5 Operational requirements 5.1 Door control 5.1.1 General Doors shall be enabled under the control of the train crew, or of an automatic system 5.1.2 Enable doors Enabling of the door shall only be possible at a train speed below 5 km/h. A lower value can be defined in the contract. Enabling of the door shall not be possible if the power supply for the door system fails. Enable of doors shall be performed vehicle side selective. If required by the infrastructure, enable may be performed on both sides of the train. This requirement may not be applicable, if the enable signal cannot be transferred through the train because of interfacing problems with existing vehicles. 5.1.3. Interlocking of enable It shall be specified by the contract if some doors on one side shall not be enabled due to operational reasons (eg. short platform) 5.1.4 Single point failure ‘The control system shall be designed in such a manner that at least two independent faults have to occur at the same time before the respective door opens un-commanded if the door is not enabled. If the enable signal cannot be transferred through the train because of interfacing problems with existing vehicles, the requirement only applies when the speed exceeds 5 km/hEN 14752:2005 (E) 5.1.5 Mechanical locking 5.1.5.1 Power-operated door systems A mechanical locking device shall be provided to lock the door in the closed position. Once locked the device shall remain locked until the door is enabled and an opening command is received or the emergency device is operated. Once locked the locking device shall remain locked if the power supply of the door system or of the vehicle fails. 5.1.5.2 Manual doors Manually operated doors shall be provided with a double locking system. The double locking system shall consist of two separate components or of a single system operating in two stages (preliminary and main locking). 5.1.6 Door isolation in service It shall be possible to lock a door out of use from inside the vehicle unless the contract specifies that this is not required (e.g. on automatically operated trains). The isolation device shall be designed in such a way that it can be operated manually by authorised personnel only. The device shall — isolate the door from any open command, — lock the door mechanically in the closed position, — indicate the status of the isolation device and —_ bypass the door interlock switch (e.g, closed and locked switch) locally. It shall be stated in the contract whether the isolating lock is also operable from the outside of the vehicle. On trains complying with TSI high-speed interoperability each door shall be fitted with a device also operable from outside The location of the door isolation device shall be accessible from inside and outside the vehicle as indicated in Figure 7. ‘The accessible height from outside shall not exceed 1 700 mm above rail level. NOTE For international trains the RIC-KEY is used (see Annex H).EN 14752:2005 (E) Dimensions in millimetres 40 Key 1 inside 2 top of floor level 3 outside 4 top of rail level Figure 7 — Door isolation device location 5.1.7. Isolation for maintenance purposes It shall be possible to isolate the power supply to the door system at each door for maintenance purposes. 5.2 Closing conditions 5.241 Safety during closing 5.2.1.1 General The aim of the door safety provisions is to prevent persons (including persons of reduced mobility) and obstacles, e.g. bags or luggage, to become trapped in a door as far as reasonably practicable. In order to minimise the risk and the extent of an injury, the following conditions apply. 5.2.1.2 Safety provisions Following clauses define the requirements to reduce the possibility of passengers and objects being trapped by the door by a) warning the passenger prior to door motion,EN 14752:2005 (E) b) minimizing the force of the impact on a person or obstacle trapped by the door edges (o.g. limiting the power of the door propulsion, sensitive edges) and ©) minimizing the risk of injury of passengers by the closing door through use of adequate design of the leading edges of the door (@.g. soft edges, obstacle removal forces). 5.2.1.3 Closing warning Automatic closing shall initiate an alarm at each closing door to warm passengers that the door is about to close. Local closing should initiate an alarm at the allocated door prior to door closure. This may be omitted for doors that are directly under the supervision of the train crew or in the case of automatic closing, when a device proves that passengers have cleared the doorway. 5.2.1.3.1 Audible alarm 5.2.1.3.1.1 General A warning that is audible from inside and outside the vehicle shall be provided to warn passengers prior to door closure. 