Auxiliary locking device for a ramp, vehicle, and method for retracting a ramp

Abstract

The invention relates to an auxiliary locking device (1, 1') for a ramp (3, 3') at a vehicle exit (A) of a vehicle (2), preferably a rail vehicle (2), wherein the vehicle exit (A) is provided with a door (6, 6'), and when the door (6, 6') is open, the ramp (3, 3') is folded out of the vehicle (2) from a standby position (BP) into a use position (NP) and can be retracted back into the standby position (BP). The auxiliary locking device (1, 1') can be adjusted between a locking position (S1, S1') and an unlocking position (S2, S2') and is designed such that when retracting the ramp (3, 3') from the use position (NP) into the standby position (BP), the auxiliary locking device (1, 1'), when mounted on the vehicle (2) as intended, can be moved into the locking position (S1, S1') in order to lock the ramp (3, 3') in the standby position (BP), and when the door (6, 6') is closed, the auxiliary locking device (1, 1') is automatically adjusted into the unlocking position (S2, S2'), in which the ramp (3, 3') is unlocked in the standby position (BP). The invention also relates to a vehicle (2), preferably a rail vehicle (2), comprising such an auxiliary locking device (1, 1') and to a method for retracting a ramp (3, 3') at a vehicle exit (A) of a vehicle (2), preferably a rail vehicle (2).

Description

[0001] 202422148

[0002] 1

[0003] Description

[0004] Auxiliary locking device for a ramp, vehicle and method for retracting a ramp

[0005] The invention relates to an auxiliary locking device for a ramp at a vehicle exit of a vehicle, preferably a rail vehicle. Furthermore, the invention relates to a vehicle, in particular a rail vehicle, with a corresponding auxiliary locking device, and to a method for retracting a ramp at a vehicle exit of a vehicle by means of such an auxiliary locking device.

[0006] Ramps can be used in many types of vehicles, such as airplanes, trucks, buses, cars, and trains, to transport cargo or passengers in and out of the vehicle. These ramps can be external or integrated into the vehicle. Especially in the case of passenger vehicles, it is advantageous for these ramps to be located directly on the vehicle. This way, they are immediately ready for use when needed and can be used for boarding and alighting. Potential delays that can occur with an external ramp, such as transporting it to the vehicle or attaching it, are thus avoided. Ramps are also installed in the automotive industry, for example, in vehicles adapted for people with disabilities to enable barrier-free entry and exit.On rail vehicles, especially passenger rail vehicles such as subways and commuter trains, ramps are used as evacuation ramps to ensure the most time-efficient 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 exit the vehicle via the ramp. Therefore, such evacuation ramps are typically designed to unfold automatically as soon as the vehicle door is opened – i.e., when an emergency release, switch, or similar device is activated.

[0008] Once the evacuation process is complete and the vehicle is to continue its journey, a difficulty arises in closing the vehicle door after the ramp has been retracted or folded away. For the door to be closed, the ramp (202422148) must be...

[0009] The ramp must be folded in and held in this position while the door is simultaneously closed. This is because the opening mechanism would cause the ramp to unfold again until the door is closed, blocking the ramp. To ensure that the door and ramp unfold automatically and without delay as soon as the door is unlocked in an emergency, both are usually pre-tensioned with gas springs or similar devices. Therefore, even after the ramp is retracted, it tends to unfold automatically. As a rule, two people are required to retract the ramp and close the door.

[0010] The object of the invention is therefore to provide a device for a ramp which enables the vehicle door to be closed as easily as possible after the ramp has been retracted.

[0011] This problem is solved by an auxiliary locking device according to claim 1, by a vehicle according to claim 14 and by a method for obtaining a ramp according to claim 15.

[0012] The auxiliary locking device according to the invention is suitable for a ramp, preferably an evacuation ramp, at a vehicle exit. The vehicle exit is preferably an emergency exit of a vehicle, more preferably a rail vehicle, e.g., a subway or metro. The vehicle exit is equipped with a door or door leaf.

[0013] Both the door and the evacuation ramp are usually pre-tensioned with gas springs or similar devices. Normally, while the vehicle is in motion, the ramp is in a ready position, folded away from the inside of the vehicle in front of the closed door. In this position, the ramp and door system is ready for use, with the ramp held in the ready position—preventing it from unfolding—only by the closed door. If the door is unlocked in an emergency, the pre-tension (e.g., by the gas springs) causes the door to swing open. Due to this pre-tension, the ramp automatically unfolds from the ready position to a usable position, ready for passenger evacuation.

[0014] 3

[0015] After use, the ramp can be retracted into the ready position, whereby the auxiliary locking device according to the invention can be used, which is adjustable between a locking position and an unlocking position.

[0016] The auxiliary locking device is designed such that, according to the invention, when the ramp is retracted from the operating position to the ready position (or automatically, if necessary, after the release or overcoming of a subsequently described blocking device), it is moved into the locking position to temporarily lock the ramp in the ready position. This locking, however, is only temporary until the vehicle door is closed. With this temporary locking, the auxiliary locking device enables the door to be closed easily, as desired.

[0017] The auxiliary locking device is further designed such that, when the door is closed or the door leaf is folded shut, the auxiliary locking device is automatically reset to the unlocked position according to the invention. The ramp is now in the ready position and is also unlocked in this position. This ensures that the entire system, or rather the entire opening mechanism with ramp and door, is automatically ready again after the door is closed, so that when the door is opened, the ramp automatically unfolds again and does not have to be unlocked separately, thus preventing incorrect operation through automation.

[0018] Preferably, the auxiliary locking device is designed to be automatically blocked in the unlocked position. This can preferably be achieved using a blocking device, which will be explained later. Blocking the auxiliary locking device in the unlocked position, for example with a suitable blocking device, is useful, for instance, to reliably prevent the auxiliary locking device from automatically returning to the locked position when the door is opened in an emergency, before the ramp has folded down sufficiently. This ensures that the ramp unfolds automatically without delay.

[0019] It should be mentioned at this point that, accordingly, before the ramp can be retracted after an emergency, such a locking device must first be released from its locked position so that the ramp – as mentioned above and explained in more detail below – can be locked to the vehicle and retracted or raised again using the inventive method for retracting a ramp. 202422148

[0020] 4

[0021] A vehicle according to the invention, in particular a rail vehicle, accordingly has a vehicle exit with a door and a ramp at the vehicle exit, wherein the ramp, as already described above, folds out of the vehicle from a ready position to a usable position when the door is open and can be retracted back into the ready position. Furthermore, the vehicle has a corresponding auxiliary locking device according to the invention, adjustable between a locking position and an unlocking position.This is designed (and thus also arranged accordingly on the vehicle) in such a way that when the ramp is retracted from the operating position to the ready position, it is preferably automatically moved into the locking position in order to lock the ramp in the ready position, and that when the door is closed, the auxiliary locking device is (again) automatically moved into the unlocking position (in which the ramp is unlocked in the ready position) and is preferably blocked in this unlocking position.

[0022] 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.

[0023] There are various possibilities for the specific design of the auxiliary locking device.

