Braking system for at least one vehicle, system and process for calibrating braking system of at least one vehicle(, and vehicle)

Abstract

To provide a solution that allows a reduction in the time required for calibration of the braking parameter relating to the friction value between the braking means and a wheel or a disc associated with the wheel or an axle of a vehicle.SOLUTION: There is described a braking system for at least one vehicle, particularly at least one railway vehicle. The braking system comprises control means configured to: a) determine a real instantaneous deceleration value of the vehicle during actuation of braking means; b) determine a real friction value between braking means and at least one wheel or at least one disc, as a function of at least said real instantaneous deceleration value, a test mass value of the vehicle and a value of an actuation signal; c) replace a predetermined expected friction value stored in storage means with the determined real friction value. Further there are described: a system for calibrating a braking system of at least one vehicle; a process for calibrating a braking system of at least one vehicle; and a vehicle.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates generally to the automotive industry, and more particularly to a brake system for at least one vehicle, a system for calibrating the brake system of at least one vehicle, and a process for calibrating the brake system in at least one vehicle. [Background technology]

[0002] In the following, the known technology is explained mainly with reference to the motor railway sector, although what is explained below can also be applied (as well as) to vehicles in other sectors.

[0003] In braking systems for rail vehicles, it is well known in the art to calibrate (adjust) braking parameters during dynamic field testing, this adjustment being performed before the vehicle is put into service.

[0004] The adjustment of the brake parameters is aimed at ensuring that the vehicle's braking performance meets the design performance requirements, such as average deceleration, instantaneous deceleration, and stopping distance.

[0005] In particular, coordination includes various types of braking, such as service braking, emergency braking, rescue braking, and any other type of braking that uses a braking system as a means of braking on rail vehicles.

[0006] For example, the braking system may be a pneumatic or electro-pneumatic braking system, which is able to stop / slow down the vehicle by actuating the braking means. As can be seen in Fig. 1, the braking means 100 may comprise at least one braking element, also called for example a "friction lining". The braking element may be, for example, a shoe 102 in the case of a system using "shoe" brakes, or a brake pad 104 in the case of a system using "disc" brakes.

[0007] The braking element is suitably pressed against a particular element, for example, the brake disc 106 in the case of a system using "disc" brakes, or the wheel W in the case of a system using "shoe" brakes, by air pressure acting on a piston which applies the braking force.

[0008] Such braking elements are pressed against the discs or wheels by the aforementioned air pressure and are able to generate a braking force by the known friction phenomenon caused by slippage between objects in relative motion, the objects in relative motion thus being, for example, braking elements mounted on a rail vehicle and brake discs (in the case of disc brakes) or wheels mounted on a rotating rail axle 108.

[0009] One of the above mentioned braking parameters specifically relates to the friction value between the aforementioned braking means and the wheel or disc.

[0010] In the known art, the adjustment of this parameter is performed by a qualified person manually changing the friction value present in the brake software / control means during a dynamic test of the vehicle. Similar adjustment procedures are envisaged for other brake parameters. The friction value between the aforementioned braking means and the disc or wheel may also affect other brake parameters directly related thereto.

[0011] It is known that the modification of the aforementioned braking parameters directly affects the braking pressure acting inside a piston located in a cylinder, called the brake cylinder, of the braking means, which is driven by said braking pressure and acts on a brake application element, which is then pressed against a disc or wheel of the rail vehicle, generating a braking force, causing the rail vehicle to slow down and, as a result, to stop.

[0012] The main limitation of the above mentioned adjustment of braking parameters during dynamic testing of rail vehicles is that it uses a manual procedure by competent personnel to define the braking parameters. The resulting impact is determined by the risk of human error due to the manual procedure and the increased time it takes to adjust the braking parameters.

[0013] Furthermore, wear of the braking means requires that the calibration parameters be reviewed during the life of the vehicle, but the vehicle must be taken out of service if these braking parameters need to be re-adjusted, since the above mentioned adjustment procedures are not automated and require specific manual tests to be performed in the field. Summary of the Invention

[0014] The object of the present invention is to provide a solution which allows to reduce the time required for the calibration of braking parameters related to the friction values ​​between the braking means and at least one wheel or at least one disc associated with a wheel or axle of a vehicle.

[0015] Another object of the invention is to provide a solution that reduces the time required for the calibration of braking parameters related to the friction values ​​between the braking means and at least one wheel or at least one disc associated with a wheel or an axle.

