GB2539624A - An access ramp - Google Patents

Abstract

A telescopic access ramp 1 for a vehicle (100), the access ramp comprising: a frame 13; a first ramp section 12a coupled to the frame; a second ramp section (12b) coupled to the first ramp section; first and second ramp deployment mechanisms 2, 3 configured to drive the first and second ramp sections, respectively, between stowed and deployed configurations with respect to the second ramp section and the frame, respectively, wherein the movement of the second ramp section by the second deployment mechanism drives the operation of the first deployment mechanism. The ramp sections may move simultaneously. The first deployment mechanism may include panel drive arm(s) (23) moveable along a path defined by a panel guide member (22) which moves with the second ramp section, wherein the drive arm carries rollers (233) which engage a base guide member (21), which may have guiding formations (221, 211, 212) to control the rate of movement of the first section, and to assist in movement of the panel drive arm(s). The second deployment mechanism may define slots configured to receive, and constrain the movement of, the rollers.

Description

Title: An Access Ramp

Description of Invention

Embodiments of the present invention relate to ramps and, in particular, embodiments may relate to access ramps for use with vehicles. Such ramps may, for example, provide wheelchair access to the vehicle and such vehicles may be used for public transportation. Embodiments include a vehicle including such an access ramp and a method of fitting an access ramp.

Many vehicles need to provide a mechanism by which wheelchair users can gain access to the vehicle. Often a floor of such a vehicle is spaced apart from the ground surface and so a ramp is typically provided to allow a wheelchair to move from the ground surface, over the ramp, and into the vehicle.

Historically, such ramps were separate items which were attached to the vehicle when required and detached when not needed. More recently, however, extendable ramps are provided which are mounted to the vehicle and which may be operated to extend when needed and which are retracted when not in use. Such extendable ramps are more convenient than separate ramps and can typically be deployed without significant manual intervention.

The need to provide quick and reliable wheelchair access is a particular problem in relation to vehicles which are used for public transportation -such as buses, coaches, and trains. Public transportation vehicles are often operating on a predetermined schedule and there is only limited time allowed for embarking new passengers and disembarking current passengers at each 30 stop.

Extendable ramps are, therefore, now common on public transportation vehicles because they can be quickly deployed without the need for significant manual intervention.

In some vehicles, the vertical distance between the floor of the vehicle and the ground surface to which the ramp must extend is considerable. If the ramp is too steeply inclined then it may not be easy or practical for a wheelchair to move up the ramp into the vehicle.

Therefore, with the introduction of such extendable ramps there have also been other developments. For example, many buses now include "kneeling suspension" which allows the vehicle body (or a part, thereof, near the ramp), to be lowered temporarily towards the ground surface. This reduces the vertical distance between the vehicle floor and the ground surface and so reduces the angle of the ramp (with respect to the horizontal, for example).

This, in turn, makes it easier for wheelchairs to move up the ramp and into the vehicle.

As will be appreciated, the extendable ramp must extend outwardly from the vehicle in order to provide an inclined surface over which the wheelchair may travel. The further the ramp extends, the shallower the angle of the ramp (with respect to the horizontal, for example). Therefore, the further the ramp extends, the easier it is for wheelchairs to use the ramp.

With an extendable ramp, however, the ramp must be safely stowed when not in use in such a manner that does not hinder the other operations of the vehicle. For example, the maximum width of the vehicle is often determined, in part, by the typical width of a lane of a road. Many doors on such vehicles are provided in one or more sides of the vehicle and so extendable ramps typically extend outwardly from the side of the vehicle (generally perpendicular to a longitudinal axis of the vehicle). Therefore, the width of the vehicle imposes constraints on the dimensions and configuration of any extendable ramp.

In many instances, particularly with road vehicles, the ground surface on which the wheelchair is waiting is not at the same level as the ground surface on which one or more wheels of the vehicle rest. So, for example, the wheelchair may be waiting on a pavement (i.e. a sidewalk) and the vehicle may be on the road. This further complicates ramp deployment.

Furthermore, in some instances, the vehicle may not be able to get as close to the location of the wheelchair (e.g. to the pavement or sidewalk) as desired. This may be due to other vehicles preventing access or may be due to the manner in which the vehicle has been driven. Again, this further complicates ramp deployment and often increases the need for long ramps to be provided.

There is a need, therefore, to provide improved access ramps.

As such, embodiments of the present invention seek to ameliorate one or more problems associated with the prior art.

