Railway inspection vehicle

Abstract

A railway inspection vehicle (1) with autonomous or supervised guidance comprises a body (2) extending along a longitudinal direction (3), rolling elements (4) connected to said body (2), electric driving members (5) operatively connected to said rolling elements (4) and configured to actuate them in rotation with a direction of rotation or with an opposite direction, sensors (6) connected to said body (2) to detect information of the environment surrounding said vehicle (1), at least one control logic unit (7) configured to manage the operation of said driving members (5) and to receive data from said sensors (6), wherein said body (2) comprises a hollow element (8) with rectangular section, a first closing element (9) and a second closing element (10), removably connected to opposite ends of said hollow element (8) so as to delimit an internal housing volume of said railway inspection vehicle

Description

FIELD OF THE ART

[0001] The present invention relates to a railway vehicle, of the autonomous or supervised driving type, for the inspection of sections of railway line.STATE OF THE ART

[0002] In the railway sector, maintenance operations on the line are required at a rather regular frequency. Such operations may vary from simple maintenance activities to more complex interventions, which require the establishment of a railway worksite.

[0003] In both circumstances, such operations involve the use of machinery, tools, trains, and materials of various types, which may be positioned on the tracks or in their immediate vicinity during the execution of the works.

[0004] At the end of the maintenance activity, it is the responsibility of the operators to remove the equipment and materials used, in order to restore the normal circulation of trains on the affected section. This operation is of fundamental importance, since the possible failure to remove equipment and / or materials could represent an obstacle for trains, with consequent risks of damage or, in more serious cases, of accidents with potential dangers for people.

[0005] Therefore, before reactivating railway circulation, it is crucial to verify the absence of any obstacle that could compromise the safe transit of trains. However, removal and inspection operations carried out manually by operators are inevitably subject to the risk of human error.

[0006] To verify that the railway line is free of obstacles, in some cases a railway vehicle driven by a qualified operator is used. This vehicle travels along the affected section at low speed, allowing the operator to visually inspect the line and ensure that there are no impediments. However, this procedure is rather slow and, although it provides a certain degree of safety, it remains partially dependent on human control, with the related margins of error.

[0007] In the railway field, the use of autonomous or supervised driving vehicles, specifically designed for the inspection of railway sections, is known. These vehicles may comprise a lattice frame, a reticular structure designed to guarantee the necessary mechanical strength during operation. The wheels of the vehicle are connected to this frame through connecting arms, which allow to maintain the correct alignment on the rails and to absorb possible stresses deriving from irregularities of the track.

[0008] To the lattice frame there is also fixed a support structure, to which further components of the vehicle are operatively connected, such as motors, control systems, and sensors for data detection during inspection operations.

[0009] Documents US 2019 / 0256113A1 and EP 4015342A1 describe exemplary embodiments of railway drones comprising a support frame to which a protective fairing is applied. The support frame presents a lattice structure or comprises elongated elements reciprocally connected.

[0010] Although this configuration guarantees robustness and stability, its constructive complexity represents a limitation.

[0011] The lattice frame and the support structure indeed require complex manufacturing processes and careful sizing of the various elements, to ensure the necessary strength without excessively increasing the overall weight of the vehicle.

[0012] Moreover, a critical aspect of these vehicles concerns their limited operational flexibility. The existing solutions are generally designed to move along the railway section in a single forward direction and, furthermore, in specific weather conditions. This constraint reduces the versatility of the vehicle, which, in order to change direction, must be repositioned or maneuvered in a complex way, making the inspection process less efficient and increasing operational times. Furthermore, such a vehicle cannot be used in certain weather conditions.OBJECTS OF THE INVENTION

[0013] The object of the present invention is to increase the flexibility of use of a railway vehicle of the autonomous or supervised driving type for the inspection of a railway section, allowing its operation to be adapted to specific operational needs and conditions of use.

[0014] A further object of the present invention is to increase the structural strength as well as the robustness and safety of a railway inspection vehicle of the autonomous or supervised driving type, while keeping the overall weight limited.

[0015] Another object of the present invention is to increase the ergonomics of the railway inspection vehicle, in order to allow easy access inside the same to facilitate possible maintenance or updating of the components inside it, possibly in the case wherein the railway inspection vehicle is positioned on the tracks of a railway section to be inspected.

[0016] A further object of the present invention is to allow the movement of the autonomous or supervised driving railway inspection vehicle in both directions of travel along the same longitudinal direction, without requiring any repositioning of the railway vehicle by operators, which would imply complex and laborious maneuvers as well as an interruption of operation.

[0017] These and other objects are achieved by an autonomous or supervised driving railway inspection vehicle according to claim 1. The dependent claims specify further advantages of the autonomous or supervised driving railway inspection vehicle according to the invention.

[0018] The advantages offered by the autonomous or supervised driving railway inspection vehicle according to the invention are evident.