5.2.1.3.1.2 Door closing alarm sequence The audible alarm shall sound for at least 1 s before the door starts to close and continue for at least 2 s in total. The sound shall be clearly audible from platform level outside the vehicle and inside within a specified distance from the doorway. The sound level shall be specified by the contract, the contract shall also specify if the sound level should be adapted to suit the operating environment and application (e.g. sleeping car, metro). It shall be specified by the contract if the alarm is to be repeated when a door reopens after detecting an obstacle. NOTE Recommended frequency for the alarm is 1900 Hz. 5.2.41.31.3 Enable door alarm An audible alarm should sound to indicate that the door is enabled for passenger use. The sound of this alarm shall be different to the audible closing alarm. 5.2.1.3.2 Visual alarm A warning that is door closure. sible from inside and outside the vehicle should be provided to warn passengers 5.2.1.3.24 Door closing alarm sequence A visual alarm should be illuminated for at least 1 s before the door starts closing and continue for at least 2s in total. §.2.1.3.2.2_ Enable door alarm A visual alarm should be illurninated to indicate that the door is enabled for passenger use.EN 14752:2005 (E) 5.2.1.4 Doors obstacle detection 5.2.1 14 Sensiti ity of obstacle detection When a rod with a maximum rectangular cross-section of 30 mm x 60 mm (see Figure 8) is trapped with its long edge vertically between the door leading edge and the frame or between two door panels, the door shall not be indicated as closed and locked. Dimensions in millimetres 300 15 30 30 Key 1 material: aluminium Figure 8 — Test object dimensions The requirement shall be verified at three positions, the bottom, the middle and the top of the door. If soft horizontal bottom rubbers are provided, this requirement applies from the bottom edge of the door panel upwards above the rubber (see Figure 9).zB a < gear cover test object throughway height top of floor top mid above soft horizontal seal top of floor ONVOORONA Figure 9 — Test points §.2.1.4.2 Door impact forces EN 14752:2005 (E) The maximum forces exerted on an obstacle during final closing stroke shall not exceed the following values: — peak force F, < 300 N: — effective force during first closing attempt: F, < 150 N; — mean effective force including further closing attempts: Fe < 200 N. The values specified shall be measured using a device and method as described in Annex D.EN 14752:2005 (E) 5.2.1.4.3 Obstacle removal force An obstacle with maximum dimensions of 10 mm x 50mm (see Figure 10) trapped with its long edge vertically between the leading door edge and the frame or between two door panels, shall be withdrawn slowly in outward direction with a force not higher than 150N, measured perpendicularly to the door surface. Alternatively, the door shall not be indicated closed and locked. The requirements shall be verified at the middle position only of the door (see Figure 9). Dimensions in millimetres 25 50 1 Figure 10 — Test object dimensions 5.2.1.5 Leading edges Leading edges shall be designed to prevent persons and obstacles from being trapped in the door as far as practicable. The design of the leading edge should minimise the risk and extent of injuries caused by the door equipment. 5.2.2. Door system closed proving 5.2.2.1 Door interlock system A signal shall be provided to the train door closed proving system that all passenger doors are closed and locked prior to departure (except for doors under direct crew control). On independent vehicles, intended for use with existing vehicles where the transmission of this signal is not available, the passenger doors shall automatically close when the speed of the train exceeds 5 km/h. Any local bypass switches shall only be operated when the isolation device according to 5.1.6 is mechanically engaged with the door in the closed position.EN 14752:2005 (E) 5.2.2.2 Step interlock system A signal shall be provided to the train system proving that all steps are retracted prior to departure if the extended step infringes the gauge Where moving stops require synchronisation of door and step, the movement shall be such that it is not possible to enter or exit the vehicle (door not more than 400 mm open) via that door unless the step is in the deployed position. The steps shall not move when the door is fully open. 5.3 Opening conditions 5.3.1 Safety during opening ‘The door shall be designed to prevent persons and obstacles (e.g. luggage) from being trapped during opening of the door as far as practicable and to minimise the risk and the extent of the injuries caused by the door equipment. Details to be agreed in the contract. 5.4 Step obstacle detection The following requirements shall apply: — the maximum force exerted by an external sliding step in opening direction shall not exceed the peak force of 300 N when hitting an obstacle; a measuring device according to D.4 shall be used; — requirements for folding steps or any other types of step shall be defined in the contract; — where passengers are expected to stand on a vertically moveable step inside a vehicle, the step shall not operate with a vertical force of > 150 N applied on an area of 40 mm diameter at any position of the step surface, 5.5 Emergency operation 5.5.1 Emergency egress Doors that are intended for passenger emergency egress shall be provided with an emergency egress device. The device shall unlock the individual door from inside the vehicle. Under power supply failure conditions, the emergency egress device shall remain functional and allow egress. 