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 (V), in particular at least one railway vehicle, is described. The method includes a step of determining that at least one braking means (200) is malfunctioning when an actual acceleration value is different from a predicted acceleration value. A further method includes a step of determining that at least one braking means (200) is malfunctioning when an actual acceleration reduction value is different from a predicted acceleration reduction value. Yet another method includes a step of determining that at least one braking means (200) is malfunctioning when an actual braking force value is different from a verified braking force value (Fa). 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 also be similarly applied 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 performed 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] In the case of the latest generation of train of railway vehicles known as a fixed configuration, the brake test is generally automated. For example, by means of a pressure sensor connected to a brake cylinder of the braking system, a brake control means (for example, a computer) checks that the pneumatic braking pressure controlled by the brake control means actually exists in the brake cylinder within a predetermined allowable range.

[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 check, at least visually, 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 that the shoes are in contact with the wheels or that 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 as 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 is applied 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 applied visually, 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 with respect to the pneumatic braking system. 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 to equip each railway vehicle with a self-powered data acquisition system based on 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 means high costs both in terms of the hardware components and the cost of installation and upgrade 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 a significant cost 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 regularly checking a braking system equipped with 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 applied at the start of each daily mission due to the complexity of its application to each axle of each vehicle making up a train and the time required for its application in the case of rail vehicles, such as railway cars or trains.

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 rail.

[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 Problems

[0017] The above and other objects and advantages are achieved by a method for verifying the operation of a braking means of at least one vehicle having the features defined in each of independent claims 1, 4, and 8 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 each of independent claims 17, 18, 21, 23, and 24 according to a further aspect of the present invention. Preferred embodiments of the present invention are defined in the dependent claims, and the content thereof should be understood as an essential part of this specification.

[0018] 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

[0019]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Embodiments for Carrying Out the Invention

[0020] Before explaining in detail 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 assume other embodiments and may be actually implemented or constructed in different ways. It should also be understood that the wording and terms are for the purpose of explanation and should not be construed as limitations. 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.

[0021] Furthermore, throughout the present disclosure and the claims, terms and expressions indicating positions and orientations such as "longitudinal", "transverse", "vertical" or "horizontal" refer to the general ground 205 in the longitudinal direction with respect to the traveling direction of one or more vehicles.

[0022] Regarding the figures, side views are used and what is shown and described for the wheels supported on each rail is repeatedly applied to a pair of wheels constrained by an axle and two rails constituting the track, and each rail can be understood as being associated with each wheel.

[0023] For example, referring to FIG. 1, a shoe-on-wheel type braking means is shown. A person skilled in the art can similarly apply the present invention to a pad-on-disc type braking means. Referring to such a figure, hereinafter, as an example, how the frictional force F1 can be generated at the contact point 102 between the wheel and the rail will be described in detail.

[0024] The wheel 100 has an angular velocity ω(t) and is placed on the rail 101 at the contact point 102. For example, the operation of the shoe can generate a braking force F2 on the wheel 100 at the point 104.

[0025] At the contact point 102 between the wheel 100 and the rail 101, as a result, a frictional force F1 is generated.

[0026] The generated frictional force F1 causes a deceleration of the angular velocity ω(t) when the wheel rotates, and causes a deceleration of the vehicle (i.e., a decrease in acceleration).

[0027] FIG. 2 shows an exemplary vehicle V traveling on a rail. The vehicle travels on the rail in the traveling direction indicated by the arrow D.

[0028] A first embodiment of a method for verifying the operation of at least one braking means 200 of at least one vehicle V, particularly at least one railway vehicle, will be described hereinafter.

[0029] In this first embodiment, at least one vehicle V includes at least one wheel W or at least one axle to which at least one wheel W is coupled, where at least one wheel is adapted to travel on the rail 201, at least one wheel or at least one axle, and at least one braking means 200 associated with at least one wheel or associated with at least one axle and comprises.

[0030] In this first embodiment, a method for verifying the operation of at least one braking means includes the steps described below.

[0031] Step a): Moving at least one vehicle V along the rail 201.

[0032] In other words, the vehicle V moves along the rail.

[0033] Step b): Providing an actuation signal adapted to request at least one braking means 200 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.

[0034] In other words, in step b), the braking means 200 needs to generate a braking force value Fa on at least one wheel W or on at least one axle.

[0035] Step c): Measuring the actual acceleration value of at least one vehicle when at least one braking means 200 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.

[0036] 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, the effective acceleration value of at least one vehicle present is measured. Obviously, when at least one braking means 200 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 200 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, the effective acceleration value is a function of the braking force value actually generated by at least one braking means.

[0037] Step d): A step of comparing the actual acceleration value with the predicted acceleration value.

[0038] In other words, in step d), the measured actual acceleration value is compared with the predicted acceleration value, which is the value that should be predicted when the braking means functions correctly and generates a braking force having a predetermined verification braking force value Fa.

[0039] Step e): A step of determining that at least one braking means 200 is malfunctioning when the actual acceleration value is different from the predicted acceleration value.

[0040] Finally, in step e), when the effective acceleration value is different from the predicted acceleration value predicted when the braking means functions correctly and generates a braking force having a predetermined verification braking force value Fa, it is determined that at least one braking means is malfunctioning.

