Patent Description:
Specific embodiments of the invention are directed to a remote controlled A-MAR, designed to be used by disabled persons on wheelchairs, in order to provide independent access to public transport (e.g. trains, tramways and buses). However, it will be appreciated that the invention can be also used by aged population, persons with reduced mobility, persons with prams and heavy luggage, as well as by general public to assist with accessing shopping centres, public buildings, private properties and any other edifices.

Significant efforts are actually made around the world to provide an independent access for disabled persons on wheelchairs to the public transport and generally to the "day by day" facilities.

On the train stations, the gap between the edge of the platform and the train floor is measured as a sum of the horizontal gap and vertical gap. An acceptable stepping distance parameter is <NUM>, while <NUM> is considered unacceptable.

In the US, the Accessibility Guidelines for Buildings and Facilities suggests a vertical gap less than <NUM> and a horizontal gap less than <NUM>.

In Europe, the Rail Vehicle Accessibility Regulations <NUM> stipulates a vertical gap less than <NUM> and a horizontal gap less than <NUM>, in order to provide a wheelchair independent access to the trains.

In Australia, in order to provide an independent access for disabled passengers to the trains, the Disability Standards for Accessible Public Transport <NUM> recommends a vertical gap below <NUM> and a horizontal gap below <NUM>, in accordance with AS3856. <NUM> - <NUM>.

On some train stations, permanent fixed or mechanised devices are installed to improve the access to the trains.

<CIT> <NUM> ("Platform edge warning ramp"), discloses the use of an inclined ramp, which can be lowered or raised by an adjustable bolt, in order to reduce to a certain extent the vertical and horizontal gap between the platform and the train. However, the ramp adjustment can delay trains with different floor heights and widths of tread plates.

<CIT> ("Step apparatus for platform"), discloses a horizontal step installed on the station platform and operated by a rotary shaft and rotary mechanism, also guided by sensors to detect the train position. This device can cover the horizontal gap, including for curved platforms, however, cannot cover the vertical gap.

<CIT> ("Gap-bridging device for train platforms"), discloses a gap-bridging plate installed on the station platform and actioned by a motor. This device can cover the horizontal gap between the station platform and the train, but not the vertical gap.

<CIT> discloses a dockboard unit which includes a ramp and a lip which can be extended or retracted relative to the ramp.

<CIT> discloses a mobile boarding and unboarding platform for persons sitting on wheelchair, where alignment with the train uses a photo-transmitter secured to the platform and a photo-receiver at the train access.

On train stations where an independent access for disabled persons on wheelchair cannot be provided and a permanent access ramp cannot be installed, the A-MAR proposed by the present Applicant becomes a reliable and affordable option to consider.

According to the present invention, there is provided an ascending mechanised access ramp system according to claim <NUM>.

The A-MAR is a remote controlled equipment designed to provide an easy, safe and independent access for disabled persons on wheelchairs and passengers with reduced mobility from the station platform to the train floor, as well as from the train floor to the station platform.

Example embodiments of the disclosure will now be described, by way of example only, with reference to the accompanying drawings in which:.

The drawings illustrate the concept design of a remote controlled A-MAR, which can provide independent access for disabled persons on wheelchair from the station platforms up to the train floors.

The drawings illustrate different deployment stages of the A-MAR, from the "stand-by" (not in use) position to "fully deployed" position, when is ready to be used by passengers.

Embodiments of the invention will be described herein as an ascending mechanised access ramp (A-MAR) system to be installed on train stations to provide independent access to trains for disabled persons on wheelchairs. In this application, the A-MAR provides access between the train platform and the train floor. In particular, the invention is advantageous where a large horizontal and/or vertical gap exists between the platform and a train floor, which may be greater than safety regulations.

However, it will be appreciated that the invention can also be used in other applications such as assisting with accessing shopping centres, public buildings, private properties and any other edifices and by other users such as the aged population, persons with reduced mobility, persons with prams and heavy luggage, as well as by general public. The invention may also be used to facilitate the loading and unloading of general merchandise to and from cars, trucks, trains or buildings. As such, more generally, the A-MAR is capable of providing access between two objects being displaced horizontally and/or vertically.

With reference to <FIG>, there is illustrated a plan view of a part of a train station, with a passenger train <NUM> stopped at a platform <NUM>. The platform <NUM> has provisions for a boarding assistance area <NUM>, which is equipped with an ascending mechanised access ramp (A-MAR) <NUM> as described below. The boarding assistance area typically includes signs indicating a location where people needing assistance can safely board the train <NUM>.

