IT202000013066A1 - Advanced railway maintenance device - Google Patents

Description

Advanced railway maintenance device:

Description

Summary

Introduction ................................................. .................................................... .......................................... 3 State of the art .... .................................................... .................................................... ............................ 4 Description ............................ .................................................... .................................................... ........................ 8 Modes of Realization ............................................. .................................................... ....................... 11 Introduction

The present invention relates to a complex device for maintaining the bogies of railway vehicles in all their components and the railway lines. In the rest of the document we will refer? to the device with its design name Rerogan-3.

Maintenance of railway vehicle bogies in all their components, including but not limited to risers of all types and wheels of all types, means exactly what is described below.

By maintenance we mean exactly the analysis and monitoring of the elements to be maintained with respect to:

? wear and tear by physical forces

? wear and tear due to chemical agents

? wear by physical forces and chemical agents in the same period of time

? the detection of a material defect

? the detection of the breakage of one or more? parts of railway vehicle components

? the detection of conditions of physical stress

? the detection of conditions of chemical stress of one or more? parts of railway vehicle components

? all possible combinations of the aspects mentioned above.

By maintenance of railway lines in all their components, including but not limited to tracks of all types, we mean exactly what is described below.

By maintenance we mean exactly the analysis and monitoring of the elements to be maintained with respect to:

? wear and tear by physical forces

? wear and tear due to chemical agents

? wear by physical forces and chemical agents in the same period of time

? the detection of a material defect

? the detection of the breakage of one or more? parts of the components of the railway lines.

? the detection of conditions of physical stress

? the detection of conditions of chemical stress of one or more? parts of the components of the railway lines.

? all possible combinations of the aspects mentioned above.

The term railway means includes: all artificial means equipped with trolleys which, in order to move, must have positioned them on paths guided by rails made up of one or more? binaries.

In the rest of the document we will refer? to the aforementioned description with the term of omni-maintenance.

Some examples of railway vehicles are:

? Passenger trains.

? Metro trains.

? Light rail trains.

? City trains known as TRAMs

? Trains for transport in mines or for generic industrial use.

? Submarine trains

? Trains that travel in sealed environments.

The tools currently available to the art for solving specific technical problems are known and at the same time the relative technical limits are known which the present invention intends to overcome in an optimal way.

In the following chapters they will be presented in order:

? The known solutions of the state of the art to highlight their technical limits.

? The description of the Rerogan-3 highlighting all the technical solutions resulting from the use of the device to every single problem currently not solved or solved in an inefficient way by the state of the art.

? A possible way? of implementation that does not limit in any way the invention being only one of the modalities? of implementation.

The reference drawings that are used to describe the mode? of implementation or explain some features of the patent and which do not limit the patent in any way are presented in a separate document: the drawings are only aimed at describing well the modality? of implementation indicated in the previous point and provide descriptions to explain the characteristics of the patent.

State of the art

The state of the art envisages various technological proposals which are considered inadequate, with respect to the proposed solution, for solving the maintenance problem completely.

The common denominator of the state of the art? the presence of methodologies or tools that try to solve the problem of maintenance of the bogies of railway vehicles in all their components or of the tracks, but not all the relative technical problems with a unified device: this ? a limit that involves problems that affect the safety of the world's railway infrastructures.

The inability of all the technologies currently present in providing a technical solution to this complex set of problems entails their inadequacy in solving a set of primary fundamental questions in the maintenance process and secondary fundamental questions in the maintenance process.

To produce this new and original technology in the railway sector, the patents present in the main international databases were analyzed in detail.

In particular, the following patents have been carefully analysed, and the patents related to them such as, but not limited to, the families of patents, why? considered as more significant:

? CN100376444C

? CN108088904A

? EP1118834A2

? US3812708A

? AU2013286358A1

? US2019094181A1

In the next part of the paragraph the fundamental questions are listed and then, in detail of the most? that have been analysed, secondary core issues are highlighted.

The primary key issues are:

? Cause-effect relationship: most of the maintenance problems of the bogies of railway vehicles in all their components and of the tracks concern the wear due to the interaction between the various components such as, for example, the sliding friction between the wheel and the binary, but not only. As said, in the current state of the art there are distinct systems for the maintenance of the bogies of railway vehicles in all their components and of the tracks. The presence of two separate systems leads to the production of separate data streams that independently undergo a transformation process in order to try to have a complete diagnosis. In fact, in the end, these sets of data are processed by particular algorithms aimed at looking for a cause-effect relationship between the various systems being monitored.