[0041] Preferably, in step a), at least one vehicle V can move along the rail according to the running acceleration value. In this case, the predicted acceleration value can be determined as a function of at least a predetermined verification braking force value Fa and the running acceleration value when at least one vehicle moves in step a).

[0042] Step e) preferably e’) a step of verifying whether the actual acceleration value differs from the predicted acceleration 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 actual acceleration value differs from the predicted acceleration value by at least the predetermined allowable value may be included.

[0043] In other words, for at least one braking means 200 to be considered malfunctioning, the difference must be greater than or equal to a predetermined allowable value. In this way, the risk that any normal physiological variation in the actual acceleration value is recognized as a malfunction of at least one braking means 200 is reduced.

[0044] A numerical example with reference to the first embodiment is shown below. By an actuation signal, at least one braking means 200 is required to generate a braking force having a predetermined verification braking force value Fa = 4 kN. In light of the verification braking force value Fa = 4 kN, an effective acceleration value of 0.6 m / s 2 is assumed (this effective acceleration value may be, for example, a reduced acceleration value with respect to the vehicle acceleration existing before the actuation of the braking means, equal to 1 m / s 2 ). However, due to a failure of at least one braking means, the actually generated effective braking force value is equal to 3 kN (i.e., smaller than the verification braking force value Fa). Considering this lack of braking force, an effective acceleration value of at least one vehicle greater than the predicted acceleration reduction value is measured. For example, the determined effective acceleration value is 0.7 m / s 2It becomes. Since the determined actual acceleration value is different from the predicted acceleration value, it is determined that at least one braking means 200 is malfunctioning.

[0045] 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, FIG. 2 may be referred to again.

[0046] Also in this second embodiment, at least one vehicle V 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 a rail, at least one wheel or at least one axle, and at least one braking means 200 associated with at least one wheel W or associated with at least one axle comprises.

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

[0048] Step a): Moving 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 an actuation signal adapted to request at least one braking means 200 to generate a braking force having a predetermined verification braking force value Fa on at least one wheel W or at least one axle.

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

[0052] Step c): When at least one braking means 200 needs 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, determining an actual acceleration reduction value of at least one vehicle caused by the actual braking force generated by the at least one braking means in response to the received actuation signal.

[0053] In other words, in step c), the effective acceleration reduction value of at least one vehicle that exists when at least one braking means should generate a braking force having a predetermined verification braking force value Fa is determined. Obviously, when at least one braking means operates correctly, when at least one braking means 200 needs to generate a braking force having a predetermined verification braking force value Fa, at least one braking means 200 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 needs to generate 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, the effective acceleration reduction value is a function of the braking force value actually generated by at least one braking means 200.

[0054] Step d): Comparing the actual acceleration reduction value with a predicted acceleration reduction value.

[0055] In other words, in step d), the determined effective acceleration reduction value is compared with a predicted acceleration reduction value, which is the value expected when at least one braking means functions correctly and generates a braking force having a predetermined verification braking force value Fa.

[0056] Step e): When the actual acceleration reduction value is different from the predicted acceleration reduction value, determining that at least one braking means 200 is malfunctioning.

[0057] Finally, in step e), when the effective acceleration reduction value is different from the predicted acceleration reduction value expected when the braking means correctly functions to generate a braking force having a predetermined verification braking force value Fa, it is determined that at least one of the braking means 200 is malfunctioning.

[0058] Preferably, with respect to the second embodiment described above, in step a), at least one vehicle V can move along the rail according to the running acceleration value. In this case, the predicted acceleration reduction value is determined as a function of at least the predetermined verification braking force value Fa and the running acceleration value when the at least one vehicle V moves.

[0059] Furthermore, always with respect to the second embodiment described above, step e) e') verifying whether the actual acceleration reduction value differs from the predicted acceleration reduction value by at least a predetermined allowable value; e”) when it is verified that the actual acceleration reduction value differs from the predicted acceleration reduction value by at least a predetermined allowable value, determining that at least one of the braking means 200 is malfunctioning may be included.

[0060] In other words, for the difference to be considered that at least one of the braking means is 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 actual acceleration reduction value is recognized as a malfunction of at least one of the braking means 200 is reduced.

[0061] Furthermore, with respect to the second embodiment, preferably, the actual acceleration reduction value is the first acceleration value of the vehicle measured before the at least one braking means is required to generate a braking force having a predetermined verification braking force value Fa on at least one wheel or at least one axle, and the second vehicle acceleration value measured 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. It may be determined as a function of.

[0062] In the numerical example, before the at least one braking means is required to generate a braking force having a predetermined verification braking force value Fa, the first acceleration value of the vehicle measured is 1 m / s 2 equal to, and 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, the second acceleration value of the vehicle measured is 0.9 m / s 2 equal to, the acceleration reduction is -0.1 m / s 2 , that is, 1 m / s 2 -0.9 m / s 2 results in.