A disabled person on wheelchair <NUM> is illustrated on platform <NUM> approaching the boarding assistance area <NUM>, with the intention to embark the train <NUM>.

As best illustrated in <FIG>, access of the disabled person on wheelchair <NUM> to the A-MAR <NUM> is facilitated by a small ramp <NUM> that is mounted to or integral with the platform <NUM>. Ramp <NUM> may be formed of any solid material such as metal, concrete or plastics materials.

Referring to <FIG> and <FIG>, the A-MAR <NUM> includes a supporting frame <NUM> mountable to the platform <NUM>. A substantially planar casing box <NUM> is hingedly mounted to the supporting frame <NUM> at or adjacent an edge <NUM> of the platform <NUM>. The casing box <NUM> includes a substantially planar upper surface that is configured to lay parallel to but above the train platform <NUM> when the A-MAR <NUM> is in a stand-by configuration shown in the upper panel of <FIG>. The casing box <NUM> also includes substantially vertical side walls extending down from edges of the upper surface to the surface of the platform <NUM>. In other embodiments, support frame <NUM> and casing box <NUM> may be embedded within a recess in the platform <NUM> such that a top surface of the casing box <NUM> is flush with the platform <NUM>. In these embodiments, ramp <NUM> may not be needed.

The casing box <NUM> houses a substantially planar sliding ramp <NUM>, which, in the stand-by configuration, lays flat inside the casing box parallel to the surface of the platform <NUM>. Sliding ramp <NUM> is slideable within the casing box <NUM> such that it can extend outward from the casing box <NUM> to provide an extendible support surface. A plurality of side wheels <NUM> are rotatably mounted on both sides of the sliding ramp <NUM> and configured to rotate to allow the sliding ramp <NUM> to slide or skate inside the casing box <NUM>.

As best shown in <FIG>, a remote controlled deployment mechanism, including a ramp actuator <NUM> and casing box actuator <NUM>, is configured to automatically move the A-MAR <NUM> between the stand-by position and a fully deployed position, such that a nose <NUM> of the sliding ramp <NUM> is raised to a height equal with the train floor <NUM> and is engaged with the train floor <NUM>. In the deployed position, the sliding ramp <NUM> extends across both a vertical gap and a horizontal gap between the station platform (or, more generally, a first object) and the train floor <NUM> (or, more generally, a second object).

The A-MAR <NUM> also includes one or more sensors <NUM> installed on the train floor <NUM> and one or more sensors <NUM> installed on the nose <NUM> or another part of the sliding ramp <NUM>. These sensors <NUM> and <NUM> communicate wirelessly to sense the position of the nose <NUM> of sliding ramp <NUM> relative to the train floor <NUM> and send sensor signals to a central control unit to control the deployment of the sliding ramp <NUM>. This sensor communication may involve a proximity sensing to determine when the nose <NUM> of the sliding ramp <NUM> is at the correct height and also when the nose <NUM> is sitting on the train floor <NUM>. In some embodiments, sensors <NUM> and <NUM> communicate wirelessly via the Bluetooth wireless protocol. In other embodiments, sensors <NUM> and <NUM> communicate wirelessly via other wireless communication protocols.

As shown best in <FIG> and <FIG>, a protection wall <NUM> may be disposed on each side of the A-MAR <NUM>.

With reference to <FIG>, there is illustrated a plan view of the platform <NUM>, which more clearly shows the boarding assistance area <NUM> equipped with an A-MAR <NUM>. The protection wall <NUM> is bolted or otherwise attached to the platform <NUM> on each side of the A-MAR <NUM>. The protection wall <NUM> provides enhanced protection to the commuters while using the A-MAR <NUM>.

A plurality (e.g. four) safety bollards <NUM> may be installed on the protection walls <NUM> to identify the A-MAR <NUM> and, at the same time, assist in operating the A-MAR <NUM>.

Referring still to <FIG>, the disabled person in wheelchair <NUM> is positioned on the boarding assistance area <NUM>, ready to use the A-MAR <NUM>, with the intention to access the train floor <NUM>.

