Method and corresponding verification system for verifying the operation of at least one braking means of at least one vehicle

Abstract

A method for verifying the operation of at least one braking means of at least one vehicle is described. The method includes a step of determining that at least one braking means of the vehicle is malfunctioning when at least one estimated braking force value is different from a predetermined verification braking force value Fa. A further method includes a step of determining that at least one of a plurality of braking means is malfunctioning when an estimated total braking force value is different from an expected verification total braking force value. Yet another method includes a step of determining that at least one braking means is malfunctioning when at least one measured frictional force value Fb is different from an expected frictional force value. Yet another method includes a step of determining that at least one of a plurality of braking means is malfunctioning when the total frictional force value Fb tot is different from an expected total frictional force value. A corresponding system for verifying the operation of at least one braking means of at least one vehicle is also described.

Description

Technical Field

[0001] The present invention generally relates to the field of braking systems. In particular, the present invention relates to a method for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle, and a system for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle. The verification of the operation, i.e., the diagnosis, may also be performed in real time.

Background Art

[0002] The prior art will be described below with reference in particular to the field of railway vehicles. The above may equally apply to vehicles in other fields that run on railways, if possible.

[0003] After the operation of a railway vehicle or a train of railway vehicles including several railway vehicles, before the start of its operation, for example, before daily operation, an activity known to those skilled in the art as a "brake test" is performed. This activity is necessary to verify the correct operation of one or more braking means of the braking system as a whole for the railway vehicle or the train of railway vehicles.

[0004] The "brake test" is carried out in different ways depending on the configuration of the type of one or more railway vehicles and the configuration of the train of railway vehicles.

[0005]

[0006] However, this type of automatic check cannot verify that the brake cylinder of the braking system generates a braking force corresponding to the braking pressure on the pad-disc or shoe-wheel clutch pair. A malfunction of the brake cylinder can, for example, change the nominal pressure / force ratio by locally reducing the braking force generated by the braking means.

[0007] For example, in the case of a freight train consisting of a locomotive and a plurality of railway vehicles (e.g., freight wagons), there is no information communication means between the locomotive and the railway vehicles connected thereto. In this case, the "brake test" involves the operator, and the operator is required to at least visually check that the shoes 103 of various braking means are disengaged from the wheels or that the pads of various braking means are disengaged from the discs when there is no pneumatic braking pressure. The operator also needs to check whether the shoes are in contact with the wheels or the pads are in contact with the discs in the presence of pneumatic braking pressure.

[0008] This procedure requires a very long time for visual verification because the operator is forced to walk along both sides of the railway vehicle or train over its entire length. This procedure is carried out when braking occurs by various braking means and then repeated when braking is released by various braking means. Furthermore, visual analysis does not guarantee that the pressure actually applied to the brake cylinder corresponds to the nominal pressure when braking is visually applied, and it hides hidden faults in one or more pneumatic components in the braking force generation chain.

[0009] The problems regarding the "brake test" have been described above for pneumatic braking systems. However, the same problems can equally be found in electro-pneumatic or electro-mechanical braking systems and in the associated braking application means.

[0010] Recent technological developments propose providing each railway vehicle with a self-powered data acquisition system by means of an "environmental power generation" system that is connected to appropriate pressure and force sensors, has wireless communication means, and can transmit data related to the brake test to the ground during the "brake test" step.

[0011] Even if the proposed system functions, it implies high costs both in terms of its hardware components and in terms of the installation and upgrade costs of all the vehicles in the fleet.

[0012] Furthermore, since the "brake test" is a procedure inherent to the safety of operation, it can mean significant costs for the development and certification in accordance with the safety standards in force (EN50126, EN50128, EN50129) regarding data acquisition, especially the transmission system.

[0013] In the field of vehicles with rubber wheels, equipment is available for periodically checking the braking system comprising one or more braking means. The vehicle under test is first placed on rollers that impart rotation to the wheels, and subsequently, one or more braking means of the vehicle under test are actuated. Finally, the braking torque transmitted to the rollers is measured. Based on this measurement, the efficiency of the braking system is evaluated. Clearly, this method may not be applicable at the start of each daily mission due to the complexity of its application to each axle of each vehicle making up a train of rail vehicles, such as railway vehicles or a railway train, and the time required for its application. SUMMARY OF THE INVENTION PROBLEMS TO BE SOLVED BY THE INVENTION

[0014] The object of the present invention is to provide a solution that enables the detection of possible malfunctions of at least one braking means of at least one vehicle configured to travel on a track.

[0015] Accordingly, a further object of the present invention is to provide an effective solution that does not involve high costs with respect to both the installation and upgrade costs of all owned vehicles assumed to be hardware components.

[0016] A further object is to provide a solution that does not involve significant development and certification costs.

Means for Solving the Problem

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

[0018] Preferred embodiments of the present invention are defined in the dependent claims, the content of which should be understood as an essential part of this specification.

[0019] Next, functional and structural features of some preferred embodiments of a method for verifying the operation of at least one braking means of at least one vehicle according to the present invention, and a system for verifying the operation of at least one braking means of at least one vehicle will be described. Refer to the accompanying drawings.

Brief Description of the Drawings

[0020]

Figure 1

Figure 2a

Figure 2b

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying Out the Invention

[0021] Before detailing a plurality of embodiments of the present invention, it should be made clear that the present invention is not limited in its application to the design details and configurations of the components presented in the following description or shown in the drawings. The present invention may contemplate other embodiments and may be actually implemented or constructed in different ways. It should also be understood that the language and terminology are for the purpose of explanation and should not be construed as limiting. The use of "include" and "comprise" and their variants is intended to cover the elements and equivalents of the elements presented below, as well as additional elements and equivalents of the additional elements.

[0022] Furthermore, throughout this disclosure and in the claims, terms and expressions indicating positions and orientations such as "longitudinal", "transverse", "vertical" or "horizontal" refer to a general ground 205 in the longitudinal direction with respect to the traveling direction of one or more vehicles.

[0023] Regarding the figure, a side view is used, and what is shown and described for the wheels supported on each rail is repeated and applied to a pair of wheels constrained by an axle and two rails constituting a track, and each rail can be understood as being associated with each wheel.

[0024] For example, looking at FIG. 1, a shoe-on-wheel type braking system is shown. Those skilled in the art can similarly apply the present invention to a pad-on-disc type braking system.

[0025] A wheel 100 having an angular velocity ω(t) is placed on a rail 101 at a contact point 102. The shoe can exert a braking force F2 equivalent to that on the wheel 100 at point 104.

[0026] At the contact point 102 between the wheel 100 and the rail 101, a frictional force F1 is generated as a result.

[0027] Excluding rolling friction, which is not important for the discussion of the present invention, the equilibrium equation of the forces acting on the circumference of a wheel 100 having a radius r and a moment of inertia J is shown here [wheel 100 having an angular velocity ω(t)].

[0028]

Equation

[0029] For a constant non-zero value of ω(t), it is as follows.

[0030]

Equation

[0031] Therefore, under the condition of a constant speed ω(t), it is as follows.