[0019] The autonomous or supervised driving railway inspection vehicle for the inspection of railway sections according to the invention comprises a body to which four rolling members are operatively connected, in turn configured to slide along the tracks of a railway section, electric driving members connected to the rolling members to drive them in rotation, sensors to detect environmental conditions in proximity of a portion preceding the railway vehicle along a forward direction thereof, and at least one control logic unit configured to manage the operation of the electric driving members and receive data from the sensors. The body is configured as a monocoque element, in particular, as a hollow element with a rectangular cross-section, which defines at least one housing compartment for the internal components of the railway inspection vehicle, protecting them from the external environment and from possible impacts.

[0020] The body further comprises a first closing element and a second closing element connected to opposite sides of the hollow element, closing the respective ends and providing a support for respective sensors along a head portion and a tail portion of the railway inspection vehicle.

[0021] Furthermore, the first closing element and the second closing element are configured aerodynamically, reducing the resistance to the advancement of the railway inspection vehicle.

[0022] The presence of sensors in proximity of the head and the tail of the railway inspection vehicle allows the movement of the same in a forward direction or in an opposite direction, without any limitation. In particular, compared to traditional-type solutions, the railway inspection vehicle according to the invention does not require any repositioning by operators in order to vary the advancement direction along the railway section to be inspected.

[0023] Furthermore, it is highlighted that the railway inspection vehicle according to the invention comprises protective elements installed in proximity of each of the rolling members, protecting them from possible obstacles along the railway track section to be inspected.

[0024] Each of the protective elements extends forward with respect to the corresponding rolling element to which it is connected, relative to the advancement direction of the railway inspection vehicle.

[0025] Each of the protective elements is furthermore provided with a skid configured to slide or to be positioned in close proximity to the respective rail, preventing obstacles or foreign objects from being wedged between the rolling element and the rail, thus preventing derailment of the railway inspection vehicle.

[0026] The railway inspection vehicle according to the invention therefore allows the inspection of a railway section to be carried out and to autonomously return to a starting point without requiring recovery by operators, making the use of such a railway inspection vehicle more practical, safer, and less physically demanding.

[0027] In traditional-type solutions, on the contrary, the railway vehicle can advance only in one direction, requiring the intervention of several operators to reposition it on the tracks so that it can advance in the opposite direction to the previous one.

[0028] Such a repositioning operation is laborious due to the weight of the railway vehicle and may prove dangerous in the event that an accident occurs during the repositioning of the same vehicle.DESCRIPTION OF THE FIGURES

[0029] The present invention will now be described, for illustrative but not limiting purposes, according to its preferred embodiments, with particular reference to the Figures of the attached drawings, wherein: Figure 1 shows a top perspective view of an autonomous or supervised driving railway inspection vehicle according to the invention positioned along a track; Figure 2 shows a bottom perspective view of an autonomous or supervised driving railway inspection vehicle according to the invention; Figure 3 shows a lateral sectional view of the autonomous or supervised driving railway inspection vehicle according to the invention; Figure 4 shows a perspective detail view, partially exploded, of some components of the autonomous or supervised driving railway inspection vehicle according to the invention; Figure 5 shows a perspective detail view of some components of the autonomous or supervised driving railway inspection vehicle according to the invention. DESCRIPTION OF THE INVENTION

[0030] With reference to the attached Figures, an autonomous or supervised driving railway inspection vehicle for the inspection of a railway section, hereinafter railway inspection vehicle for brevity, is indicated overall with 1.

[0031] In the present description, spatial reference terms such as "front", "rear", "head", "tail", "forward", "backward" and similar, are used exclusively to provide a spatial orientation and to facilitate the understanding of the invention. These terms must not be interpreted in a limiting sense, but rather as relative indications based on a specific configuration of the device described by way of example.

[0032] It is understood that the invention can be implemented in alternative configurations, wherein the spatial arrangement of the components may vary without altering its purpose or essence. Therefore, such references do not limit the scope of patent protection.

[0033] The railway inspection vehicle 1 comprises a body 2 which extends along a longitudinal direction 3, along which the vehicle itself can advance (see, for example, Figure 1).

[0034] As will be better described hereinafter, the body 2 is made of resistant and lightweight material, to provide structural strength to the vehicle while keeping its overall weight contained.

[0035] By way of example, the body 2 is made of composite material, such as carbon fiber, or layered structure comprising carbon fiber layers and possible reinforced structure layers, honeycomb type, or of lightweight metallic material, for example aluminium, titanium, or similar.

[0036] According to one embodiment, the body 2 is made of composite material sandwich panels stacked with each other, wherein the individual panels may present the same structure or different structure, depending on specific usage requirements.

[0037] The use of high-performance and lightweight materials ensures that the vehicle is robust and durable, without compromising its agility or consuming excessive energy for movement.