Referring now to <FIG>, in the stand-by position, the casing box <NUM> and sliding ramp <NUM> are positioned flat on the platform. The safety bollards <NUM> may be equipped with one or more warning buttons <NUM>, which, when pressed by the person seeking to use the A-MAR <NUM> or another person, will trigger respective flashing lights <NUM> and signal the train driver the request to use the A-MAR <NUM>. When a train approaches and sensors <NUM> and <NUM> come into proximity and the A-MAR <NUM> deployment can be activated by the central control unit. Similar warning buttons may be located on the train for when a person wishes to use the A-MAR <NUM> to alight from the train.

In some embodiments, the deployment of sliding ramp <NUM> occurs in a two stage process with an intermediate position occurring between the two stages. <FIG> illustrates a side view of the A-MAR <NUM> when it is in such an intermediate deployed position. In the first stage, the casing box <NUM> and enclosed sliding ramp <NUM> is preferably first raised vertically by a casing box actuator <NUM> to an elevated position. In some embodiments, this elevated position is such that the nose <NUM> of the sliding ramp <NUM> is at the same height as the train floor <NUM>. In other embodiments, the elevated position may be such that the nose <NUM> is somewhat lower than the height of the train floor and the remainder of the height difference is covered by extension of the sliding ramp (described below). This elevation of the casing box <NUM> occurs by actuator <NUM> rotating casing box <NUM> and ramp <NUM> about a hinge <NUM> in a bascule type arrangement. Here, actuator <NUM> may include a pneumatic, hydraulic or electrical actuator having an actuator arm connected to an underside of casing box <NUM> to provide lift. In this intermediate position of the ramp deployment, the A-MAR <NUM> covers the vertical gap <NUM> between the edge of the platform <NUM> and the train floor <NUM> but does not yet cover a horizontal gap <NUM>. This deployment process is controlled by the central control unit controlling actuator <NUM> in response to sensor signals received by sensors <NUM> and <NUM>.

After the vertical lift of the first stage of deployment, horizontal actuation may occur to cover the horizontal gap <NUM> between the platform <NUM> and train floor <NUM>. In this stage of deployment, the sliding ramp <NUM> slides laterally within the casing box <NUM> under actuation by actuator <NUM> and rotation of side wheels <NUM>, which engage an interior surface of casing box <NUM>. In some embodiments, actuators <NUM> and <NUM> are one and the same, and perform both the lifting of the casing box <NUM> and the extension of the sliding ramp <NUM>. In one embodiment, the actuator arm of actuator <NUM> is mounted to a side of sliding ramp <NUM> and includes a scissor joint to provide horizontal sliding motion to the sliding ramp <NUM> in addition to the vertical lift of casing box <NUM> during the first state of deployment. In other embodiments, actuator <NUM> is separate to actuator <NUM> and includes a linear actuator such as a screw actuator or rack and pinion actuator to effect the lateral sliding motion of sliding ramp <NUM> within casing box <NUM>.

Like the vertical lift, the lateral sliding extension of sliding ramp <NUM> is controlled by feedback from sensors <NUM> and <NUM> to the central control unit. When the sensors <NUM> and <NUM> sense the nose <NUM> of the sliding ramp <NUM> is sitting on the train floor <NUM>, the second state of deployment is complete and the A-MAR <NUM> is positioned in a fully deployed position, as illustrated in <FIG>. In the fully deployed position, the A-MAR <NUM> is fully covering both the vertical gap <NUM> and the horizontal gap <NUM> between the platform <NUM> and the train floor <NUM>.

In some embodiments, the first and second stages of deployment occur in conjunction with each other such that the casing box <NUM> is lifted vertically at the same time as the sliding ramp <NUM> is laterally extended from the casing box <NUM>.

In the fully deployed position, illustrated in <FIG>, <FIG> and the lower panel of <FIG>, the A-MAR <NUM> is ready to be used by a disabled person on wheelchair <NUM> to reach the train floor <NUM> from the platform <NUM>. The A-MAR <NUM> is also ready to be used by a disabled person on wheelchair <NUM> to reach the platform <NUM> from the train floor <NUM>. In some embodiments, the deployment process takes about <NUM> seconds to complete. As illustrated, in the fully deployed position, an upper surface of the casing box <NUM> and an upper surface of the sliding ramp <NUM> form a supporting surface to provide access for a person to pass between the platform <NUM> (or, more generally, a first object) and the train floor <NUM> (or, more generally, a second object).

<FIG> illustrates the fully deployed A-MAR <NUM> and a disabled person on wheelchair <NUM> using the A-MAR to access the train floor <NUM>.

