Ramp system having a handrail for a vehicle

Abstract

The invention relates to a ramp system (1) having a handrail (7) for a vehicle, which ramp system can be folded out from a standby position into an exit position and can be pulled back into the standby position, comprising a base frame (2), which is designed to be arranged pivotably on a car body (4) of a vehicle, and an end frame (3), which is arranged so as to be slidingly movable in relation to the base frame (2), wherein, after the end of a linear extension movement, a slotted guide mechanism, which is provided between the base frame (2) and the end frame (3), predetermines a specific trajectory for the end frame (3) that firstly guides the end thereof further away from the base frame (2) into an upward movement and then into a downward movement, after the conclusion of which the exit position is reached, wherein at least one handrail (7) made of flexible material is provided which extends between a handrail support (8), which is arranged pivotably on the end frame (3), and a fastening point on the base frame (2), wherein the handrail (7), in a first length portion, runs substantially parallel to the end frame (3) as far as a deflection device (9) and, in a second length portion, runs from the deflection device (9) to a tensioning apparatus (6), which is located on the base frame (2) and exerts a tensile force on the handrail (7), said tensile force being determined by the extension distance of the end frame (3), such that, after the end of the linear extension movement of the end frame (3), the handrail (7) is tensioned while the end frame (3) moves along a specific trajectory.

Description

[0001] 202504006

[0002] 1

[0003] Description

[0004] Ramp system with a handrail for one vehicle

[0005] Technical field

[0006] The invention relates to a ramp system with a handrail for a vehicle, in particular an emergency exit ramp system for a rail vehicle.

[0007] State of the art

[0008] In emergencies, train passengers typically leave the train via the entrances designated for normal operation. While this provides a feasible evacuation route for mainline trains, it is often not possible for commuter trains, especially subways. If there is no space to the side of the train, for example in tunnels, the only remaining evacuation route is an exit at the front of the train. The considerable difference in level between the passenger compartment floor and the track bed must be taken into account. This difference can only be overcome by means of a ramp-like structure, as otherwise there is a very high risk of injury to passengers. In particular, this emergency exit must be easily and safely accessible to frail individuals, in low-light conditions, or similar situations in a tunnel.

[0009] A common way to implement such a ramp is to attach a frame with a platform to the front of a rail vehicle. This frame pivots around a horizontal axis. However, this platform is usually not long enough to allow direct access to the track bed, as the incline would be too steep. Therefore, additional platforms are often provided, which can slide relative to the pivoting frame, thus extending the ramp and providing an acceptable gradient. To increase the safety of users, a handrail is often provided on at least one side of the ramp. This handrail can consist of individual bars that automatically move into position when the ramp is extended. However, the movement of the bars during extension and retraction of the ramp is very complex to design, so cables (steel cables or similar) are often used.Plastic-coated steel cables are advantageous as handrails. These cables must be taut to provide support for people using the ramp. Special designs of ramps for rail vehicles provide for passengers.202504006.

[0010] 2

[0011] Under all operating conditions that affect the height of the passenger compartment floor above the railhead, such as varying loads, the functionality of the leveling system, wheel diameter, etc., the ramp must always allow evacuation to the track bed with the same step height. In the operating position of such a ramp, the sliding platform rests on the track. The ramp's steepness and length therefore vary depending on the height of the passenger compartment floor above the railhead. If it is desired that the handrail, designed as a cable (or any flexible component), extend as far as possible along the entire length of the ramp, it must also reach the end of the sliding platform. It is not possible to automatically tension this cable sufficiently during the ramp's extension movement, as the ramp's length is variable.Manually operated tensioning devices could solve this problem, but they complicate the ramp deployment process and increase the time until the ramp is ready for use. Furthermore, such tensioning devices require trained personnel and therefore cannot be used with driverless rail vehicles. Power-operated tensioning devices, such as electrically driven winding drums, require a power source, but the use of an evacuation ramp must also be safe even with a vehicle without power. Currently, there is no known method for tensioning a slack material (rope) used as a handrail when the required handrail length is variable.

