Accessibility device for a vehicle

Abstract

An accessibility device for a vehicle is disclosed and includes a frame configured to be mounted inside a cavity of a floor of the vehicle, a trolley configured to guide a ramp between a stowed position and a deployed position, and a linear electromagnetic drive system configured to apply a motive force to the trolley. The linear electromagnetic drive system further includes a series of magnets and a plurality of electromagnets. Additionally, the plurality of electromagnets is configured to receive signals from a control unit, the plurality of electromagnets is configured to generate a variable magnetic field, and the variable magnetic field is configured to interact with the series of magnets to generate the motive force causing the trolley to guide the ramp between the stowed position and the deployed position.

Description

ACCESSIBILITY DEVICE FOR A VEHICLECROSS REFERENCE TO RELATED APPLICATION

[0001] This application claims priority to U.S. Provisional Appln. No.63 / 748,362 filed January 22, 2025, the disclosure of which is hereby incorporated by reference herein.FIELD OF THE INVENTION

[0002] The present invention relates to accessibility devices, particularly ramps for vehicles, including a miniaturized electromagnetic linear motor.BACKGROUND

[0003] Vehicles may include features to improve accessibility for the elderly and people with disabilities. For example, vehicles may be equipped with a ramp to aid ingress and egress for wheelchairs for access inside the body of the vehicle. As a ramp is driven in and out of a cavity in a floor of a vehicle, it requires consistent and predictable force loads to perform its function reliably and repetitively without system interruption. In addition, it is imperative for the system to be able to detect the force loads applied to the system as it enters and exists the vehicle for safety and other performance concerns. Traditionally, this kind of mechanical actuation would be accomplished by some sort of linear drive system for in-floor applications, such as a belt-driven or screw-driven actuator. These systems provide significant challenges as they relate to reliability, especially in the context of commercial or other difficult environments.

[0004] First, existing systems are known to be unreliable and are rarely used in applications that require a very high duty cycle, which is commonly required for use in commercial applications. Linear actuators include many mechanical moving parts and tend to accumulate residue and debris in the cavity in the floor of the vehicle as the system actuates the ramp between its stored position and its deployed position. Such residue and debris often includes leaves, ice, salt, rocks, and other matter found at street level. As the ramp moves to its stored position into the vehicle cavity, the accumulated debris may damage the mechanical portion of the systems and decrease the overall working life of the accessibility device.

[0005] An additional technical problem that exists with current devices is that they are mechanically linked to the drive system. When failure of the drive system occurs, the device becomes locked in place or becomes extremely difficult to actuate. As a result, a user of the accessibility device may become trapped inside their vehicle because the device cannot move between its stored position and its deployed position. Previous applications have tried to solve this problem but have had to develop complex methods to access the cavity and potentially mechanically actuate or disengage the system. Thus, there is a clear need for an accessibility device that solves these problems.SUMMARY OF THE INVENTION

[0006] The present invention relates to accessible ramps, particularly for vehicles, including a linear motor, which solves the forgoing problems. For example, the present invention helps increase the durability and lifespan of the accessibleramp by reducing the amount of moving parts and helps prevent the introduction of debris by creating a sealed cavity for the ramp during storage.

[0007] Further, since a linear electromagnetic drive system only applies motive force when it is active and is not otherwise mechanically linked to the drive system, should the linear electromagnetic drive system fail, no specialized access means or overrides are required to use the device. Instead, in the event of failure, the accessibility device of the present invention simply becomes a manual ramp that may move between its stored position and its deployed position by pulling or pushing on the platform.

[0008] An electromagnetic linear drive motor that is miniaturized to fit inside the floor structure of a vehicle body. The drive motor in turn drives a trolley that is mechanically linked to a ramp system that travels on a series of rails and actuates that ramp system through the floor structure to the outside street surface so that the vehicle becomes wheelchair accessible. The motor is controlled by a control unit that regulates electrical flow and detects load to govern the actuation of the ramp into and out of the vehicle. Motive force is only applied when the ramp system must actively deploy and retract. In its rest state, it provides no force whatsoever.

