GB2491112A

GB2491112A - Self-loading ramp for a wheeled vehicle

Info

Publication number: GB2491112A
Application number: GB1108426.6A
Authority: GB
Inventors: Fredrick Charles Brown
Original assignee: Advanced Vehicle Concepts Ltd
Current assignee: Advanced Vehicle Concepts Ltd
Priority date: 2011-05-19
Filing date: 2011-05-19
Publication date: 2012-11-28
Also published as: GB201108426D0

Abstract

This invention relates to a mobility scooter 200, or similar vehicle, and a ramp 100 for loading said scooter onto another vehicle for transportation. The ramp includes a guide member 150, for capturing a front wheel of the scooter and for moving along the major axis of the ramp from a first height to a second height. The guide member disengages the steering of the vehicle such that the course of the vehicle is dictated by the guide member. The invention also relates to a vehicle, which includes a foldable seat 202 and steering tiller 204, such that the height of the vehicle may be reduced. The vehicle also includes a remote controller.

Description

A VEHICLE AND A RAMP FOR LOADING A VEHICLE

This invention relates to a vehicle and a ramp for loading a vehicle. More specifically, but not exclusively, this invention relates to a mobility scooter and a ramp for loading a mobility scooter into a larger vehicle.

Mobility scooters are typically used by the elderly and infirm as a mode of transport. They are usually powered by an electric motor and a battery, and therefore have a range limited by the power output of the motor and the capacity of the battery. The mobility scooter design is therefore a compromise between the weight and size of the scooter, and its potential range. The range of many mobility scooters is such that only local trips from the user's home are viable.

If the user wants to take his/her mobility scooter to a destination which is outside the range of the mobility scooter, then he/she must transport the mobility scooter to the destination. As mobility scooter users are often elderly or infirm, the process of transporting the mobility scooter is problematic. One prior art device for solving this problem is a ramp.

An example of a ramp 10 of the prior art is shown in Figure 1. The ramp 10 includes two angled platforms 12, which extend from the rear of the vehicle to the ground such that a mobility scooter may drive up the angled platforms 12 into the rear of the vehicle.

There are problems with the ramp 10. The ramp 10 can be dangerous to use, as the angled platforms 12 must be aligned carefully for the mobility scooter to drive up safely. If the angled platforms 12 are misaligned, or if the angled platforms 12 slide off the rear of the vehicle, then the mobility scooter may fall to the ground, potentially causing serious damage to the mobility scooter and injury to the elderly or infirm person.

The ramps 10 are large to reduce the angle of the angled platforms 12. The size of the ramp 10 can therefore be difficult and cumbersome for the elderly or infirm to use, and can take up a lot of space inside the vehicle when not in use and stored in the vehicle.

Furthermore, as it is prohibited for the elderly or infirm person to ride the mobility scooter up the angled platforms 12, the person must stand to one side of the angled platforms 12 and operate the mobility scooter's accelerator. This is a difficult and dangerous operation, particularly as mobility scooters may accelerate very quickly when unloaded.

Clearly, the ramp was not an appropriate solution. Therefore, alternatives were developed, including a lift, a hoist, and a "take-apart" scooter.

The lift 20 is illustrated in Figure 2. The lift 20, which is similar to a "tail lift" as used on a lorry, includes a fixing member 22, a pillar 24 and a platform 26. The platform 26 may be moved along an axis of the pillar 24. The lift 20 is fixed to the rear of a vehicle by the fixing member 22, which typically includes large bolts and steel plates such that the lift 20 is secured to the chassis of the vehicle.

In use, the platform 26 is lowered to the ground along the pillar 22 (achieved by an electric motor in the pillar 22), and the mobility scooter is driven onto the platform 26. The platform 26 is then raised off the ground.

The lift 20 may be adapted such that the platform 26 is rotatable between a stowed position, such that the platform 26 is parallel with the rear of a vehicle, and a deployed position, such that the platform 26 is parallel with the ground.

There are problems associated with the lift. When the lift 20 is in the stowed position, the platform 26 blocks the rear door from opening. This can prohibit access to, for example, the boot of a car, or the back of a van. Also, when the mobility scooter is loaded on the deployed lift 20, the mobility scooter may become very dirty and wet in adverse weather conditions (this may also damage the mobility scooter's electronics). The scooter also has a tendency to bounce off the lift 20 if it is not secured, which is obviously dangerous.

The lift 20 also affects the weight distribution of the vehicle, and makes it difficult for the driver to park it.

Another option is the hoist, illustrated in Figure 3. The hoist 30 includes a fixing member 32, a mast 34, a boom 36, an attachment 37 and a winch 38. The winch 38 and the attachment 37 are connected through a cable 39, which runs along the boom 36.

The hoist 30 is fixed to the interior of a vehicle via the fixing member 32, which typically includes large bolts and steel plates such that the hoist 30 is secured to a chassis of the vehicle. The attachment 37, such as a hook, is used to attach the mobility scooter to the hoist 30. The winch 38 then winds up the cable 39 such that the mobility scooter is lifted towards the boom 36.

The mobility scooter can then be moved into the vehicle. This can be achieved by having a retractable boom 36, such that the boom 36 can be retracted into the vehicle.

