Method for verifying operation of at least one brake device of at least one vehicle and corresponding verification system

Abstract

The invention relates to a method for verifying the operation of at least one brake device of at least one vehicle. A method includes determining that at least one braking device of the vehicle is malfunctioning when at least one estimated braking force value is different from a predetermined validated braking force value Fa. Another method includes determining that at least one brake device of the plurality of brake devices is malfunctioning when the estimated total braking force value is different from the expected validated total braking force value. Yet another method includes determining that at least one brake device is malfunctioning when at least one measured friction value Fb is different from an expected friction value. Yet another method includes determining that at least one of the plurality of braking devices is malfunctioning when the total friction value Fbtot is different from the expected total friction value. A corresponding system for verifying the operation of at least one brake device of at least one vehicle is also described.

Description

Technical Field

[0001] The invention relates generally to the field of brake systems. In particular, the invention relates to a method for verifying the operation of at least one brake device of at least one vehicle, in particular at least one rail vehicle, and a system for verifying the operation of a brake device of at least one vehicle, in particular at least one rail vehicle. The verification of the operation, i.e. the diagnosis, can also be performed in real time. Background Art

[0002] The prior art will be described below with particular reference to the field of rail vehicles. Where possible, the above content can also be similarly applied to vehicles of other fields traveling on rails.

[0003] After a rail vehicle or a rail fleet comprising a plurality of rail vehicles is started up and before it is put into service, for example before daily operation, a "brake test" operation known to those skilled in the art is performed. This operation is necessary to verify the overall correct operation of one or more brake devices of the brake system of the rail vehicle or rail fleet.

[0004] Depending on the composition of the type of one or more rail vehicles and the composition of the rail fleet, different methods are used to carry out the "brake test".

[0005] For the latest generation rail fleets, known as fixed formations, brake testing is usually automated. For example, via pressure sensors connected to the brake cylinders of the brake system, brake control devices (e.g. computers) check whether the pneumatic brake pressure controlled by them is actually present at said brake cylinders within a predetermined tolerance band.

[0006] However, this type of automated check cannot verify whether the brake system's brake cylinders generate a braking force corresponding to the brake pressure to the pad-disc or shoe-wheel clutch pair. For example, a malfunction in the brake cylinder could change the nominal pressure / force ratio by locally reducing the braking force generated by the brake device.

[0007] In the case of a freight convoy, comprising, for example, a locomotive and a plurality of rail vehicles (e.g., freight wagons), there is no information means of communication between the locomotive and the connected rail vehicles. In this case, a "brake test" includes a procedure involving an operator who is required to check, at least by visual inspection, whether the brake shoes 103 of the various brake devices have fallen off the wheels, or the brake pads of the various brake devices have fallen off the brake discs, in the absence of pneumatic brake pressure. The operator should also check whether the brake shoes are in contact with the wheels, or the brake pads are in contact with the brake discs, in the presence of pneumatic brake pressure.

[0008] This procedure takes an extremely long time, as the operator must walk along both sides of the entire length of the rail vehicle or rail fleet to perform the visual verification. The procedure is performed with the brakes applied by various brake devices and then repeated with the brakes released by various brake devices. Furthermore, the visual analysis does not visually ensure that the pressure actually applied to the brake cylinders corresponds to the nominal pressure when the brakes are applied, thus masking a hidden fault in one or more pneumatic components in the brake force generation chain.

[0009] The problems associated with "brake testing" have been described above with reference to pneumatic brake systems. However, the same problems may also be found in electro-pneumatic brake systems or electromechanical brake systems and the associated brake application devices.

[0010] Recent technological developments propose to provide each rail vehicle with a self-powered data acquisition system through an “energy harvesting” system, connected to appropriate pressure and force sensors, equipped with wireless communication means and capable of transmitting data related to the brake test to the surface during the “brake test” step.

[0011] While the proposed system is feasible, it implies high installation and upgrade costs for both hardware components as well as the entire fleet.

[0012] Furthermore, since “brake testing” is an inherent procedure for operational safety, it may imply high costs for development and certification in terms of data acquisition and especially transmission systems according to current safety standards (EN50126, EN50128, EN50129).

[0013] In the field of vehicles with rubber wheels, a braking system comprising one or more braking devices can be regularly checked using a device, in which the vehicle under test is first placed on rollers that rotate the wheels, and subsequently one or more braking devices of the vehicle under test are activated. Finally, the braking torque applied to the rollers is measured. Based on this measurement, the efficiency of the braking system is evaluated. Obviously, this method may not be applicable to rail vehicles, such as rail vehicles or rail fleets, at the beginning of each daily mission, due to the complexity of applying it on each axle of each vehicle that makes up the rail fleet and the time required to perform it. Summary of the invention

[0014] The object of the present invention is to provide a solution which allows detecting a possible failure of at least one braking device of at least one vehicle arranged to travel on a track.

[0015] Therefore, another object of the present invention is to provide an effective solution which does not involve high costs both in terms of hardware components and installation and upgrade costs of possible complete fleets.

[0016] Another aim was to provide solutions that did not involve onerous development and certification costs.

[0017] According to one aspect of the invention, the above and other objects and advantages are achieved by a method for verifying the operation of a braking device of at least one vehicle having the features defined in the independent claims 1, 3, 6 and 9, and according to a further aspect of the invention, by a system for verifying the operation of at least one braking device of at least one vehicle having the features defined in the independent claims 17, 19, 21 and 23.

[0018] Preferred embodiments of the invention are defined in the dependent claims, whose content is to be understood as an integral part of the present description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The functions and structural features of some preferred embodiments of the method for verifying the operation of at least one braking device of at least one vehicle and the system for verifying the operation of at least one braking device of at least one vehicle according to the present invention will now be described. Please refer to the accompanying drawings, in which:

[0020] - Figure 1 By way of example, brake cylinders and brake shoes of a brake device are shown, which are arranged to act on a wheel in transport in contact with a rail; - Figure 2a An exemplary vehicle traveling on a track is shown; - Figure 2b Another exemplary vehicle traveling on a track is shown; - Figure 3 An exemplary vehicle traveling on an inclined track is shown; - Figure 4 An exemplary vehicle towed by a motion device is shown; - Figure 5 An embodiment of a system according to the invention for verifying the operation of at least one braking device of at least one vehicle is shown; - Figure 6 A further embodiment of the system according to the invention for verifying the operation of at least one braking device of at least one rail vehicle is shown.

[0021] - Figure 7 An embodiment of a system for measuring friction is shown, the system being configured to measure friction values; - Figure 8 Another embodiment of a system for measuring friction is shown, the system being arranged to measure friction values. DETAILED DESCRIPTION

[0022] Before explaining in detail a number of embodiments of the present invention, it should be clarified that the application of the present invention is not limited to the design details and construction of the components presented in the following description or shown in the accompanying drawings. The present invention may adopt other embodiments and be implemented or constructed in different ways in practice. It should also be understood that the wording and terminology have descriptive purposes and should not be interpreted as limiting. The use of "including" and "comprising" and its variations are intended to cover the elements listed below and their equivalents, as well as additional elements and their equivalents.