[0038] The railway inspection vehicle 1 comprises rolling members 4 connected to the body 2, for its movement along a railway section.

[0039] In this regard, it is highlighted that the rolling members 4 are configured as wheels for use along railway tracks.

[0040] The wheels may be made of metallic material and comprise a coating element, in another material, to increase the traction of the railway inspection vehicle 1.

[0041] The railway inspection vehicle 1 comprises four rolling members 4 positioned so as to define a first axle and a second axle parallel and spaced from each other.

[0042] The first axle and the second axle are positioned at respective ends of the body 2 according to a scheme within the reach of the skilled person in the art, which will not be further described.

[0043] The railway inspection vehicle 1 comprises electric driving members 5 operatively connected to the rolling members 4 and configured to drive them in rotation with a rotation direction or with an opposite rotation direction, depending on the direction along which it is intended to move the railway inspection vehicle 1 along the longitudinal direction 3.

[0044] According to a preferred embodiment, the electric driving members 5 comprise electric servomotors each connected to a respective wheel, as well as encoders to measure the position and speed of each wheel.

[0045] The electric servomotors, in turn, may comprise an emergency brake to ensure the standstill stopping of the railway inspection vehicle 1 or, in case of emergency, during travel.

[0046] Each of the rolling members 4 can be actuated independently of the others.

[0047] The railway inspection vehicle 1 comprises sensors, indicated overall with 6, connected to the body 2 and configured to acquire images or to detect the presence of possible objects, their conformation, and that of the environment frontally and / or transversally to the railway inspection vehicle 1 in the advancement direction along the longitudinal direction 3.

[0048] As will be better described hereinafter, in consideration of the fact that the railway inspection vehicle 1 can advance in both directions along the longitudinal direction 3, the sensors 6 are positioned at opposite ends of the body 2.

[0049] The railway inspection vehicle 1 comprises at least one control logic unit 7 configured to manage the operation of the electric driving members 5 and to receive data from the sensors 6.

[0050] The at least one control logic unit 7 is housed inside the body 2.

[0051] The railway inspection vehicle 1 comprises power supply members, for example batteries, to allow the operation of the railway inspection vehicle 1, with reference to the electrical supply of the electric driving members 5, the sensors 6, the at least one control logic unit 7 and, in general, the electronic components installed on board the railway inspection vehicle 1.

[0052] The body 2 comprises a hollow element 8 with rectangular cross-section, which acts as central support element, a first closing element 9, and a second closing element 10, connectable to each other.

[0053] The hollow element 8 presents an elongated conformation along the longitudinal direction 3. In other words, the hollow element 8 is configured as a hollow section bar, which presents a closed section. It is understood that the hollow element 8 could be manufactured through controlled bending of a sheet or similar, until obtaining a profiled element with a predetermined cross-section. The opposite edges of such a profiled element can then be mutually constrained in order to provide greater structural strength to the hollow element 8 itself.

[0054] It is highlighted that in the attached Figures, the proportions of the hollow element 8 are shown for indicative and not limiting purposes. Indeed, alternative embodiments are possible wherein the height of the hollow element 8, intended as the distance between a bottom portion and a top portion of the hollow element 8 itself, or wherein the width of the hollow element 8, intended as the distance between opposite lateral walls of the hollow element 8 itself, may differ from what is shown in the attached Figures.

[0055] It is understood that according to alternative embodiments, the hollow element 8 may present a different cross-section with respect to the rectangular one, for example square, polygonal, elliptical, while still within the scope of a hollow solution, which extends along one direction and presents a closed or substantially closed section, typical of a hollow section bar.

[0056] The first closing element 9 and the second closing element 10 are removably connected to opposite ends of the hollow element 8 (see the exploded view of Figure 4).

[0057] By way of example but not limitation, the hollow element 8, the first closing element 9, and the second closing element 10 can be mutually connected through bolted joints, screws, or the like.

[0058] According to a preferred embodiment, illustrated in the attached Figures, the first closing element 9 and the second closing element 10 are identical to each other, to the advantage of easier and more economical production and management as possible spare parts.

[0059] The use of a first closing element 9 and a second closing element 10 identical to each other gives the body 2 a symmetrical appearance, namely that the body 2 presents a head and a tail identical to each other or, in other words, the same front portion and rear portion. Consequently, the advancement mode of the railway inspection vehicle 1 along the longitudinal direction 3 is the same regardless of the direction in which the vehicle itself proceeds.

[0060] With reference to what is shown in the attached Figures, the first closing element 9 and the second closing element 10 both present a semi-shell conformation, provided with an abutment portion 11, suitable to abut against a respective end of the hollow element 8, and an aerodynamic portion 12, which protrudes from the abutment portion 11 (see Figure 4).

[0061] The aerodynamic portion 12 is rounded and convergent towards a central portion, distal from the abutment portion 11.

