Method and device for bogie parameterization of rail vehicles

Abstract

Method and apparatus for chassis parameterization of rail vehicles. The invention relates to a method for chassis parameterization (2) of rail vehicles (1) with a chassis (2) having controllable properties, wherein a number of perception sensors (4) on the rail vehicle (1) repeatedly measure an area of ​​the track system (5) in the surrounding area during its journey, and track positions (P) of the respective measurements are also determined, the method comprising the steps: - making a number of recordings (A) of the track system (5) by a number of perception sensors (4), - determining the respective track position (P) during the making of the number of recordings (A), wherein the track position (P) corresponds to the recorded position of the track system (5), - generating geometry parameters (G) from the recordings (A) of the track system (5), wherein geometry parameters (G) are determined at positions of the track system (5).- Setting parameters of a chassis (2) of a moving rail vehicle (1) based on the geometric parameters (G), wherein, within a defined period before passing through a position of the track system (5), the chassis (2) is set at the corresponding track position (P) of the track system (5) based on the geometric parameters (G). The invention further 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 parameterizing chassis parameters via perception-based track geometry detection.

[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, wherein a number of perception sensors on the rail vehicle repeatedly measure an area of ​​the track system in the vicinity during its journey, and the track positions of the respective measurements are also determined. The method comprises the following steps: Taking a number of recordings of the track system using a number of perception sensors, determining the respective track position during the taking of the number of recordings, wherein the track position corresponds to the recorded position of the track system, generating geometry parameters from the recordings of the track system, wherein geometry parameters are determined at positions of the track system, setting parameters of a running gear of a moving rail vehicle based on the geometry parameters, wherein in a specified period before passing through a position of the track system the running gear is set based on the geometry parameters at the corresponding track position of the track system.

[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 geometric parameters are created from the survey results. These can be collected, in particular, on a map (state map). If the position and speed of a rail vehicle are known, the geometric parameters can be used to easily determine the characteristics of the next track section to be traversed and to control the bogies accordingly. For example, if a curve is expected, active steering can guide the bogies 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 track ahead of the rail vehicle. However, this requires the creation of the geometric parameters that specify the exact characteristics of the track.

[0010] As a rail vehicle travels its route, perception sensors on the vehicle repeatedly measure a specific area of ​​the track in front of it. The area behind or beneath the rail vehicle can also theoretically be measured. Even a siding can be surveyed. By analyzing these measurements, for example, by evaluating the recordings, geometric parameters of the track can be determined, such as radii of curvature, angles of inclination, deviations from the ideal geometry, and damage.

[0011] First, a number (preferably a plurality) of images of the track are acquired using a number of perception sensors. These perception sensors are preferably mounted inside or outside the rail vehicle. Perception sensors themselves are well known and are already used on rail vehicles. However, they have so far only served for obstacle detection. Within the scope of the invention, they are also used to determine information about the track alignment in order to then use this as a measured variable in the chassis control system. In practice, the existing tracks can be captured using camera, LiDAR, or radar sensors (preferably perception sensors), and the data can be evaluated in real time. In particular, the track alignment can be extracted from the data. Furthermore, the more precise structure of the tracks, such as unevenness, could be determined using suitable radar devices.Since obstacle detection and localization must be safety-compliant, the safety load can also be assumed if necessary.

[0012] For the recordings made, the position on the track ("track position") is determined. This can be a relative distance to the rail vehicle or an absolute position when the absolute position of the rail vehicle is also known. In the prior art, the relative distance of obstacles to the rail vehicle can be determined. This also makes it possible to determine the relative distance of any point in the recording to the rail vehicle. It should be noted that with knowledge of the absolute position of the rail vehicle, e.g., through satellite-based positioning (GNSS), vehicle odometry, or balise signals, the absolute position of the relevant track section can also be determined.

[0013] The geometric parameters are preferably determined continuously. "Geometry 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, geometry 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.

[0014] All specific geometric parameters are determined in conjunction with the respective track position, and in particular their relative distance to the rail vehicle. Ideally, a geometric parameter thus provides a current overview of the condition and geometry of the track in front of the rail vehicle. The running gear parameters can therefore be determined directly in the vehicle based on these geometric parameters. Additionally, a condition map can be generated from the geometric parameters and the (absolute) position data.

[0015] The current track quality is therefore measured by the perception sensors and represented by the geometry parameters.

[0016] Regarding safety requirements, it is advisable to define a predefined bandwidth for each parameter in the parameter control system. 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). Should a parameter setting be calculated outside the predefined bandwidth due to errors in the virtual map (e.g., measurement errors or reaching maintenance limits on the track), the parameter should be set to a safety value, and an error message should be displayed to the driver or the control center.

[0017] Ideally, the geometry parameters now provide a clear picture of the track layout ahead of the train. The chassis can then be adapted to the track. This is done as follows: While the train is traveling, the area ahead is measured using perception sensors, geometry parameters are determined, and it is identified whether any special features are to be expected within the recorded area. These special features could include, for example, unevenness, curves, switches, or superelevation. If so, the chassis parameters are dynamically adjusted. This adjustment preferably occurs in real time to ensure optimal driving performance, 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. Before, for example,When 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.

