ACCESS RAIL
The run-on rail design addresses the stability and slipping issues of existing tail rails by incorporating a reinforcing strut and anti-slip features, resulting in a more stable and safe loading solution for vehicles.
Patent Information
- Application Number
- DE102023129392
- Authority / Receiving Office
- DE · DE
- Patent Type
- Applications
- Current Assignee / Owner
- Filing Date
- 2023-10-25
- Publication Date
- 2025-04-30
AI Technical Summary
Existing tail rails for bridging height differences between subgrades and vehicle loading surfaces lack sufficient stability, especially under high loads and in adverse weather conditions, which can lead to vehicle slipping and potential injuries or damage.
A run-on rail design featuring an elongate rail profile with a reinforcing strut extending longitudinally and orthogonally from the second side, providing enhanced stability and load absorption, along with anti-slip features like depressions and recesses to prevent vehicle slipping.
The enhanced stability and anti-slip features of the run-on rail design ensure reliable and safe loading of vehicles, even under high loads and in poor weather conditions, by effectively distributing loads and preventing vehicle slipping.
Smart Images
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Abstract
Description
[0001] The invention relates to a loading ramp for bridging a height difference between a subsurface and the loading area of a vehicle. Such loading ramps are typically welded metal structures comprising a rail profile that represents the accessible area of the loading ramp. The rail profile may have rung-like elevations to prevent the vehicle from slipping when driving over the rail profile.
[0002] For loading single-track vehicles, such as two-wheelers such as motorcycles or bicycles, a single loading ramp is sufficient. For loading multi-track vehicles such as cars, small tractors, lawnmowers, quads, scooters, or trikes, two loading ramps are used. These are arranged next to each other at an angle to bridge the height difference between the ground on which the vehicle to be loaded is located (standing) and the loading area of the vehicle, more precisely the transport vehicle, such as a trailer. The vehicle to be loaded can be moved up the loading ramp under its own power (engine power or drive force) or pushed or pulled up the loading ramp by hand or using a cable winch.
[0003] Depending on the size and weight of the vehicle, heavy loads can be placed on the loading ramp during loading, which must be absorbed by the ramp. Furthermore, in bad weather, there is a risk that the vehicle being loaded could slip off the ramp, which could result in injury to the driver or damage to the vehicle being transported.
[0004] The invention is therefore based on the object of providing a loading ramp for bridging a height difference between a ground surface and a loading area of a vehicle, which loading ramp is designed and mounted in a simple manner, ensures safe loading and is improved in particular with regard to the stability required during loading of the vehicle.
[0005] The solution according to the invention consists in designing a loading ramp for bridging a height difference between a ground surface and a loading area of a vehicle, wherein the loading ramp has the following: an elongated rail profile with a first side and a second side opposite the first side, wherein the first side forms a surface over which a vehicle to be loaded can pass and the second side faces away from the surface over which can be passed; a contact element for placing the loading ramp against the loading area; and a loading nose for driving onto the loading ramp, wherein the elongated rail profile has on the second side at least one reinforcing strut extending in the longitudinal direction of the elongated rail profile and extending away from the second side, i.e. downwards.
[0006] Such a reinforcement strut increases the stability of the elongated rail profile and the loading rail, making it extremely stable and able to absorb high loads.
[0007] According to an advantageous development, the at least one reinforcing strut extends at least over the entire length of the elongated rail profile. The reinforcing strut runs, in particular, parallel to a longitudinal axis of the elongated rail profile.
[0008] Furthermore, it is preferred that the at least one reinforcing strut extends substantially orthogonally downward from the second side of the elongated rail profile. The reinforcing strut thus extends substantially 90° downward from the second side. A dimension of the reinforcing strut orthogonal to the second side is, in particular, several times larger than a dimension of the reinforcing strut orthogonal to the longitudinal direction. The reinforcing strut preferably extends orthogonally to the second side to such an extent that it corresponds to the height of the ramp rail.