[0063] A further numerical example with reference to the second embodiment is shown below. By an actuation signal, the at least one braking means 200 is required to generate a braking force having a predetermined verification braking force value Fa = 4 kN. In light of the verification braking force value Fa = 4 kN, a predicted acceleration reduction value of 0.6 m / s 2 is predicted. However, due to a failure of the at least one braking means, the actually generated effective braking force value is equal to 3 kN (i.e., smaller than the verification braking force value Fa). Considering this lack of braking force, an effective acceleration reduction value of at least one vehicle lower than the predicted acceleration reduction value is determined. For example, the determined effective acceleration reduction value is 0.7 m / s 2 results in. Since the determined actual acceleration reduction value is different from the predicted acceleration reduction value, the at least one braking means 200 is determined to be malfunctioning.

[0064] A third 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 again to FIG. 2.

[0065] In this third embodiment, the at least one vehicle is also, in this case, 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 Comprising.

[0066] In this third embodiment, a method for verifying the operation of at least one braking means 200 includes the steps described below.

[0067] Step a): Moving the at least one vehicle 200 along the rail 201.

[0068] In other words, the vehicle V moves along the rail.

[0069] Step b): Providing actuation signals 503, 603 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 W or on at least one axle.

[0070] In other words, in step b), the braking means 200 needs to generate a braking force value Fa on at least one wheel W or on at least one axle.

[0071] Step c): Measuring the actual acceleration value of the at least one vehicle when the at least one braking means 200 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.

[0072] 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, the effective acceleration value of at least one vehicle present is measured. Obviously, when at least one braking means 200 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 200 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, the effective acceleration value is a function of the braking force value actually generated by at least one braking means.

[0073] Step d): A step of converting the actual acceleration value into an actual braking force value.

[0074] In other words, in step d), the effective acceleration value is converted into an effective braking force value by an appropriate conversion formula known to those skilled in the art.

[0075] Step e): A step of comparing the actual braking force value with the verification braking force value Fa.

[0076] In other words, in step e), the actual 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.

[0077] Step f): A step of determining that at least one braking means 200 is malfunctioning when the actual braking force value is different from the verification braking force value Fa.

[0078] Finally, in step f), when the actual braking force value is different from the verification braking force value Fa expected when the braking means functions 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.

[0079] Regarding the third embodiment described above, step f) may include f’) a step of verifying whether the actual braking force value is different from the verification braking force value Fa by at least a predetermined allowable value; and f”) a step of determining that at least one braking means is malfunctioning when it is verified that the actual braking force value is different from the verification braking force Fa by at least the predetermined allowable value. It may include.

[0080] In other words, 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 actual braking force value is recognized as a malfunction of at least one braking means 200 is reduced.

[0081] The method of the embodiments described so far may be repeated sequentially for each wheel or axle of a vehicle, for example. In a further possible method, a braking force having a predetermined verification braking force value Fa may be required of a plurality of braking means, and the predicted acceleration value may be determined as a function of the number of braking means that should generate a braking force having the predetermined verification braking force value Fa. In this way, several braking means can be tested simultaneously. In yet another possible method, a braking force having a predetermined verification braking force value Fa may be required of a plurality of braking means as a whole, i.e., the predetermined verification braking force value Fa may be divided over more braking means. The sum of the braking force values generated by the various braking means will be equal to the predetermined verification braking force value Fa when operating correctly. In this case, the predicted acceleration value may be determined as a function of the predetermined total verification braking force value Fa to be generated by the various braking means. In this way, several braking means can be tested simultaneously.

[0082] A further embodiment applicable to all the above-described embodiments is shown below.

[0083] Preferably, as shown in FIG. 3, step a) may be performed by placing at least one vehicle V on the inclined rail 301.

[0084] In this case, the running acceleration value may be generated by the influence of gravity.

[0085] Alternatively, or further preferably, as shown in FIG. 4, step a) may be performed by moving means 401 configured to pull at least one vehicle along the rail 201.

[0086] Preferably, the running acceleration value when the moving means 401 pulls at least one vehicle along the above rail may be predetermined.

[0087] 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 V is moving according to a constant linear motion, the running acceleration value may be substantially equal to 0.

[0088] For example, at least one braking means may belong to, or be associated with, or be a pneumatic or electro-pneumatic or electrodynamic braking system. For example, some embodiments applicable to the case of a pneumatic and / or electro-pneumatic and / or electrodynamic braking system are shown below.

[0089] Preferably, the predetermined actuation signal may be a predetermined pneumatic actuation signal. Further, at least one vehicle may include a brake pipe adapted to enable the provision of a predetermined pneumatic actuation signal to at least one braking means. In this case, step b) is In the brake pipe, a step of imposing 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 may be included.

[0090] 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 exists in the brake pipe, all possible braking means connected to the brake pipe need to generate a verification braking force.

[0091] Preferably, at least one braking means may include, for example, a brake cylinder to which a shoe or a pad is coupled, and may be configured to act on each wheel or disk respectively. At least one braking means may further include a "distributor" valve, an auxiliary tank, a pneumatic metering device, and a mechanical transmission system.

[0092] Preferably, the predetermined actuation signal may be a predetermined electrical actuation signal. Further, at least one vehicle may include an electric wire adapted to enable the provision of a predetermined electrical actuation signal to at least one braking means. In this case, step b) is a step of imposing a predetermined electrical actuation signal having a current or voltage value adapted to generate a braking force having the above-described predetermined verification braking force value on the braking means when operating properly on the electric wire may be included.