There are problems associated with the hoist. For example, if the vehicle is parked on a hill, then the mobility scooter will swing under gravity as it is lifted off the ground. This is obviously dangerous. Also, the hoist 30 is fixed to the inside of the vehicle, which takes up interior space. The hoist 30 can therefore decrease the boot space of a car.

There are problems associated with both the lift 20 and the hoist 30. The lift 20 and the hoist 30 use the vehicle as a counterbalance when lifting the mobility scooter. lithe vehicle is small and/or light, it may experience a force when using the lilt 20 or hoist 30 to move a vehicle causing the vehicle to tip. This is a health and safety risk, and can cause damage to the vehicle andlor mobility scooter.

The lift 20 and the hoist 30 are therefore normally used on larger vehicles, such as large vans or 4x4s, or when the mobility scooter is very light.

There are further problems associated with both the lift 20 and the hoist 30. The lilt 20 and the hoist 30 require specialist fitting, as they normally require steel plates and large bolts to be fitted properly. This is expensive work, and requires the vehicle to be modified which reduces the second hand value of the vehicle.

Another option is a "take-apart" mobility scooter. The "take-apart" mobility scooter can be dissembled into its constituent parts, which are small enough to be lifted into a vehicle.

A first problem with the "take-apart" mobility scooter is that some of the constituent parts are heavy. For example, the part including the battery may have a mass of around 20kg, which is very heavy for an elderly or infirm person. Furthermore, as the "take-apart" mobility scooter is designed to be as light as possible, they are relatively small and unsafe to drive, and the battery is typically smaller which reduces its range.

Furthermore, it is undesirable to spend a lot of time dissembling and assembling the "take-apart" mobility scooter outside the vehicle, for example when it is raining. It can also be difficult for some elderly or infirm people to dissemble or assemble the "take-apart" mobility scooter, for example, if they have arthritis.

All these solutions are clearly unsatisfactory. There has been a long-felt need in the industry for a device for loading a mobility scooter into a larger vehicle, which alleviates some or all of the above problems.

According to a first aspect of the invention, there is provided a ramp, for loading a vehicle having a first front wheel from a first height to a second height, the ramp comprising a first guide member, wherein the first guide member is adapted for capturing the first front wheel of the vehicle and for moving the vehicle along the ramp's major axis from the first height to the second height.

Therefore, the ramp of the present invention may safely guide a vehicle, such as a mobility scooter, up the ramp and into, for example, a larger vehicle. The guide member captures the first front wheel of the mobility scooter, which may disengage the first front wheel from the ground such that it no longer controls the steering of the mobility scooter. Therefore, the course of the mobility scooter is defined by the first guide member, which is configured to move along the ramp's major axis, and into the larger vehicle.

The skilled reader will understand that the drive of a mobility scooter tends to be from the rear wheels, so the ramp of the present invention therefore utilizes the power of the mobility scooter to drive it up the ramp, whilst the path of the mobility scooter is defined by the guide member, which is configured to move along the ramp's major axis from the first height to the second height, and into the larger vehicle, thus preventing it from moving off course.

Furthermore, as the size and weight of mobility scooters that may use the ramp of the present invention are not as limited as, for example, the take-apart mobility scooter, the user may use larger and heavier mobility scooters. These tend to be safer and have greater ranges.

The first guide member may be adapted for slidable engagement with the ramp for moving along the ramp's major axis. Thus, roller bearings may be used, which may reduce the friction between the first guide member and the ramp such that less force is required to move the first guide member along the ramp's major axis.

Optionally, the vehicle also has a second front wheel, and the ramp may further comprise a second guide member, wherein the first and second guide members are adapted for capturing the first and second front wheels of the vehicle respectively and for moving along the ramp's major axis from the first height to the second height. Thus, for four-wheeled vehicles, the ramp of the present invention includes a first and second guide member for capturing each front wheel. The first and second guide members may be adapted for slidable engagement with the ramp.

Preferably, the ramp includes a first ramp portion, a second ramp portion and a third ramp portion, wherein the first ramp portion is adapted for installation in a second vehicle, and the second and third ramp portions are deployable from the first ramp portion for ground engagement. Therefore, the first ramp portion may provide a platform for the mobility scooter to be loaded onto, and the second and third ramp portions may be deployed from the first ramp portion, for ground engagement. Furthermore, the ramp of the present invention is retrofittable, so the user may use the ramp interchangeably on their cars.

Alternatively, a hire car company may use a single ramp amongst several vehicles in their fleet.

Preferably, the first and second ramp portions are adapted for parallel slidable engagement, such that the second ramp portion is slidable from a first state, wherein the first and second ramp portions substantially overlap, to a second state. Therefore, the second ramp portion may slide under the first ramp portion for storage. Furthermore, the force required to deploy the second ramp portion, such that the third ramp portion may engage the ground, is substantially reduced. This makes it easy for an elderly or infirm person to use the ramp of the present invention.

The second ramp portion may be adapted to rotate relative to the first ramp portion when in the second state, such that the third ramp portion engages the ground. Therefore, as the second ramp portion is moved to the second state, the second ramp portion may rotate under its own weight such that the third ramp portion engages the ground. Thus, the only force required to move the ramp portions is to move the second ramp portion between its first and second states, which may be reduced by the use of roller bearings.

