STOP FOR A RAIL

Abstract

A stop for stopping a trolley on a rail is described. The trolley comprises a set of wheels, including a first wheel and the rail provides, at least in part, a running surface, including a first portion and a second portion thereof, for the first wheel. The stop comprises an actuator providing a third portion of the running surface between the first portion and the second portion and an arm, coupled to the actuator. The stop is arrangeable in a first configuration, wherein the arm is arranged to block the trolley therepast. The stop is arrangeable in a second configuration, wherein the arm is arranged to allow the trolley therepast. The stop is arranged to move from the first configuration to the second configuration by actuation of the actuator, preferably by a movement of the actuator in a direction transverse to the third portion of the running surface.

Claims

1. A stop for stopping a trolley on a rail, the trolley comprising a set of wheels, including a first wheel, the rail providing, at least in part, a running surface, including a first portion and a second portion thereof, for the first wheel, the stop comprising: an actuator providing a third portion of the running surface between the first portion and the second portion; and an arm, coupled to the actuator; wherein the stop is arrangeable in: a first configuration, wherein the arm is arranged to block the trolley therepast; and a second configuration, wherein the arm is arranged to allow the trolley therepast; wherein the stop is arranged to move from the first configuration to the second configuration by actuation of the actuator, preferably by a movement of the actuator in a direction transverse to the third portion of the running surface.

2. The stop according to claim 1, wherein the movement of the actuator comprises and/or is a threshold movement.

3. The stop according to claim 1, wherein the movement of the actuator is due, at least in part, to a force imposed thereupon through the first wheel.

4. The stop according to claim 1, wherein the movement is a linear movement, preferably orthogonal to the third portion of the running surface.

5. The stop according to claim 1, comprising a first biasing member arranged to bias the stop in the first configuration.

6. The stop according to claim 1, comprising a second biasing member arranged to bias the actuator against the movement.

7. The stop according to claim 1, comprising a latch, wherein the arm is coupled to the actuator via the latch, wherein: in the first configuration, the latch is arranged to retain the arm; and in the second configuration, the latch is arranged to release the arm.

8. The stop according to claim 1, wherein the stop comprises and/or is a monorail stop.

9. The stop according to claim 1, wherein the stop comprises and/or is a suspended rail stop.

10. A stop assembly comprising a stop according to claim 1 and a section of rail for a trolley comprising a set of wheels, including a first wheel, the rail providing, at least in part, a running surface, including a first portion and a second portion thereof, for the first wheel.

11. The stop assembly according to claim 10, wherein the first portion and the second portion of the running surface are transversely thereto mutually offset, wherein: in the first configuration, the first portion and the third portion of the running surface are mutually aligned, thereby providing a first continuous running surface thereon; and in the second configuration, the second portion and the third portion of the running surface are mutually aligned, thereby providing a second continuous running surface thereon.

12. The stop assembly according to claim 10, wherein the running surface comprises a cylindrical running surface or a part thereof.

13. The stop assembly according to claim 10, wherein 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.

14. A rail track, or a kit of parts for a rail track, comprising a set of rails and a stop according to claim 1.

15. A rail track, or a kit of parts for a rail track comprising a stop assembly according to claim 10.

16. A trolley assembly comprising: a stop assembly according to claim 10; and a trolley comprising a frame, a set of wheels, including a first wheel, rotatably coupled to the frame; and an attachment member, coupled to the frame, for attachment, preferably suspension, of a load therefrom, in use.

17. A trolley for a rail providing a running surface for a wheel, the trolley comprising: a frame; a set of wheels, including a first wheel and optionally a second wheel, rotatably coupled to the frame; and an attachment member, coupled to the frame, for suspension of a load therefrom, in use.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0082] 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:

[0083] FIG. 1 schematically depicts a perspective view of a stop according to an exemplary embodiment, arranged in a first configuration;

[0084] FIG. 2 schematically depicts a perspective view of the stop of FIG. 1, arranged in the first configuration;

[0085] FIG. 3 schematically depicts a perspective view of the stop of FIG. 1, arranged in the first configuration;

[0086] FIG. 4 schematically depicts a perspective view of the stop of FIG. 1, arranged in the first configuration;

[0087] FIG. 5 schematically depicts a perspective view of the stop of FIG. 1, moving from the first configuration to a second configuration;

[0088] FIG. 6 schematically depicts a perspective view of the stop of FIG. 1, in the second configuration;

[0089] FIG. 7 schematically depicts a perspective view of the stop of FIG. 1, in the second configuration;

[0090] FIG. 8 schematically depicts a perspective view of the stop of FIG. 1, in the first configuration;

[0091] FIG. 9 schematically depicts a perspective view of a trolley according to an exemplary embodiment for the stop of FIG. 1;

[0092] FIG. 10 schematically depicts a longitudinal cross-sectional view of a releasable rail coupling for the stop of FIG. 1;

[0093] FIG. 11 schematically depicts a first part of the releasable rail coupling of FIG. 10; and

[0094] FIG. 12 schematically depicts a second part of the releasable rail coupling of FIG. 10.

