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 (V), in particular of at least one railway vehicle. A method includes determining that the at least one braking device (200) is malfunctioning when the actual acceleration value is different from the expected acceleration value. Another method includes determining that at least one braking device (200) is malfunctioning when an actual acceleration reduction value is different from an expected acceleration reduction value. Yet another method includes determining that at least one braking device (200) is malfunctioning when the actual braking force value is different from the validated braking force value (Fa). A corresponding system for verifying operation of at least one brake device of at least one vehicle is also described.

Description

Technical Field

[0001] The present invention relates generally to the field of brake systems. In particular, the present 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 railway vehicle, and to a system for verifying the operation of at least one brake device of at least one vehicle, in particular at least one railway 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 specific reference to the field of railway vehicles. Where possible, the above content can also be similarly applied to vehicles of other fields traveling on tracks.

[0003] After activation of a railway vehicle or a railway fleet comprising several railway vehicles, before it is put into service, for example, before daily operation, an action known to a person skilled in the art as a "brake test" is performed. This action is necessary to verify the correct operation of one or more brake devices of the braking system as a whole of the railway vehicle or railway fleet.

[0004] Depending on the composition of the type of one or more railway vehicles and the composition of the railway fleet, this "brake test" is performed in different ways.

[0005] In the case of the latest generation of railway fleets, known as fixed formations, brake testing is usually automated. For example, by means of pressure sensors connected to the brake cylinders of the brake system, the brake control devices (e.g. computers) check that 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 cylinder of the brake system generates a braking force corresponding to the brake pressure on the brake pad-brake disc or brake shoe-wheel clutch pair. For example, a malfunction of 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 (e.g., including a locomotive and a plurality of railroad vehicles (e.g., freight cars)), there is no information means of communication between the locomotive and the connected railroad vehicles. In this case, the "brake test" includes a procedure involving an operator who is required to at least visually check whether the brake shoe 103 of each brake device is disengaged from the wheel in the absence of pneumatic brake pressure, or whether the brake pad of each brake device is disengaged from the brake disc. The operator should also check whether the brake shoe is in contact with the wheel or the brake pad is in contact with the brake disc in the presence of pneumatic brake pressure.

[0008] This procedure requires a very long time, since for the visual verification the operator is forced to walk along the railway vehicle or railway fleet, on each side, over its entire length. The procedure is carried out with the brakes applied by the respective brake devices and then repeated with the brakes released by the respective brake devices. Furthermore, the visual analysis does not determine that the pressure actually applied to the brake cylinders corresponds to the nominal pressure when the brakes are visually applied, thereby 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 previously with reference to pneumatic brake systems. However, the same problems may also be found in electro-pneumatic or electromechanical brake systems and the associated brake application devices.

[0010] Recent technological developments propose to provide each railway vehicle with a self-powered data acquisition system through an “energy harvesting” system, connected to appropriate pressure and force sensors, provided 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 heavy development and certification costs 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 an apparatus in which a test vehicle is first positioned on rollers that rotate the wheels, subsequently one or more braking devices of the test vehicle 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 railway vehicles, for example, in the case of a railway vehicle or a railway fleet, at the beginning of each daily mission, due to the complexity of application on each axle of each vehicle that makes up the railway fleet and due to 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 respective independent claims 1, 4 and 8, and according to another 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 respective independent claims 17, 18, 21, 23 and 24. Preferred embodiments of the invention are defined in the dependent claims, the content of which is to be understood as an integral part of the present description. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The functional 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. With reference to the accompanying drawings, in which:

[0019] 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 which is in contact with the rail during transport;

[0020] Figure 2 An exemplary vehicle traveling on a track is shown;

[0021] Figure 3 An exemplary vehicle traveling on an inclined track is shown;

[0022] Figure 4 An exemplary vehicle pulled by a motion device is shown;

[0023] Figure 5 An embodiment of a system for verifying the operation of at least one braking device of at least one vehicle according to the invention is shown; and

[0024] Figure 6 A further embodiment of a system according to the invention for verifying the operation of at least one braking device of at least one railway vehicle is shown. DETAILED DESCRIPTION

[0025] 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 configurations 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 variants is intended to cover the elements listed below and their equivalents, as well as additional elements and their equivalents.

[0026] Furthermore, in the present disclosure and claims, terms and expressions indicating position and orientation, such as “longitudinal,” “lateral,” “vertical,” or “horizontal,” refer to the general ground surface 205 that is longitudinal to the direction of travel of one or more vehicles.

[0027] 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, wherein each rail is associated with a respective wheel.

[0028] For example, observe Figure 1 , shows a shoe-on-wheel type brake device. A person skilled in the art can apply the present invention to a pad-on-disc type brake device in a similar manner. With reference to the figure, the following explains in detail by way of example how to generate a friction force F1 at a contact point 102 between a wheel and a track. The wheel 100 has an angular velocity ω(t) and rests on the track 101 at the contact point 102. For example, the actuation shown can generate a braking force F2 on the wheel 100 at a point 104.

[0029] At the contact point 102 between the wheel 100 and the rail 101 , a friction force F1 will thus be generated.

[0030] The generated friction force F1 will cause the angular velocity ω(t) of the wheel rotation to decelerate, and will cause the vehicle to decelerate (ie, the acceleration to decrease).

[0031] Figure 2 An exemplary vehicle V is shown traveling on a track. The vehicle travels on the track in a direction of travel indicated by arrow D.

[0032] In the following, a first exemplary embodiment of a method for verifying the operation of at least one braking device 200 of at least one vehicle V, in particular at least one railway vehicle, is described.

[0033] In this first embodiment, the at least one vehicle V comprises:

[0034] - at least one wheel W or at least one axle to which at least one wheel W is coupled; said at least one wheel being suitable for running on the track 201;

[0035] - At least one braking device 200 associated with said at least one wheel W or with said at least one axle.

[0036] In this first embodiment, the method for verifying the operation of at least one braking device comprises the steps described below.

[0037] Step a): Move the at least one vehicle V along the track 201 .

[0038] In other words, the vehicle V moves along the track.

[0039] Step b): providing an actuation signal to the at least one braking device 200, wherein the actuation signal is suitable for requesting the at least one braking device 200 to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel W or on the at least one axle.