[0032]

Equation

[0033] Therefore, if the frictional force F1 can be measured under the condition of a certain ω(t), the value of the braking force F2 can be directly obtained regardless of the physical parameters of the wheel or axle, as long as there is no rolling friction-related force, such as the force related to the bearing, which can be regarded as negligible for the purpose of the present invention in any case.

[0034] Instead, when the vehicle is, for example, on an inclined rail as shown in FIG. 3, the vehicle can move not at a constant speed but, for example, according to the accelerated motion generated by the inclination of the rail and the gravity g. In such a case, the balance equation of the forces and moments acting on the circumference of the wheel 100, excluding rolling friction which is not important for the discussion of the present invention, is shown here (the wheel 100 having an angular velocity ω(t) and the vehicle having an acceleration

[0035]

Number

[0036] ).

[0037]

Number

[0038] In the formula, r is the wheel radius, J is 1 / 2 of the axle inertia, M is the mass of the vehicle acting on the rail, m is 1 / 2 of the mass of the axle.

[0039] Considering the condition of pure rolling on all wheels, the following equation holds.

[0040]

Number

[0041] From the above-mentioned equation, for a single wheel, as follows

[0042]

Number

[0043] It is possible to specify.

[0044]

Number

[0045] The above formulas are known to those skilled in the art and are only possible examples of various formulas that can be used.

[0046] A first embodiment of a method for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle, will be described below. For this embodiment, reference may be made to Figure 2a. The vehicle V is at least one wheel W or at least one axle to which at least one wheel is coupled, wherein at least one wheel is configured to travel on the rail 201, at least one wheel or at least one axle, and at least one braking means associated with the at least one wheel or associated with the at least one axle comprises.

[0047] In this first embodiment, the method for verifying the operation of at least one braking means includes the steps described below.

[0048] Step a): Moving the at least one vehicle V along the rail 201.

[0049] In other words, the vehicle V moves along the rail 201.

[0050] Step b): Providing a predetermined actuation signal adapted to request the at least one braking means to generate a braking force having a predetermined verification braking force value Fa on at least one wheel W or on at least one axle.

[0051] In other words, in step b), the at least one braking means 200 needs to generate a verification braking force value Fa on at least one wheel W or on at least one axle.

[0052] Step c): Measuring, at the contact point between the rail and the at least one wheel, at least one friction force value Fb exerted on the rail by the at least one wheel when the at least one braking means needs to generate a braking force having a predetermined verification braking force value Fa on at least one wheel or on at least one axle, the friction force value Fb being caused by the actual braking force generated by the at least one braking means 200 in response to the received actuation signal.

[0053] In other words, in step c), when at least one braking means 200 should generate a braking force having a predetermined verification braking force value Fa, at least one value of the frictional force Fb exerted on the rail 201 by at least one wheel W is measured. Obviously, when at least one braking means operates correctly, when at least one braking means needs to generate a braking force having a predetermined verification braking force value Fa, at least one braking means generates a braking force having a predetermined verification braking force value Fa. Conversely, when at least one braking means malfunctions, even if at least one braking means should have generated a braking force having a predetermined verification braking force value Fa, at least one braking means 200 may not generate a braking force, or may generate a braking force having a value other than the predetermined verification braking force value Fa. Therefore, at least one frictional force value exerted on the rail 201 by at least one wheel is a function of the braking force value actually generated by at least one braking means.

[0054] Step d): A step of converting the measured frictional force value Fb into an estimated braking force value.

[0055] In other words, by means of an appropriate conversion formula, the measured frictional force value Fb is converted into an estimated braking force value.

[0056] Step e): A step of comparing at least one estimated braking force value with the predetermined verification braking force value Fa.

[0057] In other words, in step e), at least one estimated braking force value is compared with the predetermined verification braking force value Fa, which is the value expected when the braking means functions correctly and generates a braking force having the predetermined verification braking force value Fa.

[0058] Step f): A step of determining that at least one braking means is malfunctioning when at least one estimated braking force value is different from the predetermined verification braking force value Fa.

[0059] Finally, in step f), when at least one estimated braking force value is different from the predetermined verification braking force value Fa that would be expected if the braking means were functioning properly to generate a braking force having the predetermined verification braking force value Fa, it is determined that at least one braking means is malfunctioning.

[0060] Preferably, step f) comprises f’) a step of verifying whether the estimated braking force value differs from the verification braking force value Fa by at least a predetermined tolerance value; f”) a step of determining that at least one braking means is malfunctioning when it is verified that the estimated braking force value differs from the verification braking force value Fa by at least the predetermined tolerance value and may include.

[0061] In other words, for at least one braking means to be considered malfunctioning, the difference must be at least the predetermined tolerance value. In this way, the risk that any normal physiological variation in the estimated braking force value is recognized as a malfunction of at least one braking means is reduced.

[0062] A second embodiment of a method for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle, will be described below. For this embodiment, reference may be made to Figure 2b. Also, in this embodiment, the at least one vehicle comprises a plurality of wheels W’, W”, or a plurality of axles to which respective wheels are coupled, the wheels being configured to run on a rail 201; a plurality of wheels or a plurality of axles, a plurality of braking means 200, 200’, each braking means of the plurality of braking means being associated with at least one of the wheels or at least one of the axles; a plurality of braking means and comprises.

[0063] In this second embodiment, the method for verifying the operation of at least one braking means includes the steps described below.

[0064] Step a): Moving the at least one vehicle V along the rail 201.

[0065] In other words, the vehicle moves along the rail.

[0066] Step b): Providing at least one predetermined actuation signal adapted to request the braking means to generate respective braking forces having a predetermined verification braking force value Fa on the wheels or on the axles.

[0067] In other words, in step b), the braking means 200, 200' need to generate respective braking force values Fa on the respective wheels associated with the braking means or on the respective axles associated with the braking means.

[0068] Step c): When such braking means need to generate respective braking forces having a predetermined verification braking force value Fa on the wheels or on the axles, at least one total frictional force value Fb generated on the rail by the sum of the respective frictional force values Fb, Fb' exerted by the wheels at each contact point between the rail and the wheels. tot Measuring, wherein the respective frictional force values Fb, Fb' are generated by the respective effective braking forces generated by the braking means in response to at least one received actuation signal.

[0069] In other words, in step c), the total frictional force value Fb generated on the rail. totis determined by the sum of the respective frictional force values Fb, Fb' exerted by the wheels at each contact point between the rail and the above-mentioned wheels. Each of the frictional force values Fb, Fb' is generated by the respective effective braking forces that actually occur when the braking means should generate respective braking forces having a predetermined verification braking force value Fa. Obviously, when the braking means operates correctly, each of the braking means 200, 200' generates a braking force having a predetermined verification braking force value Fa when it is necessary to generate respective braking forces having a predetermined verification braking force value Fa. Conversely, when one or more braking means malfunction, even if the braking means should generate respective braking forces having a predetermined verification braking force value Fa, one or more malfunctioning braking means may not generate a braking force, or may generate a braking force having a value other than the above-mentioned predetermined verification braking force value Fa. Therefore, the total frictional force value Fb generated on the rail by the sum of the respective frictional force values Fb, Fb' exerted by each wheel tot is a function of the effective braking force value actually generated by the braking means.