[0009] The foregoing needs are met, to a great extent, by the present disclosure of an accessibility device for a vehicle discussed herein. For example, an accessibility device for a vehicle may include a frame configured to be mounted inside a cavity of a floor of the vehicle, a trolley configured to guide a ramp between a stowed position and a deployed position, and a linear electromagnetic drive system configured to apply a motive force to the trolley. The linear electromagnetic drive system may also include a series of magnets and a plurality of electromagnetsincluding a plurality of electromagnets. Further, the plurality of electromagnets may be configured to receive signals from a control unit and may be configured to generate a variable magnetic field. Additionally, the variable magnetic field may be configured to interact with the series of magnets to generate the motive force causing the trolley to guide the ramp between the stowed position and the deployed position.

[0010] The described implementations of the invention may also include one or more of the following features. The frame may include a pair of rails configured to receive rollers attached to the ramp and the trolley. The control unit may be able to manually guide the ramp between the stowed position and the deployed position when the control unit does not provide signals to the plurality of electromagnets. Moreover, an air gap may be formed between the plurality of electromagnets and the series of magnets to generate the motive force and is configured to prevent debris from entering the cavity of the floor. Additionally, the control unit may be configured to operate at 12 volts or 24 volts.

[0011] Further, the series of magnets may be arranged in the frame and the plurality of electromagnets may be attached to the trolley. Alternatively, the series of magnets may be attached to the trolley and the plurality of electromagnets may be arranged in the frame. Additionally, the control unit may be configured to generate the motive force in two directions. The ramp may also be configured to allow a user to enter or exit the vehicle when the ramp is in the deployed position. Finally, the ramp and the frame may be configured to seal the cavity of the floor when the ramp is in the stowed position.

[0012] There has thus been outlined certain embodiments of the present invention in order that the detailed description thereof herein may be better understood, and in order that the present contribution to the art may be better appreciated. There are additional embodiments of the present invention that will be described below and which form the subject matter of the claims appended hereto.

[0013] In this respect, before explaining at least one aspect of the accessibility device in detail, it is to be understood that the accessibility device is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawings. The accessibility device is capable of aspects in addition to those described, and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein, as well as the abstract, are for the purpose of description and should not be regarded as limiting.

[0014] As such, those skilled in the art will appreciate that the conception upon which this invention is based may readily be utilized as a basis for the designing of other structures, methods, and systems for carrying out the several purposes of the accessibility device. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the invention.BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order that the present invention may be readily understood, aspects of the accessibility device are illustrated by way of examples in the accompanying drawings, in which like parts are referred to with like reference numerals throughout.

[0016] Figure 1 shows a perspective view of the accessibility device in the stowed position.

[0017] Figure 2 shows a perspective view of the accessibility device in the deployed position.

[0018] Figure 3 shows a front plan view of the accessibility device in the stowed position.

[0019] Figure 4 shows a side plan view of the trolley.

[0020] Figure 5 shows a sectional view of the accessibility device in the stowed position.

[0021] Figure 6 shows a side cross-sectional view of the trolley in the stowed position.

[0022] Figure 7 shows a side cross-sectional view of the trolley in the deployed position.

[0023] Figure 8 shows a front cross-sectional view of the electromagnetic drive system.

[0024] Figure 9 shows a side cross-sectional view of the electromagnetic drive system.

[0025] Figure 10 shows a top view of the frame.

[0026] Figure 11 shows a top view of the series of magnets arranged in the track of the frame.

[0027] Figure 12 shows an electromagnetic drive system with a plurality of electromagnets in the carrier of the trolley and a series of magnets in the track of the frame.

[0028] Figure 13 shows an electromagnetic drive system with a series of magnets in the carrier of the trolley and a plurality of magnets of the frame.

[0029] Figure 14 shows an electromagnetic drive system and the variable magnetic field in an aspect of the invention.

[0030] Figure 15 shows an electromagnetic drive system and the variable magnetic field in another aspect of the invention.

[0031] Figure 16 shows an electromagnetic drive system and the variable magnetic field in another aspect of the invention.

[0032] Figure 17 shows an electromagnetic drive system and the variable magnetic field in another aspect of the invention.

[0033] Figure 18 shows an electromagnetic drive system and the variable magnetic field in another aspect of the invention.

[0034] Figure 19 shows an electromagnetic drive system and the variable magnetic field in another aspect of the invention.

[0035] Figure 20 shows an electromagnetic drive system and the variable magnetic field in another aspect of the invention.

[0036] Figure 21 shows a perspective view of a vehicle with the accessibility device in the stowed position.