[0012] Description of the invention

[0013] The invention is therefore based on the objective of providing a ramp system with a handrail which has a variable extension length and is able to tension a flexible handrail at any intended extension length.

[0014] The problem is solved by a ramp system with a handrail according to claim 1 and a vehicle according to claim 10. Advantageous embodiments are the subject of dependent claims.

[0015] According to the basic idea of ​​the invention, a ramp system with a handrail for a vehicle is described, which can be folded out from a ready position to an exit position and retracted back into the ready position, which has a base frame designed for pivotal arrangement on a vehicle body and a sliding element relative to the base frame.

[0016] 3

[0017] a delegated end frame, wherein a cam guide provided between the base frame and the end frame prescribes a specific trajectory curve to the end frame after the end of a linear extension movement, which causes a pivoting movement of the end frame (3) relative to the base frame (2), so that its end facing away from the base frame first moves upwards and then downwards, after the completion of which the exit position is reached, wherein at least one handrail made of flexible material is provided, which extends between a handrail support pivotably arranged on the end frame and an attachment point on the base frame, wherein the handrail runs substantially parallel to the end frame in a first longitudinal section up to a deflection device and in a second longitudinal section from the deflection device to a clamping device arranged on the base frame,which exerts a tensile force on the handrail, determined by a pivot angle of the end frame relative to the base frame, such that the handrail is taut after the end of the linear extension movement of the end frame while the end frame moves along a specific trajectory.

[0018] This offers the advantage of creating a ramp system that always provides a taut handrail. A ramp system allows boarding and alighting from a vehicle at varying heights of the passenger compartment floor above the exit level (top of the rail) and thus at varying pivot angles of the end frame relative to the base frame. Since the pivot angle acting during each use of the ramp system is undefined and can vary, the linear extension of the end frame cannot be used to tension the flexible handrail. However, the system according to the invention causes a pivoting movement of the end frame relative to the base frame at the end of its extension movement, which first moves upwards and then downwards.There is therefore a certain height range of the passenger compartment floor above the exit level, at which the end frame rests on the exit level (typically the top of the rails).

[0019] According to the invention, the final movement sequence of the end frame is therefore used to tension the handrail.

[0020] For this purpose, the end frame is guided by means of a cam guide in such a way that towards the end of the extension process its bottom side, i.e. the end facing away from the base frame, 202504006

[0021] 4

[0022] first it is pivoted upwards and then guided in such a way that the bottom side lowers.

[0023] The end frame is positively guided relative to the base frame, so that in the ready position the base frame and end frame overlap and are formed into the ramp in the exit position. Thus, in the ready position, the base frame and end frame are arranged one inside the other or one behind the other. There is longitudinal displacement between the base frame and end frame over a defined range of motion between these components. Subsequently, i.e., towards the end of the extension process, the end frame performs a curved movement relative to the base frame, which is effected by the cam guide arranged between the base frame and the end frame. These cam guides are preferably arranged on both sides of the end frame and the base frame and connect them positively. This is advantageous.The guideway is to be constructed with guide elements consisting of at least two slides or guide rollers, which are arranged at a distance from each other along the intended direction of movement. The guideway is preferably a groove with two longitudinal boundaries for receiving rollers and / or slides of the guide element.

[0024] The stage set includes a lowering section in the area where the guide element is located in the ramp's exit position. This is the section of the stage set where the guide element is positioned when the end frame is fully extended. The lowering section is shaped to allow the end frame to fold up and down when extended.

[0025] This movement of the end frame, while the guide element passes through the lowering slide section, is used to tension the handrail.

[0026] The handrail extends from a first attachment point to a handrail support pivotally mounted on the end frame and a deflection device, typically a pulley. The handrail support is pivotally mounted because, in the ramp system's ready position, it must lie in the plane of the end frame. To counteract the tensile force exerted by the handrail on the handrail support, it is advantageous to connect the handrail support to the end frame by means of a cable tensioning system, so that the handrail support is locked at a specific pivot angle relative to the end frame. Once this pivot angle is reached, the tensile force in the handrail is redirected into the cable tensioning system and thus into the end frame. (It is 202504006)

[0027] 5

[0028] It is particularly advantageous to use a rope tensioning system, as this allows for easy stowing of the tensioning system when not in use (standby position).

