Ramp system of a vehicle

Abstract

The invention relates to a ramp system (2) of a vehicle, preferably of a rail vehicle (15), for a front-side vehicle exit (12) of the vehicle, the exit being provided with a door (11), wherein the ramp system (1) has a ramp (2), which, when the door (11) is open, is folded out of the vehicle (10) from a standby position into an exiting position and can be retracted back into the standby position; the ramp (2) has at least a base frame part (2a) and an end frame part (2b); the base frame part (2a) is pivotally secured near the bottom of the door opening (11) of the door (11) at the vehicle exit (12) in a hinge assembly (3); and the end frame part (2b) has a surface area of at least 60% of the surface area of the base frame part (2a) and is guided in the ramp (2) in such a way that, in order to reach the exiting position, the end of the end frame part (2b) facing away from the base frame part (2a) can be pivoted downwards from above.

Description

[0001] 202418008

[0002] 1

[0003] Description

[0004] Ramp system of a vehicle

[0005] The invention relates to a ramp system for a vehicle, in particular for an emergency exit.

[0006] In the case of rail vehicles, especially passenger rail vehicles such as subways and commuter trains, ramps are sometimes used as evacuation ramps to enable the most time-efficient and barrier-free evacuation of passengers in an emergency situation.

[0007] With such an evacuation ramp, it is particularly important that it is constantly ready for use in a potential emergency during normal vehicle operation. Furthermore, it is crucial that it can be deployed as quickly as possible in an emergency, allowing passengers to safely exit the vehicle via the ramp. Therefore, such evacuation ramps are typically designed to deploy automatically as soon as the vehicle door is opened, i.e., when an emergency release, switch, or similar device is activated, or when the door is opened.

[0008] Once the evacuation process is complete and the vehicle is to continue its journey, the ramp should be easily retractable so that the door can be closed again and the original state before the emergency situation can be restored.

[0009] If an emergency evacuation occurs via the front of the rail vehicle, a ramp system is required to bring passengers from the carriage to track level. This ramp system is installed behind the front of the rail vehicle. Conventional systems require a relatively large amount of installation space, which restricts the space for other components or for personnel and can therefore lead to problems. Reduced space can also make maintenance more complex. This affects, for example, the load-bearing structural frame, driver's console and electrical components, windshields and the driver's field of vision, headlights, destination display, and standing area.

[0010] The standard ramps are unfolded like scissors, and the unfolding is controlled by straps. Additionally, the ramp's walking surface is often extended and tensioned using cables. Once the ramp is fully extended and all persons have been evacuated, it must be returned to its folded position using a winch. This is very complex and time-consuming. The winch, which requires a relatively large amount of force, is used in the construction of the 202418008 ramp.

[0011] 2

[0012] It requires additional space and must be stored in the vehicle so that it is safely available when needed.

[0013] It is an object of the present invention to provide a ramp system for a vehicle for a front-facing vehicle exit equipped with a door, with which the disadvantages described above are avoided.

[0014] This problem is solved by a ramp system of a vehicle according to claim 1.

[0015] A ramp system according to the invention for a vehicle with a front exit equipped with a door is particularly advantageous for a rail vehicle. The ramp system comprises a ramp that, when the door is opened, folds out from a ready position into an exit position and can be retracted back into the ready position. The ramp has at least one base frame section and one end frame section, wherein the base frame section is pivotably attached at the bottom to a door opening of the vehicle exit door in a hinge arrangement, and the end frame section has an area of ​​at least 60% of the area of ​​the base frame section. The end frame section is guided in the ramp in such a way that, to reach the exit position, the end of the end frame section facing away from the base frame section (its "bottom side") can be pivoted downwards from above.

[0016] The ramp system for a front-facing vehicle exit equipped with a door preferably serves as an emergency exit. The vehicle exit is located at the front, i.e., facing forward and / or backward. In the case of a rail vehicle, it would lead onto the tracks. If the ramp serves as an emergency exit, it could also be referred to as an "emergency ramp system." Since every second counts in an emergency, the ramp system according to the invention is particularly advantageous because it is always available and can be moved very quickly into an exit position, thus enabling a fast, barrier-free exit.

[0017] It should be noted that this is explicitly a vehicle ramp system, i.e., a ramp system installed in this vehicle. The door is not necessarily part of the ramp system, but it normally closes the front exit of the vehicle. Such doors are known in the prior art and are typically pushed upwards by means of gas springs.

[0018] The ready position is the position in which the ramp is folded up (and the door closed). In this position, the base frame section and the end frame section overlap. 202418008

[0019] 3. because the ramp would be too long at its full length. This position could also be called the "normal position," since the ramp is always in the ready position during normal travel. However, if a quick exit is required, the ramp is moved into the exit position, which could also be called the "emergency position." The ramp must be able to move from the ready position to the exit position and back again, which is easily accomplished with its design according to the invention.

[0020] The following section describes in detail the structure of the ramp and its components, and explains how they interact.

[0021] The ramp comprises at least two frame sections: the base frame section and the end frame section. Additional frame sections may be present between the base and end frame sections, or only the base and end frame sections may be present, allowing for a particularly compact ramp design.

[0022] The base frame section is the component of the ramp that is directly attached to the vehicle exit. It serves as the starting point for pivoting the ramp from the ready position to the exit position and forms the connection between the vehicle and the other frame sections of the ramp, or possibly just the end frame section. It also holds the end frame section (directly or indirectly) in both positions. The base frame section can be, for example, a rectangular metal profile (e.g., aluminum). It preferably has a length between 800 mm and 1900 mm and / or a width of preferably at least 600 mm, in particular at least 800 mm or even at least 900 mm, to allow wheelchair users safe exit.

[0023] The base frame section is attached to the vehicle via a hinge arrangement, which essentially comprises one or more hinges. Such a hinge arrangement is well known in the prior art and provides the necessary support and mobility for previously used folding ramps. Essentially, the only important aspect of the hinge arrangement is that it allows the base frame section to pivot at the bottom of the vehicle exit.

[0024] The end frame section is the front component of the ramp and, in the exit position, forms the last part used when disembarking. It has a side facing the base frame section (vehicle side) and a side facing away from the base frame section (ground side), which ideally rests on the ground (possibly on a sleeper, track bed, or rail). 202418008

[0025] 4

[0026] The end frame section has an area of ​​at least 60% of the area of ​​the base frame section. It is therefore not a small add-on, such as a sheet of metal bridging the last few centimeters, but a frame section that is essential for shaping the ramp. The end frame section can be approximately the same length as the base frame section. However, it can also be smaller in width and / or length than the base frame section, which can be advantageous for accommodating a collapsed ramp in the limited space available. Preferably, the end frame section has an area of ​​at most 90%, and particularly at most 80%, of the area of ​​the base frame section. Preferably, the width of the end frame section corresponds substantially to the width of the base frame section. The term "substantially" means here that the width of the end frame section does not deviate from the width of the base frame section by more than 10%.

[0027] Crucially, the end frame section is guided within the ramp in such a way that its bottom edge can be pivoted downwards to reach the exit position. The end frame section can be telescopically displaceable, particularly in the longitudinal direction or intended direction of movement of the ramp, to extend the ramp to a support point on the ground, preferably at the top of the rail, thereby bringing it into the exit or operating position. At the end of its extension, it can be lowered. Alternatively, it can be foldable. The essential feature is that the end frame section can pivot downwards. This can be achieved, for example, by a pivoting mechanism or by a special guide during extension.