[0062] As mentioned, the first closing element 9 and the second closing element 10 present the same conformation. Therefore, the same reference numbers will be used to indicate common features of both.

[0063] In the following description, explicit reference will be made to the first closing element 9, since the same considerations apply to the second closing element 10.

[0064] The railway inspection vehicle 1 comprises a gasket 13, for example U-shaped, interposed between the first closing element 9 and the body 2, as well as a further gasket 13' between the second closing element 10 and the body 2.

[0065] The gasket 13 and the further gasket 13' ensure a seal protecting the joint respectively between the body 2 and the first closing element 9 as well as between the body 2 and the second closing element 10.

[0066] The gasket 13 and the further gasket 13' are shown in an extremely schematic way in the sectional view of Figure 3.

[0067] The sensors 6 equipped on board the railway inspection vehicle 1 comprise first vision sensors, indicated overall with 14, operatively connected to the first closing element 9 and configured to acquire images along the longitudinal direction 3, in a first advancement direction (see Figures 1 and 4).

[0068] The sensors 6 further comprise second vision sensors, indicated overall with 15, operatively connected to the second closing element 10 and configured to acquire images along the longitudinal direction 3, in a second advancement direction, opposite to the first.

[0069] In this regard, it is highlighted that the first closing element 9 and the second closing element 10 each delimit at least one window 16, respectively engaged by the first vision sensors 14 or by the second vision sensors 15.

[0070] The first vision sensors 14, as well as the second vision sensors 15, may comprise two or more cameras, of which possibly at least one can be of wide-angle type.

[0071] According to a preferred embodiment, shown in the attached Figure 3, the railway inspection vehicle 1 comprises an anti-vibration support 17 for supporting the first vision sensors 14. The anti-vibration support 17 is interposed between the first vision sensors 14 and the first closing element 9.

[0072] With reference to the second closing element 10, the anti-vibration support 17 is interposed between the second vision sensors 15 and the second closing element 10.

[0073] The anti-vibration support 17 allows filtering of the vibrations induced by the advancement of the railway inspection vehicle 1, and enables the acquisition of more stable images by the first vision sensors 14 and the second vision sensors 15.

[0074] Preferably, the anti-vibration support 17 comprises anti-vibration elements, for example, gel or a gel supported by an elastic spring in the case wherein it is preferable to obtain good isolation under light loads and at low excitation frequencies, while it is understood that it is possible to use hard rubber anti-vibration elements as an alternative to those in gel.

[0075] The first closing element 9 and the second closing element 10 each delimit a second window 18 respectively engaged by at least a first lighting device 19 and a second lighting device 20.

[0076] Both the at least one first lighting device 19 and the at least one second lighting device 20 can function as a headlight or as a signaling element, depending on the direction of advancement of the railway inspection vehicle 1 along the longitudinal direction 3.

[0077] When the railway inspection vehicle 1 advances along the longitudinal direction 3 with the first closing element 9 oriented frontally relative to the advancement direction, the at least one first lighting device 19 functions as a headlight, being forward-facing, while the at least one second lighting device 20 acts as a signaling element. Conversely, when the railway inspection vehicle 1 advances with the second closing element 10 positioned frontally relative to the advancement direction, the at least one second lighting device 20 functions as a headlight and the at least one first lighting device 19 assumes the role of signaling element.

[0078] Each of the first closing element 9 and the second closing element 10 delimits an air intake 21, configured for the entry of cooling air inside the body 2 during the movement of the railway inspection vehicle 1. In particular, the air intake 21 is configured to channel air inside the body 2 directing it toward a bottom portion of the hollow element 8, in correspondence with which the at least one control logic unit 7 is installed (see the lateral sectional view of Figure 3).

[0079] At the air intake 21 a filtering element 22 is provided, adapted to prevent the accidental entry of dirt or foreign objects inside the body 2 (see Figure 4).

[0080] With reference to the embodiment shown in the attached Figures, the presence of a single air intake 21 is shown along the first closing element 9 and the second closing element 10, while it is understood that alternative embodiments are possible comprising a greater number of air intakes 21, possibly positioned differently.

[0081] The hollow element 8 delimits internally at least one compartment for the housing of the at least one control logic unit 7, in addition to the wiring for connecting it to the electric driving members 5, to the sensors 6, and to the power supply members.

[0082] The wiring has been deliberately omitted in the attached Figures, to promote a better understanding of the structure of the railway inspection vehicle 1.

[0083] The railway inspection vehicle 1 comprises at least one removable cover 23, connected to at least one among opposite lateral walls 24 or a top wall 25 of the hollow element 8.

[0084] The at least one cover 23 may or may not occlude an access opening delimited at one of the lateral walls 24 or the top wall 25, to which the at least one cover 23 is connectable.