[0029] The handrail preferably runs parallel to the plane formed by the base frame and end frame, so that users find the handrail at the same height at every point on the ramp. The deflection device is fixed to a vehicle body or a mounting frame of the ramp system, but according to an advantageous embodiment of the invention, it can also be attached to a vehicle body by means of a bracing system. According to this embodiment, folding the components (handrail, deflection device, bracing system) into the ready position is particularly preferred, and the ramp system can be implemented with the smallest possible installation space requirement.

[0030] The deflection device is preferably designed as a deflection pulley, so that only a small amount of friction acts against the tension force on the handrail.

[0031] The handrail then extends into a tensioning device located at a connection point between the base frame and the end frame, particularly in the immediate vicinity of the guide rails. This tensioning device guides the handrail over a movable tensioning roller, which applies the tension force to the handrail. Following this, the handrail is then securely fastened to the end frame.

[0032] According to the invention, the tension of the handrail is generated by the tensioning device, which comes into effect at the end of the extension process of the end frame. For this purpose, the handrail is guided over a tensioning roller, which is mounted on a rocker arm that is pivotally movable relative to the base frame. The pivot angle of the rocker arm is synchronous with the trajectory of the end frame after its linear extension movement is complete. A contact point is provided on the end frame for this purpose, which acts on the rocker arm or the tensioning roller, so that the pivot angle of the rocker arm is determined by the trajectory of the end frame.

[0033] It is advantageous to allow the contact point to come into contact with the swing arm or tension roller only at a specific extension distance of the end frame, so that the swing arm remains untouched until this extension distance is reached. This is advantageous because the ramp can only be used effectively during the final movement of the end frame along the defined path; before this, the end frame cannot yet have touched the exit level, and entering the ramp mechanism should be avoided. The movement sequence of the ramp system ends during an extension process when the end frame rests on the 202504006.

[0034] 6

[0035] The end frame is positioned at the exit level (top of the rail). In this position, regardless of where on the track curve the end frame is located, the handrail is taut.

[0036] It is advantageous to arrange a hook device on the end frame which, at a certain extension of the end frame, comes into positive contact with the swing arm, so that from this extension onwards the pivot angle of the swing arm is determined by the force exerted by the hook device on the swing arm. At this extension, the contact point comes into contact with the swing arm or the tensioning roller and guides it in such a way that the handrail running around the tensioning roller is tensioned.

[0037] The swing arm must be designed so that it returns to its initial position with the end frame retracted by spring force, ensuring that when the end frame is extended, the hook mechanism can reliably engage with a corresponding counterpart on the swing arm or the tensioning roller. For the tensioning device to function correctly, it is essential that the swing arm is in a specific position when the hook mechanism reaches its engagement point. This prevents the end frame from jamming or becoming blocked during the extension process.

[0038] The base frame and the end frame are designed for pedestrian access and must therefore each be equipped with a suitable tread surface. It is particularly advantageous to make the tread surfaces slip-resistant, i.e., with a textured surface, to ensure safe use even when wet.

[0039] The ramp system described here is applicable to all vehicles requiring such ramps; it is particularly advantageous to equip a rail vehicle with at least one of the ramp systems shown here. It is especially advantageous to arrange a ramp at at least one end of the vehicle. This allows passengers to leave or enter the vehicle, particularly in an emergency, even in situations where lateral access is not available, for example, in a tunnel.

[0040] Brief description of the drawings

[0041] They show, for example:

[0042] Fig. 1 Ramp system. 202504006

[0043] 7

[0044] Fig. 2 Ramp system for different level differences between passenger compartment and exit level.

[0045] Fig. 3 Ramp system with handrail.

[0046] Fig. 4 Connection of base frame with end frame by means of a cam guide.

[0047] Fig. 5 Swing arm with tension roller.

[0048] Fig. 6 Swing arm with tension roller and hook device.

[0049] Fig. 7 Clamping device - top view.