[0028] During the extension process, the end frame section can be guided in such a way, particularly within a guide, that towards the end of the extension, its bottom side is first pivoted upwards and then guided in such a way that the bottom side lowers. This will be described in more detail below.

[0029] During deployment, an intermediate frame section can be positioned between the base frame section and the end frame section. Each intermediate frame section is pivotally mounted to the other two frame sections via hinges. In the ready position, the base frame section stands essentially upright relative to the hinges, the intermediate frame section hangs down, and the end frame section is again oriented upright relative to the hinges on the intermediate frame section. When forming the ramp, the base frame section pivots out of the vehicle, and the other two frame sections unfold, with the end frame section pivoting downwards from above with its bottom side (which is on top in the ready position). 202418008

[0030] 5

[0031] In summary, the ramp consists at least of a pivotable base frame section and an end frame section, which can lower itself from above onto a support surface in the ground area, preferably towards the top of a rail or track bed, and thereby into the exit position. The movement itself should be smooth, allowing the end frame section to pivot down simply due to gravity and its mass.

[0032] The ramp deploys automatically when moving from the ready position to the exit position, preferably without motor assistance, as a power outage is possible in emergencies. In the ready position, the door is usually opened manually. This door is marked, for example, as an emergency exit. Once the door is open, depending on the type of ready position, the ramp (which may be collapsed or folded) may fall out directly, or its base frame may need to be manually pushed past a dead center point.

[0033] Preferably, in the ready position, a gas spring pushes the collapsed ramp past a dead center, e.g., after an extension action. The ramp then falls downwards under its own weight and is braked by the gas spring in the last third of its extension before the end ramp section extends. When retracting the ramp, the gas spring can facilitate raising it.

[0034] The base frame section, and possibly the end frame section as well, can be securely held at their ends furthest from the vehicle by a retaining device, such as ropes. Common emergency exit systems typically use four straps to hold the ramp securely in the deployed position. Straps are used because they can be wound onto drums, and the ramp's deployment can be effectively controlled by braking the drums. The disadvantage is that the drums are located in the upper exit area and require a relatively large amount of space, thus reducing the clearance height of the vehicle exit. Additionally, the drums affect the space required for installing and maintaining a display on the exit ceiling. As mentioned, one advantage of straps is their ease of winding.The disadvantage, however, is that they are very flexible under load (since they are elastic to a certain extent), which can cause the ramp to rock when people walk on it. If a large number of people are standing on the ramp, the height of the ramp end relative to the top of the rail is significantly reduced. This disadvantage could be avoided with an inelastic holding device that operates without drums. The ramp system according to the invention can be held solely by a pair of support cables as a holding device, which does not need to be wound up. [A brake 202418008.]

[0035] 6. Swiveling the ramp is, for example, much easier because, until the end frame part is pushed out (here the holding device is essentially already tensioned), its center of gravity is very close to the hinge arrangement.

[0036] Preferably, the frame components can also include tread plates, which complete a closed exit surface. These tread plates can be rigidly attached and / or movably (slidably) arranged so that in the ready position a window of the door remains unobstructed and in the exit position a continuous walking surface is present. This embodiment will be discussed in more detail below.

[0037] It is also preferable that the ramp has at least one handrail, ideally one on each side, with each handrail extending essentially to the end of the ramp. Available systems often only allow users to hold onto the straps that support the ramp up to about halfway down. Implementing such a handrail is quite complicated with the numerous straps already present; however, a solution that can be easily implemented with the extendable ramp is described below.

[0038] In some applications, the step height from the end of the ramp to the track bed can be crucial. Various guidelines specify minimum permissible step heights, which, depending on environmental conditions and use, can indicate maximum step heights typically ranging from 200 to 300 mm, and in rare exceptional cases up to 400 mm. One challenge is ensuring that a specified maximum step height is not exceeded under all circumstances. Several overarching parameters can influence the final step height. These include the assembly tolerances of the rails and vehicles, the ramp's flexibility due to the mass of passengers being evacuated, the vehicle's downward or upward tilt (defective air springs, worn wheels, or the vehicle's load may be factors), and the track geometry with regard to dips or crests.In this regard, assuming a fixed endpoint of the ramp with respect to a vehicle, which may be approximately 300 mm above the top of the rail, a deviation of more than 200 mm may occur due to adverse circumstances.

[0039] Passengers with reduced mobility, especially wheelchair users, should be able to use public transport independently and, in an emergency, also be able to leave the vehicle on their own. Currently, wheelchair users are dependent on helpful passengers or, in an emergency, must wait for emergency personnel (e.g., firefighters) to evacuate them. In the event of a fire, this waiting can be fatal. The lowering platform (202418008) can help in this situation.

[0040] 7

[0041] Ramp ends offer significant advantages, as they can optimally design the final transition to the ground.

[0042] Sometimes it may be required that the ramp end always be above the top of the rail, as signals or other equipment may be located between the rails and could be damaged if the ramp end rests on them. The ramp itself could also be damaged if it rests on these aforementioned components or, in a curve, if it rests unevenly on a rail. To prevent damage to the ramp, it would need to be reinforced, which would increase its weight and require more space inside the track. Below, we describe a method for achieving secure contact with the top of the rail using extendable extension elements.

[0043] Further, particularly advantageous embodiments and developments of the invention result from the dependent claims and the following description, wherein the claims of one claim category may also be further developed analogously to the claims and description parts of another claim category and, in particular, individual features of different embodiments or variants may be combined to form new embodiments or variants.

[0044] According to a preferred embodiment, the end frame section is positively guided relative to the base frame section, so that the base frame section and end frame section overlap in the ready position and are formed into the ramp in the exit position. Thus, in the ready position, the base frame section and end frame section are arranged one inside the other or one behind the other.

[0045] According to a preferred embodiment, the end frame section is mounted to be longitudinally displaceable relative to the base frame section. It should be noted that "longitudinally displaceable" means that the end frame section can be displaced essentially parallel to the base frame section (apart from curves in its path). This longitudinal displacement is achieved via a positive guidance system, so that the movement from the ready position to the exit position essentially always follows the same sequence of movements. In the simplest case, the positive guidance system can provide for a straight longitudinal movement, but it can also effect a curved path, which will be described in more detail below. Positive guidance can be achieved, for example, by cams in which a guide element is guided, as will be explained in more detail below. 202418008

[0046] 8

[0047] According to an alternative preferred embodiment, the end frame section is pivotable relative to the base frame section. Pivotable frame sections are well known in the prior art. However, a special feature compared to the prior art is that the end frame section pivots from top to bottom. It is preferred that at least one further frame section ("intermediate frame section") is arranged between the end frame section and the base frame section, and that the end frame section and the base frame section are movably connected to the further frame section. In the ready position, the base frame section is attached to the hinge assembly at the bottom and pivots out of the vehicle with its upper side facing the intermediate frame section. The intermediate frame section is connected to the base frame section at the top by a hinge and pivots from bottom to top, and the end frame section is connected to the intermediate frame section at the bottom by another hinge and pivots from top to bottom.

[0048] The end frame section can be similar to the base frame section, for example, a rectangular metal profile (e.g., aluminum), and have a length between 600 mm and 1800 mm. Preferably, it has a width of at least 600 mm, and in particular at least 800 mm or even at least 900 mm, to allow wheelchair users safe exit. It is preferred that the end frame section is shorter than the base frame section. Regarding the width, it is preferred that the end frame section has essentially the same width as the base frame section, although guide elements may extend beyond the width of the other frame section.