[0009] In order to further improve the stability, the elongated rail profile has on the second side in particular at least two reinforcing struts extending in the longitudinal direction of the elongated rail profile, which are spaced apart from one another orthogonally to the longitudinal direction.
[0010] Preferably, the at least two reinforcing struts extending in the longitudinal direction of the elongated rail profile are arranged symmetrically to one another with respect to a central longitudinal axis of the elongated rail profile and / or are distributed orthogonally to the longitudinal direction at a uniform spacing across the elongated rail profile. This distributes the loads occurring during loading of the vehicle across the elongated rail profile or the loading rail.
[0011] According to an advantageous further development, the at least one reinforcing strut has a substantially T-shaped cross-section in the longitudinal direction, at least in some regions.
[0012] Particularly preferably, the elongated rail profile and the at least one reinforcing strut are formed as a single piece. In other words, the reinforcing strut(s) are integrally formed on the elongated rail profile. This allows the elongated rail profile to be manufactured in a single production process.
[0013] Furthermore, the elongated rail profile, viewed in the longitudinal direction thereof, has at least in some regions an at least substantially C-shaped cross-section, which means that the loading rail offers very good stability. In the present case, such a C-shaped cross-section is formed by a back region, two side regions (legs) and two lower regions, with the back region representing the area driven on by the vehicle to be transported. The side regions (legs) run essentially 90° downwards from the back region and together with the back region already form a U-shape. The C-shape is finally created by the lower regions, which run essentially 90° inwards from the side regions; however, not so far that the lower regions touch. Rather, a recess is formed in the profile.The reinforcing struts extend orthogonally to the second side, preferably as far as the two side regions (legs). The T-shaped section of the reinforcing strut runs parallel to the lower regions. The reinforcing strut thus extends into the recess.
[0014] Relative terms such as “top” and “bottom” refer to the assembled state of the ramp, with the driveable surface always facing upwards.
[0015] According to an advantageous further development, the drivable surface of the elongated rail profile has a plurality of depressions (or grooves) extending in the longitudinal direction and / or is designed to be slip-resistant by arranging and forming a plurality of recesses thereon.
[0016] The depressions and / or recesses increase the friction between the profile of a tire of the vehicle to be loaded and the loading ramp, so that slipping can be prevented or inhibited.
[0017] Preferably, the recesses are provided parallel to one another in the longitudinal direction and orthogonally to the longitudinal direction at regular intervals. The plurality of recesses are preferably arranged one behind the other in the longitudinal direction.
[0018] Any disruptive elements, such as mud, dirt or small stones, that may get onto the loading ramp when loading a vehicle are collected in the recesses or fall through the cutouts, so that the anti-slip effect of the elongated rail profile is still guaranteed, so that safe loading is possible at any time, even in difficult conditions such as rain.
[0019] According to an advantageous further development, the elongated rail profile comprises a flat profile extending in the longitudinal direction, in which the plurality of recesses are arranged and formed.
[0020] This makes the recesses in the elongated rail profile, or its accessible surface, extremely simple and cost-effective to produce.
[0021] According to a preferred development, the flat profile is arranged symmetrically around a central longitudinal axis of the elongated rail profile on the trafficable surface and at least partially covers the plurality of recesses and / or rests only on projections flanking the recesses. In other words, the flat profile has a smaller dimension orthogonal to the longitudinal direction than the trafficable surface of the elongated rail profile.
[0022] The plurality of recesses in the drivable surface are furthermore designed in particular as substantially elliptical through-holes or punched holes, the longer side of which each runs orthogonally to the longitudinal direction of the elongated rail profile.
[0023] The edges of the plurality of recesses are preferably curved upwards such that they protrude above the surface of the trafficable area. The upwardly curved edges provide additional grip for the tire or tread of the vehicle being loaded, but are rounded to such an extent that they do not damage the tread or tire of the vehicle being loaded. Since the through-holes are elliptical and their longer sides run orthogonally to the longitudinal direction of the elongated rail profile, a long edge region (long side of the elliptical through-hole) can provide grip for the vehicle being loaded or its tire or tread.