The first and second ramp portions may be connectable by a bracket, wherein the bracket is configured for slidable engagement with the first ramp portion, and rotatably connected to the second ramp portion.

Preferably, the ramp includes biasing means between the bracket and the second ramp portion. Therefore, as the second ramp portion rotates relative to the first ramp portion under its own weight, the biasing means may be configured to limit the acceleration such that the third ramp portion touches the ground at a suitable speed.

Preferably, the third ramp portion is rotatable relative to the second ramp portion, between a first state, wherein the third ramp portion is substantially in line with the second ramp portion, and a second state, wherein the third ramp portion is substantially perpendicular with the second ramp portion. Therefore, in the first state, the length of the ramp from a boot lip of the larger vehicle to the ground is the distance of the second and third ramp portions, which maximises the length of the ramp when deployed to the ground. However, the third ramp portion may move to the second state, for example, when the second ramp portion is stored underneath the first ramp portion, such that the third ramp portion is substantially perpendicular to the second ramp portion. This reduces the length of the ramp when it is stored in the larger vehicle.

Preferably, the ramp further comprises a seat anchor and a leg, wherein both the seat anchor and the leg are adapted to adjust the height of the ramp. This allows the height of the ramp to be tailored to the larger vehicle, such that the ramp may be aligned with the boot lip of the larger vehicle.

The ramp may further comprise a retractable pin. The retractable pin may be used in conjunction with, for example, a push-to-make switch on the vehicle, which is configured to disengage the vehicle's power when pushed. Thus, as the vehicle is loaded into the larger vehicle, the vehicle's power may be shut-off, which may engage the automatic brakes of the vehicle.

The ramp may include a first and second ramp section, configured for alignment with a track of the vehicle. Therefore, the ramp may be configured for a particular vehicle having a particular track distance by adjusting the distance between the ramp sections. This distance may be defined by rigid struts connecting the ramp sections, which may be adjustable in length.

According to a second aspect of the invention, there is provided a vehicle, for transporting a person, having a seat and a steering tiller, the vehicle comprising a remote control, for moving the vehicle, wherein the seat and steering tiller are foldable to a collapsed state, such that the vehicle's height is substantially reduced.

The vehicle of the present invention is therefore adapted to be safely loaded and unloaded from a second vehicle. The vehicle includes a remote control, such that a user may get off the vehicle and remotely control it to move up and down the ramp. Therefore, the user does not have to awkwardly use the controls on the steering tiller as the smaller vehicle ascends/descends the ramp. Furthermore, the vehicle has a folding seat and steering tiller, for reducing the height of the vehicle, such that it may be loaded into a greater range of larger vehicles.

Preferably, the steering tiller is foldable into a cavity in the seat. This further reduces the height of the vehicle when in the collapsed state.

The vehicle may also have a front wheel steerable by the steering tiller, wherein the steering tiller is only foldable into a cavity in the seat when the steering tiller defines a straight ahead steer angle for the front wheel.

Preferably, the remote control is activated when the steering tiller and seat are in the collapsed state.

The vehicle may further comprise a push to make switch, positioned on a front portion of the vehicle. This push-to-make switch may work in conjunction with, for example, a retractable pin on a ramp on the second vehicle, such that the vehicle's power may be cut-off when the vehicle is loaded onto the second vehicle.

Preferably, the vehicle further comprises substantially horizontal castor wheels. The substantially horizontal castor wheels may work in conjunction with a ramp to ensure that the vehicle remains in contact with the ramp when on uneven and/or cambered ground.

Preferably, the vehicles further comprises driven rear castor wheels. Therefore, in the event the vehicle's rear wheels become grounded as the vehicle moves from the ground to a ramp, the driven rear castor wheels ensure the vehicle continues its forward motion onto the ramp.

The vehicle may be a mobility scooter.

Embodiments of the invention will now be described, by way of example, and with reference to the drawings in which:

Figure 1 is a side view of ramp of the prior art;

Figure 2 is a side view of a lift of the prior art; Figure 3 is a side view of a hoist of the prior art; Figure 4 is a side view of a ramp of the present invention, installed in a larger vehicle, showing the primary and secondary ramp portions in their stored states; Figure 5 is a side view of the ramp of Figure 4, showing the primary and secondary ramp portions in their extended states; Figure 6 is a side view of the ramp of Figure 4, showing the primary and secondary ramp portions in their extended states, the primary ramp portion having rotated relative to the base ramp portion such that the secondary ramp portion engages the ground, and a mobility scooter being captured in a carriage; Figure 7 is a side view of the ramp of Figure 4, showing the primary and secondary ramp portions in their extended states, the primary ramp portion having rotated relative to the base ramp portion such that the secondary ramp portion engages the ground, and a mobility scooter being captured in a carriage and moving up the ramp where the rear wheel has become grounded; Figure 8 is a plan view of the ramp of Figure 4, showing the primary and secondary ramp portions in their extended states and a mobility scooter being loaded on the base ramp portion; Figure 9 is a side view of the ramp of Figure 4, showing the primary and secondary ramp portions in their stored states and a mobility scooter being loaded on the base ramp portion; Figure 10 is a cross-sectional view of the ramp of Figure 4, showing the base ramp portion and the primary ramp portion; Figure 11 is a side view of a mobility scooter of the present invention; Figure 12 is a side view of the mobility scooter of Figure 11, in a collapsed state; and Figure 13 is a plan view of a front portion of the mobility scooter of Figure 11.