Accordingly, an aspect of the present invention provides an access ramp for a vehicle, the access ramp comprising: a frame; a first ramp section coupled to the frame; a second ramp section coupled to the first ramp section; a first ramp deployment mechanism configured to drive movement of the first ramp section between a stowed and a deployed configuration with respect to the second ramp section; and a second ramp deployment mechanism configured to drive movement of the second ramp section between a stowed and a deployed configuration with respect to the frame, wherein the movement of the second ramp section by the second ramp deployment mechanism drives the operation of the first ramp deployment mechanism.

The first and second ramp deployment mechanisms may be configured to drive movement of the first and second ramp sections substantially simultaneously.

The second ramp deployment mechanism may include a drive unit which is configured to drive the movement of the second ramp section, and wherein the drive unit may include an electric motor.

The first ramp deployment mechanism may include at least one panel drive arm which is pivotably connected to the first panel section and which is moveable between a first and a second position along a path defined by a panel guide member which is configured for movement with the second ramp section, and wherein the first position may correspond to a stowed configuration for the first panel section and the second position corresponds to a deployed configuration for the first panel section.

The or each panel drive arm may carry a respective roller which is configured to engage a base guide member to guide movement of the or each panel drive arm between the first and second positions.

The base guide member may include a second guiding formation which is configured control the rate of movement of the first ramp section relative to the second ramp section.

The base guide member may include a third guiding formation which is configured to assist in movement of the or each panel drive arm from their respective first positions towards their respective second positions.

The first ramp deployment mechanism may include a resilient biasing system 30 which is configured to bias the or each panel drive arm towards the second position.

The first ramp deployment mechanism may include two panel drive arms which are resiliently biased apart by the resilient biasing system.

The second ramp deployment mechanism may define one or more slots which are each configured to receive a respective roller and to constrain the movement thereof.

Another aspect provides a vehicle including an access ramp.

Another aspect provides a method of fitting an access ramp to a vehicle including: providing an access ramp; and securing the access ramp to the vehicle.

Embodiments of the present invention are described, by way of example only, with reference to the accompanying drawings, in which: Figure 1 shows an example vehicle for use with embodiments; Figure 2 shows an example view of a vehicle for use with embodiments; Figures 3 to 9 show simplified partial views of the access ramp of some embodiments; and Figure 10 shows a simplified partial view of the access ramp of some embodiments.

Embodiments of the present invention include an access ramp 1. The access ramp 1 is an extendable ramp which is configured for use with a vehicle 100.

The access ramp 1 may provide a support surface 11 which, when the ramp is in a deployed configuration, is configured to extend from a floor of the vehicle 100 to a ground surface 101.

Embodiments of the present invention will be described with reference to the vehicle 100 being a bus (see figure 1). However, it will be appreciated that the vehicle 100 could take many different forms. For example, the vehicle 100 may be a road vehicle (such as a bus, coach, van, minibus, car, or the like) or the vehicle may be a vehicle which is configured to travel on tracks (such as a train or tram) or the vehicle may be a seafaring vehicle (such as a boat, ship, or hovercraft) or the vehicle may be an aircraft (such as an aeroplane or helicopter). As will become apparent, the restrictions on such vehicles are often very similar (e.g. the maximum available width for storing the access ramp 1 when in a stowed configuration).

Accordingly, in some instances the ground surface 101 may be a pier, skywalk, landing or the like, as the case may be.

The vehicle 100 may include a plurality of ground engaging wheels 110 which is configured to engage a ground surface (which may be different from the ground surface 101 to which the ramp extends or may be the same ground surface). Specifically, the plurality of ground engaging wheels 110 may support a chassis of the vehicle 100 which, in turn, supports other parts of the vehicle 100 (e.g. a vehicle engine and bodywork 111).

The vehicle bodywork 111 defines in interior of the vehicle 100 in which one or more items and/or people may be transported. The vehicle bodywork 111 may also include a vehicle floor 114 (the level of this floor 114 is shown schematically in figure 2 by a broken line) which is configured to support one or more items and/or people within the vehicle 100.

The vehicle 100 has a width and a length (the length typically being greater than the width). For some types of vehicle 100, such as a road vehicle or a vehicle which is configured to travel on tracks, the width of the vehicle 100 is limited by external factors (such as the typical width of a lane of traffic, the gauge of the tracks, etc.). For some types of vehicle 100, there may be no limit per se but there may be a desire to keep the width of the vehicle 100 to a minimum (without impeding the intended use of the vehicle 100). For example, a seafaring vehicle or aircraft may be more efficiently operated the narrower the vehicle 100.