[0024] Preferably, the elongated rail profile and, if present, also the flat profile, are made of galvanized steel so that they can bear high loads and are protected against corrosion.
[0025] According to an advantageous further development, the elongated rail profile has a first end region and an opposite second end region in the longitudinal direction, wherein the first end region forms a first fastening region for fastening the contact element and the second end region forms a second fastening region for fastening the ramp nose.
[0026] The fastening areas are preferably formed by at least one, preferably two through-holes, which each preferably run on the one hand through the drivable surface (back area) and on the other hand through the lower area arranged below this (reference is made here to the C-shaped cross-section).
[0027] According to an advantageous embodiment, the at least one reinforcing strut extends longitudinally beyond the first end region and / or the second end region of the elongated rail profile and into the support element and / or the ramp nose. The reinforcing strut can be attached there, respectively.
[0028] According to an advantageous further development, the elongated rail profile has a lateral fastening area on one or both longitudinal sides running in the longitudinal direction.
[0029] The longitudinal sides running in the longitudinal direction are also an area from which the side areas (legs) protrude downwards from the drivable surface (back area) of the elongated rail profile.
[0030] In this context, the fastening areas are preferably also formed from a plurality of holes, which also run through the back area of the C-shaped cross-section (driveable area) as well as the lower area.
[0031] From a functional point of view, the elongated rail profile is therefore composed of fastening areas and a functional area (driveable area).
[0032] According to an advantageous development, the loading rail has at least one side profile for delimiting a driving area, wherein the at least one side profile has at least one U-shaped fastening area and a raised area, wherein the at least one U-shaped fastening area is attachable to the or one of the lateral fastening areas of the elongated rail profile, and wherein the raised area extends at least upwards beyond the fastening area in order to form a boundary of the driving area.
[0033] From a functional point of view, the side profile is therefore composed of a fastening area and a functional area (raised area).
[0034] The driving area itself can be the drivable surface of the elongated rail profile (with or without an additional flat profile) or an extension of this by another straight drivable part or a part of the side profile arranged essentially parallel to the drivable surface.
[0035] The U-shaped mounting area of the side profile fits into a left or right section (lateral mounting area) of the C-shaped elongated rail profile. This section is formed from a part of the back section, one of the side sections (legs), and the corresponding lower section, thus also having a C-shape overall. The dimensions of the two mounting areas are thus coordinated so that the side profile can be attached to the rail profile.
[0036] Preferably, two side profiles are provided, namely a left and a right side profile. However, even one side profile (left or right side profile) is sufficient to define the driving area in a track-like manner, so that the side profile steers the vehicle to a certain extent or at least makes it more difficult to drive sideways out of the driving area. This effect is improved accordingly with two side profiles.
[0037] According to an advantageous development, a first side profile can be fastened to a first lateral fastening region of the elongated rail profile in such a way that it has a smaller distance from a central longitudinal axis of the ramp rail than a second side profile, which can be fastened to a second lateral fastening region of the elongated rail profile. As a result, a width of the roadway can be changed depending on the fastened side profile. The at least one side profile can have at least two U-shaped fastening regions that are spaced apart from one another orthogonally to the longitudinal direction, wherein a first U-shaped fastening region or a second U-shaped fastening region can be fastened to the or one of the lateral fastening regions of the elongated rail profile.
[0038] The side profiles are preferably made of aluminum to ensure they are lightweight and reduce the overall weight of the ramp. Furthermore, at least one side profile is attached to the lateral mounting area of the elongated rail profile with screws or bolts.
[0039] This also applies to the first and second fastening areas at the first and second end areas of the elongated rail profile, respectively. Consequently, a final product (the ramp rail) can be achieved that has a simple modular design, with individual parts (e.g., the side profile or the elongated rail profile itself) being interchangeable in such a way that the final product can be adapted to user-specific requirements.