[0070] Step d): The total frictional force value Fb exerted by the wheels tot is converted into an estimated total braking force value.

[0071] In other words, by means of an appropriate conversion formula, the total frictional force value Fb tot is converted into an estimated total braking force value.

[0072] Step e): Comparing at least one estimated total braking force value with a predicted verification total braking force value.

[0073] In other words, in step e), a predetermined estimated total braking force value is compared with a predicted verification total braking force value, which is the value expected when all the braking means 200, 200' are functioning correctly and generating respective braking forces having a predetermined verification braking force value Fa.

[0074] Step f): When the estimated total braking force value is different from the predicted verification total braking force value, determining that at least one of the plurality of braking means 200, 200' is malfunctioning.

[0075] Finally, in step f), when the estimated total braking force value is different from the predicted verification total braking force value that would be expected if all the braking means were functioning properly to generate respective braking forces having a predetermined verification braking force value Fa, it is determined that at least one of the plurality of braking means is malfunctioning.

[0076] Preferably, with respect to the second embodiment described above, step f) includes f') verifying whether the estimated total braking force value differs from the predicted verification total braking force value by at least a predetermined tolerance value; and f'') determining that at least one braking means is malfunctioning when it is verified that the estimated total braking force value differs from the predicted verification total braking force value by at least the predetermined tolerance value. and may include.

[0077] In other words, for at least one of the plurality of braking means to be considered malfunctioning, the difference must be at least the predetermined tolerance value. In this way, the risk that any normal physiological variation in the estimated total braking force value is recognized as a malfunction of at least one braking means is reduced.

[0078] Also, with respect to the second embodiment described above further, the predicted verification total braking force value may be a function of the sum of the predicted verification braking force values Fa respectively required for each of the plurality of brakings via the actuation signal.

[0079] A third embodiment of a system for verifying the operation of at least one braking means of at least one vehicle, particularly at least one railway vehicle, will be described below. For this embodiment, reference may be made again to FIG. 2a. The at least one vehicle is At least one wheel W or at least one axle to which at least one wheel is coupled, the at least one wheel being configured to travel on a rail 201, the at least one wheel or at least one axle, at least one braking means 200 associated with the at least one wheel or associated with the at least one axle and comprising.

[0080] In this third embodiment, a method for verifying the operation of at least one braking means includes the steps described below.

[0081] Step a): Moving the at least one vehicle V along the rail 201.

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

[0083] Step b): Providing a predetermined actuation signal adapted to request the at least one braking means 200 to generate a braking force having a predetermined verification braking force value Fa on at least one wheel or on at least one axle.

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

[0085] Step c): Measuring at least one frictional force value Fb exerted on the rail by at least one wheel at the contact point between the rail and the at least one wheel when the at least one braking means needs to generate a braking force having a predetermined verification braking force value Fa on at least one wheel or on at least one axle, the frictional force value Fb being generated by the actual braking force generated by the at least one braking means in response to the received actuation signal.

[0086] In other words, in step c), when at least one braking means should generate a braking force having a predetermined verification braking force value Fa, at least one value of the frictional force exerted on the rail by at least one wheel is measured. Obviously, when at least one braking means operates correctly, when at least one braking means needs to generate a braking force having a predetermined verification braking force value Fa, at least one braking means generates a braking force having a predetermined verification braking force value Fa. Conversely, if at least one braking means malfunctions, even if at least one braking means should have generated a braking force having a predetermined verification braking force value Fa, at least one braking means may not generate a braking force, or may generate a braking force having a value other than the predetermined verification braking force value Fa. Therefore, at least one frictional force value exerted on the rail by at least one wheel is a function of the braking force value actually generated by at least one braking means.

[0087] Step d): Comparing at least one measured frictional force value Fb with a predicted frictional force value.

[0088] In other words, in step d), at least one measured frictional force value Fb that depends on the actual braking force value actually generated by at least one braking means is compared with the predicted frictional force value.

[0089] Step e): When the at least one measured frictional force value Fb is different from the predicted frictional force value, determining that at least one braking means is malfunctioning.

[0090] Finally, in step e), when at least one frictional force value Fb is different from the predicted frictional force value expected when the braking means functions properly to generate a braking force having a predetermined verification braking force value Fa, it is determined that at least one braking means is malfunctioning.

[0091] Preferably, regarding the above-described third embodiment, step e) is e’) a step of verifying whether the frictional force value Fb differs from the predicted frictional force value by at least a predetermined allowable value; e”) a step of determining that at least one braking means is malfunctioning when it is verified that the frictional force value Fb differs from the predicted frictional force value by at least the predetermined allowable value may be included.

[0092] In other words, in order for at least one braking means to be regarded as malfunctioning, the difference must be equal to or greater than a predetermined allowable value. In this way, the risk that any normal physiological variation in the measured frictional force value Fb is recognized as a malfunction of at least one braking means is reduced.

[0093] Furthermore, regarding the above-described third embodiment, the predicted frictional force value may be a function of a predetermined verification braking force value.

[0094] A fourth embodiment of a method for verifying the operation of at least one braking means of at least one vehicle, particularly at least one railway vehicle, will be described below. For this embodiment, reference may again be made to FIG. 2b. The at least one vehicle comprises a plurality of wheels W, W’ or a plurality of axles to which respective wheels are coupled, the wheels being configured to travel on a rail, the plurality of wheels or the plurality of axles; a plurality of braking means 200, 200’ wherein each braking means of the plurality of braking means is associated with at least one of the wheels or at least one of the axles, the plurality of braking means including.

[0095] In this fourth embodiment, the method for verifying the operation of at least one braking means includes the steps described below.

[0096] Step a): moving the at least one vehicle along the rail.

[0097] In other words, the vehicle moves along the rail.

[0098] Step b): providing at least one predetermined actuation signal adapted to request the braking means 200, 200' to generate respective braking forces having a predetermined verification braking force value Fa on the wheels or on the axles.

[0099] In other words, in step b), the braking means need to generate respective verification braking force values Fa on respective wheels associated with the braking means or on respective axles associated with the braking means.

[0100] Step c): measuring at least one total frictional force value Fb generated on the rail by the sum of the respective frictional force values Fb exerted by the wheels at respective contact points between the rail and the wheels when the braking means need to generate respective braking forces having a predetermined verification braking force value Fa on the wheels or on the axles, wherein each frictional force value Fb is generated by the respective effective braking force generated by the braking means in response to at least one received actuation signal. tot

[0101] In other words, in step c), the total frictional force value Fb generated on the rail totis determined by the sum of the respective frictional force values Fb exerted by the wheels at each contact point between the rail and the above-mentioned wheels. Each frictional force value Fb is generated by the respective effective braking force that actually occurs when the braking means should generate each braking force having a predetermined verification braking force value Fa. Obviously, when the braking means operates correctly, each of the braking means generates a braking force having a predetermined verification braking force value Fa when it is necessary to generate each braking force having a predetermined verification braking force value Fa. Conversely, when one or more braking means malfunction, even if the braking means should generate each braking force having a predetermined verification braking force value Fa, one or more malfunctioning braking means may not generate a braking force, or may generate a braking force having a value other than the above-mentioned predetermined verification braking force value Fa. Therefore, the total frictional force value Fb generated on the rail by the sum of the respective frictional force values Fb exerted by each wheel tot is a function of the effective braking force value actually generated by the braking means.

