[0001] The present invention refers to Physics,class G 02,and Electricity,class H04.
[0002] The current technique involves the use of a theodolite which must be manually set
by a skilled operator in order to survey technical data.
[0003] The peculiarity of the present industrial invention is to have made possible the
survey of the data through the emission and reflection of a laser beam from a sophisticated
theodolite fixed on railway engine or a train,even moving at high speed.
[0004] The instrument is hanging and sliding inside a container in order to guarantee its
own constant vertical order and an external range not lower than 180° each side. It
is revolving on its own axle, with reference to the movement and the speed of the
train wheels.
[0005] More than one reflecting components, one of which has a constant vertical order,
are applied on poles and/or pylons and/or similars,permanent and parallel to the rails.
[0006] The instrument and the reflecting components together are able to survey the stability
both of the pole (tab.1/2,fig.1(a)), and of the railway (tab.1/2,fig.1,(a4)), or of
the two at the same time.
[0007] Supposing, for example, that the laser beam's time mesure is 0,5 sec. and that the
train engine's speed changes from 300 km/h to 250 km/h or 215 km/h,the length of the
railway necessary to make the measurement is 41.66 metres for a 300 km/h speed,34.72
metres for a 250 km/h speed and 29.86 metres for a 215 km/h speed.
[0008] Considering,at last,that the Mannesmann poles, used by the Italian Rails,are placed
60 metres far one from the other along the rectilinear stretches and 50 metres along
the curvilinear ones, and taking,for example, a speed of 215 km/h, the instrument
will make two measurements along the 60 metres between the two poles.
[0009] Considering,besides,that the device,to guarantee the pointing for the laser beam
will have to move along his own axle in accordance with the trajectory and engine's
speed, the movement of the instrument is syncronized to the train wheels' one in order
to complete 90 degrees within the distance of a 1/4 of a perfect circular trajectory
with a 60 metres radius,and 180 degrees within the distance of a 1 /2 circunference.
As a consequence it's not necessary to stick the reflecting components on all the
poles,but, alternately,only on the half part of them.
[0010] For example : along a distance of 540 metres, the reflecting component will be alternately
applled only on to 4 poles (tab.2/2,fig. 7,(g,g1,g2,g3)),and not on to the 9 existing
and if the engine's speed will be 215 km/h, the instrument will complete n° 2 rounds
on itself, performing n°12 surveys.
[0011] Considering, besides, that all the trajectories are different from the perfectly
circular ones, following, in the most part of the stretches, a rectilinear trajectory
or polycentric bends through parabolic joints, and that the poles are placed not less
than 1.70 metres from the rail, the line marked out by the engine won't be 180 degrees
along the curvilinear trajectories,making an angle 24° less along the rectilinear
trajectories.As a consequence,the instrument will be able,while working,to survey
the railway line,too.
[0012] At this point, before to demostrate as the structure can guarantee the control of
the railway's stability, it's necessary to analyse the reflecting component fastened
to the pole and how the instrument broadcasting-receiving a laser beam is able to
keep constant its own vertical order.
[0013] The reflecting component,applied to the pole, ought to have a semicircular shape
and should be composed of 180 facetings,as many as the degrees of the instrument's
lateral range; if we use, otherwise, some particular reflecting prisms (tab.1/2,fig.1,(a7)),only
3 of them have to be used,placed on the semicircular support at 45°,90° and 135°.
The support,on which the prism has been stuck at 90°,will be indipendent and disconnected
from its lateral ones.It will be protected from atmospheric and external troubles
and will be able to keep its vertical order constant thanks to the special fastening
and to the weigth difference between the upper and the lower part of the support.
[0014] The revolving instrument,instead,is hooked on the inside of the container by two
bearings (tab.1/2,fig.3 (c,c1)) sliding on a semicircular guide (tab.1/2,fig.1,(a6)),in
order to take,moment by moment,a vertical order (tab.1/2,fig.2,(b1,b2)).The guide,provided
with lateral shoulders,(tab.1/2,fig.3,(c2,c3)),on which the two bearings slide makes
every movement impossible to the steady component of the instrument.In fact,the whole
instrument gravitational weigth,helped by two castors close to the guide from the
external side (tab.1/2,fig.3,(c4, c5)),forbid every swinging movement during its functions.
[0015] However,in practice,if it was any doubt on the effective results with this system,a
batter known gyroscopic system will be used.