[0040] These requirements can include, for example, a raised side profile, a specific length of the elongated rail profile, or even a specific shape of the support element. The modular design makes it possible to replace only the relevant component, thus providing a simple and cost-effective adaptation option in production.
[0041] The invention is explained below by means of the description of embodiments with reference to the accompanying drawings.
[0042] The drawings show in: Fig. 1 is a schematic plan view of a ramp according to an embodiment of the present invention; Fig. 2 is a schematic side view of a ramp according to an embodiment of the present invention in a shortened representation; Fig. 3 is a schematic perspective view of a ramp according to an embodiment of the present invention; Fig. 4 a schematic cross-sectional view of a ramp rail according to the section plane AA (orthogonal to the longitudinal direction thereof) according to an embodiment of the present invention.
[0043] In the following we will first refer to Fig. 1, which shows a schematic plan view of a ramp 1000 according to an embodiment of the present invention.
[0044] The loading ramp 1000 has an elongated rail profile 100 in the middle, i.e., centrally. The rail profile 100 has a first, upper side and a second, lower side opposite the first side, wherein the first side forms a surface that can be driven over by a vehicle during loading. The rail profile 100 further comprises an elongated flat profile 140, which in this case is fastened by means of fastening means 150, such as a screw or a bolt. The rail profile 100, in this case the flat profile 140, has a plurality of recesses 110 that are elliptical and have upwardly curved edges. These recesses 110 are arranged in particular in a row one behind the other in the longitudinal direction (in Fig. 1 from left to right) of the rail profile 100. Due to the elliptical design, with the long side oriented orthogonally to the longitudinal direction of the ramp rail 1000, the surface, i.e. the drivable surface of the rail profile 100, is effectively designed to be slip-resistant. In addition, the rail profile 100 has a plurality of recesses 120 or grooves that run in the longitudinal direction (see Fig. 4). The flat profile 140 is arranged symmetrically around a central longitudinal axis M of the elongated rail profile 100 and conceals the recesses 140 in this area and rests on projections flanking the recesses 140.
[0045] Furthermore, the rail profile 100 has fastening areas, namely a first fastening area (three holes or punchings on the right in Fig. 1), a second fastening area (two holes or punchings on the left in Fig. 1), and lateral fastening areas (four holes or punchings each at the top and bottom in Fig. 1). Of course, the number of fastening areas can be adapted to the length of the rail profile 100, i.e., depending on the length of the rail profile 100, more or fewer holes or punchings can be arranged or formed.
[0046] A support element 400, which also has three holes or punches, is attached to the first attachment area. A ramp 300, which also has two holes or punches, is attached to the second attachment area. Side profiles 200a, 200b are attached to the lateral attachment areas.
[0047] When loading a vehicle, it moves (left in Fig. 1) onto the ramp nose 300, crosses the rail profile 100 and drives (right into Fig. 1) from the installation element 400 back down from the loading rail 1000.
[0048] Fig. 2 shows a schematic side view of a ramp according to an embodiment in a shortened representation, Fig. 3 a schematic perspective view of a loading rail.
[0049] The Fig. 2 and Fig. The ramp nose 300 shown on the left in Figure 3 has a U-shaped fastening area 310, a ramp piece 320, and support struts 330, in this case three support struts 330. The U-shaped fastening area 310 of the ramp nose 300 can be fastened to the second fastening area of the elongated rail profile 100, in particular can be plugged onto it.
[0050] For example, the two legs of the U-shaped fastening area 310 have through-holes which can be aligned with through-holes on the second fastening area of the elongated rail profile 100 (in the back area and lower area), i.e. they can be placed on top of one another in such a way that a fastening element can be passed through them. The loading nose 300 is preferably fastened to the elongated rail profile 100 with two bolts or screws. The screws also run through a first leg of the U-shaped fastening area 310, the back of the elongated rail profile 100, the lower area of the elongated rail profile 100 and the second leg of the U-shaped fastening area 310 of the loading nose 300. Consequently, a secure and simple fastening can be achieved here too, with screws orBolts as fastening elements ensure that the fastening can be easily removed and the end product can be easily disassembled into its individual parts or individual components can be replaced.
