The present invention relates to access ramps and in particular to an access ramp for facilitating access to elevated or displaced positions.
Specific embodiments of the invention are directed to a remote controlled deployable access ramp, designed to be used by disabled people in wheelchairs, people with prams and other less able people, in order to provide an independent access to public transport (trains, tramways and buses), shopping centres, public buildings, private properties and any other edifices.
Significant efforts are actually made around the world to provide an independent access for disabled persons on wheelchairs to the public transport and generally to the “day by day” facilities.
On the train stations, the gap between the edge of the platform and the train floor is measured as a sum of the horizontal and vertical gap.
In the USA, the Accessibility Guidelines for Buildings and Facilities suggests a vertical gap less than 16 mm and a horizontal gap less than 76 mm.
In Europe, the Rail Vehicle Accessibility Regulations 2010 stipulates a vertical gap less than 50 mm and a horizontal gap less than 75 mm, in order to provide a wheelchair independent access to the trains.
In Australia, in order to provide an independent access for disabled passengers to the trains, the Disability Standards for Accessible Public Transport (2002) recommends a vertical gap below 15 mm and a horizontal gap below 40 mm, in accordance with AS3856.1-1998.
On some trains, permanent fixed or mechanised devices are installed to improve the access to the trains.
U.S. Pat. No. 7,913,628 of Chisena, M P 2008 (“Train-to-platform gap mitigator”), disclose different gap filling mechanisms from train to platform, to cover the horizontal and vertical gaps, on tangent and curved track. However, these gap-fillings do not provide fully independent and safe access to the train for disabled persons on wheelchairs. The ramp is fully made of metallic materials, which are electricity conductive, creating a risk of electrocution for commuters.
US Patent Application Publication 2008/0134930 A1 of Drago, J J 2008 (“Train car compensator for platform gap spacing”), discloses a train car compensator that needs to be fitted to the train door. The compensator slides over the track, actioned by a spring, piston or a cable with a hinge connection. This technique is not suitable for curved tracks where the gap varies along the length of the landing plate.
Korean Patent KR 20110102638A (PEOPLE & ENVIRONMENT CO., LTD) 19 Sep. 2011 (“Ramp for Wheelchair”), disclose a single metallic panel as a ramp, actioned by a well-known scissor mechanism. This ramp does not provide a compliant and an independent access to the train for disabled people in wheelchair: the ramp has a steep slope, the mechanism is unsafe to deploy the ramp and the ramp is unsafe to use (electricity conductive material, no handrails, requires significant assistance to the person on wheelchair).
U.S. Pat. No. 5,832,555, dated 10 Nov. 1998, by SAUCIER et al. (“Compact Moveable Ramp Assembly”), discloses a ramp for facilitating passengers with limited mobility to board and unload from vehicles, in particular buses. This ramp is not safe to be deployed, can easily damage the footpath and do not provide a compliant and independent access for disabled people on wheelchair. Also, the ramp is made of fully metallic material, which is electricity conductive. The ramp does not have handrails, therefore is not safe to be used by public.
A reference herein to a patent document or any other matter identified as prior art, is not to be taken as an admission that the document or other matter was known or that the information it contains was part of the common general knowledge as at the priority date of any of the claims.
According to an aspect of the invention, there is provided a Descending Mechanised Access Ramp (D-MAR) system for providing independent access for persons between a floor of a train and a station platform, the D-MAR system including:
According to another aspect of the invention, there is provided a system for providing access to a vehicle from a surface external to the vehicle, the system comprising:
Embodiments of the Descending Mechanised Access Ramp (D-MAR) is a remote controlled equipment designed to provide an easy, safe and independent access for disabled persons on wheelchairs and passengers with reduced mobility from the train floor to the station platform, as well as from the platform station to the train floor.
The D-MAR can be also used by aged population, persons with reduced mobility, persons with prams and heavy luggage, as well as by general public.
Furthermore, the D-MAR may facilitate the loading and unloading of general merchandise to and from cars, trucks, trains or buildings.
As a main application, the D-MAR is described hereafter as a facility to be installed on the train stations to provide independent access to trains for disabled persons on wheelchairs, where the excessive horizontal and vertical gaps between the platforms and the train floors do not satisfy the Standard requirements. However, it will be appreciated that the D-MAR described herein has other applications.
In accordance with another embodiment of the present invention, there is provided a Descending Mechanised Access Ramp (D-MAR) system for providing independent access for persons on wheelchairs between a floor of a train and a station platform, the Descending Mechanised Access Ramp system including:
In some embodiments, the casing box has an adequate profile, a width and a height sufficient to allow the sliding ramp to be fully stored within the casing box in the stand-by position and to permit an angular deployment of the sliding ramp onto the station platform.