[0049] In summary, the ramp consists of at least a pivotable base frame section and an end frame section, which can be extended or pivoted telescopically along the length of the ramp to optimally extend the ramp to a support point on the ground, preferably at the top of a rail or in a track bed, and thereby bring it into the exit position. It should be noted that "longitudinally movable" naturally means that the end frame section can be moved in its ready position towards the end of the base frame section furthest from the hinge. The movement or pivoting itself should be smooth, so that the end frame section is easily moved or pivoted into a specific position on the base frame section simply due to gravity and its own mass.

[0050] A preferred ramp system is characterized by the fact that one frame section, preferably the base frame section, comprises a guide on both longitudinal sides or edges, and the other frame section, preferably the end frame section, is positively guided within the guide by means of guide elements. Such a guide can, on the one hand, ensure a very compact design and, on the other hand, allow for individual positive guidance. 202418008

[0051] 9

[0052] A guide element preferably comprises rollers or sliding elements, preferably two for guidance with a simultaneous aligning moment, and a holding body on which both the rollers or sliding elements and the relevant frame part are arranged. For a space-saving embodiment, the holding body can simply be formed from a sheet metal part that is attached to the frame part on one side and engages in the track with rollers or sliding elements on its other side.

[0053] It is preferred that the guide elements are identically shaped and arranged in a mirror-image fashion. This means that guide elements on both sides of this frame part perform a synchronous movement. It is particularly preferred that the guide elements of the guide elements comprise at least two slides or guide rollers spaced apart from each other along the intended direction of movement. This provides the aforementioned aligning moment. The guide element is preferably a guide groove with two longitudinally running boundaries for receiving rollers and / or slides of the guide element.

[0054] In this preferred ramp system, the guide rail has a lowering guide rail section in the area where the guide element is located in the ramp's exit position. This is the area of ​​the guide rail where the guide element is located when the end frame section is fully extended. The lowering guide rail section is a part of the guide rail shaped to allow the end frame section to fold downwards and preferably also upwards into an extended position. It is preferred that the ramp system includes a damping element, such as a gas spring (either a gas tension spring or a gas pressure spring), to dampen a downward folding movement of the end frame section. This dampens, in particular, the downward movement of the end frame section, so that it lowers more slowly into the exit position. The lowering guide rail section thus ensures a flexible lowering depth.In this process, the end frame part is advantageously lowered from above and meets the support area in the area of ​​the floor, e.g. the SOK, by pivoting relative to the base frame part until it rests on the support area, for example the top edge of the rail (SOK).

[0055] In the lowering slide section, the end frame part or the corresponding guide elements do not necessarily have to be positively guided. However, it is preferred that part of the guide elements, e.g., a front roller or a front slide, is held in a specific area, i.e., positively guided, while a rear roller or a rear slide can move freely upwards and preferably also downwards to allow flexibility of the end frame part. 202418008

[0056] 10

[0057] A preferred ramp system is characterized by a pivoting cam section within the cam, in which the guide element is located between the ramp's ready position and exit position. This guide element is shaped to guide the end frame section upwards in an arc. The second cam section ensures smooth ramp extension, preventing the extending end frame section from striking an object, such as the top of the rail or the track bed, head-on with its front, vehicle-remote end. It should be noted that, as mentioned above, the base frame section is angled downwards at the end furthest from the hinge assembly to allow the end frame section to move under its own weight.If the vehicle is also tilted downwards or is in a trough, the ground level (SOK) may be closer than normal, and the end frame section may collide with it as it is being extended. To prevent this, the bottom edge of the end frame section should be raised slightly during extension to move it further away from the ground level. This is precisely what the pivoting cam section achieves. The forced guidance within the pivoting cam section straightens the end frame section so that, similar to an aircraft landing with its nose or front raised, it approaches the ground level.

[0058] It is preferred that the guide element has at least two slides and / or guide rollers spaced apart from each other along the intended direction of movement, and that the cam in the second cam section is designed such that the slides and / or guide rollers have essentially no vertical play. As mentioned above, the spaced rollers or slides can exert a moment on the end frame section. The lack of vertical play ensures that a force is exerted on the end frame section, lifting its bottom end. Naturally, the cam in the pivot cam section must also be designed so that the guide achieves a lifting of the bottom side. However, this is straightforward for a person skilled in the art, since the position of the base frame section and the desired orientation of the end frame section are known.

[0059] A preferred ramp system is characterized by a compensating camber section within the camber. This section contains the guide element, located closer to the ready position, between the ramp's ready and exit positions. Within this compensating camber section, the camber is shaped so that the end frame section is guided downwards in an arc during a sliding motion to form the ramp. This movement is essentially the opposite of that achieved by the pivoting camber section. However, in this case, there is no need to counteract gravity; instead, a degree of downward and / or upward movement is simply allowed. (This is 202418008.)

[0060] 11. It is not necessary that the lower boundary of the backdrop necessarily extends downwards, but only that there is a relative widening of both boundaries towards each other. Likewise, the upper boundary of the backdrop could have upward movement, i.e., extend upwards, or a combination of both, as long as the boundaries are not changed in parallel.

[0061] It is preferred that the guide element has at least two slides and / or guide rollers spaced apart from each other along the intended direction of movement, and that the cam in the compensation cam section is widened, i.e., designed to be wider than the height of the slides or the diameter of the guide rollers. Due to the wider (meaning the vertical direction) design of the cam, where the bottom-side or front rollers or slides are guided by the lower boundary of the cam and the vehicle-side or rear rollers are guided by the upper boundary, the end frame section can be tilted or lowered downwards over the guide element with its front facing downwards. It is therefore preferred that the cam in the compensation cam section be designed as a cam groove with two longitudinal boundaries or cam walls, i.e.,Here, an upper and a lower boundary are formed, within which the rollers or slides of the guide element theoretically glide with play on the upper and lower sides, respectively (although the vertical play is practically irrelevant here, since the end frame part, due to its own weight and the corresponding lever length, always presses the front roller against the bottom of the cam and the rear roller against the top of the cam anyway). The compensation cam section can therefore also be seen as a widening cam section.

[0062] This movement is advantageous for overcoming a force acting against the normal extension direction of the end frame section. For example, such a force occurs when erecting a railing if a fold-out end bar is attached to the end frame section (see below). In this case, the force exerted by the folded end bar against the extension of the end frame section is no longer parallel to the intended direction of movement or extension of the ramp, but rather at a slight angle. By temporarily creating an opening angle between the frame sections, or by separating them, space is created between them. This allows the railing end bar to be pulled out and, consequently, to pivot and stand upright due to the additional space gained or "widening."This also allows the end bar of the railing to be stored in a space-saving manner between the frame sections when in the ready position. 202418008.

[0063] 12

[0064] When all three sections of the scenery are combined, the front of the mobile end frame section performs a curved gliding motion relative to the "fixed" base frame section, culminating in a downward pivot. The bottom of the end frame section first pivots slightly downwards in the compensation section, then preferably realigns itself parallel to the base frame section, pivots slightly upwards in the pivot section, and finally lowers (as slowly as possible) in the lowering section. Generally, the pivot and lowering sections are preferably adjacent to each other, resulting in a largely fluid movement.

[0065] A preferred ramp system is characterized by the fact that the frame sections are arranged one behind the other in the ready position with respect to a longitudinal axis of the vehicle and / or are at least partially stacked on top of each other in the exit position. Thus, the frame sections preferably do not lie in the same plane with respect to their surface normals. In the folded state, the frame sections preferably lie one behind the other in the longitudinal direction of the vehicle. This reduces the installation space required for the ramp in its ready position. This longitudinal arrangement is particularly advantageous for rail vehicles, as rail vehicles are often limited in width (e.g., to accommodate the widest possible viewing window for the driver and / or a driver's console). However, it is also generally advantageous for other vehicles (e.g.,From a traffic engineering perspective, it is less problematic if slightly more storage space is needed lengthwise than if the same amount of space were required widthwise. Therefore, this preferred arrangement is generally very advantageous.