[0040] In other words, in step b), the braking device 200 is requested to generate a braking force value Fa on the at least one wheel W or on the at least one axle.

[0041] Step c): When the at least one braking device 200 is requested to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle, measuring an actual acceleration value of the at least one vehicle.

[0042] In other words, in step c), the effective acceleration value of the at least one vehicle that exists when the at least one braking device should generate a braking force having a predetermined verification braking force value Fa is measured. Clearly, in the case where the at least one braking device 200 is operating correctly, when the at least one braking device is required to generate a braking force having a predetermined verification braking force value Fa, the at least one braking device will generate a braking force having a predetermined verification braking force value Fa. On the contrary, in the event of a failure of the at least one braking device 200, even if the at least one braking device is required to generate a braking force having 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 having a value other than the predetermined verification braking force value Fa. Therefore, the effective acceleration value will be a function of the braking force value actually generated by the at least one braking device.

[0043] Step d): Compare the actual acceleration value with the expected acceleration value.

[0044] In other words, in step d), the measured actual acceleration value is compared with an expected acceleration value, which is a value that is expected when the braking device operates correctly and generates a braking force with a predetermined verification braking force value Fa.

[0045] Step e): When the actual acceleration value is different from the expected acceleration value, it is determined that the at least one braking device 200 fails.

[0046] Finally, in step e), a malfunction of the at least one braking device is determined when the effective acceleration value differs from an expected acceleration value that is expected if the braking device operates normally by generating a braking force having a predetermined verification braking force value Fa.

[0047] Preferably, in step a), the at least one vehicle V can move along the track according to the driving acceleration value. In this case, the expected acceleration value can be determined at least according to the predetermined verification braking force value Fa and the driving acceleration value at which the at least one vehicle moves in step a).

[0048] Preferably, step e) may include:

[0049] e') verifying whether the actual acceleration value differs from the expected acceleration value by at least a predetermined tolerance value;

[0050] e″) determining that the at least one braking device has a fault if it has been verified that the actual acceleration value differs from the expected acceleration value by at least the predetermined tolerance value.

[0051] In other words, the difference must be greater than or equal to the predetermined tolerance value in order to consider a malfunction of the at least one braking device 200. In this way, the risk of any normal physiological variation of the actual acceleration value being identified as a malfunction of the at least one braking device 200 is reduced.

[0052] The following is a numerical example with reference to the first embodiment. By means of the actuation signal, the at least one braking device 200 is required to generate a braking force having a predetermined verification braking force value Fa=4 kN. According to the verification braking force value Fa=4 kN, it is assumed that 0.6 m / s 2 The effective acceleration value (which may be relative to the vehicle acceleration existing before the actuation of the braking device (e.g., equal to 1 m / s 2 )). However, due to the failure of at least one braking device, the effective braking force value actually generated is equal to 3 kN (i.e., less than the verified braking force value Fa). In view of the lack of braking force, an effective acceleration value greater than the expected acceleration reduction value will be measured for at least one vehicle. For example, the determined effective acceleration value is 0.7 m / s 2 Since the determined actual acceleration value is different from the expected acceleration value, it is determined that the at least one braking device 200 is faulty.

[0053] A second embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, is described below. For this embodiment, reference may again be made to Figure 2 .

[0054] Likewise, in this second embodiment, the at least one vehicle V comprises:

[0055] - at least one wheel W or at least one axle, to which the at least one wheel is coupled; the at least one wheel being arranged to run on a track;

[0056] - At least one braking device 200 associated with said at least one wheel W or with said at least one axle.

[0057] In this second embodiment, a method for verifying the operation of at least one braking device comprises the following steps.

[0058] Step a): Move the at least one vehicle V along the track 201 .

[0059] In other words, the vehicle V moves along the track 201 .

[0060] Step b): providing an actuation signal to the at least one braking device 200, wherein the actuation signal is suitable for requesting the at least one braking device 200 to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel W or on the at least one axle.

[0061] In other words, in step b), the at least one braking device 200 is requested to generate a braking force value Fa on the at least one wheel W or on the at least one axle.

[0062] Step c): When the at least one braking device 200 is requested to generate a braking force having a predetermined verified braking force value Fa on the at least one wheel W or on the at least one axle, determine the actual acceleration reduction value of the at least one vehicle caused by the actual braking force generated by the at least one braking device in response to the received actuation signal.

[0063] In other words, in step c), the effective acceleration reduction value of the at least one vehicle that exists when the at least one braking device should generate a braking force having a predetermined verification braking force value Fa is determined. Clearly, in the case where the at least one braking device is operating correctly, when the at least one braking device 200 is required to generate a braking force having a predetermined verification braking force value Fa, the at least one braking device 200 will generate a braking force having a predetermined verification braking force value Fa. On the contrary, in the event of a failure of the at least one braking device, even if the at least one braking device is required to generate a braking force having 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 having a value different from the predetermined verification braking force value Fa. Therefore, the effective acceleration reduction value will be a function of the braking force value actually generated by the at least one braking device 200.

[0064] Step d): Compare the actual acceleration reduction value with the expected acceleration reduction value.

[0065] In other words, in step d), the determined effective acceleration reduction value is compared with an expected acceleration reduction value, which is the value expected if the at least one braking device operates correctly and generates a braking force having a predetermined verification braking force value Fa.

[0066] Step e): When the actual acceleration reduction value is different from the expected acceleration reduction value, it is determined that the at least one braking device 200 fails.

[0067] Finally, in step e), the at least one braking device 200 is determined to have failed when the effective acceleration reduction value differs from the expected acceleration reduction value that is expected when the braking device operates normally by generating a braking force having a predetermined verified braking force value Fa.

[0068] Preferably, with respect to the second embodiment just described, in step a), the at least one vehicle V can move along the track according to the driving acceleration value. In this case, the expected acceleration reduction value is determined at least according to the predetermined verification braking force value Fa and the driving acceleration value of the movement of the at least one vehicle V.