[0037] Figure 22 shows a perspective view of the vehicle with the accessibility device in the deployed position.

[0038] Figure 24 shows a side plan view of the cavity of the vehicle with the accessibility device in the stowed position.

[0039] Figure 24 shows a side plan view of the cavity of the vehicle with the accessibility device in the deployed position.DETAILED DESCRIPTION

[0040] Referring to the Figures, one aspect of the invention relates to an accessibility device for a vehicle 10 which may include a frame 100 configured to be mounted inside a cavity 11 of a floor of the vehicle 10 and a trolley 200 configured to guide a ramp 300 between a stowed position P1 and a deployed position P2. For example, Figure 1 represents an aspect of the invention where the ramp 300 is in a stowed position P1 , while Figure 2 an aspect of the invention where the ramp 300 is in a deployed position P2.

[0041] Referring to Figures 3-5, the frame 100 of the accessibility device may also include a pair of rails 101 configured to receive rollers 202 attached to the ramp 300 and the trolley 200. The rollers 202 may include roller bearings, wheels, and / or any other suitable device known to those skilled in the art configured to help guide the ramp 300 as it moves between the stowed position P1 and the deployed position P2.

[0042] Referring to Figures 6 and 7, the accessibility device may also include a stopping mechanism to prevent the ramp 300 and trolley 200 from extending beyond the deployed position P2. This stopping mechanism may include a stopper 201 configured to be attached to a portion of the trolley 200 and an end surface 102 of the frame 100 designating the deployed position P2 location. The stopper 201 may also be spring loaded and include a stopper 201 surface which may be configured to contact the end surface 102 of the frame 100 and prevent the trolley 200 and the ramp 300 from moving any further. Moreover, additional stops such as ashock absorber bracket with a limit switch 600 may be located on the frame 100 to help stop the ramp 300 when moving the trolley to the stowed position P1.

[0043] Referring to Figures 8-13, the accessibility device may also include a linear electromagnetic drive system 400 configured to apply a motive force F to the trolley 200 to cause the trolley 200 to guide the ramp 300 between the stowed position P1 and the deployed position P2. As such, the linear electromagnetic drive system 400 may include a series of magnets 410, a plurality of electromagnets 420, and a control unit 450.

[0044] In one aspect of the invention, seen in Figures 10-12, the series of magnets 410 may be arranged in a track 440 of the frame 100 while the plurality of electromagnets 420 may be arranged on a carrier 430 attached to the trolley 200. This arrangement may include a wire assembly 460 to electrically connect the plurality of electromagnets 420 on the carrier 430 to the control unit 450, which may move with the carrier 430 and the trolley 200 as the ramp 300 moves between the stowed position P1 and the deployed position P2. Alternatively, in another aspect seen in Figure 13, the series of magnets 410 may be arranged on the carrier 430 attached to the trolley 200 and the plurality of electromagnets 420 may be arranged in a track 440 of the frame 100. In this case, the wire assembly 460 electrically connecting the control unit 450 and the plurality of electromagnets 420 may be located along the track 440.

[0045] Preferably, the series of magnets 410 are permanent magnets 410 made of ferromagnetic material, such as iron, an iron alloy, a neodymium-iron-boron alloy, and / or the like. The electromagnets 420 may be formed in any manner known to those skilled in the art such as applying an electric current to a wire coil. Further,the plurality of electromagnets 420 may be configured to receive signals from a control unit 450 and configured to generate a variable magnetic field 401. In this way, the variable magnetic field 401 may be configured to interact with the series of magnets 410 to generate the motive force F causing the trolley 200 to guide the ramp 300 between the stowed position P1 and the deployed position P2.

[0046] For example, Figures 14-20 disclose an aspect of the invention explaining the operation of the linear electromagnetic drive system 400 which generates the linear motive force F to cause the trolley 200 to guide the ramp 300 between the stowed position P1 and the deployed position P2. In Figures 14-20, the series of magnets 410 may be arranged in a track 440 of the frame 100 while the plurality of electromagnets 420 may be arranged on a carrier 430 attached to the trolley 200 like in Figures 10-12. For example, the linear electromagnetic drive system 400 may contain three electromagnets 420 interacting with a series of magnets 410 arranged along the entire length of the track 440 with alternating polarities.

