WO2019017845A1

WO2019017845A1 - Automatic ramp

Info

Publication number: WO2019017845A1
Application number: PCT/SG2018/050356
Authority: WO
Inventors: Wee Siang HO
Original assignee: Nicae (Singapore) Pte Ltd
Priority date: 2017-07-20
Filing date: 2018-07-19
Publication date: 2019-01-24
Also published as: GB201819470D0; GB2571598A; SG11201900670TA; SG10201705966SA

Abstract

An automatic ramp comprises a ramp main frame for anchoring onto a floor; a first ramp board movably connected to the ramp main frame; a second ramp board movably connected to the first ramp board; and a drive mechanism that is connected to the first ramp board, the second ramp board or both for moving the ramp main frame, the first ramp board, the second ramp board or a combination of any of these. The ramp main frame, the first ramp board, the second ramp board or a combination of any of these parts are telescopically extendable with respect to each other for providing a continuous surface.

Description

AUTOMATIC RAMP

[0001 ] The present application claims a priority date of a Singapore patent application Nr. 10201705966S, which was filed with IPOS (Intellectual Property Office of Singapore) on 20 July 2017, and has the title of Automatic Ramp. All relevant content and/or subject of the earlier priority patent application is hereby incorporated by the present reference wherever appropriate.

[0002] The present patent application relates to an automatic ramp. The application also relates methods for making, assembling, disassembling, installing, configuring, maintaining and using the automatic ramp.

[0003] Mobility vehicles, such as wheelchairs, powered wheelchairs (i.e. motorized wheelchairs) and electric scooters enable persons with disabilities to move around their homes and communities. However, there may be architectural barriers such as kerbs, street gutters and steps that may prevent the mobility vehicles from moving around. Known ramps are available, which can assist wheelchairs, powered wheelchairs and electric scooters to overcome raised grounds, stairs or edges. Wood and aluminium are sometimes used to build ramps. Most local wheelchair vendors stock portable ramps for one-step kerbs with heights of between one and four inches relating to home uses.

[0004] Ramps for public transports are specially challenging as powered vehicles and electric scooters have difficulty in getting onto buses and trains. Usually, a bus driver has to operate a ramp manually to provide access to the mobility vehicles. For example, a train master or bus captain has to lay the ramp over a gap or height difference between a train or bus floor, and the ground. Frequent or repeated opening and closing of the ramp manually is both laborious and time consuming. [0005] The present invention aims to provide a new and useful automatic ramp. The invention also aims to present new and useful methods of making, assembling, installing, repairing, upgrading, modifying, configuring and using the automatic ramp. Essential features of the automatic ramp are provided by one or more independent claims, whilst advantageous features of the automatic ramp are presented by their dependent claims respectively.

[0006] According to an aspect, the present application provides an automatic ramp for wheelchairs, which is also known as boarding ramp or simply ramp. The automatic ramp comprises a ramp board for supporting a wheelchair on top of the ramp board. The automatic ramp also comprises a frame or rigid frame for holding the ramp board and for guiding movement of the ramp board, typically along a width or lateral direction of the ramp board or automatic ramp. The automatic ramp additionally comprises a drive mechanism, which is also known as ramp mechanism, optionally boxed, held, joined and/or connected to the ramp board and/or the frame for moving the ramp board such that the ramp board is able to provide a ramp surface, usually an extend a flat surface for carrying the wheelchair. The drive mechanism comprises a controller for operating the automatic ramp automatically. In usage, the wheelchair moves along the width or lateral direction in order to move from one end to the other of the automatic ramp over a height. The wheelchair can thus be easily pushed or powered from a lower ground to a higher ground via the automatic ramp, facilitating disabled people on wheelchairs. [0007] The frame optionally can provide an enclosure for keeping or protecting the ramp board and the drive mechanism inside. Instead of exposing components of the automatic ramp, the frame offers solid, strong or resilient protection to the components so that the automatic ramp can be easily transported, installed or moved around, whether for usage or repair.

[0008] The ramp board further comprises a ramp board cover that is optionally mounted a top side of the automatic ramp or frame. For example, the ramp board is a rectangular shaped steel board whose surface is roughened. The ramp board is often mounted on top of the frame so that the ramp board is able to support passengers, users or wheelchairs, as well as protecting the components surrounded by the frame.

[0009] The ramp board has optionally a width that is larger than 500mm (millimetres), 550mm, 600mm, 630mm, 680mm, 750mm, 780mm, 800mm, 850mm, 900mm, 970mm, 1000mm, 1 150mm, 1200mm, 1250mm or other larger dimensions. The automatic ramp is also optionally able to support weight of more than 60Kg (kilogram), 70kG, 120kG, 150kG, 200kG, 240kG, 280kG, 300kG, 350kG, 380kG, 420kG or 450kG statically, whether for more than duration of 05 seconds, 10 seconds, 18 seconds, 30 second or 60 seconds without causing permanent deformation or damage to the automatic ramp. The automatic ramp becomes robust and sturdy for prolonged usage.

[0010] The ramp board is configured to extend more than 800mm, 120mm, 150mm, 180mm, 240mm or 280mm over its width, length or both. Hence, the automatic ramp becomes adaptable to diverse usage environment.

[001 1 ] The frame may comprise an automatic shutter or door (e.g. spring loaded) for enclosing the ramp board, especially when not in use or by default. In some cases, the frame with the shutter and the ramp board provides an enclosure for the drive mechanism so that external intrusion (e.g. kicked by a foot) or infiltration (e.g. rainwater sipping) are prevented. When required to extend or open the ramp for usage, the shutter or door opens automatically, preferably being synchronised with the ramp board. For instance, the automatic shutter is installed or integrated at an end of the frame or ramp board so that the automatic ramp is closed by the shutter or door when not in use. [0012] Embodiments of the frame or automatic ramp comprise one or more rails (e.g. guide rail, rod) for guiding linear or curved movement of the ramp board. For example, the rails include two rails disposed at opposite longitudinal sides of the automatic ramp so that the ramp board is able to move or extend along the lateral direction of the ramp board. The one or more rails offers both strong support and reliable guidance to movement of the ramp board.

[0013] The frame possibly comprises one or more holders (e.g. frame brackets) at one or more sides of the automatic ramp for fixing the automatic ramp at a predetermined orientation. Orientation or position of the automatic ramp is easily managed or fixed by the one or more holders. For example, the frame comprises four holders (e.g. four frame brackets) at four corners of the frame for inclining the automatic ramp or the rails.

[0014] Preferably, the frame, ramp board or both comprises one or more kerbs, curbs, stoppers or edge plates along a longitudinal direction of the automatic ramp for guiding wheelchair movement on the ramp board. For instance, two edge plates are installed at lateral edges of the ramp board so that a wheelchair on top of the ramp board is prevented from rolling off to the lateral sides. The two edge plates include thin metal plates that are aligned in a width direction of the ramp board, permitting movement of the wheelchair in the width or lateral direction.

[0015] The drive mechanism can comprise an electrical, mechanical or computer switch (e.g. implemented by computer software) for changing the automatic ramp from an automatic mode to a manual mode. In the manual mode, the ramp board or the automatic ramp can be reversed in motion, driven back or withdrawn by an external force. The automatic ramp can usually be operated in the automatic mode so that a bus driver or operator is able to activate the automatic ramp without exert laborious force. However, in case of malfunction, the switch is able change the mode of operation (e.g. by detaching the ramp board from a motor of the drive mechanism) so that the automatic ramp can still be safely and/or reliably operated (e.g. withdraw or extend) for usage. The drive mechanism thus makes the automatic ramp easy to operate, without limiting the automatic ramp to a single mode of operation. For instance, the switch comprises a releasable handle (e.g. spring loaded) optionally on the ramp board for detaching the ramp board from an automatic transmission of the automatic ramp.

[0016] The drive mechanism may comprise a detector (e.g. a force sensor, proximity sensor) for stopping motion or operation of the automatic ramp if detecting obstruction, whether by a pedestrian or wheelchair user. The detector is operable to check objects in movement path of the ramp so that the drive mechanism is able to take immediate actions if sensing obstruction. For example, the ramp board is suspended from movement if the detector finds a resistance force of 0.8kG, 2kG, 5kG, 7.5kG, 10kG, 12kG, 15kG or 18kG force or higher, in order to prevent injury to the pedestrian or wheelchair user. If the obstruction is removed, the automatic ramp is able to continue its operation spontaneously or after being trigged by an operator of the automatic ramp.