[0016] Another object of the invention is to provide a solution which allows automatic adjustment of braking parameters related to friction values ​​between the braking means and at least one wheel or at least one disc associated with a wheel or an axle, even after test drive of the vehicle.

[0017] According to one aspect of the present invention, these and other objects and advantages are achieved by a braking system having the features defined in claim 1, by a system for calibrating a braking system of at least one vehicle having the features defined in claim 12, by a process for calibrating a braking system of at least one vehicle having the features defined in claim 14 and by a process for calibrating a braking system of a vehicle having the features defined in claim 16 or 17. Preferred embodiments of the invention are defined in the dependent claims, the content of which is to be understood as an integral part of this description.

[0018] In summary, the present invention aims to replace the manual procedures of adjusting braking parameters related to the friction values ​​between the braking means and the wheels or discs associated with the wheels or axles by an automated solution. [Brief description of the drawings]

[0019] The functional and structural features of some preferred embodiments of the braking system of at least one vehicle, the system for calibrating the braking system, the process for calibrating the braking system, and the vehicle according to the invention will now be described with reference to the accompanying drawings, in which:

[0020] [Figure 1] FIG. 1 shows an example of a braking means according to the known art. [Diagram 2] FIG. 2 shows a first embodiment of a braking system according to the invention. [Figure 3a] FIG. 3a shows a respective exemplary embodiment in which the braking means comprises a plurality of braking application means. [Figure 3b] FIG. 3b shows a respective exemplary embodiment in which the braking means comprises a plurality of braking application means. [Figure 4] FIG. 4 shows in detail an exemplary disengaged state C1 of the braking means and an exemplary contacted state C2 of the braking means. [Diagram 5]FIG. 5 shows another embodiment of a braking system according to the invention. [Figure 6] FIG. 6 illustrates an embodiment of a system for calibrating a braking system. [Figure 7] FIG. 7 illustrates another embodiment of a system for calibrating a braking system. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0021] Before describing in detail some of the things that the present invention embodies, it should be made clear that the present invention is not limited in its application to the structural details and arrangement of components presented in the following description or illustrated in the drawings. The present invention can employ other embodiments and can be actually implemented or realized in different ways. It should also be understood that the phraseology and terminology are descriptive and should not be construed as limiting. The use of "including" and "comprises" and variations thereof is intended to include the elements described below and their equivalents, as well as additional elements and their equivalents.

[0022] Referring first to FIG. 2, a first embodiment of a braking system for at least one vehicle, in particular at least one rail vehicle, will now be described.

[0023] In this first embodiment, the braking system 200 comprises braking means 202 configured to receive an actuation signal and to apply a corresponding braking force (F) to at least one wheel of said vehicle, or to at least one disc with which at least one wheel or axle of said vehicle is associated.

[0024] The magnitude value of the braking force F applied by the braking means 202 is a function of the value of the actuation signal 204 .

[0025] In other words, the magnitude value of the braking force F applied by the braking means 202 is a function of the value provided by the actuation signal 204. For example, the greater the value provided by the actuation signal 204, the greater the magnitude of the braking force applied by the braking means and vice versa.

[0026] The braking system 200 further comprises a control means 205 .

[0027] For example, the control means 205 may be or comprise at least one of a controller, a processor, a microprocessor, a microcontroller, at least one PLC, an FPGA, and the like.

[0028] The control means 205 is receiving a test brake request 206 indicating an expected instantaneous deceleration value; determining a value of an actuation signal 204 enabling braking means 202 to apply, to at least one wheel or at least one disk, a braking force F having an intensity value such that said at least one vehicle is decelerated according to said predicted instantaneous deceleration value; - activating the braking means 202 according to the determined value of the activation signal 204.

[0029] In other words, the value of the determined actuation signal 204 is the value at which said braking means 202 may apply to at least one wheel or at least one disc a braking force F having an intensity value at which the at least one vehicle may be decelerated according to an expected instantaneous deceleration value.

[0030] The control means 205 is configured to determine a value of the actuation signal 204 as a function of at least a predetermined expected friction value between the braking means 202 and at least one wheel or at least one disc, a test mass value of at least one vehicle 208, and an expected instantaneous deceleration value.

[0031] The predetermined expected friction value between the braking means 202 and the at least one wheel or at least one disc is arranged to be stored in a storage medium 210 provided in the control means 205 or in a storage medium 210 ′ associated with the control means 205 .