[0024] Preferably, the auxiliary locking device can include a latching mechanism which, in the intended state of the auxiliary locking device being mounted on the vehicle, is located partly on the vehicle in the area of ​​a vehicle exit, e.g., on the door frame, and partly on the ramp. The latching mechanism locks the ramp to the vehicle after the ramp has been retracted into the ready position. Thus, the latching mechanism advantageously locks the retracted ramp to the vehicle, so that the door can then be easily closed by just one person. 202422148

[0025] 5

[0026] In order for the locking mechanism to lock the ramp to the vehicle, it preferably has suitable locking means which interact with each other when the ramp is retracted and are in a holding engagement when the ramp has reached the ready position.

[0027] The locking means may preferably comprise a locking element mounted on, e.g. in, a bearing unit, with a locking hook and a locking projection, hereinafter also referred to as a locking lug.

[0028] Preferably, the mounting unit is designed for attachment to a vehicle, i.e., it is positioned in the area of ​​a vehicle exit associated with the ramp, e.g., on a door frame. The locking lug is then preferably located on the ramp. However, the locking elements could just as preferably be arranged in opposite directions, i.e., the mounting unit with the locking element could be located on the ramp and the locking lug on the vehicle.

[0029] The locking mechanism is preferably designed such that the interacting locking elements can move relative to each other, i.e., at least one (or possibly both) of the two interacting locking elements is movably mounted on the vehicle or ramp, e.g., rotatably and / or slidably. This allows the locking elements of the locking mechanism to advantageously engage and disengage from each other. It is particularly preferred that at least one of the locking elements be rotatably mounted. In principle, it is possible for the locking lug or the locking element, or the locking lug and the locking element, to be movably mounted, particularly preferably rotatably, as long as the mounting allows movement of the locking elements into and out of a holding engagement. It is particularly preferred that the locking element is rotatably mounted on the aforementioned mounting unit.

[0030] Preferably, one of the locking means, preferably the locking element, is movably mounted on the bearing unit at a first bearing point, preferably rotatably and / or displaceably.

[0031] The bearing unit can have two parallel legs, and the locking element can be rotatably mounted between the legs at the first bearing point. The legs of the bearing unit can serve as retaining ribs for the bearing, which are connected to each other by means of a first connecting element – ​​for example, a bolt. The first connecting element can be perpendicular to 202422148

[0032] 6. The locking element must be arranged on both legs and the locking element and penetrate the locking element at the first bearing point. This allows the locking element to rotate about an axis of rotation extending axially from the connecting element.

[0033] However, alternative geometries are also possible for the bearing unit. In the simplest case, the bearing unit can be, for example, a support block or a support plate arranged on the door frame, on which the locking element is rotatably mounted, for example, on a side facing the vehicle exit.

[0034] At at least a second bearing point, spatially separated from the first bearing point, the locking element can preferably be mounted in a displaceable manner relative to this second bearing point, preferably by means of an elongated hole.

[0035] Furthermore or alternatively, the auxiliary locking device may preferably comprise at least one locking stop and at least one unlocking stop, which restrict the movement of the locking element, i.e. preferably the rotation of the locking element about the axis of rotation passing through the first bearing point, to a defined area.

[0036] For example, the elongated hole described above can have the two stops. Similar to the first bearing point, in the preferred elongated hole, the two legs or retaining webs of the bearing unit are also connected by a second connecting element, which is arranged parallel to the axis of rotation of the locking element and penetrates the preferred elongated hole. If the auxiliary locking device is mounted on the vehicle as intended and the locking element is rotated by a force – for example, the force of a spring arrangement described below – the locking stop ensures that the locking element is blocked in its rotational movement as soon as the auxiliary locking device reaches the locking position or the locking element reaches a locking position.The release stop, in turn, blocks the rotational movement of the locking element in the opposite direction as soon as the auxiliary locking device reaches the unlocked position or the locking element reaches an unlocked position. The elongated hole thus prevents uncontrolled rotation of the locking element when an external force is applied. Therefore, the elongated hole can restrict the rotation of the locking element to an angular range determined by the length of the elongated hole. 202422148.

[0037] 7

[0038] However, an alternative or additional arrangement of the stops on the storage unit is also possible. Stops arranged on the storage unit can be particularly advantageous if the locking element is designed in a space-saving manner, essentially as a simple latching hook, leaving little room for additional storage options.

[0039] Preferably, the locking mechanism has at least one locking element, preferably the locking element described above, which is pre-tensioned by means of a spring arrangement, in the simplest case a suitably arranged tension spring.

[0040] Preferably, a first end of the tension spring can be anchored at a first anchoring point in the bearing unit, and a second end of the tension spring, opposite the first end, can be anchored at a second anchoring point in the locking element. The tension spring, thus positioned, can exert a tensile force on the second anchoring point in the locking element, directed towards the first anchoring point in the bearing unit. The tensile force therefore acts along a line of action passing through the first and second anchoring points.

[0041] Since the bearing unit is static, but the locking element is movable relative to the bearing unit as described above, the tension spring can cause the locking element to rotate around its axis of rotation until the second connecting element abuts the locking stop, for example, in the aforementioned variant with the elongated hole, at one end of the elongated hole. This position of the locking element can also be called the "normal position," since the locking element is in this position when no external forces are present, or automatically returns to this position (due to the tension spring) after a temporary deflection from this position. In this variant, the tension spring, the rotatable bearing of the locking element, and the elongated hole work together to ensure that the locking element assumes a defined angular orientation when no external forces are present.In its normal position, the locking hook is in its maximum downward position, which it also assumes when the ramp is locked to the vehicle. The normal position of the locking device—or locking element—is also the "locking position" in this case. It should be noted that a compression spring can be used instead of a tension spring, which, if properly arranged, has the same effect. 202422148.

[0042] 8

[0043] In a variant described later, featuring a dead-center mechanism, there can also be two "normal positions" depending on the position of the locking element relative to the dead center. On one side of the dead center, the locking element is pulled by the spring into the locked position (first "normal position"), and on the other side of the dead center, into the unlocked position (second "normal position").

[0044] Regardless of the specific variant described above, the assembly with the spring is preferably such that, when the ramp is folded up, the locking lug engages a ramp on the locking hook. The locking lug then presses downwards against the ramp, pushing the locking hook upwards and thus setting the locking element into rotation (provided that the auxiliary locking device is not, as mentioned above and described in more detail below, blocked in the unlocked position, for example, by a preferred locking device, which would otherwise have to be released first). This movement of the locking hook occurs against the tensile force exerted by the tension spring. The locking lug then slides along the ramp towards a detent edge of the locking hook. Once the locking lug has passed the detent edge, the locking element rotates back into the locked position due to the tension spring.The locking hook lowers, the locking lug engages behind the locking projection and rests against a locking surface of the locking hook. The ramp has now reached the ready position. Because the tension force transmitted by the coil spring constantly presses the locking hook downwards, the locking projection prevents the ramp from moving away from the vehicle, even though the preload is applied to the ramp, thus preventing it from being pushed outwards.

[0045] To prevent uncontrolled impacts of the ramp against the vehicle during travel, the auxiliary locking device preferably includes a stop. This stop ensures that the ramp has no room to move towards the vehicle once it has reached the ready position. Therefore, the auxiliary locking device preferably comprises at least one stop buffer and one stop surface. Preferably, the stop surface is located on the ramp and the stop buffer is located on the bearing unit or on a leg of the bearing unit, with the stop buffer pointing towards an area outside the vehicle.