Basically, the current technical solutions try to answer questions in a decomposed and fragmented way. An example of a question? whether an anomalous wear process between wheel and track has been generated: by a defective track or by defects on the bogies of railway vehicles in all their components or by the interaction of both elements analysed. But ? it is inevitable that in the transformation cycle the data undergo various information losses due for example to normalizations and various forms of error propagation such as, for example, but not only quantization errors.

So the result of the algorithms implemented, as a result, has an error that can? lead to fault attribution defects or errors in the redesign of the components involved in a specific failure.

On the contrary, the proposed solution allows to minimize the transformations of the data which are substantially integrated in the most efficient way. uniform possible: this will be? described perfectly in the next chapter.

? Interferences: the state of the art is based on sets of sensors and actuators which basically detect electromagnetic, acoustic or optical quantities at different frequencies. The problem of the state of the art from this point of view? the presence of different types of noise which inevitably lead to measurement errors.

These interferences with the intensification of acoustic and optical electromagnetic pollution can only increase.

The proposal described in this document ? a device which is almost imperceptibly affected by the aforementioned noise sources.

Rerogan-3 ? fundamentally much less sensitive to background noise and environmental conditions than all solutions or combinations of solutions present in the state of the art technology: this property? will be fully described in the next chapter.

? Maintainability: the state of the art is based on components that are particularly fragile on equal terms. of weight and at parity? of mechanical stress and cost when compared with the solution proposed in the patent.

Maintain maintenance devices ? a problem that clearly has a cost in terms of quality? of the maintenance itself?. The Rerogan-3 device ? was conceived to be extremely resistant and reliable with the aim of not altering its results even in extremely prohibitive environmental conditions and in any case to be superior to all the solutions or combinations of solutions present in the state of the art of technology: this property ? will be fully described in the next chapter.

In order to better appreciate the validity? of the analysis carried out ? the time to dissect the patents pi? significant to bring out their intrinsic limitations in solving the secondary and primary fundamental issues for the complete implementation of the contribution to the maintenance process.

They will be analyzed individually in the following pages.

US2019094181A1 methods and system for inspecting train wheels and axles.

The patent, and related patents, is based on an array of magnetometers in order to try to determine the alterations or defects of the wheels and axles only.

In particular, the patent together with its family of derivative or similar patents fails to solve specific problems that fall under the technical problem they seek to solve.

The wear or damage of a wheel does not necessarily involve an electromagnetic trace, indeed many times electromagnetic alterations of the magnetic components of a wheel or its axle are in all respects false alarms due to the presence of other electromagnetic sources that casually come into contact with magnetometers such as, for example, electromagnetic sources of ferrite present in particular points of the railway journeys.

Or can we simply think of the ferrous particulate naturally present in the railway environment or of ferrous waste deriving from the activity? that can blind the magnetometers providing false positives and therefore generating exactly the opposite effect sought by the US2019094181A1 patent: an increase in maintenance interventions.

Rerogan-3 on the contrary? built in a way that can't? be significantly influenced by elements that can generate false positives on the state of wear of the wheels or rails and this will be? fully described in the next chapter.

AU2013286358A1 Method and device for inspecting railway wheels

This second patent, and related patents, presents a very well done description but above all it starts from an analysis of a set of patents prior to AU2013286358A1 showing their technological limits in solving the maintenance problem.

The problem behind AU2013286358A1 ? which uses magnetic field flux measurement and thus basically lacks the flaws of US2019094181A1. For the same reason many false positives are generated and some components that cannot be appreciably measured with devices that are based on the measurement of the electromagnetic field and its alterations are not included in the data necessary to be able to accurately determine the status of the wheel system tracks. Conversely, Rerogan-3 ? built in such a way as to also be able to detect the components relating to the state of the trolley system ? track which involve no or poorly measurable electromagnetic traces but which are the consequence of anomalous wear phenomena which could lead within a few seconds to the breakage of a railway track or of any component element of a train carriage.

US3812708A Method and apparatus for testing wheels and defect detection in wheels.

This third patent, and related patents, presents a very well made description and compared to the others analyzed it uses a set of techniques based on ultrasound.

A positive aspect of the patent, and related patents, ? the fact that highlights some limits of the electromagnetic systems in the detection of the defects of the wheels already? partially highlighted in the analysis of the limits of the patents AU2013286358A1 and US2019094181A1.