[0017] Embodiments of the ramp board comprise a first ramp board and a second board, and the first ramp board and the second ramp board are telescopically extendable from each other. Instead of flipping to open or extend, the first ramp board, the second ramp board and the ramp cover board are able to extend or extrude linearly and gradually along their length, width direction, height or a combination of these directions. Motion of extension or extrusion is easily observable by people around, causing no surprise or sudden dangers to the surrounding people. In some cases, the first ramp board, the second ramp board, the ramp cover board or a combination of these boards are able to progress or withdrawn at a linear speed of 1 .2m/s (metre per second), 1 .Om/s, 0.8m/s, 0.5m/s, 0.3m/s, 0.15m/s, 0.1 m/s, 0.08/m/s or a varying speed.

[0018] In some occasions, the drive mechanism comprises a first transmission (e.g. include a motor, electric motor) for driving the first ramp board, and a second transmission for driving the second ramp board. Optionally, the second transmission is coupled to the first transmission and configured to be driven by the first transmission.

Hence, multiple pieces of ramp boards (including ramp board cover) ate able to be driven individually or collectively. If driven by a single power source (e.g. DC motor of

24V DC), the drive (or driver) mechanism is greatly simplified and recued in cost. In some other occasions, the first transmission and the second transmission are modular and detachable from each other, making maintenance much easier.

[0019] The drive mechanism can comprise a self-lock transmission for preventing movement of the ramp board in the absence of power supply. External force is prevented from moving the first ramp board, the second ramp board, the ramp board cover or a combination of them if adopting the self-lock transmission. For example, the self-lock mechanism comprises a worm gear assembly for driving any of the ramp boards. [0020] The drive mechanism may comprise a dragger for connecting and pulling a wheelchair onto the automatic ramp. The dragger provides one or more connectors (e.g. hook) for coupling a passenger or wheelchair so that the dragger is able to pull the passenger or wheelchair onto the ramp board. For example, the dragger includes a pair of chains on any of the ramp boards (i.e. ramp board cover, first ramp board and second ramp board), which are parallel to each other on a surface of the ramp boards for pulling a wheelchair over a slope on the ramp boards. The dragger provides additional convenience to wheelchair users for lifting wheelchairs over a height. [0021 ] Embodiments of automatic ramp provides a drive mechanism that is protected, screened or sealed against electromagnetic interference. Alternatively, electrical components of the automatic ramp are prevented from creating or receiving electromagnetic interference. For example, an electric motor and its cables are enclosed by screened sleeves so that erratic electromagnetic waves are weakened or prevented from interfering external electronic devices, especially those electronic components of a vehicle with the automatic ramp.

[0022] Mechanical parts or components of the automatic ramp sometimes adopt larger tolerance fitting (e.g. more than 0.01 mm or millimetre, 0.02mm, 0.03mm, 0.05mm, 0.1 mm, 0.15mm, 0.22mm, 0.28mm, 0.32mm, 0.36mm, 0.42mm, 0.48mm, 0.52mm or larger) or have movable joints between connecting parts or components so that the automatic ramp is able to land onto uneven road surfaces or pavement without damage. The larger tolerance and movable joints are optionally implemented by resilient or spring-loaded portions for handling misalignment, in case of uneven road surface.

[0023] The ramp board (e.g. ramp board cover, first ramp board, second ramp board) can comprise a friction surface or roughened layer for preventing slipping of a passenger on the automatic ramp. The friction surface is possible to prevent skidding of wheels or feet on the ramp board, especially during raining or snowy seasons.

[0024] The automatic ramp may be weatherproof or ingress protected, such as oil resistant, high voltage resistant, moving or still water resistant, ice resistant or resistant to a combination of these factors or conditions. Particularly, the automatic ramp or its electrical components are resistant to still dripping water, dripping water at when tilted at 15°, spraying water, splashing water, water jets or powerful water jets.

[0025] The automatic ramp optionally further comprises at least one alarm for providing warning signals to users of the automatic ramp, such as audible beeps, flash lights, obstructing objects, mechanical failure. For example, flashing lights are easily perceived by general public, whilst beeping sound is securely received by vision impaired people. [0026] Embodiments of the automatic ramp comprise one or more marks or markings (e.g. a band of colour) of more than 50mm in width contrasting with remaining portions (i.e. remainder) of the automatic ramp. These marks or marks are optionally integrated with parts of the automatic ramp so that users of the automatic ramp are kept safe.

[0027] Optionally, the automatic ramp, the drive mechanism or the controller comprises a communication unit (e.g. network interfaces, network interface controller) that is connected to the vehicle or an external electronic device for transferring data between the automatic ramp, the vehicle or the external electronic device (e.g. remote computer server). The communication unit is able to transmit the data by cable(s) or wirelessly. For example, the communication unit can communicate with other electronic devices wirelessly by radio waves, sound waves or infrared light. Optionally, the communication unit includes one or more modems (modulator-demodulators) that is able to transmit and/or receive electronic signals of 2G (second-generation wireless telephone technology), 3G (third generation of wireless mobile telecommunications technology), 4G (fourth generation of mobile telecommunications technology), LTE Advanced Pro (LTE-A Pro, also known as 4.5G, 4.5G Pro, 4.9G, Pre-5G, 5G Project, and so on), 5G (5th generation mobile networks or 5th generation wireless systems) or more advanced generations. The communication unit can have one or more antennas that facilitate other types of wireless communication, such as Bluetooth (using short-wavelength UHF radio waves in the ISM band from 2.4 to 2.485 GHz), Zigbee (IEEE 802.15.4-based specification). The communication unit includes a wired communication unit (e.g. ADSL modem) so that existing infrastructure (e.g. telephone network) is readily utilised. [0028] If adopting the wireless data transmission, the communication unit (also known as communication terminal) is configured to communicate (e.g. broadcast) with a mobile electronic device of the user (e.g. vehicle) automatically, according to identification of the user, possibly obtained by the one or more biometric reader. For example, the communication unit is able to transmit text messages (e.g. Short Message Service), images (e.g. promotion voucher) or alert signals (e.g. ringing tones or beeps) to the mobile electronic device (e.g. smartphone) if detecting close failure or danger.

[0029] The communication unit can additionally include an encrypter or encoder that deploys cryptography to protect the data transferring. In one instance, the communication unit employs a pseudo-random encryption key generated by an algorithm so that only an authorized recipient can decrypt the data with a suitable key provided by an originator to recipients, but not to unauthorized users or interceptors. The communication unit can also comprise a buffer or data buffer for storing data temporarily when operating the automatic ramp, the vehicle or both.

[0030] The automatic ramp or the communication unit may comprise one or more electronic identities (also known as identifiers), or a single unique electronic identify for identifying the automatic ramp, the automatic payment terminal or both the automatic ramp and the automatic payment terminal. The electronic identify is also known as an identification number (e.g. serial number, identifier) or an electronic identification number that provides identity or a unique name of the automatic ramp or the communication unit, which may be automatically accessed or read by other electronic devices (e.g. computer, barcode reader). The identification number or electronic identification number can be associated with characteristics of the automatic ramp or its vehicle so that an operator of the automatic ramp is able to monitor operation closely, maintaining the automatic ramp, whether manually or automatically. For example, the identification of the automatic ramp is linked to a geographical location of the automatic ramp or vehicle so that the operator can provide precise location of the automatic ramp to diagnose the automatic ramp.

[0031 ] The identification of the automatic ramp or the communication unit offers a unique identifier or unique electronic identifier for automatic ramp or the communication unit of the automatic ramp. The unique identifier comprises a barcode, a serial number, a machine readable code, a QR (Quick Response) code, an IP (Internet Protocol) address (e.g. IPv4 address, IPv6 address), a MAC (Media Access Control) address, an IMEI (International Mobile Equipment Identity) number, a Wi-Fi address, a digital identity, an electronic address by hardware (e.g. screw position of a terminal block) or software (e.g. digital address "01 ", "1 1 "). The electronic address in the software form includes digital addresses that are possibly recorded or programmed in a memory of the automatic ramp or the communication unit. The automatic ramp can further be locked or unlocked remotely for operation control. One or more electronic addresses may be used as the identity or electronic identity of the automatic ramp or vehicle. [0032] The present application additionally provides a vehicle for transporting a wheelchair passenger. The vehicle comprises the automatic ramp that has a safe working load of at least 150kG, 220kG, 280kG, 300kG, 320kG, 350kG, 400kG, 420kG, 480kG, 520kG, 580kG, 600kG, 650kG, 680kG, 720kG, 800kG, 840kG, 880kG or 920kG (kilogrammes). The safe working load offers an operational or design limit so that the both manufacturers, operators or wheelchair users are notified, whether by prominent signage, plaque or number plate. For instance, the vehicle or the automatic ramp has a signage that shows a maximum safe working load of the automatic ramp prominently.