[0032] The control means 205 further a) measuring the actual instantaneous deceleration value of the vehicle during operation of the braking means 202; b) determining an actual friction value between the braking means 202 and the at least one wheel or at least one disc as a function of at least the actual instantaneous deceleration value, the vehicle proof mass value and the actuation signal value; c) configured to replace the predetermined expected friction values ​​stored in the storage medium 210, 210' with the determined actual friction values.

[0033] For example, to measure the actual instantaneous deceleration value of the vehicle, the control means 205 may comprise or be associated with speed sensor means (see FIG. 5: 500, 500′) configured to measure the actual forward speed of the vehicle. The speed sensor means may for example be or comprise at least one rotation sensor configured to measure the rotational speed of the wheels or axles of the vehicle. Alternatively, the control means 205 may be configured to receive actual forward speed data from another control means external to the brake system.

[0034] With regard to the vehicle trial mass value, the control means 205 may comprise or be associated with weighing means configured to measure the mass of the vehicle. For example, the weighing means may measure the mass of the vehicle using deformation sensor means or by monitoring the vehicle suspension. Alternatively, the control means 205 may receive a quantity of data from another control means external to the brake system. Alternatively, the trial mass value may be entered manually by a user, for example using a keyboard.

[0035] At the end of the calibration procedure, the predetermined stored expected friction value is replaced by the determined actual friction value, so that if the control means 205 needs to redetermine the value of the actuation signal 204 of the brake means 202, it can take the determined actual friction value instead of the predetermined friction value (which did not match the actual friction situation).

[0036] Preferably, the control means 205 may further be configured to determine the value of said actuation signal 204 as a function of at least one predetermined test condition. In that case, the control means 205 may further be configured to verify that the at least one predetermined test condition is fulfilled.

[0037] Furthermore, if the control means 205 determines that at least one of the aforementioned predetermined test conditions is met, the control means 205 may be configured to perform the above steps a), b) and c).

[0038] Preferably, the at least one predetermined test condition may be a predetermined test forward speed. In that case, as already explained above and as can be seen for example in Fig. 5, the control means 205 of the braking system 200 may comprise a speed sensor means 500 or may be associated with at least a speed sensor means 500' arranged to measure the actual forward speed. Alternatively, the control means 205 of the braking system may be arranged to receive actual forward speed data from another control means 502 external to the braking system. Furthermore, the control means (205) may be arranged to determine that the predetermined test condition is fulfilled if the predetermined forward speed and the actual forward speed substantially coincide.

[0039] Preferably, the at least one predefined test condition may be a predefined test grip value between at least one wheel of the vehicle and the driving surface. In that case, the control means 205 of the braking system may comprise grip measurement means or may be associated with grip measurement means configured to measure the actual grip value. Alternatively, the control means 205 of the braking system may be configured to receive the actual grip value between at least one wheel of the vehicle and the driving surface from another control means external to the braking system. Furthermore, the control means may be configured to determine that the predefined test condition is fulfilled if the predefined test grip value and the actual grip value substantially coincide.

[0040] Preferably, the control means 205 further comprises: -receiving a service brake request; - actuating the brake means 202 by an actuation signal having a value determined as a function of said actual friction value, determined and adapted to apply to said brake means 202 a service braking force corresponding to the received service braking request.

[0041] In other words, after calibration of the determined actual friction value, the control means 205 of the braking system 200 can incorporate this calibrated actual friction value into the control of the service braking performed by the braking system.

[0042] Alternatively, or in addition, the control means 205 may further comprise: -receive an emergency braking request; - configured to activate said braking means 202 by means of an activation signal 204 having a value determined as a function of the determined actual friction value and adapted to apply to said braking means an emergency braking force corresponding to the received emergency braking request.

[0043] In other words, following calibration of the determined actual friction value, the control means 205 of the brake system 200 can manage the emergency braking actuations performed by the brake system, the emergency braking also being managed in accordance with the calibrated actual friction value.

[0044] As a non-limiting example, the control means 205 may be configured to:

number

[0045] Similarly, the control means 205 may be configured to:

number

[0046] Advantageously, the intensity value of the braking force F transformed by the braking means may depend on characteristic parameters specific to said braking means.

[0047] In that case, the control means 205 further determining a value of the actuation signal as a function of a characteristic parameter of said braking means, - determining an actual friction value between said braking means and at least one of said wheels or at least one of said discs also depending on characteristic parameters specific to said braking means.