[0085] By removing the at least one cover 23, a corresponding passage is freed through the hollow element 8, allowing easy access to the components inside the body 2, for maintenance or updating operations.

[0086] The at least one cover 23 is sealingly connected to the body 2, to prevent the entry of liquids or dust inside the body 2 itself.

[0087] The railway inspection vehicle 1 comprises forced ventilation members 26, schematically indicated in the attached Figure 3, housed inside the body 2 and controlled by the at least one control logic unit 7, to which they are operatively connected.

[0088] The forced ventilation members 26 are configured to generate a forced airflow through an outlet opening 27, which is delimited passing through a bottom wall 28 of the hollow element 8.

[0089] The railway inspection vehicle 1 comprises arms 29 for the connection of each of the rolling members 4 to the body 2.

[0090] In particular, the arms 29 are connected, at a first end thereof, to the body 2 and, at an opposite end, to a flange 30 which, in turn, serves as a support for the electric driving members 5 and for a respective wheel hub supporting one of the rolling members 4 (see, for example, Figure 1).

[0091] With reference to what is shown in the attached Figures, the arms 29 are configured to position the rolling members 4 in a spaced position with respect to the body 2. In particular, the rolling members 4 are spaced apart from the hollow element 8, that is the rolling members 4 are laterally spaced with respect to the hollow element 8.

[0092] In the attached Figures, three arms 29 are shown for the connection of each wheel to the body 2.

[0093] It is highlighted that the hollow element 8 of the body 2 delimits service holes 29' (see Figure 1) for the passage of wiring of the electric driving members 5 with the components positioned inside the body 2, to allow the control and power supply of the electric driving members 5 themselves.

[0094] The sealing between the service holes 29' and the hollow element 8 is ensured by means of special plugs or similar sealing elements, not shown in detail in the attached Figures.

[0095] As indicated, the railway inspection vehicle 1 comprises rolling members 4 configured as four wheels. Consequently, the electric driving members 5 comprise four electric motors, each connected to a respective flange 30.

[0096] The railway inspection vehicle 1 further comprises protective elements 31 installed in proximity of the rolling members 4, protecting them from possible obstacles along a railway track section to be inspected.

[0097] Each of the protective elements 31 is configured as an elongated component, connected to a respective flange 30 and shaped to protrude forward with respect to the corresponding rolling member 4, to which it is connected.

[0098] In practice, the protective elements 31 act as a barrier protruding frontally with respect to the rolling members 4 relative to the advancement direction. For this reason, the protective elements 31 connected to the rolling members 4 near the first closing element 9 are mirrored with respect to the protective elements 31 connected to the rolling members 4 near the second closing element 10 (see Figure 2).

[0099] Each of the protective elements 31 is provided with a skid 32, configured to slide or to be positioned in close proximity to the respective rail of a railway section along which the railway inspection vehicle 1 advances.

[0100] The skid 32 acts as a barrier to prevent obstacles or foreign objects from being wedged between the rolling member 4 and the rail, thereby preventing derailment of the railway inspection vehicle 1.

[0101] The skid 32 is configured to slide along the rail, avoiding any catching between the protective element 31 and the rail during the advancement of the railway inspection vehicle 1.

[0102] The skid 32 is removably connected to the respective protective element 31, for example by means of a screw or the like, so that it can be replaced if damaged or worn.

[0103] The railway inspection vehicle 1 comprises at least one first distance detection sensor 33, connected to a top of the hollow element 8, in proximity of the first closing element 9.

[0104] Preferably, the first distance detection sensor 33 is of the LIDAR type, while it is understood that alternative types of sensors suitable for measuring the distance from an object or a surface, creating a three-dimensional map of the surrounding environment, are possible.

[0105] The first distance detection sensor 33 is mounted on a top wall 25 of the hollow element 8 by means of a first adjustable support 34, which allows its inclination to be adjusted with respect to the longitudinal direction 3, as described more in detail below.

[0106] The railway inspection vehicle 1 comprises at least one second distance detection sensor 35, connected to the top wall 25 of the hollow element 8, in proximity of the second closing element 10.

[0107] The second distance detection sensor 35 is configured to perform the same functions described in relation to the first distance detection sensor 33, to which reference is made.

[0108] The second distance detection sensor 35 is also connected to the top wall 25 by means of a second adjustable support 36, configured to adjust the inclination of the second distance detection sensor 35 with respect to the longitudinal direction 3.

[0109] The first adjustable support 34 and the second adjustable support 36 have the same structure. In the description that follows, therefore, reference will be made to the first adjustable support 34 (see Figure 5), bearing in mind that the same features also apply to the second adjustable support 36.

[0110] The first adjustable support 34 comprises a portal frame 37 and a support plate 38, hinged at opposite ends to two support brackets 39 which, in turn, are constrained to a top portion of the portal frame 37.