A ramp 100 of the present invention will now be described with reference to Figures 4 to 10.

The ramp 100 is formed of left and right sections 102, 104 (the left section 102 being shown in Figure 4). Each ramp section 102, 104 comprises three ramp portions, that is, a base ramp portion 110, a primary ramp portion 120, and a secondary ramp portion 130.

The base ramp portion 110 is sized and shaped to fit into a rear of a vehicle (for example, a boot of a car). In this embodiment, the base ramp portion 110 extends from a boot lip 11 to a front car seat 13. The base ramp portion 110 has a perpendicularly extending portion 111 at the car seat 13 end. The perpendicularly extending portion 111 includes a retractable pin 117. Figure 4 shows the retractable pin 117 in its deployed state.

The base ramp portion 110 is connected to a seat anchor 101, having a pillar 101 a, an arm lOib and height adjustment means lOic. The arm lOib is positioned under the front seat 13 of the car. The pillar lOla extends substantially vertically behind the front seat 13, and is attached to the perpendicularly extending portion 111 of the base ramp portion 110 via the height adjustment means lOic.

The base ramp portion 110 also includes an adjustable leg 113, which has a foot at a lower portion thereof, for positioning on the boot of the car, and attaches at an upper portion thereof to the base ramp portion 110. The adjustable legs may be extended or contracted.

The primary ramp portion 120 is also sized and shaped to fit into the boot of the car, and is configured to slidably engage the base ramp portion 110. The primary ramp portion 120 and the base ramp portion 110 are connected via a bracket 122 and gas strut 124. The bracket 122 is attached to the base ramp portion 102 via a double axis roller bearing. This allows the bracket 122 and the primary ramp portion 120 to move relative to the base ramp portion 110, along their longitudinal axes, for example, from the stored state shown in Figure 4, to the extended state shown in Figure 5. In this embodiment, the bracket 122 and the base ramp portion 110 are not rotatably engaged. Therefore, the bracket and the base ramp portion 102 maintain a constant relative angle.

The bracket 122 is rotatably attached to the primary ramp portion 120. Therefore, as the primary ramp portion 120 is moved to the extended state shown in Figure 5, it may rotate about the attachment point between the bracket 122 and the primary ramp portion 120. The primary ramp portion 120 may therefore rotate about the attachment point to the position shown in Figure 6. The gas strut 114 is attached to the bracket 122 and the primary ramp portion 120 in order to limit the acceleration of the primary ramp portion 120.

The secondary ramp portion 130 is rotatably attached to the primary ramp portion 120. In this embodiment, the second ramp portion 130 is around 50% of the length of the first ramp portion. The secondary ramp portion 130 may rotate from its stored position, where it is substantially perpendicular to the primary ramp portion 120 as shown in Figure 4, to its extended position, where it is substantially in line with the primary ramp portion 120 as shown in Figure 5. In this embodiment, the secondary ramp portion 130 is clipped in the stored position, and when unclipped and folded down, automatically locks in the extended position.

The retractable pin 117 is connected to the bracket 122 by a tether 126. Therefore, as the primary and secondary ramp portions 120, 130 move to their extended positions (as shown in Figure 5), the tether 126 exerts a force on the retractable pin 117 causing it to retract.

Thus, the retractable pin 117 moves away from its deployed position.

The skilled reader will understand that the size of the ramp portions will vary according to its particular application. That is, for a relatively larger vehicle, such as a 4x4 vehicle, the distance between the front seat and the boot lip will be relatively large when compared to a smaller vehicle, e.g. a hatchback, and the size of the ramp portions may be adjusted accordingly.

Figure 10 illustrates a cross sectional view of the base ramp portion 110 and the primary ramp portion 120 of the left section 102 of the ramp 100 when the primary ramp portion is stored underneath the base ramp portion 110 (the right section counterparts are a mirror image of Figure 10). The ramp portions are a lightweight aluminium extrusion. This makes the ramp portions easy to manufacture, and suitably light for the user to install and use.

Figure 10 illustrates the bracket 122 being slidably connected to base ramp portion 110 via a double axis bearing, and being rotatably connected to the primary ramp portion 120.

Figure 8 shows a plan view of both the left and right sections 102, 104 of the ramp portions when the primary and secondary ramp portions 120, 130 are in the extended position. The ramp portions have punched out areas to create a ladder' effect. This reduces the weight of the ramp portions, and increases the friction between a tyre of a mobility scooter and the ramp portions.

Figure 8 also illustrates a plurality of struts 105 situated between the left and right sections 102, 104 of the ramp portions. These struts 105 ensure the left and right ramp sections 102, 104 maintain a constant distance between each other along their major axis. The skilled reader will understand that this distance is calibrated to substantially correspond with the track of a mobility scooter. The struts 105 may be adjustable in length.

Referring to Figure 4, the ramp 100 of the present invention also includes a carriage 150. In this embodiment, the carriage 150 is configured to be used with three and five wheeled mobility scooters, thus having a central front wheel. The carriage 150 is adapted to capture the central front wheel of the mobility scooter as it is received. In other words, as the central front wheel is driven in to the carriage 150, it is lifted off the ground and secured in the carriage 150. Thus, the central front wheel no longer engages the ground and further motion would cause the mobility scooter and the carriage to move together. Therefore, the central front wheel no longer controls the steering of the vehicle.