[0023] Furthermore, in the present disclosure and claims, terms and expressions indicating positions and directions, such as “longitudinal”, “lateral”, “vertical” or “horizontal”, are with reference to the universal ground 205 longitudinal to the direction of travel of one or more vehicles.

[0024] With respect to the drawings, a side view is used, and the wheels shown and described as supported on respective rails may be understood to be replicated and applied to a pair of wheels constrained by an axle, and two rails constituting a track, each of which is associated with a respective wheel.

[0025] For example, observe Figure 1 , shows a shoe wheel type brake system. Those skilled in the art can apply the present invention to a brake pad-brake disc type brake system in a similar manner.

[0026] The wheel 100 with angular velocity ω(t) rests on the rail 101 at contact point 102. The brake shoe may apply an equivalent braking force F2 to the wheel 100 at point 104.

[0027] At the contact point 102 between the wheel 100 and the rail 101 , a friction force F1 is thus generated.

[0028] The equilibrium equations of the forces acting on the circumference of the wheel 100 with radius r and moment of inertia J are reported herein, except for the rolling friction which is not important for the discussion of the present invention [the wheel 100 has an angular velocity ω(t)]: For constant non-zero values ​​of ω(t), we obtain: Therefore, under the condition of constant speed ω(t): It is therefore possible to measure the friction force F1 under conditions of constant ω(t) and obtain directly the value of the braking force F2, regardless of the physical parameters of the wheel or axle, unless there are forces related to rolling friction, such as those related to the bearings. In any case, these forces can be neglected for the purposes of the invention.

[0029] Otherwise, if the vehicle is on an inclined track, e.g. Figure 3 As shown, the vehicle may not move at a constant speed, but according to an accelerated motion (e.g., caused by the inclination of the track and the gravity g). In this case, the equilibrium equations for the forces and moments acting on the circumference of the wheel 100 are reported herein, except for the rolling friction which is not important for the discussion of the present invention (the wheel 100 has an angular velocity ω(t) and the vehicle has an acceleration ).

[0030] in r is the wheel radius; J is ½ of the shaft inertia; M is the mass of the vehicle acting on the track; m is ½ of the shaft mass.

[0031] Considering pure rolling conditions on all wheels, the following equation holds: According to the previous equation, it can be clearly seen that the F of a single wheel 2 .

[0032] The above formulas are known to those skilled in the art and are merely possible examples of various formulas that may be used.

[0033] A first exemplary embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, is described below. Figure 2a The vehicle V comprises:

[0034] - at least one wheel W or at least one axle coupled to at least one wheel; the at least one wheel being arranged to run on the track 201; - At least one braking device associated with said at least one wheel or with said at least one axle.

[0035] In this first embodiment, the method for verifying the operation of at least one braking device comprises the following steps.

[0036] Step a): Move the at least one vehicle V along the track 201.

[0037] In other words, the vehicle V moves along the track 201 .

[0038] Step b): providing a predetermined actuation signal to the at least one braking device 200, wherein the actuation signal is suitable for requesting the at least one braking device to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel W or the at least one axle.

[0039] In other words, in step b), the at least one braking device 200 is requested to generate a verification braking force value Fa on the at least one wheel W or the at least one axle.

[0040] Step c): When the at least one braking device is requested to generate a braking force having a predetermined verified braking force value Fa on the at least one wheel or the at least one axle, at least one friction force value Fb applied by the at least one wheel on the track is measured at the contact point between the track and the at least one wheel, the friction force value Fb being caused by the actual braking force generated by the at least one braking device 200 in response to the received actuation signal.

[0041] In other words, in step c), at least one value of the friction force Fb applied by the at least one wheel W on the track 201 is measured, which friction force Fb exists when the at least one braking device 200 should generate a braking force with a predetermined verification braking force value Fa. Obviously, in the case where the at least one braking device is operating correctly, when the at least one braking device is requested to generate a braking force with a predetermined verification braking force value Fa, the at least one braking device generates a braking force with a predetermined verification braking force value Fa. On the contrary, if the at least one braking device fails, even if the at least one braking device is requested to generate a braking force with a predetermined verification braking force value Fa, the at least one braking device 200 may not generate any braking force, or may generate a braking force with a value other than the predetermined verification braking force value Fa. The at least one friction force value applied by the at least one wheel on the track 201 is therefore a function of the braking force value actually generated by the at least one braking device.

[0042] Step d): Convert the measured friction force value Fb into an estimated braking force value.

[0043] In other words, the measured friction force value Fb is converted into an estimated braking force value by an appropriate conversion formula.

[0044] Step e): comparing the at least one estimated braking force value with the predetermined verification braking force value Fa; In other words, in step e), the at least one estimated braking force value is compared with a predetermined verification braking force value Fa, which is a value that is expected if the braking device operates correctly and generates a braking force with the predetermined verification braking force value Fa.

[0045] Step f): When the at least one estimated braking force value is different from the predetermined verification braking force value Fa, it is determined that a failure occurs in the at least one braking device.

[0046] Finally, in step f), it is determined that a failure has occurred in at least one braking device when the at least one estimated braking force value is different from the predetermined verification braking force value Fa, wherein the predetermined verification braking force value Fa is an expected value when the braking device operates normally by generating a braking force having the predetermined verification braking force value Fa.

[0047] Preferably, step f) may include: f′) verifying whether the estimated braking force value differs from the verified braking force value Fa by at least a predetermined tolerance value; f") if it has been verified that the estimated braking force value differs from the verified braking force value Fa by at least the predetermined tolerance value, it is determined that a failure has occurred in the at least one braking device.

[0048] In other words, the difference must be greater than or equal to a predetermined tolerance value in order to identify a malfunction of the at least one braking device. In this way, the risk of identifying any normal physiological variation of the estimated braking force value as a malfunction of the at least one braking device is reduced.

[0049] A second exemplary embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, is described below. Figure 2b Also in this embodiment, the at least one vehicle comprises:

[0050] - a plurality of wheels W', W" or a plurality of axles coupled to respective wheels, said wheels being arranged to run on the track 201; - A plurality of braking devices 200, 200', wherein each braking device of said plurality of braking devices is associated with at least one of said wheels or with at least one of said axles.

[0051] In this second embodiment, a method for verifying the operation of at least one braking device comprises the following steps.

[0052] Step a): Move the at least one vehicle V along the track 201.

[0053] In other words, the vehicle moves along the track.

[0054] Step b): providing at least one predetermined actuation signal to the braking device, wherein the actuation signal is suitable for requesting the braking device to generate a corresponding braking force having a predetermined verification braking force value Fa on the wheel or the axle.

[0055] In other words, in step b), the braking device 200 , 200 ′ requests the generation of a respective braking force value Fa on the respective wheel associated therewith or on the respective axle associated therewith.

[0056] Step c): when such a braking device is requested to generate a corresponding braking force with a predetermined verified braking force value Fa on a wheel or an axle, at least one total friction force value Fb generated on the track is measured by the sum of the corresponding friction force values ​​Fb, Fb' applied by the wheel at the corresponding contact point between the track and the wheel tot , the respective friction force values ​​Fb, Fb' are generated by the respective effective braking forces generated by the braking device in response to the at least one received actuation signal.