[0047] Here, an air gap 402 is formed between the plurality of electromagnets 420 and the series of magnets 410 to help generate the motive force F. This air gap 402 advantageously creates a frictionless environment for the carrier 430 to move along the track 440. Additionally, given a constant current, the smaller the air gap 402, the larger the magnetic force created between the plurality of electromagnets 420 and series of magnets 410. However, making the air gap 402 too small creates the possibility for the carrier 430 and the track 440 to collide and reduce reliability of operation. In contrast, too large of an air gap 402 reduces the magnetic force created between the plurality of electromagnets 420 and series of magnets 410 preventingthe accessibility device to properly operate. Additionally, a small air gap 402 is preferred as a larger air gap 402 increases the likelihood of the entry of debris into the cavity 11 and decreasing the reliability of the device over time. Thus, the air gap 402 may be configured to generate the motive force F to move the trolley 200 and the ramp 300 between the stowed position P1 and the deployed position P2 may be also configured to prevent debris from entering the cavity 11 of the floor. The air gap 402 may be maintained by spacers along the frame 100 to help the carrier 430 and the trolley 200 to maintain this distance. Preferably, this air gap 402 may be about 0.04 inches, such as anywhere between 0.03 and 0.05 inches. However, any airgap 402 sufficient to provide the appropriate magnetic force depending on the size, weight, dimensions, and materials of the frame 100, the trolley 200, and / or the ramp 300 will be understood to those skilled in the art.

[0048] In such an arrangement, a control unit 450 may be configured to send current signals individually to each of the plurality of electromagnets 420 via an alternating current, where each of the signals are out of phase by 120 degrees from each other. Doing so creates a variable magnetic field 401 around each electromagnet which interacts with the magnetic field 401s of the series of magnets 410 in the track 440. As a result of the attraction and repulsion between the plurality of electromagnets 420 and the series of magnets 410, a constant resultant force is applied on the carrier 430 orthogonal to the magnetic field 401. In Figures 14-20, the horizontal axis of the chart represents the phase shift of each of the current signals of the plurality of electromagnets 420, while the vertical axis of the chart represents the magnitude of the magnetic field 401 which is proportional to the current applied.

[0049] Figures 14-20 show the arrangement and polarity of the electromagnets 420 over the course of moving across two magnets 410 of different polarities of the series of magnets 410. One skilled in the art would recognize that this pattern repeats along the entire length of the track 440 as the trolley 200 and the ramp 300 of the accessibility device moves from the stowed position P1 to the deployed position P2. For example, in Figure 14, a positive number in the chart of the magnetic field 401 represents a positive polarity, or an N pole. In contrast, a negative number in the chart of the magnetic field 401 represents a negative polarity, or an S pole. As the control unit 450 changes the alternating current supplied to each of the plurality of electromagnets 420, the polarity of the magnetic field 401 of each of the plurality of electromagnets 420 also changes.

[0050] In Figure 14, electromagnet 1 is supplied with a negative current, electromagnet is supplied with no current, and electromagnet 3 is supplied with a positive current. This arrangement results in electromagnet 1 having a S pole, which interacts with N and S poles of the track 440 in Figure 14 to create an attractive force associated with the N pole and a repulsive force associated with the S pole.Electromagnet 2 has no current, resulting in no magnetic force with the S pole arranged directly below electromagnet 2 in Figure 14. On the other hand, electromagnet 3 has an N pole, which interacts with N and S poles of the track 440 in Figure 14 to create an attractive force associated with the N pole and a repulsive force associated with the S pole. Both attractive forces created by the arrangement of electromagnets 4201 and 3 create an overall motive force F propelling the carrier 430, and thus the trolley 200 and ramp 300, in the direction indicated in Figure 14.

[0051] Figure 15 shows the next arrangement as the carrier 430 moves in the direction of the motive force F. Here, as the carrier 430 moves, the control unit 450 adjusts the alternating current to ensure the motive force F in constant. For example, in Figure 15, the control unit 450 supplies a signal to maintain a positive, but weaker current to electromagnet 3 than in Figure 14 to maintain the attractive force the N pole of electromagnet has with S pole of the magnet in the track 440 as electromagnet 3 moves farther away from the N pole of magnet. Similarly, the control unit 450 reduces the current supplied to electromagnet 1 to zero as the carrier 430 moves to prevent electromagnet 1 from having a S pole interacting with the N pole of the magnet in the track 440. Additionally, to maintain the constant motive force F, the control unit 450 begins supplying a negative current to electromagnet 2 to create a repulsive force on the S pole of the magnet in the track 440 below it and an attractive force on the N pole of the magnet directly adjacent in the series of magnets 410 alternating between N and S poles.

