Automated rail vehicle passenger access ramp system

Abstract

The automated rail vehicle passenger access ramp system includes a rail vehicle and a ramp 11 that is retrofitted at a doorway of the rail vehicle. The ramp is deployed onto a rail station platform by

Description

The present invention relates to an automated rail vehicle passenger access ramp system, in particular, an automated rail vehicle passenger access ramp system comprising a passenger access ramp adapted to be deployed onto a rail station platform. Within countries such as the United Kingdom, for example, it is commonplace for rail travellers having accessibility needs to require a ramp to board rail vehicles. Wheelchair users use a booking system to notify train operators that they will require boarding assistance at a specific location and time. Operating staff then meet the passenger at the location and time with a manual ramp that is used to enable the passenger to access the rail vehicle. Unfortunately, this system is unreliable, and effectively results in a discriminatory approach that hinders the autonomy of passengers with disabilities. For example, it is not unusual to discover that operating staff are not expecting the passenger, or that the rail vehicle is delayed whilst operating staff locate the passenger, deploy the ramp and wait for the passenger to finish boarding. In addition, the ramps themselves are unwieldy, and create a health and safety issue in terms of lifting and manual handing for operating staff. Whilst in new build rail vehicles it is possible, but not common practice, to integrate an automated wheelchair ramp at the point the doorway is built, no such option exists to be retrofitted into existing rail vehicles. There therefore exists a need to provide all passengers with the ability to board a rail vehicle without needing to rely on a manual ramp and / or assistance in order to provide full accessibility and autonomy for any traveller. The present invention aims to address these issues by providing, in a first aspect, an automated rail vehicle passenger access ramp system, comprising: a rail vehicle; and a passenger access ramp adapted to be deployed onto a rail station platform on receipt of a deployment command and retrofitted at a doorway of the rail vehicle, wherein the passenger access ramp comprises: a weight-bearing surface and a drive mechanism coupled to the weight-bearing surface and adapted to receive the deployment command to activate and deploy the passenger access ramp onto the rail station platform; wherein the deployment command is issued on the verification of the presence of the rail vehicle at a stand at a rail station location. The system may further comprise a first manually operated switch adapted to issue the deployment command. The first manually operated switch may be located in a driver's cab of the rail vehicle. Alternatively, the first manually operated switch is located adjacent the doorway of the rail vehicle at which the passenger access ramp is located. The system may further comprise a second manually operated switch, wherein the second manually operated switch is located on the outside of the rail vehicle. Alternatively, the system may further comprise an image sensor mounted at the doorway of the rail vehicle and coupled to image recognition software adapted to verify the presence of passengers on a rail station platform, wherein the optical recognition software is adapted to identify passengers with mobility issues. Further alternatively, the system may further comprise a location verification device adapted to verify the presence of the rail vehicle at a rail station location; and a processor adapted to issue the deployment command on the verification of the presence of the rail vehicle at a rail station location. Preferably, the passenger access ramp further comprises at least one sensor adapted to detect obstructions in the path of the passenger access ramp during deployment. Preferably, the passenger access ramp is deployed after the rail vehicle doors have been opened. Preferably, the passenger access ramp automatically retracts when the doors of the rail vehicle are locked closed prior to departing a station. Preferably, the passenger access ramp is mounted within a housing defining a storage space, the housing having an upper surface, a lower surface and four side surfaces, wherein one of the side surfaces is provided with an aperture for accessing the storage space, and wherein the housing is adapted to be mounted with the upper surface flush with the floor level in the doorway of a rail vehicle with the aperture facing the doorway, wherein the passenger access ramp is telescopic and slidably engaged within the housing and wherein the drive mechanism couples the passenger access ramp to the housing so as to slide the passenger access ramp out through and in