[0111] The two support brackets 39 extend in parallel from a top portion of the portal frame 37 and serve as a support for opposite ends of the support plate 38. The latter is hinged to the support brackets 39, so as to be able to rotate around a rotation axis 40.

[0112] With reference to the first adjustable support 34, the support plate 38 supports the first distance detection sensor 33. The first adjustable support 34 further comprises adjustment members operatively connected to at least one of the support brackets 39 and adapted to act against appendices 41 which extend on opposite sides of the support plate 38 and are in turn hinged to the support brackets 39, to adjust its inclination with respect to the portal frame 37.

[0113] The support plate 38 and the appendices 41 form a "C" or "U"-shaped structure.

[0114] With reference to the embodiment shown by way of example but not limitation in the attached Figure 5, the adjustment members comprise an adjustment screw 42 which passes through a support 43 connected to one of the support brackets 39, so as to abut against a portion of one of the appendices 41.

[0115] The adjustment screw 42 determines the relative angular position between the appendix 41 and the support bracket 39, with respect to the rotation axis 40, thus controlling the inclination of the support plate 38 with respect to the top portion of the portal frame 37. In practice, by screwing or unscrewing the adjustment screw 42 the angle of the support plate 38 is varied.

[0116] The first adjustable support 34 comprises locking members configured to lock the support plate 38 in position in a stable position relative to the support brackets 39.

[0117] In particular, the locking members comprise at least one locking screw 44 which passes through a curved slot 45, which in turn is delimited through one of the support brackets 39. The curved slot 45 extends along an arc of circumference centered on the rotation axis.

[0118] The locking screw 44, in turn, engages a threaded opening delimited through the appendix 41, thus acting as a connecting element between one of the support brackets 39 and a respective appendix 41. By tightening the locking screw 44, the appendix 41 is locked relative to the support bracket 39, thus fixing the position of the support plate 38.

[0119] The angular extension of the curved slot 45 defines the amplitude of the rotary movement allowed to the support plate 38.

[0120] With reference to the detail shown in the attached Figure 5, the first adjustable support 34 and the second adjustable support 36 comprise two curved slots 45 along each support bracket 39, wherein the two curved slots 45 develop as mirror images of each other.

[0121] Consequently, the railway inspection vehicle 1 comprises two locking screws 44, each engaged in a respective curved slot 45 and adapted to engage a respective threaded opening delimited along a respective appendix 41.

[0122] To adjust the inclination of the support plate 38 with respect to the portal frame 37, the at least one locking screw 44 is loosened to allow relative movement between the appendix 41 and the respective support bracket 39. Subsequently, the inclination of the support plate 38 is adjusted by screwing or unscrewing the adjustment screw 42. Finally, the at least one locking screw 44 is tightened again to fix the appendix 41 and the support bracket 39 in position, thus constraining the support plate 38 to the portal frame 37.

[0123] With reference to the embodiment shown in the attached Figures, the railway inspection vehicle 1 comprises a third distance detection sensor 46 connected to the top wall 25 of the hollow element 8.

[0124] Preferably, the third distance detection sensor 46 is configured to detect the surrounding environment in a transverse direction with respect to the longitudinal direction 3.

[0125] With reference to the embodiment illustrated in the attached Figures, the third distance detection sensor 46 is connected to the hollow element 8 in a raised position relative to the top wall 25, by means of a rigid support structure 47 (see, for example, Figure 3).

[0126] According to a preferred embodiment, the third distance detection sensor 46 is connected to the rigid support structure 47 by means of an adjustable connection along a yaw axis 48 (see Figures 1 and 3).

[0127] The yaw axis 48 is an axis orthogonal with respect to the longitudinal direction 3 and extends orthogonal with respect to a support plane of the railway inspection vehicle 1, namely a plane of rest of the railway inspection vehicle 1 on the rails.

[0128] According to one embodiment, the railway inspection vehicle 1 comprises an adjustment system to adjust the angular position of the third distance detection sensor 46 around the yaw axis 48.

[0129] By way of example but not limitation, the adjustment system may comprise a bracket 49, to which the third distance detection sensor 46 is connected, which is connected to a top portion of the rigid support structure 47.

[0130] The bracket 49 is hinged to the top portion of the rigid support structure 47.

[0131] The angular position of the bracket 49 around the yaw axis 48 can be adjusted in a manner similar to that described for the adjustment of the inclination of the support plate 38, for the support of a first distance detection sensor 33.

[0132] By way of example but not limitation, one between the bracket 49 and the top portion of the support structure 47 delimits at least one yaw curved slot, not shown in detail in the attached Figures, which develops along an arc of circumference centered on the yaw axis 48, while the other between the top portion of the support structure 47 and the bracket 49 delimits at least one threaded opening, engageable by a respective bolt.

[0133] The amplitude of the at least one yaw curved slot determines the extent of rotation that the bracket 49 can perform around the yaw axis 48.