[0048] For example, the values ​​assumed by the characteristic parameters of a braking system are the following characteristic factors: the geometric shape of the braking means, - several braking means, - the efficiency of the braking means.

[0049] For example, the geometry of the braking means may depend on the following parameters: - the braking radius of the braking means of a disc brake system, the spokes of the wheel to which said braking means applies a braking force, the surface of a brake piston of a brake cylinder of the braking means, the amplification factor of the braking force generated by the lever of the braking means, etc.

[0050] For example, the multiple braking means may include multiple braking means brake application means. For example, as shown in Figures 3a and 3b, the braking means 202 may comprise multiple brake application elements 300. For example, the brake application means 300 may comprise or be at least one of a brake pad or a brake shoe or the like (friction lining).

[0051] For example, the efficiency of a braking means may refer to a value indicative of the braking means' ability to apply braking force taking into account force losses / dispersion due to mechanical construction characteristics of the braking means.

[0052] Preferably, the control means 205 further comprises: determining the value of the actuation signal 204 also as a function of the initial actuation value, It is arranged to determine an actual friction value between the braking means 202 and at least one wheel or at least one axle or at least one disc also depending on its initial activation value.

[0053] In particular, as can be seen for example in FIG. 4 , the initial actuation value may have a value which, when provided to the braking means 202, enables / causes said braking means 202 to move from a separated state C1, in which it is not in contact with at least one wheel, axle or disc, to a contact state C2, in which it is in contact with at least one wheel or axle or disc.

[0054] Preferably, when both the characteristic parameter k and the initial actuation value q are provided, the control means 205 calculates the following equation:

number

[0055] Obviously, the characteristic parameter k can take a value equal to 1 and the initial actuation value q can take a value equal to 0.

[0056] Similarly, the control means 205 may be configured to:

number

[0057] Preferably, the braking means 202 may be pneumatic and the determined actuation signal value may be an air pressure value.

[0058] Alternatively, the braking means 202 may be electro-pneumatic or electro-mechanical and the determined actuation signal value may be an electrical value.

[0059] In another aspect, the invention also relates to a system for calibrating a braking system of at least one vehicle, in particular at least one rail vehicle.

[0060] 6, the braking system 200 also comprises braking means configured to receive an actuation signal 204 and to apply a corresponding braking force to at least one wheel of said vehicle or to at least one disc with which at least one wheel or axle of said vehicle is associated. The intensity value of the braking force applied by the braking means 202 is a function of the value of the actuation signal 204.

[0061] The brake system 200 includes: receiving a test brake request 206 indicating an expected instantaneous deceleration value; - determining a value of said actuation signal 204 enabling said braking means 202 to apply a braking force intensity value to at least one of said wheels or at least one of said discs such that at least one of said vehicles is decelerated in accordance with said predicted instantaneous deceleration value, - comprising control means 205 configured to actuate the braking means 202 according to the determined value of the actuation signal 204.

[0062] The control means 205 is further configured to determine a value of said actuation signal 204 as a function of at least a predetermined expected friction value between the braking means and at least one wheel or at least one disc, as a function of a test mass value of the at least one vehicle, and as a function of said expected instantaneous deceleration value.

[0063] The predetermined expected friction value between the braking means 202 and the at least one wheel or at least one disc is configured to be stored in a storage medium 210 provided in the control means 205 of the braking system or in a storage medium 210′ ​​associated with the braking system control means 205.

[0064] As can be seen in Figure 6 or Figure 7, the calibration system comprises a calibration control means 400 associated with the braking system 200 of at least one vehicle and configured to receive the value of the actuation signal 204 determined by the control means of the braking system.

[0065] Preferably, the calibration control means 400 may be or comprise at least one of a controller, a processor, a microprocessor, a microcontroller, at least one PLC, an FPGA, and the like.

[0066] The calibration control means 400 further comprises: a) measuring the actual instantaneous deceleration value of the vehicle during the actuation of the braking means 202 according to the value of said actuation signal 204, b) determining an actual friction value between the braking means and the at least one wheel or at least one disc as a function of at least the actual instantaneous deceleration value, the proof mass value 208 of the vehicle, and the value of the actuation signal 204; c) configured to replace the predetermined expected friction values ​​stored in the storage medium 210, 210' with the determined actual friction values.