[0102] Step d): Comparing the total frictional force value Fb tot with the predicted total frictional force value.

[0103] In other words, in step d), the total frictional force value Fb that depends on the actual braking force value actually generated by the braking means tot is compared with the predicted total frictional force value.

[0104] Step e): When the total frictional force value Fb tot is different from the predicted total frictional force value, determining that at least one of the plurality of braking means is malfunctioning.

[0105] Finally, in step e), when the total frictional force value Fb tot is different from the predicted total frictional force value expected when all the braking means function properly to generate each braking force having a predetermined verification braking force value Fa, it is determined that at least one of the plurality of braking means is malfunctioning.

[0106] Regarding the above-described fourth embodiment, step e) includes e’) verifying whether the total frictional force value Fb tot differs from the predicted total frictional force value by at least a predetermined allowable value; and e”) determining that at least one braking means is malfunctioning when it is verified that the total frictional force value Fb tot differs from the predicted total frictional force value by at least the predetermined allowable value. It may include.

[0107] In other words, for at least one braking means to be considered malfunctioning, the difference must be equal to or greater than a predetermined allowable value. In this way, the risk that any normal physiological variation in the total frictional force value Fb tot is recognized as a malfunction of at least one braking means is reduced.

[0108] Also, regarding the above-described fourth embodiment, the predicted total frictional force value may be a function of the predicted verification braking force value and the number of braking means configured to receive the operation signal.

[0109] A further embodiment applicable to all of the above-described embodiments is shown below.

[0110] Preferably, as shown in FIG. 3, step a) can be performed by placing at least one vehicle on an inclined rail. In this case, the vehicle can move according to the traveling acceleration value generated by the influence of gravity. Alternatively, as shown in FIG. 4, step a) may be performed by moving means configured to tow at least one vehicle along the rail according to the value of the traveling acceleration.

[0111] Preferably, the traveling acceleration value when the moving means tow at least one vehicle along the rail may be determined in advance.

[0112] In one example, when the vehicle is moving according to an accelerating motion, the running acceleration value may be greater than 0. Alternatively, when the vehicle is moving according to a constant linear motion, the running acceleration value may be substantially equal to 0.

[0113] For example, at least one braking means may belong to or be associated with a pneumatic or electro-pneumatic or electromechanical or electrodynamic braking system. Accordingly, some embodiments applicable in the case of, for example, a pneumatic and / or electro-pneumatic and / or electromechanical and / or electrodynamic braking system are shown below.

[0114] Preferably, the predetermined actuation signal may be a predetermined pneumatic actuation signal. Further, at least one vehicle may include a brake pipe configured to enable provision of a predetermined pneumatic actuation signal to at least one braking means. In this case, step b) imposes a predetermined pneumatic actuation signal having a pressure value adapted to generate a braking force having the above-described predetermined verification braking force value on the braking means when operating properly in the brake pipe may be included.

[0115] In other words, the predetermined pneumatic actuation signal is generated by directly changing the braking pressure value of the brake pipe on each wheel associated with at least one braking means. The braking force generated by at least one braking means depends on the braking pressure value provided by the brake pipe. When a predetermined pneumatic actuation signal is present in the brake pipe, all possible braking means connected to the brake pipe need to generate a verification braking force.

[0116] Preferably, at least one braking means may include, for example, a brake cylinder to which a shoe or pad is coupled and may be configured to act on a wheel or a disk respectively. At least one braking means may further include a "distributor" valve, an auxiliary tank, a pneumatic metering device, a mechanical transmission system.

[0117] Preferably, the predetermined actuation signal may be a predetermined electrical actuation signal. Further, at least one vehicle may include an electric wire configured to enable the provision of a predetermined electrical actuation signal to at least one braking means. In this case, step b) is imposing, on the electric wire, a predetermined electrical actuation signal having a current or voltage value adapted to generate a braking force having a predetermined verification braking force value on the braking means when operating properly and may include.

[0118] Preferably, the braking means may include, for example, an electromechanical assembly to which a shoe or pad is coupled and may be configured to act on a wheel or a disk, respectively. For example, the electromechanical assembly may comprise an electric motor. The electric motor may move, for example, a mechanical assembly that can drive the shoe or pad by its movement using electrical energy.

[0119] In a further possible method, preferably, at least one vehicle may comprise at least one local braking control means associated with at least one braking means. Further, step b) is b’) generating, by at least one braking control means, an actuation signal to the at least one braking means and may include.

[0120] In this case, the predetermined actuation signal may also be a predetermined pneumatic actuation signal. At least one vehicle may include a main pipe configured to transmit a braking pressure. In this case, step b’) is generating, by the braking control means, a predetermined pneumatic actuation signal to be supplied to the at least one braking means by local adjustment of the pressure value of the braking pressure supplied by the main pipe, and providing a predetermined pneumatic actuation signal to the at least one braking means, the predetermined pneumatic actuation signal being adapted to generate a braking force having the predetermined verification braking force value on the braking means when operating properly may be included.

[0121] In other words, for example, the value of the predetermined braking pressure provided by the main brake pipe may be maintained at a predetermined level, for example, 8 bar to 10 bar. However, since the braking control means can locally adjust the received braking pressure value, the effective braking pressure value supplied to at least one braking means is such that it imposes the verification braking force Fa on at least one wheel or at least one axle. In this way, the braking force generated on each wheel by one or more possible braking means present can be adjusted independently.

[0122] For example, the main brake pipe and / or the general brake pipe may be included in a pneumatic or electro-pneumatic braking system, or may be associated with a pneumatic or electro-pneumatic braking system. In the case of a pneumatic or electro-pneumatic braking system, in the case of a plurality of railway vehicles, for example, it may be controlled by a communication bus arranged along at least one railway vehicle or along a train of railway vehicles. Such a bus makes it possible to provide various braking controls to, for example, one or more braking control means.

[0123] The described method applicable to at least one braking means may be repeated sequentially, for example, until all braking means are tested, that is, for all axles of all vehicles or all wheels of the vehicle.

[0124] In the above-described method applied to a plurality of braking means, a braking force having a predetermined verification braking force value Fa may be required of the plurality of braking means. In this way, several braking means can be tested simultaneously. Alternatively, in the above-described method applied to several braking means, the total braking force may be required of the plurality of braking means as a whole. In this case, the total braking force value may be divided among the respective verification braking force values Fa of the braking means. The sum of the braking force values generated by the various braking means is equal to the total braking force value when they are operating correctly. In this way, several braking means can be tested simultaneously.

[0125] In a further aspect, the present invention relates to a system for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle.

[0126] A first embodiment of a method for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle, will be described below. For this embodiment, reference may further be made to FIG. 5. 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 configured to run on a rail 201, and at least one wheel or at least one axle, at least one braking means 200 associated with the at least one wheel or associated with the at least one axle and includes.