through the aperture. The drive mechanism may comprise a drive screw arrangement or a cog and ratchet mechanism. Preferably, the housing comprises a stop mechanism to prevent the passenger access ramp from being slid out of the housing. Preferably, the passenger access ramp further comprises a manual winding interface adapted to override the drive mechanism. The invention will now be described by way of example only, and with reference to the accompanying drawings, in which: Figure 1 is a schematic diagram of an automated rail vehicle passenger access ramp system in accordance with embodiments of the present invention; Figure 2 is a flowchart outlining a method of deploying a passenger access ramp in accordance with embodiments of the present invention; Figure 3 is a flowchart illustrating further method steps in accordance with embodiments of the present invention; Figure 4 is a schematic representation of the different ways of issuing a deployment command in accordance with the embodiments of the present invention; Figure 5 is a schematic perspective view of a passenger access ramp prior to installation in accordance with the embodiments of the present invention; Figure 6 is an exploded view of a passenger access ramp in accordance with embodiments of the present invention; and Figure 7 is a schematic perspective view of a passenger access ramp and housing installed in a rail vehicle in accordance with the embodiments of the present invention. The present invention takes the approach of retrofitting an access ramp of the type more commonly found in road vehicles, such as buses, into existing rail vehicles. An automated rail vehicle passenger access ramp system is provided in a rail vehicle. The passenger access ramp is adapted to be deployed onto a rail station platform on receipt of a deployment command and retrofitted at a doorway of the rail vehicle. In order to do this, a portion of the floor area in the doorway of the rail vehicle is removed, more details of which are given below. The passenger access ramp comprises: a weight-bearing surface and a drive mechanism coupled to the weight-bearing surface and adapted to receive the deployment command to activate and deploy the ramp onto the rail station platform. Th deployment command can be given a number of ways, either from the passenger or a member of the operating staff either onboard the rail vehicle or on a rail station platform. The deployment command is issued on the verification of the presence of the rail vehicle at a stand at a rail station location, where the passenger access ramp may be deployed after the doors of the rail vehicle have opened. Figure 1 is a schematic diagram of an automated rail vehicle passenger access ramp system in accordance with embodiments of the present invention. A rail vehicle 1 in the form of a train having two carriages 2a, 2b, and a driver's cab 3 is shown at a stand at a rail station platform 4. For the purposes of illustration, each of the two carriages 2a, 2b, is provided with a doorway 5a, 5b and a set of doors 6a, 6b. However, each carriage 2a, 2b and the driver's cab 3 may be provided with additional doorsets depending on the configuration of the rail vehicle. A first manually operated switch 7 is provided inside the carriage 2b adjacent the doorway 5b, which is adapted to issue the deployment command. The first manually operated switch 7 is in the form of a button, such as a push button, touch-sensitive button or screen (capacitive button), which when pressed or activated sends a signal forming the deployment command, discussed in more detail below. In this location, the first manually operated switch 7 is intended for use by a passenger ora member of operating staff, such as a train conductor. A first manually operated switch 7 may also be provided in the driver's cab 3, where it is intended for use by a train driver to send a signal forming the deployment command once the train has come to a stand next to the rail station platform 4. On the outside of the carriages 2a, 2b a second manually operated switch 8 is provided for passengers and / or operating staff on the rail station platform 4 to send the signal forming the deployment command. As with the first manually operated switch 7, the second manually operated switch 8 is also in the form of a button, such as a push button, touch-sensitive button or screen (capacitive button). A location verification device 9 is provided on the rail vehicle 1, which is adapted to verify the presence of the rail vehicle 1 at a rail station location. A processor 10 is also provided and adapted to issue the deployment command on the verification of the presence of the rail vehicle 1 at the rail station location. Figure 1 shows that the set of doors 6b on the second carriage 2b are open, with a passenger access ramp 11 in the deployed position on the rail station