[0052] Through Figures 16-20, the control unit 450 continues this arrangement of increasing the current supplied to the electromagnet that previously had no current supplied and decreasing the current supplied to the electromagnet as it approaches a magnet in the track 440 with an opposite polarity. Figure 20 is in the same configuration as Figure 14 indicating the carrier 430, the trolley 200, and the ramp 300 has moved successfully from one pair of the series of magnets 410 to the next pair of series of magnets 410. Figures 14-20 then repeat for as long as the control unit 450 supplies the respective alternating currents to each of the plurality of electromagnets 420. The control unit 450 may also supply alternating currents with opposite polarities which would produce a motive force F in the reverse or oppositedirection. In this way, the control unit 450 may control the operation of the trolley 200 and the ramp 300 to move bidirectionally anywhere between the stowed position P1 and the deployed position P2. As will be understood to persons of ordinary skill in the art, substantially the same operating principles apply in the embodiment seen Fig. 13, as to the embodiment described in Figures 14-20, where the control unit 450 may supply alternating currents to the electromagnets 420 located in the track 440 in a three phase electrical supply in succession to interact with the series of magnets 410 to produce a motive force F in either direction depending on the polarity of the electrical signals. Preferably, the electromagnets 420 will be spaced apart at a constant distance of about 1 mm to ensure smooth operation of the device.

[0053] The control unit 450 may be configured to operate the accessibility device at a desired voltage, preferably 12 volts or 24 volts. Doing so allows the accessibility device to be powered by the primary battery of the vehicle 10 rather than requiring an additional power source. For example, in a car, a standard 12-volt battery may be able to power the accessibility device; while in a heavy-truck, a standard 24-volt battery may be able to power the accessibility device. Additionally, the control unit 450 may provide signals to the plurality of electromagnets 420 to create a negative charge or a positive charge. Thus, the control unit 450 may be configured to produce signals that would cause the accessibility device to generate a motive force F in two opposing directions. As a result, the control unit 450 may allow the ramp 300 to selectively move between the stowed position P1 to the deployed position P2, or between the deployed position P2 to the stowed position P1, depending on whether the accessibility device is in use.

[0054] In another aspect of the invention, the accessibility device is operable manually even when no electric current is supplied to the plurality electromagnets 420. Such a situation may occur during power failure of the vehicle 10 or an external power supply or malfunction of the control unit 450. Because the plurality of electromagnets 420 does not retain a magnetic field 401 once the electric current is removed, the ramp 300 may be moved between the stowed position P1 and the deployed position P2 manually. As such, when the control unit 450 does not provide signals to the plurality of electromagnets 420, a user is able to manually guide the ramp 300 between the stowed position P1 and the deployed position P2 The accessibility device may also lack a mechanical driving linkage such as a geartrain and / or the like, which also facilitates in the ability of a user to manually move the ramp 300 between the stowed position P1 and the deployed position P2 when there is no electric current supplied to the electromagnetic drive system 400. Preferably, the ramp 300 is made of a durable, lightweight, and non-ferromagnetic material, such as aluminum, which enables the ramp 300 to be moved between the stowed position P1 and the deployed position P2 without electric power.

[0055] Referring to Figures 21-24, the accessibility device, In the stowed position P1 , the ramp 300 and the frame 100 may be configured to seal the cavity 11 of the floor of the vehicle 10. Such an arrangement increases the longevity of the accessibility device by preventing dirt and other debris from entering inside the cavity 11. In the deployed position P2, the accessibility device is configured to allow a user to enter or exit the vehicle 10. For example, to exit the vehicle 10, a person with a wheelchair may roll the wheelchair onto a floor panel of the vehicle 10 situated above the frame 100 mounted inside a cavity 11 of the vehicle 10 and down theramp deck 301. Alternatively, to enter the vehicle 10, a person with a wheelchair may roll the wheelchair up the ramp deck 301 and onto the floor panel of the vehicle 10 and into the body of the vehicle 10. An accessibility device according to the invention may be installed inside any suitable vehicle 10 known to those skilled in the art such as a bus, van, car, truck. Additionally, the ramp 300 may have a pair of side edges 302 to guide the user and prevent the user from falling off the side of the ramp 300 during entry and exit of the vehicle 10.