[0127] In this first embodiment, the system for verifying the operation of at least one braking means of at least one vehicle comprises a system 501 for measuring frictional force configured to measure the frictional force value Fb exerted by at least one wheel at the contact point between the rail and the at least one wheel, control means 502 and comprises.

[0128] The control means provides an actuation signal 503 adapted to request the at least one braking means 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 at least one braking means, receives the frictional force value Fb measured by the frictional force measurement system, converts the received frictional force value Fb into an estimated braking force value, compares at least one estimated braking force value with a predicted verification braking force value, When at least one estimated braking force value is different from the predetermined predicted verification braking force value, it is determined that at least one associated braking means is malfunctioning. It is configured as follows.

[0129] Regarding the first embodiment described above, preferably, the control means 502 is configured to determine that at least one braking means 200 is malfunctioning when at least one estimated braking force value is different from the predetermined predicted verification braking force value by at least a predetermined tolerance value.

[0130] A second embodiment of a system for verifying the operation of at least one braking means of at least one vehicle, particularly at least one railway vehicle, will be described below. For this embodiment, reference may be made to FIG. 6. The at least one vehicle includes a plurality of wheels W, W', or a plurality of axles to which the respective wheels are coupled, the wheels being configured to travel on a rail, and the plurality of wheels or the plurality of axles, a plurality of braking means 200, 200', each braking means of the plurality of braking means being associated with at least one of the wheels or at least one of the axles, and the plurality of braking means including.

[0131] In this second embodiment, a system for verifying the operation of at least one braking means of at least one vehicle includes a system 601 for measuring frictional force configured to measure the total frictional force value Fb exerted by the wheels on the rail tot and a control means and comprises.

[0132] The control means provides at least one actuation signal adapted to request each of the plurality of braking means to generate a braking force having a predetermined verification braking force value Fa on the wheels or on the axles to the plurality of braking means, The total frictional force value Fb measured by the frictional force measurement system tot is received, and the total frictional force value Fb exerted by the wheel tot is converted into an estimated total braking force value, e) comparing the estimated total braking force value with the predicted total braking force value, f) when the estimated total braking force value is different from the predicted verification total braking force value, determining that at least one of the plurality of braking means is malfunctioning is configured as follows.

[0133] Regarding the second embodiment described above, preferably, the control means 602 may be configured to determine that at least one of the braking means is malfunctioning when the estimated total braking force value is different from the predicted verification total braking force value by at least a predetermined allowable value.

[0134] A third embodiment of a system for verifying the operation of at least one braking means of at least one vehicle, particularly at least one railway vehicle, will be described below. For this embodiment, FIG. 5 may be referred to again. The at least one vehicle includes at least one wheel W or at least one axle to which at least one wheel is coupled, wherein the at least one wheel is configured to travel on a rail, at least one wheel or at least one axle, and at least one braking means 200 associated with the at least one wheel or associated with the at least one axle is included.

[0135] In this third embodiment, a system for verifying the operation of at least one braking means of at least one vehicle includes a system for measuring frictional force configured to measure the frictional force value Fb exerted by at least one wheel of the vehicle at the contact point between the rail and the at least one wheel, control means and is provided with.

[0136] The control means provides an actuation signal adapted to request the at least one braking means to generate a braking force having a predetermined verification braking force value Fa on at least one wheel or on at least one axle, to the at least one braking means, receives the friction force value Fb measured by the friction force measurement system, compares the received friction force value Fb with a predicted friction force value, and determines that the at least one braking means is malfunctioning when the received friction force value Fb is different from the predicted friction force value is configured as such.

[0137] Regarding the above-described third embodiment, preferably, the control means may be configured to determine that the at least one braking means is malfunctioning when the received friction force value Fb is different from the predicted friction force value by at least a predetermined tolerance value.

[0138] A fourth embodiment of a system for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle, will be described below. For this embodiment, reference may again be made to FIG. 6. The at least one vehicle comprises a plurality of wheels W, W', or a plurality of axles to which respective wheels are coupled, the wheels being configured to run on a rail, and a plurality of braking means, each braking means of the plurality of braking means being associated with at least one of the wheels or with at least one of the axles, and includes.

[0139] In this fourth embodiment, a system for verifying the operation of at least one braking means of at least one vehicle a system 601 for measuring the friction force configured to measure the total friction force value Fb exerted by the wheels on the rail tot and a control means 602 and comprises.

[0140] The control means provides at least one actuation signal adapted to request each of the plurality of braking means to generate a braking force having a predetermined verification braking force value (Fa) on the wheel or on the axle, to the plurality of braking means 200, 200'; the total frictional force value Fb measured by the frictional force measurement system tot receives, e) the received total frictional force value Fb tot compares with the predicted total frictional force value, f) when the total frictional force value Fb tot is different from the predicted total frictional force value, determines that at least one of the plurality of braking means is malfunctioning is configured to.

[0141] Regarding the fourth embodiment described above, preferably, the control means determines that at least one braking means is malfunctioning when the received total frictional force value Fb tot differs from the predicted total frictional force value by at least a predetermined tolerance value.

[0142] Preferably, a system for verifying the operation of at least one braking means according to any one of the above-described embodiments comprises tilt sensor means configured to monitor the tilt angle of the vehicle, and / or weight sensor means configured to monitor a parameter associated with the mass M of at least one vehicle, and / or speed sensor means configured to measure the speed value of at least one vehicle, and / or an inertial platform configured to measure both the acceleration value of at least one vehicle and the rail tilt may be provided.

[0143] Preferably, the control means is at least one of a processor, a microprocessor, a controller, a microcontroller, a PLC, an FPGA, etc., or may include at least one of a processor, a microprocessor, a controller, a microcontroller, a PLC, an FPGA, etc.

[0144] Preferably, as seen in FIG. 7 and with respect to any embodiment of the system for verifying the operation of at least one of the braking means described above, the systems 501, 601 for measuring the frictional force may comprise a movable rail segment 701 configured to allow passage in contact with the at least one wheel W in the measurement step, and the passage in contact with the at least one wheel is configured to transmit a frictional force value Fb of the at least one wheel, which is a function of the effective braking force value generated on the at least one wheel, to the movable rail segment (the effective braking force value is equal to the required verification braking force value Fa when at least one of the braking means is operating correctly).

[0145] The movable rail segment 701 is configured to slide according to the passing direction D of the at least one wheel due to the frictional force value Fb generated by the at least one wheel.

[0146] The system for measuring the frictional force comprises at least one first force sensor means 708 arranged side by side at the first end of the movable rail segment. The first force sensor means 708 is arranged such that, with respect to the movable rail segment, the movable rail segment 701 presses against the first force sensor means 708 when the movable rail segment moves in the passing direction D of the at least one wheel.

[0147] The first force sensor means 708 is configured to measure the force value generated by the sliding of the movable rail segment 701 according to the passing direction of the at least one wheel.