[0134] According to an alternative embodiment, not shown in the attached Figures, each of the top portion of the rigid support structure 47 and the base portion of the bracket 49, which in use abuts against the top portion of the rigid support structure 47, have a respective layout of holes which allows positioning of the bracket 49 relative to the rigid support structure 47 in predetermined positions, differing from each other by the inclination assumed by the bracket 49 around the yaw axis 48.

[0135] It is understood that alternative embodiments are possible, not shown in the attached Figures, of an adjustment system to adjust the angular position of the third distance detection sensor 46 around the yaw axis 48.

[0136] The railway inspection vehicle 1 comprises auxiliary supports 50, connected to a top portion of the body 2, configured to act as a support for a bar or a similar element, not shown in the attached Figures, which in turn acts as a support for additional sensors or devices to be installed on board the railway inspection vehicle 1.

[0137] With reference to the embodiment shown in the attached Figures, each of the auxiliary supports 50 delimits a circular opening, while it is understood that alternative embodiments are possible wherein the auxiliary supports 50 each delimit an opening with quadrangular section or with a different geometry depending on the section of the bar to be engaged therein.

[0138] In the attached Figure 1, three auxiliary supports 50 are shown at the first closing element 9 and three auxiliary supports 50 at the second closing element 10, while it is understood that alternative embodiments are possible which provide for a different number and / or positioning of the auxiliary supports 50 depending on specific operational requirements.

[0139] The vehicle is equipped with a tracking system, not illustrated in detail in the attached Figures, designed to detect the geographical position of the vehicle in real time. For example, the localization system used is based on GPS technology.

[0140] The tracking system is operatively connected to the at least one control logic unit 7, so as to allow management of the railway inspection vehicle 1.

[0141] The railway inspection vehicle 1 further comprises a communication module, also not illustrated in the attached Figures, configured to send and receive data to and from a remote terminal. The communication module is operatively connected to the at least one control logic unit 7 to enable the control and management of the railway inspection vehicle 1.

[0142] In this regard, it should be noted that the at least one control logic unit 7 comprises at least one read-and-write memory, for reading and writing control parameters of the railway inspection vehicle 1 and the data coming from the sensors 6.

[0143] With reference to what has been previously described, the railway inspection vehicle 1 according to the invention is capable of achieving the intended objectives.

[0144] Indeed, the railway inspection vehicle 1 comprises a body 2 that has an optimized structure to ensure both mechanical strength and lightness.

[0145] Unlike traditional solutions, which use for example a truss frame to which the components of the vehicle are operatively connected, the railway inspection vehicle 1 according to the invention introduces a body 2 which in turn comprises a hollow element 8, monolithic, configured as an elongated tubular element with rectangular section.

[0146] At the ends of this hollow element 8 are connected a first closing element 9 and a second closing element 10. This configuration provides remarkable structural strength, allowing the body 2 to effectively withstand loads without the need for a complex external frame. Moreover, the hollow element 8 internally delimits at least one compartment that houses the fundamental components for the operation of the railway inspection vehicle 1 itself, such as the power supply system, the at least one control logic unit 7, and the sensors 6.

[0147] The presence of at least one access opening inside the body 2 promotes maintenance or upgrading operations of the internal components. In this way, operators can easily access the internal systems without having to disassemble the vehicle or other main parts thereof.

[0148] The railway inspection vehicle 1 has a symmetrical configuration, which allows high operational flexibility. The first vision sensors 14 are installed in proximity of a first end of the body 2, while the second vision sensors 15 are connected to a second opposite end of the body 2. This arrangement allows the railway inspection vehicle 1 to advance along the longitudinal direction 3 in both directions, making it suitable for both forward and return inspections along a railway section.

[0149] The railway inspection vehicle 1 has great versatility of use. The presence of the hollow element 8, which serves as a supporting structure to which the first closing element 9, the second closing element 10, and other fundamental components are connected, including the rolling members 4 and the electric driving members 5, promotes not only the assembly but also the customization of the railway inspection vehicle 1. In particular, the sensors 6 and the at least one control logic unit 7 are positioned in the body 2 according to an optimized arrangement for the benefit of monitoring efficiency.

[0150] The railway inspection vehicle 1 has a modular architecture that allows easy adaptability should it be necessary to modify its overall dimensions. The hollow element 8, in fact, can be easily adapted, extended, or shortened without the need to redesign the entire railway inspection vehicle 1. This allows flexible design which reduces development times and costs, making the system extremely versatile and suitable for different types of tracks and operating environments.

[0151] In the foregoing, some embodiments have been described and variants of the present invention have been suggested, but it is to be understood that those skilled in the art may make modifications and changes without thereby departing from the related scope of protection, as defined by the attached claims.

