EP2451692B1 - Escape ramp - Google Patents

Description

The present invention relates to a ramp for the evacuation of passenger transport vehicles, said ramp being foldable and in normal working conditions intended to remain folded and maintained inside the vehicle and whose deployment does not require source of energy except manual actuation.

Such types of ramp are particularly used in public transport and in particular in some subways to allow the evacuation of passengers on the tracks. The cost of building metro tunnels leads to limiting the tunnel's diameter and leaving only a very small space between the metro itself and the tunnel wall. In case of evacuation, it becomes very difficult for the passengers to leave the metro using the side doors. In addition, the metro floor is about 1.20 m above the tracks, evacuation without help is difficult, especially for people with reduced mobility.

Evacuation assistance devices such as ladders already exist, but these devices are difficult to implement and do not allow the evacuation of all people. There is therefore a need for an evacuation device that can be put in place at the head and tail of the train and to evacuate all passengers.

Such a device is described in the document EP 0 776 808 A1 (corresponding to the preamble of the product independent claim 1). This document describes an evacuation door located at the head end equipped with a foldable ramp which is folded in the normal operating phase of the subway. In case of evacuation the ramp can be quickly unfolded to allow evacuation on the track of all passengers.

This device has made progress in solving the problem, but it has certain disadvantages. The need to allow a deployment of the ramp without external energy input other than the simple manual push of a passenger has led to fold the floor of the ramp in the upper part when the ramp is in the folded position. In the folded position, the ramp therefore generates a large space in the upper part of the evacuation door. Such bulk is annoying for tall people. In addition, it does not allow to put on the door a glass of a large area. Finally, the device is specific and difficult to install on existing metros.

There is therefore a need for an evacuation ramp of a clutter reduced collapsed position and allowing easier adaptation to the subways already in operation.

• Fig. 1 est une vue en perspective d'une rampe selon l'invention montée a l'avant d'une rame de métro, la rampe étant en position dépliée.
• Fig. 2 est une vue en perspective depuis l'intérieur de la rame, de la rampe de Fig. 1 en position repliée.
• Fig. 3 est une vue de coté de la rampe de Fig. 1 en position repliée.
• Fig. 4 est une vue de dessus de la rampe de Fig. 1 en position repliée.
• Fig. 5 est une vue de coté de la rampe de Fig. 1 en position dépliée.
• Fig. 6 est une vue de dessus de la rampe de Fig. 1 en position dépliée.
• Fig. 7 est une vue similaire a Fig 5 en coupe.
• Fig. 8 et Fig 9 sont des détails de Fig. 7.
• Fig. 10 est une vue de coté de la rampe de Fig. 1 en position partiellement dépliée.
• Fig. 11 est une vue similaire à Fig. 10 illustrant différentes phases de déploiement de la rampe.
• Fig. 12 est un détail de Fig. 11, et
• Fig. 13 est un détail illustrant le guidage sur rails des traverses du tapis.

According to the invention a ramp for the evacuation of passenger transport vehicles has the technical features defined in claim 1, namely said ramp being foldable and in normal working conditions to remain folded and maintained within the vehicle and whose deployment requires only manual operation, said ramp comprising a first and a second parts forming a bridge (15), said parts being connected by a hinge, and a carpet adapted to support the passage of users, characterized in that the mat is made in two parts, each part of the mat having a distal end, respectively articulated with one end of the bridge and a proximal end connected to at least one carpet deployment cable.

• Fig. 1 is a perspective view of a ramp according to the invention mounted at the front of a subway train, the ramp being in the unfolded position.
• Fig. 2 is a perspective view from inside the train, from the ramp Fig. 1 in the folded position.
• Fig. 3 is a side view of the ramp Fig. 1 in the folded position.
• Fig. 4 is a top view of the ramp Fig. 1 in the folded position.
• Fig. 5 is a side view of the ramp Fig. 1 in unfolded position.
• Fig. 6 is a top view of the ramp Fig. 1 in unfolded position.
• Fig. 7 is a similar view Fig 5 sectional.
• Fig. 8 and Fig 9 are details of Fig. 7 .
• Fig. 10 is a side view of the ramp Fig. 1 in a partially unfolded position.
• Fig. 11 is a view similar to Fig. 10 illustrating different phases of deployment of the ramp.
• Fig. 12 is a detail of Fig. 11 , and
• Fig. 13 is a detail illustrating the rail guidance of the sleepers of the carpet.

