ACCESS RAMP

The present invention relates to an access ramp, a method of installing an access ramp, and a vehicle having an access ramp installed thereon.

Along with the rise in popularity and availability of public transport comes an increasing need for easy access thereto. This is particularly important for elderly, infirm or disabled passengers. Various access ramps for public service vehicles are commercially available and/or have otherwise been disclosed.

According to a first aspect of the invention, there is provided a manually deployable access ramp assembly for facilitating access to a vehicle, the ramp assembly comprising a support for attachment to the vehicle, and ramp means for forming an access ramp, whereby to deploy the access ramp assembly, the support is extended away from the vehicle and the ramp means is extended from the support to form the access ramp, and wherein at least one of the support and the ramp means is extended manually.

Deployment of the ramp assembly can, thus, be effected manually. This is beneficial in terms of reduced weight, cost, complexity and reduction in the number of components of the ramp assembly. It is further beneficial in that there is no reliance upon, for example, the operative status of a motor or ram.

The ramp assembly can have negligible tooling costs by using components that are already available, without requiring dedicated manufacture of components.

The ramp assembly can easily be made to be compatible with different step or kerb heights or widths.

The ramp assembly can be stowed out of sight when it is not being used. It is, thus, not subject to the rigours of daily use.

The ramp assembly can be made compliant with various regulations such as the EC Bus Directive, UK PSVAR ₁ RPS and the Manual Handling Regulations.

The ramp assembly is particularly suited for retrofit onto a vehicle.

To deploy the access ramp, the support may be manually extended away from the vehicle.

The ramp means may be manually extended to form the access ramp.

The ramp means may comprise first and second platforms which, when extended, form the access ramp. Since the ramp means is likely to be susceptible to significant wear and tear, having first and second platforms can make it easier and less expensive to replace these, should this be required. Furthermore, having first and second platforms can afford a greater degree of customisability as compared to a single ramp surface. It can also result in significant saving of space, since the access ramp assembly extends a relatively short distance widthwise across the vehicle, when stowed. This can also result in a ramp which subtends a smaller angle with the horizontal, i.e. has a relatively small gradient, when deployed. This is beneficial in terms of accessing the vehicle via the access ramp.

The first platform may comprise attachment means for attachment to a step edge of the vehicle. This can result in a stronger connection as between the access ramp and the vehicle. Accordingly, a greater weight can be supported on the access ramp.

The first and second platform members may be pivotally connected to each other.

This provides a mechanically simple means by which the first and second platform members can be connected, while still defining a relatively strong, reliable, and relatively smooth access ramp.

The first and second platform members may be telescopically connected to each other. This also provides a relatively mechanically simple means by which the first and second platform members can be connected, while still defining a relatively strong, reliable, and relatively smooth access ramp.

The support may be connected to the vehicle by means of a runner arrangement.

Runner arrangements, such as roller runners, are normally readily available and "off-the- shelf runner arrangements may be sufficient for this purpose. This also means that replacing or upgrading the runner arrangement need not involve machining specialist parts, but may be possible with easily obtainable parts. The runner arrangement can provide a smooth and reliable glide-like effect when sliding the support into the vehicle.

The access ramp assembly may further comprise a protective flap arranged on an external side of the access ramp assembly or the vehicle. The protective flap minimises exposure of the access ramp assembly to undesired objects, such as mud and street litter, when stowed. It also serves an aesthetic purpose, namely to hide away the internal components of the access ramp assembly, which may be considered to be unsightly.

The access ramp assembly may further comprise handle means for facilitating manual deployment of the access ramp assembly. The handle means makes it easier for an operator to deploy the access ramp assembly. A handle is particularly suitable, although a locking arrangement or latch, for example a bolt lock or latching bolt, may also be suitable. A latch is advantageous in that it can prevent accidental withdrawal of the access ramp assembly from the vehicle.

