EP4360980A2

EP4360980A2 - Rail coupling

Info

Publication number: EP4360980A2
Application number: EP23212556.7A
Authority: EP
Inventors: David Nicholas EVANS
Original assignee: Castree Projects Ltd
Current assignee: Castree Projects Ltd
Priority date: 2018-07-31
Filing date: 2019-07-22
Publication date: 2024-05-01
Also published as: EP3829731C0; CN112512652B; KR20210039420A; GB2569837A; GB2569837B; GB201812514D0; WO2020025930A1; EP3829731A1; EP3829731B1; CN112512652A; KR102654934B1; US20210310199A1

Abstract

A releasable rail coupling 1000 for releasably coupling a first rail 10A providing a first portion P1 of a running surface RS for a wheel 120 and a second rail 10B providing a second portion P2 of the running surface RS is described. The rail coupling 1000 comprises a first part 1100 having a first end 1110 comprising a first male coupling member 1111 and a second end 1120 arranged for joining to the first rail 10A. The rail coupling 1000 comprises a second part 1200 having a first end 1210 comprising a corresponding first female coupling member 1212, arranged to receive the first male coupling member 1111 therein, and a second end 1220 arranged for joining to the second rail 10B. The rail coupling 1000 is arrangeable in a first configuration wherein the first male coupling member 1111 and the first female coupling member 1212 are uncoupled. The rail coupling 1000 is arrangeable a second configuration wherein the first male coupling member 1111 and the first female coupling member 1212 are coupled by receiving the first male coupling member 1111 in the first female coupling member 1212. The rail coupling 1000 provides a third portion P3 of the running surface RS in the second configuration. In this way, assembly and/or disassembly of the first rail 10A (i.e. a first length of rail) and the second rail 10B (i.e. a second length of rail) may be facilitated and/or errors in assembly reduced.

Description

Field

The present invention relates to rail couplings for releasably coupling rails and to rail assemblies including rails and such rail couplings.

Background to the Invention

Typically, a zipline (also known as a zip-line, zip wire, aerial runway or aerial ropeslide) comprises an inclined cable, secured only at upper and lower ends thereof, and a trolley (also known as a bogey), including a freely-rolling pulley. A user (i.e. a load), suspended from the trolley, may be accelerated by gravity from the upper end to the lower end of the inclined cable. In use, the pulley rolls along an uppermost portion of the inclined cable. A gradient of the inclined cable is typically in a range from 1 in 20 to 1 in 30. Usually, the inclined cable sags and appropriate tensioning of the inclined cable is required to control acceleration of the user. Since the inclined cable is secured only at the upper and the lower ends thereof, the inclined cable is restricted to a linear path, without lateral deviations, such as curves or bends.
To provide a non-linear path including lateral deviations, such as curves or bends, the cable may be replaced with a rail, typically a monorail. The non-linear path enables the rail to curve around obstacles, for example, and/or to increase user enjoyment. An uppermost portion of the rail may be fixed to a framework or hung from ceiling joists or trees, for example, such that a region under the rail remains unobstructed for the trolley and the user to travel through. That is, the rail is a suspended rail, situated at a height typically in a range from 2 m to 10 m, above the ground. A typical rail includes a tube having an axial (also known as longitudinal) flange, for fixing or hanging, upstanding therefrom. The pulley is replaced by one or more freely-rolling wheels, that roll along the rail on an upper lateral portion or portions thereof, clear of the fixed uppermost portion. For example, the wheels may roll either side of the axial flange. For safety, the trolley is arranged to be captive on the rail, such that the trolley (i.e. a captive trolley) remains on the rail, in use. Two or more trolleys may be captive on the rail, such that two or more respective users may travel thereon. The rail is generally inclined, having a mean gradient typically in a range from 1 in 10 to 1 in 60, though may include one or more descending portions, ascending portions and/or horizontal portions. A total length of the rail may be in excess of 500 m, including multiple curves or bends, descending portions, ascending portions and/or horizontal portions. An installed rail may be known as a rail track. The rail may be a continuous (also known as an endless) rail, forming a closed rail track. Typically, the rail is provided in lengths (also known as sections), for assembly on site. The assembly of the rail typically includes fitting and joining of adjacent lengths, typically by welding. Fitting and/or joining may be complex due, at least in part, to the rail including multiple curves or bends, descending portions, ascending portions and/or horizontal portions. Errors in the assembly, for example faults and/or discontinuities may increase loadings on, and/or rates of wear of, the trolley and/or rail. These errors may adversely affect rail integrity, trolley reliability and/or user safety, for example. Faults, such as cracks, lack of welding penetration, slag lines or undercut, may compromise structural integrity of the rail. Discontinuities, such as steps or gaps between the adjacent lengths, may increase loading and/or vibration and hence wear and/or fatigue. The assembly of the rail may be performed in situ (i.e. at height), since obstructions such as pre-existing structures or trees may prevent assembly of the rail on the ground before subsequent lifting to the height, complicating assembly. Hence, errors may be more prevalent and/or exacerbated for in situ assembly. Furthermore, disassembly of the rail, for example to replace a damaged length or to resite the rail, may be problematic, for example requiring in situ cutting and subsequent refitting and rejoining of the rail.
Hence, there is a need to improve joining of rails, for example to improve rail integrity, trolley reliability and/or user safety.