[0033] The vehicle can comprise the automatic ramp that is mounted near one or more access doors of the vehicle; and the one or more access doors cover an end of the automatic ramp for preventing exposure of the automatic ramp. Alternatively speaking, the automatic ramp is substantially covered or enclosed by the access door, possibly together with the vehicle when not in use. The automatic ramp is not exposed outside the vehicle substantially when retracted or not in use such that a passerby is not accidently knocked by the automatic ramp or vehicle. In some cases, only a front end of the ramp board is visible together with a closed access door when retracted or not in use. Hence, the automatic ramp becomes integrated with the vehicle, aligned with an external profile of the vehicle. Esthetic appearance or safety of the vehicle is not comprised by installing the automatic ramp.

[0034] The vehicle or the automatic ramp may be free from any obstruction larger than 15mm in height measured along a plane parallel to and above the ramp board in the lateral or width direction (i.e. direction of travel with reference to a wheelchair on the automatic ramp for boarding onto or departing from the vehicle) of the automatic ramp. Put simply, the automatic ramp has no foreign object within its operation range, making the automatic ramp safe for usage. [0035] Embodiments of the automatic ramp is fixed or attached to a deck of the vehicle for extending the ramp board onto a ground (e.g. a kerb surface or road surface for disembarking a wheelchair from the vehicle), a stop surface of the ramp board has an inclined angle of less than 7°, 15°, 20°, 25°, 30°, 36° (degree) or another higher degree relative to the ground (e.g. pavement, road surface of the vehicle). In some cases, the deck of the vehicle is horizontal substantially such that a top surface of the automatic ramp (e.g. ramp board cover) is also parallel to a road surface or aligned with the deck of the vehicle. Nevertheless, one or more of the ramp boards are still able to extend at an angle with the deck or road surface, as supported by the one or more rails. In some other cases, the deck is inclined at 7°, 15°, 20°, 25°, 30°, 36° (degree) or another higher degree such that a top surface of the automatic ramp (e.g. ramp board cover) is also parallel or aligned with the inclined deck.

[0036] The vehicle optionally has a gangway of more than 600mm, 630mm, 680mm, 720mm, 750mm, 780mm, 820mm, 880mm, 920mm, 960mm, 1020mm, 1 180mm, 1250mm, 1360mm, 1420mm, 1520mm, 1600mm in range (e.g. width or length) or at any point of the gangway, which is optionally known as access passage of the door vehicle. Sufficient range of opening or access provides ease and safety to wheelchair users of the vehicle, especially. The gangway, passage, access doorway or passageway is wide and free from obstruction, providing additional convenience to wheelchair users.

[0037] Embodiments of the vehicle or automatic ramp has the controller that is connected to a power supply of the vehicle (e.g. 12V DC, 24V DC, 36V DC, 48V DC, as Volt Direct Current). Instead of carrying a power supply of its own (e.g. battery or power generator), the automatic ramp, controller or both utilise electric power of the vehicle, greatly simplifies its structure and operation. In fact, the controller preferably comprises a detachable connector for electrical power, signal or both connections to the vehicle, which facilitates installation, calibration or maintenance of the automatic ramp and the vehicle.

[0038] The automatic ramp or its controller is configured to prevent operation of the automatic ramp if the vehicle is in motion, such as by programming the controller. Moreover, the vehicle is operable to stop movement if the automatic ramp is not withdrawn into the vehicle yet. Additionally, the automatic ramp is configured to halt or suspend operation (e.g. extending) if the vehicle is in motion. The controller optionally comprises one or more programmable logic controllers, microprocessors or other programmable components that are optionally connected to a microcontroller of the vehicle or the vehicle. Hence, the automatic ramp is able to be operated by a driver of the vehicle (e.g. bus captain), whether locally or remotely. The automatic ramp is thus integrated with the vehicle for seamless operation.

[0039] The automatic ramp is detachable from the vehicle. Instead of being permanently fused with the vehicle or a deck of the vehicle, the automatic ramp has one or more holders (e.g. frame brackets) or mounting bases (e.g. holes on the frame) for affixing the automatic ramp securely onto the vehicle. When required, whether for maintenance or upgrading, the holders are loosened and the automatic ramp is detached from the vehicle. In other words, the automatic ramp has the flexibility of being attached to or detached from diverse types of vehicles.

[0040] Embodiments of the vehicle or automatic ramp provides one or more edges or sides of the automatic ramp are aligned with a deck or contour of the vehicle. The automatic ramp therefore fits snuggly or seamlessly with the vehicle, posing no obstruction or protrusion as obstruction to usage.

[0041 ] The accompanying figures (Figs.) illustrate embodiments and serve to explain principles of the disclosed embodiments. It is to be understood, however, that these figures are presented for purposes of illustration only, and not for defining limits of relevant inventions.

Fig. 1 illustrates an automatic ramp in an extended state as viewed from a front top corner;

Fig. 2 illustrates a plan of the automatic ramp;

Fig. 3 illustrates a close up view of a traveller body and a drive mechanism portion; Fig. 4 illustrates the drive mechanism and a second proximity sensor at the drive mechanism portion;

Fig. 5 illustrates the right face and the front face corner of the ramp main frame; Fig. 6 illustrates a side view of the automatic ramp on an asphalt surfaced road; Fig. 7 illustrates a side view of the automatic ramp on a kerb;

Fig. 8 illustrates the automatic ramp installed under the floor of a double decker bus at a rear door; and

Fig. 9 illustrates a human being standing in front of the automatic ramp. [0042] Exemplary, non-limiting embodiments of the present application will now be described with references to the above-mentioned figures.

[0043] Fig. 1 illustrates an automatic ramp 100 in an extended state as viewed from a front top corner. The automatic ramp 100 comprises a ramp main frame 102, a first ramp board 104, a second ramp board 106, a drive mechanism 108 and a controller 1 10. The ramp main frame 102 has a three-dimensional rectangular profile. The ramp main frame 102 forms a hollow box-shaped object with six flat faces and all the faces are orthogonally form with respect to each face. The ramp main frame 102 has a left face 94, a right face 96, a front face 90, a rear face 92, a top face and a bottom face 98.

[0044] Along the left face are two frame brackets 103. One frame bracket 103 is proximal to the front face 90 whilst the other is proximal to the rear face 92. Along the right face 96 there are also two frame brackets 103. One frame bracket 103 is proximal to the front face 90 whilst the other is proximal to the rear face 92. The frame brackets 103 allows the ramp main frame 102 to be mounted below a bus floor 246. Each frame bracket 103 has two holes for the attachment of fasteners. [0045] For ease of identification, the ramp main frame 102 is referenced by the front face 90. The front face 90 is characterised by a hinged flap 1 12 which is disposed at a rectangular aperture. The rectangular aperture is an opening at the front face 90. The hinged flap 1 12 is also known as a dust cover. The left face 94 is on the left of the front face 90 and the right face 96 is on the right of the front face 90. The top face and the bottom face 98is exposed so as to have a clear view of the internal structure of the automatic ramp 100. The drive mechanism 108 and the controller 1 10 are positioned at an inner portion along the left face 94. Also at the inner portion, the controller 1 10 is hidden from sight and contained in a housing at a corner at where the left face 94 and the rear face 92 meet.