The access ramp may include upstanding sidewalls. In the event that wheelchairs are accessing the vehicle, the sidewalls can prevent the wheels thereof from straying off the side of the access ramp, which might otherwise cause injury.

The access ramp assembly may further comprise load-bearing support means for supporting the support. The load-bearing support means bears part of the load of the support so as to reduce the load supported by the connection between the support and the vehicle. The load-bearing support means could be a pair of struts that are pivotally connected to the support at its outer edge. These can automatically provide additional support.

The access ramp assembly may be motorless. As explained above, this is beneficial in terms of reduced weight, cost, complexity and reduction in the number of components of the access ramp assembly. It is further beneficial in that there is no reliance upon the operative status of a motor.

The access ramp assembly may be ramless. As explained above, this is beneficial in terms of reduced weight, cost, complexity and reduction in the number of components

of the access ramp assembly. It is further beneficial in that there is no reliance upon the operative status of a ram.

The access ramp may be pivotally attached at its inner edge to the outer edge of the support, wherein the ramp includes an attachment means at its outer edge so that the ramp can be folded back to engage a step edge of the vehicle, whereby the support and the ramp form a cantilevered structure.

According to a second aspect of the invention, there is provided a method of installing an access ramp assembly on a vehicle, the method comprising providing an access ramp assembly as described above and installing the access ramp assembly on the vehicle.

According to a third aspect of the invention, there is provided a vehicle comprising an access ramp assembly as described above.

The access ramp assembly may be installed under a threshold adjacent a doorway of the vehicle.

According to a fourth aspect of the invention, there is provided a two-stage manually deployable access ramp assembly for facilitating access to a vehicle, the assembly being installable on an underside of the vehicle, and comprising a ramp support and first and second platforms, each pivotally connected to the platform support, wherein, to deploy the access ramp assembly, in a first stage the ramp support is manually slid away from the vehicle, and in a subsequent second stage the first and second platforms are each manually rotated away from the vehicle to define an access ramp, whereby to facilitate access to the vehicle.

According to a fifth aspect of the invention, there is provided a manually deployable access ramp assembly for facilitating access to a vehicle, the ramp assembly comprising an outwardly extendable support and an access ramp pivotally attached thereto at its inner edge, wherein the ramp includes an attachment at its outer edge so that the ramp can be folded back to engage a step edge of the vehicle, whereby the support and the ramp form a rigid triangulated structure.

The support is 'self-supporting' in the sense that it does not need to be supported by a connection to the ground below it.

The vehicle may be any one of a bus, a minibus, a coach, or a train.

The invention will now be described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a perspective view of a storage arrangement underneath a bus in which a ramp assembly is stowed;

Figure 2 is a perspective view of a partly deployed ramp assembly; Figure 3 is a perspective view of a fully deployed ramp assembly; Figure 4 is a transverse cross-sectional view of a pivoting ramp assembly being stowed in the storage arrangement;

Figure 5 is a transverse cross-sectional view of the pivoting ramp assembly, after a first deployment step;

Figure 6 is a transverse cross-sectional view of the pivoting ramp assembly, after a second deployment step; Figure 7 is a transverse cross-sectional view of the pivoting ramp assembly fully deployed onto a pavement;

Figure 8 is a transverse cross-sectional view of the pivoting ramp assembly fully deployed onto a road;

Figure 9 is a transverse cross-sectional view of a pivoting ramp assembly which has a load-bearing support plate; Figure 10 is a perspective view of a modified version of the ramp assembly of

Figure 1 , which further includes sidewalls;

Figure 11 is a transverse cross-sectional view of a storage arrangement underneath a bus, in which a telescopic ramp assembly is stowed;

Figure 12 is a transverse cross-sectional view of the telescopic ramp assembly, after a first deployment step;

Figure 13 is a transverse cross-sectional view of the telescopic ramp assembly, after a second deployment step;

Figure 14 is a transverse cross-sectional view of a telescopic ramp assembly fully deployed onto a road; and Figure 15 is a perspective view of a partly deployed ramp assembly having struts and a latch.