[0016] A possible construction of the present structure suitable to the invention has been
drawn,as an example,on the enclosed tables, in which:
the Figure n.1,Tab.1/2.shows: a Mannesmann pole used by Italian Railways (a) on which have been stuck at a certain
heigth the prisms able to reflect the laser beam (a1);a train engine from which side
is projecting the container of the sophisticated theodolite, broadcasting and receiving
the laser beam (a2),with a fixed support welded to the engine's chassis (a3); the
foundation of the railway (a4); the theodolite with a special fastening on a semicircular
guide (a6) inside the container;one of the prisms,reflecting the laser beam (a7);
the Figure n.2,Tab.1/2,shows: the keeping of the vertical order of the instrument (b,b1);
the Figure n.3,Tab.1/2,shows : the two bearings (c,c1) to which the instrument inside the container is fastened;the
guide provided with shoulders (c2,c3) on which the bearings slide; the two castors
(c4,c5) which help,from the external side of the guide,the bearings to avoid turning
movements;
the Figure n.4, Tab. 1/2, shows : the container with the instrument projecting over the train engine (d) with a range
of 360° (180° each side); the container support welded to the centre of the engine's
chassis (d1);
the Figure n.5, Tab. 2/2, shows : a railway semicircular trajectory (e) and another rectilinear one (e1), to demonstrate
that the instrument's range,because of the distance from the poles - not less than
1.70 metres - is lower than 180° each side;
the Figure n.6,Tab 2/2, shows an example for the use of the structure : a distance covered by the engine provided with the instrument on its side equal to
120 m in a rectilinear trajectory; n°3 poles placed 1.70 m far from the rail : one
at the beginning (f1), another after 60 m, on which the reflecting component has been
stuck and the third after 120 metres (f3).
At the beginning, the instrument will emit the laser beam against the first reflecting
prism, surveying the measure (x) with an angle of 12° to the pole. A second survey
(y) will be possible when the laser beam will hit the central prism with an angle
of 90° to the second pole. A third survey (z) will be taken when the beam will hit
the last prism with an angle of inclination of 178°.
At this point, if we call (a) the measure x, (b) the measure y and ( c) the measure
z we'il have the following possibilities:
1) (a), (b), (c), equal the coordinates of origin. In this case the data surveyed
by the instrument confirm both the pole's and the railway's stability;
2) only (a) has a different value from its own origin. In this case,the railway between
(a) and (b) has had a varation;
3) only (c) has a different value from its own origin. In this case,the railway between
(b) and (c ) has had a variation;
4) only (b) has a different value from its own origin. In this case,the railway between
(a) and (c ) has had a variation, unless the laser beam's angle of incidence has changed.Otherwise,this
means that the pole had a variation;
5) (a),(b),(c) all have different values from their coordinates of origin.In this
case,or the pole has had a really great variation,or the whole stretch between (a)
and (c ) had it,or both the pole and the railway structure had a variation.
To know whether the variation has to be due to the pole, it's necessary another reflecting
point of reference, out of the main pole,choosing it on the first or the third pole
along the railway taken as an example.However,all this is unuseful,as the sophisticated
computer of the instrument is able to find out the cause of the variation by itself.
In fact,considering as vertexes of a triangle the start of the railway taken for example,the
central pole and the end of the line, it's possible to decide,by comparison of the
surveys and the original data, and if the length of the base of the triangle is not
changed, that the vatiation has to be due to the pole.On the contrary,it has to be
due to the railway or to both.
the Figure n.7,Tab.2/2,shows a 540 mt railway line, along which the reflecting conponents are applied to n.4 poles
(g,g1,g2,g3) and not on all the 9 existing.
[0017] In practice,of course,the structure will be able to be realized with different shapes,sizes
and materials according to the different requirements,with no injuries for the validity
of the present invention.
1. Structure composed of: a theodolite, broadcasting and receiving a laser beam,hanging
and sliding inside a container with a support fastened to the train engine's chassis
or wagons, characterized by fact that the theodolite keeps a vertical trim and an
external range measuring 180 degrees laterally and/or 360 degrees each side of the
rail.
2. Structure as the claim 1), characterized by fact that the theodolite emitting-receiving
the laser beam and provided with a sophisticated computer has been synchronized to
the rail wheels' movement according to their speed.
3. Structure as the claims 1) and 2), characterized by fact that more reficting components,
targets or prisms, one of which in constant vertical trim, are stuck to the poles
and/or pylons and/or similar supports,steady and parallel to the rails.
4. Structure as the claims 1),2) and 3), characterized by fact that it is able to control
the whole railway's stability.
5. Structure as the claims from 1) to 4),characterized by fact that it's possible to
survey the track and the stability of the rails thanks to the angular variantions,equal
to 180° for the semicircular bends, less for the parabolic and polycentric ones.
6. Structure as the claims from 1) to 5),characterized by fact that by the comparison
of the triangle measures,whose vertexes are the starting point,the reflecting pole
and the end of the stretch taken as an example it's possible to have the information
about the probable spatial variations of the pole,the railway structure or both.
7. Structure as the claims from 1) to 6), characterized by fact that the theodolite,placed
in a central position on the engine,will extend its range to 360 degrees, involving
both sides of the whole railway structure.
8. Structure as for the claims from 1) to 7),characterized by fact that it will be possible,
through the data surveyed by the instrument,to control not only the railway but even
the engine's functioning.
9. Structure as the claims from 1) to 8), characterized by fact that the data surveyed
by the instrument are processed by the same or by a computer placed in the engine's
control cab,or more,broadcast, through telematic systems,to an external processing
station.
10. Structure as the claims from 1) to 9), characterized by fact that it can be modified
during the costruction according to different requirements without injuries to the
validity of the present invention.