Below is an excerpt from the US3812708A patent description: ?The magnetic test of the locomotive wheels ? was also performed by mounting small coils of the detector on the locomotive in the vicinity? of the wheels. Small cracks, such as thermal cracks, which can develop when the locomotive is running? moving, interrupt the magnetic field, thus triggering? an alarm signal. This wheel test method? impracticable because of the expense and the difficulty? installation and maintenance of magnetic test devices on each wheel of each railway carriage. Furthermore, in such devices it is not planned wheel wear measurement.? In any case, the use of ultrasound systems itself has very similar limits because? for example but not only ultrasounds are very susceptible to environmental conditions:

? Destructive interference with external sources.

? Presence of dispersion phenomena due for example but not only to meteorological phenomena. ? Presence of dispersion phenomena due for example but not only to the presence of dust, particulate elements suspended in the atmosphere and near of the sensors.

On the contrary Rerogan-3, does not use ultrasound directly on the wheel as done and protected by the aforementioned patent, to avoid the possibility of false positives or false negatives on all the collected data.

EP1118834A2 Device to optically measure the wheels of railway vehicles

This patent, and related ones, uses an optical system to be able to analyze the wear of train wheels in general. The drawback of this solution? basically due:

? to the operating conditions and therefore, for example, to the simple dirt that you can? deposit on optical viewers

? to the difficulty to be able to detect even nanometric particles which can be the alarm bells of wear problems on the surface of the wheels.

Again Rerogan-3 ? was developed as a device that manages to overcome these two problems that can generate false positives or negatives in the phase of detecting the defects of the train bogies.

CN108088904A Method for ultrasonic inclusion detection of train wheels

This and related patents use ultrasound differently from US3812708A but have similar problems leading to suboptimal resolution of the technical problem in contrast to Rerogan-3.

CN100376444C Device for measuring the roundness of a railroad wheel

This patent, and related ones, uses a mechanical system based on rolling rollers and related systems to be able to check the condition of the wheels.

The biggest problem with this solution? the level of approximation of the measures intrinsic in the methodology of the patent and therefore to the inability? to detect a constellation of problems relating to wheel wear.

The Rerogan-3 device does not exhibit this defect.

In the next chapter will be? systematically described the Rerogan-3 device showing in particular how it is able to solve the problems highlighted in this chapter and many others efficiently and effectively.

Description

The Rerogan-3 device is basically based on very simple operating principles.

The operating principles are based on the estimation, analysis and monitoring of the deterioration of all the components relating to the railway bogies and railway tracks starting from: from the fine particles produced by them in dynamic and/or static conditions and from the particles produced by the surrounding environment in which these components operate.

The device, with respect to the existing state of the art, has as its objective the omni-maintenance of all the constituent components of the trolleys, including the wheels, and the tracks with a suitable acquisition and measurement of the aforementioned particles, according to a method original which involves a significant decrease in the errors of evaluation of the level of wear compared to what is determined by tools, devices and methodologies of the existing technique in the same sector of interest.

The origin of these particles of material pu? be basically from these elements but not only:

? the wheels of the train at the point of contact with the rails

? the train tracks at the point of contact with the wheels

? the constituent parts of the trolley

? other parts of the train

? other parts of the rails

? the environment surrounding the train and the rails.

The Rerogan-3 device implements the following functions using specific components with the train moving or stationary and in any environmental or climatic condition:

1. collects particles without trapping them using elements with an entry point and an exit point.

2. analyzes and classifies the above-mentioned particles providing feedback on their origin by means of a suitable spectrographic analysis of each sample.

3. Modify the intensity, frequency and direction of the electromagnetic and acoustic signals used in order to better identify the characteristics of the sampling particles by means of spectroscopes. This function is later identified with the term excitation signals.

4. generates a flow of data describing the change of state of the wheels of the trains and of all the components of the bogies.

5. generates a flow of data describing the change of state of the tracks in all its components.

6. Geo-reference each collected particle thanks to one or more? position modules such as, for example, G.P.S.

In order to be able to collect the particles, the Rerogan-3 device, in the scenario and in the configuration identified above, uses, as stated above in point 1, a three-dimensional component having the shape of a beehive.

This beehive-shaped device will be? hereinafter identified with the term beehive and ? formed by a set of pipes of different sections positioned in parallel and packaged in groups of different units.