Summary of the Invention

It is one aim of the present invention, amongst others, to provide a releasable rail coupling, a rail section comprising a part of a rail coupling, a method of manufacturing a rail section, a rail assembly and a kit of parts for a rail assembly including a set of rail sections and a method of assembling a rail assembly which at least partially obviates or mitigates at least some of the disadvantages of the prior art, whether identified herein or elsewhere. In this way, rail integrity, trolley reliability and/or user safety may be improved.
A first aspect provides a releasable rail coupling for releasably coupling a first rail providing a first portion of a running surface for a wheel and a second rail providing a second portion of the running surface, the rail coupling comprising:

a first part having a first end comprising a first male coupling member and a second end arranged for joining to the first rail; and
a second part having a first end comprising a corresponding first female coupling member,
arranged to receive the first male coupling member therein, and a second end arranged for joining to the second rail;
wherein the rail coupling is arrangeable in:
- a first configuration wherein the first male coupling member and the first female coupling member are uncoupled; and
- a second configuration wherein the first male coupling member and the first female coupling member are coupled by receiving the first male coupling member in the first female coupling member;
- wherein the rail coupling provides a third portion of the running surface in the second configuration.

A second aspect provides a rail section providing a portion of a running surface for a wheel, the rail section comprising a rail and a first part and/or a second part of a rail coupling, according to the first aspect, joined thereto.
A third aspect provides a method of manufacturing a rail section according to the second aspect, the method comprising:

joining, by welding, the first part and/or the second part of the rail coupling member to the rail; and
optionally, machining the weld.

A fourth aspect provides a rail assembly, or a kit of parts for a rail assembly, comprising a set of rail sections, including a first rail section and a second rail section, according to the second aspect.
A fifth aspect provides a method of assembling a rail assembly according to the fourth aspect, comprising:
moving the rail coupling from the first configuration to the second configuration.

Detailed Description of the Invention

According to the present invention there is provided a rail coupling, as set forth in the appended claims. Also provided are a rail section comprising a part of a rail coupling, a method of manufacturing a rail section, a rail assembly and a kit of parts for a rail assembly including a set of rail sections and a method of assembling a rail assembly. Other features of the invention will be apparent from the dependent claims, and the description that follows.

Rail coupling

The first aspect provides a releasable rail coupling for releasably coupling a first rail providing a first portion of a running surface for a wheel and a second rail providing a second portion of the running surface, the rail coupling comprising:

In this way, assembly and/or disassembly of the first rail (i.e. a first length of rail) and the second rail (i.e. a second length of rail) may be facilitated and/or errors in assembly reduced.
Particularly, the rail coupling is a releasable rail coupling, thereby substantially reducing effort and/or force required for coupling the first rail and the second rail, for example during assembly on site. Hence, the assembly of a rail may be provided by coupling such rail couplings provided between successive lengths of rail, for example on site, including in situ. That is, conventional fitting and/or welding may be avoided and/or eliminated. Furthermore, the disassembly of the rail, for example to replace a damaged length or to resite the rail, is improved, for example without requiring in situ cutting and subsequent refitting and rejoining of the rail. In addition, the rail coupling maintains and/or enhances user safety since structural integrity may be maintained, even during significant deformation, as described below in more detail. Furthermore, grub screw retention of the rail coupling on the first rail and/or the second rail, for example, is not required, facilitating assembly and disassembly while also eliminating a maintenance requirement arising from such grub screws. For example, grub screws may vibrate loose in use, compromising safety and hence requiring frequent maintenance to check and/or re-tighten.
Particularly, since coupling of the rail coupling is effected by coupling the first male coupling member and the first female coupling member, errors in the assembly may be reduced. As described above, errors such as faults and/or discontinuities may increase loadings on, and/or rates of wear of, a trolley and/or rail. These errors may adversely affect rail integrity, trolley reliability and/or user safety, for example. Faults, such as cracks, lack of welding penetration, slag lines or undercut, may compromise structural integrity of the rail. Discontinuities, such as steps or gaps between the adjacent lengths, may increase loading and/or vibration and hence wear and/or fatigue. The assembly of the rail may be performed in situ (i.e. at height), since obstructions such as pre-existing structures or trees may prevent assembly of the rail on the ground before subsequent lifting to the height, complicating assembly. Hence, errors may be more prevalent and/or exacerbated for conventional in situ assembly. In contrast, by coupling the first male coupling member and the first female coupling member, such faults are avoided and/or eliminated since convention joining by welding mat not be required while discontinuities may be controlled, for example to within predetermined tolerances. In this way, rail integrity, trolley reliability and/or user safety may be improved.
The releasable rail coupling is for releasably coupling a first rail providing a first portion of a running surface for a wheel and a second rail providing a second portion of the running surface.
It should be understood that the rail coupling is a releasable rail coupling, which may be coupled and uncoupled, for example repeatedly. That is, the first rail and the second rail may be mutually attached and subsequently detached using the rail coupling.
It should be understood that the rail coupling is for releasably coupling the first rail and the second rail. That is, the rail coupling forms a part of a rail assembly, provided by coupling the first rail and the second rail via the rail coupling, and hence contributes to a structural integrity of the rail assembly. In use, the rail assembly may be subject to forces, for example due a weight thereof, residual stresses therein, fixing thereof as described above, a trolley running thereon and/or a load, for example a user, suspended therefrom. That is, the rail coupling is for structurally, for example rigidly c.f. flexibly, and releasably coupling the first rail and the second rail. Particularly, the first male coupling member and the first female coupling member, arranged in the second configuration, effectively transfer the forces between the first rail and the second rail.
Typically, the load comprises and/or is a user, having a mass in a range from 30 kg to 120 kg and hence a weight in a range from 294 N to 1,177 N. In addition, centripetal forces due to cornering may add up to 1.5g horizontally (i.e. up to 441 N to 1,766 N). Furthermore, an increased vertical load due to down swing (for example, the user swinging from an incline to a vertical position) may add up to 0.6g vertically (i.e. up to i.e. up to 176 N to 706 N) with no horizontal component. The user may be attached to the attachment member via a harness (also known as a suspension harness), for example. The harness may be include a dorsal D-ring, for example, for attaching to the attachment member via a sling or lanyard. In this way, in use, the user may be suspended in a hang glider-type (also known as a superman) position (i.e. prone or face down). The trolley may include a handle, for the user to hold when in such a prone or face-down position.
It should be understood that, in use, the load results in (i.e. gives rise to) a downwards vertical force due to gravity, which may be imposed, at least in part, on the rail via the trolley. The load may result in (i.e. give rise to) other forces, for example due to pitching, yawing and/or rolling of the load and/or due to centripetal forces on the load, as described below, that maybe imposed on the trolley and/or on the rail via the trolley. It should be understood that the rail is generally inclined, having a mean gradient typically in a range from 1 in 10 to 1 in 60, though may include one or more descending portions, ascending portions and/or horizontal portions. For example, a rail may include an initial length having a mean gradient of about 1 in 13 (to accelerate the trolley initially), followed by an intermediate length having a mean gradient of about 1 in 25 (corresponding approximately with constant speed of the trolley) and a final length having a mean gradient of about 1 in 50 (to decelerate the trolley).
It should be understood that the first rail provides the first portion of the running surface for the wheel, for example of a trolley, and the second rail provides the second portion of the running surface. That is, the running surface is a surface for the wheel to run, for example roll, thereon. In one example, the running surface is a continuous running surface, having no, or substantially free from, discontinuities therein, for example no protrusions (i.e. convexities) thereon or depressions (i.e. concavities) therein. As described above, discontinuities may increase loading and/or vibration and hence wear and/or fatigue.
In one example a discontinuity in the running surface, measured normal and/or parallel thereto, between the first rail section and the second rail section is at most 1 mm, preferably at most 0.5 mm.
In one example, the running surface comprises a planar running surface and/or a non-planar running surface, for example a concave running surface or a convex running surface.
The rail coupling comprises the first part and the second part. It should be understood that the first part and the second part are separable parts i.e. not integrally formed or permanently coupled, for example.
The rail coupling comprises the first part having the first end comprising the first male coupling member and the second end arranged for joining to the first rail.
It should be understood that the first end of the first part and the second end of the first part are respective opposed ends of the first part.