[0046] The left face 94 and the right face 96 has a left face 94 wall thickness 138 and a right face 96 wall thickness 140 of five millimetres (05 mm) respectively. The rear face 92 has a rear face wall thickness 142 of about two millimetres (02 mm). The face thicknesses 138,140,142 are clearly shown in Fig. 2. The top face, the rear face 92 and the bottom face 98 converges and form a cross-sectional U-shaped contiguous top- rear-bottom face portion 156. The contiguous top-rear-bottom face portion 156 joins the right face 96 and the left face 94 at its both ends. A surface of the first ramp board 104 and a surface of the second ramp board 106 are coated with a layer of anti-slip sheet 258 to provide a roughened surface. At the front face 90 particularly at the drive mechanism portion 124 is a front face speaker 256 for projecting an audible alarm. Along the periphery of the ramp boards 104,106 is a plurality of light emitting diode 260 for illuminating the ramp boards 104,106. The audible alarm and the illumination serves as a notification to the people proximal to the automatic ramp 100 informing of an extending or retracting of the ramp. There is a front face camera 262 also at the front face 90 next to the front face speaker 256 for capturing the images of wheelchair, kerb and obstacle.

[0047] Fig. 2 illustrates a plan of the automatic ramp 100. The ramp main frame 102 has a frame length 1 14 measuring approximately one thousand and forty millimetres (1 ,040 mm) and a frame width 1 16 measuring approximately eighty hundred and forty millimetres (840 mm). The frame height 1 18 measures approximately seventy millimetres (70 mm) and is clearly shown in Fig. 1 . [0048] The hinged flap 1 12 at the front face 90 has a hinged flap length of eight hundred and seventy millimetres (870 mm). On the left of the hinged flap 1 12 is a left guide 120. The left guide 120 has a cross-sectional square profile. The cross-sectional square profile has four rounded corners. The square profile which has four sides has a left guide width of about fifty millimetres (50 mm) on each side. The left guide 120 has a left guide length similar to the frame width 1 16 of eighty hundred and forty millimetres (840 mm).

[0049] Still on the front face 90, specifically on the left of the left guide 120 is a drive mechanism portion 120 from the left guide 120 to the left face 94 which measures seventy millimetres (70 mm). On the right of the hinged flap 1 12 is a right guide 122. The right guide 122 and the left guide 120 has similar dimensions. The right guide 122 has a right guide width which measures fifty millimetres (50 mm) and a right guide length measuring eighty hundred and forty millimetres (840 mm). The left guide 120 and the right guide 122 are parallel to each other but apart. The left guide 120 being proximal to the drive mechanism portion 124 whilst the right guide 122 is proximal to the right face 96 of the ramp main frame 102. The front face 90 is supported by the left guide 120 and the right guide 122 at their first ends. The left guide 120 and the right guide 122 is secured to the contiguous top-rear-bottom face portion 156 at their second ends. The left guide 120 and the right guide 124 with the contiguous top-rear-bottom face portion 156 forming a chamber 158.

[0050] The first ramp board 104 has a first ramp board length 126 and a first ramp board width 128. The first ramp board length 126 approximately measures eight hundred seventy millimetres (870 mm) which has a similar length as the hinged flap 1 12. The first ramp board width 128 measures approximately five hundred and forty millimetres (540 mm). The first ramp board 104 is coupled to a traveller body 144.

[0051 ] Beneath the first ramp board 104 particularly the middle thereof, are two guide rails 105 extend along the first ramp board width 128 thereof. The guide rails 105 are made of metallic cylindrical rods having a smooth surface.

[0052] Still beneath the first ramp board 104 particularly along the two widths thereof are rectangular rods 107 that provided added strength and support for the second ramp board 106. The rectangular rods 107 also provide a straight guide for the second ramp board 106 when extending and retracting.

[0053] The second ramp board 106 has a second ramp board length 130 and a second ramp board width 132. The second ramp board length 130 approximately measures eight hundred and thirty millimetres (830 mm). The second ramp board width 132 measures approximately four hundred and twenty millimetres (420 mm).

[0054] The second ramp board 106 particularly at the middle thereof, are corresponding tracks that accommodate the guide rails 105 when in a retracted state or the second ramp board 106 is kept beneath the first ramp board 104.

[0055] The second ramp board 106 in particular at a length which is hidden from sight when fully extended at the two corners are cylindrical ball bearings 176 that are slidingly engaged with the rectangular rods 107. The same cylindrical ball bearings 176 are also used at a traveller body 144 which will be discussed in detail in Fig. 3.

[0056] Fig. 3 illustrates a close up view of the traveller body 144 and the drive mechanism portion 124. The traveller body 144 comprises a flat rectangular member 146, a left trapezoidal plate 148, a right trapezoidal plate 150, two cylindrical rods 152, two engagement plates 162,164 and fasteners. Each trapezoidal plate 148,150 has four sides with two sides that are parallel. Imagine chopping an apex of an equilateral triangle so that it is made up of two parallel lines on a top (shorter side) and a bottom (longer side). The longer side is proximal to the right guide 122 or the left guide 120 whilst the shorter side is attached to the short side of the flat rectangular member 146. Beneath the flat rectangular member 146 are the two cylindrical rods 152 that are placed parallel to each other and are secured to the undersides of the two trapezoidal plates 148,150 by four fasteners for each cylindrical rod 152.

[0057] Two fasteners on each trapezoidal plate 148,150 are used to secure one cylindrical rod 152 (shown in Fig. 2). The fastener comprises an Allen bolt 170 a nut set. The Allen bolt 170 has hexagonal sockets in the head thereof. The cylindrical rod 152 has two holes thereon that allows the Allen bolt 170 to go through. The trapezoidal plates 148,150 has two holes which corresponds to the position of the two holes on the cylindrical rod 152. Each Allen bolt 170 goes through the trapezoidal plate 148,150 then through the cylindrical rod 152 and secured by the nut. A washer is placed through the Allen bolt prior to securing by the nut. The Allen bolt 170 is flushed with the surface of the trapezoidal plate 148,150.

[0058] Each trapezoidal plate 148,150 has two trapezoidal ball bearings 154,160 fastened to the two corners at the longer side thereof. The term "trapezoidal ball bearings" refers to the position of the ball bearings and not describing the shape of the ball bearings. Ball bearings herein are concentrically constructed with a hollow centre and using balls to maintain separation between two walls or bearing races.

[0059] The right trapezoidal plate 150 has two right trapezoidal ball bearings 154. The left trapezoidal plate 148 has two left trapezoidal ball bearings 160. The trapezoidal ball bearings 154,160 are disposed horizontally i.e. the trapezoidal ball bearings 154,160 are rotating in a horizontal plane in which the outer ring thereof is in contact with the left guide 120 and the right guide 122. The two left trapezoidal ball bearings 160 (one partially shown in Fig, 3) beneath the left trapezoidal plate 148 are fastened to the left trapezoidal plate 148 by a hexagonal nut 172 and a bolt where the two left trapezoidal ball bearings 160 can rotate freely along a surface of the left guide 120. The hexagonal nut 172 is on the left trapezoidal plate 148. The hexagonal nut 172 measures seventeen millimetres (17 mm) across. The same parts apply for the right trapezoidal ball bearings 154. [0060] In order for the traveller body 144 to be slidingly or glidingly engaged with the right guide 122 and the left guide 120, an engagement plate is required. There is a left engagement plate 162 and a right engagement plate 164. The left engagement plate 162 has an engagement plate thickness 166 of about five millimetres (05 mm) and an engagement plate length 168 of about one hundred fifty millimetres (150 mm). The engagement plate 162,164 is a flat piece of metal having a trapezoidal profile orthogonally attached to the left trapezoidal plate 148. In fact, it is the left engagement plate 162 that is slidingly or glidingly engaged with the left guide 120. A first surface of the left engagement plate 162 is engaged with the trapezoidal plate 148 and a second surface (opposite the first surface) is engaged with the surface of the left guide 120.

[0061 ] The two parallel sides, a long side 168 which measures 150 mm which is shown in Fig. 3 and a short side which is not shown is hidden from sight. The engagement plate height or the distance between the two parallel sides measures about seventy millimetres (70 mm). At the long side of the engagement plate length 168 proximal to a first corner is a first ramp board connecting plate 174 which is rotatably coupled to the left engagement plate 162. The first corner of the engagement plate length 168 is proximal to the front face 90. The coupling means allows the ramp board connecting plate 174 to articulate or to rotate freely. [0062] Two cylindrical ball bearings 176 are attached to the left engagement plate 162 along the long side. Another two cylindrical ball bearings 176 are attached to the left engagement plate 162 along the short side. The four cylindrical ball bearings 176 are positioned on the second surface of the left engagement plate 162. Hence, there are two cylindrical ball bearings 176 at the top surface of the left guide 120 and the two cylindrical ball bearings 176 at the bottom surface of the left guide 120 grasping the left guide 120. The four cylindrical ball bearings 176 of the left engagement plate 162 are the contacting points on the left guide 120. [0063] There is a first cylindrical solid strut 182 adjacent to the cylindrical ball bearing 176 but distal from the first corner. The latter cylindrical ball bearing 176 described is proximal to the first corner of the left engagement plate 162. A second cylindrical solid strut 184 is spaced at about fifty millimetres (50 mm) apart from the first cylindrical solid strut 182. In short, on the second surface of the left engagement plate 162, starting from the first corner is a cylindrical ball bearing 176, followed by a first cylindrical solid strut 182, then a 50 mm space, then the second cylindrical solid strut 184 followed by another cylindrical ball bearing 176 proximal to the second corner.