In some embodiments, two or more safety bollards are installed on the station platform, in order to protect and localise the boarding assistance zone and to accommodate one or more warning tactile push buttons.
In some embodiments, the tactile push buttons are configured to trigger the flashing lights installed on top of the safety bollards and to activate the remote controlled deployment mechanism of the D-MAR.
In some embodiments, two mobile protection walls are configured to tie-up against the deployed sliding ramp, in order to provide a safe embarkment to and from the train for disabled persons on wheelchair.
In some embodiments, the remote-controlled deployment mechanism includes an electromechanical swing system for enabling the sliding ramp to skate longitudinally inside the casing box and to allow an angular deployment of the sliding ramp onto the station platform.
In some embodiments, the remote controlled deployment mechanism includes a scissor structure and jack system for enabling the sliding ramp to skate longitudinally inside the casing box and to allow an angular deployment of the sliding ramp onto the station platform.
In some embodiments, the remote controlled deployment mechanism includes a rack and pinion steering system for enabling the sliding ramp to skate longitudinally inside the casing box and to allow an angular deployment of the sliding ramp onto the station platform.
In some embodiments, the remote controlled deployment mechanism includes a teeth belt or chain and pulley system for enabling the sliding ramp to skate longitudinally inside the casing box and to allow an angular deployment of the sliding ramp onto the station platform.
In some embodiments, the D-MAR system is installed on a new train during manufacture of the train.
In some embodiments, the D-MAR retrofits to existing trains.
In accordance with another embodiment of the invention, there is provided a system for providing access to a vehicle, the vehicle having at least two opposing entry/exit points, the system comprising:
In accordance with a further embodiment of the invention, there is provided a system for providing access to a vehicle, the vehicle having at least two opposing entry/exit points, the system comprising:
In some embodiments, the D-MAR is installable on other vehicles such as buses, trams or boats. In the case of a bus, the surface outside the bus may be a footpath or sidewalk.
Example embodiments of the disclosure will now be described, by way of example only, with reference to the accompanying drawings.
The drawings describe the concept design of a remote controlled Descending Mechanised Access Ramp (D-MAR), which can provide independent access for disabled persons on wheelchair from the train floors down to the station platforms.
The drawings describe different deployment stages of the D-MAR, from the “stand-by” (not in use) position to “fully deployed” position, when is ready to be used by disabled persons on wheelchairs or other passengers.
With reference to
The Platform (02) has provisions for Boarding Assistance Zones (03).
A Disabled Person on a Wheelchair (07) is shown approaching the Boarding Assistance Zone (03), with the intention to gain access to the Passengers Train (04).
The Boarding Assistance Zone (03) is provided to receive a Descending Mechanised Access Ramp (D-MAR) (01) described below.
With reference to
With reference to
A Mobile Protection Wall (35), comprise a Handrail (19), at least one Bollard (36) and a Wheelchair Kerb (37) is installed on each side of the Boarding Assistance Zone (03), in order to facilitate the access of Disabled Persons on Wheelchairs (07) to the Train (04) and to provide maximum protection to all commuters while using the D-MAR (01).
At least two Safety Bollards (05) are also installed on each side of the Boarding Assistance Zone (03), bolted on the Platform (02), in order to localise and in the same time to operate the D-MAR (01).
Signage and other Wayfinding facilities will be customised on each train station, in conjunction with Stakeholders' requirements, in order to localise the Boarding Assistance Zones (03).
The Disabled Person on Wheelchair (07) is situated on the Boarding Assistance Zone (03), ready to use the D-MAR (01), with the intention to access to the Train Floor (09).
With reference to
The Safety Bollards (05) are equipped with switches such as tactile push buttons (13). The tactile push buttons (13) may take a number of forms, ranging from flick switches to spring loaded push switches or snap dome switches. It will be appreciated that it is desirable for the tactile push buttons to be waterproof, such as IP66 rated switches, given the use of the buttons in an outdoor environment. In other embodiments, the tactile push buttons (13) may be replaced by touchless sensors such as motion sensors to avoid contact with high touch surfaces. The tactile push buttons (13) will trigger the Flashing Lights (06) and inform the train driver about the request to use the D-MAR (01) to access to the Passengers Train (04).
The D-MAR (01) is activated as soon as the train doors are fully open. The use of a sensor that is adapted to determine when the doors are fully open may take the form of an optical sensor or a switch which is adapted to open or close when the doors are in their fully open position.