In this embodiment, the carriage 150 captures the central front wheel via a hole in the carriage 150, which is sized and shaped to receive the central front wheel therein.

The carriage 150 is adapted to be slidably engaged with the ramp portions. As shown in Figure 10, the carriage 150 includes a double axis roller bearing on either side to engage with the left and right ramp sections 102, 104 (Figure 10 illustrates the left section of the ramp portions, the right section counterparts being a mirror image thereof). In Figure 10, the carriage 150 is slidably engaged with the base ramp portion 110. However, as shown in Figures 5 to 7, the carriage 150 becomes slidably engaged with each ramp portion as it moves from the base ramp portion 110, to the primary ramp portion 120, to the secondary ramp portion 130.

Referring to Figure 8, the base ramp portion 110 also includes a tension rail 140, which is slidably engaged with the base ramp portion 110 such that it may move between the boot lip end and the car seat end thereof. The tension rail 140 is also attached to the base ramp portion 110 via a biasing cord 145, which is configured to bias the tension rail 140 towards the boot lip end of the base ramp portion 110 as it moves towards the car seat end thereof.

The skilled reader will understand that as the carriage 150 moves up the ramp towards the base ramp portion 110, the carriage 150 abuts the tension rail 140 and moves it towards the car seat end thereof. Therefore, the tension rail 140 and the carriage 150 experience the tension of the biasing cord 145 forcing the tension rail and the carriage 150 towards the boot lip end of the base ramp portion 110. Thus, as shown in Figure 4, if the secondary ramp portion 130 is in the stored position, the tension rail 140 and the carriage 150 will abut the secondary ramp portion 130.

Furthermore, if a mobility scooter is captured in the carriage 150 as it abuts the tension rail 140 and moves towards the car seat end thereof, the tension rail 140, carriage 150 and mobility scooter experience the tension of the biasing cord 145. This forces the tension rail 140, carriage 150 and mobility scooter towards the boot lip end of the base ramp portion against the secondary ramp portion 130 (as shown in Figure 9). This also stops the mobility scooter from moving around when parked on the ramp 100.

The skilled reader will also understand that the ramp of the present invention may also be adapted to load vehicles having two front wheels, such as four-wheeled mobility scooters.

This alternative ramp will again have a first and second ramp section, but each ramp section will have a carriage associated with it. The first and second carriage is adapted to receive the first and second front wheel respectively, and is adapted to move along the major axis of the ramp, preferably by slidable engagement between the carriage and the ramp sections.

A vehicle of the present invention will now be described, with reference to Figures 11 to 13.

In this embodiment, the vehicle is a mobility scooter 200 substantially as described in Applicant's UK Patent Publication No. 2440322. The skilled reader will understand this is a five-wheeled' mobility scooter, having two rear driven wheels 201a, 2db, a larger central front wheel 203 surrounded by a frame 206, and two smaller front wheels 205a, 205b either side of the central front wheel 203. The mobility scooter 200 also includes a driven castor wheel 207a, 207b associated with each of the two rear driven wheels. These driven castor wheels 207a, 207b are substantially as described in Applicant's UK Patent Publication No. 2455135.

The mobility scooter 200 of the present invention is configured to fold from an in use position, as shown in Figure 11, to a collapsed position as shown in Figure 12. The mobility scooter 200 therefore has a foldable seat 202 and foldable steering tiller 204. The rear of the seat 202 has a cavity sized and dimensioned to receive the steering tiller 204, when the steering tiller 204 defines a straight ahead steer angle, as it is folded down. The mobility scooter 200 is also configured to automatically shut off the power as the steering tiller 204 and/or seat 202 is folded down.

The mobility scooter 200 also includes a remote control 210, which is received in a moulded holder 208 on the mobility scooter 200 and is connected via a wire. When the mobility scooter 200 is in the collapsed position, that is, when the seat 202 and steering tiller 204 are folded down and the power is shut off, the remote control may then be removed which reactivates the power to the mobility scooter 200. Thus, the mobility scooter 200 may be controlled remotely.

In this embodiment, the remote control 210 has an UP' and DOWN' button. When operated, these buttons move the mobility scooter 200 forwards and backwards respectively.

For safety, the mobility scooter 200 is configured to move at a relatively slow speed when being controlled remotely.

The mobility scooter 200 also includes guide wheels 212, which are substantially horizontal, i.e. parallel to the ground.

As shown in Figure 13, the mobility scooter 200 also includes a power cut-off button 206b, which is positioned in a hole 206h in the frame 206 on a front portion of the vehicle. The frame 206, hole 206h and button 206b are configured such that the retractable pin 117 presses the button 206b as the mobility scooter moves into its parked state as shown in Figure 9. The power button 206b is a push-to-make switch, configured to cut-off the power to the mobility scooter 200 when pressed (this is controlled by the mobility scooter's 200 electronics).

A method of installing the ramp 100 to a vehicle will now be described. For the purposes of this description, the vehicle is a family-sized car having a boot and foldable rear seats.

However, the ramp 100 may be installed to many other forms of vehicle, as will be apparent to the skilled person.