[0067] For example, to measure the actual instantaneous deceleration value of the vehicle, the calibration control means 400 may comprise or be associated with speed sensor means (not shown) configured to measure the actual forward speed of the vehicle. The speed sensor means may for example be or consist of at least one rotation sensor configured to measure the rotational speed of the wheels or axles of the vehicle. Alternatively, the calibration control means 400 may be configured to receive the actual forward speed data directly from the control means 205 of the braking system or from another control means external to the calibration system and the braking system.

[0068] With regard to the vehicle trial mass value, the calibration control means 400 may comprise or be associated with weighing means configured to measure the mass of the vehicle. For example, the weighing means may measure the mass of the vehicle by means of deformation sensor means or by monitoring the vehicle suspension. Alternatively, the calibration control means 400 may receive mass data directly from the control means 205 of the braking system or from another control means external to the calibration system and the braking system. As a further alternative, the trial mass value may be entered manually by a user, for example using a keyboard.

[0069] Preferably, the control means 205 of the braking system 200 may further be configured to determine the value of the actuation signal 204 as a function of at least one predetermined test condition.

[0070] In that case, the calibration control means 400 of the calibration system may be further configured to verify that at least one predetermined test condition is met.

[0071] Thus, when the calibration control means 400 determines that at least one predetermined test condition is satisfied, the calibration control means 400 may be configured to perform steps a), b) and c) above.

[0072] Preferably, the at least one predetermined test condition may be a predetermined test forward speed. In that case, the calibration control means 400 of the calibration system may comprise a speed sensor means or at least be associated with a speed sensor means (not shown) arranged to measure the actual forward speed. Alternatively, the calibration control means 400 of the calibration system may be arranged to receive actual forward speed data from another control means external to the calibration system or directly from the control means 205 of the brake system. Furthermore, the calibration control means 400 of the calibration system may be arranged to determine that the predetermined test condition is met when the predetermined test forward speed and the actual forward speed substantially match.

[0073] Preferably, the at least one predefined test condition may be a predefined test grip value between at least one wheel of the vehicle and the driving surface. In that case, the calibration control means 400 of the calibration system may comprise a grip measurement means or be associated with a grip measurement means configured to measure the actual grip value. Alternatively, the calibration control means 400 of the calibration system may be configured to receive the actual grip value between at least one wheel of the vehicle and the driving surface by another control means external to the calibration system or directly from the control means 205 of the brake system. Furthermore, the calibration control means of the calibration system may be configured to determine that the predefined test condition is fulfilled if the predefined test grip value and the actual grip value substantially coincide.

[0074] The preferred embodiment described above for the brake system 200 is equally applicable to the calibration system.

[0075] As a non-limiting example, the calibration control means 400 may be configured to:

number

[0076] Advantageously, the intensity value of the braking force F transformed by the braking means may depend on characteristic parameters specific to the braking means mentioned above. The description of the characteristic parameters provided above and not repeated here, may be applied in this context as well.

[0077] Preferably, the calibration control means 400 may further be configured to determine an actual friction value between said braking means and at least one of said wheels or at least one of said discs also depending on its initial actuation value, where the initial actuation value may have a value which, when provided to the braking means, allows / causes said braking means to go from a separation state C1, in which it is not in contact with at least one wheel, at least one axle or at least one disc, to a contact state C2, in which it is in contact with at least one wheel or at least one axle or at least one disc.

[0078] Preferably, when both the characteristic parameter k and the initial operating value q are present, the calibration control means 400 calculates an actual friction value between said braking means 202 and at least one of said wheels or at least one of said axles or at least one of said discs according to the following formula:

number

[0079] For example, the calibration control means 400 of the calibration system can be configured to cooperate with the control means 205 of the brake system. For example, the calibration system can be installed directly on the vehicle (see FIG. 7) or it can be installed external to the vehicle and connected to the brake system during calibration and disconnected from the brake system at the end of the calibration (see FIG. 6).

[0080] In yet another aspect, the present invention relates to a process for calibrating the braking system 200 of at least one vehicle, in particular at least one rail vehicle, executed / activated by a control means.

[0081] For example, the control means may be or comprise a control means 205 of a braking system and / or a calibration control means 400 of a calibration system.

[0082] The braking system 200 also comprises braking means 202 configured to receive an actuation signal 204 and to apply a corresponding braking force F to at least one wheel or axle of said vehicle or to at least one disc with which said at least one wheel or axle of said vehicle is associated. The magnitude value of the braking force applied by the braking means 202 is a function of the value of said actuation signal 204.