[0066] A preferred ramp system comprises a widening element on the end frame section, which is arranged at the end of the end frame section furthest from the base frame section and is extendable over the sides of the end frame section. This widening element serves to rest on the top edge of the rail and is designed so that the ramp can be laid flat or evenly (on the rails) when the vehicle comes to a stop in a curve, i.e., when the vehicle is in a curve. It can also serve to prevent the ramp from resting in the track bed in a straight section of track, thus preventing damage to cables or similar structures. Naturally, the widening element is designed to widen the bottom end of the end frame section by at least the track width, preferably at least 110% of the track width, and more particularly at least 120% of the track width.Preferably, the widening element is mounted on the end frame section in such a way that it is retracted in a tensioned state when the ramp is in the ready position and extended in a state that widens the end frame section, at least partially relaxed, when the ramp is in the exit position. For example, the widening element could be a cantilever beam 202418008.

[0067] 13. Deal with extendable parts which, in the ready position of the ramp, are shorter than or equal to an outer dimension of the frame parts in the transverse direction or a rail spacing, and extend to a transverse dimension greater than the rail spacing in the exit position, so that the ramp with the widening element rests evenly on both rails even when the rail vehicle is in a curve.

[0068] Preferably, the cantilever arms extend automatically, via spring drive, laterally from the end frame section as the end frame section slides out of the base frame section, so that they are fully extended at least shortly before reaching the exit position. This lateral extension can be preferably achieved by a downwardly inclined or arc-shaped guide, with the extension beginning when the end frame section slides out of the base frame section, or at least shortly thereafter, since the base frame section, which at least partially surrounds the end frame section from the outside, then clears the path for the extension element to extend outwards. This design ensures that the system also functions without power, e.g., in an emergency without electricity. The cantilever arms therefore extend as soon as the end frame section extends. For example,In the ready position, the cantilever arms of the extension element can abut the inside of the base frame section. As the end frame section partially extends from the base frame section, the cantilever arms slide out of the abutment and then extend outwards under spring action. Preferably, the cantilever arms of the extension element can each extend laterally approximately 500 mm in a transverse direction across the ramp from the remaining extension element.

[0069] A preferred ramp system comprises tread plates inside the frame sections, which are slidably arranged, preferably in guides, so that, at least in the ramp's exit position, they slide into the frame sections under the influence of gravity, forming a continuous walking surface of tread plates along the ramp. It is preferred that at least one of the tread plates is fixed in place in each frame section. Alternatively or additionally, it is preferred that the lowest tread plate in the exit position is designed to slide beyond one end of the end frame section, preferably by more than 300 mm. There are preferably two fixed and two movable tread plates. The fixed tread plates provide additional stabilization to the base frame section and the end frame section. The two movable tread plates, when the ramp is stowed in its ready position behind the fixed tread plates, allow for easy access to the ramp.When the static tread plates are retracted, there is a clear view forward from the vehicle in an area above the fixed tread plates, i.e., preferably above the hip height of an average-sized person in the vehicle. If the ramp (coming from the ready position) pivots further downwards beyond the horizontal position, the (mobile) end frame section and the tread plates, which are freely mounted inside the frame sections and slide under the force of gravity, engage. 202418008.

[0070] 14

[0071] Ramp floor panels extend and retract by gravity, reaching their respective end positions where they together form a continuous ramp surface from the hinge assembly at the vehicle exit to the bottom of the end frame section. The ramp floor panels can preferably be damped at the end of their extension movement by a damping element (e.g., a rubber element, spring, etc.). To prevent the ramp floor panels from moving or rolling back during the evacuation of passengers from the vehicle, a recess or trough is provided at the end of the step guides. This trough acts as a temporary locking mechanism into which the ramp floor panels (e.g., with a guide block or a guide element that guides them within the guide) fall at the end of their extension movement.lock into place so that they cannot slide back unintentionally.

[0072] Since the (mobile) end frame section has a relatively larger mass compared to the ramp base plates inside the frame sections, at least one rotary brake or block brake (to slow down the translational movement on the rollers of the guide element) is provided to decelerate it towards the end of the sliding phase. Additionally, to ensure the final exit position is reached as smoothly as possible, the ramp can be slowed down to a complete stop using spring or damping elements. A recess or trough can also be provided for the end frame section, into which, for example, a lower roller of a carriage of the end frame section slides, thus fixing or holding the (mobile) end frame section in its final position and preventing it from rebounding, i.e., briefly springing back from the final position (or exit position) before finally coming to rest under the force of gravity.

[0073] A preferred ramp system includes a bridging step plate, e.g., a bridge plate, which can be folded over the gap between the door opening at the vehicle exit and the base frame of the ramp in the exit position. This bridging step plate can thus bridge or close a gap in the area of ​​the hinge assembly, provided that this area is not covered by the base frame or another step plate.

[0074] A preferred ramp system comprises an elongated holding device which is mounted in the upper area of ​​the door opening and, in its intended position, holds the base frame section stably in the swung-out position relative to the door opening. The holding device preferably comprises holding elements in the form of rods, chains, straps, or ropes, e.g., a pair of support ropes. It is preferred that one holding element is mounted on each side of the end of the base frame section furthest from the hinge arrangement, and that its 202418008

[0075] 15 other ends, preferably fixed, at the top of a ceiling section of the vehicle exit.

[0076] A preferred ramp system comprises at least one railing with a pivotally mounted end bar on the end frame section, which is arranged at the end of the end frame section furthest from the base frame section, and a handrail. The handrail is preferably flexible, e.g., a rope or strap, but it can also have rigid elements, e.g., rods that are articulated to allow the handrail to be folded up when stowed. Preferably, the handrail is attached at one end (facing the vehicle in the exit position) to a mounting point on the door frame, in the middle to a retaining element of the support device, and at its end (facing away from the vehicle in the exit position) to a head section of the end bar. Preferably, the end bar is pivotably attached to the end frame section at its base, so that it can be pivoted to a predetermined (essentially upright, but not beyond) standing position.In the stationary position, the end bar is preferably stabilized by a handrail guy wire or tensioning cable that runs from the end bar's head to another attachment point on the end frame section. Since the end bar can preferably pivot from the ground side towards the vehicle side, the handrail guy wire is preferably attached to the end frame section beyond the foot area, towards the ground. The handrail guy wire can be pulled towards the end bar by an elastic retainer so that it does not dangle when relaxed.

[0077] It is preferred that such a railing be installed on both sides of the ramp. Theoretically, an installation on only one side or in the middle would also be possible.

[0078] A retaining element (e.g., a support cable) of the support device is preferably approximately 8 mm thick or has a diameter of 8 mm. The handrail is preferably 4 mm thick. The intersection or attachment point of the handrail to the retaining element can, for example, be in the form of an eyelet through which the cables run or to which the cables are attached. Particularly preferably, the attachment point between the retaining elements and the handrail can comprise a plate in which the cables are cross-hooked with eyelets and bolts (for heavier loads, it has been found that a normal ring / eyelet, etc., is not sufficiently stable). The handrail preferably comprises at least one steel cable, preferably with a sheath, e.g., made of plastic, to make the handrail easier and more comfortable to grip. Preferably, a tension cable or handrail stay cable of the handrail extends from a head area of ​​the support or...The end bar is stowed or housed in a groove or storage groove in the end frame section when the ramp is installed, up to the end frame section. 202418008.