We can see on Fig. 1 the front of a subway 1 where a ramp 2 according to the invention is installed. The front of the subway 1 comprises a door 3 provided with a window 4, the door 3 being shown in the open position. Next to the door 3 there is a windscreen 5 and a cockpit 6. The ramp 2 is deployed above a fastening device 7 and rails 8. Note that the ramp 2 is designed to such that in the deployed position its lower end is located above the rails 8. In particular, it is considered that a gap of about 15 cm from the upper end of the rails 8 constitutes a safety margin sufficient. Indeed, in the case where, during its deployment, the ramp 2 was to hit the rails 8 or the ground itself, damage could be caused on the ramp 2.

The ramp 2 is made of two aluminum parts 9 and 10 hinged relative to each other. The ramp 2, considered in the deployed position, is articulated at its upper end with a support plate secured to the front of the subway 1, at the base of the opening of the door 3. Straps 11 are fixed on the one hand above the opening of the door 3 inside the subway 1 and, on the other hand, at the lower end of the ramp 2 and at the joint between the parts 9 and 10 of the ramp 2.

Sure Fig. 2 , we can see the ramp 2 in situation from inside the subway 1. We notice the cockpit 6 and the windshield glass 5 as well as the door 3 and its glass 4 partially obscured by a curtain 13. The ramp 2 is visible in the folded position and, in particular, the portion 9. The part 10 is it hidden between the part 9 and the door 3.

It is visible on Fig. 1 that the ramp 2 is deployed very far in order to avoid any impact with the fastening device 7. As a result, during its deployment, there remains a space between the floor of the subway 1 and the ramp 2.

A bridge 15 is provided and is intended to be folded over this space so as to allow easy evacuation.

On the door 3, the handle of a locking device 14 is visible and accessible by the passengers, which allows the opening of the door 3 in case of emergency. It is therefore necessary that the ramp 2 in the folded position does not come to prevent access to the handle 14.

In the upper part, above the opening of the door 3, one can glimpse the folding device of the ramp 16.

On the side of the door 3, we can see a double-acting gas cylinder 17 which avoids too rapid deployment of the ramp 2. A first end of the cylinder 17 is articulated on the structure of the subway 1 in the vicinity of the hinge of the door 3 and the other end of the gas cylinder 17 is articulated with the ramp 2 on the side of the part 9.

In the folded ramp position, door closed, housings fixed on the ramp 2 can hide the carpet cable systems 12 and the greased portions of the ramp 2. The carpets 12 folded in the lower part will be masked by a horizontal housing fixed on the door 3 and a footbridge or footbridge 15 raised to the vertical. The latter, mounted on hinges, provides a transition surface between the floor of the train 1 and the ramp 2. The structure of the ramp 2 is more particularly visible on Fig. 3 to 6 .

Sure Fig. 3 and 4 , we can see the ramp 2 in its folded position.

On the Fig. 3 it can be seen that the part 9 comprises a protective plate 9a intended to protect the users from any contact with aggressive parts of the ramp 2.

Part 9 is formed of two parallel longitudinal members connected by a cross member 9b. The portion 9 has at one end two orifices 17 intended to allow articulation with the base of the opening of the door 3 of the subway 1. The other end of the portion 9 comprises a hinge 18 of the piano type for the articulation with part 10, itself formed of two longitudinal members connected by cross members. A belt 12 occupies the space between the two longitudinal members of the portion 9. The belt 12 is made from a flexible Kevlar fabric reinforced with crosspieces 19 stainless steel.

Sure Fig. 4 , we can see the carpet 12 in the folded position. Note its extremely small footprint. Fig. 4 thus allows to visualize the important space left between the longitudinal members of parts 9 and 10 and the carpet 12. This space makes it possible to preserve a window 4 of a substantial surface, thus improving the habitability of the subway ramp.

Sure Fig. 5 and 6 , we can see the ramp 2 in unfolded position. In addition to the elements already described, we can see here the carpet 12 in fully unfolded position thus allowing the passage of passengers. It will be noted that the cross-members 19 of the belt 12 slide on rails 20 housed in the longitudinal members and integral with said longitudinal members of the parts 9 and 10.

Sure Fig. 13 it is possible to visualize the sleepers 19 sliding on the rails 20. The Kevlar fabric of the carpet 12 has not been shown on Fig. 13 .

The deployment of the belt 12 is enabled by the use of a cable 21. More exactly, two cables 21 are located in the longitudinal members of the parts 9 and 10. The paths of the cables 21 are identical, so we will describe the route of the cable that we can see Fig. 7 .

The belt 12 is in two parts: a first part 12a which covers the half-catwalk or part 9 and a second part 12b which covers the half-catwalk or part 10. The first part 12a of the mat 12 is articulated with the half-catwalk 9 in the vicinity of the hinge 17 with the floor of the subway train 1.