[0056] The cavity 11 of the vehicle 10 may have a spring assist cover 500 which is in a closed state when the ramp 300 is in the stowed position P1 within the cavity 11 , as seen in Figure 23, and is in an open state when the ramp 300 is in the deployed position P2, as seen in Figure 24. The spring assist cover 500 may include a top cover panel 510 including at least one roller arm 511 and a front cover panel 520 with a pivotable connection 521 including at least one spring. As the ramp 300 moves from the stowed position P1 to the deployed position P2, the ramp 300 pushes on the front cover panel 520 rotating the front cover down to allow the ramp 300 to move outside the cavity 11 of the vehicle 10 and reach the deployed position P2 and allow the front cover to move from its closed state to its open state. At the same time, the at least one roller arm 511 of the top cover panel 510 rolls across the ramp 300 deck 301. When the at last one roller arm 511 reaches at least one guiding slot 303 formed in the ramp 300, the roller arm 511 passes through the at least one guiding slot 303 of the ramp 300 allowing the top cover panel 510 to move from its closed state to its open state. As a result, when the ramp 300 reaches the deployed position P2, the top cover panel 510 forms a substantially continuous surface with the ramp 300 deck 301 to allow the user to enter the vehicle 10. Thus, thisconfiguration allows the spring assist cover 500 to create a sealed cavity 11 to prevent debris from entering the cavity 11 of the vehicle 10.

[0057] While an accessibility device has been described in terms of what may be considered to be specific aspects, the present invention is not limited to the disclosed aspects. Additional modifications and improvements to the accessibility device may be apparent to those skilled in the art. Moreover, the many features and advantages of the disclosure are apparent from the detailed specification, and thus, it is intended by the appended claims to cover all such features and advantages of the present invention which fall within the spirit and scope of the disclosure.

[0058] Further, it is not desired to limit the disclosure to the exact construction and operation illustrated and described, and accordingly, all suitable modifications and equivalents may be resorted to, falling within the scope of the disclosure. The present disclosure should therefore be considered as illustrative and not restrictive. As such, this disclosure is intended to cover various modifications and similar arrangements included within the spirit and scope of the claims, which should be accorded their broadest interpretation so as to encompass all such modifications and similar structures.

Claims

What is claimed:

1. An accessibility device for a vehicle comprising:a frame configured to be mounted inside a cavity of a floor of the vehicle; a trolley configured to guide a ramp between a stowed position and a deployed position; anda linear electromagnetic drive system configured to apply a motive force to the trolley, the linear electromagnetic drive system comprising:a series of magnets; anda plurality of electromagnets;wherein the plurality of electromagnets is configured to receive signals from a control unit;wherein the plurality of electromagnets is configured to generate a variable magnetic field; andwherein the variable magnetic field is configured to interact with the series of magnets to generate the motive force causing the trolley to guide the ramp between the stowed position and the deployed position.

2. The accessibility device of claim 1 , wherein the frame comprises a pair of rails configured to receive rollers attached to the ramp and the trolley.

3. The accessibility device of claim 1 , wherein when the control unit does not provide signals to the plurality of electromagnets, a user is able to manually guide the ramp between the stowed position and the deployed position.

4. The accessibility device of claim 1 , wherein an air gap is formed between the plurality of electromagnets and the series of magnets to generate the motive force and is configured to prevent debris from entering the cavity of the floor.

5. The accessibility device of claim 1 , wherein the control unit is configured to operate at 12 volts or 24 volts.

6. The accessibility device of claim 1 , wherein the series of magnets are arranged in a track of the frame and the plurality of electromagnets is arranged on a carrier attached to the trolley.

7. The accessibility device of claim 1 , wherein the series of magnets are arranged on a carrier attached to the trolley and the plurality of electromagnets is arranged in a track of the frame.

8. The accessibility device of claim 1 , wherein the control unit is configured to generate the motive force in two directions.

9. The accessibility device of claim 1 , wherein when the ramp is in the deployed position, the accessibility device is configured to allow a user to enter or exit the vehicle.

10. The accessibility device of claim 1 , wherein when the ramp is in the stowed position, the accessibility device is configured to seal the cavity of the floor.

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