[0079] 16

[0080] A preferred ramp system is characterized by the fact that one end of the handrail is attached to the top of the ramp's end post, while the other end is attached to the support structure near the vehicle exit and in the area between the ends for added support. The handrail can be, for example, a strand of rope with several interconnected sections or a single, continuous element. While flexible, it should be sufficiently strong, possibly rigid, to support one or more people at approximately hip height as they ascend the ramp. The handrail should yield as little as possible when used for support, thus providing a secure and stable hold.It is preferred that the handrail has at least one tensioning element, preferably an elastic cord, in particular a rubber cord, which guides the handrail (especially a front vertical handrail tensioning cord) in a controlled manner into a groove provided for this purpose in the base frame section and / or end frame section when the ramp is being lowered. The tensioning element also ensures better tension in the handrail when it is upright in the exit position, thus supporting the basic tension in the handrail and therefore providing better support for people.

[0081] It is preferred that the handrail, for further stabilization, is fixed in place to the support device for lowering and extending the ramp, forming an intersection point. This ensures that the handrail is inherently stable and has little flex, as its length is kept constant (due to triangular connections). At the intersection point with the support cable or cable structure, the handrail is attached to the support cable via an eyelet, thimble, plate, etc.

[0082] A preferred ramp system is characterized by the fact that the frame components can be rotated relative to each other in the exit position from an obtuse angle to an obtuse angle greater than 180°. This allows, for example, the ramp to fold down far enough so that it rests on the top of the vehicle even if there is a downward positional tolerance of the vehicle, if desired.

[0083] The invention is explained in more detail below with reference to the accompanying figures and exemplary embodiments. The same components are designated with identical reference numerals in the various figures. The figures are generally not to scale. They show:

[0084] Figure 1 shows a perspective view of a rail vehicle looking towards a vehicle exit with an open door and an embodiment of a ramp system according to the invention with a folded-up ramp in a ready position, 202418008

[0085] 17

[0086] Figure 2 shows a flowchart illustrating the unfolding of the ramp from the ready position to an intermediate position, in which the sliding out of an end frame part from a base frame part of the ramp just begins.

[0087] Figure 3 is the continuation of the flowchart from Figure 2, illustrating the further sliding of the end frame part out of the base frame part until the ramp is in an exit position.

[0088] Figure 4 shows another perspective view of the rail vehicle with the ramp system, this time in the exit position.

[0089] Figure 5 is a schematic side view of the ramp system from Figure 4 to illustrate the installation of a finishing bar of a ramp handrail.

[0090] Figure 6 shows an enlarged, schematic representation of the backdrop and guide elements on the side surfaces of the frame parts of the ramp.

[0091] Figure 7 shows an isolated view of the two frame parts in the retracted state as shown in the last illustration in Figure 2.

[0092] Figure 8 shows a schematic view of a frontal end face of the end frame part of the ramp to illustrate a widening element, shown on the left in the retracted state and on the right in the extended state.

[0093] Figure 9 shows a series of images illustrating the retraction of the ramp system from the exit position to the ready position, once in perspective and once from the side.

[0094] Figure 10 shows another schematically illustrated example of a possible vehicle position tolerance of the rail vehicle relative to the rail from above.

[0095] Figure 11 shows another schematically illustrated example of a possible vehicle position tolerance of the rail vehicle relative to the rail from above.

[0096] Figure 12 shows another schematically illustrated example of a possible vehicle position tolerance of the rail vehicle relative to the rail from the side, 202418008

[0097] 18

[0098] Figure 13 shows another schematically illustrated example of a possible vehicle position tolerance of the rail vehicle relative to the rail from the side,

[0099] Figure 14 shows another schematically illustrated example of a possible vehicle position tolerance of the rail vehicle relative to the rail from the side.

[0100] Figure 1 shows a rail vehicle 10, more precisely a section of one of the front ends of the rail vehicle 10. At this front end is a vehicle exit 12 equipped with a door 11, in this case an emergency exit, which serves to evacuate persons from the front of the rail vehicle 10 onto the track bed in an emergency. In addition to the upward-opening door 11, the rail vehicle 10 also includes a ramp system 1 at this vehicle exit 12, which has a downward-folding ramp 2. This ramp is shown in a ready position in Figure 1 (where the door 11 or the door leaf 11 is already open) and in an exit position in Figure 4 (where the door is also open, of course). In the exit position, ramp 2 can be used - if necessary, using the railing 20 shown with handrail 22 and end bar 21 (explanation below) - for the evacuation of people, e.g. passengers.In its exit position, the ramp assumes an extended, inclined state to reduce the step height for occupants. To minimize the incline of ramp 2, it is constructed in multiple sections and can be extended to a length greater than the height of the door opening. As shown in Figure 4, ramp 2 comprises a base frame section 2a, which is laterally attached at one end at the bottom of the door opening to a hinge assembly 3. An end frame section 2b is mounted at the free end of the base frame section 2a and is slidably mounted along the length of ramp 2. When ramp 2 is folded down, the end frame section 2b automatically slides out of the base frame section 2a, thus extending the entire ramp 2.

[0101] To allow the ramp 2 to be used by a large number of people simultaneously (even if this is not desired), it is held in position by a holding device 6 in the form of support cables 6, as can also be seen in Figure 4. The holding device 6 also assists in lowering and raising the ramp 2. Furthermore, if a handrail 22 is present on the ramp 2, it supports the handrail 22 and its raising or setting up. As can best be seen in Figure 5, the ramp 2 has a railing 20 with a handrail 22 and a top bar 21. The railing 20 is designed and positioned so that the handrail 22 is at a legally prescribed height, enabling people being evacuated to hold onto it securely and / or for support if necessary. For this purpose, the handrail 22, here for example a rubber-coated steel cable, is attached at one end to a head area 21a of the end bar 21 and at the other 202418008

[0102] 19

[0103] The end is attached to a mounting point 26 at the vehicle exit 12. The handrail 22 is also fixedly connected to the retaining device 6 at an intersection 25. The end bar 21 is pivotally mounted at a base 21b relative to the end frame section 2b so that its head 21a points upwards when the end frame section 2b slides out of the base frame section 2a into the exit position. During this sliding movement, the end bar 21, with its head 21a to which the handrail 22 is attached, pushes the handrail 22 upwards into a taut and stable state (see Figure 5). A separate series of images in Figure 5 also shows examples of intermediate positions during the setup and raising of the end bar 21 of the railing 20.In the first image (left), the guide element 4a of the end frame section 2b is located in the compensation cam section 4e, thus creating the necessary space between frame sections 2a and 2b for the end bar 21 to emerge between them and be erected into its upright final position (see third image, right) at the end of the railing 20. The second image, in the middle, shows an intermediate state in which the end bar 21 is approximately half-erected.

[0104] If a handrail 22 is present at ramp 2, it is preferably folded down when the end frame section 2b is inserted. This can happen automatically as the sections are pushed together, since this reduces the tension on the handrail 22 and allows a finishing bar 21 for the railing 20 to simply tip forward.

