Patent Description:
In the railway sector, maintenance operations are required on the railway line at quite regular intervals. These operations may be small maintenance operations or more substantial operations, which require the preparation of a railway construction site.

In both cases, these operations involve the use of machinery, tools, trains and materials of various types which, during the operations, may be positioned on the tracks or close to the latter.

When the maintenance activities are completed, the workers remove the equipment and the materials used in order to re-establish the circulation of trains along the railway line on which operations have been performed.

This activity is of critical importance since the failure to remove equipment and/or materials could constitute an obstacle for the train, which could therefore be damaged or, in the worst case, could be subject to a accident which is dangerous for individuals.

For this reason, before re-activating circulation, it is important to check the absence of obstacles to the circulation of trains.

However, the removal and control performed by the workers is, by its very nature, subject to human error.

In order to examine whether the railway line is clear, in some cases it is envisaged to travel along it with a railway vehicle guided by an authorised operator, who, proceeding at reduced speed, checks that the railway line does not have obstructions. This solution is, however, very slow and is in any case, even if only partly, carried out by human control.

Patent document <CIT> discloses a vehicle designed to travel along the tracks in order to inspect the line; the vehicle moves on the line autonomously, if necessary controlled remotely by an operator. However, this solution does not satisfy the need to inspect the railway line in a precise and efficient manner. Moreover, this solution is not very reliable, since the vehicle is easily subject to problems and faults in its movement along the railway line.

In addition to the above, it should be noted that in the sector of railway vehicles the use of large wheels is known, which roll on the tracks of the high speed railway line. These wheel solutions are subject to very high wear due to the high speed of rotation. Said wheels, in order to resist wear, are made of steel.

However, the production of steel wheels means that the wheels are very heavy and, therefore, the cost of moving the vehicle is greater.

Moreover, the vehicle which implements said wheels cannot be moved (manually) in an easy manner, precisely due to the heavy weight.

Moreover, again in the sector of industrial vehicles, the wheels receive motor torque from a central motor, which, using suitable transmission systems, transmits the torque to the drive wheels.

However, the weight of the transmission is very high and further increases the costs for moving the vehicle. Moreover, on very curved stretches, the speed of rotation of the wheels should be different, to avoid slipping of the wheels.

Thus, the weight of the vehicle affects the ease of installation of the vehicle on the track, as well as the removal from the track and the movement and transport of the vehicle. In effect, a lightweight object is very easy to handle, even just by a pair of railway workers.

Lastly, it should be noted that the prior art vehicles are driven and controlled manually, with the need to provide an operator on board who brakes, stops and restarts the vehicle according to the instructions which are given and the direct observations of the driver. This solution has obvious drawbacks, as it is subject to human error. Not less important, the presence of a driver requires that there is a control cabin, the overall size of which makes the vehicle necessarily not transportable manually.

In the technical sector relative to the wheels of vehicles for inspecting railway networks there are prior art solutions which are, for example, described in the following documents: <CIT>, <CIT>, <CIT>, <CIT> and<CIT>. However, these solutions are not very efficient in terms of ratios between wear (thus duration) of the wheel and weight of the wheel, which directly influences the consumption for moving the vehicle.

The aim of the invention is to provide vehicle and a method for inspecting a stretch of railway line which overcome the above-mentioned drawbacks of the prior art.

Said aim is fully achieved by the vehicle and the method according to the invention as characterised in the appended claims.

According to an aspect of the invention, a vehicle is provided for inspecting a railway line in a particularly reliable manner.

The vehicle comprises a supporting structure. The vehicle comprises a cover. The cover is associated with the supporting structure.

The vehicle comprises a plurality of rolling elements (plurality of wheels). The plurality of wheels is connected to the frame. The plurality of rolling elements is configured to come into contact with the tracks of the railway line, so as to allow the vehicle to move on the tracks, along a stretch of the railway line.

The vehicle comprises an inspection system. The inspection system comprises one or more sensors. The inspection system is configured to detect inspection data relative to the stretch of the railway line travelled by the vehicle.

The vehicle comprises an actuating unit. The actuating unit is associated with said plurality of rolling elements for transmitting a drive torque.

The vehicle comprises a control unit. The control unit is connected to the inspection system to receive the inspection data. The control unit is programmed to process the inspection data, for deriving information regarding the presence of obstacles to railway traffic along said stretch of railway line.

According to an embodiment, the control unit is programmed to control the actuating unit in response to the inspection data.

This makes it possible to monitor and control the vehicle autonomously, in such a way as to allow a control of the stretch of railway line which is assigned to the inspection system. In other words, the vehicle is an autonomous driving vehicle.

According to other embodiments, the vehicle is a remote manual driving vehicle, that is to say, the vehicle is driven remotely by an operator who sends driving signals to the control unit by means of a connection to the network.

According to an embodiment, the vehicle comprises an electricity accumulator. According to this embodiment, the actuating unit is powered with electricity. According to an embodiment, the actuating unit comprises a plurality of electric motors. Each electric motor of said plurality is associated with a corresponding rolling element of said plurality of rolling elements.

This embodiment makes it possible to obtain reduced weights and independent control of the individual rolling elements.

According to a further embodiment, the actuating unit comprises a central electric motor (or internal combustion engine), the drive torque of which is transmitted to each rolling element of said plurality by means of a transmission system.

According to an embodiment, the vehicle comprises, for each rolling element of said plurality, a corresponding movement sensor (also referred to below as position sensor). The movement sensor is configured to determine movement data (also defined below as dynamic data), preferably representing an angular position of the corresponding rolling element relative to the supporting structure, an angular speed of the corresponding rolling element and/or an angular acceleration of the corresponding rolling element. The control unit is configured for controlling the actuating unit in response to the movement data (dynamic data).

According to an embodiment, the cover of the frame surrounds, at least partly, one or more of the rolling elements of the plurality of rolling elements. More specifically, according to an embodiment, the cover surrounds all the rolling elements, even though each element is also only partly surrounded. According to other embodiments, the cover surrounds, partly or completely, only some rolling elements of said plurality.

The covering the rolling elements with the cover reduces the turbulence generated by the latter on the air and thus reduces the resistance of the air.