Figure 1 shows an exemplary and non-limiting description of the hive which can contain within it also the active elements such as for example the electronic processor, the generators of excitation signals. ? to note that the shape of figure 1 is not ? indeed limiting? It is possible to have different geometric shapes of the section and to have different calibers coexist in the same group of tubes.

The fundamental aspect to understand? that a hive has as its objective the three-dimensional mapping of the particle flows that are analyzed.

Basically it is used to calculate the relative position of the various particles that are examined by the device: as an example but not limiting image, we can think that if each single entry point is a pixel of a camera, the difference? that while a pixel of a camera allows me to determine the properties? electromagnetic fields for example of a point of an image in this case one of the entry points of a beehive allows to determine a very high level of detail of the physical components of each particle analysed.

The device works like a human eye that ?absorbs? the object of one's observation, analyzes it in physical terms and then expels it.

A simple observation is enough to better understand the function of the hive. For example, if there was only one hive arranged parallel to a suspension of a trolley, and the holes positioned more? up began to collect and detect ferrous particles, the device would be able to estimate with high probability? that a high section of the suspension is undergoing a phenomenon of anomalous physical stress and therefore could predict the breakage of this component.

To better understand this concept we can continue to analyze the figures.

As shown in figure 2 each tube ? crossed by a flow of air at a speed? correlated with the speed? of the train and the surrounding environmental conditions.

As shown in figure 3, each tube has a system for detecting the entry of a particle inside a specific tube.

As shown in figure 4, each sample is subjected to one or more? excitation signals at different frequencies and of different nature: electromagnetic or acoustic.

As shown in Figure 5, sensors are arranged along the walls of the tube to allow a spectroscopic analysis of each individual sample.

As shown in figure 6 thanks to the arrangement of the tubes and the correlation of data between input detectors and spectroscopic results ? It is possible to have a real-time map of the particles produced by the trolley examined and by the tracks and with the acquisition of knowledge of their detailed physical and chemical characteristics.

To generate a complete data stream the spectrographs used are both based on electromagnetic signals and based on acoustic signals.

The device ? therefore composed of:

? one or more spectroscopic devices, without limitations on the spectrum band to be analysed, controlled by an electronic processor and suitably powered and configured to function correctly.

? An electronic processor that collects the data from the spectroscopic devices processes them and produces data streams that describe the level of erosion of all the components mentioned: the bogies including the wheels and axles and the tracks in all their components. The capacity? being able to determine the chemical-physical composition of each particle compared with the different compositions of the various elements under analysis allow us to have feedback on the level of erosion of the components mentioned.

? An electrical source of power.

? One or more? modules for geo-referencing the location of the analyzed particles.

? One or more? sources of electromagnetic and acoustic signals necessary for the operation of one or more? spectroscopes: spectroscopic devices require devices that produce electromagnetic and acoustic sources with particular bandwidth characteristics in order to have a good response to the detection sensors.

? A sample collection system that has one entry point and one exit point. The device can be positioned: in any position of the train, only on the tracks in any position, partly on the train and partly on the tracks. The patent covers all of these configurations without any limitations.

Primary Fundamental Issues:

? cause-effect relationship: to understand how only the Rerogan-3 device can allow to perfectly determine the cause-effect relationship, it is necessary to examine figure 7. In this context, the cause-effect relationship defines the typical scenario of a wear and tear damage in the context railway and the need? to be able to attribute in the most? sure is the responsibility possible? of the event.

Let us better define the context with one of the possible scenarios: damage to a wheel, for example, could be the consequence of poor maintenance of the wheel that operated on a track in perfect condition or it could be a consequence of a track in poor condition which damaged a wheel in perfect condition.

In figure 7 ? shown is a model of a wheel surface in perfect condition experiencing the frictional forces of a track under severe wear.

The greatest number of bumps? present on the binary will produce? as a consequence the detachment of a greater number of particles from the track than from the wheel which will be promptly registered and analyzed by the Rerogan-3 device. In the figure: number 1 shows track defects and number 2 shows particles from the track produced by friction with the wheel surface.

Conversely, in the case of wheels in poor condition and tracks in optimal condition, the responsibility? reverses and the retry sar? which Rerogan-3 collector? more wheel champions than track champions.

Between these two extremes there are clearly a range of possibilities? but in any case there is a strategic advantage in the investigation to be able to attribute the fault of the bad maintenance of one element or the other thanks to the use of the Rerogan-3 device.

? Interferences: the interferences are practically nil, in fact, the quantitative and qualitative tests of the wear events of the components are analysed.