The sliding ramp <NUM> is preferably made from a composite material, to have a minimum weight and to provide the required structural strength to support the weight of people. Further, the sliding ramp <NUM> may be made from or include an electrical non-conductive material, in order to protect the commuters from a potential electrocution.

With reference to <FIG>, it is illustrated cross sections of the A-MAR <NUM> with two options: with a safety edge <NUM> and without safety edge. To enhance the safety for commuters using the A-MAR <NUM>, handrails <NUM> may be attached on each side of the casing box <NUM>.

The A-MAR <NUM> is most of the time used by a single disabled person in wheelchair <NUM> at the time, either to embark to the train floor <NUM> or to disembark to the platform <NUM> of the train station.

Preferably the A-MAR <NUM> is built with heavy duty components which are robust so as to bear use by regular heavy pedestrian traffic. Heavy duty components makes reference to more robust sliding ramps, casing boxes, supporting frames and actuators. <FIG> illustrate embodiments of the A-MAR that are built with heavy duty components.

The A-MAR <NUM>, built with heavy duty components, is recommended also to be used for longer and wider ramps, to cover significant vertical gaps <NUM> and horizontal gaps <NUM> between the platform <NUM> and the train floor <NUM>.

The A-MAR <NUM>, built with heavy duty components, is as well recommended to be used for loading and unloading heavy merchandise from vehicles.

<FIG> illustrates a side view of an A-MAR <NUM>, built with heavy duty components, in the stand-by position (when not in use). <FIG> illustrates the A-MAR <NUM>, built with heavy duty components, when in a partially deployed position in which the sliding ramp <NUM> is raised vertically until a nose <NUM> of the ramp <NUM> is raised up to the height of the train floor <NUM>. <FIG> illustrates the A-MAR <NUM>, built with heavy duty components, in a fully deployed position, with the nose <NUM> of sliding ramp <NUM> sitting on the train floor <NUM>.

<FIG> illustrates detailed side views of the A-MAR <NUM>, built with heavy duty components, in both the stand-by position (ramp not in use) and also in the fully deployed position. The heavy duty sliding ramp <NUM> is more robust, wider and longer than the standard sliding ramp <NUM>, therefore is able to respond to more severe requirements: heavy pedestrian traffic or heavy merchandise to load and unload.

The heavy duty sliding ramp <NUM> is pushed up and pulled down inside the heavy duty casing box <NUM> by one or more heavy duty ramp actuator(s) <NUM>.

As illustrated in each of <FIG>, the heavy duty casing actuator(s) <NUM> are installed in a recess <NUM> on the platform <NUM>. This allows the casing box <NUM> to be maintained close to the surface of the platform <NUM> to reduce the required size of entry ramp <NUM>.

The ramp sensor(s) <NUM>, installed on the ramp's nose <NUM> are designed to communicate with the train sensor(s) <NUM>, installed on the train floor <NUM> in a similar manner to that described above. The sensor signals are fed to a central control unit, which controls actuators <NUM> to correctly deploy the A-MAR <NUM>.

The heavy duty casing box <NUM>, the heavy duty supporting frame <NUM>, the heavy duty hinge <NUM> and the heavy duty casing actuators <NUM> are also more robust than the similar components used for the regular A-MAR.

<FIG> illustrates the A-MAR <NUM>, built with heavy duty components, in use by a disabled person on wheelchair <NUM> to access the train floor <NUM>. <FIG> illustrates the disabled person on wheelchair <NUM> standing on the train floor <NUM>, after using the heavy duty A-MAR <NUM>.

In alternative embodiments of the A-MAR <NUM>, built with heavy duty components, is to install the casing box actuators <NUM> inside the protection walls <NUM>. This option is illustrated in drawings <NUM> to <NUM>.

The Ascending Mechanised Access Ramps (A-MAR) <NUM> are installed on the Platforms <NUM> of the train stations at the locations where boarding assistance areas <NUM> are provided for disabled persons on wheelchairs <NUM> to access the trains.

The A-MAR <NUM> is surrounded and protected by at least four safety bollards <NUM>, installed on two protection walls <NUM>, installed on each side of the ramp.

The safety bollards <NUM> are also used to localise the boarding assistance areas <NUM> and the Ascending Mechanised Access Ramps (A-MAR) <NUM>.

Tactile <NUM> and standard indicators can be also installed on the train station to localise and facilitate the access to the boarding assistance area <NUM> and the A-MAR <NUM>.

These wayfinding facilities will be customised in each train station, in conjunction with stakeholders' requirements.