The vehicle extends along a longitudinal axis from a second end to a first end in a direction of forward movement. The cover extends longitudinally between a first longitudinal end and a second longitudinal end. The cover includes a lower wall, facing towards the ground. The cover includes an upper wall, opposite the lower wall.

According to an embodiment, the upper wall is in a advanced position relative to the lower wall along the longitudinal axis towards the first longitudinal end.

This feature makes it possible to increase the aerodynamic performance of the vehicle, reducing the overturning moment of the vehicle, thus obtaining negative lift.

The cover includes a rear wall. The rear wall connects the upper wall to the lower wall. The rear wall is perpendicular to the longitudinal axis. This truncated tail shape reduces the overall dimensions and the total weight of the vehicle.

According to an embodiment, the lower wall is smooth. Preferably, the lower part is made of a heat conductive material to favour the heat exchange of the internal systems, for example, but without limiting the scope of the invention, it might be made of aluminium.

This allows a laminar flow of the air which reduces the resistance of the air as the vehicle moves forward.

According to an embodiment, the supporting structure is a reticular structure. The supporting structure comprises a plurality of tubular elements. The supporting structure comprises a plurality of nodes. Each node is configured for connecting two or more tubular elements.

The reticular structure reduces the weight of the vehicle without adversely affecting the mechanical strength.

According to an embodiment, the supporting structure is a hyperstatic structure. The reticular structure comprises a plurality of articulated couplings.

Each articulated coupling includes a rotary hinge. Each articulated coupling is housed in a corresponding housing of a node and connected to a tubular element of said plurality, for allowing a relative rotation between the node and the tubular element coupled on it.

The articulated couplings allow, during assembly of the supporting structure, a relative rotation between the tubular element and the node. However, during use of the vehicle, the articulated couplings are constrained to the rotation with the tubular element and the node, making the structure hyperstatic.

The articulated couplings allow an easier assembly of the reticular structure which, since it is hyperstatic, could be difficult to assemble.

According to an embodiment, the vehicle comprises a localisation system. The localisation system is configured to determine a geographical position of the vehicle in real time. The localisation system preferably includes a GPS localisation system.

According to an embodiment, each rolling element of said plurality comprises a first portion, made of aluminium, and a second portion, made of plastic material and configured to enter into contact with the track of the railway line, and wherein the supporting structure is made of carbon.

According to an embodiment, the vehicle comprises a differential. The differential is configured for adjusting the rotation of each rolling element of said plurality of rolling elements.

The control unit comprises a communication module. The communication module is configured for sending the inspection data to a remote terminal. The communication module is configured for receiving control data from the remote terminal. The control unit is programmed to control the actuating unit in response to the control data.

The control unit includes a read and write memory. The read and write memory contains reference values for one or more control parameters. The control unit is programmed for controlling the actuation unit on the basis of said reference values.

The control parameters are selected from the following list:.

According to an embodiment, the control unit is programmed for controlling the actuation unit on the basis of said reference values.

According to an embodiment, the vehicle comprises a localisation system. The localisation system is configured to indicate, preferably but not necessarily in real time, a geographical position of the vehicle.

The control unit is programmed to stop the actuation unit for a geographical position having a distance from the geographical arrival position less than a predetermined distance.

This allows the vehicle to determine autonomously when it has reached the destination.

According to an embodiment, the control unit is programmed to receive distance data representing a distance in kilometres travelled by the vehicle. In other words, the control unit comprises a mileage counter, in such a way as to know in real time the distance travelled. According to an embodiment, the control unit is programmed to stop the actuating unit for distances greater than or equal to a maximum distance value.

In that way, if the vehicle follows a incorrect route, continuing to move away from the geographical destination position, the vehicle would stop (if necessary, with the possibility of reversing the route), on the basis of a predetermined criterion, based, for example, on the route travelled or on the position (measured, for example, by means of a GPS or other localisation system).

According to an embodiment, the vehicle comprises an electricity accumulator. The actuating unit is powered by the electricity accumulator. The control unit is programmed to receive autonomy data, representing an autonomy of the energy accumulator.

According to an embodiment, the control unit is programmed to stop the actuating unit for values of autonomy of the energy accumulator less than or equal to a predetermined autonomy value.

This always allows the geographical starting position to be always returned to, since, preferably, the predetermined autonomy value is equal to the value of electricity necessary to return the vehicle to the geographical starting position. In any case, this control allows, if the vehicle has not reached the destination, to stop the vehicle before the latter stops due to lack of power supply. In short, it allows the battery to be preserved, avoiding the complete discharge.

According to a possible embodiment, the control unit is also programmed to reverse a direction of travel of the vehicle for values of autonomy of the energy accumulator less than or equal to the predetermined autonomy value, to allow a return of the vehicle autonomously.

According to an embodiment, the control unit is programmed for calculating, preferably but not necessarily in real time, a value of a stopping parameter. The stopping parameter is calculated as the ratio between the distance in real time of the vehicle from the geographical destination position and the minimum distance of the vehicle from the geographical destination position.

According to an embodiment, the control unit is programmed to stop the actuating unit for a value of the stopping parameter greater than a predetermined value.

This control makes it possible to identify situations in which the vehicle moves towards the geographical destination position, but not sufficiently to ensure that the control unit recognises an arrival and therefore stops the vehicle. In that case, the vehicle, firstly moves towards the destination, reaching a minimum distance and then starts moving away. For this reason, by evaluating the trend of the control parameter, it is possible to evaluate whether the vehicle is moving away from the geographical destination position.

According to an example embodiment, the control unit is also programmed to control the automatic stopping of the vehicle, in response to (the processing of) inspection data; for example, in response to a detection of objects in front on the plane of travel of the vehicle.

According to an embodiment, said one or more sensors are configured for detecting inspection data for a zone in front of the vehicle. According to an embodiment, said one or more sensors are configured for detecting inspection data for a zone to the side of the vehicle.

According to an embodiment, said one or more sensors include a first Lidar unit, configured for scanning the zone in front of the vehicle. According to an embodiment, said one or more sensors comprise a second Lidar unit, configured for scanning the zone to the side of the vehicle.