Referring to Figure 1, a manually deployable access ramp assembly, generally referred to as a "ramp assembly" and designated by reference sign 10, is stowed in a sealed mounting box 11 under the threshold 12 of the doorway of a bus 13 and behind a rectangular protective flap 14 pivotally connected to the bus 13 at its lower edge. The ramp assembly 10 is, thus, hidden from view in Figure 1.

Since the ramp assembly 10 is installed under the threshold 12, it is not subjected to the daily wear and tear caused by passengers as would be the case with an exposed- type ramp. The ramp assembly 10 can be kept in a clean and safe position for the

operator and does not pose a potential tripping or stumbling hazard for passengers when it is stowed.

The flap 14 is flush with a doorsill 15 of the bus 13. The flap 14 can be manually flipped down to allow access to the ramp assembly 10 when required. The flap 14 serves to provide a more aesthetic appearance to the bus 13 by visually concealing the ramp assembly 10 when stowed. The flap 14 also serves to reduce exposure of the ramp assembly 10 to undesired matter, such as mud or street litter, when stowed.

Referring to Figure 2, the ramp assembly 10 is partly deployed.

The ramp assembly 10 includes a stainless steel support frame 20, which is slidably connected to the bus 13 by means of runners 21. The runners 21 bear the load of the support frame 20 and are an 'off-the-shelf roller drawer runner arrangement in the form of two runners slidably connected by means of a roller. Of course, any suitable runners 21 can be used. The runners 21 enable the support frame 20 to be moved smoothly between a retracted, i.e. stowed, position and an extended, i.e. deployed, position, as indicated by arrow A.

A foldable access ramp or board 22 is pivotally connected to the support frame 20 at its outer edge 23.

The access ramp 22 comprises first and second rectangular platforms or stages 24, 25, which are retracted, i.e. stowed, in a face-to-face condition. When extended, i.e. deployed, the platforms 24, 25 form the access ramp 22. The platforms 24, 25 are each pivotally connected to the support frame 20 about a solid pivot at the pivoting edge 23 so that they can each be extended or unfolded, i.e. rotated, upwards and away from the bus

13 as indicated by arrow B. The platforms 24, 25 are each provided with a non-slip working surface to improve grip.

The length of each of the platforms 24, 25 is slightly less than that of the support frame 20. This is so that, when the support frame 20 is drawn away from the bus 13, the platforms 24, 25 can be rotated.

A downwardly depending flange 26 extends along the entire width of the free end of the first platform 24 for releasable attachment to the step edge of the threshold 15. A C-shaped handle 27 is attached at its free ends to the support frame 20 to facilitate retraction and extension of the ramp assembly 10. The handle 27 helps to reduce the exposure of ramp assembly operator to, for example, grease and dirt within the ramp assembly 10. The handle 27 also facilitates deployment in accordance with health and safety recommendations and/or regulations.

Referring to Figure 3, the ramp assembly 10 fully deployed. The first platform 24 has been rotated back towards the bus 13 as indicated by arrow C. The flange 26 securely engages the threshold 15 so that the access ramp 22 formed by the platforms 24, 25 is securely attached to the bus 13. The runners 21 are locked such that transverse movement of the ramp assembly 10 is prevented.

The operation of the ramp assembly 10 will now be described with reference to Figures 4 to 7. In Figures 4 to 7, the ramp assembly 10 is shown as having sidewalls 40, which taper at the free ends of the platforms 24, 25.

Referring to Figure 4, the ramp assembly 10 is stowed within the storage arrangement. The bus 13 has been lowered such that the vertical distance from its floor to the road 41 is approximately 375mm.

Figure 5 shows the first step of deploying the ramp assembly 10. From the stowed configuration, the protective flap 14 is flipped downwards to allow access to the ramp assembly 10. The support frame 20 is then pulled away from the bus 13 by means of the handle 27, as indicated by arrow A. The support frame 20 is pulled sufficiently far from the step edge of the threshold 15 that the platforms 24, 25 can be freely rotated about the edge 23 to form the ramp 22.