platform 4. An optical sensor 12 is mounted at the doorway of the rail vehicle and coupled to image recognition software adapted to verify the presence of passengers on a rail station platform 4. However, the optical sensor 12 could be mounted in any suitable location on the exterior of the carriage 2b. The optical recognition software is adapted to identify passengers requiring the ramp, such as those with mobility issues or in need of assisted boarding, including heavy luggage, young children in prams or other items that may hinder mobility, based on pattern recognition processes well-known in the art. On the passenger access ramp 11 itself sensors 13 adapted to detect obstructions in the path of the passenger access ramp 11 during deployment are provided, to enable the deployment of the passenger access ramp 11 to be slowed, paused or stopped should an obstacle be detected. For example, if the passenger access ramp 11 begins to deploy when a wheelchair user is within the area into which the passenger access ramp 11 is to deploy, as soon as the wheelchair is detected the deployment stops. The sensors 13 may be optical detectors, ultrasonic detectors, laser projector sensors, detector and emitter pair sensors or similar devices. An alarm may be provided, which may be a visual alarm, such as a flashing light, an audible alarm, such as a buzzer, ora combination of both to alert users to the movement of the passenger access ramp 11. The passenger access ramp 11 is moved by means of the drive mechanism 14, which in turn is under the control of the ramp controller 15. These are both positioned under the floor of the rail vehicle 1 adjacent the doors 6b. A door locking circuit 16 is provided as part of the existing rail vehicle 1 door opening system, along with door opening switches 17 on the inside and the outside of the carriages 2a, 2b, to enable the doors 6a, 6b to be open and closed. Figure 2 is a flowchart outlining a method of deploying a passenger access ramp in accordance with embodiments of the present invention. The method 200 begins when a rail vehicle 1 arrives at a rail station platform 4 and comes to a halt at step 202. Next, at step 204, a door locking circuit 16 for each of the doors 6a, 6b adjacent the rail station platform 4 is primed to enable the doors 6a, 6b to open either automatically or when a door open button is activated by a passenger. The door locking circuit 16 may be activated by the driver or conductor, or may be triggered automatically by trackside equipment. In this example, based on Figure 1, a passenger requires the use of the passenger access ramp 11 at the doors of the second carriage 2b. At step 206, the deployment command is sent, resulting in the opening of the doors 6a and the activation and deployment of the passenger access ramp 11 onto the rail station platform 4 by the drive mechanism 14. This step may be split into two sub-steps, 206a, 206b, where the doors 6b are opened using the standard door button 17 provided on the rail vehicle 1, and the passenger access ramp 11 is deployed using one of the first 7 or second 8 manually operated switch, the optical sensor or via verifying the location of the rail vehicle 1 at the rail station location. As the passenger access ramp 11 is deployed the sensors 13 will detect any obstacles or objects in the path of the passenger access ramp 11. The steps taken should this occur are outlined in Figure 3. Once the passenger access ramp 11 has been used, prior to the rail vehicle 1 departing the rail station location, the doors 6b are closed by the door locking circuit at step 208. Once the doors are closed, at step 210, the passenger access ramp 11 is retracted fully back into the rail vehicle 1 by the drive mechanism 14. This may be done by issuing a retract command via the same mechanism as the deployment command was issued, or by the door locking circuit 16. Figure 3 is a flowchart illustrating further method steps in accordance with embodiments of the present invention. At step 300, the sensors 13 detect an object in the path of the moving passenger access ramp 11. At step 302, the sensors feed this information back to the ramp controller 15 responsible for powering the passenger access ramp 11 by means of the drive mechanism 14 (as described with respect to Figure 4 below), which, at step 304, stops the movement of the passenger access ramp 11 and triggers a warning signal (which may be audible, visual or a combination of both). At this point, the movement of the passenger access ramp 11 is paused until at step 306, when the object is removed from the path of the passenger access ramp 11, the sensors 13 trigger the ramp controller 15 to stop the warning signal and begin to move the passenger access ramp 11 once again at step 308. If the object is not removed from the path of the passenger access ramp 11 within a preset period