[0069] Furthermore, still referring to the described second embodiment, step e) may include:

[0070] e') verifying whether the actual acceleration reduction value differs from the expected acceleration reduction value by at least a predetermined tolerance value;

[0071] e″) If it has been verified that the actual acceleration reduction value differs from the expected acceleration reduction value by at least a predetermined tolerance value, it is determined that the at least one braking device 200 has failed.

[0072] In other words, the difference must be greater than or equal to the predetermined tolerance value in order to consider that the at least one braking device has failed. In this way, the risk of any normal physiological variation in the actual acceleration reduction being identified as a failure of the at least one braking device 200 is reduced.

[0073] Still referring to the second embodiment, preferably, the actual acceleration reduction value can be determined based on a first acceleration value of the vehicle measured before the at least one braking device is required to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle, and a second vehicle acceleration value measured when the at least one braking device is required to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel.

[0074] In the numerical example, if the first acceleration value of the vehicle measured before the at least one braking device is requested to generate a braking force having a predetermined verification braking force value Fa is equal to 1 m / s 2 , and the second acceleration value of the vehicle measured when the at least one braking device is abused to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel is equal to 0.9 m / s 2 , then the acceleration decrease will be -0.1m / s 2 , that is, 1m / s 2 -0.9m / s 2 .

[0075] Another numerical example with reference to the second embodiment is shown below. Through the actuation signal, the at least one braking device 200 is requested to generate a braking force with a predetermined verification braking force value Fa=4 kN. According to the verification braking force value Fa=4 kN, it is predicted that 0.6 m / s 2 However, due to the failure of at least one braking device, the effective braking force value actually generated is equal to 3 kN (i.e., less than the verified braking force value Fa). In view of the lack of braking force, an effective acceleration reduction value of at least one vehicle is determined that is less than the expected acceleration reduction value. For example, the determined effective acceleration reduction value is 0.7 m / s 2 Since the determined actual acceleration reduction value is different from the expected acceleration reduction value, it is determined that the at least one braking device 200 is faulty.

[0076] A third embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, is described below. Figure 2 .

[0077] In this third embodiment, again, the at least one vehicle comprises:

[0078] at least one wheel W or at least one axle to which the at least one wheel is coupled, the at least one wheel being arranged to run on the track 201;

[0079] - At least one braking device 200 associated with said at least one wheel or with said at least one axle.

[0080] In this third embodiment, the method for verifying the operation of at least one braking device 200 comprises the steps described below.

[0081] Step a): moving the at least one vehicle 200 along the track 201 .

[0082] In other words, the vehicle V moves along the track.

[0083] Step b): providing an actuation signal 503, 603 to the at least one braking device 200, wherein the actuation signal is suitable for requesting the at least one braking device 200 to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel W or on the at least one axle.

[0084] In other words, in step b), the braking device 200 is requested to generate a braking force value Fa on the at least one wheel W or on the at least one axle.

[0085] Step c): When the at least one braking device 200 is requested to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle, measuring an actual acceleration value of the at least one vehicle.

[0086] In other words, in step c), the effective acceleration value of the at least one vehicle that exists when the at least one braking device should generate a braking force having a predetermined verification braking force value Fa is measured. Clearly, in the case of correct operation of the at least one braking device 200, when the at least one braking device is required to generate a braking force having a predetermined verification braking force value Fa, the at least one braking device will generate a braking force having a predetermined verification braking force value Fa. On the contrary, in the event of a failure of the at least one braking device 200, even if the at least one braking device is required to generate a braking force having 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 having a value different from the predetermined verification braking force value Fa. Therefore, the effective acceleration value will be a function of the braking force value actually generated by the at least one braking device.

[0087] Step d) converts the actual acceleration value into an actual braking force value.

[0088] In other words, in step d), the effective acceleration value is converted into an effective braking force value by means of a suitable conversion formula known to those skilled in the art.

[0089] Step e): Compare the actual braking force value with the verification braking force value Fa.

[0090] In other words, in step e), the actual braking force value is compared with a predetermined verification braking force value Fa, which is a value that is expected if the braking device is operating correctly and is generating a braking force with the predetermined verification braking force value Fa.

[0091] Step f): When the actual braking force value is different from the verification braking force value Fa, it is determined that the at least one braking device 200 fails.

[0092] Finally, in step f), a failure of the at least one braking device is determined when the actual braking force value differs from a verification braking force value Fa, which is expected if the braking device operates normally by generating a braking force having a predetermined verification braking force value Fa.

[0093] With reference to the third embodiment just described, step f) may include:

[0094] f′) verifying whether the actual braking force value differs from the verification braking force value Fa by at least a predetermined tolerance value;

[0095] f")) if it has been verified that the actual braking force value differs from the verified braking force Fa by at least the predetermined tolerance value, it is determined that the at least one braking device has a fault.

[0096] In other words, the difference must be greater than or equal to the predetermined tolerance value in order to consider that the at least one braking device has failed. In this way, the risk of any normal physiological variation in the actual braking force value being identified as a failure of the at least one braking device 200 is reduced.

[0097] The method of the embodiment described so far can be repeated continuously, for example, for each wheel or axle of the vehicle. In another possibility, multiple braking devices may be required to provide a braking force with a predetermined verification braking force value Fa, and the expected acceleration value can be determined based on the number of braking devices that should generate a braking force with a predetermined verification braking force value Fa. In this way, several braking devices can be tested at the same time. In another possibility, multiple braking devices may be required to provide a braking force with a predetermined verification braking force value Fa as a whole, that is, the predetermined verification braking force value Fa can be distributed to more braking devices. When operating correctly, the sum of the braking force values ​​generated by each braking device will be equal to the predetermined verification braking force value Fa. In this case, the expected acceleration value can be determined based on the predetermined total verification braking force value Fa that should be generated by each braking device. In this way, several braking devices can be tested at the same time.

[0098] Other embodiments that can be applied to all the above embodiments are given below.

[0099] Preferably, as in Figure 3 As can be seen in FIG. 3 , step a) can be performed by positioning the at least one vehicle V on an inclined track 301 .

[0100] In this case, the driving acceleration value may be caused by gravity.

[0101] Alternatively, or in addition thereto, preferably, as in Figure 4As can be seen in FIG. 2 , step a) can be performed by a movement device 401 , which is arranged to pull the at least one vehicle along the track 201 .