In order to use the A-MAR <NUM>, the disabled persons on wheelchairs <NUM> will press the warning button <NUM> situated on at least one of the bollards <NUM>. The flashing lights <NUM> will be instantly activated.

The train driver's attention will be captured by the flashing lights <NUM> and will pay more attention to stop the train exactly at the car stop mark, to make sure the A-MAR <NUM> is aligned with the train door.

Once the train doors open, the operating system of the A-MAR <NUM> is automatically activated. The sliding ramp <NUM> is then fully deployed, as controlled by the central control unit, with support of ramp sensors <NUM> and train sensors <NUM>. The full deployment of the sliding ramp <NUM> takes approximately <NUM> seconds.

When the commuters' boarding is completed, the return to the stand-by position of the sliding ramp <NUM> can be activated by:.

The operating system is similar for disembarking from the train to the platform: the disabled person on wheelchair <NUM> presses a train warning button <NUM> located on the train, which activates the flashing lights <NUM> on the bollards <NUM> and signalise the train driver his/her intention to disembark. In some embodiments, activation of the train warning button <NUM> directly alerts the driver by way of a warning light on a train indicator panel.

The return of the sliding ramp <NUM> to the "stand-by" position will typically take approximately <NUM> seconds.

As soon as the train door is open, the operating system of the A-MAR <NUM> is activated.

A combined wired and wireless system will facilitate the communication between the central control unit with all warning buttons and all sensors.

A microcontroller control system is employed to perform sequenced actions and make decisions based on pre-programmed scenarios. This microcontroller setup, with small variations, may be employed on both the platform and vehicle-based systems.

On the platform-based system, inputs to the platform-based microcontroller system will be in the form of low-level digital inputs, low-level analog inputs and high-level communications interfaces.

Outputs from the microcontroller will be in the form of digital outputs which control the following:.

Referring to <FIG>, there is illustrated a system level diagram illustrating the electrical or wireless communication between system controllers and components. On the vehicle-based system, inputs to a vehicle-based microcontroller system will be in the form of low-level digital inputs and high-level communications interfaces. Input to this system will be the user push buttons <NUM>, vehicle-based sensor <NUM> and sliding ramp sensor <NUM>. The vehicle-based system controller communicates wirelessly with a platform-based system controller via Bluetooth or another wireless communication protocol through respective wireless data connection modules. The platform-based microcontroller may be embedded within the platform <NUM> or the A-MAR <NUM> itself. The platform-based microcontroller is in electrical communication with the various components of A-MAR <NUM> such as sliding ramp sensor <NUM> and mechanical actuators <NUM>, <NUM>, <NUM> and <NUM>.

When the A-MAR <NUM> is in motion at any time, these sensors give feedback to their vehicle and platform-based microcontrollers with information of their relative position to each other and to other objects. This allows the microcontroller to make decisions about the ramps' movement.

Communication between the platform-based system and the vehicle-based systems will be wireless and have a range sufficient that communications is established well before a vehicle arrives at a platform. When in range, these systems will communicate and trigger actions within the others' system. Actions include:.

A first preferred embodiment of the A-MAR is illustrated in <FIG>. In this embodiment, the A-MAR <NUM> is bolted directly on the train station platform <NUM>.

The main advantage of this first preferred embodiment is the easiness of the installation of the A-MAR <NUM>, as it requires minimum man hours. A small mounted entry ramp <NUM> is required to provide wheelchair access from the platform <NUM> to the upper surface of the casing box <NUM> of A-MAR <NUM>.

The first preferred embodiment is a low cost option for a regular A-MAR <NUM>.

There is an option to install the Mechanised Access Ramp (A-MAR) <NUM> with an embedded supporting frame <NUM>, such that the sliding ramp <NUM> and the casing box <NUM> is positioned at the same level with the platform <NUM>. This option is not shown in the figures. However, it removes the need for an entry ramp <NUM>.

A recess in the platform <NUM> is required in order to embed the entire A-MAR <NUM> such that the sliding ramp <NUM> and casing box <NUM> at the same level with the platform <NUM>.

The main advantage of this embodiment is the easy access of wheelchairs to the A-MAR <NUM>, as the small mounted ramp <NUM> is not required.

However, the mechanised access ramp installation for this embodiment requires more man hours, therefore is also more expensive. More platform remediation works are also required if the A-MAR <NUM> is replaced with an upgraded version, which has different dimensions than the precedent version.