[0051] The ramp 320 is essentially in the shape of a pointed triangle and has a first leg (upper leg), a second leg (lower leg) and a back area, wherein the back area simultaneously represents the short side of the essentially triangular ramp 320. In this context, the term "essentially" triangular ramp 320 is used, since, as in Fig. 2 you can see that the access area, i.e. the area on the far left, is not a real corner but rounded.
[0052] The ramp nose 300 thus consists of a fastening area and a functional area, namely the ramp piece 320, which serves to form the transition from the ground to the ramp rail 1000 in such a way that a vehicle to be transported can easily drive onto the ramp rail 1000. This is achieved by the ramp piece 320 increasing in height due to its triangular shape in cross-section.
[0053] The surface of the loading ramp 300, which the vehicle being transported drives over, is designed to be slip-resistant, for example, with rung-like projections. Furthermore, the loading ramp 300 is also made of galvanized steel to ensure its stability and corrosion resistance.
[0054] Inside the triangular ramp 320, the support struts 330 connect the two long sides of the triangle to support the ramp nose 320. These two sides are, on the one hand, the side driven by the vehicle to be transported, and on the other hand, the side of the triangle resting on the ground. Consequently, when driving over the former side, force can be directed to the ground via the support struts 330 as a force guide path, so that the former side of the triangle does not bend under load, i.e., bulge downward, allowing the ramp nose 300 to absorb higher loads. The angle between the support struts 330 and the former side of the triangle (hypotenuse) is approximately 90° to enable a good flow of force.
[0055] The Fig. 2 and Fig. The contact element 400 shown on the right in Figure 3 also has a U-shaped fastening area 410 and a hook 420. The U-shaped fastening area 410 of the contact element 400 can be fastened to the first fastening area of the elongated rail profile 100. The U-shaped fastening area 410 is designed similarly to the U-shaped fastening area 310 of the ramp nose 300; a further description thereof is therefore omitted.
[0056] In the case of the installation element 400, the surface on which the vehicle to be transported travels can also have rung-like projections which serve to make the surface slip-resistant.
[0057] The hook 420 of the attachment element 400 serves to hook it onto the transport vehicle, for example, a trailer, in such a way that the loading ramp 1000 rests securely against the loading area of the transport vehicle, i.e., without the possibility of slipping. This further increases safety when using the loading ramp 1000.
[0058] The hook 420 itself is also essentially U-shaped, with the back of the U-shape representing part of the area of the support element 400 to be traveled over. The first leg of the hook 420 is longer than the second leg. The first leg of the hook 420 connects the second leg of the U-shaped fastening area 410 to an extension of the first leg of the U-shaped fastening area 410. The second leg serves to be hooked onto the transport vehicle. The support element 400 thus also has a fastening area and a functional area (hook).
[0059] The U-shaped fastening area 410 can be plugged onto the first fastening area of the elongated rail profile 100 and fastened thereto with three fastening elements, for example, a screw or bolt. The fastening element extends through a first leg of the U-shaped fastening area 410, the back area of the elongated rail profile 100, the lower area of the elongated rail profile 100, and the second leg of the U-shaped fastening area 410. Consequently, a secure and effective fastening to the elongated rail profile 100 is possible.
[0060] The surface of the support element 400, on which the vehicle to be loaded travels, can also be designed to be slip-resistant, for example, by means of rung-like projections. Furthermore, the support element is preferably made of galvanized steel to provide it with a certain degree of stability and corrosion resistance.
[0061] Fig. 4 shows a cross-section of the ramp rail 1000, viewed orthogonally to the longitudinal direction of the rail profile 100. Thus, the ramp nose 300 and the contact element 400 are no longer shown.