[0057] In other words, in step c), the total friction force Fb generated on the track tot It is determined by the sum of the corresponding friction force values ​​Fb, Fb' applied by the wheels at the corresponding contact points between the rail and the wheels. The corresponding friction force values ​​Fb, Fb' are generated by the corresponding effective braking force actually generated when the braking device should generate the corresponding braking force with the predetermined verification braking force value Fa. Obviously, when the braking device is operating correctly, when the braking device 200, 200' is requested to generate the corresponding braking force with the predetermined verification braking force value Fa, each braking device generates a braking force with the predetermined verification braking force value Fa. On the contrary, if one or more braking devices fail, even if the braking device is requested to generate a braking force with the predetermined verification braking force value Fa, the one or more faulty braking devices may not generate any braking force, or may have generated a braking force with a value other than the predetermined verification braking force value Fa. Therefore, the total friction force value Fb generated on the rail by the sum of the corresponding friction force values ​​Fb, Fb' applied by the corresponding wheels tot It is a function of the effective braking force actually generated by the braking device.

[0058] Step d): The total friction force Fb applied by the wheel tot Convert to estimated total braking force value.

[0059] In other words, the total friction value Fb can be converted into tot Convert to estimated total braking force value.

[0060] Step e): Comparing the at least one estimated total braking force value with the expected verified total braking force value.

[0061] In other words, in step e), the predetermined estimated total braking force value is compared with an expected verification total braking force value, which is the value expected if all braking devices 200, 200' operate correctly and generate respective braking forces having a predetermined verification braking force value Fa.

[0062] Step f): When the estimated total braking force value is different from the expected verified total braking force value, it is determined that at least one of the plurality of braking devices 200, 200' fails.

[0063] Finally, in step f), when the estimated total braking force value is different from the expected verification total braking force value, it is determined that at least one of the multiple braking devices has failed, and the expected verification total braking force value is the expected value when all braking devices work normally by generating corresponding braking forces with a predetermined verification braking force value Fa.

[0064] Preferably, with respect to the second embodiment just described, step f) may include: f′) verifying whether the estimated total braking force value differs from the expected verified total braking force value by at least a predetermined tolerance value; f") if it has been verified that the estimated total braking force value differs from the expected verified total braking force value by at least the predetermined tolerance value, it is determined that the at least one braking device has a fault.

[0065] In other words, the difference must be greater than or equal to a predetermined tolerance value in order to identify at least one of the plurality of brake devices as malfunctioning. In this way, the risk of identifying any normal physiological variation in the estimated total braking force value as malfunctioning of the at least one brake device is reduced.

[0066] Furthermore, still referring to the second embodiment described, the expected verification total braking force value may be a function of the sum of the expected verification braking force values ​​Fa requested by each of the plurality of braking devices respectively through the actuation signal.

[0067] A third exemplary embodiment of a system for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, is described below. Figure 2a The at least one vehicle comprises:

[0068] - at least one wheel W or at least one axle coupled to at least one wheel, the at least one wheel being arranged to run on the track 201; - At least one braking device 200 associated with said at least one wheel or with said at least one axle.

[0069] In this third embodiment, a method for verifying the operation of at least one braking device comprises the following steps.

[0070] Step a): Move the at least one vehicle V along the track 201.

[0071] In other words, the vehicle moves along the track.

[0072] Step b): providing a predetermined actuation signal to the at least one braking device 200, wherein the actuation signal is suitable for requesting the at least one braking device to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or the at least one axle.

[0073] In other words, in step b), the at least one braking device 200 is requested to generate a verification braking force value Fa on the at least one wheel or the at least one axle.

[0074] Step c): when requesting at least one braking device to generate a braking force having a predetermined verified braking force value Fa on said at least one wheel or said at least one axle, at least one friction force value Fb applied by said at least one wheel on the track is measured at the contact point between said track and said at least one wheel, said friction force value Fb being generated by the actual braking force generated by said at least one braking device in response to the received actuation signal.

[0075] In other words, in step c), at least one value of the friction force applied by the at least one wheel on the track is measured, which friction force exists when the at least one braking device should generate a braking force with a predetermined verification braking force value Fa. Obviously, in the case where the at least one braking device is operating correctly, when the at least one braking device is requested to generate a braking force with a predetermined verification braking force value Fa, the at least one braking force device generates a braking force with a predetermined verification braking force value Fa. On the contrary, if the at least one braking device fails, even if the at least one braking device is requested to generate a braking force with a predetermined verification braking force value Fa, the at least one braking device may not generate any braking force, or may generate a braking force with a value other than the predetermined verification braking force value Fa. Therefore, the at least one friction force value applied by the at least one wheel on the track is a function of the braking force value actually generated by the at least one braking device.

[0076] Step d): Comparing at least one measured friction value Fb with an expected friction value.

[0077] In other words, in step d), the at least one measured friction value Fb, which depends on the actual braking force value actually generated by the at least one braking device, is compared with an expected friction value.

[0078] Step e): When the at least one measured friction value Fb is different from the expected friction value, it is determined that the at least one braking device fails.

[0079] Finally, in step e), a malfunction of the at least one braking device is determined when at least one friction value Fb differs from an expected friction value, which is a value expected when the braking device operates normally by generating a braking force with a predetermined verification braking force value Fa.

[0080] Preferably, with respect to the third embodiment just described, step e) may include: e′) verifying whether the friction value Fb differs from the expected friction value by at least a predetermined tolerance value; e") if it has been verified that said friction value Fb differs from said expected friction value by at least said predetermined tolerance value, it is determined that said at least one braking device has failed.

[0081] In other words, the difference must be greater than or equal to the predetermined tolerance value in order to identify the at least one braking device as malfunctioning. In this way, the risk of identifying any normal physiological variation of the measured friction force value Fb as malfunctioning of the at least one braking device is reduced.

[0082] Referring again to the third described embodiment, the expected friction force value may be a function of the predetermined proof braking force value.

[0083] A fourth exemplary embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, is described below. Figure 2b The at least one vehicle comprises:

[0084] - a plurality of wheels W, W' or a plurality of axles coupled to respective wheels, said wheels being arranged to run on a track; - A plurality of braking devices 200, 200', wherein each braking device of said plurality of braking devices is associated with at least one of said wheels or with at least one of said axles.

[0085] In this fourth embodiment, a method for verifying the operation of at least one braking device includes the following steps.

[0086] Step a): Move the at least one vehicle along a track.

[0087] In other words, the vehicle moves along the track.

[0088] Step b): providing at least one predetermined actuation signal to the braking device 200, 200', the actuation signal being suitable for requesting the braking device to generate a corresponding braking force having a predetermined verification braking force value Fa on the wheel or axle.

[0089] In other words, in step b), the braking device requests the generation of a respective verification braking force value Fa on the respective wheel associated therewith or on the respective axle associated therewith.

[0090] Step c): when the braking device is requested to generate a corresponding braking force with a predetermined verification braking force value Fa on the wheel or axle, at least one total friction force value Fb generated on the track is measured by the sum of the corresponding friction force values ​​Fb applied by the wheel at the corresponding contact points between the track and the wheel tot , the corresponding friction force value Fb is generated by the corresponding effective braking force generated by the braking device in response to the at least one received actuation signal.