[0148] The force value generated by the horizontal sliding of the movable rail segment 701 and measured by the first force sensor means 708 corresponds to the frictional force value Fb generated by at least one wheel.

[0149] Preferably, the systems 501, 601 for measuring the frictional force may further comprise second force sensor means 709, such as a force transducer, arranged side by side at the second end of the movable rail segment 201 on the side opposite to the first end. In this way, the system for measuring the frictional force 304 can measure the force generated by the sliding of the movable rail segment 201 according to the possible passing directions of both at least one wheel.

[0150] Preferably, the movable rail segment 701 may be configured to slide on sliding means 703 configured to be arranged on a support 704. The support may be arranged below the movable rail segment and constrained to the ground 205.

[0151] Preferably, the horizontal movement of the movable rail segment 701 may be restricted in two directions along the axis X by two rails 706, 707 integral with the ground reference 205.

[0152] Preferably, the support 204 may be configured to transmit the apex force Fp pulled by gravity on the support to at least one weight force sensor means 713, such as, but not limited to, a force transducer or a load cell.

[0153] Alternatively, as seen in FIG. 8, in an alternative embodiment, the systems 501, 601 for measuring the frictional force may comprise at least one first strain gauge sensor means 801 arranged to be constrained on one side of the rail 802. The first strain gauge sensor means 801 is arranged to be oriented to measure the frictional force value Fb generated by at least one wheel according to the first passing direction D of the at least one wheel, or the second passing direction of the at least one wheel opposite to the first passing direction D of the at least one wheel.

[0154] Preferably, the systems 501, 601 for measuring the frictional force may further comprise second strain gauge sensor means 803 arranged to be constrained to one side of the rail adjacent to the first strain gauge sensor means. Thus, the second strain gauge sensor means 803 may be arranged to be oriented to measure the gravitational force Fp acting on the rail.

[0155] The first and second strain gauge sensor means may each be a strain gauge sensor or a strain gauge.

[0156] In other words, the first and second strain gauge means may each functionally replace the first force sensor means and the second force sensor means and at least one gravitational force sensor means.

[0157] In view of the low cost of the latter solution, in order to enable measurements to be carried out simultaneously on several wheels and to accelerate the measurement process, several strain gauge sensor means may be installed along the rail 502 along the measurement area.

[0158] One of the various possible embodiments is shown below.

[0159] Two force sensor means, for example the first and second force sensor means, for example, but not limited to, two load cells, measure the forces exerted on the left-hand rail and on the right-hand rail of the figure respectively by the movable rail segment 701 in possible horizontal movement along the axis X.

[0160] During the braking step of the vehicle, at least one braking means including a brake cylinder and a shoe exerts a braking force on the wheel at the equivalent point.

[0161] Depending on the direction of the wheel, when ω(t) = 0, the sensor between the first force transducer and the second force transducer measures the frictional force FB corresponding to the braking force exerted on the wheel by the shoe at the equivalent point.

[0162] Generally, for example, a braking system for a freight transport train formation according to the prior art consists of a main brake pipe whose pressure is controlled by a locomotive pulled by one or more railway vehicles.

[0163] The main brake pipe supplies a device known as a "distributor" valve and an auxiliary tank (not shown). The "distributor" valve generates a braking pressure as a function of the pressure present in the main brake pipe according to a transfer function known to those skilled in the art.

[0164] An air pressure metering device receives the braking pressure and weight information generated by the "distributor" valve. The weight information is, for example, but not limited to, a pressure indicating the weight of the bogie or railway vehicle to which the wheel belongs. The weight information is further, for example, but not limited to, the position of a manual indicator indicating the weight of the bogie or railway vehicle to which the wheel belongs.

[0165] The air pressure metering device generates a weighted braking pressure as a function of the braking pressure and the weight information.

[0166] The braking force is a function of the weighted braking pressure, the dimensions of the brake cylinder, the mechanical transmission system, and the coefficient of friction between the shoe and the wheel.

[0167] Therefore, by knowing the pressure in the main brake pipe, the measured value of the frictional force Fb by one of the force sensor means indicates the state of the braking chain consisting of the "distributor" valve, the air pressure metering device, the mechanical transmission system, the shoe, and the coefficient of friction between the shoe and the wheel.

[0168] The support slides freely vertically along the Cartesian axis Y, and when at least one weight force sensor means, for example, but not limited to, is placed on a load cell, the weight force transducer reads the weight force Fp exerted by the wheel on the movable rail segment.

[0169] Accordingly, the achieved advantage is that it enables the detection of possible malfunctions of at least one braking means of at least one vehicle, is effective, and provides a solution that does not involve high costs with respect to both the installation and the update costs of all the owned vehicles assumed to be hardware components.

[0170] A further advantage is that it provides a solution that does not involve significant development and certification costs.

[0171] Some aspects and embodiments of a method for verifying the operation of at least one braking means of at least one vehicle and a system for verifying the operation of at least one braking means of at least one vehicle according to the present invention have been described. It is understood that each embodiment may be combined with any other embodiment. Furthermore, the present invention is not limited to the described embodiments and may be modified within the scope defined by the appended claims.

Claims

1. A method for verifying the operation of at least one braking means 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 is coupled, the at least one wheel being configured to run on a rail, at least one braking means associated with the at least one wheel or associated with the at least one axle, and comprises The method for verifying the operation of the at least one braking means comprises a) moving the at least one vehicle along the rail; b) providing a predetermined actuation signal adapted to request the at least one braking means 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; c) measuring, at the contact point between the rail and the at least one wheel, at least one frictional force value exerted on the rail by the at least one wheel when the at least one braking means needs 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, the frictional force value (Fb) being caused by the actual braking force generated by the at least one braking means in response to the received actuation signal; d) converting the measured frictional force value (Fb) into an estimated braking force value; e) comparing the at least one estimated braking force value with the predetermined verification braking force value (Fa); f) determining that the at least one braking means is malfunctioning when the at least one estimated braking force value is different from the predetermined verification braking force value (Fa). A method for verifying the operation of at least one braking means, comprising.

2. The step f) comprises f') verifying whether the estimated braking force value differs from the verification braking force value (Fa) by at least a predetermined tolerance value. f”) When it is verified that the estimated braking force value is different from the verified braking force value (Fa) by at least the predetermined allowable value, determining that at least one of the braking means is malfunctioning; A method for verifying the operation of the at least one braking means according to claim 1, comprising:

3. A method for verifying the operation of at least one braking means of at least one vehicle, particularly at least one railway vehicle, wherein the at least one vehicle comprises: A plurality of wheels, or a plurality of axles to which respective wheels are coupled, the wheels being configured to travel on a rail; A plurality of braking means, each braking means of the plurality of braking means being associated with at least one of the wheels or at least one of the axles; Comprising: The method for verifying the operation of the at least one braking means comprises: a) Moving the at least one vehicle along the rail; b) Providing at least one predetermined actuation signal adapted to request the braking means to generate a respective braking force having a predetermined verified braking force value (Fa) on the wheel or on the axle to the braking means; c) When such braking means needs to generate the respective braking forces having a predetermined verification braking force value (Fa) on the wheel or on the axle, at least one total frictional force value (Fb ｔｏｔ ) generated on the rail by the sum of the respective frictional force values (Fb) exerted by the wheel at the respective contact points between the rail and the wheel, the respective frictional force values (Fb) being generated by the respective effective braking forces generated by the braking means in response to the at least one received actuation signal, a step of measuring; d) a step of converting the total frictional force value (Fb ｔｏｔ ) exerted by the wheel into an estimated total braking force value; e) Comparing the at least one estimated total braking force value with a predicted verified total braking force value; f) When the estimated total braking force value is different from the predicted verified total braking force value, determining that at least one of the plurality of braking means is malfunctioning; A method for verifying the operation of at least one braking means, comprising:

4. The step f) comprises: f’) Verifying whether the estimated total braking force value is different from the predicted verified total braking force value by at least a predetermined allowable value; f”) When it is verified that the estimated total braking force value is different from the predicted verified total braking force value by at least the predetermined allowable value, determining that at least one of the braking means is malfunctioning; A method for verifying the operation of at least one braking means according to claim 3, comprising:

5. The predicted verified total braking force value is a function of the sum of the verified braking force values respectively requested for each of the plurality of braking means by the actuation signal, according to claim 3 or claim 4, for verifying the operation of at least one braking means.

6. A method for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle, said at least one vehicle comprising at least one wheel or at least one axle to which at least one wheel is coupled, said at least one wheel being configured to run on a rail, at least one wheel or at least one axle; at least one braking means associated with said at least one wheel or associated with said at least one axle; comprising The method for verifying the operation of said at least one braking means comprises a) moving said at least one vehicle along said rail; b) providing a predetermined actuation signal adapted to request said at least one braking means to generate a braking force having a predetermined verification braking force value (Fa) on said at least one wheel or on said at least one axle; c) measuring, at the contact point between said rail and said at least one wheel, at least one friction force value (Fb) exerted on said rail by said at least one wheel when at least one braking means needs to generate a braking force having a predetermined verification braking force value (Fa) on said at least one wheel or on said at least one axle, said friction force value (Fb) being generated by the actual braking force generated by said at least one braking means in response to said received actuation signal; d) comparing said measured at least one friction force value (Fb) with a predicted friction force value; e) determining that said at least one braking means is malfunctioning when said at least one measured friction force value (Fb) is different from said predicted friction force value; A method for verifying the operation of at least one braking means, comprising

7. Said step e) comprises e') verifying whether said friction force value (Fb) differs from said predicted friction force value by at least a predetermined tolerance value; e") determining that said at least one braking means is malfunctioning if it is verified that said friction force value (Fb) differs from said predicted friction force value by at least said predetermined tolerance value; A method for verifying the operation of at least one braking means according to claim 6, comprising

8. The method for verifying the operation of at least one braking means according to claim 6 or 7, wherein the predicted frictional force value is a function of the predetermined verification braking force value.

9. A method for verifying the operation of at least one braking means of at least one vehicle, in particular at least one railway vehicle, wherein the at least one vehicle comprises A plurality of wheels, or a plurality of axles to which respective wheels are coupled, the wheels being configured to travel on a rail, the plurality of wheels or the plurality of axles; A plurality of braking means, each braking means of the plurality of braking means being associated with at least one of the wheels or at least one of the axles, the plurality of braking means; Comprising The method for verifying the operation of the at least one braking means a) moving the at least one vehicle along the rail; b) providing at least one predetermined actuation signal adapted to request the braking means to generate a respective braking force having a predetermined verification braking force value (Fa) on the wheel or on the axle, to the braking means; c) When the braking means needs to generate respective braking forces having the predetermined verification braking force value (Fa) on the wheel or on the axle, at each contact point between the rail and the wheel, by the sum of the respective friction force values (Fb) exerted by the wheel, at least one total friction force value (Fb ｔｏｔ ) is measured, wherein each of the friction force values (Fb) is generated by the respective effective braking force generated by the braking means in response to the at least one received actuation signal, the step of measuring; d) comparing the total frictional force value (Fb ｔｏｔ ) with a predicted total frictional force value; e) When the total frictional force value (Fb ｔｏｔ ) is different from the predicted total frictional force value, determining that at least one of the plurality of braking means is malfunctioning; A method for verifying the operation of at least one braking means, comprising

10. Step e) e') verifying whether the total frictional force value (Fb ｔｏｔ ) differs from the predicted total frictional force value by at least a predetermined allowable value; e”) the total frictional force value (Fb ｔｏｔ ) When it is verified that the difference from the predicted total frictional force value is at least the predetermined allowable value, determining that the at least one braking means is malfunctioning; The method for verifying the operation of at least one braking means according to claim 9, comprising

11. The method for verifying the operation of at least one braking means according to claim 9 or claim 10, wherein the predicted total frictional force value is a function of the predicted verification braking force value and the number of braking means configured to receive the actuation signal.

12. Step a) is performed by placing the at least one vehicle on an inclined rail, the vehicle moving according to the value of the running acceleration generated by the influence of gravity, or Step a) is performed by moving means configured to tow the at least one vehicle along the rail according to the value of the running acceleration, for the method for verifying the operation of at least one braking means according to any one of claims 1 to 11.

13. The predetermined actuation signal is a predetermined pneumatic actuation signal, The at least one vehicle comprises a brake pipe adapted to enable provision of the predetermined pneumatic actuation signal to the at least one braking means or the plurality of braking means, Said step b) comprises, in the brake pipe, imposing the predetermined pneumatic actuation signal having a pressure value adapted to generate, when operating properly, the braking force having the predetermined verification braking force value (Fa) on the braking means, A method for verifying the operation of at least one braking means according to any one of claims 1 to 12, comprising this.

14. The predetermined actuation signal is a predetermined electric actuation signal, The at least one vehicle comprises an electric wire configured to enable provision of the predetermined electric actuation signal to the at least one braking means or the plurality of braking means, Said step b) comprises, on the electric wire, imposing the predetermined electric actuation signal having a current or voltage value adapted to generate, when operating properly, the braking force having the predetermined verification braking force value (Fa) on the braking means, A method for verifying the operation of at least one braking means according to any one of claims 1 to 12, comprising this.

15. The at least one vehicle comprises at least one local braking control means associated with the at least one braking means or the plurality of braking means, Said step b) comprises, b') generating the actuation signal by the at least one local braking control means, A method for verifying the operation of at least one braking means according to any one of claims 1 to 12, comprising this.

16. The predetermined actuation signal is a predetermined pneumatic actuation signal, The at least one vehicle comprises a main pipe configured to transmit a braking pressure, and said step b') comprises, generating, by the braking control means, the predetermined pneumatic actuation signal to be supplied to the at least one braking means or the plurality of braking means by local adjustment of the pressure value of the braking pressure supplied by the main pipe, Providing the at least one braking means or the plurality of braking means with the predetermined pneumatic operating signal, wherein the predetermined pneumatic operating signal is adapted to generate the braking force having the predetermined verification braking force value (Fa) in the at least one braking means or the plurality of braking means when operating properly, the step; The method according to claim 15, comprising.