[0062] The elongated rail profile 100 has, on the side facing away from the trafficable surface, two reinforcing struts 130 extending in the longitudinal direction of the elongated rail profile, which extend downward from the second side, essentially orthogonally thereto. The reinforcing struts 130 are also spaced apart orthogonally to the longitudinal direction and arranged symmetrically around the central longitudinal axis M of the elongated rail profile 100. This allows the load to be distributed as evenly as possible between both reinforcing struts 130. The reinforcing struts 130 are T-shaped in this cross-section and extend to the lower region of the rail profile 100.
[0063] In the longitudinal direction, the reinforcing struts 130 extend over the entire length of the elongated rail profile 100 as well as beyond the first and second end regions of the elongated rail profile 100 and into the support element 400 and the loading nose 300. As a result, loads acting on the rail profile 100 are distributed over the entire length of the loading rail 1000 and onto the ground and the trailer onto which the vehicle is loaded.
[0064] In Fig. Figure 4 clearly shows the C-shaped cross-section of the rail profile 100, comprising a back section (top), two legs (left and right), and a lower section (bottom). The side profiles 200a, 200b have U-shaped mounting sections 210a, 210b and raised sections 220a, 220b.
[0065] The first leg (upper leg) of the U-shaped fastening region 210a or 210b of the side profile 200a or 200b rests on the back region (top) of the rail profile 100. The second leg (lower leg) of the U-shaped fastening region 210a or 210b of the side profile 200a or 200b lies below the lower region of the rail profile 100. The U-shaped fastening regions 210a or 210b are formed, among other things, by struts or intermediate struts that extend from top to bottom in the assembled state and serve to come into contact with one of the legs of the C-shaped rail profile 100, thus enabling good alignment of the side profile 200a, 200b with the rail profile 100.
[0066] As in Fig.4, a first side profile 200a (left) is fastened to a first lateral fastening region of the elongated rail profile 100 in such a way that it has a smaller distance from a central longitudinal axis M of the loading rail 1000 than a second side profile 200b, which is fastened to a second lateral fastening region of the elongated rail profile 100.
[0067] It is possible to design the two profiles (rail profile 100 and side profile 200) in such a way that a clamping effect is already achieved between the side profile 200 and the rail profile 100 when the side profile is attached to the rail profile. As with the other U-shaped fastening areas, a fastening element (e.g., a screw or bolt) extends through the first and second legs (or holes in the first and second legs) of the U-shaped fastening areas 210a, 210b of the side profiles 200a, 200b. In the case of the rail profile 100, the fastening element extends through the back area and the lower area (or holes in the aforementioned areas).
[0068] The raised areas 220a, 220b are not only upwards but also downwards. In particular, the side profiles 200a, 200b are mirror-symmetrical along a mirror axis S. Consequently, the correct fastening direction is no longer important during assembly.
[0069] The raised area 220a, 220b serves in particular to keep the vehicle in its lane, i.e., to prevent it from driving sideways off the ramp 1000. The side profiles 200a, 200b thus also have a fastening area and a functional area (raised area).