[0050] Implementation of the invention

[0051] Fig. 1 shows an exemplary and schematic ramp system. It is a highly abstract representation of a ramp system 1, which enables entry and exit from the car body 4 of a vehicle. The illustrated embodiment relates to a rail vehicle, in which the car body, and thus the passenger compartment, is located at a certain level above the top of the rail (SOK). The ramp system 1 is designed to form a walkable ramp between the passenger compartment floor and the top of the rail (SOK). For this purpose, the ramp system 1 is divided into a base frame 2 and an end frame 3, wherein the base frame 2 is connected to the car body 4 by means of a pivot joint 5, so that the frame system 1 can be pivoted from a ready position to an exit position and back again to its ready position.The end frame 3 is slidably mounted relative to the base frame 2 and extends the usable length of the ramp system 1, thus reducing the ramp's steepness. Fig. 1 illustrates the basic operating principle; it does not show any further components required for a specific ramp system 1.

[0052] Fig. 2 shows an exemplary and schematic ramp system for different level differences between the passenger compartment and the exit level. It depicts ramp system 1 from Fig. 1 in use at different heights of the car body 4 above the top of the rail (SOK). This height cannot be predetermined, as it depends on parameters such as the vehicle's payload, wheel wear, or the vehicle's position on the track (especially in dips and crests). At most, a range can be defined within which a ramp system must rest on the top of the rail (SOK). The ramp system 1 presented here features a pivoting mechanism for the end frame 3 relative to the base frame.

[0053] 8

[0054] 2. The movement of the end frame 3, after its linear extension, follows a specific trajectory. This trajectory guides its end furthest from the base frame 2 first upwards and then downwards, after which the exit position is reached. Thus, the extension movement of the ramp system 1 always ends with the end frame 3 resting on the top of the rail (SOK). Figure 2 illustrates three scenarios: a low, a medium, and a high level of the car body 4 above the top of the rail (SOK). Depending on the level, a specific pivot angle of the end frame 3 relative to the base frame 2 is achieved. The ramp can therefore have two sections with different gradients, but it is ensured that it ends on the top of the rail (SOK).For generating this trajectory curve of the end frame 3, a cam guide is provided between the base frame 2 and the end frame 3; this is not shown in Fig. 2.

[0055] Fig. 3 shows an exemplary and schematic ramp system with a handrail. A ramp system 1 in its operating position (exit position) is shown with a handrail 7, the handrail 7 being made of a flexible material, for example, a strap or rope. In particular, the handrail can be made of a plastic-coated steel cable. This allows the handrail 7 to be stored easily and compactly when the ramp system 1 is in its ready position. The handrail 7 runs essentially parallel to the ramp formed by the base frame 2 and the end frame 3. It is attached at one end to a handrail support 8 and extends to a deflection device 9 near the car body 4. Thus, the handrail 7 can be used along the entire length of the ramp.The deflection device 9, which is preferably designed as a deflection pulley, is attached directly to the car body 4 in the illustrated embodiment, but can also be arranged at a specific distance from the car body 4 by means of guy wires. The specific type and location of the arrangement are determined by the specific design of the ramp system 1 and its kinematics. The handrail support 8 is pivotally mounted relative to the end frame 3, so that it is supported by a tension cable 10 to transmit tensile forces from the handrail 7. The pivotable mounting of the handrail support 8 is necessary to allow the ramp system to be stored in the most space-saving way possible.Since the required length of the handrail 7 is determined by the point on the track curve that the end frame 3 occupies relative to the base frame 2 at the end of the extension movement, and at which the end frame 3 rests on the top of the rail, this length is variable within a certain range. Therefore, a clamping device 6 is required at the connection point between the base frame 2 and the end frame 202504006.

[0056] 9

[0057] Frame 3 is arranged which exerts a tensile force on handrail 7 depending on the point on the trajectory described by the end frame 3. The handrail 7 runs from the deflection device 9 to the clamping device 6. The cam guide provided to achieve the movement sequence of the end frame 3 and the clamping device 6 can be integrated together in a single assembly.