According to a particularly advantageous embodiment, the vehicle comprises a third and a fourth Lidar unit. The third Lidar unit is configured for scanning the front zone of the vehicle, in such a way as to make the first Lidar unit redundant. The fourth Lidar unit is configured for scanning the side zone of the vehicle, in such a way as to make the second Lidar unit redundant.

According to this embodiment, the front scanning comprises two measurements which can be compared with each other to confirm the measurement, according to the current regulations in terms of safety in the railway sector. According to this embodiment, the lateral scanning comprises two measurements which can be compared with each other to confirm the measurement, according to the current regulations in terms of safety in the railway sector.

According to an embodiment, the second Lidar unit is positioned on an upper wall of the cover. According to an embodiment, the first Lidar unit is positioned in an advanced position relative to the second Lidar unit, along a direction of forward movement of the vehicle.

According to an embodiment, said one or more sensors include one or more video cameras. According to one of the possible embodiments, said one or more video cameras are in a stereo configuration. Said one or more video cameras are configured for detecting image data, representing images of the stretch of railway line. According to an embodiment, said one or more video cameras are RGB, infrared or thermal video cameras.

According to an embodiment, the control unit is programmed to process the image data in order to identify information regarding the nature of the objects which are encountered. The control unit is programmed to use object detection algorithms, for identifying the category of object encountered along the route.

The presence of the video cameras allows the image data to be used to determine the type of objects indicated, in order to provide information not only on the presence or absence of obstacles but also the nature of said obstacles.

According to an embodiment, the video cameras allow a video streaming visible by a user terminal and the video recording for a subsequent analysis.

According to an embodiment, the vehicle comprises at least one illuminator, that is to say, one or more illuminators. Preferably, the illuminator is positioned on the cover. The illuminator faces in the direction of forward movement.

According to an embodiment, the vehicle comprises a flashing light and/or a siren to signal its presence on a stretch of railway line.

According to an embodiment, the control unit is programmed to receive stretch data, identifying the stretch of the railway line. In other words, the stretch data represents the route defined by the stretch of railway line, that is to say, the presence of bends along the stretch of railway line. According to an embodiment, the control unit is programmed to control the actuating unit, on the basis of the stretch data, for adjusting a speed of travel of the vehicle in the presence of bends and/or tunnels.

According to an embodiment, the control unit is programmed to control the actuating unit on the basis of the inspection data.

According to an embodiment, the vehicle comprises a vibration sensor. The vibration sensor is configured for determining vibration data, representing a vibration of the vehicle.

According to an embodiment, the control unit is programmed to reduce a speed of forward movement of the vehicle for values of the vibration of the vehicle greater than a threshold value.

According to an embodiment, the vehicle comprises a sensor (inertial measuring unit), configured for detecting acceleration data, representing forces due to accelerations applied to the vehicle. The control unit is configured to receive the acceleration data and to determine, on the basis of the acceleration data, slipping and/or transversal forces of the vehicle.

According to an aspect of the invention, a system is provided for inspecting a railway line.

The system comprises a vehicle according to any of the features described above. The system comprises a processing unit, located in a stationary position, remote from the vehicle. The processing unit is equipped with a user interface, to allow a user to enter control data. The processing unit is programmed for receiving the inspection data from the vehicle. The processing unit is programmed to send the control data to the vehicle.

According to an aspect of the invention, a method is provided for inspecting a stretch of railway line.

The method comprises a step of preparing a self-propelled vehicle, configured to move on the tracks of the railway line by means of an actuating unit included in the vehicle. The vehicle is equipped with sensors for detecting inspection data indicating any obstacles to the railway traffic.

The method comprises a step of moving the vehicle along the stretch of railway line to be inspected. The method comprises a step of detecting inspection data relating to said stretch of line.

The method comprises a step of processing inspection data.

The method comprises a step of generating information regarding the presence of obstacles to railway traffic along the stretch of railway line inspected.

According to an embodiment, the method comprises a step of processing inspection data, preferably in real time, by a control unit of the vehicle.

The method comprises a step of autonomous driving of the vehicle, wherein the control unit of the vehicle controls the actuating unit in response to the processing of the inspection data.

According to an embodiment, the method comprises a step of setting reference values for one or more control parameters, in the control unit.

The method comprises a step of controlling the actuating unit on the basis of said reference values, by the control unit.

The method comprises a step of controlling the actuating unit, on the basis of the inspection data, of the vibration data and/or acceleration data, for limiting the speed or stopping the vehicle in the presence of front obstacles, high transversal accelerations and inadmissible vibrations.

It should also be noted that, according to an example embodiment, the vehicle is equipped with a signalling device (visual, acoustic or of another type), to indicate an outcome of the inspection; for example, in order to indicate whether anomalies have been identified or, on the other hand, the route has been found to be clear. The warning device is connected to the control unit of the vehicle. There is also a corresponding indication on the user terminal. For example, the indicator may include a luminous indication (red if anomalies have been identified, green if the route is clear) and a corresponding indication on the user terminal. A position along the line may also be associated with each alarm on the terminal.

A further aim of the invention is to provide a wheel and a method for moving a vehicle which overcome at least one of the above-mentioned drawbacks of the prior art.

Said aim is fully achieved by the wheel and the method according to the invention as characterised in the appended claims.

The invention provides a wheel of a vehicle for inspecting a railway line.

The wheel comprises a disc-shaped body. The disc-shaped body extends about an axis of rotation. The disc-shaped body comprises a first face. The disc-shaped body comprises a second face, opposite to the first face. The disc-shaped body comprises a side wall. The side wall is connected to the first and second faces. The side wall is configured to make contact (at least partly) with a track of the rail of the railway line.

The wheel comprises a wear element. The wear element is made of plastic material.

According to an embodiment, the side wall includes a first portion. The wear element is superposed on the first portion. The wear element defines a first contact surface. The first contact surface is designed to make contact with a rolling portion of the track. The rolling portion of the track is substantially parallel to the ground.

The wear element comprises a second portion. The second portion defines a second contact surface. The second contact surface is (substantially) inclined relative to the axis of rotation to make contact with a contact portion of the track. The contact portion of the track rises from the rolling portion and is therefore substantially perpendicular to the ground.

