MIREL VZ1, Maintenance And Diagnostics Manual, Page: 12 / 33

154VZ1 : 190111
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tion with the controls, the train protection system cannot be switched to working regime in
either cab. This process involves the following controls:
§ Control switch in the cab
§ Directional lever or other direction selector
§ Input from the pressure switch on the direct acting brake
The operator in the active cab is obliged to conduct the following manipulations of the con-
trols during every D1 control:
§ Move the control switch to the OFF position with the control switch in the inactive cab
simultaneously in the off position,
§ Move the directional lever into the neutral position,
§ Move the directional lever into the FORWARD position,
§ Move the directional lever into the BACKWARD position,
§ Engage the auxiliary brake,
§ Release the auxiliary brake.
The order of these control manipulations is not fixed and the directional lever changes and
the auxiliary brake operation must be performed with the control switch in the on position.
Control manipulations are performed in the active locomotive cab.
The procedure for executing the individual diagnostic steps is indicated on the signal re-
peater by the seven-segment column in front of the D1 code. The given step has not been
completed if the segment is still lit. The segment goes out when all given requirements for
the specific step have been met. The meanings of the individual segments are as follows:
Position Description
1st row Signal repeater communicates with the central unit
2nd row Both control switches are in their null position
3rd row
Directional lever in the active cab in null position and 1st direction
(forward or backward depending on type of locomotive)
4th row
Directional lever in the active cab in null position and 2nd direction
(backward or forward depending on type of locomotive)
5th row Auxiliary brake has performed both functions (engaged, released)
6th row
Opening the valve in the first part of the EPV test using channel M
caused required decrease in pressure in main brake pipe
7th row
Opening the valve in the second part of the EPV test using channel
M caused required decrease in pressure in main brake pipe
Once all of the steps above have been completed, the D1 control indicator on the signal
repeater is off and the system switches into working regime.
The locomotive is prevented from moving in any direction if the pressure in the main brake
pipe is higher than 3.5 bar during the D1 start-up diagnostic control. If the locomotive moves,
the system intervenes by opening the emergency brake EPV and sounding the ZS11 acous-
tic signal during the time the locomotive is moving. All of the completed steps of the D1 con-
trol are then rendered invalid. After the locomotive stops, the acoustic signal switches off
and the operator must repeat the entire D1 control in full. The system closes the emergency
brake EPV after the completion of the control switch test.
The system checks for the presence of a MIREL STB functional gateway when
conducting the D1 start-up diagnostic control. Initiating communication with MIREL
STB is indicated by a red dot in the left segment of display NO11. If communica-
tion with MIREL STB is not initiated during the execution of the D1 control, the system does