of time, at step 310 the ramp controller 15 will cause the drive mechanism 14 to retract the passenger access ramp 11 back into the rail vehicle. Figure 4 is a schematic representation of the different ways of issuing a deployment command in accordance with the embodiments of the present invention. The use of first manually operated switch 7 or second manually operated switch 8 at a door 6a, 6b or in the driver's cab 3 is shown in Figure (a). Touching / pressing the first manually operated switch 7 or the second manually operated switch 8 sends a signal to the ramp controller 15. This can be done in several ways depending on the existing electrical set up of the rail vehicle 1 that the passenger access ramp 11 is retrofitted in: via a dedicated wiring loop between the manually operated switches 7, 8 and the ramp controller 15; via intermediary circuitry such as a CAN (Controller Area Network) bus or via a LAN (Local Area Network) connection linked to a processor within an onboard computer of the rail vehicle 1. The ramp controller 15 then initiates the drive mechanism 14 to deploy the passenger access ramp 11. In Figure (b), the processor 10 receives location information from the location verification device 9, which is typically a GNSS (Global Navigation Satellite System) device, a GPS (Global Positioning System) device or a device provided as part of a GSM-R (Global System for Mobile Communications-Railway) arrangement. This information is then used by the processor 10 to verify that the rail vehicle 1 is present at a rail station location. Once verified, the processor 10 sends instructions to the door locking circuits that the doors 6b of the rail vehicle 1 should be enabled, and to the ramp controller 15 to be ready for a signal from the door locking circuit 16 that the door 6b has been opened. When the door 6b has been opened, the door locking circuit 16 confirms this to the ramp controller 15, which then initiates the drive mechanism 14 to deploy the passenger access ramp 11. Again, communication may take place via a CAN bus or LAN arrangement, as in Figure (a). In Figure (c), the door opening and ramp deployments functions are combined into a single ramp deployment command. One of the door switches 17 is used to trigger the door locking circuit 16. Once the door 6b is fully open, the door locking circuit 16 triggers the ramp controller 15, which then initiates the drive mechanism 14 to deploy the passenger access ramp 11. Again, communication may take place via a CAN bus or LAN arrangement, as in Figures (a) and (b). The arrangement shown in Figure (d) takes a slightly different, automated approach. The optical sensor 12 is used to detect the presence of passengers in the region of the doors 6b. This may be done by acquiring an image of the rail station platform 4 in the region of the doors 6b using an image sensor such as a CCD (Charge-Coupled Device) or CMOS (Composite Metal-Oxide-Semiconductor device), an IR (Infra-Red) or visible light camera, which is capable of acquiring multiple image frames per second and / or a single image. Preferably, the image sensor is Al-assisted, such that image data is provided to the processor 10, which is enabled with image processing software, such as edge detection or image recognition software, and able to determine the presence of a passenger using walking aids or in a wheelchair on the rail station platform 4 in the vicinity of the doors 6b. The processor 10 sends instructions to the door locking circuits that the doors 6b of the rail vehicle 1 should be enabled, and to the ramp controller 15 to be ready for a signal from the door locking circuit 16 that the door 6b has been opened. When the door 6b has been opened, the door locking circuit 16 confirms this to the ramp controller 15, which then initiates the drive mechanism 14 to deploy the passenger access ramp 11. Again, communication may take place via a CAN bus or LAN arrangement, as in Figures (a), (b) or (c). As an alternative to hosting the image analysis or recognition software such that it is accessible by the processor 10, the image detector 12 may be a smart camera. The particular arrangements shown in these examples for the creation, delivery and execution of the delivery command are chosen for implementation based upon the existing configuration, both physical and electrical, of the rail vehicle 1 that the passenger access ramp 11 is to be retrofitted in. Figure 5 is a schematic perspective view of a passenger access ramp prior to installation in accordance with the embodiments of the present invention. The passenger access ramp 50 is shown in a deployed position, allowing the weight-bearing surface 51 to be visible, along with the housing 52 in which it is mounted in a rail vehicle. The ramp 50 itself is of a generally rectangular shape, approximately the same width (depending on existing