In the example given, the vehicle bodywork 111 defines an access aperture 112 to which a door 113 is mounted -the door 113 being configured to operate between an open and a closed configuration. The door 113 (and hence also the access aperture 112) may be located in a side of the vehicle bodywork 111 but could, in some embodiments, be located in an end of the bodywork 111 In some embodiments, near the door 113, inside the vehicle 100, there may be a standing area in which people may stand when travelling in the vehicle 100. There may also be one or more wheelchair securing systems which are configured for use in assisting in the securing of a wheelchair against movement relative to the vehicle floor 114. The or each wheelchair securing system may include one or more clamps or straps which are attached to a part of the vehicle 100 (e.g. an interior part of the bodywork 111) and which may be removably attached to at least part of a wheelchair.

As will be appreciated, therefore, the vehicle floor 114 may be supported above a ground surface which the ground engaging wheels are configured to engage. The height of the vehicle floor 114 above that ground surface may be a first height.

The plurality of ground engaging wheels 110 may be attached to the chassis of the vehicle 100 via respective suspension elements (and other components). At least one of the suspension elements may be configured to be actuated, in a kneeling configuration, such that the vertical height of the vehicle floor 114 in the region of the door 113, above the ground surface is reduced to a second height. The at least one of the suspension elements may be further configured to be actuated, in an travelling configuration, such that the vertical height of the vehicle floor 114 in the region of the door 113, above the ground surface is returned to the first height.

As will be appreciated, the at least one of the suspension elements may be in the travelling configuration when the vehicle 100 is moving across the ground surface and in the kneeling configuration when the vehicle 100 is embarking an item using the access ramp 1. In some embodiments, however, the vehicle 100 does not have such a kneeling capability and the suspension elements remain in the travelling configuration at all times during normal operation of the vehicle 100.

As indicated above, the vehicle 100 may be configured to travel across a ground surface which is not the same ground surface 101 to which the access ramp 1 is configured to extend (or which may be the same ground surface 101 but at a different level with respect to the vehicle floor 114). For example, the access ramp 1 may be configured to extend to a pavement (i.e. a sidewalk) and the vehicle 100 may be configured to travel along a road surface. In another example, the vehicle 100 may be configured to travel along tracks and the access ramp 1 may be configured to extend to a platform at a station.

In some examples, the vehicle 100 is a seafaring vehicle and so the vehicle travels across water rather than a ground surface -in which case the access ramp 1 may be configured to extend to a pier or shore.

The access ramp 1 is mounted to the vehicle 100 such that is may be used to assist in the provision of access through the door 113. In some embodiments, the access ramp 1 is mounted to the chassis of the vehicle 100 and/or the vehicle bodywork 111.

Embodiments of the access ramp 1 are described below with reference to figures 3 to 9 in particular.

The access ramp 1 may be described as a telescopic access ramp. In other words, the access ramp 1 includes two or more ramp panels 12 which are configured to move from the stowed configuration to the deployed configuration with respect a frame 13 of the access ramp 1 and/or another part of the vehicle 100 with a first ramp panel 12a moving over at least part of a second ramp panel 12b during a movement. In many of the figures (e.g. figures 3-7) the second ramp panel 12b is not shown so that other parts of the access ramp 1 can be seen. Figure 9 shows the second ramp panel 12b.

Panel surfaces of each of the first and second ramp panels 12a,12b together form the support surface 11 of the access ramp 1 and a length of the support surface 11 (with the access ramp 1 in the deployed configuration) is greater than a length of each of the first and second ramp panels 12a,12b individually.

The length of the support surface 11 is the length of the support surface 11 along an axis which is parallel to the direction of extension of the access ramp 1. The length of each of the ramp panels 12 is, therefore, also the length along an axis which is parallel to the direction of extension of the access ramp 1. Each of the ramp panels 12 also has a width (which defines a width of the support surface 11).

In some embodiments, the first and second ramp panels 12a,b are of substantially equal width but in other embodiments, the first ramp panel 12a has a smaller width than the second ramp panel 12b. As will be understood from the figures, when in the deployed configuration, the first ramp panel 12a is more remote from the vehicle 100 than the second ramp panel 12b (which is closer to the vehicle 100). Accordingly, the first ramp panel 12a might equally be referred to as a remote ramp panel and the second ramp panel 12b might equally be referred to as a proximal ramp panel ("remote" and "proximal" being references to the relative positions of the ramp panels 12, with respect to the frame 13, when in the deployed configuration).