[0083] The calibration process is - receiving a test brake request 206 indicating an expected instantaneous deceleration value; determining a value of an actuation signal 204 enabling said braking means 202 to apply a braking force intensity value to at least one of said wheels or at least one axle or at least one of said discs, such that said at least one vehicle is decelerated according to said predicted instantaneous deceleration value, as a function of at least one predetermined predicted friction value between the braking means and at least one wheel or at least one disc, stored in a storage medium 210, 210', as a function of a test mass value of the at least one vehicle, and as a function of said predicted instantaneous deceleration value; - activating said braking means 202 according to the determined value of the activation signal 204.

[0084] The calibration process also a) measuring an actual instantaneous deceleration value of the vehicle during operation of said braking means 202 according to the value of said activation signal; b) determining an actual friction value between said braking means and at least one of said wheels or at least one of said discs as a function of at least said actual instantaneous deceleration value, said proof mass value of the vehicle and said actuation signal value; c) replacing the predetermined expected friction values ​​stored in the storage medium 210, 210' with the determined actual friction values.

[0085] Preferably, the step of determining the value of said actuation signal can also be performed according to at least one predetermined test condition. In this case, the calibration process also comprises: - verifying that at least one of said predetermined test conditions is met, If the verification indicates that at least one of the aforementioned predetermined test conditions is met, steps a), b) and c) are performed.

[0086] As explained above, the predetermined test condition may relate to the verification of a predetermined test forward speed or a predetermined test grip value between the at least one wheel and the running surface.

[0087] The above preferred embodiments of the braking system and the calibration system are equally applicable to the calibration process.

[0088] For example, step b) may be carried out by reacting a compound of the following formula:

number

[0089] In another embodiment, step b) comprises calculating an actual friction value between the braking means and the at least one wheel or at least one axle or at least one disk according to the following formula:

number

[0090] The above discussion of characteristic parameters and initial operating values ​​is similar in application and will not be repeated here.

[0091] Furthermore, the invention also relates to a vehicle, in particular a rail vehicle, In particular the vehicle may for example be a rail vehicle and may be equipped with a braking system according to any of the above mentioned embodiments.

[0092] In another embodiment, a vehicle comprises a braking system and a system for calibrating at least one vehicle's braking system according to any one of the above embodiments.

[0093] Preferably, the invention may be particularly applicable in the field of rail vehicles / convoys running on rail tracks. A convoy may be understood as a number of vehicles coupled together. A convoy may be a train.

[0094] For example, a vehicle as used herein may be a locomotive or a passenger car, and a route / section may include the rails (the running surface) on which the wheels of the locomotive roll. However, the embodiments described herein should not be understood as being limited to rail vehicles. For example, a vehicle may be an automobile, a truck (e.g., a highway semi-trailer, a mining truck, a timber truck, etc.), and a route may be a road or an unpaved road.

[0095] Preferably, the advantage achieved is that an automated solution for a vehicle braking system is provided, which makes it possible to reduce the time required for adjusting the braking parameters of the braking system to a friction value between the braking means and the wheel or a disc associated with the wheel.

[0096] Another advantage obtained is that a solution is provided that reduces the time taken to adjust the braking parameters of the braking system to a friction value between the braking means and the wheel or a disc associated with the wheel.

[0097] Another advantage is that it provides a solution which allows readjustment of a predetermined expected friction value between the braking means and at least one wheel or at least one disc during the operational life of the vehicle without necessarily having to take the vehicle out of service for the intervention of a qualified operator.

[0098] According to the present invention, various aspects and embodiments of a brake system, a system for calibrating a brake system of at least one vehicle, and a process for calibrating a brake system of at least one vehicle have been described. It is intended that each embodiment can be combined with any other embodiment. Furthermore, the present invention is not limited to the described embodiments, but can be modified within the scope defined by the appended claims.