[0046] Once the ramp has reached the ready position as described above after being retracted, the stop buffer strikes the stop surface. The locking lug and the locking surface of the 202422148

[0047] 9

[0048] The locking hooks remain in constant contact, preventing unwanted impacts of the ramp or its components (e.g., the locking lug) against the vehicle or against components mounted on the vehicle (e.g., the bearing unit). The auxiliary locking device is now in the locked position. This is a kind of temporary standby position, held to prevent the ramp from automatically unfolding again and thus facilitate closing the vehicle door.

[0049] The door can now be closed. However, as already mentioned, it is particularly advantageous that the ramp automatically unlocks again as soon as the door is closed. This facilitates a particularly rapid evacuation of passengers in a subsequent emergency.

[0050] To ensure that the ramp is unlocked according to the invention when the door is closed, the auxiliary locking device preferably comprises at least one unlocking unit. The unlocking unit acts on the latching mechanism and automatically moves the auxiliary locking device from the locked position to the unlocked position when the door is closed, by moving the latching element – ​​or the locking element – ​​from the locked position to the unlocked position in which it is located in the unlocked position of the auxiliary locking device. This has the advantage that the evacuation ramp is automatically ready for use again in a potential future emergency, without requiring any additional action from the operating personnel. Unlocking the ramp can therefore no longer be forgotten.

[0051] In a preferred embodiment of the auxiliary locking device, the unlocking unit has a push rod which acts on the locking element when the door is closed. The push rod can, for example, form a stop for the door in a first end region or alternatively be connected to the door and can then act on the locking element directly or indirectly in a second end region when the door is closed.

[0052] In one variant, the push rod is preferably mounted by means of a linear sliding bearing so that it can be tilted between the outer surface of a ramp (pointing away from the vehicle interior in the ready position) and the locking element. The linear sliding bearing is preferably a plastic flange bearing, which enables virtually wear-free movement and is also corrosion-resistant. The push rod - in 202422148

[0053] 10

[0054] The following, also referred to as a plunger, forms a stop for the door in a first end area and is connected to the locking element in a second end area, preferably via a ball joint.

[0055] The plunger can have any suitable geometry. For example, it could be spirally or linearly shaped. Advantageously, the plunger extends such that its first end protrudes beyond the vehicle exit, i.e., extends beyond a door frame to the outside of the vehicle, when the ramp is in the ready position and the door is open. When the door is closed over the retracted ramp, i.e., when the door leaf is folded shut, the door leaf actuates the plunger. During the closing phase, the door therefore presses against the first end of the plunger.

[0056] The ball joint connecting the second end of the plunger to the locking element is located in an upper region of the locking element. "Upper" here refers to the area of ​​the locking element that faces upwards, i.e., towards the vehicle roof, when the auxiliary locking device is installed as intended and the bearing unit with the locking element is preferably positioned on the vehicle. In principle, the ball joint could also be located in another suitable area, depending on the design of the locking element. However, to ensure that the locking element rotates from the locked position to the unlocked position when the plunger is actuated, the ball joint should be located above the axis of rotation, i.e., above the first bearing point.

[0057] The plunger transmits the thrust force from the door to the locking element, with the thrust force acting in the opposite direction to the tension force of the tension spring. The locking element is thus rotated around its axis of rotation from the locked position. The ball joint between the push rod and the locking element ensures that the rotational movement of the locking element is decoupled from the push rod, which is merely tilted. The latching hook disengages from the detent and is lifted until the auxiliary locking mechanism reaches the unlocked position.

[0058] In another version, the plunger is attached to the door and protrudes far enough that, when the door is closed, it acts directly on the locking element, for example, pushing it out of the locked position. 202422148

[0059] 11

[0060] In rare cases, mechanical components may function only partially, or in extreme cases even fail completely, due to manufacturing defects or wear. Therefore, the auxiliary locking device preferably includes suitable means by which the locking element can be moved into the unlocked position even without the unlocking unit.

[0061] For this purpose, the auxiliary locking device can have an operating element, preferably a manual one, preferably an operating lever. Preferably, the locking element has the operating element located in its upper region.

[0062] This makes it possible to move the locking element from the locked position to the unlocked position by operating the control lever. Alternatively, instead of using the unlocking unit, a person can also switch the auxiliary locking device to the unlocked position by operating the control lever, thereby unlocking the ramp on the vehicle.

[0063] Once the door is closed and the ramp is unlocked in the ready position, it should preferably no longer be possible, as mentioned, to re-lock the ramp to the vehicle. In particular, it should preferably be avoided that, when the door is opened, the auxiliary locking device is automatically switched back into the locked position, for example, by the pre-tensioning of the locking element, before the ramp has been extended far enough that, for example, the locking mechanisms can no longer engage.

[0064] For this reason, the auxiliary locking device preferably has at least one blocking device. As already mentioned, in its blocking position, the blocking device blocks the auxiliary locking device—either largely or completely—in its unlocking position. This is preferably achieved by blocking the locking element of the latching mechanism. This reliably prevents the ramp from automatically unfolding when the door leaf is opened in the event of another emergency.

[0065] For this purpose, the locking device preferably comprises at least one locking element and at least one counter-locking element that interacts with the locking element in the locking position. 202422148

[0066] 12

[0067] In a preferred embodiment of such an auxiliary locking device, the blocking element completely blocks any movement of the rotatable detent, preferably the locking element, into the aforementioned locking position, which the locking element assumes in the locking position of the auxiliary locking device. This blocking occurs when the blocking element engages with the counter-blocking element.

[0068] The locking element can preferably be a detent bolt, or even more preferably a detent bolt with a compression spring. The counter-locking element can then preferably be a cam or a cutout in an edge region of the locking element, hereinafter also referred to as the locking cutout. The counter-locking element has such dimensions that the locking element can be received within it.

[0069] The locking element is preferably arranged on the bearing unit and the counter-locking element preferably on the locking element. However, it is also possible in principle for the locking element to be positioned on the locking element and the counter-locking element on the bearing unit.

[0070] The preferred detent pin can be mounted essentially perpendicular to the bearing unit and the locking element, preferably on a leg of the bearing unit, e.g., such that it penetrates the leg by means of a through hole or a recess, depending on the embodiment, or it can be mounted in an edge region of the leg so that it projects beyond it. The preferred compression spring, with which the detent pin is pre-tensioned, ensures that the detent pin is pressed axially towards the locking element. Before the locking device has reached the locking position, the detent pin thus rests against a side of the locking element that faces the leg of the bearing unit to which the detent pin is attached.

[0071] When the door leaf closes, the locking element rotates into the unlocked position as described above due to the thrust force transmitted by the plunger—or alternatively, by manual operation of the operating lever. Once the locking element has rotated through a certain angle, the axis of the preferred detent bolt aligns with the preferred blocking recess of the locking element. Driven by the compression spring, the detent bolt slides into the blocking recess. 202422148

[0072] 13

[0073] Should someone attempt to relock the ramp – for example, by accidentally operating the lever – by turning the locking element into the locked position, the locking bolt will strike a blocking stop on the locking cutout within a certain circumference. The locking device is now in the locked position, preventing the locking hook from being lowered into the locked position. This ensures that the auxiliary locking device remains in the unlocked position. The system is now ready for evacuation, meaning the ramp will automatically deploy when the door is opened.