[0058] Fig. 4 shows an exemplary and schematic representation of a connection between a base frame and an end frame by means of a cam guide and a clamping device. The connection point between a base frame 2 and an end frame 3 is shown, whereby the end frame 3 is capable of following a specific path relative to the base frame 2. The necessary cam guide is integrated into a clamping device 6, so that the end frame 3 is guided along the path and the handrail 7 is tensioned accordingly at each point on the path. The end frame 3 is shown in Fig. 4 at two angular positions (two different points on its path) relative to the base frame 2. The handrail 7 runs after the deflection device 9 (not shown in Fig. 4) in the direction of the base frame 2 and is guided there to a clamping roller by means of two deflection rollers 14. The exact function of this clamping device 6 is explained in the following figure.

[0059] Fig. 5 shows an exemplary and schematic representation of a base frame with a rocker arm and a tensioning roller. A cross-section through a tensioning device 6 is shown, illustrating the function of tensioning the handrail 7. A tensioning roller 11 is movably mounted on the base frame 2, and the handrail 7 is guided around this tensioning roller 11. The tensioning roller 11 is mounted on a rocker arm 12, which is connected to the base frame 2 at one of its ends. In the illustrated embodiment, a screw connection is provided for this purpose. The resulting mobility of the tensioning roller 11 along a circular segment allows the handrail 7 to be set to a specific length, so that its length always corresponds to that required for tensioning the handrail 7. Tensioning is achieved by applying force from the tensioning roller 11 to the handrail 7 at the end of the movement phase of the end frame 3. Before, i.e.,Before the upward and downward movement of the end frame 3 begins, no tensioning of the handrail 7 is required, as the ramp system 1 cannot yet be used. The handrail 7 wraps around the tensioning roller 11 and is securely attached to the base frame 2 at a mounting point 15. The handrail 7 thus extends between the mounting point 15 and the handrail support 8. The movement of the tensioning roller required to tension the handrail 7 is 202504006.

[0060] 10

[0061] 11 is caused by the movement of the end frame 3 along its path at the end of the extension process and can be seen in the following Fig. 6.

[0062] Fig. 6 shows an exemplary and schematic representation of a rocker arm with a tensioning roller and a hook device. A specific embodiment of a tensioning device 6 is shown, which is arranged at a connection point between a base frame 2 and an end frame 3 and which includes the components handrail 7, tensioning roller 11, and rocker arm 12 described in Fig. 5. Components required for guiding the end frame 3 along a path, i.e., the cam guide, are not shown in Fig. 6 for the sake of simplicity. The end frame 3 is shown pivoted in two positions, upwards and downwards relative to the base frame 2. In both positions, a hook device 13 attached to the end frame 3 engages with the rocker arm 12 and moves the rocker arm 12, and thus the tensioning roller 11, proportionally and synchronously with the movement of the end frame 3.The dimensions of the components of the clamping device 6 and the trajectory of the end frame 2 thus determine the tension of the handrail 7 and must be dimensioned such that, at every point of the clamping process, the length available to the handrail (between the handrail support 8 at the attachment point 15) is constant and corresponds to the extended length of the handrail 7 made of flexible material. The embodiment shown in Fig. 6 discloses a hook device 13, which is detachably attached to the end frame 3 and which is designed for positive engagement with the rocker arm 12, more precisely a rod arranged on the rocker arm 12. This hook device 12 thus represents the contact point on the end frame 3 that acts on the rocker arm 12 and thus on the clamping roller 11.

[0063] Fig. 7 shows an exemplary and schematic top view of a clamping device. It depicts a top view of a rocker arm 12, with the base frame 2 removed. A hook device 13 is shown engaged with the rocker arm below. The rocker arm 12 includes a rod attached to the clamping roller 11 bracket, which is designed for positive engagement with the hook device 13. To ensure secure gripping of the rocker arm 12 under all permissible loads and taking into account all tolerances, the hook device is equipped with an entry funnel.