In this way, it is understood that, in the rest position, the belt 12 will be close to the ground under the window 4. In the same way, the portion 12b of the belt 12 is articulated with the half-bridge 10 near the end 2. In this way, since at rest the articulation between the half-bridges 9 and 10 will be in the upper part of the opening of the door 3, it is understood that the half-carpet 12b will also be stored in part under the window 4.

We have seen that each of the two half-mats 12a and 12b has a first end articulated with the bridge 2. Each of the two half-mats 12a and 12b has a second end left free. These ends are connected by the cable 21.

When we examine Fig. 7 , and especially the top of Fig. 7 in the right part, one can see the portion 12a of the carpet 12. Its right end will be fixed to the half-bridge 9 while its left end will be driven by the cable 21. Said cable 21 is then guided by a first pulley 22 and then leaves to the right in the lower part of the half-gangway 9. It is then guided by the roller 23 and the pulley 24 as can be seen more particularly on the figure 9 . The cable 21 then leaves to the left until the half-bridge 10. It is then guided by the pulley 25 and the roller 26 to the pulley 27 which is in the vicinity of the hinge 18 between the two half-bridges 9 and 10. After passing through the pulley 27, the cable reaches the half carpet 12b and is fixed at its end.

Sure Fig. 10 , we can see the bridge 2 in a semi-unfolded position where the cable 21 and its path are more particularly visible.

Sure Fig. 10 it is more particularly possible to distinguish the attachment point 21a of the cable 21 with the half-belt 12a and the point of attachment 21b of the cable 21 with the half-belt 12b, as well as the point of attachment 9c of the half-belt 12a with the half-ramp 9 and the attachment point 10a of the half carpet 12b with the half-ramp 10.

Fig. 11 and 12 illustrate in particular the technique used for the deployment of the ramp 2. Indeed, it is necessary to allow a safe deployment of the half portions 9 and 10. For this purpose, using a cable 28 and a technique already tested. A first end of the cable 28 is secured to the chassis of the subway 1 behind the hinge 17. The cable 28 then travels over the half-bridge 9 and is then guided by a set of pulleys 29 to its fastening at the end of the half-bridge 10 in the vicinity of the hinge 18.

In operation, after opening the front door 3, a passenger will exert a thrust of about 20 kg on the back of ramp 2 which will be sufficient to tilt it towards the track.

The inertia and the assistance cylinder 17 ensure the smooth deployment of the ramp 2 to the end. The cables 28 guarantee the deployment of the half-ramp 10 while the cables 21 cause the deployment of the belt 12.

The full deployment time is less than 10 seconds. The evacuation can then begin.

For the folding of the ramp 12, the support straps 11 fixed in mid-ramp 12 are mounted on a shaft with 2 pulleys. This shaft is equipped with a pinion that engages manually on a gearbox. When the latter is engaged, simply actuate the gearbox, for example with a drill equipped with a tip, so that the straps wind up progressively and up the ramp 2 in fact. When folding, the carpets 12 gradually resume their place in the low position. At the end of withdrawal, the assistance cylinder 17 generates a holding thrust on the ramp 12, which allows it to avoid redeploying itself.

The fallback operation takes less than 8 minutes and can be done by one person. The closure of the door 3 can then be made.

One of the advantages of this solution is to have a mat whose movement of support rails will be guaranteed in parallel. The tension of the cables between the two sides of the ramp will always be balanced because the length of the cables has been calculated so that they are always in tension during the deployment. Pulleys integrated in the uprights of the two parts of the ramp help to avoid hurting these cables.

The use of cables makes it possible, unlike a purely inertial operation, to limit the lubrication of the sleepers of the belt 12, which reduces the maintenance required.

Claims (3)

1. A ramp (2) intended for evacuating passenger transport vehicles (1), said ramp (2) being foldable and, under normal working conditions, intended to remain folded and stay inside the vehicle (1) and which requires only manual actuation to deploy it, said ramp (2) comprising a first (9) and a second (10) part forming a gangway (15), said parts (9, 10) being connected by an articulation (18), and a belt (12) able to support the passage of users, characterized in that the belt (12) is made in two parts (12a and 12b), each part (12a, 12b) of the belt (12) comprising a distal end (9c, 10a), which is respectively articulated to an end of the gangway (15) and a proximal end (21a, 21b) which is connected to at least one cable (21) of deployment of the belt (12).
2. Ramp according to claim 1, characterized in that the first part (12a) of the belt (12) is articulated to the half-gangway (9) near an articulation (17) to the floor of the vehicle (1).
3. Ramp according to any one of the preceding claims, characterized in that it comprises two cables (21), located in the longitudinal members of the first part (9) and the second part (10), the length of the cables being calculated so that the cables are always under tension during deployment.

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