5.5.1.1 Emergency egress conditions The emergency egress device shall be operable at any time, provided that the door has not been isolated in service. The contract shall specify if door opening under conditions not compatible with passenger safety (speed, position of the vehicle) shall be prevented. On trains complying with TS! high-speed interoperability emergency egress devices shall not allow doors to be opened at train speeds above 10 km/h ‘The emergency egress inhibition command can be provided via a train line and/or a local control system.EN 14752:2005 (E) 5.5.1.2 Operating force of emergency egress device The operating force of the emergency egress device shall not exceed 150 N. Figure 11 gives the measuring points on the handles when pulling slowly in the direction of operation The design shall prevent that the device is operated by the effect of the acceleration experienced in service. F2 F/2 @)})- Figure 11 — Application of operating force The last type of actuating devices shown in Figure 11 refers to the access devices only. The design of the device shall be such that the application of the required force to operate the handle is possible by a passenger. 5.5.1.3 Impact of load on a door leaf It shall be possible to operate the emergency egress device with the operating forces specified in 5.5.1.2 under the conditions of passengers leaning against the door specified in 4.2.1.1.EN 14752:2005 (E) 5.5.1.4 Manual force to open the door When opening the unlocked door (after operating the emergency device) the force required to be exerted by a person (inside or outside the vehicle) shall not exceed 150 N at an opening speed of up to 5 cm/s. The force shall be applied in door open diraction (see Figure 12). Means to apply the force shall be available. If there are no edges (e.g. window frame) available, recessed grips have to be provided. In case of a sliding plug door, the necessary force to unplug the door shall not exceed 250 N (for single door) and 300 N (for double door) at an opening speed of up to 5 cm/s in the door open direction (see Figure 12). NOTE The values for the opening force are valid for a vehicle on level track. Values in N Key F1 unplug force per leaf — single door F2 sliding force per leaf — single door F3 unplug force per leaf — double door F4 sliding force per leaf — double door Forces applied in direction of movement. Figure 12 — Application of manual operating force 5.5.1.5 Emergency ogress device operation An emergency egress device that has been operated shall be indicated as follows: — to the train system (on board crew or control centre); — locally at the related door (visually and/or audible). Clear proof of operation of the device shall be provided (e.g. break glass, lead seal, data recording). The exact method shall be specified in the contract.EN 14752:2005 (E) 5.5.1.6 Recommended device If the emergency egress device uses a lever or a toggle, required to release the door. shall be designed such that a clockwise rotation is ‘An example of the recommended emergency egress device is given in A.4. NOTE _ Forinternational vehicles the RIC-KEY is used (see Annex H). 5.5.1.7 Protection against accidental operation To prevent unintentional or accidental operation of the emergency egress device, one of the following requirements shall be adopted: —_ successive operation of two sub devices; — protection by a removable cover; — the door is held closed unti it is safe for passengers to leave the vehicle. However, in this case it shall be possible to open the door manually under power failure conditions of the door. The emergency egress device shall be installed in such a manner that the risk of unintentional or accidental operation is minimised. Any confusion with other operational devices shall be avoided by design. The contract shall specify if sealed or covered devices shall be operable with a crew key without destroying the removable cover. 5.5.2, Emergency windows in access doors The contract shall state if protection against accidental trapping by an opening door is required, i.e. trapped by the door opening when escaping through a removed door window. 5.5.3 Access device 5.5.3.1 General Doors that are intended for emergency/crew access shall be provided with an access device. This device shall unlock the individual door from outside the vehicle. 5.5.3.2 Access condi Under power supply failure condition the access device shall remain functional and allow access, provided that the door has not been isolated in service. 