The user opens the tailgate of the car and folds down the rear seats. The user then moves the ramp 100, which should be in the stored position to make it more manoeuvrable, into the boot via the tailgate. The arm of the seat anchor 101 for both the left and right ramp section 102, 104 should be placed under each front seat of the car. This fixes the ramp 100 in position and prevents the ramp 100 from tipping when the mobility scooter 200 is loaded.

Additionally, the user may use the car's rear seat belts to secure the ramp 100 in position.

The adjustable leg 103 of each ramp section is then placed on the boot of the car. The user may then adjust the length of the adjustable leg 103 of each ramp section 102, 104, and the height adjustment means lOic of the seat anchor 101 of each ramp section 102, 104, to ensure that the base ramp portion 110 is substantially horizontal and aligned with the boot lip of the car, as shown in Figure 4.

A method of loading a smaller vehicle, such as the mobility scooter 200, into a larger vehicle, such as a car, will now be described. The ramp 100 is installed using the method outlined above such that is in a position as shown in Figure 4, that is, the primary and the secondary ramp portions 120, 130 are in the stored position and the secondary ramp portion 130 is clipped in place. The user opens the car's tailgate to gain access to the boot. The user then unclips the secondary ramp portion 130 and rotates it until it is in line with the primary ramp portion 120. The secondary ramp portion 130 locks in place.

The user then pulls out the primary and secondary ramp portions 120, 1 30 to the position shown in Figure 5. This does not involve any significant forces as the primary and base ramp portions 120, 110 are slidably engaged by roller bearings. As the primary and secondary ramp portions 120, 130 reach the extended position, the user may release them and they rotate about the attachment point between the bracket 122 and the primary ramp portion 120 until the secondary ramp portion 130 touches the ground. The ramp portions rotate about the attachment point under their own weight, whilst the gas strut 124 limits their acceleration.

As the primary and secondary ramp portions have rotated such that they engage the ground, the primary ramp portion 120 is now in alignment with the base ramp portion 110 such that the carriage 150 may move between the two portions. That is, the double axis roller bearings on either side of the carriage 150 may move between the primary ramp portion 120 and the base ramp portion 110.

The carriage 150 is positioned at the boot lip end of the base ramp portion 110, by virtue of the tension rail 140 and biasing cord 145 (as shown in Figure 5). Therefore, the user does not have to reach significantly into the boot of the car to get the carriage 150. The user may then slide the carriage 150 from the boot lip end of the base ramp portion 110 into the primary ramp portion 120. The carriage 150 will then slide under its own weight down the ramp to the ground engaging end of the secondary ramp portion 130 (the user may manually slide the carriage 150 down, if he/she wishes).

The user then drives the mobility scooter 200 up to the carriage 150 and places the central front wheel in the hole. The wheel is therefore secure in the carriage 150 and the mobility scooter 200 is captured. The user then disembarks the mobility scooter 200, folds down the seat, and folds the steering tiller into its cavity on the rear of the seat, as shown in Figure 6.

This cuts off the mobility scooter's power and ensures the mobility scooter's steer angle is straight ahead.

The user then removes the remote control 210 from its holder 208 on the scooter 200. This restarts the mobility scooter's 200 power. The remote control has an UP' button to cause the mobility scooter to move forwards, and a DOWN' button to cause the mobility scooter to move backwards.

To load the mobility scooter 200 in the boot of the car, the user presses the UP' button, which overrides the ignition and causes the mobility scooter 200 to move forward at a relatively slow speed compared to the vehicles maximum speed. As the mobility scooter moves forwards, the carriage 150 guides the mobility scooter 200 up the ramp as the carriage 150 has a fixed course along the major axis of the ramp 100. Thus the carriage 150 prevents the mobility scooter 200 from moving off course. The mobility scooter 200 therefore safely makes its ascent, via the secondary and primary ramp portions 130, 120, towards the base ramp portion 110.

The horizontal guide wheels 212 contact the inner walls of the ramp portions 110, 120, 130 as the mobility scooter 200 ascends the ramp 100. This ensures that the mobility scooter remains in contact with the ramp 100 as it ascends, even on a cambered road or uneven road surface.

As the mobility scooter 200 moves onto the base ramp portion 110, it abuts the tension rail and moves it from the boot lip end of the base ramp portion 110 towards the car seat end thereof. Therefore, the biasing cord 145 forces the tension rail 140, the carriage 150 and the mobility scooter 200 towards the boot lip end of the base ramp portion 110. This helps slow the mobility scooter 200 down as the mobility scooter 200 enters the boot and ensures it does not substantially accelerate as it moves from the upward gradient of the primary ramp portion 120 to the flat base ramp portion 110.

As the front of the mobility scooter 200 reaches the car seat end of the base ramp portion 110 (as shown in Figures 8 and 9), the retractable pin 117 presses the mobility scooter's power cut-off button 206b, turning the mobility scooter off. The mobility scooter's brakes are then automatically applied and the mobility scooter is safely parked on the base ramp portion 110. The user may then place the remote control 210 in a convenient place adjacent the boot lip.