<FIG> illustrate side views of an A-MAR <NUM> built with heavy duty components. This design is suitable to be used for heavy pedestrian traffic, which requires wider and more robust ramps.

The A-MAR <NUM>, built with heavy duty equipment, is also used to cover higher and/or wider gaps between the platform and the train.

The A-MAR <NUM>, built with heavy duty equipment, can also be used for loading and unloading general heavy merchandise.

The A-MAR <NUM>, built with heavy duty components, is more robust and has a much longer operating life.

In any of the first, second and third preferred embodiments, the A-MAR <NUM>, can be built with the casing box actuators <NUM> installed in the safety walls <NUM>. The main advantage of this preferred embodiment (shown in drawings <NUM> to <NUM>) is improved access to these actuators and implicitly an easier maintenance.

With reference to <FIG>, applicable to all Embodiments, there are illustrated two options for the sliding ramp <NUM>: a flat sliding ramp <NUM> and a sliding ramp <NUM> with safety edges <NUM>, for safer access to the train floor, especially for very large horizontal gaps <NUM> between the train and the platform.

With reference to first, fourth and fifth embodiments, a sixth preferred embodiment, also called Mobile Ascending Mechanised Access Ramp (Mobile A-MAR), has the additional feature of being on wheels and can be manually positioned exactly in front of the train door.

The sixth preferred embodiment, the Mobile Ascending Mechanised Access Ramp (Mobile A-MAR), is recommended to be used on small train stations, with a limited number of disable persons on wheelchair requiring assistance to embark to the train.

Any of the first to fifth preferred embodiments can be modified to include the additional feature of automatic sideways movement of the A-MAR to enable the precise positioning in front of the train door, in the event the train driver does not stop the train exactly at the designated car stop. This sideways movement may be effected by one or more linear actuators configured to slide the A-MAR <NUM> along the platform <NUM>. In some embodiments, these actuators include a screw actuator or rack and pinion actuator. The sideways movement may be facilitated by support wheels mounted on the A-MAR <NUM> and configured to roll across the surface of platform <NUM>.

The surface of the sliding ramp <NUM> and the surface of the casing box <NUM> may be covered with a non-slippery coating such as rubber to increase friction and reduce slipping of passengers.

The A-MAR may be built using standard materials and equipment, as well as approved composite and electrical non-conductive components, in accordance with rail industry, safety standards and requirements.

All mechanical actuators <NUM>, <NUM>, <NUM> and <NUM> may be standard "off the shelf" components, such as electrical actuators, pneumatic actuators (e.g. jacks), compressed air cylinders, hydraulic actuators, gas actuators, telescopic screw actuators, ball screw actuators or rack and pinion steering system. However, it will be appreciated that additional customised components may be used in place of standard commercially available components.

The A-MAR can be custom designed to satisfy the general standard obligations and the stakeholders' requirements, to fulfil the function of the ramp, to satisfy any train access requirement or loading capacity.

The A-MAR can be used by disabled persons on wheelchairs, in order to have an independent access to public transport, public buildings, shopping centres, private properties and any other edifices.

The A-MAR can be used by aged population, persons with reduced mobility, persons with prams and heavy luggage, as well as by general public.

The A-MAR can also be used for loading and unloading the general merchandise to and from cars, trucks, trains or buildings.

The A-MAR is advantageous for reduced installation time and cost.

The A-MAR can be easily relocated, replaced or simply removed, with minimum remediation works.

Claim 1:
An ascending mechanised access ramp system which is suitable for providing independent access between a station platform and a floor of a train, the system including:
a supporting frame (<NUM>) mountable to the platform;
a substantially planar casing box (<NUM>) hingedly mounted to the supporting frame;
a substantial planar sliding ramp (<NUM>), installed inside the casing box;
side wheels (<NUM>) installed on the sides of the sliding ramp, to allow the sliding ramp to skate inside the casing box;
a remote controlled deployment mechanism configured to automatically move the sliding ramp between a stand-by position and a fully deployed position, such that a nose of the sliding ramp can be raised to a height equal with the train floor and can be engaged with the train floor;
and
wherein, in the deployed position, the sliding ramp can extend across both a vertical gap and a horizontal gap between a station platform and the floor of the train;
characterised by the system including one or more sensors (<NUM>) which can be installed on the train floor and one or more sensors (<NUM>) installed on the nose of the sliding ramp to control the deployment of the sliding ramp.