[0074] Following an evacuation, the only remaining step before retracting the ramp is to pull the locking bolt to remove it from the locking notch. The locking hook of the locking element is then automatically pulled downwards into the locking position by the tension spring, allowing the ramp to be re-locked to the vehicle after retraction, as described above.

[0075] To allow the locking element to be removed from the counter-locking element, in a preferred embodiment the locking element is adjustable, preferably manually adjustable, i.e., it is provided with an operating element so that an operator can release the blocking of the auxiliary locking device before the ramp is retracted, as explained above. For example, a simple handle on the locking element, which is designed as a detent bolt, can serve as the operating element, allowing it to be pulled out so that the auxiliary locking device automatically returns to the locked position due to the preload.

[0076] The storage unit, and thus the locking element, is usually preferably positioned at the top of the door or door frame in the vehicle. To ensure that even shorter people can easily operate the locking element, it is preferably designed for remote control. Since electronic devices can fail due to a lack of power supply in rare cases, but especially in emergencies, this remote control is particularly preferably purely mechanical. Therefore, the locking element is particularly preferably adjustable by means of a Bowden cable as the operating element.

[0077] A relatively simple variant of a blocking device is the dead-point mechanism briefly mentioned above. With such a design, a blocking device can be implemented in virtually 202422148

[0078] 14. The design and storage of the locking element and, for example, the fault arrangement in the auxiliary locking device are implemented in such an integrative manner that no additional blocking elements are required.

[0079] For this purpose, the blocking device can preferably be designed such that the rotatably mounted detent, preferably the locking element, must overcome a dead center between the locking position and the unlocking position. Particularly preferably, the dead center mechanism is designed such that the locking element is automatically moved either into the locking position or into the unlocking position depending on its current position relative to the dead center.

[0080] The spring assembly can be advantageously arranged relative to the first bearing point. Particularly preferably, the tension spring is connected to the bearing unit – preferably a support plate – at a first anchoring point and to the locking element at a second anchoring point. The first anchoring point and the first bearing point define a dead center axis passing through them. As already mentioned, the force of the tension spring acts along the line of action defined by the two anchoring points of the tension spring. The arrangement of the tension spring relative to the first bearing point can be such that the second anchoring point of the tension spring on the locking element is rotated about the dead center axis when the door is closed.

[0081] Initially, with the ramp folded up but the door still open, the locking element – ​​preferably designed as a latching hook – rests in the locked position against the locking stop located on the support plate. When the door closes, the second end of the plunger (which, in this variant, can be attached to the door at its first end) of the unlocking unit acts on the locking element and, as already described, causes it to rotate. This lifts the latching hook and disengages from the locking lug. Simultaneously, the line of action approaches the dead center axis. Before the line of action reaches the dead center axis, the force of the tension spring is always directed in such a way as to counteract the thrust force transmitted by the plunger. Without the thrust force, the spring force would therefore automatically rotate the locking element back into the locked position or hold it there.As soon as the plunger has rotated the locking element so far that the line of action has crossed the dead center axis, the tension spring automatically pulls the locking element into the unlocking position, in which it engages with the 202422148 located on the carrier plate.

[0082] 15

[0083] The release stop is engaged. In this version, the plunger is sufficiently long that, when the door is closed, the locking element is pushed back far enough to pass the dead center.

[0084] In this way, the force transmitted by the tension spring can automatically move the locking element into either the locked or unlocked position, depending on the angle of the locking element relative to the dead center axis. This largely ensures that the auxiliary locking device remains in the unlocked position. Moving the locking element into the locked position is only possible manually, namely by moving the locking element past its dead center. A suitable operating element on the locking element or at another suitable location can be used for this purpose, allowing the operating element to be pushed from the unlocked position back past its dead center. Here, too, it is possible to provide a suitable mechanism, for example, using a Bowden cable, so that the locking element is moved past its dead center by a suitable pushing mechanism, so that after overcoming the dead center, i.e.,Overcoming the blockage or blocking device, by which the spring is pulled into the locking position and thus the auxiliary locking device is automatically moved into the locking position.

[0085] It is explicitly pointed out here that a combination of different blocking mechanisms is also possible, i.e., that the blocking device can include both a dead-point mechanism and blocking elements to ensure that the locking element is not unintentionally moved past the dead point.

[0086] 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 schematic and not to scale. They show:

[0087] Figure 1 shows a perspective view of a rail vehicle with an open door and a ramp folded into a usable position.

[0088] Figure 2 is a perspective view of the rail vehicle according to Figure 1, but with the ramp retracted into a ready position, 202422148

[0089] 16

[0090] Figure 3 shows a detailed view of the upper right corner area of ​​a door opening of the rail vehicle (as seen from inside the rail vehicle), which schematically shows the arrangement of a first embodiment of an auxiliary locking device according to the invention on the vehicle or on the ramp.

[0091] Figure 4 shows a top view of the auxiliary locking device according to Figure 3 as seen from the door opening, with a partial section showing a locking mechanism of the auxiliary locking device during the retraction of the ramp.

[0092] Figure 5 shows a view of the auxiliary locking device as in Figure 4, in which, however, the ramp is in the ready position and the auxiliary locking device is in a locking position.

[0093] Figure 6 shows a view of the auxiliary locking device as in Figures 4 and 5, but with the door closed and the auxiliary locking device in an unlocked position.

[0094] Figure 7 shows a view of the auxiliary locking device according to Figures 4 to 6, in a position as in Figure 6, but from the opposite perspective, i.e. seen from a door frame.

[0095] Figure 8 shows a perspective view of the auxiliary locking device according to Figures 4 to 7 with a first embodiment of a blocking device (in partial section) with a blocking element which is designed with a Bowden cable,

[0096] Figure 9 shows a perspective view of the auxiliary locking device similar to Figure 8, but with a second embodiment of the blocking device as a locking bolt with a handle.

[0097] Figure 10 shows an exploded view of the bearing unit and the locking element of the auxiliary locking device stored therein, according to Figures 4 to 9, 202422148

[0098] 17

[0099] Figure 11 shows a schematic representation of a second embodiment of an auxiliary locking device according to the invention, shown in the locked position.

[0100] Figure 12 shows the auxiliary locking device according to Figure 11, but in the unlocked position.

[0101] Figures 1 and 2 each show the front of a rail vehicle 2 with a door 6 and a ramp 3 (evacuation ramp 3) located at the vehicle exit A (here, an emergency exit A) on the front of the rail vehicle 2. The door is connected to the vehicle 2 via a conventional (and therefore not described in detail below) hinge 32. The door 6 and the ramp 3 are pre-tensioned by gas springs 20t and 20r, respectively. If the vehicle door 6 is unlocked in an emergency, the gas springs 20t (here designed as gas pressure springs 20t) cause the door 6 to swing upwards. Immediately afterwards, the gas springs 20r of the ramp (here, gas tension springs 20r) cause the ramp 3 – which was previously only held in position by the closed door 6 – to automatically fold out or extend downwards.Figure 1 shows ramp 3 in such a usable position NP, in which it can be used – if necessary, with the aid of the handrail ropes 4 shown – for the evacuation of passengers. The pull ropes 5 hold ramp 3 in position.