It should be understood that the first male coupling member is arranged to be received in the corresponding first female coupling member. That is, the first male coupling member and the corresponding first female coupling member are arranged thus by configuration and/or adaption, for example shaping. In one example, the first male coupling member and the corresponding first female coupling member have corresponding shapes, for example a plug and a socket respectively.
It should be understood that the second end of the first part is suitable for joining, for example permanently joining such as by welding or non-permanently such as by adhesion or an interference fit, to the first rail, thereby structurally, securely and/or rigidly joining the first part and the first rail. It should be understood that such non-permanently joining methods may not be releasable and/or may result in damage during release and/or may preclude rejoining.
In one example, the first male coupling member comprises a protrusion, for example a plug.
In one example, the first male coupling member comprises a circular external cross-sectional shape. In one example, the first male coupling member comprises a cylindrical external shape or a frustoconical external shape. In this way, the first male coupling member may be provided, for example machined such as turned, to a high tolerance and/or surface finish. In this way, relative transverse movement between the first male coupling member and the first female coupling member is reduced, reducing discontinuities therebetween and/or wear due to movement, in use. In one example, an external diameter D_m1,ext of the first male coupling member is provided, for example machined such as turned, to a tolerance within a range from -0.05 mm to +0.00 mm, preferably within a range from -0.02 mm to +0.00 mm, more preferably within a range from -0.01 mm to +0.00 mm of a first coupling member diameter D.
In one example, a ratio of a length of the first male coupling member to a cross-sectional dimension, for example a diameter or a width, thereof, is in a range from 0.5 : 1 to 5 : 1, preferably in a range from 1 : 1 to 3 : 1, more preferably in a range from 1.5 : 1 to 2.5 : 1. In this way, an amount of the male member received by the female member is relatively large, such that removal therefrom is requires correspondingly relatively large movement, thereby reducing likelihood of failure, in use, by uncoupling due to abnormal loading, for example, and/or better resisting large plastic deformation of the first rail and/or the second without catastrophic failure of the rail coupling and/or the rail.
The rail coupling comprises the second part having the first end comprising the corresponding first female coupling member, arranged to receive the first male coupling member therein, and the second end arranged for joining to the second rail.
The second part may be as described with respect to the first part, mutatis mutandis.
It should be understood that the first end of the second part and the second end of the second part are respective opposed ends of the second part.
It should be understood that the first female coupling member is arranged to receive the corresponding first male coupling member. That is, the first male coupling member and the corresponding first female coupling member are arranged thus by configuration and/or adaption, for example shaping. In one example, the first male coupling member and the corresponding first female coupling member have corresponding shapes, for example a plug and a socket respectively.
It should be understood that the second end of the second part is suitable for joining, for example permanently joining such as by welding or non-permanently such as by adhesion or an interference fit, to the second rail, thereby structurally, securely and/or rigidly joining the second part and the second rail. It should be understood that such non-permanently joining methods may not be releasable and/or may result in damage during release and/or may preclude rejoining. In other words, non-permanent joining is not necessarily releasable coupling, as described herein.
In one example, the first female coupling member comprises a concavity, for example a socket.
In one example, the first female coupling member comprises a circular internal cross-sectional shape i.e. a circular bore. In one example, the first female coupling member comprises a cylindrical internal shape or a frustoconical internal shape. In this way, the first female coupling member may be provided, for example machined such as turned, to a high tolerance and/or surface finish. In this way, relative transverse movement between the first male coupling member and the first female coupling member is reduced, reducing discontinuities therebetween and/or wear due to movement, in use. In one example, an internal diameter D_f1,int of the first female coupling member is provided, for example machined such as turned, bored or drilled, to a tolerance within a range from -0.00 mm to +0.05 mm, preferably within a range from -0.00 mm to +0.02 mm, more preferably within a range from 0.00 mm to +0.01 mm of the first coupling member diameter D. In this way, the first male coupling member is received closely (i.e. close fitting) in the first female coupling member, whereby a gap therebetween is as determined by the tolerances. Particularly, a such a machined-to-machined releasably coupling effectively transfers load therethrough between adjacent rails.
In one example, a ratio of a length of the first female coupling member to a cross-sectional dimension, for example a diameter or a width, thereof, is in a range from 0.5 : 1 to 5 : 1, preferably in a range from 1 : 1 to 3 : 1, more preferably in a range from 1.5 : 1 to 2.5 : 1. In this way, an amount of the male member received by the female member is relatively large, such that removal therefrom is requires correspondingly relatively large movement, thereby reducing likelihood of failure, in use, by uncoupling due to abnormal loading, for example, and/or better resisting large plastic deformation of the first rail and/or the second without catastrophic failure of the rail coupling and/or the rail.
In one example, the first female coupling member is arranged to slidably receive, for example axially, the first male coupling member therein. In this way, coupling and uncoupling is facilitated.
In one example, the first male coupling member and the first female coupling member are arranged to interlock, for example, upon fully receiving the first male coupling member in the first female coupling member. In this way, inadvertent or accidental uncoupling may be prevented.
In one example, the first male coupling member and the first female coupling member are correspondingly threaded. In this way, load transfer between the first part and the second part may be improved.
The rail coupling is arrangeable in the first configuration wherein the first male coupling member and the first female coupling member are uncoupled. That is, the first configuration is a disassembled configuration, for example, in which the first male coupling member and the first female coupling member are separate, for example spaced apart, such as by a gap.
The rail coupling is arrangeable in the second configuration wherein the first male coupling member and the first female coupling member are coupled by receiving the first male coupling member in the first female coupling member. That is, the second configuration is an assembled configuration, for example an in use configuration.