? Maintainability: each individual collection system works as an independent and efficient measuring instrument. The samples are not stored but pass through the host collection system for its entire length without creating accumulations of particles. The large amount of data due to the fact that an analysis is carried out on many samples at the same time allows not to be influenced by malfunctions of a single spectroscopic analysis component. For example, on a matrix of one hundred thousand components, even if five percent were damaged, the remaining ninety-five percent would provide a more accurate result. than reliable compared to other technological solutions according to the state of the art.

The secondary fundamental questions are perfectly resolved also thanks to the improvement in astronomy of spectroscopic analysis.

In fact, at the current state of technology we can benefit from extremely precise and reliable components and apparatuses in the reference technological sector as virtuous effects of spectroscopic technology in astronomical terms.

mode of Realization

The mode? of proposed realization of the device Rerogan-3 not ? absolutely binding. The Rerogan-3 device as a device that adopts an original use of spectroscopy, both electromagnetic and acoustic waves, to detect the wear of all the components of the train carriages and tracks can be accomplished in hundreds of different ways.

For example, with matrixes of nanometric tubes and millions of micro-components for spectroscopic analysis or even with a matrix composed of only two small tubes of dimensions visible to the human eye, with a spectroscopic device with electromagnetic waves and with a spectrum of use that of light visible. Spectroscopy potentially makes it possible to analyze a virtually infinite band of frequencies.

The Rerogan-3 device has no imposed technical limits and therefore the patent includes devices made for spectroscopic analysis without bandwidth limits.

Furthermore, the device to provide a comprehensive analysis uses both spectrographic devices in the field of electromagnetic waves and in the field of sound waves.

But in order to present a modality? realization you opt? for a very simple solution but not limiting the features of the patent in any way.

The mode? implementation involves the construction of a device with analysis in the visible space and for particles with dimensions of about 1 cubic millimeter.

What material is needed?:

? A black drinking straw about 20 long.

? A commercial train and a straight railway.

? A model photoelectric sensor, for example, an OPB706B component produced by Optek which allows the detection of tiny particles of about 1 cubic millimeter in size.

? A spectrometric camera, for example, Lumini T Spectrometric Camera made by myspectral.

? A computer module, for example, Raspberry Pi 4 Computer Model B 1GB RAM.

? A white LED positioned outside the tube for simplicity?.

? A LED inside the tube to increase the effectiveness of the spectrometric camera

? A power battery.

? One button to activate.

? A reset button.

? A 16 gigabyte ssd card to be installed on the Raspberry Pi 4 module for the data, the management program and the linux operating system.

? A gps module, for example, the GPS NEO-6M model.

? A plastic container of suitable dimensions to be able to contain what is listed and equipped with metal laces to be able to anchor it in the housing compartment of the train wheel.

In figure 8 ? shown the system assembled in the vicinity? of the train wheel. The electronic components are all connected and powered to the Raspberry Pi 4 which in turn? powered by battery.

Inside the figure 8 with the number:

1. Illuminated particles are shown which, transported by the turbulence of the moving air, are directed towards the small tube positioned inside the plastic container.

2. ? the lighting LED positioned on the outside.

3. ? the Raspberry Pi 4 with the battery pack suitably fixed, also accompanied by:

to. the activation and reset buttons

b. the NEO-6M GPS module.

c. the 16 gigabyte ssd card.

4. ? the OPB706B component.

5. ? the internal LED.

6. ? the Lumini T Spectrometric Camera.

7. These are the particles leaving the device.

Basically at a? extremity? of the straw? Once the photoelectric sensor is positioned, the air that enters the straw flows out through an opening in the container to detect the passage of a particle of appreciable size.

halfway through of the straw are positioned through holes: the lens of the spectrometric camera and the entire lighting LED on the tube.

All the devices are powered and controlled by the computer module.

The computer module ? powered by battery.

The computer module ? programmed to activate the spectrometric camera in case of positive detection of a particle by the OPB706B sensor.

The device thus composed must be turned on and reset.

Once put into operation will collect? the spectrographic data and will save them? above the ssd card by georeferencing them via the gps module.

Experimentally, in order to produce an effective simulation, the train will have to pass on a straight length of about 25 km at speed? constant of 50 km per hour.

Along the straight, approximately 200 kg of iron filings of 1mm to 2mm cubic size must be deposited on the tracks to simulate track erosion.