The presence and the positioning of the wear element allow a part of the wheel to be obtained which is more subject to wear, covered with a wear material. In this way, the disc-shaped body may be made of a material which has good mechanical strength characteristics but with reduced resistance to wear. The effect is that of being able to use materials which have a very low specific weight compared with that of steel.

According to an example embodiment, the first contact surface is inclined relative to the axis of the wheel which is variable along a direction parallel to the axis of the wheel. More specifically, the first contact surface has a first zone having a first inclination and a second zone, having a second inclination, greater than the first inclination. The first zone (the one less inclined) is connected to the second contact surface and is actually designed to make contact with the track. For this reason, it is almost substantially parallel to the axis of rotation of the wheel.

According to an embodiment, the second contact surface has a distance from the axis of rotation greater than that of the first contact surface.

According to an embodiment, the side wall comprises a circumferential step. The circumferential step separates the first portion from the second portion of the side wall. According to an embodiment, the height of the step, along a radial direction perpendicular to the axis of rotation, defines a maximum radial thickness of the wear element. In other words, the end distal from the axis of rotation of the step defines a connecting point between the first and second contact surfaces. Preferably, said point of contact does not comprise discontinuities, protuberances, steps. This allows homogeneous wear of the wear element.

According to the invention, the wheel comprises an electric motor.

The electric motor is integrated in the wheel. In other words, the electric motor forms an integral part of the wheel.

The electric motor includes a rotor. The rotor is connected to the disc-shaped body in order to rotate it. The electric motor comprises a stator. The stator can be associated with a frame of the vehicle.

This feature makes it possible to have an autonomous drive force implemented in the wheel, which varies as a function of the power supply of the electric motor. In this way, the speed of rotation of the wheel can be adjusted in real time, avoiding the need for a differential and/or transmissions in the vehicle, with all the obvious advantages in terms of overall dimensions and weight of the vehicle.

According to an embodiment, the wheel comprises a supporting plate. The supporting plate can be associated with the frame of the vehicle. The supporting plate is connected to the stator.

According to an embodiment, the vehicle comprises, for each wheel, a connecting counter-plate. The connecting counter-plate is connected to the connecting plate, for connecting the wheel to the vehicle.

According to an embodiment, the wheel comprises a shaft. The shaft is connected to the disc-shaped body. The shaft is connected to the rotor, for transferring the rotation of the rotor to the disc-shaped body. The shaft is supported by the supporting plate by one or more rolling bearings.

This embodiment makes it possible to obtain a rolling bearing with reduced dimensions, since it is positioned on the shaft which has a limited diameter. This further contributes to the reduction of the total weight of the wheel and, therefore, of the vehicle.

According to an embodiment, the wheel comprises a position transducer. The position transducer is configured to determine an angular position of the wheel relative to the frame of the vehicle.

The position transducer is configured to determine an angular position of the wheel relative to a frame of the vehicle and/or an angular speed of the wheel relative to the frame.

According to an embodiment, the position transducer is interposed, along the axis of rotation of the wheel, between the first face of the disc-shaped body and the supporting plate.

According to an embodiment, the disc-shaped body comprises a connecting hub. The disc-shaped body comprises a plurality of spokes. The disc-shaped body comprises an outer crown, defining the side wall.

According to a preferred embodiment, the disc-shaped body is made of aluminium. According to a preferred embodiment, the wear element is made of polyurethane.

According to an embodiment, the outer diameter of the wheel is included in a range of between <NUM> and <NUM>, preferably <NUM> and <NUM>, preferably <NUM> and <NUM>.

According to an aspect of the invention, the invention provides a method for moving along a track a vehicle for inspecting a railway line.

The method comprises a step of preparing a plurality of disc-shaped bodies, each extending about an axis of rotation, and including a first face, a second face, opposite the first face, and a side wall, connected to the first and the second face and configured to make contact with the track.

The method comprises a step of connecting disc-shaped bodies to a frame of the vehicle. The method comprises a step of rotating the disc-shaped bodies about the relative axes.

According to an embodiment of the method, the disc-shaped body rolls on a rolling portion of the track, resting on a first contact surface, formed by a wear element superposed on a first portion of the side wall of the respective disc-shaped body.

According to an embodiment of the method, the disc-shaped body comes into contact with a contact portion of the track in a second contact surface, defined by a second portion of the side wall of the respective disc-shaped body.

According to an embodiment, the method comprises a step of preparing a plurality of supporting plates and a corresponding plurality of electric motors, each electric motor having a rotor and a stator.

During said preparing step, each supporting plate is fixed to the frame of the vehicle. Each electric motor is interposed between a corresponding supporting plate and a respective disc-shaped body, with the stator fixed to the supporting plate and the rotor fixed to the disc-shaped body.

These and other features will become more apparent from the following detailed description of a preferred embodiment, illustrated by way of nonlimiting example in the accompanying drawings, in which:.

With reference to the accompanying drawings, the numeral <NUM> denotes a vehicle for inspecting a stretch of railway line. The vehicle <NUM> is configured to advance along a forward direction A in a forward versus VA. The vehicle <NUM> extends along the direction of forward movement between a first end 1A and a second end 1B. The vehicle <NUM> also extends along a transversal direction T, perpendicular to the direction of forward movement A. Lastly, the vehicle <NUM> has a height along the vertical direction V, perpendicular to the transversal direction T and to the direction of forward movement A.

The vehicle <NUM> comprises a supporting structure <NUM> which is configured to support the components of the vehicle <NUM> during its forward movement.

The vehicle <NUM> comprises a cover <NUM>. The cover <NUM> surrounds the supporting structure <NUM>. The cover <NUM> comprises one or more rounded corners. The cover <NUM> comprises curved profiles, in order to optimise the aerodynamic performance. The cover <NUM> comprises an upper wall <NUM> and a lower wall <NUM>. Preferably, the cover <NUM> comprises a front wall <NUM> and a rear wall <NUM>.

The cover <NUM> comprises, on its upper wall <NUM>, a first opening <NUM>. The first opening <NUM> is configured to allow the escape of a sensor. The cover <NUM> comprises, on its upper wall <NUM>, a second opening <NUM>. The second opening <NUM> is configured to allow a sensor to come out. According to an embodiment, the upper wall <NUM> comprises a first portion and a second portion, positioned, along the vertical direction V, above the first portion. In other words, the upper wall is ridge shaped, in such a way as to have a raised zone, defining the second portion. The first opening <NUM> and/or the second opening <NUM> are made on the second portion of the upper wall.