Running surface

The rail coupling provides a third portion of the running surface in the second configuration.
As described above, the first rail provides the first portion of the running surface for the wheel, for example of a trolley, and the second rail providing the second portion of the running surface. That is, the running surface is a surface for the wheel to run, for example roll, thereon. In one example, the running surface is a continuous running surface, having no, or substantially free from, discontinuities therein, for example no protrusions (i.e. convexities) thereon or depressions (i.e. concavities) therein. As described above, discontinuities may increase loading and/or vibration and hence wear and/or fatigue. In one example, the running surface comprises a planar running surface and/or a non-planar running surface, for example a concave running surface or a convex running surface.
Hence, in the second configuration, the third portion of the running surface is thus arranged between the first portion and the second portion. That is, the wheel runs on respective portions of the running surface provided successively by the first rail, the rail coupling and the second rail. Hence, rather than a single interface being defined conventionally, in use, between a first rail and a second rail, two interfaces (i.e. between the first rail and the rail coupling and between the rail coupling and the second rail) are instead defined, in use. Thus, discontinuities (particularly steps) otherwise arising at the single interface due to relatively poorer tolerancing and/misshaping of the first rail and the second rail may be averaged due to relatively tighter tolerancing of the rail coupling, for example, thereby providing a more continuous running surface.
In one example, the first end of the second part provides, at least in part, the third portion of the running surface. That is, the first female coupling member and the, at least in part, the third portion of the running surface are both at the first end. In one example, an external surface of the first female coupling member provides, at least in part, the third portion of the running surface.
In one example, the first part provides, at least in part, the third portion of the running surface. In one example, a surface of the first part proximal to the second end provides, at least in part, the third portion of the running surface. In one example, the second end of the first part comprises a second male coupling and a surface of the first part between the first end and the second end provides, at least in part, the third portion of the running surface.
In one example, the first part provides, at least in part, the third portion of the running surface and the first end of the second part provides, at least in part, the third portion of the running surface. In one example, the first part and the second part provide similar or equal parts of the third portion of the running surface.
In one example, the running surface comprises a cylindrical running surface or a part thereof, for example as provided by a tube or a half round section. In one example, the first rail comprises a first tube having an external diameter D_ext, whereby the first portion of the running surface comprises a first portion of a cylindrical running surface, the second rail comprises a second tube having a diameter D_ext (i.e. the same diameter as the first tube, at least nominally), whereby the second portion of the running surface comprises a second portion of the cylindrical running surface and the rail coupling comprises a cylindrical region or part thereof having a diameter D_ext (i.e. the same diameter as the first tube and the second tube, at least nominally), whereby the third portion of the running surface comprises a third portion of the cylindrical running surface.

Relief region

In one example, the first male coupling member and/or the first female coupling member comprises a relief region, arranged to facilitate moving the rail coupling between the first configuration and the second configuration. In this way, moving the rail coupling from the first configuration to the second configuration is facilitated because mutual alignment of the first male coupling member and the first female coupling member is relaxed. For example, for a plug and socket comprising such a relief region, insertion may be initially off axis and guided to coaxial full insertion.
In one example, the first male coupling member comprises a plug comprising a relief region provided in an intermediate region thereof, for example having a relatively smaller diameter than adjacent regions thereto. In one example, the first female coupling member comprises a socket comprising a relief region provided in an intermediate region thereof, for example having a relatively larger diameter than adjacent regions thereto.