The components of the D-MAR are best illustrated in
The Sliding Ramp (10) is equipped with a necessary number of Side Wheels (11), which will facilitate the Sliding Ramp (10) to skate inside the Casing Box (12). The Side Wheels (11) ideally include ball bearing races to provide reliable long term operation for the Side Wheels (11). The Side Wheels (11) may be made from a nylon material or metallic material, providing longer life.
With reference to
As illustrated in
The Optical and/or Proximity sensors (21) may take the form of a through beam sensor, diffuse reflective sensor or retro reflective sensor.
The Optical and Proximity Sensors (20) on the Train Floor (09) and the Optical and Proximity Sensors (21) installed on the Ramp are controlling the deployment of the Sliding Ramp (10).
With reference to the
With reference to the
With reference to the
With reference to the
The D-MAR (01) is fully covering both the Vertical Gap (17) and the Horizontal Gap (18) between the Platform (02) and the Train Floor (09), with a compliant longitudinal slope.
The Descending Mechanised Ramp D-MAR (01) is now ready to be used by a Disabled Person on Wheelchair (07) to reach the Train Floor (09) from the Platform (02).
The Descending Mechanised Ramp D-MAR (01) is also ready to be use by a Disabled Person on Wheelchair (07) to reach the Platform (02) from the Train Floor (09).
With the reference to the
With the reference to the
With the reference to the
With the reference to the
With the reference to the
With the reference to the
With the reference to the
The Swing System is composed of an Electromechanical Swing Operator (22), which is actioning a central Telescopic Swinging Arm (23) and two Elbow Arms (24), each hingedly connected to an end of Telescopic Swinging Arm (23) and to the Sliding Ramp (10).
With the reference to the
A Limit Switch (26) will enable the ends of the Elbow Arms (24) to get encroached into a Hole (27) in the middle of the Sliding Ramp (10).
The Swing System will then rotate to the right, resulting in the full deployment of the Sliding Ramp (10) to the right side of the Passengers Train (04).
With the reference to the
With the reference to the
The Scissors System is composed of a Scissors Type Structure (28), deployed by an Electric or Hydraulic Jack (29).
With the reference to the
With the reference to the
With the reference to the
The Rack and Pinion System is a Standard Rack (30), attached to the Sliding Ramp (10), driven by a Pinion (31). The Pinion (31) is actioned by an Electrical Motor (32).
With the reference to the
With the reference to the
With the reference to the
The Teeth Belt or Chain and Pulley System is composed of a typical Teeth Belt or Chain (33), attached to the central part of the Sliding Ramp (10) and actioned by a Pulley (34). The Pulley (32) is actioned by an Electrical Motor (32).
With the reference to the
With the reference to the
The D-MAR (01) is installed (bolted) on the Train Floor (09), during the train manufacturing process. Alternatively, the D-MAR (10) may be embedded within the train floor. In either case, an upper surface of the Casing Box (12) is flush with the floor of the train.
Alternatively, the D-MAR (01) can also be retrofitted to existing trains. In this case Small Mounted Ramps shall be installed on the sides of the D-MAR (01), to facilitate the access of wheelchairs and prams.
A Disabled Person in Wheelchair (07) arrives on the Station Platform (02) at the Boarding Assistance Zone (03) with the intention to use the D-MAR (01) to embark to the Train Floor (09), (
The Disabled Person (07) press the Tactile Push Buttons (13) on the Safety Bollards (05), which will trigger the Flashing Lights (06) and announce the train driver the request to use the D-MAR (01).
The Disabled Person on Wheelchair (07) will place themself in the Boarding Assistance Zone (03).
The D-MAR (01) can be also activated from the train by pressing the Tactile Push Buttons (14) in the Passenger Train (04).
The D-MAR (01) can be also activated by the train driver.
The D-MAR (01) can be also activated by the train guard.
The vehicle-based D-MAR activation system communicates with the platform-based system via a wireless protocol. When the wireless system is in range (such as within a few millimetres, centimetres, feet or metres) the vehicle and platform-based D-MAR components will begin communication.
If either the vehicle or platform tactile push buttons are activated, all visual activation points (Flashing Lights (06) and train driver indicator) will activate when the wireless system begins communicating. The flashing light will take the form of high intensity LED lights or incandescent lighting arrangements.
The train driver will recognise the Flashing Lights (06) and will try to stop the train as close as possible to the Car Stop mark, to ensure the D-MAR (01) is aligned with the Boarding Assistance Zone (03), (see
As soon as the train doors will be completely open, the operating system of the D-MAR (01) is automatically activated. The activation of the D-MAR (01) may be controlled or triggered by the same mechanism that controls the train doors.