[0064] Two countersunk holes are on the left engagement plate 162 (not shown). The two countersunk holes are non-through holes. The two countersunk holes have screw threads. Recalling that there are two cylindrical rods 152 that are beneath the left trapezoidal plate 148 as shown in Fig. 2. The two countersunk holes on the left engagement plate 162 correspond with the positions of the two cylindrical rods 152. The two cylindrical rods 152 are screwed into the two countersunk holes on the left engagement plate 162 with the corresponding screw threads (not shown).

[0065] The drive mechanism portion 124 is beside the left guide 120 proximal to the left face 94 as shown in Fig. 3. A primary timing belt clamp 178 is on the opposite surface of the left guide 120. The primary timing belt clamp 178 has a L-shaped profile in which a vertical member 186 is proximal to the left guide 120 and a horizontal member is orthogonal to the vertical member 186 is engaged with a primary timing belt 180. The vertical member has a vertical member thickness similar to the engagement plate thickness 166 of 05 mm. The primary timing belt clamp 178 specifically the vertical member 186 is coupled to the left engagement plate 162 by two cylindrical solid struts 182,184. The two cylindrical solid struts 182,184 are not in contact with the left guide 120. A first cylindrical solid strut 182 is positioned at a first end of the vertical member 186 and a second cylindrical solid strut 184 is positioned proximal to a second end of the vertical member 186. The first end of the vertical member 186 is proximal to the front face 90 of the automatic ramp 100. The second end of the vertical member 186 is distal from the front face 90.

[0066] The vertical member 186 of the primary timing belt clamp 178 has two cylindrical ball bearings 176 coupled thereto. A first cylindrical ball bearing 176 is positioned proximal to the first cylindrical solid strut 182 and a second cylindrical ball bearing 176 is at the second end of the vertical member 186. In other words, the vertical member 186 has the first cylindrical solid strut 182, followed by the first cylindrical ball bearing 176, followed by the second cylindrical solid strut 184 and then the second cylindrical ball bearing 176. The two cylindrical ball bearings 176 on the vertical member 186 of the timing belt clamp rest on the top surface of the left guide 120. There is a protrusion strut 196 opposite of the first cylindrical solid strut 182. The vertical member 186 is between the protrusion strut 196 and the first cylindrical solid strut 182. [0067] Note that each of the cylindrical ball bearing 176 is attached to the left engagement plate 162 and the vertical member 186 of the primary timing belt clamp 178 by using a bolt and nut.

[0068] A primary timing belt 180 is below the primary timing belt clamp 178. Not shown is a timing belt tensioner. Hidden from sight is a gear that is below the primary timing belt clamp 178 that is rotatably, resolvably or twirlingly engaged with the primary timing belt 180.

[0069] Attached to the left face 94 is a first sensor holder 188 specifically at the front face 90 and left face 94 corner. The first sensor holder 188 is supported by two first sensor holder struts 190 attached to the left face 94. A first proximity sensor 192 is installed at the first sensor holder 188. The first proximity sensor 192 is connected to a controller (not shown) by an electrical wire 194. The electrical wire 194 goes under one of the first sensor holders 188 and routed to the controller at the rear face 92 and left face 94 corner. There is a gap between the first proximity sensor 192 and the protrusion strut 196 of about one millimetre (01 mm).

[0070] Fig. 4 illustrates the drive mechanism 108 and a second proximity sensor 198 at the drive mechanism portion 124 particularly at the rear face 92 and left face 94 corner. The second proximity sensor 198 is mounted on a second sensor holder 200. The second sensor holder 200 is supported by two second sensor holder struts. The second sensor holder struts are attached to the left face 94. An electric motor 204 is mounted on a L-shaped member 210 secured by bolt and nut. The L-shaped member 210 is then attached onto the left face 94 of the ramp main frame 102. The electric motor 204 is a 24 VDC (Volts Direct Current) motor rotating at 3,000 rpm (revolutions per minute) delivering one to three horsepower. The electric motor 204 is powered by a battery which uses a 24 Volts battery onboard the bus. [0071 ] A rotating shaft extending from the electric motor 204 is attached with a first bevel gear 206. The first bevel gear 206 is rotatably or pivotally engaged with a second bevel gear 212. The second bevel gear 212 is orthogonally positioned with respect to the first bevel gear 206. The second bevel gear 212 has a shaft that is attached with a timing gear 208. The timing gear 208 is communicatively engaged with the primary timing belt 180. The timing gear 208 and the second bevel gear 212 are attached to the left guide 120.

[0072] Fig. 5 illustrates the right face 96 and the front face 90 corner of the ramp main frame 102. Fig.5 and Fig. 3 are showing the components relating to the front face 90 portion of the ramp main frame 102.

[0073] The flat rectangular member 146 and the right trapezoidal plate 150 form a contiguous piece. Two cylindrical rods 152 extend from the left trapezoidal plate 148 to the right trapezoidal plate 150 and are secured by the four Allen bolts 170 on the right trapezoidal plate 150. Two hexagonal nuts 172 each securing one right trapezoidal ball bearing 154 which are disposed beneath the right trapezoidal plate 150. The two cylindrical rods 152 disposed beneath the right trapezoidal plate 150 are further secured by screwing into the countersunk holes (not shown) on a right engagement plate 164. The right engagement plate 164 is similar to the left engagement plate 162 as described earlier in Fig. 3. There are four cylindrical ball bearings 176 that are slidingly engaged with the right guide 122. Two cylindrical ball bearings 176 on the top surface of the right guide 122 and another two right guide 122 on the bottom surface thereof. Only one cylindrical ball bearing 176 proximal to the front face 90 is observed in Fig. 5. [0074] From this perspective, the first ramp board connecting plate 174 can be clearly seen connected to the first ramp board 104. The hinged flap 1 12 is also seen in an opened position. The hinged flap 1 12 is normally in a closed position. The hinged flap 1 12 is attached to a hinge. The hinge is biased by a coil spring 214.

[0075] A secondary timing belt 216 circumscribes a secondary timing gear 218. The secondary timing gear 218 has cut like teeth that engages with a ridged surface of the secondary timing belt 216 to transmit torque.

[0076] Both the primary timing belt 180 and the secondary timing belt 216 has a ridged surface and a smooth flat surface. The ridged surface of the primary timing belt 180 engages the second bevel gear 212 whilst the ridged surface of the secondary timing belt 216 engages the secondary timing gear 218. A secondary timing belt guide 220 is attached to the ramp main frame 102 particularly at the bottom face 98.

[0077] Fig. 6 illustrates a side view of the automatic ramp 100 on an asphalt surfaced road 222. The first lowering angle between the second ramp board 106 and the asphalt surfaced road 222 is about thirteen degrees (13^Q). The second ramp board 106 extends from the first ramp board 104. The first ramp board 104 extends from the ramp main frame 102. A frame to asphalt distance 226 between the top face of the ramp main frame 102 and the asphalt surfaced road 222 is about two hundred eighty millimetres (280 mm). The ramp main frame 102 is tilted at a frame to ground angle 228 of about five degrees (5^Q) relative to the asphalt surfaced road 222 which conforms to the floor of the bus.

[0078] Fig. 7 illustrates a side view of the automatic ramp 100 on a kerb 230. The kerb 230 has a kerb height 232 of about one hundred fifty millimetres (150 mm). The second ramp board 106 rests on a top surface of the kerb 230. A second lowering angle 234 of about five degrees (5^Q) relative to the top surface of the kerb 230. The second lowering angle is similar to the frame to ground angle 228 for this instance because of two reasons. Firstly, the ramp main frame 102 is tilted at the same angle of five degrees (5^Q). Secondly, the second ramp board 106 rests on the kerb 230 in which the kerb height 232 conforms to a construction regulation of a governing body. As seen from the side, the first ramp board 104 and the second ramp board 106 form a relative straight and contiguous surface. The first to second ramp board length 236 measures one thousand and twenty millimetres (1 ,020 mm) as measured from an edge of the second ramp board 106 to the edge of the ramp main frame 102 particularly at the front face 90.