In the stowed configuration the first and second ramp panels 12a,b are stored such that the ramp panels 12 at least partially overlap and, in some embodiments, such that the ramp panels 12 substantially overlap.

Collectively, the first ramp panel 12a and one or more first support members 121a may comprise a first ramp section. Similarly, collectively the second ramp panel 12b and one or more second support members 121b may comprise a second ramp section.

The access ramp 1 includes a first ramp panel deployment mechanism 2 which is configured to drive deployment of the first ramp panel 12a. The access ramp 1 includes a second ramp panel deployment mechanism 3 which is configured to drive deployment of the second ramp panel 12b.

In some embodiments, the first ramp deployment mechanism 2 is 30 mechanically coupled to the second ramp deployment mechanism 3 such that operation of the second ramp deployment mechanism 3 drives operation of the first ramp deployment mechanism 2. Accordingly, the second ramp deployment mechanism 3 may include a drive unit 31 (which may be an electric motor, for example) which is configured to drive both the first and second ramp deployment mechanisms 2,3.

During deployment of the access ramp 1 (i.e. movement from the stowed to the deployed configurations) and during retraction of the access ramp 1 (i.e. movement from the deployed to the stowed configurations), the movement of the first and second ramp panels 12 may be simultaneous and the movement may be such that both ramp panels 12 reach their respective end positions at substantially the same time. As will be appreciated, the first ramp panel 12a will move faster with respect to the frame 13 than the second ramp panel 12b during deployment and retraction (if the two ramp panels 12 are to reach their respective end positions at substantially the same time).

In embodiments, the first ramp deployment mechanism 2 is configured to move with the second ramp panel 12b during deployment and retraction. Accordingly, during deployment and retraction, the first ramp panel 12a may move with respect to the second ramp panel 12b at substantially the same speed as the second ramp panel 12b moves with respect to the frame 13. In other embodiments, during deployment and retraction, the first ramp panel 12a may move with respect to the second ramp panel 12b faster than the second ramp panel 12b moves with respect to the frame 13.

Therefore, the first ramp panel 12a may be supported by one or more first support members 121a of the access ramp 1 and the second ramp panel 12b may be supported by one or more second support members 121b of the access ramp 1. The or each first support member 121a may be coupled for movement with a part of the first ramp deployment mechanism 2. At least part of the first ramp deployment mechanism 2 may be configured to move with the or each second support member 121b. The or each second support member 121b may be configured for movement with at least part of the second ramp deployment mechanism 3 and at least part of the second ramp deployment mechanism 121b may be secured to the frame 13 against movement.

The frame 13 may comprise one or more frame members (only some of which are shown in the figures for simplicity) which are configured to allow the secure attachment of the access ramp 1 to the vehicle 100. The frame 13 may also provide protection to parts of the access ramp 1 from damage and/or interference.

In some embodiments, the second ramp deployment mechanism 3 includes the drive unit 31 (which may be an electric motor but which could be a hydraulic actuator). The drive unit 31 may be mechanically coupled, e.g. by one or more first gears 32 (of the second ramp deployment mechanism 3), to a first transmission shaft 33 (also of the second ramp deployment mechanism 3) such that the drive unit 31 is configured to drive rotation of the first transmission shaft 33.

The first transmission shaft 33 is mechanically coupled to at least one 20 threaded drive shaft 34 (of the second ramp deployment mechanism), e.g. by one or more second gears 35, such that rotation of the first transmission shaft 33 is configured to drive rotation of the or each threaded drive shaft 34.

In some embodiments, the first transmission shaft 33 is configured to drive rotation of two threaded drive shafts 34 which oppose each other across a width of the frame 13. Accordingly, the first transmission shaft 33 may be coupled at one end to one of the two threaded drive shafts 34 and at the opposing end to another of the two threaded drive shafts 34. In such embodiments, the two threaded drive shafts 34 extend in the same direction and perpendicular to the first transmission shaft 33, such that the three shafts 33,34 generally form a U-shaped arrangement of shafts 33,34.

The drive unit 3 may be mounted to the frame 13. Equally, the first transmission shaft 33 and the or each threaded drive shaft 34 may be mounted to the frame 13 (e.g. by a plurality of bearings).

The second ramp deployment mechanism 3 may further include a control system which is configured to control operation of the drive unit 3 on receipt of instructions (e.g. from a user console associated with the vehicle 100). The control system may be coupled to the frame 13.