doorway structures) as the doorway into which it will be retrofitted. The length of the ramp 50 is determined by the height of the doorway threshold above the rail platform and the distance of the doorway threshold from the edge of the rail platform, and intended to result in sloping weight-bearing surface 51 having an angle to the surface of the rail station platform (horizontal) of between 2° and 5° in use. The housing 52 defines a storage space 53, with the housing having an upper surface 54, a lower surface 55 and four side surfaces 56a, b, c, d. One of these side surfaces 56a is provided with an aperture 57 for accessing the storage space 53. The housing 52 is adapted to be mounted with the upper surface 54 flush with the floor level in the doorway of the rail vehicle, with the aperture 57 facing the doorway. This then means that the weight-bearing surface 51 and the upper surface 53 of the housing 52 will form a continuous surface into a rail carriage when the passenger access ramp 50 is deployed. The passenger access ramp 50 is telescopic and slidably engaged with the housing 52, enabling to be deployed smoothly onto a rail station platform. A drive mechanism 58 couples the passenger access ramp 50 to the housing 52 so as to slide the passenger access ramp 50 out through the aperture 57 on receipt of a deployment command by a ramp controller 59, and in through the aperture 57 once the ramp 50 is finished with. Figure 6 is an exploded view of a passenger access ramp in accordance with embodiments of the present invention. The upper surface 52 of the housing 52 is not shown so as to enable the inner components of the passenger access ramp to be viewed. The storage space 53 also houses the mechanical components required to move the passenger access ramp 50. In the example shown, a drive screw arrangement 60 is used to slide the passenger access ramp 50 along a retaining internal frame 61 within the storage space 53. The drive screw arrangement 60 comprises a drive screw 62 driven by the drive mechanism 58 and engaged with a pair of long threaded bars 63, 64, positioned adjacent the retaining internal frame 61, onto which the passenger access ramp 50 is mounted by means of a tension bar mechanism 65. When the drive screw 62 rotates a gearing system 66 mounted on the drive screw 62 and each of the long threaded bars 63, 64 translates the direction of rotational motion by 90° such that the rotation of the long threaded bars 63, 64 pushes the tension bar mechanism 65 away from the drive screw 62, resulting in the passenger access ramp 50 being slid out of the housing 52. The housing 52 also comprises a stop mechanism 67 to prevent the passenger access ramp 50 from being slid out of the housing 52. The passenger access ramp system also comprises a manual winding interface 68 adapted to override the drive mechanism 58. This is positioned adjacent the drive mechanism 58 and accessible via a covered aperture in the rail vehicle floor. As an alternative to the drive screw arrangement 60, a cog and ratchet mechanism may be used, where rather than perpendicular long threaded bars 63, 64, a cog engages in an oppositely toothed ratchet strip to move the passenger access ramp 50 out of the aperture 57. The ramp 50, housing 52 and drive screw arrangement 60 components are formed from castable / machinable materials such as steel, aluminium or composite materials. Such components are available as off-the-shelf components (COTS) from manufacturers of access ramps for public service vehicles. The weight-bearing surface 51 is preferably a textured surface, for example, a metal surface that is moulded or machined to have raised regions forming friction elements, or a polymer material moulded to create friction elements. Friction elements may be formed of any geometrical shape, lines, ridges, or formed from a rough material bonded to the surface of the weight-bearing surface 51. Figure 7 is a schematic perspective view of a passenger access ramp and housing installed in a rail vehicle in accordance with the embodiments of the present invention. Portions of the rail vehicle other than the ramp 50 are illustrated in broken lines. The side surface 56a of the housing 52 in which the aperture 57 is positioned is covered by a hinged flap 69 to prevent ingress of dirt into the drive screw mechanism 62. In order for the upper surface 53 of the housing 52 to sit flush with the floor of a carriage 70, a portion of the originally installed floor71 has been removed in the vicinity of the doorway 72 so as to enable mounting of the housing 52 into the chassis of the carriage 70 during the retrofitting process. This is done by bolting the housing 52 into place within the superstructure supporting the floor 71. The combinations of the embodiments and their features described above are limited only by the scope of the appended claims.