[0091] In other words, in step c), the total friction force Fb generated on the track tot It is determined by the sum of the corresponding friction force values ​​Fb applied by the wheels at the corresponding contact points between the rail and the wheels. The corresponding friction force value Fb is generated by the corresponding effective braking force actually generated when the braking device should generate a corresponding braking force with a predetermined verification braking force value Fa. Obviously, when the braking device is operating correctly, when the braking device is requested to generate a corresponding braking force with a predetermined verification braking force value Fa, each braking device generates a braking force with a predetermined verification braking force value Fa. On the contrary, if one or more braking devices fail, even if the braking device is requested to generate a corresponding braking force with a predetermined verification braking force value Fa, the one or more faulty braking devices may not generate any braking force or may generate a braking force with a value other than the predetermined verification braking force value Fa. Therefore, the total friction force value Fb generated on the rail obtained by the sum of the corresponding friction force values ​​Fb applied by the corresponding wheels tot It is a function of the effective braking force actually generated by the braking device.

[0092] Step d): The total friction value Fb tot Compare to the expected total friction value.

[0093] In other words, in step d), the total friction value Fb tot The actual braking force value (which depends on the actual braking force value actually generated by the brake device) is compared with the expected total friction force value.

[0094] Step e): When the total friction value Fb tot When the total friction force value is different from the expected total friction force value, it is determined that at least one of the plurality of braking devices has failed.

[0095] Finally, in step e), when the total friction value Fb tot When the total friction value is different from the expected total friction value, it is determined that at least one of the multiple braking devices has failed, and the expected total friction value is an expected value when all braking devices work normally by generating corresponding braking forces with a predetermined verification braking force value Fa.

[0096] Referring to the fourth embodiment, step e) may include: e') Verify the total friction value Fb tot whether it differs from the expected total friction value by at least a predetermined tolerance value; e") If the total friction value Fb has been verified tot If the expected total friction force value differs from the expected total friction force value by at least the predetermined tolerance value, it is determined that the at least one braking device has failed.

[0097] In other words, the difference must be greater than or equal to a predetermined tolerance value in order to identify the at least one braking device as malfunctioning. In this way, the total friction force value Fb is reduced. tot Any normal physiological changes in the at least one braking device are identified as a risk of failure of the at least one braking device.

[0098] Furthermore, still referring to the fourth embodiment described, the expected total friction force value may be a function of the expected verification braking force value and the number of braking devices arranged to receive the actuation signal.

[0099] Other embodiments that can be applied to all the above embodiments are given below.

[0100] Preferably, if Figure 3 As shown, step a) can be performed by placing the at least one vehicle on an inclined track. In this case, the vehicle can move according to the driving acceleration value generated by gravity. Figure 4 As shown, step a) may be performed by a motion device configured to pull the at least one vehicle along the track according to a driving acceleration value.

[0101] Preferably, a driving acceleration value at which the motion device pulls the at least one vehicle along the track can be predetermined.

[0102] In one example, when the vehicle moves according to an accelerated motion, the driving acceleration value may be greater than 0. Alternatively, when the vehicle moves according to a constant straight-line motion, the driving acceleration value may be substantially equal to 0.

[0103] For example, the at least one brake device may belong to or be associated with a pneumatic brake system or an electro-pneumatic brake system or an electromechanical brake system or an electric brake system. Therefore, some embodiments are reported below, which are applicable, for example, to a pneumatic brake system and / or an electro-pneumatic brake system and / or an electromechanical brake system and / or an electric brake system.

[0104] Preferably, the predetermined actuation signal may be a predetermined pneumatic actuation signal. Furthermore, the at least one vehicle may include a brake pipe, which is arranged to allow the predetermined pneumatic actuation signal to be provided to the at least one braking device. In this case, step b) may include:

[0105] - applying in the brake pipe a predetermined pneumatic actuation signal having a pressure value suitable for causing the brake device, when functioning correctly, to generate a braking force having said predetermined verified braking force value.

[0106] In other words, the predetermined pneumatic actuation signal is generated by directly modifying the brake pressure value of the brake pipe on each wheel associated with the at least one braking device. The braking force generated by the at least one braking device depends on the brake pressure value provided by the brake pipe. When the predetermined pneumatic actuation signal is present in the brake pipe, all possible braking devices connected to the brake pipe are requested to generate a verification braking force.

[0107] Preferably, the at least one braking device may include, for example, a brake cylinder, to which a brake shoe or a brake pad is coupled, which may be arranged to act on a wheel or a brake disc, respectively. The at least one braking device may also include a "distributor" valve, an auxiliary tank, a pneumatic weighing device, a mechanical transmission system.

[0108] Preferably, the predetermined actuation signal may be a predetermined electrical actuation signal. Furthermore, the at least one vehicle may include an electrical wire arranged to allow the predetermined electrical actuation signal to be provided to the at least one braking device. In this case, step b) may include:

[0109] - applying a predetermined electrical actuation signal to the electrical wire having a current or voltage value suitable for causing said braking device to generate a braking force having a predetermined verified braking force value when the braking device is in correct operation.

[0110] Preferably, the brake device may include an electromechanical assembly, for example coupled to a brake shoe or brake pad, and may be arranged to act on a wheel or brake disc, respectively. For example, the electromechanical assembly may include an electric motor. For example, the electric motor may use electrical energy to move a mechanical assembly, the movement of which may drive the brake shoe or brake pad.

[0111] In another possibility, preferably, the at least one vehicle may include at least one local brake control device associated with the at least one brake device. In addition, step b) may include:

[0112] b′) generating an actuation signal to the at least one braking device by means of the at least one brake control device.

[0113] In this case, the predetermined actuation signal may again be a predetermined pneumatic actuation signal. The at least one vehicle may comprise a main pipe arranged to deliver the brake pressure. In this case, step b') may comprise:

[0114] - generating, by means of the brake control device, a predetermined pneumatic actuation signal to be supplied to said at least one braking device, by means of a local regulation of the pressure value of the brake pressure supplied by the main pipe; - providing a predetermined pneumatic actuation signal to said at least one braking device, said predetermined pneumatic actuation signal being adapted to cause said braking device to generate a braking force having said predetermined verified braking force value when said braking device is functioning correctly.

[0115] In other words, for example, the value of the predetermined brake pressure provided by the main brake pipe can be maintained at a predetermined level, for example 8 bar - 10 bar, but the brake control device can locally adjust the received brake pressure value so that the effective brake pressure value provided to the at least one braking device is able to apply the verification braking force Fa to at least one wheel or at least one axle. In this way, the braking force generated by the one or more possible braking devices present on each wheel can be adjusted independently.

[0116] For example, the main brake pipe and / or the common brake pipe may be included in or associated with a pneumatic brake system or an electro-pneumatic brake system. In the case of a pneumatic brake system or an electro-pneumatic brake system, in the case of a plurality of rail vehicles, they may be controlled, for example, by a communication bus arranged along the at least one rail vehicle or along the rail fleet. Via such a bus, for example, various brake controls may be provided for the one or more brake control devices.