[0093] Preferably, the braking means may include, for example, an electromechanical assembly to which a shoe or a pad is coupled, and may be configured to act on each wheel or disk respectively. For example, the electromechanical assembly may include an electric motor. The electric motor may move a mechanical assembly that can drive the above-described shoe or pad by its movement using, for example, electrical energy.

[0094] 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 an actuation signal to the at least one braking means by at least one braking control means may be included.

[0095] 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 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 at the at least one braking means when properly operating may be included.

[0096] 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, but since the braking control means can locally adjust the received braking pressure value, the effective braking pressure value supplied to the at least one braking means is such as to impose 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.

[0097] 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.

[0098] 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.

[0099] 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 FIG. 5.

[0100] At least one vehicle V comprises at least one wheel or at least one axle to which at least one wheel is coupled, wherein at least one wheel is configured to travel on a rail 201, and at least one braking means 200 associated with at least one wheel or associated with at least one axle and includes.

[0101] In this first embodiment, the system for verifying the operation of at least one braking means of at least one vehicle comprises acceleration sensor means 500 configured to measure the acceleration value of at least one vehicle, and control means 502. The control means provides an actuation signal 503 adapted to request 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 at least one axle, When it is necessary for 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, data or a signal 504 indicating the actual acceleration value is received from the acceleration sensor means 500, the received actual acceleration value is compared with a predicted acceleration value, when the actual acceleration value indicated by the data or signal transmitted by the acceleration sensor means is different from the predicted acceleration reduction value, it is determined that the at least one braking means 200 is malfunctioning is configured as follows.

[0102] 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 FIG. 6. The at least one vehicle V also in this case 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 the rail 201, at least one wheel or at least one axle, at least one braking means 200 associated with at least one wheel or associated with at least one axle is included.

[0103] In this second embodiment, a system for verifying the operation of at least one braking means of at least one vehicle comprises speed sensor means 600 configured to measure the speed value of at least one vehicle and control means 602. The control means provides an actuation signal 603 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 200, When 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 at least one axle, from the speed sensor means 600, at least, the first data or signal 604 indicating the first speed value at the first instant and the second data or signal indicating the second speed value at the second instant following the first instant are received, Determine the actual acceleration value as a function of the first speed value, the second speed value, and the time interval elapsed between the first instant and the second instant, Compare the actual acceleration value with the predicted acceleration value, When the actual acceleration value is different from the predicted acceleration value, determine that at least one braking means 200 is malfunctioning is configured as follows.

[0104] In a numerical example, the first speed value may be 10 m / s, the second speed value may be 5 m / s, and the time interval elapsed at the first point and the second point is 1 / s. For example, the actual acceleration value, which is a function of the first speed value, the second speed value, and the time interval elapsed between the first instant and the second instant, may be 5 m / s 2 i.e., equal to (10 m / s - 5 m / s) / 1 s.

[0105] Regarding the first embodiment of the system for verifying the operation of at least one braking means described above and the second embodiment of the system for verifying the operation of at least one braking means, preferably, the control means 502, 602 can be configured to determine that at least one braking means 200 is malfunctioning when the actual acceleration value is different from the predicted acceleration value by at least a predetermined tolerance value.

[0106] Furthermore, regarding the first embodiment of the system for verifying the operation of at least one of the braking means described above and the second embodiment of the system for verifying the operation of at least one of the braking means, preferably, the control means 502, 602 determine the predicted acceleration value as a function of at least the predetermined verification braking force value Fa and the running acceleration value when at least one vehicle moves before the request to generate a braking force braking having the predetermined verification braking force value Fa on at least one wheel or at least one axle of the vehicle.

[0107] 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.

[0108] In this embodiment, at least one vehicle V comprises at least one wheel W or at least one axle to which at least one wheel is coupled, the at least one wheel being configured to run on a rail, and at least one braking means associated with the at least one wheel or associated with the at least one axle. and comprises.

[0109] In this third embodiment, a system for verifying the operation of at least one braking means of at least one vehicle comprises acceleration sensor means 500 configured to measure the acceleration value of at least one vehicle and control means 502.

[0110] The control means 502 provides an actuation signal 503 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 W or at least one axle, to the at least one braking means 200, When it is necessary for 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, data or a signal indicating the actual acceleration value is received from the acceleration sensor means 500, convert the actual acceleration value into an actual braking force value, compare the actual braking force value with the verification braking force value Fa, when the actual braking force value is different from the verification braking force value Fa, it is determined that at least one braking means is malfunctioning is configured as follows.

[0111] Regarding the above-described third embodiment, the control means 502 may be configured to determine that at least one braking means 200 is malfunctioning when the actual braking force value is different from the verification braking force value Fa by at least a predetermined allowable value.

[0112] 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, FIG. 5 may be referred to again. At least one vehicle V is also, in this case, 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, at least one braking means 200 associated with at least one wheel or associated with at least one axle including.

[0113] In this fourth embodiment, a system for verifying the operation of at least one braking means of at least one vehicle comprises acceleration sensor means 500 configured to measure the acceleration of at least one vehicle and control means 502. The control means An actuation signal 503 adapted to require 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 is provided to the at least one braking means 200, before requiring 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, the at least one braking means receives from the acceleration sensor means at least a first data or signal 504 indicating a first acceleration value at a first instant, 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 at least one braking means receives from the acceleration sensor means at least a second data or signal 504 indicating a second acceleration value at a second instant, determine the actual acceleration reduction value as a function of the first acceleration value and the second acceleration value, compare the actual acceleration reduction value with the predicted acceleration reduction value, when the actual acceleration reduction value is different from the predicted acceleration reduction value, determine that at least one braking means 200 is malfunctioning is configured as follows.