[0102] As can be seen here, ramp 3 assumes an extended position in its operating position NP to ensure that the exit is not too steep for passengers. In this position, the ramp is longer than the height of the door opening. Therefore, ramp 3 is constructed in several sections: a first frame section 3a, which is articulated at one end of the vehicle near the door opening, and a second frame section 3b, which is slidably mounted at the free end of the first frame section 3a along the length of ramp 3. When ramp 3 is folded down, the second frame section 3b automatically slides forward, thus extending the entire ramp 3. Within frame sections 3a and 3b, tread plates 3c are also slidably mounted along the length of ramp 3, so that ramp 3 forms a sloping walking surface for passengers and that the free end of the ramp is at a standard step height above the track bed. B. on a platform oris positioned on a platform.

[0103] To make vehicle 2 operational again after such an emergency, the evacuation ramp 3 must be retracted to a ready position BP (see Figure 2). 202422148

[0104] 18

[0105] As can be seen here, in this folded-up state of ramp 3, the frame parts 3a, 3b and the footplates 3c are slid correctly over one another, so that ramp 3 is well positioned in the door frame 8 of the rail vehicle 2. Now the door 6 could be pulled down again and closed.

[0106] However, the aforementioned gas springs 20r would repeatedly pull the ramp 3 outwards until the door 6 is closed, making closing the door 6 cumbersome. For this reason, an auxiliary locking device 1, constructed according to the invention, is arranged at the top right in the area of ​​the door frame 8 (see in particular Figures 1 to 3) in order to temporarily hold the ramp 3 against the vehicle 2 after it has been retracted, so that the door 6 can be closed.

[0107] The auxiliary locking device 1 is designed such that, as soon as the door 6 is closed, the ramp 3 is unlocked again, so that it can automatically unfold again in the event of another emergency after the vehicle door 6 is opened. Furthermore, the entire construction is designed so that the ramp 3 remains in this unlocked position and cannot be accidentally locked due to incorrect operation or negligence. Thus, the auxiliary locking device 1 locks and unlocks the ramp 3 depending on the situation.

[0108] The auxiliary locking device is explained below with reference to Figures 1 to 10 using a first preferred embodiment. As can be clearly seen in Figure 3, the auxiliary locking device 1 specifically comprises a vehicle-side part 1a, which is attached to the vehicle 2, or to an upper area of ​​a door frame 8 in the area of ​​the vehicle exit A, and a ramp-side part 1b, which is attached to the ramp 3.

[0109] A locking mechanism 9 (see Figures 4 to 6) enables the locking of the ramp 3 on the vehicle 2. The locking mechanism 9 has a locking projection 11 or a locking lug 11 (which forms the ramp-side part 1b of the auxiliary locking device 1) and a locking element 10 mounted in a bearing unit 13, comprising a locking hook 103 with a ramp 104, a locking edge 105, and a locking surface 106. To allow the locking lug 11 and the locking hook 103 to be engaged and released, the locking element 10 is rotatably mounted in the bearing unit 13. The locking element 10 and the bearing unit 13 are attached to the vehicle 2 and thus belong to the vehicle-side part 1a of the auxiliary locking device 1.

[0110] 19

[0111] The exploded view in Figure 10 particularly clearly illustrates the structure of the bearing unit 13 and the mounting of the locking element 10 within it. The bearing unit 13 comprises a first leg 14 and a second leg 15, between which the locking element 10 is arranged. The two legs 14, 15 are connected to each other by means of a first connecting element 29 at a first mounting point 101 and by means of a second connecting element 30 at a second mounting point 102. The two connecting elements 29, 30 each penetrate the locking element 10 at the respective mounting points 101, 102.

[0112] At the first bearing point 101, the locking element 10 is rotatably mounted about an axis of rotation D extending along the axis of the first connecting element 29. The second bearing point 102 is designed as an elongated slot 102 through which the second connecting element 30 is guided. When an external force is applied, the locking element 10 can thus be rotated about the axis of rotation D until the elongated slot 102 has shifted relative to the second connecting element 30 to such an extent that the second connecting element 30 abuts one end of the elongated slot 102. Depending on the direction of rotation, the locking element 10 is now either in a locked position P1, in which it rests against a locking stop 37 of the elongated slot 102, or in an unlocked position P2, in which it rests against an unlocking stop 38 of the elongated slot 102.The angular range over which the locking element 10 can be rotated is thus defined by the length of the elongated hole 102.

[0113] In an upper region of the locking element 10 shown, a spring assembly 12, here a tension spring 12, is anchored, specifically by a hook 12h at a first end of the spring 12 hooked into a through-hole 12b in the relevant part of the locking element 10. The term "upper region" refers here to the region of the locking element 10 that is located at the top in the figure. The tension spring 12 is attached in an end region facing away from the locking element 10 between the two legs 14, 15 of the bearing unit 13, specifically with a hook 12h at a second end of the spring 12 hooked into a groove 12r in a spacer 31, which extends parallel to the connecting elements 29, 30 between the two legs 14, 15 of the bearing unit 13 in order to hold the two legs 14, 15 at a fixed distance from each other at three points (see also Figures 8 and 9).The tension spring 12 therefore exerts a tensile force F parallel to its length and in the direction of the anchoring point between the legs 14, 15 of the bearing unit 13. z on the locking element 10. Since the 202422148

[0114] 20

[0115] When the tension spring 12 is anchored above the first bearing point 101 in the locking element 10, the locking element 10 rotates about the axis of rotation D as described above into a locking position P1, in which the detent hook 103 is lowered. Thus, the locking position P1 is the normal position P1 of the locking element 10, which is solely determined by the force F. z This is due to the tension spring 12. Moving the locking element 10 out of the locking position P1 is only possible by applying additional external forces.

[0116] Figures 4 to 6, described below, each show the same view of the auxiliary locking device 1, but in different positions. These different positions correspond to the respective operating steps of the auxiliary locking device 1 during and after retraction of the ramp 3, and when closing the door 6 after an evacuation. As already mentioned, the locking mechanism 9 comprises a locking lug 11, which is attached to the ramp 3 by means of fastening elements 11a, and a locking element 10 held in the vehicle-mounted bearing unit 13. The bearing unit 13 with the locking element 10 is specifically arranged on the vehicle 2 in the area of ​​the vehicle exit A via an angled coupling unit 17 (see Figure 3).As can be seen in Figure 3, the bearing unit 13 has a flange 16a on the upper side of each leg 14, 15 for connection to a counter flange 17a of the coupling unit 17. The coupling unit 17 is in turn attached to the vehicle 2 or the door frame 8 by means of a flange 17b as a vehicle connection.

[0117] Figure 4 illustrates the interaction of the locking lug 11 and the locking element.

[0118] 10 during the retraction of the ramp 3. Before these come into contact with each other, the locking element 10 is located due to the tensile force F mediated by the tension spring 12. z as described in connection with Figure 10 in the locking position P1, in which the locking hook 103 is lowered downwards.

[0119] If ramp 3 is now folded towards vehicle 2 as shown in Figure 4, the locking tab will engage.

[0120] 11 onto the ramp 104 of the locking hook 103 and increasingly pushes it upwards as the ramp 3 approaches the vehicle 2. This causes the locking element 10 to move against the force F. z The tension spring 12 is temporarily deflected slightly from the locking position P1. Meanwhile, the detent lug 11 slides towards the detent edge 105 of the detent hook 103. 202422148

[0121] 21

[0122] Figure 5 shows the state when the locking lug 11 has completely passed the locking edge 105. Then the tensile force F ensures z The tension spring 12 ensures that the locking element 10 returns to its normal position P1 – the locking lug 11 engages behind the locking edge 105 and rests against the locking surface 106. The ramp 3 is now fully folded up to the ready position BP for the vehicle 2 and locked to it, as shown in Figure 5, by the locking lug 11 and the locking hook 103 engaging.