According to an embodiment, the lower wall <NUM> is smooth.

According to an embodiment, the front wall <NUM> includes a portion inclined relative to the vertical direction V. Preferably, the front wall <NUM> also comprises a portion parallel to the vertical direction V, which joins the upper wall <NUM> to the inclined portion of the front wall <NUM>. It should be noted that, preferably, the upper wall <NUM> is in the advanced position, along the direction of forward movement A in the feed direction VA, relative to the lower wall <NUM>. This determines a shape of the front wall <NUM> of the vehicle which converges towards the upper wall <NUM>.

According to other embodiments, the lower wall <NUM> may be in an advanced position relative to the upper wall <NUM>, along the direction of forward movement A in the feed direction VA.

According to a preferred embodiment, the rear wall <NUM> is perpendicular to the vertical direction V. In other words, the upper wall <NUM> and the lower wall <NUM> interrupt at the same position along the direction of forward movement A (that is, they are vertically aligned V in the rear part). In other words, the rear part of the vehicle <NUM> is in the form of a truncated tail.

According to an embodiment, the cover <NUM> comprises two side walls <NUM>, <NUM>.

Each side wall comprises a pair of curved grooves. Each pair of curved grooves is positioned above a corresponding pair of rolling elements of the vehicle <NUM>.

According to an embodiment, the supporting structure <NUM> comprises a plurality of tubular elements <NUM>. The supporting structure comprises a plurality of nodes <NUM>.

The plurality of tubular elements <NUM> comprises a first group of tubular elements 101A, which is designed to constitute a base of the vehicle. Said tubular elements of the first group of tubular elements 101A are substantially parallel to a horizontal plane, perpendicular to the vertical direction V.

The plurality of tubular elements <NUM> comprises a second group of tubular elements 101B, which is designed to form a skeleton extending up from the base of the vehicle <NUM>. Said tubular elements of the second group of tubular elements 101B are perpendicular to the horizontal plane and/or inclined relative to the horizontal plane by an angle less than <NUM> degrees.

Each tubular element <NUM> of said plurality is connected to another tubular element <NUM> of said plurality by means of a respective node <NUM> of said plurality.

Each node <NUM> of said plurality comprises one or more of the following features:.

According to an embodiment, the supporting structure <NUM> is a hyperstatic structure.

According to an embodiment, the supporting structure <NUM> comprises a supporting framework <NUM>, configured to support one or more sensors in a front zone of the vehicle <NUM> (that is, at the first end 1A of the vehicle). According to an embodiment, said supporting framework <NUM> comprises a plurality of rods connected to each other (in a removable or permanent fashion) to create a reticular structure. According to an embodiment, the cross-section of the plurality of rods <NUM> is less than the cross-section of the plurality of tubular elements <NUM>.

According to an embodiment, the supporting structure comprises a plurality of coupling plates <NUM>. The coupling plates <NUM> are connected to a corresponding tubular element <NUM> of said plurality, at an end of it facing towards the outside of the supporting structure <NUM>. More specifically, the coupling plates face towards the outside of the supporting structure <NUM>. Each coupling plate <NUM> is configured to be connected to a rolling element of the vehicle <NUM>. Each coupling plate <NUM> is preferably provided with one or more holes, for connection to the corresponding rolling element by threaded and/or bolted connections.

According to an embodiment, each supporting plate <NUM> is connected to the respective tubular element <NUM> by means of a rubberised connection, that is to say, having a predetermined compliance. This allows the supporting plate <NUM> to transmit to the frame and dampen the stresses it receives from the corresponding rolling element.

Thus, the supporting structure <NUM> includes a frame; the frame, according to an example embodiment, includes a reticular structure, which may be, for example, formed by the tubular elements <NUM>. The frame defines an internal space; according to the example wherein the frame includes the reticular structure, the inner space has openings in communication with an environment outside the frame.

The cover <NUM> is connected to the supporting structure <NUM>. According to an example, the cover <NUM> surrounds (entirely) the frame. According to an example, the cover <NUM> includes (consists of) a plate; the plate is made of a lightweight material and has a profile designed to reduce a coefficient of friction with the air. Preferably, the cover <NUM> is connected to the supporting structure <NUM> in a removable fashion, to facilitate access to the space inside the frame.

According to an example embodiment, each wheel of the vehicle is connected to the supporting structure <NUM> independently from the other wheels.

The vehicle <NUM> comprises an inspection system <NUM>. The inspection system <NUM> is configured for detecting inspection data <NUM>. The inspection data represent the presence or absence of objects along the stretch of railway line.

The vehicle <NUM> comprises a control unit <NUM>, configured to control the vehicle <NUM>.

The inspection system is configured for sending the inspection data <NUM> to the control unit <NUM>.

According to an embodiment, the inspection system <NUM> comprises a first Lidar unit <NUM>. According to an embodiment, the inspection system <NUM> comprises a second Lidar unit <NUM>.

According to an embodiment, the inspection system <NUM> comprises a third Lidar unit <NUM>.

The Lidar units operate by measuring the flight time of a light beam which is made to rotate about an axis (optical beam). There are two geometrical types of Lidar unit, the single beam types (one single plane) and the multiple beam types (more planes exiting from the same point). There are also two methods for controlling the beams: with motor-driven mirror and electronic control.

According to an embodiment, the first Lidar unit <NUM> is configured for performing a scanning of the environment located in front of the vehicle <NUM>, on a first plane, parallel to the horizontal plane.

According to an embodiment, the second and/or the third Lidar unit <NUM>, <NUM> is configured to perform a scanning of the environment located above the vehicle <NUM>, on a second plane, substantially vertical.

According to an embodiment, the second and/or the third Lidar unit <NUM>, <NUM> is configured to perform a scanning on a third plane inclined relative to the first and second planes.

According to an embodiment, the first Lidar unit <NUM> is connected to the supporting framework <NUM>. According to an embodiment, the second and/or the third Lidar unit <NUM>, <NUM> are connected to a corresponding tubular element <NUM> of said plurality.