[0114] In a numerical example, the first acceleration value may be 1 m / s 2 and the second acceleration value may be 0.7 m / s 2 For example, the actual acceleration reduction value, which is a function of the first acceleration value and the second acceleration value, may be -0.3 m / s 2 i.e., equal to 0.7 m / s 2 - 1 m / s 2 The fifth 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 again be made to FIG. 6. The at least one vehicle V is also in this case,

[0115] The fifth 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 again be made to FIG. 6. The at least one vehicle V is also in this case, At least one wheel or at least one axle to which at least one wheel is coupled, wherein at least one wheel is 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 at least one wheel or associated with at least one axle, and comprises.

[0116] In this fifth embodiment, a system for verifying the operation of at least one braking means of at least one vehicle comprises speed sensor means 600 configured to measure the speed of at least one vehicle, and control means 602. The control means 602 provides an actuation signal 603 adapted to request 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, to the at least one braking means 200, before requesting 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 at least one axle, receives from the speed sensor means at least a first data or signal 604 indicating a first speed value at a first instant and a second data or signal 604 indicating a second speed value at a second instant following the first instant, when the at least one braking means 200 needs to generate a braking force having a predetermined verification braking force value Fa on at least one wheel or at least one axle, receives from the at least one speed sensor means at least a third data or signal 604 indicating a third speed value at a third instant and a fourth data or signal 604 indicating a fourth speed value at a fourth instant following the third instant, determines the actual acceleration reduction value as a function of the first speed value, the second speed value, the third speed value, the fourth speed value, a first time interval between the first instant and the second instant, and a second time interval between the third instant and the fourth instant, Compare the actual acceleration reduction value with the predicted acceleration reduction value, and when the actual acceleration reduction value is different from the predicted acceleration reduction value, determine that at least one braking means is malfunctioning. It is configured as follows.

[0117] In the numerical example, the first speed value may be 10 m / s, the second speed value may be 9 m / s, and the first time interval may be 2 s. The third speed value may be 8 m / s, the fourth speed value may be 6 m / s, and the time interval elapsed at the first point and the second point are 0.5 / s. For example, the actual acceleration reduction value, which is a function of the first acceleration value, the second acceleration value, the third speed value, the fourth speed value, the first time interval elapsed between the first instant and the second instant, and the second time interval elapsed between the third instant and the fourth instant, is -1.5 m / s 2 , that is, it may be equal to [(6 m / s - 8 m / s) / 1 s] - [(9 m / s - 10 m / s) / 2 s].

[0118] Regarding the fourth embodiment of the system for verifying the operation of at least one braking means described above and the fifth embodiment of the system for verifying the operation of at least one braking means, preferably, the control means 502, 602 may be configured to determine that at least one braking means 200 is malfunctioning when the actual acceleration reduction value differs from the predicted acceleration reduction value by at least a predetermined allowable value.

[0119] Furthermore, regarding the fourth embodiment of the system for verifying the operation of at least one braking means and the fifth embodiment of the system for verifying the operation of at least one braking means, preferably, the control means 502, 602 are configured to determine the predicted acceleration reduction value as a function of at least the predetermined verification braking force value Fa and the running acceleration value when at least one vehicle moves before the requirement for generating a braking force having the predetermined verification braking force value Fa on at least one wheel or at least one axle of the vehicle.

[0120] Further embodiments applicable to all embodiments of the system for verifying the operation of at least one of the braking means described above are shown below.

[0121] As can be seen in FIGS. 5 and 6, the control means 502, 602 may be mounted on the vehicle or may be installed away from the vehicle.

[0122] In a first case, the control means 502, 602 and / or the acceleration sensor means 500 and / or the speed sensor means 600 may each comprise respective wired or wireless communication means 700 for transmitting data or signals 704, for example, wireless communication, Bluetooth, Wi-Fi. In a second case, the control means 502, 602 and / or the acceleration sensor means 500 and / or the speed sensor means 600 may each comprise respective wireless communication means 700 for transmitting data or signals 704, for example, wireless communication, Bluetooth, Wi-Fi. Also, the actuation signals 503, 603 may be supplied to at least one braking means by the control means via the wireless communication means 700.

[0123] Preferably, the system for verifying the operation of at least one braking means may comprise tilt sensor means configured to monitor the tilt angle of at least one vehicle.

[0124] Preferably, the system for verifying the operation of at least one braking means may comprise weight sensor means configured to monitor a parameter associated with the mass of at least one vehicle.

[0125] An example of how the predicted acceleration reduction value can be determined is described below. This example refers to an exemplary railway vehicle moving along an inclined track.

[0126] In this example, the railway vehicle includes four axles. Two wheels are coupled to each axle.

[0127] At least one braking means may comprise four braking sub-assemblies. Each braking sub-assembly may be configured to generate a braking force on a respective axle.