[0123] A stop buffer 18, pointing towards ramp 3, is attached to the first leg 14 of the bearing unit 13. The stop buffer 18 abuts a stop surface 19 of ramp 3 as soon as ramp 3 reaches the ready position BP. This ensures that the locking hook 103 and the locking lug 11 remain in a holding engagement.

[0124] As shown in Figure 6, the vehicle door 6 can now be closed without being hindered by an automatically folding ramp 3. A release unit 21, designed as a push rod 21, ensures that the auxiliary locking device 1 is moved into an unlocked position S2, so that ultimately the ramp 3 is unlocked in the ready position BP when the door 6 is closed.

[0125] The push rod 21 – hereinafter also referred to as plunger 21 – is mounted in a tiltable linear sliding bearing 22, preferably a flange bearing 22, or even more preferably a plastic flange bearing 22. The plunger 21 is arranged such that – before the door 6 is closed, as shown in Figures 4 and 5 – a first end region 21 ei projects beyond the door frame 8, i.e., extends outwards towards the outside of the vehicle. In a second end region 21 e2, the plunger 21 is connected to the locking element 10 via a ball joint 23.

[0126] When the door 6 closes, it presses on the first end area 21 of the plunger 21 .

[0127] The plunger 21 then moves automatically along the bearing axis of the sliding bearing 22 towards the locking element 10 and transmits the thrust force to the locking element 10 via the ball joint 23. The locking element 10 rotates clockwise around the axis of rotation D (Figure 10) passing through the first bearing point 101 and perpendicular to the plane of the drawing, until the locking element 10 reaches an unlocked position P2. In the unlocked position P2, the locking hook 103 is raised and no longer engages with the locking lug 11. The auxiliary locking device 1 is then in the unlocked position S2.

[0128] 22

[0129] Ramp 3 is therefore unlocked in the ready position BP and is only prevented from folding out by the closed vehicle door 6.

[0130] As can also be seen in Figure 6, the locking element 10 has a handle-like projection 107 with several grip recesses, which is located in the upper region of the locking element 10 with respect to the figure. This projection 107 extends towards the vehicle 2, so that it can be used as an operating element 107 or as an operating lever 107 for the locking element 10. Should the automatic unlocking unit 21 fail for technical reasons, for example, in a rare event, it is possible to move the locking element 10 into the unlocked position P2 shown in the figure by manually actuating the operating lever 107.

[0131] Once the locking element 10 has rotated around the axis of rotation D by a certain angle – either through actuation of the unlocking unit 21 from the closing door 6 or through manual operation of the operating lever 107 – the locking element 10 (clearly visible in Figures 8 and 9) reaches a blocking position, as will be explained in more detail below. In this position, a blocking device 24 in a blocking position S3 ensures that the locking element 10 is held in the unlocking position P2.

[0132] Figure 7 shows the auxiliary locking device 1 similar to those in Figures 4 to 6, but from an opposite side, so that the second leg 15 of the bearing unit 13 is visible. A locking bolt 25, acting as a blocking element 25 for the blocking device 24, is shown in the figure and is arranged on the second leg 15 of the bearing unit 13.

[0133] Figures 8 and 9 illustrate the operation of the locking device 24. A locking recess 26 is arranged in the upper region of the locking element 10. This recess has a locking stop 27 for the locking bolt 25 and thus serves as a counter-locking element 26. When the locking element 10 has reached the locking position, the locking bolt 25 interacts with the locking recess 26. The second leg 15 of the bearing unit 13 is shown here in a sectional view to clearly illustrate the interaction between the locking bolt 25 and the locking recess 26.

[0134] The locking bolt 25 is preferably pre-tensioned with a compression spring so that – before the locking position S3 of the locking device 24 is reached – it abuts a side of the locking element 10 facing the second leg 15 of the bearing unit 13. (See 202422148.)

[0135] 23

[0136] During the unlocking process, the locking element 10 rotates past the locking bolt 25, while the locking bolt 25 constantly presses against the locking element 10.

[0137] When the locking element 10 reaches its blocking position – that is, shortly before the door 6 is closed – the locking bolt 25 aligns with the blocking recess 26. Due to the compression spring, the locking bolt 25 now engages in the blocking recess 26, so that a circumferential portion of the locking bolt 25 rests against the blocking stop 27 of the blocking recess 26. The blocking device 24 is in the blocking position S3. If, in this blocking position S3, the operating lever 107 is pushed upwards, for example due to incorrect operation, the locking bolt 25 strikes the blocking stop 27. The blocking device 24 thus holds the locking element 10 in the unlocking position P2 in the blocking position S3.

[0138] In the event of another emergency, the ramp 3 – now held in standby position only by the closed door 6 – can automatically unfold again when the door 6 is opened, driven by the gas springs 20.

[0139] Once the evacuation is complete, in this preferred variant, before the ramp 3 can be retracted, the locking device 24 must first be removed from the locking position S3, i.e., the locking bolt 25 shown in Figures 8 and 9 must be removed from the locking recess 26. Only then is it possible to move the locking element 10 back into the locking position P1 and thus lock the ramp 3 to the vehicle 2.

[0140] As already shown in Figure 3, the bearing unit 13 and with it the locking bolt 25 are positioned in an upper area of ​​the vehicle exit. To enable even shorter people to easily pull the locking bolt 25 out of the locking recess 26, the particularly preferred embodiment shown in Figure 8 has a Bowden cable 28a.

[0141] However, such a Bowden cable 28a is not absolutely necessary. Figure 9 shows another embodiment without a Bowden cable, in which the locking bolt 25 is operated directly by means of a handle 28b on the bearing unit 13.

[0142] If the locking bolt 25 is pulled out of the blocking cutout 26, the tension spring 12, which pre-tensions the locking element 10, returns it to the locking position P1. When the ramp 3 is retracted, the locking mechanism 9 locks the ramp 3 to the vehicle 2, as already described in connection with Figures 4 and 5.

[0143] 24

[0144] The auxiliary locking device is explained below with reference to Figures 11 and 12 using a second preferred embodiment. Figures 11 and 12 show this embodiment of the auxiliary locking device 1' in a locking position S1' (Figure 11) and in an unlocking position S2' (Figure 12). This auxiliary locking device 1' also consists of a vehicle-side part and a ramp-side part.

[0145] For this purpose, a locking element 10' is rotatably mounted at a first bearing point 34 on a bearing unit 13' designed as a support plate. The bearing unit 13' is connected to the door frame 8 (not shown in the drawing). A ramp 3' is attached to the vehicle 2 and has a locking lug 11' that extends away from the ramp 3' on a side facing the vehicle 2. The locking element 10' and the locking lug 11' together form a locking mechanism 9'. The locking hook 103' and the locking lug 11' are shown here in engagement – ​​the auxiliary locking device 1' is therefore in the locking position S1', in which the locking element 10' rests against a locking stop 37'.