[0102] Preferably, the driving acceleration value of the motion device 401 pulling the at least one vehicle along the track can be predetermined.

[0103] In one example, when the vehicle V moves according to an accelerated motion, the driving acceleration value may be greater than 0. Alternatively, when the vehicle V moves according to a constant straight line motion, the driving acceleration value may be substantially equal to 0.

[0104] For example, the at least one braking device may belong to or be associated with a pneumatic or electro-pneumatic or electric braking system. Some embodiments are reported below, for example, applicable to pneumatic and / or electro-pneumatic and / or electric braking systems.

[0105] Preferably, the predetermined actuation signal may be a predetermined pneumatic actuation signal. Furthermore, the at least one vehicle may comprise a brake pipe adapted to allow the predetermined pneumatic actuation signal to be provided to the at least one braking device. In this case, step b) may comprise:

[0106] - applying a predetermined pneumatic actuation signal in the brake pipe having a pressure value suitable for causing the brake device to generate a braking force having said predetermined verified braking force value when operating correctly.

[0107] 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 will depend 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 will be requested to generate a verification braking force.

[0108] Preferably, the at least one braking device may for example comprise a brake cylinder, to which a brake shoe or brake pad is coupled, and the at least one braking device may be arranged to act on a wheel or a brake disc, respectively. The at least one braking device may also comprise a "distributor" valve, an auxiliary tank, a pneumatic weighing device, a mechanical transmission system.

[0109] Preferably, the predetermined actuation signal may be a predetermined electrical actuation signal. Furthermore, the at least one vehicle may comprise an electrical wire adapted to allow the predetermined electrical actuation signal to be provided to the at least one braking device. In this case, step b) may comprise:

[0110] - applying a predetermined electrical actuation signal on the electric line having a current or voltage value suitable for causing the braking device to generate a braking force having a predetermined verified braking force value when operating correctly.

[0111] Preferably, the brake device may include, for example, an electromechanical component to which the brake shoe or brake pad is coupled, and the brake device may be arranged to act on the wheel or brake disc, respectively. For example, the electromechanical component may include an electric motor. For example, the electric motor may use electrical energy to move a mechanical component, the movement of which may drive the brake shoe or brake pad.

[0112] 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:

[0113] b') generating, by means of the at least one brake control device, an actuation signal to the at least one brake device. 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 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;

[0115] - providing a predetermined pneumatic actuation signal to said at least one braking device, the predetermined pneumatic actuation signal being adapted to cause said braking device to generate a braking force having said predetermined verified braking force value when operating correctly.

[0116] 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 supplied to the at least one braking device enables the verification braking force Fa to be applied to at least one wheel or at least one axle. In this way, the braking force generated by one or more possible braking devices present on each wheel can be adjusted independently.

[0117] For example, the main brake pipe and / or the common brake pipe may be included in or associated with a pneumatic or electro-pneumatic brake system. In the case of a pneumatic or electro-pneumatic brake system, it may be controlled, for example, by a communication bus arranged along the at least one railway vehicle or along the railway fleet (in the case of a plurality of railway vehicles). Via such a bus, for example, various brake controls may be provided to the one or more brake control devices.

[0118] 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 railway vehicle.

[0119] A first embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, is described below. Figure 5 .

[0120] The at least one vehicle V comprises:

[0121] - at least one wheel or at least one axle to which at least one wheel is coupled; the at least one wheel is arranged to run on the track 201;

[0122] - At least one braking device 200 associated with said at least one wheel or with said at least one axle.

[0123] In this first embodiment, the system for verifying the operation of at least one braking device of at least one vehicle comprises an acceleration sensor device 500 and a control device 502, the acceleration sensor device being arranged to measure acceleration values ​​of the at least one vehicle. The control device is arranged to:

[0124] - providing an actuation signal 503 to the at least one braking device 200, the actuation signal being suitable for requesting the at least one braking device 200 to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle;

[0125] - receiving data or a signal 504 indicating an actual acceleration value from the acceleration sensor device 500 when the at least one braking device 200 is requested to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle;

[0126] - Compare the actual acceleration value received with the expected acceleration value;

[0127] A malfunction of the at least one braking device 200 is determined when an actual acceleration value indicated by the data or signal transmitted by the acceleration sensor device differs from an expected acceleration reduction value.

[0128] A second embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, is described below. Figure 6 The at least one vehicle V also comprises:

[0129] - at least one wheel or at least one axle to which at least one wheel W is coupled; the at least one wheel being arranged to run on the track 201;

[0130] - At least one braking device 200 associated with said at least one wheel or with said at least one axle.

[0131] In this second embodiment, the system for verifying the operation of at least one braking device of at least one vehicle comprises a speed sensor device 600 and a control device 602, the speed sensor device being arranged to measure a speed value of the at least one vehicle. The control device is arranged to:

[0132] - providing an actuation signal 603 to the at least one braking device 200, the actuation signal being suitable for requesting 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 on the at least one axle;

[0133] - receiving from the speed sensor device 600 at least first data or a signal 604 indicating a first speed value at a first moment in time and second data or a signal indicating a second speed value at a second moment in time after the first moment in time, when the at least one braking device is requested to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle;

[0134] - determining an actual acceleration value based on the first speed value, the second speed value and the time interval between the first moment and the second moment;

[0135] - Compare the actual acceleration value with the expected acceleration value;

[0136] When the actual acceleration value differs from the expected acceleration value, it is determined that the at least one braking device 200 has failed.

[0137] In the numerical example, the first velocity value may be 10 m / s, the second velocity value may be 5 m / s, and the time interval between the first time point and the second time point is 1 / s. For example, the actual acceleration value as a function of the first velocity value, the second velocity value, and the time interval between the first moment and the second moment may be equal to 5 m / s. 2 , that is, (10m / s-5m / s) / 1s.

[0138] With respect to the first embodiment of the system for verifying the operation of at least one braking device just described and the second embodiment of the system for verifying the operation of at least one braking device, preferably, the control device 502, 602 may be arranged to determine that a fault has occurred in the at least one braking device 200 when an actual acceleration value differs from an expected acceleration value by at least a predetermined tolerance value.

