Door control
Under door control one summarizes the systems of a vehicle , or vehicle network, which control the releasing (unlocking), opening, closing and blocking (locking) of the doors. In the case of a car , this normally only includes unlocking and locking, which is why the door control is usually referred to as central locking .
The problem of door control in vehicles used for public transport such as buses or passenger trains is becoming more complex . In modern vehicles, a microcontroller , a so-called door computer, is installed in each car .
Door controls on trains
There are several clearance procedures in Germany: TB0, SSTF, SAT and TAV. If, as an exception, none of these methods are used, the door blocking is only guaranteed during the journey via the so-called TB5 signal , depending on the equipment of the train . If the train has to stop off a platform when the door control is disturbed (for example because of a signal indicating a stop ), the train attendant may have to manually block the doors for certain types of car by continuously pressing the locking button ("interval key"). Passenger coaches that travel to other European countries and are coupled with other trains from other railway administrations can have several door control systems.
TB0
The driver was in the process TB0 ( T ÜR b lockierung from 0 km / h), which may be used only with train conductors, h a button for closing and releasing the doors less than 5 km /. If the vehicle falls below 33 km / h, an acoustic signal reminds him to release the doors. The doors of the train can only be released on both sides. To close the doors before departure, the conductor presses a key switch, which is also communicated to the driver by a signal tone or voice output. The readiness for departure is then determined visually by the train attendants and reported to the train driver (via departure order or completion notification). Train drivers can also close the doors from the driver's cab, but there is no signaling of the door status in the driver's cab.
SSTF
The S nits s elective T ürsteuerung F ernverkehr is, in the clearance of the train, a derivative of TB0, which allows the choice of the exit side by the train driver, and is in all ICE trains on, the Metropolitan and in many IC applied trains on. In principle, the same conditions apply to IC trains as to TB0.
SAT
The procedure S ven a bfertigung T rubbed vehicle guide can also be used without a conductor. In contrast to TB0, the driver can determine on which side of the train the doors are released. A control lamp in the driver's cab indicates the status: doors open (flashing light), doors closed (off). To make the doors ready for departure, the doors are closed centrally by the engine driver, but correct closing must be checked visually (by the engine driver or the train attendant) in addition to the indicator light display.
TAV
The t echnikbasierte A bfertigungs v out is the most modern, used mostly in tram and light rail vehicles, the door closing procedure. In addition to SAT, the doors independently monitor correct closing; accordingly, readiness for departure is determined purely on the basis of technology (i.e. without visual inspection). However, people or objects trapped in the doors must be detected with a sufficiently high degree of certainty, which is why the approval of the TAV for trains of the 423 series was temporarily withdrawn by the EBA .
In the TAV the doors are usually in automatic mode, i. H. after opening, they close automatically and monitored again after a while. The readiness for departure is then brought about by withdrawing the door release. In addition, the train driver has two additional buttons on some series: forced closing and forced opening. When the forced closing button is pressed, a warning tone sounds and the doors close immediately. Only the rubber contact lip (also called anti-trap protection) on the joints of the doors now functions as a safety device. The forced opening command cancels the forced closing command and opens the doors again; it is intended as additional security.
ÖBB TB S.
ÖBB passenger trains - both passenger coaches and, in a modified form, railjets - are equipped with an extended door blocking system, the TB S (= side-selective door blocking). So that trains can run in TB S, all passenger coaches and the locomotive must be equipped with it and the IS line must be coupled on both sides.
The TB S checks that the entry and exit doors are closed and whether
- the final signal is only switched on on the last vehicle in the train;
- the last bulkhead door on the last car is locked;
- the IS line on the last car is in the dummy socket.
If one of these points is not given, no green loop is signaled to the driver in the driver's cab and a traction lock is triggered.
All wagons that are equipped with TB S are also equipped with TB 0, which is used as a fall-back level in the event of a faulty TB S.
Function of the door control
Share
The command to release the doors is normally given centrally by the driver or train driver for all doors of the vehicle or train. If a side-selective door control is available in a bidirectional vehicle, the doors for the left or right side of the vehicle can be released separately.
When the doors are opened manually, the passengers then have to open the doors; With simple automatic doors without a request button, all doors open. In the case of automatic doors with a request button, only these buttons are marked as enabled, usually a green LED ring is illuminated in the button .
to open
Request doors are opened automatically after the passenger has pressed the request button.
Conclude
In any case, the doors close after the driver or train driver has given the closing command ( forced closing ). Depending on the type of train, request doors sometimes try to close again automatically after a certain time after pressing the button. In many modern rail vehicles, closing is accompanied by an acoustic warning signal (usually a series of high-pitched beeps), and often also by an optical warning signal (flashing light above the door). The warning signal for forced closing is also present in most rail vehicles where automatic closing takes place without a warning signal. In the case of forced closing, the door is normally blocked directly and the request button is deactivated.
To block
When blocking, the door is not only closed, but z. B. secured by pressure on the pneumatic piston of compressed air-operated doors against being pushed open by hand. In the case of older rail vehicles, this blocking only occurs when a certain driving speed (in Germany 5 km / h, hence the designation TB5 ) is reached.
Modern vehicles automatically block the doors when they are forced to close until they are released again (usually at the next access point); the vehicle cannot move if the doors are not blocked. Ideally, the closing command is only given when the vehicle staff has observed the automatic closing of all doors.
Traveler protection
In the case of older vehicles, the vehicle staff must observe the closing of the doors during check-in and, if necessary, stop if a passenger threatens to be trapped.
Modern vehicles have various built-in fuses. These include
- Light barriers or light curtains in the door
- Pressure plates in the vehicle floor in the door area
- Pressure wave switch in the rubber seals of the door leaves.
If the door computer detects an obstacle in the closing area via these sensors, the closing process is canceled and the door is reversed . It is often possible to close a door (slowly) by means of a kind of tightened forced closing despite obstacle messages from the sensors.
The correct functioning of these systems must be checked at regular intervals in Germany. With this so-called closing force measurement , the doors are prevented from closing with measuring cones. The forces that occur must be measured and documented.
Bypassing the door control
In the event that the electronic door control fails for any reason, mechanical means are always provided to bypass it. Normally you have to open an emergency valve or pull an emergency release lever and then operate an emergency valve . This exhausts the pneumatics or otherwise disables the drive, whereupon the door can be opened or closed by hand.