Figure 6 shows the second step of deploying the ramp assembly 10. From the first deployment step, the second platform 25 is rotated about the edge 23 until its free end contacts the pavement 60, which is approximately 125mm high. This is indicated by arrow B.

Referring to Figure 7, the ramp assembly 10 is fully deployed. From the second deployment step, the first platform 24 is rotated about the edge 23 until its flanged end 26 is clear of the outer edge of the threshold 15. The support frame 20 is then pushed slightly back towards the bus 13 and the first platform 24 is rotated back towards the bus 13, as indicated by arrow C, such that the flange 26 securely engages the threshold 15. This forms a rigid right-angled triangular structure 13, 20, 22 which supports the ramp assembly 10. However, other arrangements of cantilevered structures can be formed; not only a triangular-shaped structure.

When fully deployed, the first platform 24 subtends an angle of approximately 7° with the horizontal, and the second platform 25 approximately 9°. Accordingly, the first

and second platforms 24, 25 form a fairly smooth access ramp 22 from the pavement 60 to the bus 13 to facilitate access thereto. A ramp assembly 10 constructed as above can help to provide a consistent gradient.

Referring to Figure 8, the ramp assembly 10 is fully deployed onto the road 41 , rather than the pavement 60. Instead of the second platform 25 subtending an angle of approximately 9° with the horizontal, it subtends an angle of approximately 18°.

Referring to Figure 9, a modified ramp assembly 10 includes a load-bearing support in the form of a support plate 90. The support plate 90 is connected to the underside of the bus 13 adjacent the support frame 20 and projects outward to restrict downward movement of the support frame 20. The support plate 90 may be a dedicated component solely for bearing the load of the support frame 20. However, the flap 14 can constitute the support plate 90 and can itself be supported by one or more swing arms 91 which are connected to an underside of the bus 13.

Referring to Figure 10, a modified ramp assembly 10 includes upstanding sidewalls 100 on both lateral sides of the first and second platforms 24, 25. Neither the free ends of the platforms 24, 25 nor their pivoting edges 23 includes sidewalls, since these could hinder access to the bus 13, particularly for a wheelchair.

The operation of a telescopically mounted ramp assembly 10 onto the road 41 will now be described with reference to Figures 11 to 14. The method is similar to that described with reference to Figures 4 to 7 with the exception that the platforms 24, 25 are telescopically, instead of pivotally, connected to each other. For example, the upper edges of the sidewalls of the first platform 24 may be flanged inwardly to retain the sidewalls of the second platform 25.

Referring to Figure 11 , the ramp assembly 10 is stowed within the storage arrangement. The ramp assembly 10 is almost identical to that described above, with the exception that the support frame 20 is significantly shorter, as will become apparent from the description below.

Figure 12 shows the first step of deploying the ramp assembly 10. From the stowed configuration, the protective flap 14 is flipped downwards to allow access to the ramp assembly 10. Although the flap 14 is described as being flipped downwards, it could be connected to the bus 13 at its upper edge and could be flipped upwards to allow access to the ramp assembly 10. The second platform 25 is then pulled away from the bus 13 by means of the handle 27, as indicated by arrow A. The second platform 25 is telescopically mounted within the first platform 24 and is slid away from the bus 13 until it reaches a maximum extension within the first platform 24.

Figure 13 shows the second step of deploying the ramp assembly 10. From the first deployment step, the second platform 25 is pulled further away from the bus 13, and drags the support frame 20 and the first platform 24 along the runners 21 and away from the bus 13 with it. The support frame 20 and the platforms 24, 24 are pulled away together until they reach a maximum extension away from the bus 13.