[0079] Fig. 8 illustrates the automatic ramp installed under the floor of a double decker bus 238 at a rear door 240. The rear door 240 is a sliding plug doors that open by sliding horizontally whereby the doors are suspended from two tracks. The rear door 240 allows a large opening for passengers to enter or exit without obstructing access which include wheelchair. A view from inside the bus 242 shows the rear door 240 is shut whilst the automatic ramp 100 is deployed on the kerb 230. The extended automatic ramp 100 is seen through the transparent glass of the rear door 240. A vertical column that extends from the bus floor 246 is the door frame when in a closed position. Underneath the first ramp board 104 is the asphalt surfaced road 222. The extension and retraction of the automatic ramp is controlled by a bus driver 239 who is seated at the driver's seat at the front of the double decker bus 238. The bus driver 239 can activate the deployment of the automatic ramp 100 using a touch screen button 248 on a tactile display screen 250. The tactile display screen is a console in which the bus driver 239 has an overall view of the operational status of the bus as well as communicating with a human operator who normally will be at a bus terminal. A wheelchair user 254 is waiting at the rear door 240 of the double decker bus 238 to board. [0080] A view from the kerb shows a deployed automatic ramp 100 in the extended state with the rear door 240 open. The second ramp board 106 rests on the kerb 230. The bus floor 246 can be seen from both views. Note that the bus floor 246 is tilted at the frame to ground angle of five degrees (5^Q) to facilitate the movement of the wheelchair. From this view, it is observed that the automatic ramp 100 is mounted under the bus floor 246 with the automatic ramp 100 higher than the kerb height 232 of one hundred fifty millimetres (150 mm) so that collision with the automatic ramp 100 is avoided when in a retracted state. [0081 ] Fig. 9 illustrates a human being 252 standing in front of the automatic ramp 100. The extension of the second ramp board 106 and the first ramp board 104 are halted because of the presence of the human being 252. This is a safety measure in the event a human being was to walk past the automatic ramp 100 during deployment, the extension will stop. An obstacle can be anything that is solid and provides some kind of resistance. The electric motor 204 upon hitting the obstacle is still running. The first bevel gear 206 stops rotating. The electric motor 204 continues to spin the rotating shaft as the protrusion strut 196 is not detected at the first proximity sensor 192. The first bevel gear 206 is mounted on a free wheel (not shown) prior to mounting on the rotating shaft of the electric motor 204. When the obstacle is present which jams the first bevel gear 206, the electric motor 204 still can spin without damaging the bevel gear 206,212 and the rest of the linkages. When the human being 252 clears the passage of the automatic ramp 100, the first bevel gear 206 continues to engage with the electric motor 204 and extends the first ramp board and the second ramp board fully till the protrusion strut 196 reaches the first proximity sensor 192 that is when the electric motor 204 stops.

[0082] Functionally, the automatic ramp 100 which is installed on the vehicle provides an easy access for the mobility vehicle onto the vehicle. The vehicle herein describes a bus. The vehicle can also be a train. The mobility vehicle herein is meant to be a wheelchair. The wheelchair can be electric powered or manually manoeuvre by a human. The human can be a handicap using the wheelchair or an abled person assisting the wheelchair user conveying the wheelchair onto the bus. [0083] The dimensions of the ramp 100 are according to the wheelchair specifications as specified by ADA (Americans with Disabilities Act). The width of a wheelchair measured to the outside of the rear wheel is 26 inches (660 mm). The length of the wheelchair is 42 inches (1065 mm) measured from the back of the rear wheels to the front of the footrests. The automatic ramp 100 is constructed with the wheelchair in mind but not limited to the usage by wheelchairs. Other wheeled vehicles for example, baby pram and electric scooter for the immobile are included as well. [0084] The ramp main frame 102 provides a chassis for the containment of the first ramp board 104 and the second ramp board 106 as well as the drive mechanism 108 and the controller 1 10. [0085] The contiguous rear-bottom face portion 156 provides a strong structure for the ramp main frame 102. A first end of the contiguous rear-bottom face portion 156 is joined to the left face whilst a second end is joined to the right face. The front face is joined to the left face and the right face and supported by the left guide 1 20 and the right guide 122. The left guide 120 and the right guide 122 straddles the frame width 1 16 from the contiguous rear-bottom face portion 156 to the front face.

[0086] The left guide 120 and the right guide 122 provides a sliding means for the traveller body 144 to travel thereon. The square profile with four rounded corners of the left guide 120 and the right guide 122 provides a flat surface for the traveller body 144 to get a leverage (an anchorage) when there is a downward force acting on the traveller body 144. The downward force is caused by the weight of the first ramp board 104 and the second ramp board 106.

[0087] The traveller body 144 provides a means for the interaction between the first ramp board with the left guide 120 and the right guide 122. The traveller body is constructed by having the flat rectangular body 146 interposed between two trapezoidal plates 148,150. The cylindrical rods 152 are like struts which provide additional support to the flat rectangular body 146 as well as maintaining the positions of the two trapezoidal plates 148,150 in close contact with the right guide 122 and the left guide 120. The circular profile of the cylindrical rods 152 provide a uniform distribution of the force imposed by the ramp boards 104,106.

[0088] The engagement plate 162 is sandwiched between the trapezoidal plate 148 and the left guide 120 as shown in Fig. 3. The engagement plate 162 serves as an intermediary between the first ramp board connecting plate 174, the trapezoidal plate 148 and the left guide 120. The cylindrical ball bearing 176 provides a smooth conveying of the traveller body 144 and provide a firm grasp onto the left guide 120 and the right guide 122. To facilitate the movement of the traveller body on the left guide 120 and the right guide 122, trapezoidal ball bearings160 are installed beneath the left trapezoidal plate 148 and the right trapezoidal plate 150 as well.

[0089] Each first ramp board connecting plate 174 is pivotably engaged at the left engagement plate 162 and the right engagement plate 164. The two first ramp board connecting plates 174 provide a retaining hold of the first ramp board 104 and provide a control of a declination angle (first ramp board dropping angle). A long first ramp board connecting plate 174 implies a large declination angle (also known as big sloping angle) whilst a short first ramp board connecting plate 174 implies a small declination angle (also known as small sloping angle). The combined weight of the first ramp board 104 and the second ramp board 106 inevitably causes a drop thereof as a result of gravitational pull.

[0090] The chamber 158 as defined by the left guide 120, the right guide 122 and the contiguous rear-bottom face portion 156 provides a storage space for the first ramp board 104 and the second ramp board 106 in a retracted state.

[0091 ] The front face has a rectangular aperture that allows the ramp boards 102,104 to extend and retract. The rectangular aperture is covered by the hinged flap 1 12 at the front face which provides a dust cover protecting the interior from ingress of water and dust. The hinged flap 1 12 is attached to a hinge. The hinge is located at a top length of the rectangular aperture. The hinged flap 1 12 can provide a smooth contiguous surface for the wheelchair to roll on. A coil spring 214 is attached on each end of the hinge. The coil spring 214 is to keep or bias the hinged flap 1 12 in a normally closed position or sealing the automatic ramp 100.

[0092] The cylindrical solid strut 182 provides a strong attachment between the left engagement plate 162 and the vertical member of the timing belt clamp 178. The protrusion strut 196 is to provide a sensing means by the first proximity sensor 192. During the extension of the ramp boards 104,106 the first proximity sensor 192 detects the presence of the protrusion strut 196 which signals the controller to stop the electric motor 204 from rotating. Hence, stopping the extension. [0093] The electric motor 204 is powered by an electrical source which is from the battery of the bus. The electric motor 204 provides a rotating action which drives the first bevel gear 206 and turns the second bevel gear 212 instantly. The second bevel gear 212 then turns the timing gear 208 which turns the primary timing belt 180. The electric motor 204 is connected to the controller which is not shown. The first proximity sensor 192 and the second proximity sensor 198 are connected to the controller. The first proximity sensor 192 detects the presence of the protrusion strut 196 to stop the electric motor 204. The second proximity sensor 198 detects the same protrusion strut 196 to stop the electric motor 204 as well. The latter is relevant when the ramp boards 104,106 are retracting in which the protrusion strut 196 on the timing belt clamp 178 is returning to the retracted position. It is therefore important to keep the gap between the proximity sensor 192,198 and the protrusion strut 196 clear of debris so that the detection is not obstructed. The gap also has to be narrow to ensure a clear detection. [0094] The primary timing belt clamp 178 provides a stable grasp of the primary timing belt 180 so that when the primary timing belt 180 moves the primary timing belt clamp 178 moves together which also moves the traveller body 144.