[0018] It should be noted that active control using actuators is preferred, as these can directly introduce forces, for example, between the chassis and the car body. It is particularly advantageous that this control system is designed to always press a wheel against the rail with the same force. This is easily achieved with predictive control thanks to the state map. This also allows track irregularities to be continuously compensated for, so that ideally no vibrations resulting from track excitation reach the car body.

[0019] In summary, the technical process is as follows: 1) Recording of the track using perception sensors 2) Classification of the track into standard track alignments (classification of track alignment deviations, unevenness) and determination of further parameters such as the track alignment itself (horizontal curve radius, vertical curves, superelevation, ...) 3) Processing of the track parameters for chassis parameter control.

[0020] 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 perception sensors designed to take a number of recordings of the track system, a position unit designed to determine the respective track position during the taking of the number of recordings, wherein the track position corresponds to the recorded position of the track system, a geometry unit designed to generate geometry parameters from the recordings of the track system, wherein geometry parameters of the track system are determined, a control unit designed to set parameters of a running gear of a moving rail vehicle based on the geometry parameters, wherein, within a specified period before passing through a position of the track system, the running gear is set at the corresponding track position of the track system based on the geometry parameters.

[0021] 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.

[0022] Perception sensors are known in the prior art. Likewise, the determination of the distance between points in the images from perception sensors, and thus the position unit, is known in the prior art. However, the latter is currently only used to determine the distance to obstacles.

[0023] The geometry unit can be a computing unit. It determines the condition of the track ahead from the recordings of the perception sensors.

[0024] The control unit ensures the adjustment of the chassis parameters. Based on the geometry parameters, the control unit dynamically adjusts the chassis parameters of the rail vehicle during its journey. This guarantees 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. The control unit can be a computing unit that receives information about the rail vehicle's position and continuously checks the track map for upcoming features. If it is expected that the rail vehicle will cross an upcoming track section with a feature within a given timeframe, the control unit automatically generates control commands for a number of actuators, resulting in a change to at least one of the rail vehicle's chassis.For example, a tilt can be set shortly before a curve is driven through.

[0025] 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.

[0026] 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 and / or geometric parameters to one another. This has the significant advantage that a condition map can be created collaboratively. Preferably, the rail vehicle system additionally comprises a central unit designed to receive measurement data and / or geometric parameters from the rail vehicles and preferably also 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.

[0027] 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.

[0028] 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.

[0029] 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.

[0030] 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.

[0031] It is preferred that in one embodiment of the method at least one of the perception sensors records at least the area in front of the rail vehicle and is preferably a camera and / or a LiDAR sensor and / or a RADAR sensor.

[0032] According to a preferred embodiment of the method, the geometric parameters are generated by classifying the track into standard track alignments. This classification preferably includes a categorization of several parameters from the group consisting of track alignment deviations, unevenness, rail wear, track geometry, curve radii, superelevation, turnouts, track damage, and level track. These are important characteristics that can be compensated for by adjusting the chassis.

[0033] It is preferred that in one embodiment of the method for adjusting parameters of the chassis, its damping is changed and / or its suspension is changed and / or, in the case of a chassis with active tilting technology, its inclination is changed and / or, in the case of a chassis with "active steering" characteristics, its steering state is changed.

[0034] It is preferred that, in one embodiment of the method, measured values ​​of the number of perception sensors and / or geometric parameters are sent to a central unit. It is also preferred that information about the track system, in particular a condition map generated by the rail vehicle, is retrieved by the central unit. The location-based 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.

[0035] Preferably, the procedure includes the following additional steps: Creating a condition map by entering the geometry parameters at positions on the condition map that correspond to their track position; adjusting the parameters of a running gear of a moving rail vehicle based on the condition map, whereby, within a specified period before passing through a position, the running gear is adjusted based on the geometry parameters at the corresponding position on the condition map.

[0036] It is preferred that a condition map is created and used in one of the rail vehicles. It is further preferred that multiple condition 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 running gear can react accordingly.

[0037] It is preferred that the specified time period before passing through a position of inertia corresponds to the effect of a parameter adjustment 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, sections of the track are repeatedly recorded from different positions of the rail vehicle, and the condition of these sections is determined by comparing these multiple recordings. The perception sensors continuously record images. Sections of the track in front of the rail vehicle are recorded multiple times. Since defects are perceived differently from different angles, it appears advantageous to evaluate several recordings of the same section.

[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 system, 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, one geometric parameter can be selected that corresponds to the majority of the geometric parameters from multiple measurements at that track position. Alternatively or additionally, in case of a discrepancy, a corresponding notification can be issued to an infrastructure operator so that they can react to the change in condition.The degree of deviation can also be taken into account, and an anomaly (special feature) can only be recorded if a certain degree of deviation is reached.

