchange measured values ​​or geometry parameters (G) among themselves or send them to a central office (10).

5. Method according to one of the preceding claims, wherein a status map (Z) is created and kept available at a central station (10), preferably wherein rail vehicles (1) retrieve information from the status map (Z) from the central station (10).

6. Method according to one of the preceding claims, wherein a state map (Z) is created and used in one of the rail vehicles (1), preferably wherein several state maps (Z) are created and used in different rail vehicles (1).

7. Method according to one of the preceding claims, wherein the defined period before passing through a position of inertia corresponds to the effect of an adjustment of parameters of a chassis (2) until its state change.

8. Method according to one of the preceding claims, wherein a number of sensors (4) of the group consisting of vibration sensors, gravity sensors, cameras, perception sensors, light section sensors, inertial navigation systems, GNSS sensors (4), motion sensors for measuring the self-movement of a car body and tilt sensors are used for measuring the track system (5).

9. A method according to one of the preceding claims, wherein, in the event that new geometry parameters (G) are determined for a track position (P), these are compared with the corresponding existing geometry parameters (G) and, in the event of a deviation, - the old geometry parameters (G) are replaced by the new ones, and / or - a mean value is determined from the old and the new geometry parameters (G), and / or - if more than two corresponding geometry parameters (G) are present, a geometry parameter (G) is selected that corresponds to the majority of the geometry parameters (G), and / or - a corresponding notification is issued to an infrastructure operator.

10. Device (3) for chassis parameterization (2) of railway vehicles (1) with a chassis (2) having controllable properties, the device (3) comprising: - a number of sensors (4) designed to determine geometric parameters (G) of a track system (5) during the movement of a number of railway vehicles (1), wherein sensors (4) on the respective railway vehicle (1) repeatedly measure an area of ​​the track system (5) in the vicinity of the railway vehicle (1) and geometric parameters (G) are determined from the measured values, - a position unit (6) designed to determine track positions (P) of the measurements in question, wherein the track position (P) corresponds to the measured position of the track system (5), - a map unit (7) designed to create a state map (Z) of the track system (5) by entering the geometric parameters (G) at positions on the state map (Z) that correspond to their track position (P),- a control unit (8) designed for setting parameters of a chassis (2) of a moving rail vehicle (1) based on the state map (Z), wherein, within a defined period before passing through a position of the track system (5), the chassis (2) is set at the corresponding position of the state map (Z) based on the geometry parameters (G).

11. Rail vehicle (1) comprising a number of active or semi-active bogies (2) and a device (3) according to claim 10, wherein the control unit (8) is designed to adjust the number of bogies (2).

12. Railway vehicle system (9) comprising a plurality of railway vehicles (1) according to claim 11, wherein the railway vehicles (1) are designed to transmit measurement data and / or geometry parameters (G) to each other, preferably wherein the railway vehicle system (9) additionally comprises a central unit (10) designed to receive measurement data and / or geometry parameters (G) of the railway vehicles (1) and to create a status map (Z).

13. Computer program product comprising instructions which, when the program is executed by a computer, cause it to perform the steps of the method according to any one of claims 1 to 9.

14. Computer-readable storage medium comprising instructions which, when executed by a computer, cause the computer to perform the steps of the method according to any one of claims 1 to 9.

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