[0139] Referring again to the first embodiment of the system for verifying the operation of at least one braking device and the second embodiment of the system for verifying the operation of at least one braking device just described, preferably, the control devices 502, 602 can be arranged to determine the expected acceleration value based at least on a predetermined verification braking force value Fa and a driving acceleration value, and before requesting to generate a braking force having a predetermined verification braking force value Fa on at least one wheel or at least one axle of the vehicle, the at least one vehicle moves at the driving acceleration value.

[0140] A third embodiment of a system for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, is described below. Figure 5 .

[0141] In this embodiment, the at least one vehicle V comprises:

[0142] - at least one wheel W or at least one axle to which at least one wheel is coupled; said at least one wheel being arranged to run on a track;

[0143] - At least one braking device associated with said at least one wheel or with said at least one axle.

[0144] In a third embodiment, a system for verifying the operation of at least one braking device of at least one vehicle comprises an acceleration sensor device 500 and a control device 502, the acceleration sensor device being arranged to measure acceleration values ​​of the at least one vehicle.

[0145] The control device 502 is arranged to:

[0146] - providing an actuation signal 503 to the at least one braking device 200, the actuation signal being suitable for requesting the at least one braking device 200 to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel W or on the at least one axle;

[0147] - receiving data or signals indicating an actual acceleration value from the acceleration sensor device 500 when the at least one braking device 200 is requested to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle;

[0148] - converting the actual acceleration value into an actual braking force value;

[0149] - comparing the actual braking force value with the verification braking force value Fa;

[0150] When the actual braking force value is different from the verification braking force value Fa, it is determined that the at least one braking device has a fault.

[0151] With reference to the third embodiment just described, the control device 502 may be arranged to determine that a malfunction has occurred in the at least one braking device 200 when the actual braking force value differs from the verification braking force value Fa by at least a predetermined tolerance value.

[0152] A fourth embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, is described below. Figure 5 The at least one vehicle V also comprises:

[0153] - at least one wheel or at least one axle to which at least one wheel W is coupled; the at least one wheel being arranged to run on the track 201;

[0154] - At least one braking device 200 associated with said at least one wheel or with said at least one axle.

[0155] In this fourth embodiment, a system for verifying the operation of at least one braking device of at least one vehicle comprises an acceleration sensor device 500 arranged to measure the acceleration of the at least one vehicle and a control device 502. The control device is arranged to:

[0156] - providing an actuation signal 503 to the at least one braking device 200, the actuation signal being suitable for requesting the at least one braking device 200 to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle;

[0157] - receiving 504 from the acceleration sensor device at least first data or a signal indicating a first acceleration value at a first moment in time before requesting the at least one braking device 200 to generate a braking force having a predetermined validation braking force value Fa on the at least one wheel or on the at least one axle;

[0158] - receiving 504 from the acceleration sensor device at least second data or a signal indicating a second acceleration value at a second moment in time when the at least one braking device is requested to generate a braking force having a predetermined validation braking force value Fa on the at least one wheel or on the at least one axle;

[0159] - determining an actual acceleration reduction value based on the first acceleration value and the second acceleration value;

[0160] - comparing the actual acceleration reduction value with the expected acceleration reduction value;

[0161] When the actual acceleration reduction value differs from the expected acceleration reduction value, it is determined that the at least one braking device 200 has failed.

[0162] In the numerical example, the first acceleration value may be 1 m / s 2 , the second acceleration value can be 0.7m / s 2 For example, the actual acceleration reduction value as a function of the first acceleration value and the second acceleration value may be equal to -0.3 m / s 2 , that is, 0.7m / s 2 -1m / s 2 .

[0163] A fifth embodiment of a method for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, is described below. Figure 6 Again, the at least one vehicle V comprises:

[0164] - at least one wheel or at least one axle to which at least one wheel is coupled; the at least one wheel is arranged to run on the track 201;

[0165] - At least one braking device 200 associated with said at least one wheel or with said at least one axle.

[0166] In this fifth embodiment, a system for verifying the operation of at least one braking device of at least one vehicle comprises a speed sensor device 600 and a control device 602, the speed sensor device being arranged to measure the speed of the at least one vehicle. The control device 602 is arranged to:

[0167] - providing an actuation signal 603 to the at least one braking device 200, the actuation signal being 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 on the at least one axle;

[0168] - receiving from the speed sensor device at least first data or signal 604 indicating a first speed value at a first moment and second data or signal 604 indicating a second speed value at a second moment after the first moment, before requesting the at least one braking device 200 to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle;

[0169] - receiving from the at least one speed sensor device at least third data or signal 604 indicating a third speed value at a third moment in time and fourth data or signal 604 indicating a fourth speed value at a fourth moment in time after the third moment in time, when the at least one braking device 200 is requested to generate a braking force having a predetermined verification braking force value Fa on the at least one wheel or on the at least one axle;

[0170] - determining an actual acceleration reduction value based on a first speed value, a second speed value, a third speed value, a fourth speed value, a first time interval between the first moment and the second moment, and a second time interval between the third moment and the fourth moment;

[0171] - comparing the actual acceleration reduction value with the expected acceleration reduction value;

[0172] When the actual acceleration reduction value differs from the expected acceleration reduction value, it is determined that the at least one braking device has failed.

[0173] In the numerical example, the first speed value may be 10 m / s, the second speed value may be 9 m / s, and the first time interval may be 2 s. The third speed value may be 8 m / s, the fourth speed value may be 6 m / s, and the time interval between the first time point and the second time point is 0.5 / s. For example, the actual acceleration reduction value may be equal to -1.5 m / s 2 , that is, [(6m / s-8m / s) / 1s]-[(9m / s-10m / s) / 2s], the actual acceleration reduction value is a function of the first acceleration value, the second acceleration value, the third speed value, the fourth speed value, the first time interval between the first moment and the second moment, and the second time interval between the third moment and the fourth moment.

[0174] With reference to the fourth embodiment of the system for verifying the operation of at least one braking device and the fifth embodiment of the system for verifying the operation of at least one braking device just described, preferably, the control devices 502, 602 may be arranged to determine that a fault has occurred in the at least one braking device 200 when an actual acceleration reduction value differs from an expected acceleration reduction value by at least a predetermined tolerance value.