The second ramp deployment mechanism 3 includes one or more threaded carriers 36. In some embodiments, one threaded carrier 36 is provided for each threaded drive shaft 34. The or each threaded carrier 36 includes an internal thread which corresponds with a thread of the respective threaded drive shaft 34 such that the or each threaded carrier 36 may receive and engage at least part of a respective threaded drive shaft 34. In some embodiments, the thread of the threaded carrier 36 is not a complete thread but, instead, comprises one or more protrusions which are configured to engage the thread of the respective threaded drive shaft 34.

The or each threaded carrier 36 is configured to move along a length of the respective threaded drive shaft 34 on rotation of the threaded drive shaft 34. Accordingly, the or each threaded carrier 36 may be held against rotation with the respective threaded drive shaft 34. This may be achieved, for example, by a part of the frame 13 abutting a part of the or each threaded carrier 36 to inhibit or substantially prevent rotation of the threaded carrier 36 with respect to the frame 13 (the threaded drive shaft 34 being mounted for rotation with respect to the frame 13).

In addition, or alternatively, two threaded drive shafts 34 may be provided (e.g. as described above) with each carrying a respective threaded carrier 36. The two threaded carriers 36 may then be coupled to each other (e.g. a support member of the one or more second support members 121b). As will be appreciated, such coupling will prevent substantial rotation of either threaded carrier 36 with respect to the frame 13.

The one or more second support members 121b are configured to support the second ramp panel 12b and the second ramp panel 12b is configured to move with the or each second support member 121b. Accordingly, movement of the or each threaded carrier 36 along their respective threaded drive shafts 34 will cause movement of the second ramp panel 121b.

With the or each threaded carriers 36 at or towards a first end of the respective threaded drive shafts 34, the second ramp panel 12b may be in its stowed configuration. With the or each threaded carriers 36 at or towards a second end of the respective threaded drive shafts 34, the second ramp panel 12b may be in its deployed configuration.

Accordingly, the drive unit 31 is configured to drive rotation of a threaded drive shaft 34 (e.g. via the first transmission shaft 33) and this causes movement of the associated threaded carrier 36 along the threaded drive shaft 34 to achieve deployment or retraction of the second ramp panel 12b (deployment being achieved by rotation of the threaded drive shaft 34 in one direction and retraction being achieved by rotation in the opposite direction).

In some embodiments in which two threaded drive shafts 34 are provided, the two threaded drive shafts 34 may together drive movement of the second ramp panel 12b, as discussed above. The two threaded drive shafts 34 may be located either side of the second ramp panel 12b (i.e. across a width of the second ramp panel 12b).

At least part of the first ramp deployment mechanism 2 may be coupled for movement with the second ramp panel 12b and, as such, may be coupled to one or more of the one or more second support members 121b.

In some embodiments, the first ramp deployment mechanism 2 comprises a base guide member 21 which is secured to or with respect to the frame 13 such that the base guide member 21 does not move with respect to the frame 13 during deployment or retraction of the ramp panels 12. The first ramp deployment mechanism 2 further comprise, in such embodiments, a panel guide member 22 which is configured for movement (during deployment and retraction) with the second ramp panel 12b. The first ramp deployment mechanism 2 further comprises, in such embodiments, a panel drive arm 23 which is configured for movement with the first ramp panel 12a (i.e. with the first ramp section).

The panel drive arm 23 has a first end which is pivotably connected to the first ramp section (e.g. to one of the one or more first support members 121a and/or to the first ramp panel 12a). This pivotable connection may be toward an end of the first ramp section which is proximal to the second ramp section.

A second end of the panel drive arm 23 may carry a roller 233.

The roller 233 may be configured for substantially free rotation with respect to the panel drive arm 23 or may be fixed against rotation but provides a low friction outer surface which allows the roller 233 to slide over another surface.

The roller 233 may extend perpendicular to a plane of the panel drive arm 23 and may extend downwardly in a normal configuration.

In some embodiments, two such panel drive arms 23 are provided, with each panel drive arm 23 being associated with a side of the first panel section.

The panel guide member 22 is configured to engage at least part of the panel drive arm 23 and/or the roller 233 and to guide movement thereof with respect to the second panel section about the pivotable connection. The panel guide member 22 may constrain movement of the panel drive arm 23 along a predetermined path (and may define that path).

In embodiments in which there are two panel drive arms 23, the panel guide member 22 may be configured to engage at least part of both panel drive arms 23 and/or their respective rollers 233 and to guide movement of each panel drive arm with respect to the second panel section about their respective piyotable connections. The panel guide member 22 may constrain movement of the panel drive arms 23 along respective predetermined paths (and may define both of those paths).