Claims

1. A brake system (200) for at least one vehicle (V), the brake system comprising a brake means (202) configured to receive an operating signal (204) and to apply a brake force (F) to at least one wheel of the vehicle, or to at least one disc to which at least one wheel or axle of the vehicle is associated, The intensity value of the braking force (F) applied by the braking means (202) is a function of the value of the operating signal (204). The aforementioned brake system (200) further, -Receive a test brake request (206) indicating the expected instantaneous deceleration value. - The brake means (202) determines the value of the operating signal (204) which enables the brake means (202) to apply a braking force (F) to at least one wheel or at least one disc having an intensity value such that at least one vehicle is decelerated according to the expected instantaneous deceleration value. - The system includes a control means (205) configured to activate the brake means (202) according to the determined value of the operating signal (204), The control means (205) is configured to determine the value of the operating signal (204) as a function of at least a predetermined expected friction value between the braking means (202) and at least one of the wheels or at least one of the discs, as a function of the test mass value (208) of at least one vehicle, and as a function of the expected instantaneous deceleration value. The predetermined expected friction value between the braking means and at least one of the wheels or at least one of the discs is configured to be stored in a storage medium (210) provided in the control means (205) or a storage medium (210') associated with the control means. The control means (205) further, a) While the braking means (202) is in operation, measure the actual instantaneous deceleration value of the vehicle. b) Determine the actual friction value between the braking means and at least one of the wheels or at least one of the discs as a function of at least the actual instantaneous deceleration value, the test mass value of the vehicle, and the value of the operating signal (204). c) A brake system (200) configured to replace the predetermined expected friction value stored in the storage medium (210, 210') with the determined actual friction value.

2. The control means (205) is configured to determine the value of the operating signal (204) when at least one predetermined test condition is met. The control means (205) further, - It is configured to verify that at least one predetermined test condition is met, The brake system according to claim 1, wherein the control means (205) is configured to perform a), b), and c) when the control means (205) determines that at least one of the predetermined test conditions is met.

3. The control means (205) further, - Receives a request to apply the service brakes. - The braking means (202) is activated by an actuation signal (204) having a value determined as a function of the actual friction value which is determined to apply a service braking force corresponding to the received service braking request to the braking means and is adapted to apply such force. and / or, - Receives an emergency brake request. - The brake system according to claim 1 or 2, configured to activate the brake means (202) by an actuation signal (204) having a value determined as a function of the actual friction value which is determined to apply an emergency braking force corresponding to the received emergency braking request to the brake means and adapted to apply such force.

4. The intensity value of the braking force (F) converted by the braking means depends on characteristic parameters specific to the braking means. The control means (205) further, - Determine the value of the operating signal as a function of the characteristic parameter of the braking means. - The brake system according to claim 1 or 2, configured to determine the actual friction value between the brake means and at least one of the wheels or at least one of the discs, depending on the characteristic parameters specific to the brake means.

5. The value of the characteristic parameter of the braking means is - The geometric shape of the braking means, - The number of braking means and - The braking system according to claim 4, wherein the braking system is a function of at least one of the following values: the efficiency of the braking means.

6. The control means (205) further, - Furthermore, the value of the operating signal (204) is determined as a function of the initial operating value. - The actual friction value between the braking means and at least one of the wheels or at least one of the discs is further determined according to its initial operating value, The brake system according to claim 1 or 2, wherein, when the initial operating value is provided to the brake means, the value allows the brake means to transition from a segregated state (C1) in which it does not contact at least one wheel or disc to a contact state (C2) in which it contacts at least one wheel or disc.

7. The control means (205) is given by the following equation: [Math 1] (In the formula, μ ｒｅａｌｅ m is the true friction value, m is the aforementioned test mass value of the vehicle, and a ｉｎｓｔ＿ｒｅａｌｅ This is the actual instantaneous deceleration value, A ｓｉｇ The brake system according to claim 6, configured to determine the actual friction value between the brake means (202) and at least one of the wheels or at least one of the discs, where k is the value of the operating signal (204), k is the brake means characteristic parameter, and q is the initial operating value.

8. The brake system according to claim 1 or 2, wherein the brake means (202) is pneumatic, and the value of the determined operating signal (204) is a pneumatic value.

9. The brake system according to claim 1 or 2, wherein the braking means (202) is electro-pneumatic or electromechanical, and the value of the determined operating signal is an electrical signal.

10. At least one specified test condition is a specified test forward speed, The control means (205) is associated with a speed sensor means (500), or at least a speed sensor means (500') configured to measure the actual forward speed. or The control means (205) is configured to receive actual forward speed data from another control means (502) located outside the brake system. The brake system according to claim 2, wherein the control means (205) is configured to determine that the predetermined test conditions are met when the predetermined test forward speed and the actual forward speed substantially coincide.

11. At least one predetermined test condition is a predetermined test grip value between at least one wheel of the vehicle and the running surface, The control means is associated with a grip measuring means that includes a grip measuring means or is configured to measure an actual grip value. or The control means is configured to receive an actual grip value between at least one wheel of the vehicle and the running surface from another control means located outside the brake system. The brake system according to claim 2, wherein the control means is configured to determine that the predetermined test conditions are met when the predetermined test grip value and the actual grip value substantially match.