[0175] Referring again to the fourth embodiment of the system for verifying the operation of at least one braking device and the fifth embodiment of the system for verifying the operation of at least one braking device, preferably, the control device 502, 602 can be arranged to determine the expected acceleration reduction value based on at least a predetermined verification braking force value Fa and a driving acceleration value, and the at least one vehicle moves with the driving acceleration value before requesting to generate a braking force with a predetermined verification braking force value Fa on at least one wheel of the vehicle or on at least one axle.

[0176] Further embodiments are given below, which can be applied to all the embodiments of the system for verifying the operation of at least one braking device described above.

[0177] As in Figure 5 and Figure 6 As can be seen in FIG. 1 , the control device 502 , 602 may be mounted on the vehicle or remote from the vehicle.

[0178] In the first case, the control device 502, 602 and / or the acceleration sensor device 500 and / or the speed sensor device 600 may include corresponding wired or wireless communication means 700, such as radio, Bluetooth, Wi-Fi, for transmitting data or signals 704. In the second case, the control device 502, 602 and / or the acceleration sensor device 500 and / or the speed sensor device 600 may include corresponding wireless communication means 700, such as radio, Bluetooth, Wi-Fi, for transmitting data or signals 704. Furthermore, the actuation signal 503, 603 may be supplied by the control device to the at least one braking device via the wireless communication means 700.

[0179] Preferably, the system for verifying the operation of at least one braking device may comprise a tilt sensor device arranged to monitor the tilt angle of said at least one vehicle.

[0180] Preferably, the system for verifying the operation of at least one braking device may comprise a weight sensor device arranged to monitor a parameter associated with the mass of the at least one vehicle.

[0181] An example of how to determine the expected acceleration reduction value is described below. The example involves an exemplary railway vehicle moving along an inclined track.

[0182] In this example, the railway vehicle includes four axles. Each axle is coupled to two wheels.

[0183] The at least one braking device may include four brake subassemblies. Each brake subassembly may be arranged to generate a braking force on a corresponding axle.

[0184] Alternatively, the at least one braking device may include eight braking subassemblies.Each braking subassembly may be arranged to generate a braking force on a corresponding wheel.

[0185] In this example, the downhill vehicle may be controlled locally by the driver or remotely (ie by radio).The driving speed and / or acceleration may be measured by an acceleration sensor device or a speed sensor device of the system for verifying the operation of at least one braking device.

[0186] Acceleration sensor devices or speed sensor devices installed on the vehicle can also be read remotely.

[0187] For example, the acceleration sensor device may be or include at least one acceleration sensor (such as an accelerometer) or a module arranged to measure acceleration or determine acceleration based on other data from the vehicle (such as the rotation speed of the vehicle). For example, the speed sensor device may include at least one speed sensor (such as a Hall effect speed sensor) or a module arranged to measure speed or determine speed based on other data from the vehicle (such as the vehicle speed rotation).

[0188] By means of a control device of the system for verifying the operation of at least one braking device, an actuation signal can be supplied to at least one braking device associated with at least one wheel of the vehicle or with an axle of the vehicle, the actuation signal being suitable for requesting 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 on the at least one axle. In other words, a braking request command having a predetermined known verified braking force value Fa can be provided to the braking device.

[0189] 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, and the like.

[0190] An exemplary case is shown below, where the at least one braking device comprises four braking subassemblies, and each braking subassembly is arranged to generate a braking force on a corresponding axle, and the verification braking force value Fa that the at least one braking device must generate may be the verification braking force of the entire vehicle. Therefore, the braking force to be generated on each axle is Fa / 4.

[0191] Fb is the friction force exchanged between the wheel and the track.

[0192] In this exemplary case, the vehicle moves along an inclined track according to the driving acceleration generated by gravity g. The mass M of the vehicle, the slope θ of the track, and the inertia J of each axle are known, and the translational balance of the vehicle and the rotational balance on a single axle are considered:

[0193]

[0194] in, is the expected acceleration value.

[0195] By substituting, we obtain the value of the expected acceleration:

[0196]

[0197] Obviously, the above is only one example of a variety of possible mathematical methods that can be used to determine the expected acceleration value. Other mathematical formulas can be used.

[0198] Starting from these formulas, replace the expected acceleration values ​​with the actual acceleration values And by replacing the verification braking force value Fa with the effective braking force value, the formula can be changed to obtain the actual braking force value.

[0199] Also in this case, it is obvious that the above report is only one example of a number of possible mathematical methods that can be used to determine the actual braking force value. Other mathematical formulas can be used.

[0200] 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 installation and renewal costs of possible complete fleets.

[0201] Another advantage is the provision of solutions that do not involve onerous development and certification costs.

[0202] 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 embodiments described, 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 (V), in particular at least one railway vehicle, wherein: The at least one vehicle comprises: - at least one wheel (W) or at least one axle, to which at least one wheel is coupled, the at least one wheel being arranged to run on a track (201); - at least one braking device (200) associated with the at least one wheel or associated with the at least one axle; The method for verifying the operation of the at least one braking device (200) comprises the following steps: a) moving the at least one vehicle (200) along the track (201); b) providing an actuation signal (503, 603) to the at least one braking device (200), the actuation signal being adapted to request the at least one braking device (200) to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel (W) or on the at least one axle; c) measuring an actual acceleration value of the at least one vehicle when the at least one braking device (200) is requested to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle; d) comparing the actual acceleration value with the expected acceleration value; e) When the actual acceleration value is different from the expected acceleration value, determining that the at least one braking device (200) has failed.

2. Method for verifying the operation of at least one braking device according to claim 1, wherein: In step a), the at least one vehicle (V) moves along the track (201) according to a driving acceleration value; Therein, the expected acceleration value is determined at least based on the predetermined verification braking force value (Fa) and the driving acceleration value at which the at least one vehicle moves in step a).