[0117] For example, the method described for at least one braking device can be repeated continuously until all braking devices have been tested, ie all wheels or all axles of the vehicle.

[0118] In the method applied to multiple braking devices, a braking force having a predetermined verification braking force value Fa may be requested from the multiple braking devices. In this way, multiple braking devices may be tested simultaneously. Alternatively, in the method applied to multiple braking devices, a total braking force may be requested from all multiple braking devices. In this case, the total braking force value may be divided into the respective verification braking force values ​​Fa of the braking devices. When operating correctly, the sum of the braking force values ​​generated by the various braking devices equals the total braking force value. In this way, multiple braking devices may be tested simultaneously.

[0119] In another aspect, the invention relates to a system for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle.

[0120] A first exemplary embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, is described below. Figure 5 The at least one vehicle comprises:

[0121] - at least one wheel W or at least one axle coupled to at least one wheel, the at least one wheel being arranged to run on the track 201; - At least one braking device 200 associated with said at least one wheel or with said at least one axle.

[0122] In this first embodiment, a system for verifying the operation of at least one braking device of at least one vehicle comprises: - a system 501 for measuring friction, arranged to measure, at a contact point between said rail and at least one wheel, a friction value Fb exerted by said at least one wheel; and - control means 502; The control device is arranged to: - providing an actuation signal 503 to said at least one braking device, said actuation signal being suitable for requesting said at least one braking device 200 to generate a braking force having a predetermined verified braking force value Fa on said at least one wheel or said at least one axle; - receiving the friction value Fb measured by the friction measurement system; - Convert the received friction force value Fb into an estimated braking force value; - comparing the at least one estimated braking force value with an expected verified braking force value; - determining that said at least one associated braking device is faulty when said at least one estimated braking force value is different from said predetermined expected verified braking force value.

[0123] With reference to the first embodiment just described, preferably, the control device 502 may be arranged to determine that a failure has occurred in the at least one braking device 200 when the at least one estimated braking force value differs from the predetermined expected verified braking force value by at least a predetermined tolerance value.

[0124] A second embodiment of a system for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, is described below. Figure 6 The at least one vehicle comprises:

[0125] - a plurality of wheels W, W' or a plurality of axles coupled to respective wheels, said wheels being arranged to run on a track; - A plurality of braking devices 200, 200', wherein each braking device of said plurality of braking devices is associated with at least one of said wheels or with at least one of said axles.

[0126] In this second embodiment, a system for verifying the operation of at least one braking device of at least one vehicle comprises: - a system for measuring friction 601, which is arranged to measure the total friction value Fb exerted by the wheels on the track tot ;and - Control device.

[0127] The control device is arranged to: - providing at least one actuation signal to said plurality of braking devices, said actuation signal being suitable for requesting said plurality of braking devices to generate respective braking forces having a predetermined verified braking force value Fa on said wheels or said axles; - Receive the total friction value Fb measured by the friction measurement system tot ; - The total friction force Fb applied by the wheel tot Convert to estimated total braking force value; e) comparing the estimated total braking force value with the expected total braking force value; f) when the estimated total braking force value is different from the expected verified total braking force value, determining that at least one of the plurality of braking devices fails.

[0128] With reference to the second embodiment just described, preferably, the control device 602 may be arranged to determine that a failure has occurred in the at least one braking device when the estimated total braking force value differs from the expected verified total braking force value by at least a predetermined tolerance value.

[0129] A third exemplary embodiment of a system for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, is described below. Figure 5 The at least one vehicle comprises:

[0130] - at least one wheel W or at least one axle coupled to at least one wheel, the at least one wheel being arranged to run on a track; - At least one braking device 200 associated with said at least one wheel or with said at least one axle.

[0131] In this third embodiment, a system for verifying operation of at least one braking device of at least one vehicle includes: - a system for measuring friction, arranged to measure the friction value Fb exerted by at least one wheel of the vehicle at a contact point between the rail and said at least one wheel; and - Control device.

[0132] The control device is arranged to: - providing an actuation signal to said at least one braking device, said actuation signal being suitable for requesting said at least one braking device to generate a braking force having a predetermined verified braking force value Fa on said at least one wheel or said at least one axle; - receiving the friction value Fb measured by the friction measurement system; - compare the received friction value Fb with the expected friction value; - When the received friction force value Fb differs from the expected friction force value, it is determined that the at least one braking device has failed.

[0133] With reference to the third embodiment just described, preferably the control device may be arranged to determine that the at least one braking device has failed when the received friction force value Fb differs from the expected friction force value by at least a predetermined tolerance value.

[0134] A fourth exemplary embodiment of a system for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, is described below. Figure 6 The at least one vehicle comprises:

[0135] - a plurality of wheels W, W' or a plurality of axles coupled to respective wheels, said wheels being arranged to run on a track; - a plurality of braking devices, wherein each braking device of said plurality of braking devices is associated with at least one of said wheels or with at least one of said axles.

[0136] In this fourth embodiment, a system for verifying operation of at least one braking device of at least one vehicle includes: - a system for measuring friction 601, which is arranged to measure the total friction value Fb exerted by the wheels on the track tot ;and - Control device 602.

[0137] The control device is arranged to: - providing said plurality of braking devices 200, 200' with at least one actuation signal suitable for requesting said plurality of braking devices to generate a respective braking force having a predetermined verified braking force value (Fa) on said wheel or said axle; - Receive the total friction value Fb measured by the friction measurement system tot ; e) The total friction value Fb received tot Compare with expected total friction value; f) When the total friction value Fb is received tot When the total friction force value is different from the expected total friction force value, it is determined that at least one of the plurality of braking devices fails.

[0138] Referring to the fourth embodiment just described, preferably, the control device can be configured to receive the total friction force value Fb tot When the expected total friction force value differs by at least a predetermined tolerance value, it is determined that the at least one braking device has failed.

[0139] Preferably, the system for verifying the operation of at least one braking device according to any of the above embodiments may include: - a tilt sensor device arranged to monitor the tilt angle of the vehicle; and / or - weight sensor means arranged to monitor a parameter related to the mass M of said at least one vehicle; and / or - a speed sensor device arranged to measure a speed value of said at least one vehicle; and / or - an inertial platform arranged to measure acceleration values ​​and track inclination of said at least one vehicle.

[0140] Preferably, the control device may be or include at least one of the following: a processor, a microprocessor, a controller, a microcontroller, a PLC, an FPGA, etc.

[0141] Preferably, if Figure 7As shown, and with reference to any of the embodiments of the system for verifying the operation of at least one braking device previously described, the system 501, 601 for measuring friction may include a movable track segment 701, which is arranged to allow a transport in contact with the at least one wheel W during a measuring step, the transport in contact with the at least one wheel being arranged to transmit to the movable track segment a friction value Fb of the at least one wheel, the friction value Fb being a function of an effective braking force value generated on the at least one wheel (the effective braking force value being equal to the requested verification braking force value Fa if the at least one braking device is operating correctly).

[0142] The movable track segment 701 is arranged to slide according to the transport direction D of the at least one wheel (due to the friction force value Fb generated by the at least one wheel).