The D-MAR (01) can be configured to commence deployment autonomously or manually from the train driver control panel or by platform staff.
The Sliding Ramp (10) is deployed in several phases, as described on
When the Sliding Ramp (10) is fully deployed, the two Mobile Protection Walls (35) will get tied up against the Sliding Ramp (10), in order to provide a safe embarkment to the train.
Optical and Proximity Sensors (21) on the Nose (08) of the Sliding Ramp (10) and Optical and Proximity Sensors (20) on the Train Floor (09) can be used to control the deployment of the Sliding Ramp (10).
The full deployment of the Sliding Ramp (10) takes approximately 7 seconds.
The D-MAR (01) can be now used by Disabled Persons on Wheelchairs (07) or persons with reduced mobility (see
When the commuters' embarking and disembarking the train are completed, the return to the “stand-by” position of the Sliding Ramp (10) can be activated by:
At this moment the two Mobile Protection Walls (35) will move away from the Sliding Ramp (10), up to their stand-by position.
The Sliding Ramp (10) will then return to the stand-by position, inside the train.
The entire cycle of the return of the Sliding Ramp (10) to the “stand-by” position will take approximately 7 seconds (see
The train doors can be closed only after the Sliding Ramp (10) is fully retracted on stand-by position.
A similar process is used to activate the D-MAR from the train: the Disabled Person on Wheelchair (07) is pressing the Tactile Push Button in the Train (14) and the D-MAR (01) is deployed as previously described (see
With the reference to the
Expected major component characteristics (indicative);
Electromechanical Swing Operator (
Arm Swing: +180 to −180 degrees with motion control at 1.8 degrees increments, Torque: 30 N·m, Rotational Speed: +180 to −180 degrees in 5 seconds under load;
Telescopic Swinging Arm (
With the reference to the
Expected major component characteristics (indicative);
Electric or Hydraulic Jack (
With the reference to the
Expected major component characteristics (indicative);
Rack and Pinion (
With the reference to the
Expected major component characteristics (indicative);
Teeth Belt Drive or Chain (
With reference to the
With reference to the
In an alternative embodiment, there is provided a system for providing access to a vehicle (which in the figures is shown as a train). The train (4) has at least two opposing entry/exit points as is exemplified in
With reference to
The pressing of the tactile push button (13) initiates wireless communication between the safety bollards (5) and the train (4) to initiate the action of extending the ramp onto the station platform (2) once the train door has aligned with the safety bollards (5) on the station platform (2). The deployment may be triggered or synchronised with the opening of doors of the train. This deployment action may be assisted using one or more optical and/or proximity sensors that are installed on the passenger train (4) and the nose (8) of the sliding ramp (10). The train door opens and the sliding ramp (10) extends onto the platform as is exemplified in
The Sliding Ramp (10) is preferably made from an electrically non-conductive composite material, with a minimum weight and with the required structural strength.
The Sliding Ramp (10) has the adequate number of Side Wheels (11), to enable skating inside the Casing Box (12) and provide access to each side of the train.
The surface of the Sliding Ramp (10) is preferably covered with a non-slippery coating. The non-slip coating may consist of a rubberised paint or a textured surface providing additional grip for a person using the Sliding Ramp (10).
The D-MAR (01) is built using standard materials and equipment, approved composite and electrical non-conductive components, in accordance with rail industry, safety Standards and requirements.
Deployment of all mechanical components will be controlled through a microprocessor-based electrical system which will be housed within a dedicated enclosure. Standard deployment of the system will be through timing and events-based triggering, managed by the microprocessor.
All mechanical movement of the ramp deployment will be tracked and controlled through optical and proximity sensor feedback to the microprocessor. Hard limit switches will be used to detect when the ramp has reached predetermined limits for fail-safe systems.
Embodiments of the D-MAR can be installed in relatively short timeframes and at costs generally lower than existing solutions.
The D-MAR can be easily relocated, replaced or simply removed, with minimum remediation works.
The D-MAR will be custom designed to satisfy the general Standard obligations and the Stakeholders' requirements, to fulfil the function of the ramp, to satisfy any train access requirement or any loading capacity.
Number | Date | Country | Kind |
---|---|---|---|
2020902542 | Jul 2020 | AU | national |
Filing Document | Filing Date | Country | Kind |
---|---|---|---|
PCT/AU2021/050784 | 7/21/2021 | WO |