[0070] At this point, it should be noted that all parts described above, viewed individually or in any combination, particularly the details shown in the drawings, are claimed as essential to the invention. Modifications to these are familiar to those skilled in the art. List of reference symbols 1000 ramp 100 rail profile 110 recess 120 deepening 130 reinforcement strut 140 flat profile 150 fastening element 200a, 200b side profile 210a, 210b U-shaped fastening area 220a, 220b elevated area 300 loading nose 310 U-shaped mounting area 320 ramp 330 support strut 400 investment element 410 U-shaped mounting area 420 hooks S axis of symmetry M central longitudinal axis
Claims
[1] Loading ramp (1000) for bridging a height difference between a ground surface and a loading area of a vehicle, the loading ramp (1000) comprising: - an elongated rail profile (100) having a first side and a second side opposite the first side, wherein the first side forms a surface over which a vehicle to be loaded can pass and the second side faces away from the surface over which a vehicle can pass; - a contact element (400) for attaching the loading ramp (1000) to the loading area; and - a ramp nose (300) for driving onto the ramp rail (1000), wherein the elongated rail profile (100) has on the second side at least one reinforcing strut (130) extending in the longitudinal direction of the elongated rail profile (100) and extending away from the second side. [2] The loading rail (1000) according to claim 1, wherein the at least one reinforcing strut (130) extends at least over the entire length of the elongated rail profile (100). [3] The ramp rail (1000) according to claim 1 or 2, wherein the at least one reinforcing strut (130) extends substantially orthogonally from the second side of the elongated rail profile (100). [4] Loading rail (1000) according to one of the preceding claims, wherein the elongate rail profile (100) has on the second side at least two reinforcing struts (130) extending in the longitudinal direction of the elongate rail profile (100) and spaced apart from one another orthogonally to the longitudinal direction. [5] Loading rail (1000) according to claim 4, wherein the at least two reinforcing struts (130) extending in the longitudinal direction of the elongate rail profile (100) are arranged symmetrically to one another with respect to a central longitudinal axis of the elongate rail profile (100) and / or are distributed orthogonally to the longitudinal direction at a uniform distance over the elongate rail profile. [6] Loading rail (1000) according to one of the preceding claims, wherein the at least one reinforcing strut (130) has a substantially T-shaped cross-section in the longitudinal direction at least in regions. [7] Loading rail (1000) according to one of the preceding claims, wherein the elongated rail profile and the at least one reinforcing strut (130) are formed in one piece. [8] Loading rail (1000) according to one of the preceding claims, wherein the elongated rail profile (100) has, at least in regions, an at least substantially C-shaped cross-section when viewed in the longitudinal direction thereof. [9] Loading rail (1000) according to one of the preceding claims, wherein the drivable surface of the elongated rail profile (100) has a plurality of recesses (120) extending in the longitudinal direction and / or is designed to be slip-resistant by arranging and forming a plurality of recesses (110) thereon. [10] The ramp rail (1000) according to claim 9, wherein the elongated rail profile (100) comprises a longitudinally extending flat profile (140) in which the plurality of recesses are arranged and formed. [11] Loading rail (1000) according to claim 10, wherein the flat profile (140) is arranged symmetrically about a central longitudinal axis of the elongated rail profile on the drivable surface and at least partially covers the plurality of recesses (130) and / or rests only on projections flanking the recesses (130). [12] Loading rail (1000) according to one of the preceding claims, wherein the elongated rail profile (100) has a first end region and an opposite second end region in the longitudinal direction, wherein the first end region forms a first fastening region for fastening the contact element (400) and the second end region forms a second fastening region for fastening the loading nose (300). [13] The loading rail (1000) according to claim 12, wherein the at least one reinforcing strut (130) extends longitudinally beyond the first end region and / or the second end region of the elongated rail profile (100) and into the abutment element (400) and / or the loading nose (300). [14] Loading rail (1000) according to one of the preceding claims, wherein the elongated rail profile (100) has a lateral fastening region on one or both longitudinal sides extending in the longitudinal direction. [15] Ramp (1000) according to claim 14, wherein the ramp (1000) has at least one side profile (200, 200a, 200b) for delimiting a driving area, wherein the at least one side profile (200, 200a, 200b) has at least one U-shaped fastening region (210) and a raised region (220), wherein the at least one U-shaped fastening region (210) is attachable to the or one of the lateral fastening regions of the elongated rail profile (100), and wherein the raised region (220) extends at least upwardly beyond the attachment region (210) to form a boundary of the travel range. [16] Loading rail (1000) according to claim 15, wherein a first side profile (200a) can be fastened to a first lateral fastening region of the elongate rail profile (100) in such a way that it has a smaller distance from a central longitudinal axis of the loading rail (1000) than a second side profile (200b) which can be fastened to a second lateral fastening region of the elongate rail profile (100).