Joining to end of rail

In one example, the second end of the first part is arranged for joining, for example by welding, to an end of the first rail and/or the second end of the second part is arranged for joining to an end of the second rail.
In one example, the second end of the first part comprises a second male coupling and/or a second female coupling member for joining to the first rail. In one example, the second end of the second part comprises a second male coupling and/or a second female coupling member for joining to the first rail.
In one example, the first rail comprises a first tube having an internal diameter D_int, the second rail comprises a second tube having an internal diameter D_int (i.e. the same internal diameter as the first tube, at least nominally), the second end of the first part comprises a second male coupling having an external diameter D_m2,ext where D_m2,ext is compatible with D_int and the second end of the second part comprises a second male coupling having an external diameter D_m2,ext where D_m2,ext is compatible with D_int. It should be understood that where D_m2,ext is compatible with D_int means that D_m2,ext is at most D_int. In one example, an external diameter D_m2,ext of the second male coupling member is provided, for example machined such as turned, to a diameter within a range from -2.00 mm to -0.25 mm, preferably within a range from -1.50 mm to -0.50 mm, more preferably within a range from -1.00 mm to -0.75 mm with respect to D_int. In this way, insertion of the second male coupling into the first rail, for example, is facilitated. In contrast to the relatively close fit between the first male coupling and the first female coupling, the relatively looser fit between the second male coupling and the first rail, for example, is afforded since the first part and the first rail are joined permanently such as by welding or non-permanently such as by adhesion, thereby structurally, securely and/or rigidly joining the first part and the first rail.

Material

In one example, the rail coupling is formed from steel according to EN 10025: part 2: 2004 grade S185, S235, S275, S355 or equivalent. In one example, the rail coupling is coated, for example powder coated, painted and/or galvanized, to improve corrosion resistance.

Third part

In one example, the rail coupling comprises a third part, for example a set of fishplates including a first fishplate, for attaching to the first rail and the second rail. In this way, the first rail and the second rail may be mutually aligned. In one example, the first fish plate comprises a set of perforations therethrough for mechanically attaching, for example using mechanical fasteners such as dowels and/or threaded fasteners, to one side of respective flanges of the first rail and the second rail via a set of congruent perforations included in the respective flanges at adjacent ends of the first rail and the second rail. In one example, the set of fishplates includes the first fishplate and a second fishplate, comprising respective set of perforations therethrough, for mechanically attaching, for example using threaded fasteners, to both sides of respective flanges of the first rail and the second rail via a set of congruent perforations included in the respective flanges at adjacent ends of the first rail and the second rail. In one example, the perforations are closely toleranced, for example in a range from +0.10 to +0.20 with respect to the mechanical fasteners, for example a shank thereof. For example, the perforations may have a diameter of 14.00 mm for M14 bolts having a shank diameter of 13.80 mm or a diameter of 12.00 mm for M12 bolts having a shank diameter of 11.80 mm.
The first male coupling member and the first female coupling member (hence the first part and the second part), arranged in the second configuration, effectively transfer the forces between the first rail and the second rail. In contrast, the third part transfers only a relatively small proportion of the forces between the first rail and the second rail, such that imposed forces on the mechanical fasteners therethrough are relatively low.