[0143] The system for measuring friction force comprises at least a first force sensor device 708, which is arranged beside the first end of the movable track segment. The first force sensor device 708 is arranged relative to the movable track segment so that the movable track segment 701 is arranged to push against the first force sensor device 708 when the movable track segment moves along the transport direction D of the at least one wheel.

[0144] The first force sensor device 708 is arranged to measure a force value generated by sliding of the movable track segment 701 according to the transport direction of the at least one wheel.

[0145] The force value generated by the horizontal sliding of the movable track segment 701 and measured by the first force sensor device 708 corresponds to the friction force value Fb generated by the at least one wheel.

[0146] Preferably, the system 501, 601 for measuring frictional forces may further comprise a second force sensor device 709, such as a force sensor, which is arranged next to a second end opposite to the first end of the movable rail segment 201. In this way, the system 304 for measuring frictional forces is able to measure the force generated by the sliding of the movable rail segment 201 according to two possible transport directions of the at least one wheel.

[0147] Preferably, the movable track segment 701 may be arranged to slide on a slide 703, which is arranged to rest on a support 704. The support may be arranged below the movable track segment and constrained to the ground 205.

[0148] Preferably, the horizontal movement of the movable track segment 701 can be limited in two directions along the axis X by two tracks 706 , 707 integral with the ground reference 205 .

[0149] Preferably, the support 204 may be configured to transmit the vertex force Fp acting thereon by gravity to at least one gravity sensor device 713, such as but not limited to a force sensor or a weighing sensor.

[0150] Or, if Figure 8 As shown, in another embodiment, the system 501, 601 for measuring friction force may include at least a first strain gauge sensor device 801, which is configured to be constrained on one side of the track 802. The first strain gauge sensor device 801 is configured to be oriented so as to measure the friction force value Fb generated by the at least one wheel according to a first transmission direction D of the at least one wheel or a second transmission direction of the at least one wheel opposite to the first transmission direction D.

[0151] Preferably, the system 501, 601 for measuring friction force may further include a second strain gauge sensor device 803, which is arranged to be constrained to one side of the track, adjacent to the first strain gauge sensor device. Therefore, the second strain gauge sensor device 803 may be arranged to be oriented to measure the gravity Fp acting on the track.

[0152] The first strain gauge sensor device and the second strain gauge sensor device may each be a strain gauge sensor or a strain gauge.

[0153] In other words, the first strain gauge device and the second strain gauge device may functionally replace the first force sensor device, the second force sensor device and the at least one gravity sensor device, respectively.

[0154] Considering the low cost of the latter solution, multiple strain gauge sensor devices may be installed along the measurement area along the track 502 to enable simultaneous measurements on multiple wheels and speed up the measurement process.

[0155] One of various possible embodiments is shown below.

[0156] Two force sensor devices, such as a first force sensor device and a second force sensor device (such as but not limited to two load cells), respectively measure the force exerted by the movable track segment 701 on the track on the left side of the figure and on the track on the right side of the figure when it may move horizontally along the axis X.

[0157] During the vehicle braking step, at least one braking device including a brake cylinder and a brake shoe applies a braking force to the wheel at an equivalent point.

[0158] Depending on the direction of the wheel, at ω(t)=0, one sensor between the first and second force sensors measures the friction force FB corresponding to the braking force exerted by the brake shoe on the wheel at the equivalent point.

[0159] Typically, for example, according to the prior art, a braking system for a fleet of freight rail vehicles consists of a main brake pipe, the pressure of which is controlled by a locomotive pulling one or more rail vehicles.

[0160] The main brake pipe supplies a device called a "distributor" valve and an auxiliary tank (not shown in the figure). The "distributor" valve generates the brake pressure according to the pressure existing in the main brake pipe, following a transfer function known to those skilled in the art.

[0161] The pneumatic weighing device receives the brake pressure and weight information generated by the "distributor" valve. The weight information includes, for example, but not limited to, the pressure indicating the weight of the car or rail vehicle to which the wheel belongs. The weight information also includes, for example, but not limited to, the position of a manual indicator indicating the weight of the car or rail vehicle to which the wheel belongs.

[0162] The pneumatic weighing device generates weighted brake pressure based on brake pressure and weight information.

[0163] Braking force is a function of weighted brake pressure, brake cylinder size, mechanical drive train, and the coefficient of friction between the brake shoes and wheels.

[0164] Therefore, knowing the pressure in the main brake pipe, measuring the friction force Fb through one of the force sensor devices, can indicate the state of the brake chain composed of the "distributor" valve, the pneumatic weighing device, the mechanical transmission system, the brake shoes, and the friction coefficient between the brake shoes and the wheels.

[0165] If the support is free to slide vertically along the Cartesian axis Y and is placed on at least one gravity sensor device, such as but not limited to a load cell, the gravity sensor reads the gravity force Fp exerted by the wheel on the movable track segment.

[0166] The advantage achieved is therefore that solutions are provided allowing to determine a possible failure of at least one braking device of at least one vehicle, which solutions are effective and do not involve high costs for hardware components and possible installation and upgrade costs of complete fleets.

[0167] Another advantage is the provision of solutions that do not involve onerous development and certification costs.

[0168] Several aspects and embodiments of a method for verifying the operation of at least one braking device of at least one vehicle and a system for verifying the operation of at least one braking device of at least one vehicle according to the present invention have been described. It should be understood that each embodiment can be combined with any other embodiment. Furthermore, the present invention is not limited to the described embodiments, but can be varied within the scope defined by the appended claims.

Claims

1. A method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, wherein the at least one vehicle comprises - at least one wheel or at least one axle coupled to at least one wheel, the at least one wheel being arranged to run on a track; - at least one braking device associated with said at least one wheel or with said at least one axle; The method for verifying the operation of the at least one braking device comprises the following steps: a) moving the at least one vehicle along the track; b) providing a predetermined actuation signal to the at least one braking device, the actuation signal being adapted to request the at least one braking device to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel or the at least one axle; c) when requesting said at least one braking device to generate a braking force having a predetermined verified braking force value (Fa) on said at least one wheel or said at least one axle, measuring at least one friction force value (Fb) exerted by said at least one wheel on the rail at a contact point between said rail and said at least one wheel, said friction force value (Fb) being caused by an actual braking force generated by said at least one braking device in response to a received actuation signal; d) converting the measured friction force value (Fb) into an estimated braking force value; e) comparing the at least one estimated braking force value with said predetermined verification braking force value (Fa); f) determining that the at least one braking device fails when the at least one estimated braking force value is different from the predetermined verification braking force value (Fa).

2. The method for verifying the operation of at least one braking device according to claim 1, wherein said step f) comprises: f′) verifying whether the estimated braking force value differs from the verified braking force value (Fa) by at least a predetermined tolerance value; f"), if it has been verified that the estimated braking force value differs from the verified braking force value (Fa) by at least the predetermined tolerance value, it is determined that the at least one braking device has a malfunction.