Referring to Figure 14, the ramp assembly 10 is fully deployed. From the second deployment step, the first and second platforms 24, 25 are pivoted about the pivot connection with the support frame 20 until they both point towards the road 41 and the second platform 25 contacts the road surface. Thus, when fully deployed, the first and second platforms 24, 25 define a fairly smooth access ramp 22 from the road surface 41 to the bus 13 to facilitate access thereto.

Referring to Figure 15, a further ramp assembly 10 is shown.

The support frame 20 is inclined slightly downwardly to the horizontal and includes a pair of supporting struts 110 (only one is visible) on either side of the access ramp 22. The struts 110 are pivotally connected at their outer edge to the outer edge 23 of the support frame 20 adjacent the access ramp 22. The inner edges of the struts 110 are not connected to the bus 13 so that they are free to pivot in the vertical plane. When the access ramp 22 is extended away from the bus 13, the struts 110 automatically pivot naturally about their pivoting end 23 and drop down onto a horizontal internal ledge 112 provided at the bottom of the mounting box 11. The struts 110, therefore give additional support to the support frame 20. To stow the ramp assembly 10, the struts 110 are simply lifted from the ledge 112 and can be slid back inside the mounting box 11 with the support frame 20.

Furthermore, instead of the handle 27, a latching bolt 114 is provided at the outer edge 23 of the support frame 20. The latching bolt 114 is slidably mounted on the external edge 23 such that it can be slid widthwise, as indicated by arrow D, along the external edge 23. The latching bolt 114 includes a projection 116 which mates with a corresponding detent 118 in the mounting box. The latching bolt 114 may be resiliently biased towards the detent 118 such that a positive force is required to overcome the latch. This reduces the risk of accidental deployment of the access ramp 22.

The term "manual" is used herein to mean that the ramp assembly 10 can be fully deployed by hand. The term "motorless" is used herein to mean that the ramp assembly 10 does not require a motor for deployment. Furthermore, the term "ramless" is used

herein to mean that the ramp assembly 10 does not require a ram, for example a pneumatic or hydraulic ram, for operation.

It will be appreciated that the precise materials selected for the various parts of the ramp assembly 10 would be chosen depending upon specific requirements such as cost, weight, strength, availability, and the like. However, metals, plastics materials, polymeric materials and composite materials would be well-suited for such parts.

Although the invention has been described with reference to preferred features, it will be appreciated by persons skilled in the art that various modifications in form and detail may be made without departing from the scope of the appended claims.

For example, although the ramp assembly 10 has been described as being installed on a bus 13, it will be appreciated that it could be installed on any other vehicle or even a building. It particularly, but not exclusively, applies to high-floored public service vehicles, to which wheelchair access is required. For example, the ramp assembly 10 may be installed on a minibus, coach or train in a similar manner.

Furthermore, although various angles and dimensions have been given herein, these are only for exemplary purposes and can be varied to suit the particular vehicle on which the ramp assembly 10 is installed or so as to comply with certain regulations.

Still furthermore, although the term "installed" has been used to describe the relationship between the ramp assembly 10 and the bus 13, it will be understood that the ramp assembly 10 may be integrally formed with, i.e. pre-installed on the bus 13 or other object.

Yet still furthermore, although the ramp assembly 10 has been described as being manual, it will be appreciated that some or all of the deployment steps could be effected or assisted by, for example, a motor or ram.

Yet furthermore still, although the ramp assembly 10 has been described as having two platforms 24, 25, it will be appreciated that a different number of platforms could be used and that this will largely depend upon the specific requirements for the ramp assembly 10. For example, three platforms may be used to form a longer access ramp 22. A ramp assembly 10 with three platforms will normally require additional deployment steps.

Finally, although the access ramp 22 has been described as comprising first and second platforms 24, 25, it will be appreciated that the access ramp 22 or each platform 24, 25 could comprise a pair of parallel tracks, sufficiently spaced permit a wheelchair to be wheeled up it into the vehicle. In the event that only wheelchairs will require access to the vehicle 13, the overall amount of material required for manufacturing the access ramp 22 can be reduced.