5.5.3.2.1 Operating force of access device The operating force of the access device shall not exceed 200 N. If the crew emergency access device is designed so that it requires a service key to operate it, the operating torque shall not exceed the value of 10 Nm. Figure 11 gives the measuring points on the handle when pulling slowly in direction of operation. The design of the device shall be such that the application of the required force is possible. The design shall prevent that the device is operated by the effect of the acceleration experienced in service.EN 14752:2005 (E) 5.5.3.2.2 Impact of load on a door leaf It shall be passible to release the door manually with the operating forces specified in 5.5.3.2.1 under the conditions of passengers leaning against the door specified in 4.2.1.1. §.5.3.2.3 Manual force to open the door When opening the unlocked door (after operating the access device) the force required to be exerted by a person (inside or outside the vehicle) shall not exceed 150 N at an opening speed of up to 5 cmis. The force shall be applied in door open direction. In case of a sliding plug door, the necessary force to unplug the door shall not exceed 250 N (for single door) and 300 N (for double door) at an opening speed of up to 5 c/s in the door open direction (see Figure 12). NOTE The values for the opening force are valid for a vehicle on level track. 5.5.3.2.4 Access device operation ‘An emergency access device that has been operated shall be reported on the train system. 5.5.3.2.5 Recommended access device If the access device uses a lever, a toggle or a key, it shall be designed such that a clockwise rotation is required to release the door. NOTE For international vehicle the RIC-KEY is used (sae Annex H). 5.5.3.2.6 Protection against accidental operation The access device shall be installed in such a manner that the risk of unintentional or accidental operation is minimised. Any confusion with other operational devices shall be avoided by design. 5.5.4 Powering up Aiter shut down, power failure, isolation or emergency operation, powering up of the door system shall be in a controlled and safe manner to prevent injury. 5.6 Interfaces 5.6.1 Door buttons 5.6.1.1 Operation The force required to operate the door button shall be < 15 N. Door buttons that have no or little pressing movement shall be provided with a system that acknowledges operation (e.g, illumination). The design shall prevent that the door button is operated by the effect of the acceleration experienced in service. Ex 2 Illumination Door buttons shall be illuminated when active. Tho illumination shall clearly indicate the active zone of the door buttons.EN 14752:2005 (E) 5.6.2 Stop visibility 5.6.2.1 Step edges To assist visually impaired passengers, as a minimum the front edge of both the first and last fixed step on the vehicle shall be indicated by a strip of contrasting colour and tone. The strip shall be at least 50 mm in breadth and extending the full width of the step. Yellow is recommended for the strip colour. 5.6.2.2 Illumination ‘The passenger access door area shall be equipped with sufficient lighting under normal and emergency conditions to support safe access/egress. The lighting levels in the door area are specified in EN 13272 5.6.3. Status in ion ‘The quantity, position and colour of local status indicators shall be specified in the contract. On trains complying with TSI high-speed interoperability each door that does not close on command shall be highlighted to the train crew (e.g. via onboard monitoring system). 6 Categories of tests 6.1 General These tests shall be performed to demonstrate that the door design complies with the performance requirements specified in the contract and this European Standard. ‘The test plan (shown in Annex E) shows the testing necessary to prove compliance to this European Standard. 6.2 Type tests Type tests shall be undertaken on the first door system or subassemblies built to prove the design unless otherwise agreed at the time of contract. If the type tests are performed on a prototype or pre-production door system, the manufacturer shall agree with the user on any additional tests required on the first production door system. ‘A comprehensive series of measurements shall be made covering all the essential parameters to ensure the performance requirements are achieved as declared in the test plan ‘Test criteria for testing on a mock up or a car, if not specified differently: — fiat, horizontal and straight track; — vehicle at standstill; — ventilation on nominal speed; — room temperature inside the car (10° C to 30° C); — minimal, nominal and maximum power supply. For obstacle detection additionally tests at + 3° cant have to be provided. If any endurance test is required, the details shall be agreed in the contract.EN 14752:2005 (E) A type test is not required if sufficient evidence can be provided that the door system/components meet/s the requirements. 6.3 Routine tests These tests shall be carried out on door sub-assemblies to be delivered. These tests shall include measurements and checks to confirm compliance with production documents. The extent of testing shall be defined in the Quality plan for that contract. 