3. Method for verifying the operation of at least one braking device according to claim 1 or 2, wherein: The step e) comprises: e') verifying whether the actual acceleration value differs from the expected acceleration value by at least a predetermined tolerance value; e″) determining that the at least one braking device has a fault if it has been verified that the actual acceleration value differs from the expected acceleration value by at least the predetermined tolerance value.

4. A method for verifying the operation of at least one braking device of at least one vehicle (V), in particular at least one railway vehicle, wherein: The at least one vehicle comprises: - at least one wheel (W) or at least one axle, to which at least one wheel is coupled, the at least one wheel being arranged to run on a track (201); - at least one braking device (200) associated with the at least one wheel or associated with the 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 (V) along the track (201); b) providing an actuation signal (503, 603) to the at least one braking device (200), 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 on the at least one axle; c) determining an actual acceleration reduction value of the at least one vehicle caused by an actual braking force generated by the at least one braking device in response to the received actuation signal when the at least one braking device (200) is requested to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel or on the at least one axle; d) comparing the actual acceleration reduction value with the expected acceleration reduction value; e) When the actual acceleration reduction value is different from the expected acceleration reduction value, determining that the at least one braking device (200) has failed.

5. Method for verifying the operation of at least one braking device according to claim 4, wherein: In step a), the at least one vehicle moves along the track (201) according to a driving acceleration value; Therein, the expected acceleration reduction value is determined based at least on the predetermined verification braking force value (Fa) and the driving acceleration value at which the at least one vehicle moves.

6. Method for verifying the operation of at least one braking device according to claim 4 or 5, wherein: The actual acceleration reduction value is determined based on a first acceleration value of the vehicle measured before the at least one braking device is requested to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle, and a second vehicle acceleration value measured when the at least one braking device is requested to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel.

7. Method for verifying the operation of at least one braking device according to any one of claims 4 to 6, wherein: The step e) comprises: e′) verifying whether the actual acceleration reduction value differs from the expected acceleration reduction value by at least a predetermined tolerance value; e″) determining that the at least one braking device is faulty if it has been verified that the actual acceleration reduction value differs from the expected acceleration reduction value by at least the predetermined tolerance value.

8. Method for verifying the operation of at least one braking device of at least one vehicle (V), in particular at least one railway vehicle, wherein: The at least one vehicle comprises: - at least one wheel (W) or at least one axle, to which at least one wheel is coupled, the at least one wheel being arranged to run on a track (201); - at least one braking device (200) associated with the at least one wheel or associated with the at least one axle; The method for verifying the operation of the at least one braking device (200) comprises the following steps: a) moving the at least one vehicle (200) along the track (201); b) providing an actuation signal (503, 603) to the at least one braking device (200), the actuation signal being adapted to request the at least one braking device (200) to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel (W) or on the at least one axle; c) measuring an actual acceleration value of the at least one vehicle when the at least one braking device (200) is requested to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle; d) converting the actual acceleration value into an actual braking force value; e) comparing the actual braking force value with the verification braking force value (Fa); f) when the actual braking force value is different from the verified braking force value (Fa), determining that the at least one braking device (200) has failed.

9. Method for verifying the operation of at least one braking device according to claim 8, wherein: The step f) comprises: f′) verifying whether the actual braking force value differs from the verified braking force value (Fa) by at least a predetermined tolerance value; f")) determining that the at least one braking device has a fault if it has been verified that the actual braking force value differs from the verified braking force value (Fa) by at least the predetermined tolerance value.

10. 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 (V) on an inclined track (301).

11. Method for verifying the operation of at least one braking device according to any one of claims 1 to 9, wherein: Said step a) is performed by means of a moving device (401) arranged to pull said at least one vehicle along said track (201, 301).

12. A method for verifying the operation of at least one braking device according to claim 11 when dependent on claim 2 or 5, wherein: The driving acceleration value of the motion device (401) pulling the at least one vehicle along the track is predetermined.

13. Method for verifying the operation of at least one braking device according to any of the preceding claims, in, The predetermined actuation signal (503, 603) is a predetermined pneumatic actuation signal; wherein said at least one vehicle comprises a brake pipe adapted to allow said predetermined pneumatic actuation signal to be provided to said at least one braking device; Wherein, the 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 when operating correctly.

14. Method for verifying the operation of at least one braking device according to any one of claims 1 to 12, in, The predetermined actuation signal (503, 603) is a predetermined electrical actuation signal; wherein said at least one vehicle comprises electrical wiring arranged to allow supplying said predetermined electrical actuation signal to said at least one braking device; Wherein, the step b) comprises: - applying a predetermined electrical actuation signal having a current or voltage value on said electrical wire, said current or voltage value being suitable for causing said braking device, when operating correctly, to generate a braking force having said predetermined verified braking force value.

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 brake device; Wherein, the step b) comprises: b') generating an actuation signal to the at least one braking device via the at least one brake control device.

16. Method for verifying the operation of at least one braking device according to claim 15, in, 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 said brake control device, said predetermined pneumatic actuation signal to be supplied to said at least one braking device, by local regulation of the pressure value of the brake pressure provided by said main pipe; - providing said 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 braking force verification value when operating correctly.

17. System for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, wherein: The at least one vehicle (V) comprises: - at least one wheel (W) or at least one axle, to which at least one wheel is coupled, 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: - an acceleration sensor device (500) arranged to measure acceleration values ​​of the at least one vehicle; and - a control device (502); The control device (502) is arranged to: - providing an actuation signal (503) to the at least one braking device (200), the actuation signal being suitable for requesting the at least one braking device (200) to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel (W) or on the at least one axle; - receiving data or a signal indicating an actual acceleration value from the acceleration sensor device (500) when the at least one braking device (200) is requested to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel or on the at least one axle; - comparing the actual acceleration value received with the expected acceleration value; - determining that the at least one braking device (200) has failed when the actual acceleration value indicated by the data or signal transmitted by the acceleration sensor device is different from the expected acceleration reduction value.