[0040] 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 recordings from perception sensors and classifying segmented elements, or for assessing when which control commands should be sent to actuators.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] Figure 1 Figure 1 shows a rail vehicle 1 with a device 3 according to the invention for parameterizing the chassis of the rail vehicle 1. The device 3 comprises a number of perception sensors 4 at the front and rear, a position unit 6, a geometry unit 7, and a control unit 8. The control unit 8 acts on chassis control modules 8*, which control the actuators of the actively controlled chassis 2. The chassis control modules 8* can be considered as independent units that are controlled separately or as part of the control unit 8.

[0045] The perception 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 perception sensors 4 continuously measure an area of ​​the track system in front of the rail vehicle 1 (e.g. Figure 4 The two perception sensors 4 are positioned for different directions of travel. The position unit 6 is used to determine track positions P of the relevant surveys, where track position P corresponds to the surveyed position of the track system. The geometry unit 7 is used to create the geometry parameters G of the track system by determining the geometry parameters G from the measured values ​​taken at track positions P. The control unit 8 is used to set parameters of a bogie 2 of a moving rail vehicle 1 based on the geometry parameters G, whereby, within a defined period before passing a position of the track system, the bogie 2 is set at the corresponding position based on the geometry parameters G.

[0046] Figure 2 shows a block diagram of a method according to the invention for the chassis parameterization of rail vehicles 1.

[0047] 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 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. Track positions P of the respective measurements are also determined, where the track position P corresponds to the measured position of the track system.

[0048] In step II, a state map Z of the track system is additionally created by entering the geometry parameters G at positions on the state map Z that correspond to their track position P.

[0049] In step III, parameters of a chassis 2 of a moving rail vehicle 1 are set based on the geometry parameters G of 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.

[0050] 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.

[0051] 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.

[0052] 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

[0053] 1 Rail vehicle 2 Chassis 3 Device 4 Perception sensor 5 Track system 6 Positioning unit 7 Geometry 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 map

Claims

1. A method for parameterizing the bogies (2) of railway vehicles (1) with a bogie (2) having controllable properties, wherein a number of perception sensors (4) on the railway vehicle (1) repeatedly measure an area of ​​the track (5) in the surrounding area during its journey, and track positions (P) of the respective measurements are determined, the method comprising the steps of: - taking a number of images (A) of the track (5) by a number of perception sensors (4), - determining the respective track position (P) during the taking of the number of images (A), wherein the track position (P) corresponds to the recorded position of the track (5), - generating geometry parameters (G) from the images (A) of the track (5), wherein geometry parameters (G) are determined at positions of the track (5), - setting parameters of a bogie (2) of a moving railway vehicle (1) based on the geometry parameters (G).wherein, within a defined period of time before passing through a position of the track system (5), the chassis (2) is adjusted at the corresponding track position (P) of the track system (5) based on the geometry parameters (G).

2. Method according to claim 1, wherein at least one of the perception sensors (4) records at least the area in front of the rail vehicle (1) and is preferably a camera and / or a LiDAR sensor and / or a RADAR sensor.

3. Method according to one of the preceding claims, wherein to generate the geometry parameters (G) a classification of the track into standard track alignments is carried out, preferably comprising a classification of a number of parameters of the group track alignment deviations (5), unevenness, rail wear, alignment, curve radii, superelevation, switches, damage to the track and level track alignment.

4. Method according to one of the preceding claims, wherein, in order to adjust parameters of the chassis (2), its damping is changed and / or its suspension is changed and / or, in the case of a chassis (2) with an active tilting technology, its inclination is changed and / or, in the case of a chassis (2) with "active steering" properties, its steering state is changed.

5. Method according to one of the preceding claims, wherein measured values ​​of the number of perception sensors (4) and / or geometry parameters (G) are sent to a central unit (10), preferably wherein information of the track system (5), in particular a status map (Z) is also retrieved by the rail vehicle (1) from the central unit (10).

6. A method according to any of the preceding claims, comprising the additional steps of: - creating a state map (Z) by entering the geometry parameters (G) at positions on the state map (Z) corresponding to their track position (P), - setting parameters of a bogie (2) of a moving rail vehicle (1) based on the state map (Z), wherein, within a defined period before passing a position, the bogie (2) is set based on the geometry parameters (G) at the corresponding position on the state map (Z), preferably 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 areas of the track system (5) are repeatedly recorded at different positions of the rail vehicle (1) and the condition of these areas is determined by combining these multiple recordings (A).

9. 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 existing geometry parameters (G) and, in the event of a deviation, - the old geometry parameters (G) are replaced by the new ones, and / or - an average value is determined from the old and the new geometry parameters (G), and / or - the infrastructure operator is notified of the deviation.

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 perception sensors (4) designed to make a number of recordings (A) of the track (5), - a position unit (6) designed to determine the respective track position (P) during the making of the number of recordings (A), wherein the track position (P) corresponds to the recorded position of the track (5), - a geometry unit (7) designed to generate geometry parameters (G) from the recordings (A) of the track (5), wherein geometry parameters (G) of the track (5) are determined, - a control unit (8) designed to adjust parameters of a chassis (2) of a moving railway vehicle (1) based on the geometry parameters (G),wherein, within a defined period of time before passing through a position of the track system (5), the chassis (2) is adjusted at the corresponding track position (P) of the track system (5) 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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