3. Method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, wherein the at least one vehicle comprises: - a plurality of wheels or a plurality of axles coupled to respective wheels, said wheels being arranged to run on the track; - a plurality of braking devices, wherein each braking device of said plurality of braking devices is associated with at least one of said wheels or with at least one of said axles; The method for verifying the operation of the at least one braking device comprises the following steps: a) moving the at least one vehicle along a track; b) providing at least one predetermined actuation signal to the braking device, the actuation signal being adapted to request the braking device to generate a corresponding braking force having a predetermined verified braking force value (Fa) on the wheel or the axle; c) measuring at least one total friction force value (Fb) generated on the track by the sum of the respective friction force values ​​(Fb) applied by the wheels at the respective contact points between said track and said wheels when such braking device is requested to generate a respective braking force having a predetermined verified braking force value (Fa) on the wheels or axles tot ), the corresponding friction force value (Fp) is generated by the corresponding effective braking force generated by the braking device in response to the at least one received actuation signal; d) The total friction force (Fb) applied by the wheel tot ) is converted into an estimated total braking force value; e) comparing the at least one estimated total braking force value with an expected verified total braking force value; f) when the estimated total braking force value is different from the expected verified total braking force value, determining that at least one of the plurality of braking devices has failed.

4. The method for verifying the operation of at least one braking device according to claim 3, wherein said step f) comprises: f′) verifying whether the estimated total braking force value differs from the expected verified total braking force value by at least a predetermined tolerance value; f") if it has been verified that the estimated total braking force value differs from the expected verified total braking force value by at least the predetermined tolerance value, it is determined that the at least one braking device has a fault.

5. Method for verifying the operation of at least one braking device according to claim 3 or 4, wherein: The expected verified total braking force value is a function of the sum of verified braking force values ​​requested by each of the plurality of braking devices, respectively, via the actuation signals.

6. Method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, wherein the at least one vehicle comprises: - at least one wheel or at least one axle coupled to at least one wheel, the at least one wheel being arranged to run on a track; - at least one braking device associated with said at least one wheel or with said at least one axle; The method for verifying the operation of the at least one braking device comprises the following steps: a) moving the at least one vehicle along a track; b) providing a predetermined actuation signal to the at least one braking device, the actuation signal being adapted to request the at least one braking device to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel or the at least one axle; c) when requesting at least one braking device to generate a braking force having a predetermined verified braking force value (Fa) on said at least one wheel or said at least one axle, measuring at least one friction force value (Fb) exerted by said at least one wheel on the rail at a contact point between said rail and said at least one wheel, said friction force value (Fb) being generated by an actual braking force generated by said at least one braking device in response to a received actuation signal; d) comparing at least one measured friction value (Fb) with an expected friction value; e) determining that said at least one braking device is faulty when said measured at least one friction value (Fb) is different from said expected friction value.

7. Method for verifying the operation of at least one braking device according to claim 6, wherein said step e) comprises: e') verifying whether said friction value (Fb) differs from said expected friction value by at least a predetermined tolerance value; e"), if it has been verified that said friction value (Fb) differs from said expected friction value by at least said predetermined tolerance value, it is determined that said at least one braking device has failed.

8. Method for verifying the operation of at least one braking device according to claim 6 or 7, wherein: The expected friction force value is a function of the predetermined verified braking force value.

9. Method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, wherein the at least one vehicle comprises - a plurality of wheels or a plurality of axles coupled to respective wheels, said wheels being arranged to run on the track; - a plurality of braking devices, wherein each braking device of said plurality of braking devices is associated with at least one of said wheels or with at least one of said axles; The method for verifying the operation of the at least one braking device comprises the following steps: a) moving the at least one vehicle along a track; b) providing at least one predetermined actuation signal to the braking device, the actuation signal being adapted to request the braking device to generate a corresponding braking force having a predetermined verified braking force value (Fa) on a wheel or an axle; c) measuring at least a total friction force value (Fb) generated on the rail by the sum of the respective friction force values ​​(Fb) applied by the wheels at the respective contact points between said rail and said wheels when the braking device is requested to generate a respective braking force having a predetermined verified braking force value (Fa) on the wheels or axles tot ), the corresponding friction force value (Fb) is generated by the corresponding effective braking force generated by the braking device in response to the at least one received actuation signal; d) The total friction value (Fb tot ) is compared with the expected total friction value; e) When the total friction value (Fb tot ) is different from the expected total friction force value, it is determined that at least one of the multiple braking devices has failed.

10. Method for verifying the operation of at least one braking device according to claim 9, wherein said step e) comprises: e') to verify the total friction value (Fb tot ) differs from the expected total friction force value by at least a predetermined tolerance value; e") If the total friction value (Fb tot ) differs from the expected total friction force value by at least the predetermined tolerance value, it is determined that a failure has occurred in at least one braking device.

11. Method for verifying the operation of at least one braking device according to claim 9 or 10, wherein: The expected total friction force value is a function of the expected proof braking force value and the number of braking devices arranged to receive the actuation signal.

12. Method for verifying the operation of at least one braking device according to any of the preceding claims, wherein step a) is performed by positioning the at least one vehicle on an inclined track; wherein the vehicle moves according to the value of the driving acceleration generated by the effect of gravity; or, Wherein said step a) is performed by a motion device, said motion device being configured to pull said at least one vehicle along said track according to a driving acceleration value.

13. Method for verifying the operation of at least one braking device according to any one of the preceding claims, wherein the predetermined actuation signal is a predetermined pneumatic actuation signal; in, said at least one vehicle comprising a brake pipe adapted to allow providing said predetermined pneumatic actuation signal to said at least one braking device or said plurality of braking devices; Wherein said step b) comprises: A predetermined pneumatic actuation signal having a pressure value is applied in the brake pipe, the pressure value being suitable for causing the brake device to generate a braking force having the predetermined verified braking force value (Fa) when operating correctly.

14. Method for verifying the operation of at least one braking device according to any one of claims 1 to 12, wherein the predetermined actuation signal is a predetermined electrical actuation signal; in, The at least one vehicle comprises electrical wiring arranged to be capable of providing the predetermined electrical actuation signal to the at least one braking device or the plurality of braking devices; Wherein said step b) comprises: - applying a predetermined electrical actuation signal on said electrical wire, said predetermined electrical actuation signal having a current or voltage value suitable for causing said braking device, when functioning correctly, to generate a braking force having said predetermined verified braking force value (Fa).

15. Method for verifying the operation of at least one braking device according to any one of claims 1 to 12, wherein: said at least one vehicle comprising at least one local brake control device associated with said at least one braking device or said plurality of braking devices; Wherein said step b) comprises: b') Generating an actuation signal by means of the at least one local brake control device.

16. The method of claim 15, wherein the predetermined actuation signal is a predetermined pneumatic actuation signal; Wherein the at least one vehicle comprises a main pipe arranged to deliver brake pressure, wherein step b') comprises: - generating, by means of a brake control device, said predetermined pneumatic actuation signal, by means of a local regulation of the pressure value of the brake pressure supplied by the main pipe, for supply to said at least one brake device or to said plurality of brake devices; - providing said predetermined pneumatic actuation signal to said at least one braking device or said plurality of braking devices, said predetermined pneumatic actuation signal being adapted to cause said at least one braking device or said plurality of braking devices to generate a braking force having said predetermined verified braking force value (Fa) when functioning correctly.