The user then lifts the primary and secondary ramp portions 120, 130 such that they are parallel with the base ramp portion 11 0. This motion is assisted by the gas strut 114 to ensure that it can be performed by an elderly or infirm person. The primary and secondary ramp portions 120, 130 are then pushed towards the car such that the primary ramp portion 120 moves under the base ramp portion into its stored position. The user then rotates the secondary ramp portion 130 into its stored position and clips it in place, as shown in Figure 9. This also provides a further barrier for the mobility scooter 200 to prevent it moving backwards out of the boot. The user may then shut the tailgate and drive the car with the mobility scooter 200 safely parked in the boot.

When the user arrives at their destination, the mobility scooter 200 may be unloaded by substantially reversing the steps outlined above. That is, the user opens the tailgate of the car and rotates the secondary ramp portion 130 such that it is in line with the primary ramp portion 120. The user then pulls out the primary and secondary ramp portions 120, 130 to their extended position. As the primary and secondary ramp portions 120 move to their extended positions, the tether 126 causes the retractable pin 117 to retract away from the power cut-off button 206b. The power cut-off button 206b is therefore released. This ensures that the user may not operate the mobility scooter 200 without first extending the primary and secondary ramp portions 120, 130.

As before, primary and secondary ramp portions 120, 130 rotate about the attachment point between the bracket 122 and the primary ramp portion 120, until the secondary ramp portion engages the ground.

The user may then cause the mobility scooter 200 to descend the ramp 100 by pressing the DOWN' button, which reactivates the mobility scooter's 200 power. This causes the mobility scooter 200 to reverse and be guided down the ramp 100 via the carriage 150. The horizontal guide wheels 212 ensure that the mobility scooter's 200 wheels remain in contact with the ramp 100, even when on uneven ground or on a camber.

When the mobility scooter 200 reaches the ground, the user may replace the remote control 210 in the holder 208 and unfold the steering tiller and seat. This reactivates the steering tiller's controls such that the user may drive the mobility scooter 200 in a conventional manner and off the carriage 150. The user then puts the primary and secondary ramp portions 120, 130 in their stored positions respectively and closes the tailgate. The user may then use their mobility scooter at the destination.

The skilled reader will understand that, in the event the relative angle of the ramp 100 and the ground is sufficiently small, as the front wheels ascend the lower portions of the ramp 100, the rear wheels may become grounded as the weight of the mobility scooter 200 is taken by the rear castor wheels (as shown in Figure 7). In this embodiment, the rear castor wheels are also driven and therefore ensure the mobility scooter 200 continues to move forward. However, for a mobility scooter without the rear driven castor wheels, the ramp portions may be extended, or the user may find ground of appropriate gradient, to ensure the rear wheels of the mobility scooter do not ground as it ascends the ramp 100.

A second embodiment of the present invention will now be described. The second embodiment is substantially similar in structure to the first embodiment. However, the mobility scooter of the second embodiment further includes a seat actuator, for folding the seat, a steering tiller actuator, for folding the steering tiller, and a counter, for counting the number of rotations of the rear wheels.

The ramp of the second embodiment further includes a roller assembly, positioned on the base ramp portion at a point where the rear wheel rests when the mobility scooter is parked thereon. The function of the roller assembly will be described in more detail below.

The method of loading a vehicle, such as a mobility scooter, of the second embodiment of the present invention will now be described. As in the first embodiment, the user opens the tailgate of the car, extends the primary and secondary ramp portions, which rotate such that the secondary ramp portion engages the ground, and the carriage is moved to the ground engaging portion of the secondary ramp portion.

The user drives the mobility scooter up to the ramp and inserts the central front wheel into the carriage. The mobility scooter is therefore captured in the carriage. The user then disembarks the mobility scooter. However, in this embodiment, the user does not manually fold down the seat and steering tiller.

In this embodiment, the user removes the remote control from the holder on the mobility scooter, and presses the UP' button to move the mobility scooter up the ramp, guided by the carriage. As the mobility scooter ascends the ramp, the counter counts the number of revolutions made by the rear wheels. After a predetermined number of revolutions, the seat actuator and the steering tiller actuator are activated and the seat and steering tiller are folded down as the mobility scooter makes its ascent. The actuators are configured to fully fold down the seat and steering tiller before the mobility scooter reaches the transition between the primary ramp portion and the base ramp portion.

As the mobility scooter moves onto the base ramp portion, the rear wheels locate on the roller assembly. The roller assembly is rotated by the rear wheels of the mobility scooter as the user holds the UP' button and the rear wheels rotate. The roller assembly is configured to use the power of the rear wheels of the mobility scooter to lift the primary and secondary ramp portions, such that they are parallel with the base ramp portion, and move the primary and secondary ramp portions such that the primary ramp portion moves underneath the base ramp portion.

Once the primary ramp portion is in its stored position, the secondary ramp portion abuts a stop, and the roller assembly is adapted to then rotate the secondary ramp portion into its stored position. The safety lever is then deployed, which cuts the power to the scooter and acts as a visual aid to inform the user that the loading operation is complete and the vehicle is in its parked position. The user may then place the remote control in a convenient location adjacent the boot lip, close the tailgate, and drive the car to its destination.

At the destination, the user may unload the mobility scooter by substantially reversing the steps outlined above. The user pushes down the safety lever, which reactivates the power to the mobility scooter. The user then presses the DOWN button on the remote control, such that the rear wheels of the mobility scooter rotate the roller assembly in the opposing direction. This causes the secondary ramp portion to rotate such that it is in line with the primary ramp portion, moves the primary and secondary ramp portions to their extended position, which then rotate such that the secondary ramp portion engages the ground.