[0146] The locking device 24' has a special spring arrangement 12' in which a tension spring 12' is connected at one end to the support plate 13' at a first anchoring point 35 – visible in the figure below the first bearing point 34. The other end of the tension spring 12' attaches to the locking element 10' at a second anchoring point 36. The force F z The tension spring 12 thus acts along a line of action WL. The first anchoring point 35 and the bearing point 34 lie on a dead center axis TA. The second anchoring point 36 of the tension spring 12' is located on the left side of the locking element 10' from the viewer's perspective in Figures 10 and 11. This means that when the locking element 10' is rotated from the locking stop 37' to an unlocking stop 38', the second anchoring point 36 is rotated across the dead center axis TA.

[0147] When the door 6' closes, a plunger 21' (Figure 12) connected to a contact side 7' of the door 6' presses against the locking element 10' and sets it into rotation. As long as the second anchor point 36 of the tension spring 12' has not yet reached the dead center axis, i.e., as long as the line of action WL forms a negative angle α with the dead center axis TA (Figure 11), the tensile force F acts z ' opposite to the thrust force transmitted by the plunger 21 '. This means that the auxiliary locking device 1' always remains in locking position S1 ' in the absence of forces other than those mediated by the tension spring 12' or 202422148

[0148] 25 automatically returns to this position as long as the line of action WL has not yet crossed the dead center axis. In contrast, as shown in Figure 12, the tension spring 12' automatically pulls the locking element 10' towards the release stop 38' as soon as the second anchor point 36 comes to lie to the left of the dead center axis during the rotation. The line of action WL then forms a positive angle with the dead center axis TA. When the locking element has reached the release stop 38', it is largely blocked in the release position S2' and is held in place by the force F. z ' of the tension spring 12' held within it. The auxiliary locking device 1' therefore remains in the unlocked position S2' in the absence of external forces. Thus, the blocking device 24' (through the dead center) is inherent in the mechanism of this auxiliary locking device 1'.

[0149] Locking the auxiliary locking device 1' – for example, if the ramp 3' needs to be retracted after an emergency and temporarily locked to the vehicle 2 – is only possible again once the locking element 10' is manually moved past the dead center axis TA, so that the tension spring 12' pulls the locking element 10' back to the locking stop 37'. Adjusting the locking element 10' can be done manually by actuating, for example, a bolt as an operating element 107'.

[0150] Since the auxiliary locking devices described in detail above are merely exemplary embodiments, they can be modified in various ways by those skilled in the art without departing from the scope of the invention. For example, the bearing unit with the locking element could be arranged on the ramp and the locking lug in the area of ​​the vehicle exit on the vehicle. Alternatively or furthermore, it would be possible to pre-tension the locking element with another suitable spring system, for example, a compression spring, instead of a tension spring. With a suitable arrangement of such a compression spring, for example, in a region of the locking element 10 located below the axis of rotation D, the effect would be the same: the locking element 10 would be pressed into the locking position P1 by the compression spring. Likewise, a variant with a dead center (e.g.,similar to or as in the second embodiment) and with additional blocking element(s) (e.g., similar to or as in the first embodiment). 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, the terms "unit" or "element" do not preclude the possibility that the components in question consist of several interacting sub-components, which may also be spatially distributed. Regardless of the grammatical 202422148.

[0151] 26

[0152] The term "gender" includes persons with male, female, or other gender identities.

[0153] 202422148

[0154] Reference symbol list

[0155] 1 auxiliary locking device

[0156] 1' auxiliary locking device

[0157] 1 a vehicle-side part of the auxiliary locking device

[0158] 1 b ramp-side part of the auxiliary locking device

[0159] 2 vehicles

[0160] 3 Ramp

[0161] 3' Ramp

[0162] 3a first frame part

[0163] 3b second frame part

[0164] 3c Footplate

[0165] 4 handrail rope

[0166] 5 tow rope

[0167] 6 Door / Door leaf

[0168] 6' Door / Door Leaf

[0169] 7 Contact page

[0170] 7' Contact page

[0171] 8 door frames

[0172] 9 locking mechanism

[0173] 9' locking mechanism

[0174] 10 locking element

[0175] 10' locking element

[0176] 11 Resting nose / resting projection

[0177] 11 ' Resting nose / resting projection

[0178] 11a Fastening element

[0179] 12 Spring arrangement / tension spring

[0180] 12' Spring assembly / tension spring

[0181] 12h hook

[0182] 12b Through hole

[0183] 12r groove

[0184] 13 storage units

[0185] 13' bearing unit / T carrier plate

[0186] 14 first thigh

[0187] 15 second thigh

[0188] 16a flange

[0189] 17 Coupling unit 202422148

[0190] 28

[0191] 17a Counter flange

[0192] 17b flange

[0193] 18 bump stops

[0194] 19 contact surface

[0195] 20t gas spring door

[0196] 20r Gas Spring Ramp

[0197] 21 Release unit / push rod

[0198] 21 ' Release unit / push rod

[0199] 21ei first end area

[0200] 21 e2second end area

[0201] 22 plain bearings

[0202] 23 Ball joint

[0203] 24 locking device

[0204] 24' locking device

[0205] 25 Locking element / locking bolt

[0206] 26 Counter-blocking element / blocking cutout

[0207] 27 Blocking stop

[0208] 28a Control element / Bowden cable

[0209] 28b Control element / handle

[0210] 29 first connecting element

[0211] 30 second connecting element

[0212] 31 spacers

[0213] 32 Joint connection

[0214] 34 first storage location

[0215] 35 first anchorage point

[0216] 36 second anchorage point

[0217] 37 Locking stop

[0218] 38 Release stop

[0219] 37' Locking stop

[0220] 38' Release stop

[0221] 101 first storage location

[0222] 102 second storage location / slotted hole

[0223] 103 locking hooks

[0224] 103' Latch hook

[0225] 104 Ramp

[0226] 105 Rastkante 202422148

[0227] 106 rest area

[0228] 107 Control element

[0229] 107' Control element

[0230] A vehicle exit

[0231] D axis of rotation

[0232] F z Force of the tension spring

[0233] F z ' Force of the tension spring

[0234] S1 Locking position of the auxiliary locking device

[0235] 51 'Locking position of the auxiliary locking device

[0236] 52 Unlocking position of the auxiliary locking device

[0237] S2' Unlocking position of the auxiliary locking device

[0238] 53 Blocking position of the blocking device

[0239] P1 Locking position of the locking element

[0240] P2 Unlocking position of the locking element

[0241] P1 ' Locking position of the locking element

[0242] P2' Unlocking position of the locking element

[0243] NP Usable position of the ramp

[0244] BP ramp standby position

[0245] TA dead center axis

[0246] WL line of action

Claims

202422148 30 Patent claims 1. Auxiliary locking device (1, 1') for a ramp (3, 3') at a vehicle exit (A) of a vehicle (2), preferably a rail vehicle (2), wherein the vehicle exit (A) is provided with a door (6, 6') which, when the door (6, 6') is opened, folds the ramp (3, 3') out of the vehicle (2) from a ready position (BP) to an operating position (NP) and can be retracted back into the ready position (BP), wherein the auxiliary locking device (1, 1') is designed such that, when the ramp (3, 3') is retracted from the operating position (NP) to the ready position (BP) in a state as intended on the vehicle (2), the auxiliary locking device (1, 1') is moved into a locking position (S1, S1') in order to lock the ramp (3, 3') in a ready position (BP). and that when the door (6, 6') is closed, the auxiliary locking device (1, 1') automatically moves into an unlocked position (S2, S2') in which the ramp (3,3') is unlocked in the ready position (BP), is adjusted and is preferably blocked in the unlocked position (S2, S2').