Accordingly, panel guide member 22 may define a slot, groove, or other first guiding formation 221 which is configured to engage the at least a part of the panel drive arm 23 and/or the roller 233 such that movement of the second end of the panel drive arm 23 (e.g. the roller 233) is guided by the panel guide member 22 (e.g. by the slot, groove, wall, or other first guiding formation 221).

This arrangement may be repeated if there are to panel drive arms 23.

In some embodiments, therefore, the panel guide member 22 may define a first guiding formation 221 which is configured to guide movement of the second end of the panel drive arm 23 along a path which is at an angle with respect to the direction of extension of the access ramp 1 (i.e. at an angle with respect to the direction of movement of the first and second ramp sections with respect to the frame 13). The angle determines the maximum rate of deployment (i.e. of movement) of the first ramp section with respect to the second ramp section.

In embodiments in which there are two panel drive arms 23, the panel guide member 22 may define two first guiding formations 221 which are configured to guide movement of the respective second ends of the panel drive arms 23 along respective paths which are both at angles with respect to the direction of extension of the access ramp 1. The angles may be the same for each path but on opposing sides of a central axis (i.e. one path may be a mirror image of the other path).

With the first panel section in the stowed configuration, the or each panel drive arm 23 is in a respective first position. With the first panel section in the deployed configuration, the or each panel drive arm 23 is in a respective second position. In some embodiments, the second position is such that the or each panel drive arm 23 has a longitudinal axis which is substantially parallel to the direction of extension of the access ramp 1.

Accordingly, in embodiments in which there are two panel drive arms 23, the two paths defined by the panel guide member 22 may be such that the panel drive arms 23 move in opposing directions towards their respective second positions.

The base guide member 21 is also configured to engage at least part of the panel drive arm 23 and/or roller 233 and to guide or control movement thereof with respect to the second panel section about the pivotable connection.

Accordingly, base guide member 21 may define a slot, groove, wall, or other second guiding formation 211 which is configured to engage the at least a part of the panel drive arm 23 and/or the roller 233 such that movement of the second end of the panel drive arm 23 (e.g. the roller 233) is guided or controlled by the panel guide member 22 (e.g. by the slot, groove, wall, or other second guiding formation 211). In particular, the base guide member 21 may control the movement of the panel guide arm 21 along the predetermined path defined by the panel guide member 22.

The base guide member 21 may further define a slot, groove, wall, or other third guiding formation 212 which is configured to engage the at least part of the panel drive arm 23 and/or the roller 233 and to assist with movement of the panel drive arm 23 along the predetermined path defined by the panel guide member 22 as the first panel section moves from the stowed configuration to the deployed configuration.

A resilient biasing mechanism 235 may be provided which is configured to bias the roller 233 (or other part of the panel drive arm 23) into engagement with a part of the base guide member 21 (e.g. the second guiding formation 211 thereof). In embodiments in which there are two panel drive arms 23, the resilient biasing system 235 may be configured to act on the two panel drive arms 23 to bias the panel drive arms 23 away from each other. The resilient biasing system 235 may include one or more springs and/or one or more pneumatically or hydraulically operated arrangements (e.g. in the form of a piston and cylinder system). The resilient biasing system 235 may be mounted to respective sub-arms of the or each panel drive arm 23 (the sub-arms extending away from the respective panel drive arm 23 (e.g. perpendicular thereto)). The resilient biasing system 235 may be pivotably mounted to both of two panel drive arms 23.

As such, the second guiding formation 211 may comprise a formation which extends from a substantially central location (at a first end) with respect to the width of the access ramp 1 towards a side of the access ramp 1 (or, more generally, from towards one side of the access ramp 1 to towards the opposing side of the access ramp 1) at a second end. In embodiments in which there are two panel drive arms 23, the second guiding formation 211 may comprise a pair of formations which extend from the substantially central location towards respective sides of the access ramp 1. Accordingly, the second guiding formation 211 may comprise a pair of formations, the distance between which increases in the direction of extension of the access ramp 1 during deployment.

The third guiding formation 212 may oppose part of the second guiding formation 211 to define a channel (or a pair of channels if there are two panel drive arms 23). The third guiding formation 212 is located generally towards the first end of the second guiding formation 211. The channel extends along a portion of the length of the second guiding formation 211 at the first end thereof. In embodiments in which there are two panel drive arms 23, the channel may, therefore, be generally V-shaped in plan view. In some embodiments, the third guiding formation 212 does not extend to the second end of the second guiding formation 211.