[0095] The primary timing belt 180 provides a conveying of the primary timing belt clamp 178 which in turn conveys the traveller body 144. The primary timing belt clamp 178 grasps onto the primary timing belt 180 so when the primary timing belt 180 moves so will the primary timing belt clamp 178 moves as well. As the traveller body 144 is coupled to the primary timing belt clamp 178, the traveller body 144 moves. The timing belt tensioner is to keep the proper tension on the primary timing belt 180 at all times.

[0096] The secondary timing belt 216 provides engagement with the second ramp board 106 which is not shown in the figure. When the first ramp board 104 is extending, the second ramp board 106 extends at the same time because of the secondary timing belt 216 cooperating with the secondary timing gear 218. The secondary timing gear 218 provides a guide and a smooth rotation of the secondary timing belt 216 when engaging the second ramp board 106.

[0097] Operationally, the automatic ramp 100 provides two modes of operation, an extended state and a retracted state. The method of extension and retraction describes herein uses the touch screen button 248 to extend and retract. Alternatively, an actuator which uses a push button can be used to extend the automatic ramp 100 in case there is a power outage. This push button will normally be installed near the rear door 240 or access.

[0098] In the extended state, the first ramp board 104 and the second ramp board 106 are extended at the same time. The electric motor 204 rotates the first bevel gear 206. The-first bevel gear 206 cooperates with the corresponding second bevel gear 212 which rotates in a different axis specifically orthogonally with respect to the first bevel gear 206. The second bevel gear 212 then turns the timing gear 208 which is engaged with the primary timing belt 180 which extends the first ramp board 104 out of the rectangular aperture at the front face 90. The primary timing belt 180 is a rack having teeth cut onto it and meshes with the teeth of a pinion gear or the timing gear 208. The protrusion strut 196 departs from the second proximity sensor 198 as the first ramp board is conveyed outwards. The protrusion strut 196 travels along the left guide 120 as the primary timing belt 180 is rotating around the timing gear 208.

[0099] At the same time, the second ramp board 106 is also extending outwards from beneath the first ramp board 104. The second ramp board 106 is extended by the movement of the secondary timing belt 216 in cooperation with the secondary timing gear 218. The extension of the first ramp board 104 triggers the extension of the second ramp board 106. Recall the right trapezoidal ball bearing 154 and the left trapezoidal ball bearing 160 beneath the right trapezoidal plate 150 and the left trapezoidal plate 148 respectively. The rotation of the right trapezoidal ball bearings 154 rotatably, pivotally or gyrately engages the secondary timing gear 218 which extends the second ramp board 106.

[0100] A declination of the first ramp board 104 and the second ramp board 106 is affected by the gravitational pull. The angle of inclination is determined by the height of the rectangular aperture as well as the height of the frame 102. The rectangular aperture provides the pivotal point for the first ramp board 104 with the second ramp board 106. A thicker frame 102 or increase frame height 1 18 would imply there is more room for inclining the panels 104,106. The inclination can be also determined by mechanical installations within the ramp main frame 102. The action of extending the first ramp board 104 and the second ramp board 106 from the ramp main frame 102 is analogous to the extension of a telescope.

[0101 ] During the extension mode, if there were obstacle, the extension will halt temporarily. The obstacle causes a disruption of the free rotation of the electric motor 204. The electric motor 204 disengages the first bevel gear 206 so as not to damage the first bevel gear 206 and the electric motor 204. After a determined delay period after the obstacle is absent, the timing gears 208,218 which rotatably communicates with the timing belts 180,216 reengages with the electric motor 204 and the extension resumes.

[0102] In the retracted state, the second ramp board 1 06 and the first ramp board 104 are retracted at the same time. The retraction of the automatic ramp 100 is the reverse action of the extension of the automatic ramp 100. [0103] During the extension and retraction, an audible alarm is sounded and projected from the front face speaker 256 mounted on the front face 90. Accompanying the audible alarm is a flashing visible light emitted from light emitting diodes 260 which are lined along the periphery of the ramp boards 104,106. [0104] Alternatively, the automatic ramp 100 can use load sensors and/or proximity sensors to detect obstacles that are not fixed to the ground, for example the detection of a human standing in front of the ramp 100. Before hitting the human, the automatic ramp 100 will have the autonomy to decide to halt or to retract. [0105] The sensors can be linked to a microcontroller that can be installed on board the automatic ramp 100. The microcontroller will contain algorithm for detection and actions to take to evade and avoid disastrous incidents like injuries to human beings and also to protect itself from damages. The automatic ramp can have also communication module like wireless communication allowing remote control of the automatic ramp and to allow the update of the algorithm from a remote computer by a remote user.

[0106] An algorithm can be controlling the extend of the extension of the panels 104,106. Instead of extending the second ramp board 106 from the first ramp board 104 simultaneously, the algorithm with the inputs from sensors can determine the distance and the inclination from the ramp 100 to an object like a kerb 230. There is control to extend one or two ramp boards 104,106 partially or fully depending on the circumstances. This helps to save the time in deployment of the automatic ramp 100. [0107] A method mounting the automatic ramp 100 underneath the floor of the bus 238. The floor 246 is also known as the floorboard 246. The term "underneath the floorboard" can also be described as an undercarriage.

[0108] Firstly, providing an area for mounting on the undercarriage proximal to an access. The access can be a door. The access provides accessibility to the wheelchair. Secondly, mounting the automatic ramp 100 by fasteners onto the undercarriage. The ramp main frame 102 provides four frame brackets 103 that are joined thereto. Fasteners comprise bolts and nuts are fixed onto each frame bracket 103 and onto the undercarriage.

[0109] A method of assembly of the automatic ramp 100. Firstly, providing a ramp main frame 102. The ramp main frame 102 conforms to the dimension of the access of the bus as well as the dimension of the wheelchair. The automatic ramp 100 can bear a weight of about 300 kilograms. Within the ramp main frame 102 are two guides 120,122 that bears the weight of the wheelchair and the wheelchair user 254. Secondly, installing the components inside the ramp main frame 102. The components comprise the ramp boards 104,106 which are to be extended and retracted, the bevel gears 206,212, the rack 180 and pinion 208, the controller 1 10 and the electric motor 204. The controller comprises the microcontroller. The microcontroller receives the input signals from the proximity sensors 192,198. The input signal from first proximity sensor 192 indicates that the first ramp board 104 is fully extended whilst the input signal from the second proximity sensor 198 indicates that the first ramp board 104 is fully retracted. The extension and retraction of the second ramp board 106 is dependent on the first ramp board 104. The second ramp board 106 is able to move in unison because the pinion (timing gear) is cooperatively engaged with the right trapezoidal ball bearings 154. When the right trapezoidal ball bearings 154 rotate either in a clockwise or counterclockwise direction the secondary timing gear 218 will rotate as well. The secondary timing gear 218 then rotatably engage the secondary timing belt 216 which drives the second ramp board 106 either extended or retracted state. [01 10] The automatic ramp 100 may also comprise a built-in front face camera 262 mounted along the front face thereof at the drive mechanism portion 124. The front face camera 262 is used to detect the presence of a wheelchair or other wheeled vehicles like pram, electric wheelchair, trolley.

[01 1 1 ] A gesture identification algorithm in the microcontroller detects a human being 252. The gesture identification algorithm determines the gesture of the human being 252. For example, a head shaking gesture implies "NO I am not boarding" or a hand wave also signifies the same meaning. A head nodding implies "YES I am boarding." The gesture identification algorithm then commands the next algorithm to be executed. There are cases when the human being has failing eyesight which explains why the front face camera 262 at close proximity is necessary to detect the gesture of the user. The user is the human being 252.