Rail

In one example, the rail comprises a planar (i.e. a flat) running surface, for example provided by a square or rectangular bar or hollow section and/or by an equal or unequal angle section. In one example, the rail comprises a non-planar, for example a convex or a concave running surface. In one example, the rail comprises a cylindrical (i.e. a convex) running surface defining a cylinder axis, wherein the line is substantially coincident, in use, with the cylinder axis, for example provided by a tube (i.e. a section) having a circular cross-section or a part thereof, such as a U shape channel. Hollow section is preferred, reducing a weight of the rail. In one example, the tube has an external diameter D_ext in a range from 40 mm to 100 mm, preferably in a range from 50 mm to 75 mm, for example 60.3 mm. In one example, the tube has a wall thickness in a range from 1 mm to 6 mm, preferably in a range from 2 mm to 5 mm, for example 3 mm or 4 mm, for example 3.2 mm. In one example, the tube has an internal diameter D_int in a range from 35 mm to 95 mm, preferably in a range from 45 mm to 70 mm.
In one example, the rail comprises a non-linear, for example a curved, portion. In this way, the non-linear portion enables the rail to curve around obstacles, for example, and/or to increase user enjoyment, as described above. It should be understood that the non-linear portion is generally sideways (i.e. transverse to a general direction of travel of a trolley), though the rail may curve sideways and up or down also.
In one example, the rail comprises two or more rails, for example two parallel rails. In one example, the rail is a monorail (i.e. a single rail). A monorail is preferred, reducing cost and/or weight, may be fixed readily to a framework or hung from ceiling joists or trees, for example, and/or may be formed into relatively complex shapes, including multiple non-linear and linear portions that may also ascend, descend and/or be horizontal.
In one example, the rail is formed from steel according to EN 10025: part 2: 2004 grade S185, S235, S275, S355 or equivalent. In one example, the tube is seamless tube. In one example, the rail is coated, for example powder coated, painted and/or galvanized, to improve corrosion resistance.
In one example, the rail comprises a flange. The flange (also known as a web or a stiffener) increases a stiffness of the rail, for example a resistance to bending of the rail.
In one example, the rail comprises a cylindrical tube, wherein the running surface comprises a cylindrical running surface or a part thereof and wherein the rail comprises a flange.
In this way, relatively complex non-linear paths may be provided, including lateral deviations, such as curves or bends, and/or one or more descending portions, ascending portions and/or horizontal portions, for example by forming, such as bending or rolling the tube. Furthermore, since the tube has cylindrical symmetry, a transverse curvature of the running surface is relatively invariant, including for relatively complex non-linear paths, thereby providing a more continuous running surface.
In one example, the flange is arranged upstanding from the tube i.e. extending away therefrom. In one example, the flange is arranged longitudinally with respect to the tube. In one example, the flange is oriented normally to the running surface. In one example, the rail comprises a longitudinal flange. In one example, the flange is arranged to provide a fixing means, for example a lifting eye or a perforation or a set thereof through the flange, for suspension of the rail therefrom. Other fixing means are known. In this way, the rail may be fixed to, for example suspended from, a framework or hung from ceiling joists or trees, for example, such that a region under the rail remains unobstructed for the trolley and the user to travel through. In one example, the longitudinal flange comprises a first set of perforations for suspension. In one example, the longitudinal flange comprises a second set of perforations, congruent with a set of perforations provided in a third part of the rail coupling. In one example, the longitudinal flange extends continuously along a length of the rail. In one example, the flange is welded to the tube, for example continuously or intermittently (i.e. stitch welding, for example on alternate sides of the flange).
In one preferred example, the rail comprises a cylindrical tube, wherein the running surface comprises a cylindrical running surface or a part thereof and wherein the rail comprises a longitudinal flange normal to the tube (i.e. upstanding therefrom) extending continuously along the tube.
In one example, a length of the flange is greater than a length of the tube. For example, the flange may extend beyond one or both ends of the tube. In one example, the flange extends beyond both ends of the tube, by distances correlating or coinciding (i.e. equal to or substantially equal to) respective lengths, or parts thereof, of the third portion of the running surface provided by the first part and/or the second part of the rail coupling joined thereto. In this way, the respective ends of flanges of adjacent rails abut or confront when the rail coupling is arranged in the second configuration.

Rail section

A second aspect provides a rail section providing a portion of a running surface for a wheel, the rail section comprising a rail and a first part and/or a second part of a rail coupling, according to the first aspect, joined thereto.
The running surface and/or the rail may be as described with respect to the first aspect. For example, the rail may be as described with respect to the first rail or the second rail of the first aspect.
In one example, the rail comprises a cylindrical tube, wherein the running surface comprises a cylindrical running surface or a part thereof and wherein the rail comprises a flange.
In this way, relatively complex non-linear paths may be provided, including lateral deviations, such as curves or bends, and/or one or more descending portions, ascending portions and/or horizontal portions, for example by forming, such as bending or rolling the tube. Furthermore, since the tube has cylindrical symmetry, a transverse curvature of the running surface is relatively invariant, including for relatively complex non-linear paths, thereby providing a more continuous running surface.
In one example, the rail is provided in lengths that are coupled end to end, for example on site.

Method of manufacturing

A third aspect provides a method of manufacturing a rail section according to the second aspect, the method comprising:

In one example, the method comprises providing the rail by joining, by welding for example stitch welding, a flange to a tube, thereby providing the rail. In one example, the method comprises forming, for example by bending and/or rolling, the tube/or and the flange, thereby forming a curve therein, preferably before joining the flange to the tube. In one example, a length of the flange is greater than a length of the tube and the method comprises arranging the flange to extend beyond one or both ends of the tube, before joining the flange to the tube. In one example, the method comprises arranging the first part and/or the second part whereby respective lengths, or parts thereof, of the third portion of the running surface provided by the first part and/or the second part of the rail coupling correlate or coincide (i.e. equal to or substantially equal to) respective lengths, or parts thereof, of the flange extending beyond one or both ends of the tube. In this way, the respective ends of flanges of adjacent rails abut or confront when the rail coupling is arranged in the second configuration.