Claims

1. Railway inspection vehicle (1) with autonomous or supervised guidance, for performing the inspection of a railway section, comprising: a body (2) extending along a longitudinal direction (3), along which said railway inspection vehicle (1) can advance; rolling elements (4) connected to said body (2); electric driving members (5) operatively connected to said rolling elements (4) and configured to actuate them in rotation with a direction of rotation or with an opposite direction; sensors (6) connected to said body (2) to detect information of an environment surrounding said railway inspection vehicle (1); at least one control logic unit (7) configured to manage the operation of said driving members (5) and receive and / or exchange data with said sensors (6), said body (2) comprising a hollow element (8) with rectangular section, a first closing element (9) and a second closing element (10), removably connected to opposite ends of said hollow element (8) so as to delimit an internal housing volume of components for the operation of said railway inspection vehicle (1).

2. Railway inspection vehicle (1) according to claim 1, wherein said hollow element (8) is monolithic.

3. Railway inspection vehicle (1) according to claim 1 or 2, wherein said hollow element (8) is configured as an elongated element, extending along said longitudinal direction (3) and serving as a supporting structure.

4. Railway inspection vehicle (1) according to any one of the preceding claims, comprising arms (29) for the connection of each of said rolling elements (4) to the body (2), with said rolling elements (4) positioned spaced apart with respect to said body (2).

5. Railway inspection vehicle (1) according to claim 1, comprising at least one cover (23) removably connected to at least one among opposite side walls (24) or a top wall (25) of said hollow element (8), wherein said at least one cover (23) can occlude or free an access opening delimited at, respectively, one of said opposite side walls (24) or said top wall (25) to which said at least one cover (23) is connectable.

6. Railway inspection vehicle (1) according to any one of the preceding claims, configured to move along said longitudinal direction (3) with a direction of advancement or with an opposite direction, in the absence of any need for repositioning of said railway inspection vehicle (1) with respect to a railway section on which it can be positioned.

7. Railway inspection vehicle (1) according to any one of the preceding claims, wherein said sensors (6) comprise first vision sensors (14), operatively connected to said first closing element (9), configured to detect data along said longitudinal direction (3) in a first direction of advancement, and second vision sensors (15), operatively connected to said second closing element (10), configured to detect data along said longitudinal direction (3) with a second direction of advancement opposite to said first direction of advancement.

8. Railway inspection vehicle (1) according to claim 6, wherein said first closing element (9) and said second closing element (10) each delimit at least one window (16) respectively engaged by said first vision sensors (14) and by said second vision sensors (15).

9. Railway inspection vehicle (1) according to any one of the preceding claims, wherein each of said first closing element (9) and said second closing element (10) is aerodynamic and has a half-shell configuration.

10. Railway inspection vehicle (1) according to claim 9, wherein each of said first closing element (9) and said second closing element (10) has an abutment portion (11), suitable to abut against a respective end of said hollow element (8), and an aerodynamic portion (12) protruding from said abutment portion (11).

11. Railway inspection vehicle (1) according to claim 10, wherein said aerodynamic portion (12) is rounded and convergent towards a central portion of said first closing element (9) or of said second closing element (10), distal from said abutment portion (11).

12. Railway inspection vehicle (1) according to any one of the preceding claims, wherein at least one of said first closing element (9) and said second closing element (10) delimits an air intake (21) configured for the intake of air inside said body (2) during the movement of said railway inspection vehicle (1).

13. Railway inspection vehicle (1) according to any one of the preceding claims, comprising forced ventilation members (26) housed inside said body (2) and operatively connected to said at least one control logic unit (7), wherein said forced ventilation members (26) are configured to generate a forced airflow through an outlet opening (27), which is in turn delimited through a bottom wall (28) of said hollow element (8).

14. Railway inspection vehicle (1) according to any one of the preceding claims, comprising at least one first distance detection sensor (33) connected to a top of said hollow element (8), in proximity of said first closing element (9), through a first adjustable support (34), and at least one second distance detection sensor (35) connected to a top of said hollow element (8), in proximity of said second closing element (10), through a second adjustable support (36), wherein said first adjustable support (34) and said second adjustable support (36) are configured to vary the inclination respectively of said first distance detection sensor (33) and of said second distance detection sensor (35) relative to said longitudinal direction (3).

15. Railway inspection vehicle (1) according to claim 14, wherein said first adjustable support (34) and said second adjustable support (36) each comprise a portal frame (37) and a support plate (38) pivoted to support brackets (39), which in turn are constrained to a top portion of said portal frame (37), adjustment members operatively connected to at least one of said support brackets (39) and suitable to abut against appendices (41) protruding from said support plate (38) to adjust its inclination relative to said portal frame (37), said railway inspection vehicle (1) further comprising locking members connected to at least one of said support brackets (39) engageable in at least one of said appendices (41), wherein said locking members are configured to lock in position said support plate (38) relative to said support brackets (39).

Images