In some embodiments, the third guiding formation 212 extends along substantially an entire length of the second guiding formation 211 (e.g. substantially to the second end thereof), such that the channel (or pair of channels, as the case may be) is defined along substantially all of the length of the second guiding formation 211 (see figure 10, for example).

In some embodiments, the or each roller 233 is connected to a respective panel drive arm 23 and extends through a respective first guiding formation 221 (each in the form of a slot), so that the or each roller 233 is engaged by the second and/or third guiding formation 211,212 of the base guide member 21. As will be appreciated, therefore, in a normal orientation, the base guide member 21 may be located beneath the first and second ramp sections.

The first and second ramp deployment mechanisms 2,3 are, therefore, such 30 that the second ramp deployment mechanism 3 may drive movement of the second ramp section towards the deployed configuration. This movement causes movement of the first ramp section with respect to the frame 13 and, in particular, with respect to the base guide member 21.

During deployment of the first panel section, the roller 233, or second end, of the or each panel drive arm 23 engages the third guiding formation 212 which causes movement of the or each panel drive arm 23 from their respective first positions towards their respective second positions (under assistance from the resilient biasing system 235). After this initial stage, the or each roller 233 or second end moves past the third guiding formation 212. The resilient biasing system 235, however, biases the or each roller 233 against the second guiding formation 211, with the first guiding formation or formations 221 guiding the path of the or each roller 233 or second end. The first ramp section is connected to the or each panel drive arm 23 and so movement of the panel drive arm or arms 23 causes movement of the first ramp section with respect to the second ramp section. Accordingly, the relative configurations of the first and second guiding formations 221,212 determine the position of the first ramp section with respect to the second ramp section.

Accordingly, both panel sections extend simultaneously and that movement is driven by the drive unit 31.

Figures 3 to 7 show the progressive deployment of the access ramp 1.

One or more rails 4 may be provided as part of the access ramp 1. The or each rail 4 may include a plurality of telescoping rail sections. The or each rail 4 may be configured to help to support the first and second ramp sections. In some embodiments, the one or more rails 4 are part of the frame 13.

When in the stowed configuration, the access ramp 1 may be such that the first and second ramp sections overlap and are stored substantially within the confines of the vehicle 100.

A floor panel (not shown) may be provided which is connected by a hinge to the frame 13. The floor panel may be aligned with and generally form part of the vehicle floor 114 with the access ramp 1 in the stowed configuration. The first and second panel sections may be stored beneath the floor panel when in the stowed configuration. The floor panel may be configured to allow deployment of the first and second ramp sections. In some embodiments, the floor panel rotates about the hinge with the access ramp 1 in the deployed configuration to provide an inclined surface (e.g. part of the support surface 11) between the second ramp panel 12b and the vehicle floor 14.

A ramp section hinge may be provided to allow the first and second ramp sections to rotate with respect to the vehicle floor 114 (e.g. towards the ground surface 101).

In operation, the extension of the access ramp 1 may be obstructed by an object such that the remote section of the access ramp 1, the first ramp section, is inhibited from further movement towards the deployed configuration. In such an instance, the drive unit 31 may be continuing to attempt to deploy the access ramp 1. The resilient biasing force of the resilient biasing system 235 will, however, be overcome such that the or each roller 233 or second end (of the panel drive arm or arms 23) no longer engage the second guiding formation. Thus the first panel section will not move further towards the deployed configuration. The maximum force that the first ramp section would, therefore, normally applied to an obstruction would be determined by the resilient biasing force of the resilient biasing system 235 -which can be selected to reduce the risk of injury in the event that the obstruction is a person, for example.

An clutch mechanism (not shown) may be provided in association with the drive unit 31 such that an obstruction of the deployment of the second panel section will cause the clutch mechanism to slip such that the or each threaded drive shaft 34 is not rotated by the drive unit 31 and/or the or each threaded carrier 36 does not move along the or each threaded drive shaft 34 as it rotates (i.e. the clutch mechanism may be part of the or each threaded carrier 36).

The access ramp 1, therefore, need not be in the deployed configuration to act as an access ramp. Instead, the access ramp 1 may be in a partially deployed configuration. Partial deployment may be achieved by controlled operation of the second ramp deployment mechanism 3 (e.g. by controlled operation of the drive unit 31).