As the ramp reaches a predetermined angle, or alternatively when a sensor on the secondary ramp portion recognizes that the secondary ramp portion has engaged the ground, the roller assembly locks. Therefore, as the user continues to press the DOWN' button on the remote control, the mobility scooter reverses out of the boot and descends the ramp, guided by the carriage.

As the mobility scooter descends the ramp, the counter counts the number of revolutions of the rear wheels, and causes the seat actuator and steering tiller actuator to unfold the seat and steering tiller, such that they are both fully unfolded as the mobility scooter reaches the ground.

The user may then replace the remote control in its holder, and drive the mobility scooter in the conventional manner and off the carriage. The user may then lift the primary and secondary ramp portions such that they are parallel to the base ramp portion (again, this action is assisted by the gas strut), slide the primary ramp portion underneath the base ramp portion, and rotate the secondary ramp portion to its stored position and clip it in place. The user may then shut the tailgate and use their mobility scooter at the destination.

The skilled person will understand that the ramp of the present invention is not limited to loading a vehicle onto a larger vehicle. That is, the ramp may be used to load a vehicle onto a workshop maintenance table, or onto a raised platform in a garage. Furthermore, the vehicle of the present invention is not limited to being a mobility scooter. The vehicle may be of other forms, such as a wheelchair.

Claims

CLAIMS1. A ramp, for loading a vehicle having a first front wheel from a first height to a second height, the ramp comprising a first guide member, wherein the first guide member is adapted for capturing the first front wheel of the vehicle and for moving the vehicle along the ramp's major axis from the first height to the second height.
2. A ramp as claimed in Claim 1, wherein the first guide member is adapted for slidable engagement with the ramp for moving along the ramp's major axis.
3. A ramp as claimed in Claim 1, wherein the vehicle also has a second front wheel, the ramp further comprising a second guide member, wherein the first and second guide members are adapted for capturing the first and second front wheels of the vehicle respectively and for moving along the ramp's major axis from the first height to the second height.
4. A ramp as claimed in Claim 3, wherein the first and second guide members are adapted for slidable engagement with the ramp respectively.
5. A ramp as claimed in any one of the preceding claims, wherein the ramp includes a first ramp portion, a second ramp portion and a third ramp portion, wherein the first ramp portion is adapted for installation in a second vehicle, and the second and third ramp portions are deployable from the first ramp portion for ground engagement.
6. A ramp as claimed in Claim 5, wherein the first and second ramp portions are adapted for parallel slidable engagement, such that the second ramp portion is slidable from a first state, wherein the first and second ramp portions substantially overlap, to a second state.
7. A ramp as claimed in Claim 6, wherein the second ramp portion is adapted to rotate relative to the first ramp portion when in the second state, such that the third ramp portion engages the ground.
8. A ramp as claimed in Claim 7, wherein the first and second ramp portions are connectable by a bracket, wherein the bracket is configured for slidable engagement with the first ramp portion, and rotatably connected to the second ramp portion.
9. A ramp as claimed in Claim 8, further comprising biasing means between the bracket and the second ramp portion.
10. A ramp as claimed in any one of Claims 5 to Claim 9, wherein third ramp portion is rotatable relative to the second ramp portion, between a first state, wherein the third ramp portion is substantially in line with the second ramp portion, and a second state, wherein the third ramp portion is substantially perpendicular with the second ramp portion.
11. A ramp as claimed in any one of the preceding claims, further comprising a seat anchor and a leg, wherein the length of the seat anchor and the leg are adjustable.
12. A ramp as claimed in any one of the preceding claims, further comprising aretractable pin.
13. A ramp as claimed in any one of the preceding claims, wherein the ramp includes a first and second ramp section, configured for alignment with a track of the vehicle.
14. A ramp substantially as herein described with reference to and as shown in any one of Figures 4 to 13.
15. A vehicle adapted to be used with a ramp as claimed in of any one of Claims ito 14.
16. A vehicle, for transporting a person, having a seat and a steering tiller, the vehicle comprising a remote control, for moving the vehicle, wherein the seat and steering tiller are foldable to a collapsed state, such that the vehicle's height is substantially reduced.
17. A vehicle as claimed in Claim 16, wherein the steering tiller is foldable into a cavity in the seat.
18. A vehicle as claimed in Claim 17, also having a front wheel steerable by the steering tiller, wherein the steering tiller is only foldable into a cavity in the seat when the steering tiller defines a straight ahead steer angle for the front wheel.
19. A vehicle as claimed in any one of Claims 16 to 18, wherein the remote control is activated when the steering tiller and seat are in the collapsed state.
20. A vehicle as claimed in any one of Claims 16 to 19, further comprising a push to make switch, positioned on a front portion of the vehicle.
21. A vehicle as claimed in any one of Claims 16 to 20, further comprising substantially horizontal castor wheels.
22. A vehicle as claimed in any one of Claims 16 to 21, further comprising driven rear castor wheels.
23. A vehicle as claimed in any one of Claims 16 to 22, wherein the vehicle is a mobility scooter.
24. A vehicle substantially as herein described with reference to and as shown in any one of Figures 4to 13.