Claims

1. Automated rail vehicle passenger access ramp system, comprising:a rail vehicle; anda passenger access ramp adapted to be deployed onto a rail station platform on receipt of a deployment command and retrofitted at a doorway of the rail vehicle, wherein the passenger access ramp comprises: a weight-bearing surface and a drive mechanism coupled to the weight-bearing surface and adapted to receive the deployment command to activate and deploy the passenger access ramp onto the rail station platform;wherein the deployment command is issued on the verification of the presence of the rail vehicle at a stand at a rail station location.

2. Automated rail vehicle passenger access ramp system as claimed in claim 1, further comprising:a first manually operated switch adapted to issue the deployment command.

3. Automated rail vehicle passenger access ramp system as claimed in claim 2, wherein the first manually operated switch is located in a driver's cab of the rail vehicle.

4. Automated rail vehicle passenger access ramp system as claimed in claim 2, wherein the first manually operated switch is located adjacent the doorway of the rail vehicle at which the passenger access ramp is located.

5. Automated rail vehicle passenger access ramp system as claimed in claim 3, further comprising a second manually operated switch, wherein the second manually operated switch is located on the outside of the rail vehicle.

6. Automated rail vehicle passenger access ramp system as claimed in claim 1,further comprising:an image sensor mounted at the doorway of the rail vehicle and coupled to image recognition software adapted to verify the presence of passengers on a rail station platform, wherein the optical recognition software is adapted to identify passengers with mobility issues.

7. Automated rail vehicle passenger access ramp system as claimed in claim 1,further comprising:a location verification device adapted to verify the presence of the rail vehicle at a rail station location; anda processor adapted to issue the deployment command on the verification of the presence of the rail vehicle at a rail station location.

8. Automated rail vehicle passenger access ramp system as claimed in any preceding claim, wherein the passenger access ramp further comprises at least one sensor adapted to detect obstructions in the path of the passenger access ramp during deployment.

9. Automated rail vehicle passenger access ramp system as claimed in any preceding claim, wherein the passenger access ramp is deployed after the rail vehicle doors have been opened.

10. Automated rail vehicle passenger access ramp system as claimed in any preceding claim, wherein the passenger access ramp automatically retracts when the doors of the rail vehicle are locked closed prior to departing a station.

11. Automated rail vehicle passenger access ramp system as claimed in claim 1, wherein the passenger access ramp is mounted within a housing defining a storage space, the housing having an upper surface, a lower surface and four side surfaces, wherein one of the side surfaces is provided with an aperture for accessing the storage space, and wherein the housing is adapted to be mounted with the upper surface flush with the floor level in the doorway of a rail vehicle with the aperture facing the doorway, wherein the passenger access ramp is telescopic and slidably engaged within the housing and whereinthe drive mechanism couples the passenger access ramp to the housing so as to slide the passenger access ramp out through and in through the aperture.

12. Automated rail vehicle passenger access ramp system as claimed in claim 11, 5 wherein the drive mechanism comprises a drive screw arrangement or a cog and ratchet mechanism.

13. Automated rail vehicle passenger access ramp system as claimed in claim 11, wherein the housing comprises a stop mechanism to prevent the passenger access ramp 10 from being slid out of the housing.

14. Automated rail vehicle passenger access ramp system as claimed in claim 11, wherein the passenger access ramp further comprises a manual winding interface adapted to override the drive mechanism.15

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