According to an embodiment, said first, second and/or third Lidar unit <NUM>, <NUM>, <NUM> are configured to detect obstacle data (or presence data) <NUM>, representing the presence of obstacles in the vicinity of the vehicle <NUM>.

More specifically, the Lidar units <NUM>, <NUM>, <NUM> are configured to send a data vector containing the succession of readings of the sensor with variations in the position of the vehicle <NUM> and with changes in a beam. For example, the readings available could be:.

According to an embodiment, the inspection system comprises one or more video cameras <NUM>. Said one or more video cameras <NUM> face towards the moving away direction VA in a direction having at least one component in the direction of forward movement A.

Said one or more video cameras <NUM> are configured for detecting image data <NUM>, representing an RGB image of the environment encountered by the vehicle <NUM> in the stretch of railway line.

According to an embodiment, said one or more video cameras <NUM> are in a stereo configuration, in such a way as to represent a three-dimensional image of the objects encountered in the stretch of railway line.

In particular, in the context of video cameras in a stereo configuration, the filming on the optical planes of one or more objects present in the scene allows vision algorithms to perform an approximate reconstruction of the three-dimensional position of the objects, and to use this reconstruction to determine the position of the objects with regard to the limit shape.

The reconstruction of the three-dimensional geometry is generally performed by using in sequence two algorithms of a different type: firstly, the correspondence between the points of one image and those of another is identified, so for each correspondence a triangulation is performed which allows, on the basis of the known information (image points and position/orientation of the chambers) the three-dimensional positions of each correspondence to be reconstructed.

According to an embodiment, said first, second and/or third Lidar unit <NUM>, <NUM>, <NUM> and said one or more video cameras <NUM> are configured to send to the control unit the obstacle data <NUM> and the image data <NUM> to the control unit <NUM>, respectively.

According to an embodiment, the inspection system <NUM> comprises an illuminator (one or more illuminators) <NUM>. Said illuminator <NUM> is configured to illuminate a front zone of the vehicle <NUM> to allow said one or more video cameras <NUM> to detect the image data <NUM> even under poor natural light conditions.

The vehicle <NUM> comprises a power supply system <NUM>. The power supply system <NUM> is configured for powering the control unit <NUM> and the other electronic components of the vehicle <NUM>. The power supply system <NUM> comprises a battery pack <NUM>. Said battery pack rests on the lower wall <NUM>, at the level of the base of the supporting structure <NUM>. The power supply system <NUM> is connected to the control unit <NUM> for powering it and for sending autonomous data <NUM>, representing an energy autonomy of the power supply system <NUM>.

According to an embodiment, the vehicle <NUM> comprises a communication module <NUM>. The communication module <NUM> is configured to allow a remote connection with remote terminals. More specifically, the communication module <NUM> allows the exchange of signals with remote terminals.

According to an embodiment, the communication module <NUM> comprises one or more of the following features:.

According to an embodiment, the vehicle <NUM> comprises a localisation sensor <NUM>, configured for detecting position data <NUM>, representing a geographical position of the vehicle <NUM>, preferably in real time. According to an embodiment, the localisation sensor <NUM> is a GPS sensor.

The localisation sensor is configured to send the position data <NUM> to the control unit <NUM>.

According to an embodiment, the vehicle <NUM> comprises an alarm system <NUM>. The alarm system <NUM> comprises an acoustic indicator <NUM>. The alarm system <NUM> comprises a luminous indicator <NUM>, if necessary intermittent. According to an embodiment, the alarm system is configured for receiving control signals <NUM> from the control unit <NUM>.

According to an embodiment, the vehicle comprises a local user interface <NUM>, by means of which a user can enter or send signals to the control unit <NUM>. According to an embodiment, the local user interface <NUM> comprises a main ON/OFF pushbutton <NUM>. The control unit <NUM> is programmed to switch off the electricity supply of the vehicle <NUM> in response to the selection of the main ON/OFF button <NUM>.

According to an embodiment, the control unit <NUM> comprises a first card <NUM> and a second card <NUM>. The first card <NUM> is designed for controlling the drive, the localisation sensor <NUM>, the communication module <NUM> and the alarm system <NUM>. According to an embodiment, the second card <NUM> is designed for controlling the inspection system <NUM>, in particular the first and the second Lidar unit <NUM>, <NUM>. According to other embodiments, the control unit <NUM> comprises a third card <NUM>. Moreover, according to an embodiment, the control unit <NUM> comprises a dedicated memory for each of said second and third cards <NUM>, <NUM>.

According to this embodiment, the second card <NUM> is designed for controlling and managing the first Lidar unit <NUM> whilst the third card <NUM> is designed for controlling and managing the second Lidar unit <NUM>. The second and the third card <NUM>, <NUM> are connected to the first card <NUM> by an Ethernet cable.

According to an embodiment, the vehicle comprises a drive unit, designed for moving the vehicle <NUM>.

The drive unit comprises a plurality of wheels (rolling elements) <NUM>. More specifically, according to the preferred embodiment, the vehicle comprises four wheels <NUM>.

The drive unit comprises, for each wheel, one or more of the following components:.

According to an embodiment, each driver <NUM> is connected to the control unit <NUM>, preferably to the first card <NUM> of the control unit <NUM>. According to an embodiment, each driver <NUM> is connected to the power supply system <NUM> for receiving a supply of the electrical current.

According to an embodiment, the user interface <NUM> comprises a drive ON/OFF pushbutton. The control unit <NUM> is programmed to switch off the power supply to the driver <NUM> in response to the selection of the drive ON/OFF button.

According to an embodiment, the local user interface <NUM> is positioned on the cover <NUM>, in a front or rear zone of the vehicle <NUM>.

According to an embodiment, each electric motor <NUM> comprises a rotor <NUM> and a stator <NUM>.

According to an embodiment, the wheel <NUM> comprises a supporting plate <NUM>. The supporting plate <NUM> comprises a first plurality of connecting holes <NUM>. The supporting plate <NUM> is connected to the coupling plate <NUM> of the supporting structure <NUM>. More specifically, said first plurality of connecting holes <NUM> of the supporting plate <NUM> receive one or more connection bolts which pass through the coupling plate <NUM>.