[0064] 11

[0065] Reference symbol list

[0066] 1 Ramp system

[0067] 2 base frames

[0068] 3 End Frames

[0069] 4 car bodies

[0070] 5 swivel joint

[0071] 6 Clamping device

[0072] 7 Handrail

[0073] 8 Handrail support

[0074] 9 Deflection device

[0075] 10 Tensioning cable

[0076] 11 Tension pulley

[0077] 12 swing arms

[0078] 13 Hook device

[0079] 14 Pulley

[0080] 15. Handrail attachment point

[0081] SOK rail top edge

Claims

202504006 12 Patent claims 1. Ramp system (1) with a handrail (7) for a vehicle, which can be folded out from a ready position to an exit position and retracted back into the ready position, comprising a base frame (2) designed for pivotable mounting on a car body (4) of a vehicle and an end frame (3) movably slidable relative to the base frame (2), wherein a cam guide provided between the base frame (2) and the end frame (3) prescribes a specific trajectory curve for the end frame (3) after the end of a linear extension movement, which causes a pivoting movement of the end frame (3) relative to the base frame (2), such that its end facing away from the base frame (2) first moves upwards and then downwards, after the completion of which the exit position is reached, characterized in that at least one handrail (7) made of flexible material is provided, which extends between a handrail support (8) pivotably arranged on the end frame (3) and a fixing point on the base frame (2), wherein the handrail (7) runs in a first longitudinal section substantially parallel to the end frame (3) up to a deflection device (9) and in a second longitudinal section from the deflection device (9) to a tensioning device (6) arranged on the base frame (2), which exerts a tensile force on the handrail (7) determined by a pivot angle of the end frame (3) relative to the base frame (2), so that the handrail (7) is taut after the end of the linear extension movement of the end frame (3), while the end frame (3) moves along a certain path.

2. Ramp system (1) with a handrail (7) according to claim 1, characterized by the fact that the tensioning device (6) guides the handrail (7) over a tension roller (11) which is arranged on a rocker arm (12) which is pivotally movable with respect to the base frame (2), wherein the course of the pivot angle of the rocker arm (12) is synchronous with the path of the end frame (3), after which it follows its linear extension movement.

3. Ramp system (1) with a handrail (7) according to claim 2, characterized by the fact that a contact point on the end frame (3) on the swing arm (12) or the tensioning roller (11)202504006 13 acts such that the pivot angle of the swing arm (12) is determined by the trajectory of the end frame (3).

4. Ramp system (1) with a handrail (7) according to claim 3, characterized by the fact that a hook device (13) is arranged on the end frame (3), which comes into positive contact with the rocker arm (12) at a certain extension distance of the end frame (3), so that from this extension distance the pivot angle of the rocker arm (12) is determined by force acting from the hook device (13) on the rocker arm (12).

5. Ramp system (1) with a handrail (7) according to one of claims 1 to 4, characterized in that the deflection device (9) is designed as a deflection roller which is attached to a car body (4) of a vehicle at a certain distance from the car body 4 by means of guy wires.

6. Ramp system (1) with a handrail (7) according to one of claims 1 to 5, characterized in that the clamping device (6) has two deflection rollers (14) which guide the handrail (7) over the clamping roller (11) which is arranged on a rocker arm (12) which is pivotally movable relative to the base frame (2).

7. Ramp system (1) with a handrail (7) according to one of claims 1 to 6, characterized in that the handrail (7) is designed as a steel cable with a plastic coating.

8. Ramp system (1) with a handrail (7) according to one of claims 1 to 7, characterized in that The pivotally arranged handrail support (8) is blocked in its pivoting movement at a certain pivoting angle relative to the end frame (3) by means of a tension cable (10) which extends from a point on the end frame (3) to the handrail support (8).

9. Ramp system (1) with a handrail (7) according to one of claims 1 to 8, characterized in that 202504006 14 the base frame (2) and the end frame (3) are each equipped with a step surface suitable for entry by persons.

10. Ramp system (1) with a handrail (7) according to one of claims 1 to 9, characterized in that A handrail (7) is arranged on each long side of the ramp system (1).

11. Vehicle, in particular rail vehicle, comprising at least one ramp system (1) according to any one of claims 1 to 10.

12. Vehicle according to claim 11, wherein the ramp system (1) is arranged on at least one end face of the vehicle.

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