[01 12] A sound recognition algorithm in the microcontroller detects a human voice, determines the language, determines the semantics and interprets the vocal instructions to a recognizable machine language which is understood by the sound recognition algorithm. The human being 252 can speak in the direction of the automatic ramp 100 "I want to board the bus." in any language.

[01 13] A vehicle identification algorithm in the microcontroller detects and determines the vehicle type. The vehicle identification algorithm detects the presence of the vehicle and determine the type of vehicle. By using the vehicle identification algorithm, it can determine the estimated weight of the user and its vehicle.

[01 14] A kerb identification algorithm in the microcontroller detects and determines a presence of the kerb 230 and the height 232 of the kerb 230. If there is a wheelchair, the kerb identification algorithm follows up with detecting the presence of a kerb 230. If there was a kerb 230, the kerb identification algorithm instructs the first ramp board 104 to extend to a high level. If there was no kerb 230, the kerb identification algorithm instructs the first ramp board 104 to extend to a low level. The kerb identification algorithm may sound an audible alarm, a visible alarm to the bus driver 239 to move the bus forward which has a kerb 230. It may also instruct the bus driver 239 to maneuver the bus closer to the kerb 230.

[01 15] An obstacle avoidance algorithm in the microcontroller detects the presence of an immovable object that may be in the passage of the first ramp board 104 and the second ramp board 106. Again, the obstacle avoidance algorithm activates the alarm to instruct the bus driver 239 to maneuver the bus position.

[01 16] The above algorithms can be programmed into the microcontroller. Using various input devices like front face camera 262, a plurality of proximity sensor 192,198, a plurality of pressure sensor and an audio microphone connected to the microcontroller inside the automatic ramp 100. The determined outputs from the microcontroller are fed to a speaker, a LED light, the tactile display screen 250 to notify the bus driver 239. The speaker, the LED light, and the tactile display screen 250 herein are proximal to the bus driver 239 in which the purpose is to provide notification to the bus driver 239. The speaker, the LED light herein can be found on the dashboard of the bus or built-in at the console. The microcontroller can also communicate with a remote server via a data network provided by data network operators. The communication mode is wireless. In a case when the bus is driverless, a remote operator can control the bus from a remote location based on the available inputs from the listed input devices.

[01 17] The current application provides a solution for buses and trains to provide an automatic ramp 100 for conveying wheeled vehicles, for example, wheelchair, pram and electric scooter on and off the buses and the trains.

[01 18] In the application, unless specified otherwise, the terms "comprises", "comprise", and grammatical variants thereof, intended to represent "open" or "inclusive" language such that they include recited elements but also permit inclusion of additional, non- explicitly recited elements.

[01 19] As used herein, the term "about", in the context of concentrations of components of the formulations, typically means +/- 5% of the stated value, more typically +/- 4% of the stated value, more typically +/- 3% of the stated value, more typically, +/- 2% of the stated value, even more typically +/- 1 % of the stated value, and even more typically +/- 0.5% of the stated value.

[0120] Throughout this disclosure, certain embodiments may be disclosed in a range format. The description in range format is merely for convenience and brevity and should not be construed as an inflexible limitation on the scope of the disclosed ranges. Accordingly, the description of a range should be considered to have specifically disclosed all the possible sub-ranges as well as individual numerical values within that range. For example, description of a range such as from 1 to 6 should be considered to have specifically disclosed sub-ranges such as from 1 to 3, from 1 to 4, from 1 to 5, from 2 to 4, from 2 to 6, from 3 to 6 etc., as well as individual numbers within that range, for example, 1 , 2, 3, 4, 5, and 6. This applies regardless of the breadth of the range. Any specific range, number, figure, parameter or a combination of these are optionally known as predetermined ranges, numbers, figures, parameters or other equivalent expressions.

[0121 ] It will be apparent that various other modifications and adaptations of the application will be apparent to the person skilled in the art after reading the foregoing disclosure without departing from the spirit and scope of the application and it is intended that all such modifications and adaptations come within the scope of the appended claims.

Reference Numerals

90 front face

92 rear face

94 left face

96 right face

98 bottom face

100 automatic ramp

102 ramp main frame

103 frame bracket

104 first ramp board

105 guide rails

106 second ramp board

107 rectangular rods

108 drive mechanism

1 10 controller

1 12 hinged flap, dust cover

1 14 frame length

1 16 frame width

1 18 frame height

120 left guide

122 right guide

124 drive mechanism portion

126 first ramp board length

128 first ramp board width

130 second ramp board length

132 second ramp board width

134 left guide width

136 right guide width

138 left face wall thickness

140 right face wall thickness

142 rear face wall thickness

144 traveller body

146 flat rectangular member 148 left trapezoidal plate

150 right trapezoidal plate

152 cylindrical rod

154 right trapezoidal ball bearing

156 contiguous top-rear-bottom face portion

158 chamber

160 left trapezoidal ball bearing

162 left engagement plate

164 right engagement plate

166 engagement plate thickness

168 engagement plate length

170 Allen bolt

172 hexagonal nut

174 first ramp board connecting plate 176 cylindrical ball bearing

178 timing belt clamp

180 primary timing belt, rack

182 first cylindrical solid strut

184 second cylindrical solid strut

186 vertical member

188 first sensor holder

190 first sensor holder struts

192 first proximity sensor

194 electrical wire

196 protrusion strut

198 second proximity sensor

200 second sensor holder

202 second sensor holder struts

204 electric motor

206 first bevel gear

208 timing gear, pinion

210 L-shaped member

212 second bevel gear

214 coil spring 216 secondary timing belt

218 secondary timing gear

220 secondary timing belt guide

222 asphalt surfaced road

224 first lowering angle

226 frame to asphalt distance

228 frame to ground angle

230 kerb

232 kerb height

234 second lowering angle

236 first to second ramp board length

238 bus, double decker bus

239 bus driver

240 rear door

242 a view from inside the bus

244 a view from the kerb

246 bus floor, floorboard

248 touch screen button

250 tactile display screen

252 human being

254 wheelchair user

256 front face speaker

258 anti-slip sheet

260 light emitting diode

262 front face camera

Claims

An automatic ramp for wheelchairs, the automatic ramp comprising

> a ramp board for supporting a wheelchair on top;

> a frame for holding the ramp board;

> a drive mechanism connected to the ramp board and the frame for providing a ramp surface by the ram board;

wherein the drive mechanism comprises a controller for operating the automatic ramp automatically.

The automatic ramp of claim 1 , wherein

the frame comprises an automatic shutter for closing the automatic ramp.

The automatic ramp of any of the preceding claims, wherein

the frame comprises at least one rail for guiding linear movement of the ramp board.

The automatic ramp of any of the preceding claims, wherein

the frame comprises at least one holder for fixing the automatic ramp according to a predetermined orientation.

The automatic ramp of any of the preceding claims, wherein

the drive mechanism comprises a switch for changing the automatic ramp from an automatic mode to a manual mode.

The automatic ramp of any of the preceding claims, wherein

the drive mechanism comprises a detector for stopping operation of the automatic ramp if detecting obstruction.

The automatic ramp of any of the preceding claims, wherein

the ramp board comprises a first ramp board and a second board, the first ramp board and the second ramp board being configured to join together for providing a substantially common surface for a wheelchair.

8. The automatic ramp of any of the preceding claims, wherein

the drive mechanism comprises a self-lock transmission for preventing movement of the ramp board in the absence of power supply.

9. The automatic ramp of any of the preceding claims, wherein

the ramp board comprises a friction surface for preventing slipping of a passenger on the automatic ramp.

10. The automatic ramp of any of the preceding claims, wherein

the automatic ramp is substantially ingress protected.

1 1 . A vehicle for transporting a wheelchair passenger, the vehicle comprising

the automatic ramp of any of the preceding claims,

wherein the automatic ramp is mounted near at least one access door of the vehicle; and

the automatic ramp is prevented from protruding beyond the at least one access door substantially.

12. The vehicle of claim 1 1 , wherein

the controller is connected to a power supply of the vehicle for operation.

13. The vehicle of claim 1 1 or 12, wherein

electrical components of the automatic ramp are prevented from creating electromagnetic interference.

14. The vehicle of any of the preceding claims 1 1 to 13, wherein

the automatic ramp is detachable from the vehicle.

15. The vehicle of any of the preceding claims 1 1 to 14, wherein

at least an edge of the automatic ramp is aligned with a deck of the vehicle.