[0128] Alternatively, at least one braking means may comprise eight braking sub-assemblies. Each braking sub-assembly may be configured to generate a braking force on a respective wheel.

[0129] In this example, the downhill vehicle may be controlled locally or remotely (i.e., wirelessly) by the driver. It is possible to measure the traveling speed and / or acceleration by means of an acceleration sensor means or a speed sensor means of a system for verifying the operation of at least one braking means.

[0130] The acceleration sensor means or speed sensor means attached to the vehicle may be read remotely.

[0131] For example, the acceleration sensor means may be at least an acceleration measurement sensor such as an accelerometer, or a module configured to measure or determine acceleration from further data from the vehicle such as the rotational speed of the vehicle, or may comprise such an acceleration measurement sensor or module. For example, the speed sensor means may comprise at least one speed sensor such as a Hall effect speed sensor, or a module configured to measure or determine speed from further data from the vehicle such as vehicle speed rotation.

[0132] By means of a control means of a system for verifying the operation of at least one braking means, it is possible to supply an actuation signal adapted to require at least one braking means associated with at least one wheel of the vehicle or at least one axle of the vehicle 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. In other words, it is possible to supply a braking request command having a predetermined known verification braking force value Fa to the braking means.

[0133] Preferably, the control means is or may comprise at least one of a processor, microprocessor, controller, microcontroller, PLC, FPGA, etc.

[0134] An exemplary case is given below, where at least one braking means comprises four braking subassemblies, each configured to generate a braking force on a respective axle, and the verification braking force value Fa that the at least one braking means must generate may be the verification braking force of the entire vehicle. Thus, the braking force to be generated on each axle is Fa / 4.

[0135] Fb is the friction force exchanged with the rail by the vehicle wheels.

[0136] In this illustrative case, the vehicle is moving along an inclined rail with a running acceleration caused by gravity g. Knowing the mass M of the vehicle, the slope θ of the rail, and the inertia J of each axle, and considering the translational balance of the vehicle and the rotational balance on a single axle, we obtain:

[0137]

number

[0138] During the ceremony,

[0139]

number

[0140] is the predicted acceleration value.

[0141] Substitution gives the value of the expected acceleration.

[0142]

Mathematics

[0143] The above is clearly only an example of various possible mathematical methods that can be used to determine the predicted acceleration value. Additional mathematical formulas may be used.

[0144] Starting from these equations, the predicted acceleration value

[0145]

Mathematics

[0146] If the predicted acceleration value is replaced with the actual acceleration value and the verified braking force value Fa is replaced with the effective braking force value, the equation may change to obtain the actual braking force value.

[0147] Again, the above is clearly only an example of various possible mathematical methods that can be used to determine the actual braking force value. Additional mathematical formulas may be used.

[0148] Therefore, the achieved advantage is that it enables the determination 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 in terms of both the installation and update costs of all owned vehicles assumed to be hardware components.

[0149] A further advantage is that it provides a solution that does not involve high development and certification costs.

[0150] 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 (V), in particular at least one railway vehicle, said at least one vehicle comprising at least one wheel (W) 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 (201), at least one braking means (200) associated with said at least one wheel or associated with said at least one axle, comprising said method for verifying the operation of said at least one braking means (200) comprising a) moving said at least one vehicle (200) along said rail (201), b) providing an actuation signal (503, 603) adapted to request said at least one braking means (200) to generate a braking force having a predetermined verification braking force value (Fa) on said at least one wheel (W) or on said at least one axle, c) measuring the actual acceleration value of said at least one vehicle when said at least one braking means (200) 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, d) comparing said actual acceleration value with a predicted acceleration value, e) determining that said at least one braking means (200) is malfunctioning when said actual acceleration value is different from said predicted acceleration value, A method for verifying the operation of at least one braking means, comprising

2. In step a), said at least one vehicle (V) moves along said rail (201) according to a running acceleration value, said predicted acceleration value being determined as a function of at least said predetermined verification braking force value (Fa) and said running acceleration value when said at least one vehicle moves in step a), A method for verifying the operation of at least one braking means according to claim 1.

3. Said step e) comprises e') verifying whether said actual acceleration value differs from said predicted acceleration value by at least a predetermined tolerance value, e) When it is verified that the actual acceleration value differs from the predicted acceleration value by at least the predetermined tolerance value, determining that the at least one braking means is malfunctioning; A method for verifying the operation of at least one braking means according to claim 1 or 2, comprising:

4. A method for verifying the operation of at least one braking means of at least one vehicle (V), in particular at least one railway vehicle, said at least one vehicle comprising: at least one wheel (W) or at least one axle to which at least one wheel is coupled, said at least one wheel being configured to travel on a rail (201); at least one braking means (200) 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 (V) along said rail (201); b) providing an actuation signal (503, 603) 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) determining an actual acceleration reduction value of said at least one vehicle caused by the actual braking force generated by said at least one braking means in response to said received actuation signal when said at least one braking means needs to generate a braking force having said predetermined verification braking force value (Fa) on said at least one wheel or on said at least one axle; d) comparing said actual acceleration reduction value with a predicted acceleration reduction value; e) when said actual acceleration reduction value differs from said predicted acceleration reduction value, determining that said at least one braking means (200) is malfunctioning; A method for verifying the operation of at least one braking means, comprising:

5. In step a), said at least one vehicle moves along said rail (201) according to a running acceleration value. The method for verifying the operation of at least one braking means according to claim 4, wherein the predicted acceleration reduction value is determined as a function of at least the predetermined verification braking force value (Fa) and the running acceleration value when the at least one vehicle moves.