Rail assembly or kit of parts thereof

A fourth aspect provides a rail assembly (also known as a rail track), or a kit of parts for a rail assembly, comprising a set of rail sections, including a first rail section and a second rail section, according to the second aspect.
In one example, the rail assembly comprises a set of M rail sections, wherein M is a natural number greater than 2, 5, 10, 20, 30, 40, 50, 100, or more. In this way, a rail track may be conveniently provided. In one example, each rail section has a length in a range from 1 m to 40 m, preferably in a range from 2 m to 30 m, more preferably in a range from 5 m to 20 m, for example 9 m, 10 m, or 12 m.

Method of assembling

A fifth aspect provides a method of assembling a rail assembly according to the fourth aspect, comprising:
moving the rail coupling from the first configuration to the second configuration.
In one example, the method comprises disassembling the rail assembly by moving the rail coupling from the second configuration to the first configuration.

Trolley

According to an aspect, there is provided a trolley for a rail, the trolley comprising:

a frame;
a set of wheels, including a first wheel and a second wheel, rotatably coupled to the frame; and
an attachment member, coupled to the frame, for attachment, preferably suspension, of a load therefrom, in use;
wherein the first wheel is rotatable in a first plane about a first axis and the second wheel is rotatable in a second plane about a second axis;
wherein the first plane and the second plane define a line;
wherein the trolley is arrangeable in:
- a first configuration, wherein the attachment member is arranged at a first angular displacement about the line; and
- a second configuration, wherein the attachment member is arranged at a second angular displacement about the line, wherein the first angular displacement and the second angular displacement are different.

Definitions

Throughout this specification, the term "comprising" or "comprises" means including the component(s), unit(s), module(s), feature(s) or integer(s) specified but not to the exclusion of the presence of other components, units, modules, features or integers.
The term "consisting of' or "consists of' means including the component(s), unit(s), module(s), feature(s) or integer(s) specified but excluding other components, units, modules, features or integers.
Whenever appropriate, depending upon the context, the use of the term "comprises" or "comprising" may also be taken to include the meaning "consists essentially of' or "consisting essentially of", and also may also be taken to include the meaning "consists of" or "consisting of".
The optional features set out herein may be used either individually or in combination with each other where appropriate and particularly in the combinations as set out in the accompanying claims. The optional features for each aspect or exemplary embodiment of the invention, as set out herein are also applicable to all other aspects or exemplary embodiments of the invention, where appropriate. In other words, the skilled person reading this specification should consider the optional features for each aspect or exemplary embodiment of the invention as interchangeable and combinable between different aspects and exemplary embodiments.

Brief description of the drawings

For a better understanding of the invention, and to show how exemplary embodiments of the same may be brought into effect, reference will be made, by way of example only, to the accompanying diagrammatic Figures, in which:

Figure 1 schematically depicts an exploded plan view of a rail assembly according to an exemplary embodiment, including a rail coupling according to an exemplary embodiment arranged in a first configuration;
Figure 2 schematically depicts plan view of the rail assembly of Figure 1, including the rail coupling arranged in a second configuration;
Figure 3 schematically depicts a longitudinal cross-sectional view of the rail coupling of Figure 2;
Figure 4 schematically depicts a longitudinal cross-sectional view of the rail coupling of Figure 3, in more detail;
Figure 5 schematically depicts a perspective view of a first part of the rail coupling of Figure 1;
Figure 6 schematically depicts a perspective view of a second part of the rail coupling of Figure 1;
Figure 7 schematically depicts (A) a front elevation view; (B) a side elevation view; and (C) an rear elevation view of the first part of the rail coupling of Figure 5;
Figure 8 schematically depicts (A) a front elevation view; (B) a side elevation view; (C) an rear elevation view; and (D) a longitudinal cross-sectional view of the second part of the rail coupling of Figure 6;
Figure 9 schematically depicts (A) a plan view; (B) a side elevation view; and (C) a front elevation view of a rail of the rail assembly of Figure 1;
Figure 10 schematically depicts (A) a perspective view; (B) a side elevation view; and (C) a front elevation view of a third part of the rail assembly of Figure 1; and
Figure 11 schematically depicts a perspective view of the rail assembly of Figure 1, including a trolley thereon.

Detailed Description of the Drawings