[0105] Door 11 has a window in its upper half. An electronic display may sometimes be located in the frame above the window on the inside of door 11. In an emergency, door 11, which is connected to the rail vehicle 10 via a standard (and therefore not described in detail below) hinge connection in the area of ​​the upper edge of door 11, automatically folds upwards into the position or open position shown in Figures 1 and 4, thus simultaneously clearing the way for a ramp 2 of the aforementioned ramp system 1, if an emergency opening mechanism of door 11 is triggered, for example, by a manually operated lever or switch. To ensure that door 11 and ramp 2 open as quickly as possible after unlocking, they are each pre-tensioned separately by several gas springs 13, 14. For example, the following are used to fold door 11 upwards:In total, four door gas springs 13, of which two are arranged on the right and two on the left between the door frame and the door leaf, in order to be able to push the door upwards quickly (see Figure 1).

[0106] Two additional ramp gas springs 14 are provided for folding out ramp 2 (see Figures 2 to 4). Oil dampers 16 can optionally delay the downward movement (see sche- 202418008).

[0107] 20 (see Figures 2 and 3). These are attached to the hinge assembly 3 of the ramp 2, one on the left and one on the right. The ramp gas springs 14 provide an initial movement of the ramp 2 by moving the folded ramp 2, which is slightly inclined towards the vehicle in its ready position, outwards beyond a dead center (at which the ramp 2 is then just vertical). The ramp 2 then automatically folds downwards by more than 90° under the force of gravity, its fall being slowed or damped by the ramp gas springs 14 and the oil dampers 16 (some exemplary intermediate steps of this process are shown in the three views of Figure 2 and the two views of Figure 3).As soon as the base frame section 2a has passed the horizontal position, an end frame section 2b, which is slidably mounted relative to the base frame section 2a in a guide consisting of guide 4, guide element 4a, and roller 4b, also begins to slide out of the base frame section 2a (see the top view of Figure 2). Until the ramp 2 finally reaches its intended exit position (in which the ramp 2 is then ready for the evacuation of persons), the ramp 2, and in particular the end frame section 2b of the ramp 2, undergoes a pivoting movement followed by a pure lowering and rotating movement (the lower view of Figure 3 shows an example snapshot of this overall movement, in which the end frame section 2b is just sliding out and pivoting upwards back into a horizontal position; the upper view finally shows three possible lowering positions of the end frame section as examples).The entire movement pattern results from the shape of the previously mentioned backdrop 4, which can be seen in more detail in Figure 6.

[0108] The movement pattern is described below with reference to Figure 6. Figure 6 schematically shows the two frame parts 2a, 2b and their relative position to each other during the entire sliding movement, which occurs on the special shape of the cam 4 in or on the outer side surfaces of the base frame part 2a and the guide element 4a with a front roller 4b. + as well as a rear roller 4b _ based on the end frame part 2b, which together form a scenery guide.

[0109] Firstly, the guide rail 4 includes a lowering guide rail section 4c in the area where the guide element 4a is located in the exit position of the ramp 2 (see Figure 6, far right; the lowering guide rail section is not shown in Figures 5 and 7). This is also the area of ​​the guide rail 4 where the guide element 4a is located when the end frame section 2b is fully extended. The lowering guide rail section 4c is a part of the guide rail 4 in which it is shaped so that the end frame section 2b can fold downwards and preferably also upwards into an extended position. The ramp system here includes a damping element 8 (see Figure 6; the damping element is not shown in Figures 5 and 7), for example, a gas spring to dampen a downward folding or lowering movement of the end frame section 2b. This dampens 202418008

[0110] 21 In particular, a downward movement of the end frame section 2b occurs, so that it lowers more slowly into the exit position. The lowering cam section 4c thus ensures a flexible lowering depth.

[0111] As mentioned above, the upper view of Figure 3 shows three possible lowering positions of the end frame section 2b of ramp 2 that ramp 2 could assume in the exit position, depending on how and where the rail vehicle comes to a stop, its condition (i.e., whether it has a deviation from its normal position, i.e., a positional tolerance (see also Figures 10 to 14)), and the condition of the rails. The middle of the three positions shown (solid line) corresponds, for example, to an arrangement of ramp 2 on the top of the rail 15. The upper dashed line corresponds, relative to this, to an arrangement above the top of the rail 15, and the lower dashed line indicates an arrangement below the top of the rail 15, i.e., for a case where this would be desired. Then, for example, the end of the ramp could be located between the rails.No extension element is deployed. However, the lower position can also represent a lowered position of the ramp, in which the ramp is only fictitiously below the normal height of the top of the rail. This occurs, for example, when the vehicle, as shown and explained further below in Figure 14, is standing on a crest or has a defective air spring at the rear and is therefore positioned slightly higher at the front than at the rear. In this case, the ramp lowers itself slightly further to reduce the otherwise excessive height of the final step onto the track bed, and would thus be positioned below its normal position.

[0112] In any case, the end frame section is advantageously lowered from above and, if desired, contacts the support area in the ground area, e.g., the top of the rail (SOK), by pivoting downwards with its front edge relative to the base frame section 2a until it rests on the support area, for example, the top of the rail. Theoretically, a position of the ramp end above the top of the rail can also be aimed for, resulting in an acceptable, small final step height to the track bed. This depends on the length of the ramp and how far the end frame section is to be lowered.

[0113] Furthermore, the backdrop 4 includes a pivoting backdrop section 4d, within which the guide element 4a is located between the ready position and the exit position of ramp 2. This guide element is shaped such that the end frame part 2b is guided upwards in an arc. The pivoting backdrop section 4d thus ensures that ramp 2 slides out smoothly, preventing the sliding end frame part 2b from colliding head-on with its 202418008

[0114] 22 front end, furthest from the vehicle (straight line) against an object, e.g. the top of the rail or the track bed, as explained above.

[0115] As can be seen further in Figure 6, the two guide rollers or rollers 4b are + , 4b _ are arranged at intervals along the intended direction of movement, and the scenery in this swivel scenery section 4d is designed such that the rollers 4b + , 4b _They essentially have no vertical play. As mentioned above and shown in Figure 6, the spaced rollers 4b allow for + , 4b _ and the lack of vertical play exerts a moment on the end frame section 2b, which raises the bottom end of the end frame section 2b. The end frame section 2b thus performs a kind of "landing approach with its nose or front raised" before it is gently lowered as described previously.

[0116] Secondly, the backdrop 4 includes a compensating backdrop section 4e, in which the guide element 4a is located between the ready position and the exit position of the ramp, but closer to the ready position. In this compensating backdrop section 4e, the backdrop 4 is shaped such that the end frame part 2b is initially guided downwards in an arc during the sliding action to form the ramp 2. For this purpose, a lower backdrop wall or boundary runs diagonally downwards along the floor side over the length of the compensating backdrop section 4e, so that the front roller 4b + can slide (slide or roll) downwards on the slope, thereby creating space between an upper edge of the end frame part 2b and a lower edge of the base frame part 2a for pulling out a finishing bar 21 of a railing 20 (see Figure 5), as will be explained further below.

[0117] This movement is therefore essentially the reverse of that achieved by the pivoting scenery section 4d described above. However, here it is not necessary to counteract gravity, but rather a downward vertical movement is sufficient. This is achieved by the sloping design of the lower scenery wall of scenery 4. Additionally, scenery 4 is designed to be "wider" or taller than the diameter of the rollers 4b. + , 4b _This means that the upper backdrop wall does not follow the line of the lower backdrop wall parallel to it (which would mean the backdrop would remain the same width), but rather, at the beginning of the slope of the lower backdrop wall, it continues straight ahead for a short distance, thus widening the backdrop 4 in width or height. After this section, the upper backdrop wall also slopes downwards, here with a slightly shallower gradient and over a slightly longer section (so that the end frame section 2b is raised more gently over a longer period until it reaches a neutral alignment parallel to the base frame section 2a). The beginning of the slope of the upper backdrop wall defines the end of the compensation backdrop section 4e, since the end frame section 2b is then guided back upwards in an arc from this point. In the 202418008

[0118] 23 In the short intermediate section between compensation scenery section 4e and swivel scenery section 4d, the width of scenery 4 is reduced until scenery 4 is only the width of rollers 4b 4b + of the guide element 4a, meaning that there is essentially no more vertical play.