6. The actual acceleration reduction value is a function of the first acceleration value of the vehicle measured before the at least one braking means is required to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle, and the second vehicle acceleration value measured 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. The method for verifying the operation of at least one braking means according to claim 4 or claim 5.

7. The step e) is e') verifying whether the actual acceleration reduction value differs from the predicted acceleration reduction value by at least a predetermined tolerance value; e'') when it is verified that the actual acceleration reduction value differs from the predicted acceleration reduction value by at least the predetermined tolerance 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 any one of claims 4 to 6, comprising:

8. A method for verifying the operation of at least one braking means of at least one vehicle (V), in particular at least one railway vehicle, wherein the at least one vehicle comprises: at least one wheel (W) or at least one axle to which at least one wheel is coupled, the at least one wheel being configured to travel on a rail (201); at least one braking means (200) associated with the at least one wheel or associated with the at least one axle; and comprising The method for verifying the operation of the at least one braking means (200) comprises: a) moving the at least one vehicle (200) along the rail (201); b) providing an actuation signal (503, 603) adapted to request the at least one braking means (200) to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel (W) or on the at least one axle; c) measuring an actual acceleration value of the at least one vehicle when the at least one braking means (200) 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; d) converting the actual acceleration value into an actual braking force value; e) comparing the actual braking force value with the verification braking force value (Fa); f) determining that the at least one braking means (200) is malfunctioning when the actual braking force value is different from the verification braking force value (Fa); A method for verifying the operation of at least one braking means, comprising:

9. Said step f) comprises: f') verifying whether the actual braking force value is different from the verification braking force value (Fa) by at least a predetermined tolerance value; f'') determining that the at least one braking means is malfunctioning when it is verified that the actual braking force value is different from the verification braking force value (Fa) by at least the predetermined tolerance value; A method for verifying the operation of at least one braking means according to claim 8, comprising:

10. Step a) is performed by placing the at least one vehicle (V) on an inclined rail (301), a method for verifying the operation of at least one braking means according to any one of claims 1 to 9.

11. Step a) is performed by moving means (401) configured to pull the at least one vehicle along the rail (201, 301), a method for verifying the operation of at least one braking means according to any one of claims 1 to 9.

12. The running acceleration value when the moving means (401) pulls the at least one vehicle along the rail is predetermined, a method for verifying the operation of at least one braking means according to claim 11 when dependent on claim 2 or 5.

13. The predetermined operating signal (503, 603) is a predetermined pneumatic operating signal, The at least one vehicle comprises a brake pipe adapted to enable the provision of the predetermined pneumatic operating signal to the at least one braking means, Step b) is, In the brake pipe, imposing the predetermined pneumatic operating signal having a pressure value adapted to generate the braking force having the predetermined verification braking force value on the braking means when operating properly, A method for verifying the operation of at least one braking means according to any one of claims 1 to 12, including this.

14. The predetermined operating signal (503, 603) is a predetermined electric operating signal, The at least one vehicle comprises an electric wire configured to enable the supply of the predetermined electric operating signal to the at least one braking means, Step b) is, Imposing on the electric wire the predetermined electric operating signal having a current or voltage value adapted to generate the braking force having the predetermined verification braking force value on the braking means when operating properly, A method for verifying the operation of at least one braking means according to any one of claims 1 to 12, including this.

15. The at least one vehicle comprises at least one local braking control means associated with the at least one braking means, Step b) is, b') Generating, by the at least one braking control means, the operating signal to the at least one braking means, A method for verifying the operation of at least one braking means according to any one of claims 1 to 12, including this.

16. The predetermined operating signal is a predetermined pneumatic operating signal, The at least one vehicle comprises a main pipe configured to transmit a braking pressure, and step b') is, Generating, by the braking control means, the predetermined pneumatic operating signal to be provided to the at least one braking means by local adjustment of the pressure value of the braking pressure provided by the main pipe; and Providing the predetermined pneumatic operating signal to the at least one braking means, wherein the predetermined pneumatic operating signal is adapted to generate the braking force having the predetermined braking force verification value on the braking means when operating properly. A method for verifying the operation of the at least one braking means according to claim 15, including

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 (V) 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 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 Acceleration sensor means (500) configured to measure the acceleration value of the at least one vehicle Control means (502) Comprising The control means (502) Provides an actuation signal (503) adapted to request the at least one braking means (200) to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel (W) or on the at least one axle When the at least one braking means (200) 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, receives data or a signal indicating the actual acceleration value from the acceleration sensor means (500) Compares the received actual acceleration value with a predicted acceleration value Determines that the at least one braking means (200) is malfunctioning when the actual acceleration value indicated by the data or signal transmitted by the acceleration sensor means is different from the predicted acceleration reduction value A system for verifying the operation of at least one braking means, configured as such.

