Summary of Contents for MIREL VZ1
- Page 1 MAINTENANCE DIAGNOSTICS MANUAL MIREL VZ1 Train Protection System © 1999 - 2019 154VZ1 : 190111...
- Page 2 Additional source files: File Page Pages Description Changes: Approved Version Description 000515 Document introduction Horváth 001011 Addendum 1 Horváth 040511 Addendum 2, ŽSR V04, SW 2 Horváth 060117 Reformatting, addition of MÁV functionality Horváth 061102 Modifications after MÁV, ŽSR V06, SW 3 functional tests Horváth 070611 Additional of functional test (steps B08, B09, C64)
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Page 3: Table Of Contents
Contents Purpose of the Document ................4 General Characteristics ...................5 System Configuration ..................6 Central Unit .....................7 Signal Repeater ....................9 System Diagnostics ..................10 D1 – Start-up Diagnostic Control ....................11 D2 – Continuous Diagnostic Control ..................15 D3 – Functional Test ......................... 19 D4 –... -
Page 4: Purpose Of The Document
Purpose of the Document This Maintenance and Diagnostics Manual for the MIREL VZ1 train protection system, ver- sion v04, is based on the Maintenance and Diagnostics Manual for the MIREL VZ1 train protection system 154-99-SW-4P-VZ dated 15 June 2000. The following addenda have been incorporated into the manual:... -
Page 5: General Characteristics
General Characteristics The MIREL VZ1 train protection system is the mobile unit of the train protection system. It is designed for locomotives operating in Czech Republic, Slovakia, Hungary and Poland. The system is compatible with LS and EVM type track infrastructure. The system cooperates with ETCS and SHP type on-board train protection system equipment. -
Page 6: System Configuration
System Configuration Complete configuration: § Central unit § Signal repeater § Horn Required sub-assemblies: § Dead man's buttons and pedals number/type given by type of locomotive § Incremental RPM sensor § Main brake pipe pressure sensor § Recording equipment Optional sub-assemblies: §... -
Page 7: Central Unit
Central Unit The central unit performs the majority of the safety and operational functions of the MIREL VZ1 train protection system. § Filtering and decoding transmitted information from track infrastructure § Filtering and evaluation of the signal from the incremental RPM sensor on the locomotive (measuring speed travelled distance and direction of travel) §... - Page 8 § Indication elements on central unit front panel Indication of operation Indication of D1 diagnostics Indication of D2 diagnostics Indication of information transfer from line part Indication of communication on SPI bus Indication of communication with 1 driver cab Indication of communication with 2 driver cab System error Illustrative picture...
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Page 9: Signal Repeater
Signal Repeater The signal repeater displays information sent the track infrastructure to the engineer's cab, signals the detected carrier frequency of the signal in the track-side part of the train protec- tion system, signals actions taken by the train protection system and displays maximum speed. -
Page 10: System Diagnostics
Anyone conducting diagnostics of the train protection system must be instructed with re- gards to occupational safety and must be demonstrably trained to perform such activities with certification to perform the individual levels of MIREL VZ1 train protection system diag- nostics. -
Page 11: D1 - Start-Up Diagnostic Control
Execution: The train protection system automatically executes this control without intervention. Schedule: Every time the MIREL VZ1 train protection system is switched on with the control repeated after 24 hours of continuous operation of the system. Description: D1 start-up diagnostic control is executed once the system is switched on and diagnoses the... - Page 12 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 154VZ1 : 190111...
- Page 13 MIREL STB in subsequent operation and works inde- pendently. If train protection system diagnostics detect a system fault (with the exception of a commu- nication fault with the signal repeater in the inactive cab), the system is placed into safe mode and signal repeater displays NO11 in both cabs display ERR.
- Page 14 Completion protocol: Not issued. Resolving nonconformity: If any fault is detected during the start-up diagnostic test, simply switch off the circuit breaker for the train protection system for at least 5 seconds and then re-energise the equipment to re-initialise the equipment. Any fault displayed after re-initialising the equipment pre- vents subsequent operation of the train protection system.
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Page 15: D2 - Continuous Diagnostic Control
D2 – Continuous Diagnostic Control Purpose: This control verifies the status, integrity and functionality of the system during its operation. Execution: The train protection system automatically executes this control without intervention by the operator or maintenance. Schedule: During the operation of the train protection system Description: The train protection system executes continuous diagnostics using both watchdog circuits comparing evaluations of channels M and C in the central unit, comparing the indicator and... - Page 16 50 attempts. The system detects one of the following error codes: E04, E05, E06, E03, E50, E51 or E00. If a MIREL STB functional gateway is detect- ed during the start-up of the system, the train protection system checks the functionality of communication with the functional gateway during system operation.