The connecting holes <NUM> of the supporting plate <NUM> are angularly spaced by ninety degrees from each other.

According to an embodiment, the supporting plate <NUM> comprises a second plurality of connecting holes <NUM>. The second plurality of connecting holes <NUM> is configured to allow a connection between the supporting plate <NUM> and the stator <NUM> of the electric motor <NUM>.

More specifically, the stator <NUM> comprises a connection ring <NUM>, including a plurality of pins, rising from the connecting ring <NUM> along a direction parallel to the axis of rotation R of the wheel <NUM> and which can be screwed to fasten to the connecting ring <NUM>.

Said plurality of pins of the connecting ring <NUM> inserts into the second plurality of connecting holes <NUM> of the supporting plate <NUM>.

The wheel <NUM> comprises a drive shaft <NUM>, configured to rotate about an axis of rotation R of the wheel <NUM>.

The wheel <NUM> comprises a disc-shaped body <NUM>. The disc-shaped body comprises an outer crown <NUM>. The outer crown has an extension along the axis of rotation R. The diameter of the outer crown <NUM> along the axis of rotation R is variable. The disc-shaped body <NUM> comprises a plurality of spokes <NUM>. The disc-shaped body <NUM> comprises a connecting hub <NUM>.

The plurality of spokes <NUM> is connected to an inner surface SI of the outer crown <NUM>. The plurality of spokes <NUM> is connected to an outer surface of the connecting hub <NUM>. The thickness of the plurality of spokes <NUM> along the axis of rotation R is less than the thickness along the axis of rotation R of the outer crown <NUM>.

The rotor <NUM> of the electric motor <NUM> is concentric and coaxial with the stator <NUM>. Moreover, the rotor <NUM> has a smaller diameter than the stator <NUM>. The stator <NUM> surrounds the rotor <NUM>.

According to an embodiment, the drive shaft <NUM> is rotated with the rotor <NUM> of the electric motor <NUM>. In particular, according to an embodiment, the drive shaft <NUM> is rotationally constrained to the rotor <NUM> of the electric motor <NUM> by a first key CH1.

According to an embodiment, the drive shaft <NUM> is constrained to the rotation with the disc-shaped body <NUM>. In particular, according to an embodiment, the drive shaft <NUM> is constrained to the rotation with the disc-shaped body <NUM> by a second key CH2.

According to an embodiment, the drive shaft <NUM> is inserted inside a hub of the supporting plate <NUM>. More specifically, the drive shaft <NUM> is supported by the supporting plate <NUM>. The drive shaft <NUM> rests on the hub of the supporting plate <NUM> by means of one or more rolling bearings CS.

According to an embodiment, the position sensor <NUM> comprises a fixed part <NUM>, which is connected to the supporting plate <NUM>, and a movable part <NUM>, which is constrained and therefore rotatable with the disc-shaped body <NUM>.

According to an embodiment, the outer crown <NUM> comprises a side wall <NUM>'. The side wall <NUM>' comprises an inner surface SI, connected to the plurality of spokes <NUM>. The side wall <NUM>' comprises an outer surface SE. The outer surface CT is shaped to form a first portion P1, substantially parallel to the axis of rotation R, and a second portion P2, inclined relative to the axis of rotation R and, preferably, converging with the axis of rotation in a direction coming out of the vehicle <NUM>.

The second portion P2 has a curved profile, in particular with a double curve, having opposite curvature (for example S-shaped).

The first and second portions P1, P2 are joined to each other by means of a step G. The second portion P2 is positioned, radially, further from the axis of rotation R relative to the first portion P1.

According to an embodiment, the wheel <NUM> comprises a wear element <NUM>. The wear element <NUM> is superposed on the first portion P1 of the outer surface of the side wall <NUM>'.

The wear element <NUM> extends along the axis of rotation R from a first end 98A, in contact with the step G and connected to the second portion P2 of the outer surface of the side wall <NUM>', and a second end 98B, opposite the first end 98A.

The wear element <NUM> has a radial thickness variable along the axis of rotation R, which, preferably, but not necessarily, decreases in a direction coming out of the vehicle <NUM>. According to other embodiments, the wear element <NUM> has a constant radial thickness along the axis of rotation R.

The maximum radial thickness is defined, according to an embodiment, by the radial height of the step G, in such a way that the wear element defines a continuous surface with the second portion P2 of the outer surface SE of the side wall <NUM>'.

According to an embodiment, the surface of the wear element <NUM> facing in the opposite direction to the axis of rotation R defines a first contact surface SC1. Said first contact surface SC1 is designed to roll on a rolling portion of the rails, which is substantially parallel to the horizontal plane.

According to an embodiment, the second portion P2 defines a second contact surface SC2. The second contact surface SC2 is designed to make contact with a contact surface of the track which is oriented substantially vertically (perpendicular to the rolling portion of the track).

According to an embodiment, the second portion P2 defines a third contact surface SC3. The third contact surface SC3 faces in a direction substantially opposite the second contact surface SC2. The third contact surface SC3 is configured to make contact with a railway counter-track, in the context of railway points sets, wherein the vehicle must continue on a predetermined branch. This avoids the rolling element opposite the rolling element which comes into contact with the counter-track from colliding (jamming) with a frog of the points set. The term "counter-track" and "frog", in the context of a railway points set, is a known and common term for an expert in the trade.

According to an embodiment, the side wall <NUM>' comprises a ridge, the two sides of which are defined by the second contact surface SC2 and by the third contact surface SC3. According to an embodiment, said ridge is full, and its inside diameter corresponds, basically, to the internal diameter of the first portion, to form a single wall.

On the other hand, according to an embodiment, which further contributes to reducing the weight of the vehicle <NUM>, the ridge is substantially hollow and an insert I, made preferably of plastic material, is housed inside it.

According to an embodiment, the wear element is made of plastic material, preferably polyurethane. However, materials are used with a high coefficient of resistance to wear and which have a reduced weight.

According to an embodiment, the disc-shaped body <NUM> (in general the components of the wheel) is made of aluminium.

According to an embodiment, the control unit <NUM> is configured to receive one or more of the following input data:.