17. System for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, wherein the at least one vehicle comprises: - at least one wheel or at least one axle coupled to at least one wheel, the at least one wheel being arranged to run on a track; - at least one braking device associated with said at least one wheel or with said at least one axle; The system for verifying the operation of at least one braking device of at least one vehicle comprises: - a system for measuring friction, arranged to measure the value of friction (Fb) exerted by said at least one wheel at a contact point between said rail and said at least one wheel; and - control devices; The control device is configured to: - providing an actuation signal to said at least one braking device, said actuation signal being suitable for requesting said at least one braking device to generate a braking force having a predetermined verified braking force value (Fa) on said at least one wheel or said at least one axle; - receiving the friction value (Fb) measured by the friction measurement system; - Convert the received friction force value (Fb) into an estimated braking force value; - comparing the at least one estimated braking force value with an expected verified braking force value; - when said at least one estimated braking force value differs from said predetermined expected verified braking force value, determining that the at least one associated braking device is faulty.

18. System for verifying the operation of at least one braking device according to claim 17, wherein: The control device is arranged to determine that the at least one braking device has failed when the at least one estimated braking force value differs from the predetermined expected verification braking force value by at least a predetermined tolerance value.

19. System for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, wherein the at least one vehicle comprises: - a plurality of wheels or a plurality of axles coupled to respective wheels, said wheels being arranged to run on the track; - a plurality of braking devices, wherein each braking device of said plurality of braking devices is associated with at least one of said wheels or with at least one of said axles; The system for verifying the operation of at least one braking device of at least one vehicle comprises: - a system for measuring friction, arranged to measure the total friction force (Fb) exerted by the wheels on the track tot );and - control devices; The control device is configured to: - providing at least one actuation signal to said plurality of braking devices, said actuation signal being suitable for requesting said plurality of braking devices to generate respective braking forces having a predetermined verified braking force value (Fa) on said wheels or said axles; - Receive the total friction value (Fb tot ); - The total friction force (Fb tot ) is converted into an estimated total braking force value; - comparing the estimated total braking force value with the expected total braking force value; - when the estimated total braking force value is different from the expected total verified braking force value, determining that at least one of the plurality of braking devices has failed.

20. A system for verifying the operation of at least one braking device according to claim 19, wherein the control device is arranged to determine that the at least one braking device has failed when the estimated total braking force value differs from the expected total verified braking force value by at least a predetermined tolerance value.

21. System for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, wherein the at least one vehicle comprises: - at least one wheel or at least one axle coupled to at least one wheel, the at least one wheel being arranged to run on a track; - at least one braking device associated with said at least one wheel or with said at least one axle; The system for verifying the operation of at least one braking device of at least one vehicle comprises: - a system for measuring friction, arranged to measure the value of friction (Fb) exerted by at least one wheel of the vehicle at a contact point between the rail and said at least one wheel; and - control devices; The control device is configured to: - providing an actuation signal to said at least one braking device, said actuation signal being suitable for requesting said at least one braking device to generate a braking force having a predetermined verified braking force value (Fa) on said at least one wheel or said at least one axle; - receiving the friction value (Fb) measured by the friction measurement system; - Compare the received friction value (Fb) with the expected friction value; - determining that said at least one braking device is faulty when the received friction value (Fb) differs from said expected friction value.

22. System for verifying the operation of at least one braking device according to claim 21, wherein the control device is arranged to determine that the at least one braking device has failed when the received friction value (Fb) differs from the expected friction value by at least a predetermined tolerance value.

23. System for verifying the operation of at least one braking device of at least one vehicle, in particular at least one rail vehicle, wherein the at least one vehicle comprises: - a plurality of wheels or a plurality of axles coupled to respective wheels, said wheels being arranged to run on the track; - a plurality of braking devices, wherein each braking device of said plurality of braking devices is associated with at least one of said wheels or with at least one of said axles; The system for verifying the operation of at least one braking device of at least one vehicle comprises: - a system for measuring friction, arranged to measure the total friction force (Fb) exerted by the wheels on the track tot );and - control devices; The control device is configured to: - providing at least one actuation signal to said plurality of braking devices, said actuation signal being suitable for requesting said plurality of braking devices to generate respective braking forces having a predetermined verified braking force value (Fa) on said wheels or said axles; - Receive the total friction value (Fb tot ); - The total friction value received (Fb tot ) is compared with the expected total friction value; - When the total friction value received (Fb tot ) is different from the expected total friction force value, it is determined that at least one braking device among the multiple braking devices has failed.

24. A system for verifying the operation of at least one braking device according to claim 22, wherein the control device is arranged to receive a total friction value (Fb tot ) differs from the expected total friction force value by at least a predetermined tolerance value, determining that at least one braking device has failed.

25. A system for verifying the operation of at least one braking device according to any one of claims 17 to 24, comprising: - A tilt sensor device arranged to monitor the tilt angle of the vehicle.

26. A system for verifying the operation of at least one braking device according to any one of claims 17 to 25, comprising: - Weight sensor means arranged to monitor a parameter related to the mass M of said at least one vehicle.

27. A system for verifying the operation of at least one braking device according to any one of claims 17 to 26, comprising: - A speed sensor device arranged to measure a speed value of said at least one vehicle.

28. A system for verifying the operation of at least one braking device according to any one of claims 17 to 28, comprising: - an acceleration sensor device arranged to detect acceleration values ​​of said at least one vehicle; or - an inertial platform arranged to measure acceleration values ​​and track inclination of said at least one vehicle.

29. System for verifying the operation of at least one braking device according to any one of claims 17 to 28, wherein the system (501, 601) for measuring friction comprises a movable track segment (701) arranged to allow contact transport with the at least one wheel during a measuring step, the contact transport of the at least one wheel being arranged to transmit a friction value of the at least one wheel to the movable rolling surface segment, the friction value being a function of the braking force generated on the at least one wheel; The movable track segment (201) is arranged to perform sliding according to the transport direction of the at least one wheel due to the friction force value generated by the at least one wheel; The friction force measurement system (501, 601) comprises at least one first force sensor device (708) arranged on a first end side of the movable track segment (201); the first force sensor device (708) is arranged relative to the movable track segment (701), so that the movable track segment (701) is arranged so that when the movable track segment (701) moves along the transport direction of the at least one wheel, the movable track segment (701) pushes toward the first force sensor device (708); The first force sensor device (708) is arranged to measure a force value generated by a sliding of the movable track segment according to a transport direction of the at least one wheel; The force value generated by the horizontal sliding of the movable track segment and measured by the first force sensor device corresponds to the friction force value generated by the at least one wheel.

30. A system for verifying the operation of at least one braking device according to any one of claims 17 to 28, wherein the system for measuring friction comprises at least one first strain gauge sensor device (801) arranged to be constrained to one side of a track (802); The first strain gauge sensor device (801) is arranged to be oriented to measure a friction force value (Fb) generated by the at least one wheel according to a first transmission direction (D) of the at least one wheel (W) or a second transmission direction of the at least one wheel opposite to the first transmission direction of the at least one wheel.

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