18. 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 (V) 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 rails (201, 301), 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, Comprising, The system for verifying the operation of at least one braking means of at least one vehicle, Speed sensor means (600) configured to measure the speed value of the at least one vehicle, Control means (602), Comprising, The control means (602), An actuation signal (603) adapted to request the at least one braking means (200) to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle is provided to the at least one braking means (200), When the at least one braking means needs to generate a braking force having the predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle, from the speed sensor means, at least, first data or a signal indicating a first speed value at a first instant and second data or a signal indicating a second speed value at a second instant following the first instant are received, Determine the actual acceleration value as a function of the first speed value, the second speed value, and the time interval elapsed between the first instant and the second instant, Compare the actual acceleration value with a predicted acceleration value, When the actual acceleration value is different from the predicted acceleration value, it is determined that the at least one braking means (200) is malfunctioning, A system for verifying the operation of at least one braking means, configured as such.

19. The control means (502) is configured to determine that the at least one braking means (200) is malfunctioning when the actual acceleration value differs from the predicted acceleration value by at least a predetermined tolerance value. The system for verifying the operation of at least one braking means according to claim 17 or claim 18.

20. The braking means (502) is configured to determine the predicted acceleration value as a function of at least the predetermined verification braking force value (Fa) and the running acceleration value when the at least one vehicle moves before the requirement to generate a braking force having the predetermined verification braking force value (Fa) on at least one wheel or at least one axle of the vehicle. A system for verifying the operation of at least one braking means according to any one of claims 17 to 19.

21. 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 (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, 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 comprises acceleration sensor means (500) configured to measure the acceleration value of the at least one vehicle; control means (502); comprising The control means (502) provides an actuation signal (503) adapted to request the at least one braking means (200) to generate a braking force having a predetermined verification braking force value (Fa) on the at least one wheel (W) or on the at least one axle; receives data or a signal indicating the actual acceleration value from the acceleration sensor means (500) when the at least one braking means (200) 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; converts the actual acceleration value into an actual braking force value; compares the actual braking force value with the verification braking force value (Fa); and determines that the at least one braking means (200) is malfunctioning when the actual braking force value is different from the verification braking force value (Fa). A system for verifying the operation of at least one braking means, configured as such.

22. The control means (502) is configured to determine that the at least one braking means (200) is malfunctioning when the actual braking force value differs from the verification braking force value (Fa) by at least a predetermined allowable value. A 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, wherein the at least one vehicle comprises at least one wheel (W) or at least one axle to which at least one wheel is coupled, the at least one wheel being 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 comprises acceleration sensor means (500) configured to measure the acceleration of the at least one vehicle; control means (502); comprising; The control means (502) 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 the at least one wheel or on the at least one axle; receives from the acceleration sensor means at least first data or a signal (504) indicating a first acceleration value at a first instant before requesting the at least one braking means to generate the braking force having the predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle; receives from the acceleration sensor means at least second data or a signal (504) indicating a second acceleration value at a second instant when the at least one braking means needs to generate a braking force having the predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle; determines an actual acceleration reduction value as a function of the first acceleration value and the second acceleration value; compares the actual acceleration reduction value with a predicted acceleration reduction value; When the actual acceleration reduction value is different from the predicted acceleration reduction value, it is determined that the at least one braking means (200) is malfunctioning. A system for verifying the operation of at least one braking means, configured as follows. **Claim 24** 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 (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; At least one braking means (200) 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 comprises: Speed sensor means (600) configured to measure the speed of the at least one vehicle; Control means (602); Comprising; The control means: Provides an actuation signal (603) 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; Before requesting the at least one braking means (200) to generate the braking force having the predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle, receives from the at least one speed sensor means at least a first data or signal (604) indicating a first speed value at a first instant and a second data or signal (604) indicating a second speed value at a second instant following the first instant; When the at least one braking means (200) needs to generate a braking force having the predetermined verification braking force value (Fa) on the at least one wheel or on the at least one axle, receives from the at least one speed sensor means at least a third data or signal (604) indicating a third speed value at a third instant and a fourth data or signal (604) indicating a fourth speed value at a fourth instant following the third instant; Determine the actual acceleration reduction value as a function of the first speed value, the second speed value, the third speed value, the fourth speed value, the first time interval between the first instant and the second instant, and the second time interval between the third instant and the fourth instant. Compare the actual acceleration reduction value with the predicted acceleration reduction value. When the actual acceleration reduction value is different from the predicted acceleration reduction value, determine that the at least one braking means (200) is malfunctioning. A system for verifying the operation of at least one braking means, which is configured as described above.

25. The control means (502, 602) is configured to determine that the at least one braking means (200) is malfunctioning when the actual acceleration reduction value differs from the predicted acceleration reduction value by at least a predetermined allowable value. The system for verifying the operation of at least one braking means according to claim 23 or claim 24.

26. The control means (502, 602) is configured to determine the predicted acceleration reduction value as a function of at least the predetermined verification braking force value (Fa) and the running acceleration value when the at least one vehicle moves before the request for generating the braking force having the predetermined verification braking force value (Fa) on at least one wheel or at least one axle of the vehicle. The system for verifying the operation of at least one braking means according to any one of claims 23 to 25.

27. Inclination sensor means configured to monitor the inclination angle of the at least one vehicle. The system for verifying the operation of at least one braking means according to any one of claims 17 to 26, comprising the above.

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

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