According to an embodiment, the control unit <NUM> is programmed for generating control signals <NUM>, on the basis of one or more groups of data in the context of the input data.

According to an embodiment, the control unit <NUM> comprises a memory (reading and writing). The memory contains reference values for one or more control parameters. Preferably, the control unit <NUM> is programmed for controlling the actuation unit on the basis of said reference values.

Said one or more control parameters represent one or more of the following parameters:.

According to an embodiment, this invention provides a system <NUM> for inspecting a stretch of railway line. The system <NUM> comprises the vehicle <NUM> according to one or more of the features of the invention.

Moreover, the system <NUM> comprises a processing unit <NUM>. The processing unit <NUM> is located in a stationary position. Preferably, the position of the processing unit <NUM> is remote relative to the vehicle.

According to an embodiment, the processing unit is equipped with a user interface (remote) <NUM>, to allow a user to enter control data <NUM>.

According to an embodiment, the processing unit <NUM> is programmed to receive the inspection data <NUM> from the vehicle <NUM>. According to an embodiment, the processing unit <NUM> is programmed to send the control data to the vehicle. The control data <NUM>, according to an embodiment, represents the values of the control parameters saved in the memory of the control unit <NUM>. This makes it possible to suitably program the vehicle <NUM> remotely before the vehicle starts the actual inspection of the stretch of railway line. The control data <NUM> is sent by means of the communication module, for example by means of Wi-Fi, LTE or GSMR connection.

According to an embodiment, the communication module sends, preferably in real time, information on the vehicle during its travel. Said information is, for example, the status of the sensors, the speed of travel of the vehicle, the geographical position of the vehicle, the distance travelled by the vehicle and/or the video streaming on the stretch of line travelled along.

According to an embodiment of processing, the remote processing unit <NUM> may be a personal computer, a tablet and/or a smartphone.

According to an embodiment, the system comprises a plurality of processing units (remote) <NUM>, each connected with the vehicle <NUM> and able to send the control data <NUM> to the vehicle <NUM>. This allows a control redundancy on the vehicle <NUM>.

However, this solution poses the problem of controlling the accesses and the authorisations. For this reason, in order to prevent overlapping of the control, the control unit <NUM> is configured for receiving the control data <NUM> from a single processing unit <NUM> at a time. Moreover, if a processing unit <NUM> wishes to send control data <NUM> whilst another processing unit <NUM> has the control, the control unit <NUM> is programmed to send an authorisation message to the processing unit <NUM> which has the control, to allow the current controller to pass the control of the vehicle to another processing unit <NUM>.

The remote user interface <NUM>, according to an embodiment, comprises a replication (redundancy) of the main ON/OFF pushbutton <NUM> and the drive ON/OFF pushbutton.

According to an embodiment, the user interface allows the display of the vehicle data in real time.

According to an embodiment, the control unit <NUM> is programmed to control the electricity supply to the electric motors <NUM>, on the basis of the position data <NUM>, the dynamic data <NUM> and the control data (that is, the values of the control parameters) and/or on the basis of the stretch data.

More specifically, the control unit <NUM> is programmed to determine a speed of forward movement of the vehicle <NUM> on the basis of the position data <NUM> and/or dynamic data <NUM>. The control unit <NUM> is programmed to compare the value of the speed of forward movement with the maximum cruising speed value between the reference values. The control unit <NUM> is programmed to vary the electrical power supply parameters of the motors for reducing a difference between the speed of forward movement and the maximum cruising speed.

The control unit <NUM> is programmed to detect a position of the vehicle <NUM> along the stretch of railway line on the basis of the position data <NUM> or dynamic data <NUM>. According to an embodiment, the control unit <NUM> is programmed for evaluating the presence of slowing down conditions along the stretch on the basis of the stretch data. In other words, the control unit <NUM> is programmed to recognise in advance the approach towards bends and/or tunnels.

The control unit <NUM> is programmed to vary the electrical power supply parameters of the motors to slow down the speed of forward movement of the vehicle at bends and/or tunnels.

According to an embodiment, the control unit <NUM> is programmed to identify one or more slowing down conditions. The control unit <NUM> is programmed to slow down the speed for forward movement if at least one of said one or more slowing down conditions occurs.

According to an embodiment, the control unit <NUM> is programmed to slow down the speed of forward movement of the vehicle <NUM> in a manner proportional to a distance of the vehicle <NUM> from a obstacle in front, detected on the basis of the inspection data <NUM>. According to an embodiment, said slowing down of the vehicle <NUM> ends with the stopping, to prevent the collision with the lateral obstacle.

The vehicle <NUM> comprises an accelerometer (IMU sensor), programmed to detect vibration data, representing a vibration of the vehicle <NUM>.

Said one or more slowing down conditions include one or more of the following conditions:.

According to an embodiment, the control unit <NUM> is programmed, in the absence of slowing down conditions, to control the drive unit of the vehicle to perform the inspection according to a speed of forward movement profile including a first acceleration step up to the maximum cruising speed, a second step of advancing at a constant speed and a third slowing down step until stopping at the geographical arrival position.

According to an embodiment, the control unit <NUM> is programmed to identify one or more stopping conditions. The control unit <NUM> is programmed to stop the vehicle <NUM> if at least one of said one or more stop conditions occurs.

Claim 1:
A wheel (<NUM>) of a vehicle (<NUM>) for inspecting a railway line, comprising:
- a disc-shaped body (<NUM>), extending about an axis of rotation (R) and including:
a first face;
a second face, opposite to the first face;
a side wall (<NUM>') connected to the first and second faces and configured to come into contact with a track of the rail of the railway line;
- a wear element (<NUM>) made of plastic material,
wherein the side wall (<NUM>') includes
a first portion (P1), the wear element (<NUM>) being superposed on the first portion (P1) and defining a first contact surface (SC1) designed to make contact with a rolling portion of the track, and
a second portion (P2), defining a second contact surface (SC2), inclined relative to the axis of rotation (R) to make contact with a contact portion of the track,
characterized in that the wheel (<NUM>) comprises an electric motor (<NUM>), including a rotor (<NUM>), constrained to the disc-shaped body (<NUM>) to place it in rotation, and a stator (<NUM>), which can be associated with a frame (<NUM>) of the vehicle (<NUM>).