17. A system for verifying the operation of at least one braking means 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 is coupled, wherein the at least one wheel is configured to travel on a rail, at least one wheel or at least one axle; At least one braking means associated with the at least one wheel or associated with the at least one axle; Comprising; The system for verifying the operation of at least one braking means of at least one vehicle A system for measuring frictional force configured to measure a frictional force value (Fb) exerted by the at least one wheel at a contact point between the rail and the at least one wheel; Control means; Comprising; The control means Provides the at least one braking means with an operating signal adapted to require the at least one braking means 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; Receives the frictional force value (Fb) measured by the frictional force measurement system; Converts the received frictional force value (Fb) into an estimated braking force value; Compares the at least one estimated braking force value with a predicted verification braking force value; When the at least one estimated braking force value is different from the predetermined predicted verification braking force value, determines that the at least one associated braking means is malfunctioning; A system for verifying the operation of at least one braking means, configured as such.

18. The control means is configured to determine that at least one of the braking means is malfunctioning when at least one of the estimated braking force values differs from the predetermined expected verification braking force value by at least one predetermined allowable value. A system for verifying the operation of at least one braking means according to claim 17.

19. A system for verifying the operation of at least one braking means of at least one vehicle, particularly at least one railway vehicle, wherein the at least one vehicle comprises a plurality of wheels or a plurality of axles to which respective wheels are coupled, the wheels being configured to travel on a rail, the plurality of wheels or the plurality of axles; a plurality of braking means, each braking means of the plurality of braking means being associated with at least one of the wheels or at least one of the axles, the plurality of braking means; comprising The system for verifying the operation of at least one braking means of at least one vehicle A system for measuring frictional force configured to measure the total frictional force value (Fb ｔｏｔ ) exerted by the wheels on the rail, comprises a control means and The control means provides at least one actuation signal adapted to request each of the plurality of braking means to generate a braking force having a predetermined verification braking force value (Fa) on the wheel or on the axle to the plurality of braking means; Receive the total frictional force value (Fb ｔｏｔ ) measured by the frictional force measurement system, Convert the total frictional force value (Fb ｔｏｔ ) exerted by the wheel into an estimated total braking force value, compares the estimated total braking force value with the expected total braking force value; and determines that at least one of the plurality of braking means is malfunctioning when the estimated total braking force value differs from the expected verification total braking force value. A system for verifying the operation of at least one braking means, configured as such.

20. The control means is configured to determine that at least one of the braking means is malfunctioning when the estimated total braking force value differs from the expected verification total braking force value by at least a predetermined allowable value. A system for verifying the operation of at least one braking means according to claim 19.

21. A system for verifying the operation of at least one braking means of at least one vehicle, particularly 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 is coupled, the at least one wheel being configured to travel on a rail, the at least one wheel or the at least one axle; At least one braking means associated with said at least one wheel or associated with said at least one axle, comprising, said system for verifying the operation of at least one braking means of at least one vehicle, a system for measuring frictional force configured to measure a frictional force value (Fb) exerted by said at least one wheel of the vehicle at a contact point between said rail and said at least one wheel, control means, comprising, said control means, provides an actuation signal adapted to request said at least one braking means to generate a braking force having a predetermined verification braking force value (Fa) on said at least one wheel or on said at least one axle, receives said frictional force value (Fb) measured by said frictional force measurement system, compares said received frictional force value (Fb) with a predicted frictional force value, and determines that said at least one braking means is malfunctioning when said received frictional force value (Fb) is different from said predicted frictional force value, A system for verifying the operation of at least one braking means, configured as such.

22. The control means is configured to determine that said at least one braking means is malfunctioning when said received frictional force value (Fb) differs from said predicted frictional force value by at least a predetermined tolerance value. The system for verifying the operation of at least one braking means according to claim 21.

23. A system for verifying the operation of at least one braking means of at least one vehicle, particularly at least one railway vehicle, said at least one vehicle comprising, a plurality of wheels or a plurality of axles to which respective wheels are coupled, said wheels being configured to travel on a rail, a plurality of wheels or a plurality of axles, a plurality of braking means, each braking means of said plurality of braking means being associated with at least one of said wheels or associated with at least one of said axles, a plurality of braking means, comprising, said system for verifying the operation of at least one braking means of at least one vehicle, A system for measuring frictional force configured to measure the total frictional force value (Fb ｔｏｔ ) exerted by the wheels on the rail, control means, comprising, said control means, At least one actuation signal adapted to request that each of the plurality of braking means generate a braking force having a predetermined verification braking force value (Fa) on the wheel or on the axle is provided to the plurality of braking means, Receive the total frictional force value (Fb ｔｏｔ ) measured by the frictional force measurement system, The total received frictional force value (Fb ｔｏｔ ) is compared with the predicted total frictional force value, When the received total frictional force value (Fb ｔｏｔ ) is different from the predicted total frictional force value, it is determined that at least one of the plurality of braking means is malfunctioning. A system for verifying the operation of at least one braking means, which is configured as such.

24. The control means determines that at least one of the braking means is malfunctioning when the received total frictional force value (Fb ｔｏｔ ) differs from the predicted total frictional force value by at least a predetermined allowable value. A system for verifying the operation of at least one braking means according to claim 22, wherein the system is configured as such.

25. Inclination sensor means configured to monitor the inclination angle of the vehicle, A system for verifying the operation of at least one braking means according to any one of claims 17 to 24, comprising the same.

26. Weight sensor means configured to monitor a parameter associated with the mass M of the at least one vehicle, A system for verifying the operation of at least one braking means according to any one of claims 17 to 25, comprising the same.

27. Speed sensor means configured to measure the speed value of the at least one vehicle, A system for verifying the operation of at least one braking means according to any one of claims 17 to 26, comprising the same.

28. Acceleration sensor means configured to detect the acceleration value of the at least one vehicle, or An inertial platform configured to measure both the acceleration value of the at least one vehicle and the rail inclination, A system for verifying the operation of at least one braking means according to any one of claims 17 to 28, comprising the same.

29. The system (501, 601) for measuring the frictional force comprises a movable rail segment (701) configured to allow passage in contact with the at least one wheel in a measurement step, and the contact passage of the at least one wheel transmits the frictional force value of the at least one wheel, which is a function of the braking force generated on the at least one wheel, to the movable rolling surface. The movable rail segment (201) is configured to slide according to the passing direction of the at least one wheel due to the frictional force value generated by the at least one wheel. The friction force measurement system (501, 601) comprises at least one first force sensor means (708) arranged on the side of the first end of the movable rail segment (201), and the first force sensor means (708) is arranged such that, with respect to the movable rail segment (701), when the movable rail segment (701) moves in the passing direction of the at least one wheel, the movable rail segment (701) presses against the first force sensor means (708). The first force sensor means (708) is configured to measure the force value generated by the sliding of the movable rail segment according to the passing direction of the at least one wheel. A system for verifying the operation of at least one braking means according to any one of claims 17 to 28, wherein the force value generated by the horizontal sliding of the movable rail segment and measured by the first force sensor means corresponds to the friction force value generated by the at least one wheel.

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

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