6.4 Functional test on the fully assembled vehicle Checks shall be carried out in accordance with EN 50215 to prove that the door system functions correctly as specified in the contract. The checks shall include all door indicators, safety circuits and control systems for normal and emergency access and egress under all operating conditions as specified in the contract. ‘See Annex E. 7 Documentation The door manufacturer shall provide documentation related to installation and maintenance of the door system. The documentation shall include information to maintain the door system in a safe and reliable condition throughout the agreed lifetime. It shall be incorporated in manuals for the vehicles. The existence of a safety data sheet for a maintenance material shall be mentioned in the documentation. The content of documentation shall be agreed in the contract.EN 14752:2005 (E) Annex D (normative) Guidelines for measuring the closing forces of power-operated doors D.1 General The closing of a power operated door is a dynamic process, when a moving door hits an obstacle, the result is a dynamic reaction force, the history of which (in time) depends on several factors (e.g. mass of the door, acceleration, dimension). D.2 Terms and definitions D.2.1 Closing force F(/) This is a time function, measured at the closing edges of the door (see D.3.2.). D.2.2 Peak force F, This is the maximum value of the closing force. D.2.3 Effective force F_ This is the average value of the closing force related to the pulse duration. D.2.4 Pulse duration 7 This is the time between 1 and 1p. T=t,- with 1 being the threshold of sensitivity, where the closing force exceeds 50 N and / being the fade away threshold, where the closing force becomes less than 50 N. D.2.5 Parameter relation The relation between the above parameters is shown in Figure D.1 below (as an example).EN 14752:2005 (E) Values in N F(N) Figure D.1 — Parameter relation D.2.6 Mean effective force F; This Is the arithmetical mean value of the effective forces, measured at the same measuring point subsequently more times. DL (FE n F £ D.3 Measurements D.3.1 Conditions of measurement Temperature range: 10° C to 30° C. The vehicle shall stay on a horizontal surface. D.3.2 Measurement points Measurement points shall be at the main closing edges of the door at middle height (key 6 of Figure 9). The device shall be held between the abutting edges. D.3.3 Measuring method At least three measurements shall be taken at the measuring point to determine the mean effective force according to D.2.6.EN 14752:2005 (E) The signal of the closing force shall be recorded by means of a low-pass filter with a limiting frequency of 100 Hz. Both the threshold of sensitivity and the fade away threshold to limit the pulse duration shall be set at 50N. D.4 Measuring device The measuring device shall consist of two parts: one handle and one measuring part which is a load cell (see Figure D.2). The load cell shall have the following characteristics: — it shall consist of two housings with the outer dimension of 100 mm in diameter and 115 mm in width; — _ inside the load cell a compression spring shall be fitted between the two housings such that the load cell can be pressed together if an appropriate force is applied; — the stiffness of the spring shall be (10 + 0,2) N/mm. The spring deflection shall allow that a maximum peak force of > 300 N is achieved.EN 14752:2005 (E) Dimensions in millimetres >30 100 Key 1 handle 2 movable element Figure D.2 — Measuring deviceEN 14752:2005 (E) Annex E (normative) Test plan This tost plan shows the required testing to prove compliance with this European Standard. Table E.1 — Test plan Clause Title Tyne jest Funetion test Minimum width x x Minimum height x x Step dimensions x x Handholds x Passenger retention x 4.2.1.2 | Aerodynamic stresses x 4213 | Vehicle gaugo X, if required 42.1.4 | Vehicle overtuming case X, if required 4.2.1.5 _ | Ability to withstand vibration and shock | _X, if required 422 Step(s) mechanical strength x 454 Electric and pneumatic power supplies x 46.1 Fire resistance X;samplo of components 4.6.2.1. | Sound insulation X, if required 4.6.2.2 | Thermal insulation X, if required 474 Hardware x 472 Software for electronic door control x systems 49 Protection against hazards x 4.10.2 | Water tightness x x 4.10.3 | Air pressure tightness BAZ Enable doors x 513 Interiocking of enable X, if required 5.1.5.1 _ | Power-operated door systems x x 5.1.6 Door isolation in sarvice x x 9.2.1.3.1 _| Audible Alarm x x $.2.1.3.2 _| Visual alarm x x Sensitivity of obstacle detection x xEN 14752:2005 (E) Clause Title Tyre tot Function tost 5.2.1.4.2 | Door impact forces x X, if required 5.214.3 Obstacle removal force x 5.2.2.1 | Door interlock system x 5.2.2.2 | Step interlock system x 54 Step obstacle detection x x 5.5.1.1 | Emergency egress conditions x x 5.5.1.2 | Operating force of emergency egress x device 5.5.1.3 | Impact of load on a door leaf x 5.5.1.4 |Manual force to open the door x 5.5.1.5 | Emergency egress device operation x 5.5.3.2 | Access conditions x x 5.5.3.2.1 | Operating force of access device x 5.5.3.2.2 _| Impact of load on a door leaf x 5.5.3.2.3 | Manual force to open the door x 5.5.3.2.4 | Access device operation x 56.1.2 _| Illumination x 56.3 Status indication X, if required 6.2 Type test X, if required