2. Auxiliary locking device according to claim 1, comprising a locking mechanism (9, 9') which, in a state of the auxiliary locking device (1, 1') mounted on the vehicle (2) as intended, is partially arranged on a vehicle (2) in an area of ​​a vehicle exit A and partially on the ramp (3, 3') and which locks the ramp (3, 3') on the vehicle (2) after it has been brought into the ready position (BP).

3. Auxiliary locking device according to claim 2, wherein the locking mechanism (9, 9') comprises locking means (10, 11, 10', 11') which interact with each other when the ramp (3, 3') is retracted and are in a holding engagement when the ramp (3, 3') has reached the ready position (BP), wherein the locking means (10, 11, 10', 11') preferably comprise a locking element (10, 10') mounted on a bearing unit (13, 13') with a locking hook (103, 103') and a locking lug (11, 11'), wherein preferably the bearing unit (13, 13') is arranged on the vehicle (2) and the locking lug (11, 11') is arranged on the ramp (3, 3').

4. Auxiliary locking device according to claim 2 or 3, wherein the locking mechanism (9, 9') comprises at least one locking element (10, 10') pre-tensioned by means of a spring arrangement (12, 12'), preferably a locking element (10, 10'). 202422148 31 5. Auxiliary locking device according to one of claims 3 or 4, wherein one of the locking means (10, 10'), preferably the locking element (10, 10'), is movably mounted on the bearing unit (13, 13') at a first bearing point (101, 34), preferably between two legs (14, 15) of the bearing unit (13), and wherein preferably the locking element (10) is slidably mounted at at least a second bearing point (102) and / or wherein the auxiliary locking device comprises at least one locking stop (37, 37') and at least one unlocking stop (38, 38') which restrict the movement of the locking element (10, 10') to a defined range.

6. Auxiliary locking device according to one of claims 2 to 5, wherein the auxiliary locking device comprises at least one unlocking unit (21 , 21 ') which acts on the latching mechanism (9, 9') and automatically moves the auxiliary locking device (1 , 1') from the locking position (S1 , S1 ') to the unlocking position (S2, S2') when the door (6, 6') is closed.

7. Auxiliary locking device according to claim 6, wherein the unlocking unit (21 , 21 ') has a push rod (21 , 21 ') which is preferably mounted in a sliding bearing (22) and which forms a stop for the door (6) in a first end region (21 ei) or is connected to the door (6') and which, when the door (6, 6') is closed, acts on the locking element (10, 10') in a second end region (21 e2), preferably via a ball joint (23).

8. Auxiliary locking device according to one of the preceding claims, which has a, preferably manual, operating element (107, 107'), wherein preferably the locking element (10, 10') has the operating element (107, 107').

9. Auxiliary locking device according to one of the preceding claims, comprising at least one stop buffer (18) and a stop surface (19), wherein in a state of the auxiliary locking device (1 , 1') mounted on the vehicle (2) as intended, the stop buffer (18) rests against the stop surface (19) when the ramp (3, 3') is in ready position (BP).

10. Auxiliary locking device according to one of the preceding claims, wherein the auxiliary locking device has at least one blocking device (24, 24') which, in a blocking position (S3, S3'), locks the auxiliary locking device (1, 1'), preferably by 202422148 32 Blocking the locking element (10, 10') of the latching mechanism (9, 9'), in the unlocked position (S2, S2').

11. Auxiliary locking device according to claim 10 and preferably claim 3, wherein the blocking device (24) has at least one blocking element (25) and at least one counter-blocking element (26) that interacts with the blocking element (25) in the blocking position (S3), wherein the blocking element (25) is preferably arranged on the bearing unit (13) and the counter-blocking element (26) is preferably arranged on the locking element (10).

12. Auxiliary locking device according to claim 11, wherein the blocking element (25) blocks movement of the movable locking means (10), preferably of the locking element (10), into a locking position (P1) which the movable locking means (10) assumes in the locking position (S1) of the auxiliary locking device (1), when the blocking element (25) is brought into engagement with the counter-blocking element (26) and / or wherein the blocking element (25) is adjustable, preferably manually adjustable, particularly preferably by means of a Bowden cable (28a).

13. Auxiliary locking device according to one of claims 10 to 12, wherein the blocking device (24') comprises a dead-point mechanism, wherein the blocking device (24') is preferably designed such that the rotatably mounted locking means (10'), preferably the locking element (10'), must overcome a dead point between a locking position (P1'), which the rotatably mounted locking means (10') assumes in the locking position (S1') of the auxiliary locking device (1'), and an unlocking position (P2'), which the rotatably mounted locking means (10', 11') assumes in an unlocking position (S2') of the auxiliary locking device (1').and wherein the spring assembly (12') is particularly preferably connected at a first anchoring point (35) to the bearing unit (13') and at a second anchoring point (36) to the locking element (10') and the first anchoring point (35) and the first bearing point (34) define a dead center axis (TA), such that the spring assembly (12') automatically moves the locking element (10') either into the locked position (P1') or into the unlocked position (P2') depending on the angle setting of the locking element (10') with respect to the dead center axis (TA). 202422148 33 14. Vehicle (2), in particular rail vehicle (2), with a vehicle exit (A) having a door (6, 6') and with a ramp (3, 3') at the vehicle exit (A), wherein the ramp (3, 3') folds out of the vehicle (2) from a ready position (BP) to an operating position (NP) when the door (6, 6') is open and can be retracted back into the ready position (BP), and wherein the vehicle (2) has an auxiliary locking device (1, 1') which is adjustable between a locking position (S1, S1') and an unlocking position (S2, S2') and is designed such that the auxiliary locking device (1, 1') is moved into the locking position (S1, S1') when the ramp (3, 3') is retracted from the operating position (NP) to the ready position (BP) in order to secure the ramp (3, 3') in the to lock in the ready position (BP), and that when the door (6, 6') is closed the auxiliary locking device (1 , 1') automatically moves into the unlocked position (S2, S2'),in which the ramp (3, 3') is unlocked in the ready position (BP), is adjusted and preferably blocked in the unlocked position (S2, S2').

15. Method for retracting a ramp (3, 3') at a vehicle exit (A) of a vehicle (2), preferably a rail vehicle (2), wherein the vehicle exit (A) is provided with a door (6, 6'), wherein when retracting the ramp (3, 3') from a working position (NP), in which the ramp (3, 3') is folded out of the vehicle (2) with the door (6, 6') open, to a ready position (BP), in which the ramp (3, 3') is folded up inside the vehicle (2), the ramp (3, 3') is automatically locked in the ready position (BP) by means of an auxiliary locking device (1, 1'), wherein the auxiliary locking device (1, 1') is engaged when the door (6, 6') is closed. - automatically moves from a locking position (S1, S1') to an unlocking position (S2, S2') in which the ramp (3, 3') is unlocked in the ready position (BP), so that when the door (6, 6') is opened again, the ramp (3, 3') automatically folds out of the vehicle (2) from the ready position (BP) back into the operating position (NP), and - preferably blocked in the unlocked position (S2, S2').

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