[0119] Between the compensation cam section 4e and the pivot cam section 4d, the end frame section 2b – as implemented here – can already be raised or pivoted back into a neutral position (neutral here meaning parallel to the longitudinal extent of the base frame section 2a) before it is raised further at the front in the pivot cam section 4d as described (at least with the front extending beyond the longitudinal extent of the base frame section 2a) to avoid a possible frontal collision, e.g., with the track bed. Alternatively, the lifting can also take place entirely in the pivot cam section 4d, or the pivot cam section can be directly adjacent to the compensation cam section 4e.

[0120] Furthermore, the backdrop 4 includes a straight, uniformly wide section in which the guide element is located in its ready position. In this section, the backdrop is shaped such that the end frame part 2b extends parallel to the base frame part 2a, thus arranging the two frame parts 2a and 2b as close together as possible in the ready position (see Figure 1) to achieve a space-saving arrangement of the ramp 2. The guide element shown in Figure 7 is also located in this section. As can be seen in Figure 7, the two rollers 4b and 4b are positioned within it. + essentially at the same height. However, to allow more vertical movement, a vertical offset between rollers 4b and 4b could also be used in this starting position. + are available.

[0121] If, in an emergency, door 11 is unlocked, the gas springs 13 ensure that door 11 swings upwards, and immediately afterwards, the gas springs 14 ensure that ramp 2 – which was previously held in position by the closed door 11 – automatically folds downwards and extends along a guide track. As soon as the base frame section 2a of ramp 2 falls below a horizontal position, freely slidable tread plates 5, mounted longitudinally within frame sections 2a and 2b, begin to slide into both frame sections 2a and 2b, forming a sloping walking surface for passengers. As a result, a separate bridging plate 5a also folds down automatically, which covers a gap between the door threshold of the door 11 and the beginning of the base frame part 2a at the hinge arrangement 3 or the relevant (uppermost in the exit position) step plate 5, provided that the gap is not already closed otherwise.Figure 5 shows the state with the bridging step plate 5a folded down. Ramp 2 is then, as shown below 202418008.

[0122] As explained in section 24, ramp 2 simply pushes the bridging step plate 5a back up into its ready state (not shown) leaning against ramp 2.

[0123] To make the rail vehicle 10 operational again after such an emergency, the ramp 2 must be retracted into its ready position (see Figure 1). As shown in Figure 1, in this folded-up state, the frame parts 2a, 2b and the footplates 5 are slid neatly over one another, so that the ramp 2 is positioned compactly within the door frame of the rail vehicle 10. The footplates 5 are only positioned in the lower half, ensuring that the window of the door 11 remains unobstructed when the door is folded down. The door 11 can then be pulled down and closed, making the rail vehicle 10 operational again.

[0124] The steps of recovery, namely,

[0125] - a displacement of the end frame part 2b relative to the base frame part 2a of the ramp 2 in the longitudinal direction until the frame parts overlap, preferably by means of a cable pull, as well as

[0126] - a pivoting upwards of the base frame part 2a with covering end frame part 2b into the ready position via the hinge arrangement 3, and finally

[0127] - the closing of the door 11 of the rail vehicle 10 are roughly summarized in Figure 9 in a corresponding series of images (once in perspective without operator and once from the side with operator).

[0128] In the first (here, bottom) image of Figure 9, ramp 2 is shown in the exit position as shown in Figure 4. The door 11 is folded up, ramp 2 is fully extended, and the railing 20, including handrail 22 and end bar 21, is tensioned and load-bearing. In the second image of Figure 9, the process of retracting the end frame section 2b, including the treads 5 (explanation follows later), has already begun. As can be seen in the third image of Figure 9, the two end bars 21 of the railing 20 have already been folded forward by the rail vehicle 10 and have just been fully retracted into a corresponding recess in the two frame sections 2a and 2b. From this point on, what is fully underway in the fourth image of Figure 9 begins: the folding up of the base frame section 2a with the end frame section 2b already retracted into it, along with the treads 5 that have slid back into place.For this purpose, a pulley system with a suitable gear ratio is used, which can be hooked onto a hook at a designated point. Folding the ramp up is assisted by the tensioned ramp gas springs 14, here designed, for example, as gas tension springs, both of which brake the ramp 2 when it is folded down. In the fifth (here, topmost) image of Figure 9, the ramp 2 is then shown again in the state according to Figure 1. 202418008.

[0129] 25

[0130] Figures 10 to 14 below illustrate, in a rough schematic fashion, different vehicle position tolerances in which the vehicle could theoretically be located when the signal to evacuate rail vehicle 10 via ramp 2 is given. Figure 10 shows, in a top view, the ideal case without anomalies as a reference; that is, ramp 2 is located in a straight section of track when lowered.

[0131] In contrast, Figure 11 (also in top view) shows a situation in which the rail vehicle has come to a stop in a curve and is to be evacuated. Without the widening element 7 shown in Figure 8, only one lower edge or side of the ramp 2 would rest on the rail 15. With the widening element 7 (not shown here in Figure 11), as enlarged in Figure 8, the ramp 2 (if desired) normally rests evenly on both rails 15, regardless of the curve, so that the ramp 2 is never inclined or tilted laterally to one side or the other (because if the widening element 7 is sufficiently rigid, the end of the ramp could rest on only one rail 15).The extension element 7 comprises two automatically extending cantilever arms, spring-loaded by gas springs, which extend outwards to a wide extent at the latest when the ramp is in the exit position. In the ready position of the ramp 2, the extension element 7 is positioned so that it abuts the base frame section 2a. As the end frame section 2b slides out of the base frame section 2a, the extension element 7 leaves this abutment and can consequently extend freely outwards. Here, for example, it widens the end frame section 2b by approximately 50 cm on each side.

[0132] Figures 12, 13, and 14 each show a rough schematic side view of the vehicle 10. Figure 12 shows the state in which the front of the ramp 2 rests directly on the top edge of the rail 15. In contrast, Figure 13 shows a case in which the rail vehicle 10 has tipped forward (e.g., due to a defective air spring, causing the vehicle 10 to sag forward), so that the end of the ramp 2 hangs lower than normally intended. Figure 14 shows the opposite case, in which the rail vehicle 10 has tipped backward, causing the end of the ramp 2 to move slightly upward. The downward-sloping end frame section 2b of the ramp 2 advantageously accommodates these two extreme positions without creating an excessively high final step height to the track bed or the top edge of the rail. The ramp system thus adapts to different situations, ensuring the desired step height in each case. 202418008

[0133] 26

[0134] Due to the aforementioned ramp gas springs 14, the ramp 2 may be repeatedly pushed outwards until the door 11 is closed, making closing the door 11 cumbersome. For this reason, an auxiliary locking device (indicated here by dashed lines) can be arranged on the inside of the vehicle 10 in the area of ​​the door frame (see especially Figures 1 and 4) to temporarily hold the ramp 2 against the vehicle 10 after it has been retracted, thus making it easier to close the door 11.