18. System for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, wherein: The at least one vehicle (V) comprises: - at least one wheel (W) or at least one axle, to which at least one wheel is coupled, the at least one wheel being arranged to run on a track (201, 301); - at least one braking device (200) associated with the at least one wheel or associated with the at least one axle; The system for verifying the operation of at least one braking device of at least one vehicle comprises: - a speed sensor device (600) arranged to measure a speed value of the at least one vehicle; and - a control device (602); The control device (602) is arranged to: - providing an actuation signal (603) to the at least one braking device (200), the actuation signal being suitable for requesting the at least one braking device (200) to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel or on the at least one axle; - receiving from said speed sensor device at least first data or signals indicating a first speed value at a first moment and second data or signals indicating a second speed value at a second moment after said first moment, when said at least one braking device is requested to generate a braking force having said predetermined validation braking force value (Fa) on said at least one wheel or on said at least one axle; - determining an actual acceleration value according to the first speed value, the second speed value and a time interval between the first moment and the second moment; - comparing the actual acceleration value with the expected acceleration value; - When the actual acceleration value differs from the expected acceleration value, it is determined that the at least one braking device (200) has failed.

19. System for verifying the operation of at least one braking device according to claim 17 or 18, wherein: The control device (502) is arranged to determine that the at least one braking device (200) has failed when the actual acceleration value differs from the expected acceleration value by at least a predetermined tolerance value.

20. A system for verifying the operation of at least one braking device according to any one of claims 17 to 19, wherein: The braking device (502) is arranged to determine the expected acceleration value based on at least the predetermined verified braking force value (Fa) and a driving acceleration value, and the at least one vehicle moves with the driving acceleration value before requesting to generate a braking force with the predetermined verified braking force value (Fa) on at least one wheel or on at least one axle of the vehicle.

21. System for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, wherein: The at least one vehicle comprises: - at least one wheel (W) or at least one axle, to which at least one wheel is coupled, 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: - an acceleration sensor device (500) arranged to measure acceleration values ​​of the at least one vehicle; and - a control device (502); The control device (502) is arranged to: - providing an actuation signal (503) to the at least one braking device (200), the actuation signal being suitable for requesting the at least one braking device (200) to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel (W) or on the at least one axle; - receiving data or a signal indicating an actual acceleration value from the acceleration sensor device (500) when the at least one braking device (200) is requested to generate a braking force having a predetermined verified braking force value (Fa) on the at least one wheel or on the at least one axle; - converting the actual acceleration value into an actual braking force value; - comparing the actual braking force value with the verified braking force value (Fa); - When the actual braking force value is different from the verified braking force value (Fa), it is determined that the at least one braking device (200) has failed.

22. A system for verifying the operation of at least one braking device according to claim 21, wherein: The control device (502) is arranged to determine that a fault has occurred in the at least one braking device (200) when the actual braking force value differs from the verified braking force value (Fa) 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 railway vehicle, wherein: The at least one vehicle comprises: - at least one wheel (W) or at least one axle, to which at least one wheel is coupled, 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: - an acceleration sensor device (500) arranged to measure the acceleration of the at least one vehicle; and - a control device (502); The control device (502) is arranged to: - providing an actuation signal (503) to the at least one braking device, the actuation signal being suitable for requesting 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 on the at least one axle; - receiving from the acceleration sensor device at least first data or a signal (504) indicating a first acceleration value at a first moment in time before requesting the at least one braking device (200) to generate a braking force having the predetermined validation braking force value (Fa) on the at least one wheel or on the at least one axle; - receiving from the acceleration sensor device at least second data or a signal (504) indicating a second acceleration value at a second moment in time when the at least one braking device is requested to generate a braking force having the predetermined validation braking force value (Fa) on the at least one wheel or on the at least one axle; - determining an actual acceleration reduction value according to the first acceleration value and the second acceleration value; - comparing the actual acceleration reduction value with the expected acceleration reduction value; - When the actual acceleration reduction value differs from the expected acceleration reduction value, it is determined that the at least one braking device (200) has failed.

24. System for verifying the operation of at least one braking device of at least one vehicle, in particular at least one railway vehicle, wherein: The at least one vehicle comprises: - at least one wheel or at least one axle, to which at least one wheel (W) is coupled, the at least one wheel being arranged to run on a track; - at least one braking device (200) associated with the at least one wheel or associated with the at least one axle; The system for verifying the operation of at least one braking device of at least one vehicle comprises: - a speed sensor device (600) arranged to measure the speed of the at least one vehicle; and - a control device (602); The control device is arranged to: - providing an actuation signal (603) to the at least one braking device, the actuation signal being suitable for requesting 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 on the at least one axle; - before requesting the at least one braking device (200) to generate a braking force having the predetermined verified braking force value (Fa) on the at least one wheel or on the at least one axle, receiving from the speed sensor device at least first data or a signal (604) indicating a first speed value at a first moment and second data or a signal (604) indicating a second speed value at a second moment after the first moment; - receiving from the at least one speed sensor device at least third data or signal (604) indicating a third speed value at a third moment in time and fourth data or signal (604) indicating a fourth speed value at a fourth moment in time after the third moment in time, when the at least one braking device (200) is requested to generate a braking force having the predetermined verified braking force value (Fa) on the at least one wheel or on the at least one axle; - determining an actual acceleration reduction value according to the first speed value, the second speed value, the third speed value, the fourth speed value, a first time interval between the first moment and the second moment, and a second time interval between the third moment and the fourth moment; - comparing the actual acceleration reduction value with the expected acceleration reduction value; - When the actual acceleration reduction value differs from the expected acceleration reduction value, it is determined that the at least one braking device (200) has failed.

25. System for verifying the operation of at least one braking device according to claim 23 or 24, wherein: The control device (502, 602) is arranged to determine that the at least one braking device (200) has failed when the actual acceleration reduction value differs from the expected acceleration reduction value by at least a predetermined tolerance value.

26. A system for verifying the operation of at least one braking device according to any one of claims 23 to 25, wherein: The control device (502, 602) is arranged to determine the expected acceleration reduction value based on at least the predetermined verification braking force value (Fa) and a driving acceleration value, and the at least one vehicle moves with the driving acceleration value before requesting to generate a braking force with the predetermined verification braking force value (Fa) on at least one wheel or on at least one axle of the 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 tilt sensor device arranged to monitor the tilt angle of the 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 26, comprising: - Weight sensor means arranged to monitor a parameter associated with the mass of said at least one vehicle.

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