- Page 17 The train protection system displays applicable error codes in the range from E60 to E75. Error detection of MIREL SHPE device – detection is carried out autonomously by device proper. Train protection realizes the indication of respective error code in range from E90 to E98.
- Page 18 inconsistent between channels M and C for longer than 10 seconds and the error code is E34. Check of stand-by regime control inputs – the system detects any incorrect combinations of stand-by regime control inputs depending on the configuration permissions and the error code is E82.
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Page 19: D3 - Functional Test
NO11 display, while pressing simultaneously displays the pressure in the main brake pipe with accuracy of 0.1 bar on the NO11 display. MIREL VZT test equipment is required to conduct the full scope of the D3 functional test. Document 206VZ1 has the methodology and template protocol for conducting the D3 func- tional test on the MIREL VZ1 train protection system. - Page 20 § A description of all faults must be provided § The signature of the person who conducted the test Resolving nonconformity: Operational repairs of the system (S1) must be conducted when a fault is detected. 154VZ1 : 190111 20 / 33...
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Page 21: D4 - Prophylactic Control
D4 prophylactic control begins on the day on which the first portion of the D4 control was conducted. Place of inspection: Prophylactic inspection D4 of the MIREL VZ1 system can be carried out in one of ways as shown below: §... - Page 22 D4 prophylactic control methodology. Documents 675VZ1 and 498VZ1 have the methodology and template protocol for conduct- ing the D4 prophylactic control on the MIREL VZ1 train protection system. D4 prophylactic control is only conducted in full. In full means that prophylactic control was conducted on the central unit, the signal repeaters and system interaction with the locomo- tive.
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Page 23: System Maintenance
Anyone conducting maintenance on the train protection system must be instructed with re- gards to occupational safety and must be demonstrably trained to perform such activities with certification to perform the individual levels of MIREL VZ1 train protection system maintenance. -
Page 24: S1 - Operational Repairs
S1 – Operational Repairs Execution: The train protection system operator's trained personnel or other demonstrably authorised and trained persons Schedule: If any train protection system faults are detected by any of the diagnostic controls (D1 to D4) or in connection with a fault indicated during operation of the train protection system. Description: Operational repairs serve to remedy faults in: §... -
Page 25: S2 - Maintenance Repairs
S2 – Maintenance Repairs Execution: Personnel trained by the manufacturer Schedule: Perform when the train protection system has faults that cannot be remedied by operational repairs S1. Description: Maintenance repairs serve to remedy faults in: § The central unit of the train protection system §... -
Page 26: Faults
Faults Train protection faults are divided into two groups. Specifically there are faults that prevent subsequent use of the train protec- tion system and faults that restrict subsequent use of the train protection system. The system is automatically switched into safe mode when a fault that prevents subsequent use of the system is detected;... - Page 27 § faults in decoding and processor execution of instructions Integrity fault involving the requested working regime of the MIREL STB gateway – channel M and the actual MIREL VZ1 working regime integrity fault involving the requested working regime between MIREL STB channels M and C detected by channel M General communication fault of MIREL STB gateway –...
- Page 28 ETCS system requests DA mode for more than one STM module § § ETCS system request FA mode for all STM modules Communication fault with MIREL STB – channel M detected by the MIREL VZ1 system Communication fault with MIREL STB – channel C detected by the MIREL VZ1 system...
- Page 29 on type into faults preventing subsequent use of the system after the vehicle is stopped. The EPV is opened after the locomotive has stopped due to the detection of a fault in ZAV re- gime. Faults restricting subsequent use of the train protection system indicated on the sig- nal repeater in the inactive cab: general fault of signal repeater primary module in the active cab §...
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Page 30: Monitored Axle Diameter Configuration
The computer is connected to the central unit of the train protection system using the SAI connector on the rear panel of the central unit or by connecting it to the MIREL RM1 speed recorder. Configuration is performed by the MIREL KAM program on the diag- nostic computer. -
Page 31: Data Reading From Recording Equipment
Data reading from recording equipment Depending on the configuration of the system, one of the options for integrating the registra- tion device is directly via the RS485 communication bus, using a recording module integrat- ed into the VZ1ZJ base unit device. In the case of configuring a system with hardware of base unit with replaceable storage me- dium of the recording module, this registered data module is accessible from the front panel of the base unit. -
Page 32: Installation And Disassembly
Installation and Disassembly After performing the assembly steps, it is necessary to carry out the D3 Test. Central unit installation and removal The central unit is mounted using 4 M6 bolts along the sides of the front panel. A 72-pin DD connector with 2 locking latches and a DB connector are located on the rear wall of the cen- tral processing unit. -
Page 33: Notes
Notes 154VZ1 : 190111 33 / 33...
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