Embodiments of the invention seek to provide an access ramp 1 which can be readily deployed to different lengths. The risk of injury or damage to property in the event of an obstruction to the deployment of the access ramp 1 is reduced by some embodiments (and embodiments seek to allow this to be achieved even at partial deployment of the access ramp 1). Equally, some embodiments provide an access ramp 1 in which both sections of the access ramp 1 can be deployed quickly and simultaneously. The deployment of the access ramp 1 sections is, according to embodiments, also driven by a single drive unit 31 which seeks to make some embodiments of the invention simpler, more reliable, and easier to maintain.

Embodiments of the invention may be fitted to many different forms of vehicle 25 100 and may be used as a wheelchair access ramp but would equally be used in other situations in which a ramp is required.

As will be appreciated, the ramp sections may be moved towards the stowed configuration from the deployed configuration by operation of the first and 30 second ramp deployment mechanisms 2,3 appropriately -for example, by using the drive unit 31 to drive rotation of the or each threaded drive shaft 34 is a direction opposite to that required for deployment.

Embodiments of the invention include a vehicle 100 including such an access ramp 1. Embodiments of the invention may also include a method of fitting an access ramp 1 to a vehicle 100 (comprising providing the access ramp 1 and then securing the access ramp 1 to the vehicle 1).

When used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps or integers are included. The terms are not to be interpreted to exclude the presence of other features, steps or components.

The features disclosed in the foregoing description, or the following claims, or the accompanying drawings, expressed in their specific forms or in terms of a means for performing the disclosed function, or a method or process for attaining the disclosed result, as appropriate, may, separately, or in any combination of such features, be utilised for realising the invention in diverse forms thereof.

Claims (16)

1. Claims: 1 An access ramp for a vehicle, the access ramp comprising: a frame; a first ramp section coupled to the frame; a second ramp section coupled to the first ramp section; a first ramp deployment mechanism configured to drive movement of the first ramp section between a stowed and a deployed configuration with respect to the second ramp section; and a second ramp deployment mechanism configured to drive movement of the second ramp section between a stowed and a deployed configuration with respect to the frame, wherein the movement of the second ramp section by the second ramp deployment mechanism drives the operation of the first ramp deployment mechanism.
2. 2. An access ramp according to claim 1, wherein the first and second ramp deployment mechanisms are configured to drive movement of the first and second ramp sections substantially simultaneously.
3. 3. An access ramp according to claim 1 or 2, wherein the second ramp deployment mechanism includes a drive unit which is configured to drive the movement of the second ramp section, and wherein the drive unit includes an electric motor.
4. 4. An access ramp according to any preceding claim, wherein the first ramp deployment mechanism includes at least one panel drive arm which is pivotably connected to the first panel section and which is moveable between a first and a second position along a path defined by a panel guide member which is configured for movement with the second ramp section, and wherein the first position corresponds to a stowed configuration for the first panel section and the second position corresponds to a deployed configuration for the first panel section.
5. 5. An access ramp according to claim 4, wherein the or each panel drive arm carries a respective roller which is configured to engage a base guide member to guide movement of the or each panel drive arm between the first and second positions.
6. 6. An access ramp according to claim 5, wherein the base guide member includes a second guiding formation which is configured control the rate of movement of the first ramp section relative to the second ramp section.
7. 7. An access ramp according to claim 6, wherein the base guide member includes a third guiding formation which is configured to assist in movement of the or each panel drive arm from their respective first positions towards their respective second positions.
8. 8. An access ramp according to any of claims 4 to 7, wherein the first ramp deployment mechanism includes a resilient biasing system which is configured to bias the or each panel drive arm towards the second position.
9. 9. An access ramp according to claim 8, wherein the first ramp deployment mechanism includes two panel drive arms which are resiliently biased apart by the resilient biasing system.
10. 10. An access ramp according to any of claims 5 to 9, wherein the second ramp deployment mechanism defines one or more slots which are each configured to receive a respective roller and to constrain the movement thereof.
11. 11. A vehicle including an access ramp according to any preceding claim.
12. 12. A method of fitting an access ramp to a vehicle including: providing an access ramp according to any of claims 1 to 10; and securing the access ramp to the vehicle.
13. 13. An access ramp substantially as herein described with reference to the accompanying drawings.
14. 14. A vehicle substantially as herein described with reference to the 10 accompanying drawings.
15. 15. A method substantially as herein described with reference to the accompanying drawings.
16. 16. Any novel feature or novel combination of features disclosed herein.