[0135] Finally, it should be noted once again that the invention described in detail above merely represents exemplary embodiments, which can be modified in various ways by a person skilled in the art without departing from the scope of the invention. Furthermore, the use of the indefinite articles "a" or "an" does not preclude the possibility that the features in question may be present multiple times. Likewise, terms such as "unit" do not preclude the possibility that the components in question consist of several interacting sub-components, which may also be spatially distributed. The term "a number" should be read as "at least one." Regardless of the grammatical gender of a particular term, persons of male, female, or other gender identities are included.

[0136] 202418008

[0137] 27

[0138] Reference symbol list

[0139] 1 Ramp system

[0140] 2 Ramp

[0141] 2a Base frame part

[0142] 2b End frame part

[0143] 3 Hinge arrangement

[0144] 4 Scenery

[0145] 4a Guide element

[0146] 4b + , 4b- roll

[0147] 4c Lowering scenery section

[0148] 4D panning scenery section

[0149] 4e Compensation scenery section

[0150] 5 Footplate

[0151] 5a Bridging step plate

[0152] 6 Holding device / Carrying cable

[0153] 7 widening element

[0154] 8 damping element

[0155] 10 vehicles

[0156] 11 Door

[0157] 12 Vehicle Exit

[0158] 13 Door gas spring

[0159] 14 Ramp gas spring

[0160] 15 rail

[0161] 16 oil dampers

[0162] 20 railings

[0163] 21 Closing bar

[0164] 21a Head area

[0165] 21b Foot area

[0166] 22 Handrail

[0167] 23 clamping element

[0168] 25 Intersection

[0169] 26 Mounting point

Claims

1. 202418008 28 Patent claims 1. Ramp system (2) of a vehicle, preferably a rail vehicle, for (15) a front exit (12) of the vehicle provided with a door (11), wherein the ramp system (1) comprises a ramp (2) which, when the door (11) is opened, folds out from a ready position into an exit position from the vehicle (10) and can be retracted back into the ready position, wherein the ramp (2) comprises at least a base frame part (2a) and an end frame part (2b), wherein the base frame part (2a) is pivotably attached at the bottom to a door opening of the door (11) at the vehicle exit (12) in a hinge arrangement (3), and the end frame part (2b) has an area of ​​at least 60% of the area of ​​the base frame part (2a) and is guided in the ramp (2) in such a way that, to reach the exit position, the end of the ramp facing away from the base frame part (2a) The end frame part (2b) can be pivoted down from above.

2. Ramp system (1) according to claim 1, wherein the end frame part (2b) is positively guided relative to the base frame part (2a), so that the base frame part (2a) and the end frame part (2b) overlap in the ready position and are formed towards the ramp (2) in the exit position, preferably wherein the end frame part (2b) is longitudinally displaceable or pivotable relative to the base frame part (2a), preferably wherein at least one further frame part is arranged between the end frame part (2b) and the base frame part (2a) and the end frame part (2b) and the base frame part (2a) are movably connected to the further frame part.

3. Ramp system (1) according to claim 2, wherein a frame part, preferably the base frame part (2a), comprises a guide (4) on both longitudinal sides and the other frame part, preferably the end frame part (2b), is mounted in the guide (4) in a longitudinally displaceable manner by means of guide elements (4a), and wherein the guide (4) has a lowering guide section (4c) in the area in which the guide element (4a) is located in the exit position of the ramp (2), in which the guide (4) is shaped such that the end frame part (2b) can fold downwards and preferably also upwards into an extended state, preferably wherein the ramp system (1) comprises a damping element (8) for damping a downward folding movement of the end frame part (2b), 4. Ramp system (1) according to claim 2 or 3, wherein the cam (4) in a pivot cam section (4d), in which the guide element (4a) is located between the ready position and the exit position of the ramp (2), is shaped such that the end frame part (2b) is guided upwards in an arc, preferably wherein the guide element (4a) has at least two slides and / or guide rollers which are arranged longitudinally 202418008 29 are arranged apart from each other in the intended direction of movement, and the cam (4) in the second cam section (4) is designed such that the sleds and / or the guide rollers have essentially no vertical play.

5. Ramp system (1) according to one of claims 2 to 4, wherein the cam (4) in a compensation cam section (4e), in which the guide element (4a) is located in the ready position of the ramp (2), is shaped such that the end frame part (2b) is guided downwards in an arc during a sliding motion, preferably wherein the guide element (4a) has at least two slides and / or guide rollers which are spaced apart from each other along the intended direction of movement, and the cam (4) in the first cam section (4) is wider than the height of the slides or a diameter of the guide rollers.

6. Ramp system (1) according to one of the preceding claims, wherein the frame parts are arranged one behind the other in the ready position with respect to a longitudinal axis of the vehicle and / or are arranged at least partially one above the other in the exit position.

7. Ramp system (1) according to one of the preceding claims, comprising a widening element (7) on the end frame part (2b), which is arranged on its end facing away from the base frame part (2a) and is extendable over the sides of the end frame part (2b), preferably wherein the widening element (7) is mounted on the end frame part (2b) such that it is retracted in a tensioned state in the ready position of the ramp (2) and is extended in an at least partially relaxed state in the exit position, widening the end frame part (2b).

8. Ramp system (1) according to one of the preceding claims, comprising tread plates (5) in the interior of the frame parts, which are arranged to be slidable, so that, at least in the exit position of the ramp (2), they slide into the frame parts under the influence of gravity in such a way that they form a continuous walking surface of tread plates (5) along the ramp (2), preferably wherein at least one of the tread plates (5) is fixed in place in each frame part, and / or preferably wherein the lowest tread plate (5) in the exit position is designed to slide beyond an end of the end frame part (2b), preferably more than 300 mm.

9. Ramp system (1) according to one of the preceding claims, comprising a bridging step plate (5a) which is foldable over the gap between the door opening (11) of the door (11) at the vehicle exit (12) and the base frame part (2a) of the ramp (2) in the exit position to cover the gap. 202418008 30 10. Ramp system (1) according to one of the preceding claims, comprising an elongated holding device (6) which is attached in the upper area of ​​the door opening (11) and, in the intended installed state, holds the base frame part (2a) stably in a pivoted state towards the door opening (11), wherein the holding device (6) preferably comprises holding elements in the form of rods, chains, straps or ropes, preferably wherein one holding element is attached to the left and one to the right at the end of the base frame part (2a) facing away from the hinge arrangement (3) and with its other end to a ceiling section of the vehicle exit (12).

11. Ramp system (1) according to claim 10, comprising at least one railing (20) with a pivotably mounted end bar (21) on the end frame part (2b), which is arranged on its end facing away from the base frame part (2a), and a handrail (22), wherein the handrail (22) is attached to a retaining element of the retaining device (6) and is attached with its end to a head region (21a) of the end bar (21) and the end bar (21) is pivotably attached with its foot region (21b) to the end frame part (2b) so that it can be pivoted to a predetermined standing position, but not beyond the standing position, preferably wherein a railing (20) is arranged on both side edges of the ramp (2).

12. Ramp system (1) according to claim 11, wherein the handrail (22) is attached with one end to the head region (21a) of the end bar (21) and with its other end is attached to the support cable (6) in the region of the vehicle exit (12) and in a region between the ends, preferably wherein the handrail (22) has at least one tensioning element (23), preferably an elastic cable, in particular a rubber cable, which guides the handrail (22) in a controlled manner into a groove provided for this purpose in the base frame part (2a) and / or end frame part (2b) when the ramp (2) is driven in, and / or preferably wherein the handrail (22) is fixedly attached to the holding device (6) forming a crossing point on the support cable (6).

13. Ramp system (1) according to one of the preceding claims, wherein the frame parts in the exit position are rotatable from an obtuse to a reflex angle greater than 180° to each other.

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