In this way it will be It is possible to detect several analyzed and georeferenced samples as proof of the effectiveness of the proposed technology.

Claims (9)

Claims: 1. A Device for the purpose of monitoring the physical state of: bogies of railway vehicles in all their components, including, but not limited to, axles, wheels and suspensions, and railway tracks, in all their components. The device ? suitable for functioning in any motorcycle or environmental condition to which all the components listed above are subjected. Monitoring involves at least these aspects in relation to variations in the physical state of the components listed above: wear and tear due to physical forces or chemical agents, the detection of their defects, the detection of breakage or deformation, the detection of of physical stress, the detection of chemical stress conditions and, finally, all the possible combinations of the aspects listed above. Such a device? characterized in that it comprises: at least one spectroscopic apparatus, at least one electromagnetic signal generator to excite the particles to be analysed, at least one acoustic signal generator to excite the particles to be analysed, at least one system made of plastic material equipped with an entry point and of an exit point called capture device, at least a sensor to detect the geographical position with the same functions as a G.P.S. and at least one electronic processor for controlling and commanding all the components. 2. A device suitable for analyzing the bogies of railway vehicles in all their components, including, but not limited to, axles, wheels and suspensions, and for analyzing the railway tracks, in all their components and in any condition of motion or environment, according to claim 1 characterized by the fact that the spectroscopic apparatus ? suitable for analyzing the particles of material, coming from the bogies of railway vehicles in all their components, from the railway tracks in all their components or from the environment surrounding the bogies and railway tracks. The spectroscopic apparatus allows to analyze the particles both individually and as a group. The apparatus generates descriptive data of the aforementioned particles both in quantitative and qualitative terms. 3. A Device as per claim 1 characterized by the fact that the spectroscopic apparatus ? managed by the electronic processor. 4. A Device as claimed in claim 3 characterized by the fact that: the electronic processor collects the data produced by at least one spectroscopic apparatus, relating to the physical characteristics of the collected particles, the electronic processor by means of sensors present in the capture device is able to determine the relative position of each particle analyzed and the electronic processor using pre-loaded data compares the data produced by the spectroscopic apparatus with reference values to estimate the physical state of the elements being monitored as described in claim 1. 5. A device as claimed in claim 1 characterized in that the signal generators are controlled by the electronic processor to improve the capacity? of data collection by the spectroscopes: if the environmental conditions change, if the speed changes? of the train, if there are stresses the? electronic processor pu? change the characteristics of the signals produced by the electromagnetic and acoustic signal generators in frequency amplitude direction and shape. 6. Device suitable for analyzing the bogies of railway vehicles in all their components, including, but not limited to, axles, wheels and suspensions, and for analyzing the railway tracks, in all their components and in any motion or environmental condition , according to claim 1 characterized by the fact that: the capture device ? composed of at least one collection device, each collection device ? an object of plastic material equipped with an entry point and an exit point, each collection device ? suitable for allowing particles of different sizes to pass through it which must be analyzed by at least one spectroscope. The particles can be: coming from the bogies of railway vehicles in all their components, and/or from the railway tracks in all their components and/or from the surrounding environment. 7. Device suitable for analyzing the bogies of railway vehicles in all their components, including, but not limited to, axles, wheels and suspensions, and for analyzing the railway tracks, in all their components and in any motion or environmental condition , according to claim 6 characterized by the fact that at the entry point ? inserted in various positions at least one sensor suitable for detecting the entry into the capture device of at least one particle. The particle can be: coming from the bogies of railway vehicles in all their components, and/or from the railway tracks in all their components and/or from the surrounding environment. In the event of a particle entering, the sensor for detecting the entrance communicates the event to the electronic processor to allow the electronic processor to determine the relative position of the particle to be analysed. 8. Device suitable for analyzing the bogies of railway vehicles in all their components, including, but not limited to, axles, wheels and suspensions, and for analyzing the railway tracks, in all their components and in any motion or environmental condition , according to claim 1 and claim 7 characterized by the fact that the sensor for detecting the geographical position has the same functions as a module which uses satellite constellations in space to determine the position of an object. Each time a particle is detected by an input detection sensor, the computer records the geographic location of the particle. 9. Device suitable for analyzing the bogies of railway vehicles in all their components, including, but not limited to, axles, wheels and suspensions, and for analyzing the railway tracks, in all their components and in any motion or environmental condition , according to claim 1 for which the position of each component part of the device can be : in any position on a railway vehicle or in any position on railway tracks.