12. A system for calibrating the brake system of at least one vehicle, the brake system (200) comprising a brake means (202) configured to receive an operating signal (204) and apply a braking force (F) to at least one wheel of the vehicle, or to at least one disc to which at least one wheel or axle of the vehicle is associated, The intensity value of the braking force (F) applied by the braking means (202) is a function of the value of the operating signal (204). The aforementioned braking system also, -Receive a test brake request (206) indicating the expected instantaneous deceleration value. - Determine the value of the operating signal (204) which enables the braking means (202) to apply a strength value of braking force (F) to at least one of the wheels or at least one of the discs, so that at least one of the vehicles is decelerated according to the expected instantaneous deceleration value. - The system includes a control means (205) configured to activate the brake means (202) according to the determined value of the operating signal (204), The control means (205) is configured to determine the value of the operating signal (204) as a function of at least a predetermined expected friction value between the brake means (202), the test mass value (208) of at least one vehicle, and the expected instantaneous deceleration value. The predetermined expected friction value between the braking means (202) and at least one of the wheels or at least one of the discs is configured to be stored in a storage medium (210) provided in the control means (205) of the braking system, or in a storage medium (210') associated with the control means (205). The system for calibrating the brake system is associated with the brake system (200) of at least one vehicle (V), and - The system includes a calibration control means (400) configured to receive the value of the operating signal (204) determined by the control means (205), The calibration control means (400) further a) In accordance with the value of the operating signal (204), the actual instantaneous vehicle deceleration value is measured while the braking means (200) is in operation. b) Determine the actual friction value between the braking means (202) and at least one of the wheels or at least one of the discs as a function of at least the actual instantaneous deceleration value, the test mass value of the vehicle, and the value of the operating signal (204). c) A system configured to replace the predetermined expected friction value stored in the storage medium (210, 210') with the determined actual friction value.

13. The control means (205) is configured to determine the value of the operating signal (204) when at least one predetermined test condition is met. The calibration control means (400) of the brake system calibration system further, - It is configured to verify that at least one predetermined test condition is met, Furthermore, the calibration control means (400) is configured to perform a), b), and c) when the calibration control means (400) determines that at least one of the predetermined test conditions is met, the system for calibrating the brake system according to claim 12.

14. A process for calibrating a brake system (200) of at least one vehicle (V), performed by control means (205, 400), wherein the brake system (200) includes a brake means (202) configured to receive an actuation signal (204) and apply a braking force (F) to at least one wheel of the vehicle, or to at least one disc to which at least one wheel or axle of the vehicle is associated, The intensity value of the braking force (F) applied by the braking means (202) is a function of the value of the operating signal (204). The aforementioned process, - A process of receiving a test brake request (206) indicating the expected instantaneous deceleration value, - A step of determining the value of the operating signal (204) which enables the braking means (202) to apply a strength value of the braking force (F) to at least one wheel or at least one disc so that at least one of the vehicles is decelerated according to the expected instantaneous deceleration value, as a function of at least one predetermined expected friction value between the braking means and at least one of the wheels or at least one of the discs, a function of the test mass value of at least one of the vehicles, and the expected instantaneous deceleration value, stored in a storage medium (210, 210'), - The process includes the step of activating the brake means (202) according to the value of the activation signal determined above, The procedure is also, a) A step of measuring the actual instantaneous deceleration value of the vehicle while the braking means (202) is operating, according to the value of the operating signal, b) A step of determining the actual friction value between the braking means (202) and at least one of the wheels or at least one of the discs as a function of at least the actual instantaneous deceleration value, the test mass value of the vehicle, and the value of the operating signal (204), c) A process comprising the step of replacing the predetermined expected friction value stored in the storage medium (210, 210') with the determined actual friction value.

15. Furthermore, the step of determining the value of the operating signal (204) is performed when at least one predetermined test condition is met. The aforementioned process method, - Includes a step of verifying that at least one of the predetermined test conditions is met, The process according to claim 14, wherein steps a), b), and c) are performed if the verification indicates that at least one of the predetermined test conditions is met.

16. A vehicle comprising the brake system according to claim 1 or 2.

17. - Brake system and, A vehicle comprising: a system for calibrating the brake system of at least one vehicle according to claim 12 or 13.

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