DETAILED DESCRIPTION OF THE DRAWINGS

Stop

[0095] FIG. 1 schematically depicts a perspective view of a stop 50 according to an exemplary embodiment, arranged in a first configuration.

[0096] The stop 50 is part of a stop assembly including the stop 50 and a section of rail 10. The stop assembly is arranged between two other sections of rail providing, at least in part, a running surface, including a portion 11A and a portion 11B thereof. The stop assembly is coupled to these two other section of rail by mechanical couplings 20A and 20B, respectively coupling flanges 12A to 12C and 12C to 12B thereof. A trolley 100 is captive on the rail 10.

[0097] The stop 50 is for stopping the trolley 100 on a rail 10, the trolley 100 comprising a set of wheels 120, including a first wheel 120C, the rail 10 providing, at least in part, a running surface, including a first portion 11C and a second portion 11D thereof, for the first wheel 120C. The stop 50 comprises an actuator 51 providing a third portion 11E of the running surface between the first portion 11C and the second portion 11D and an arm 52, coupled to the actuator 51.

[0098] The stop 50 is arrangeable in a first configuration, wherein the arm 52 is arranged to block the trolley 100 therepast. The stop is arrangeable in a second configuration, wherein the arm 52 is arranged to allow the trolley 100 therepast. The stop 50 is arranged to move from the first configuration to the second configuration by actuation of the actuator, preferably by a movement of the actuator 51 in a direction transverse to the third portion 11E of the running surface.

[0099] Hence, in the first configuration, the arm 52 blocks the trolley 100, thereby stopping the trolley 100 from running beyond the stop 50 on the rail 10. In contrast, in the second configuration, the arm 52 does not block the trolley 100, thereby allowing the trolley 100 to run beyond the stop 50 on the rail 10. The second configuration may be known as an open configuration. That is, the stop 50 acts a releasable barrier, that selectively allows (i.e. permits, lets, frees) the trolley 100 to run beyond the stop 50 on the rail 10. Moving of the stop 50 from the first configuration to the second configuration is by the actuation of the actuator, preferably by the movement of the actuator 51 in the direction transverse to the third portion 11E of the running surface. That is, this movement of the actuator 51 controls opening (i.e. releasing) the stop. Particularly, the movement of the actuator 51 to move the stop 50 from the first configuration to the second configuration is transverse to the third portion 11E of the running surface provided by the actuator 51. That is, the movement is transverse to the direction along the rail 10 or the running surface and hence transverse to the direction in which the user would attempt to push or pull the trolley 100 along the rail 10 beyond the stop. In other words, pushing or pulling the trolley 100 along the rail 10 will not open the stop. Rather, in order to open the stop 50 (i.e. move the stop 50 from the first configuration to the second configuration), the actuator 51 is moved transversely to the direction in which the user is pulling or pushing the trolley 100 along the rail 10. Furthermore, the actuator 51 provides the third portion 11E of the running surface between the first portion 11C and the second portion 11D of the running surface for the first wheel 120C of the trolley 100. Hence, the movement of the actuator 51 is due, at least in part, to a force imposed thereupon through the first wheel 120C, as described below in more detail. The force may arise from suspension of the user from the trolley 100, via the user's harness attached to the trolley 100, such that the stop 50 will open (i.e. move from the second configuration to the first configuration) only if the user is suspended from the trolley 100, rather than the user merely attempting to push or pull the trolley 100 along the rail 10 beyond the stop. In this way, safety is improved since the user may only move the trolley 100 beyond the stop 50 if suspended therefrom.

Trolley

[0100] The trolley 100 comprises a set of wheels 120, including the first wheel 120C of diameter 61 mm. The trolley 100 is as described below with respect to FIG. 9.

Rail

[0101] The rail 10 provides, at least in part, the running surface, including the first portion 11C and the second portion 11D thereof, for the first wheel 120C. Furthermore, other rail 10s and/or rail 10 sections included in a rail 10 track may also be as described below, mutatis mutandis.

[0102] In this example, the first portion 11C and the second portion 11D of the running surface are transversely thereto mutually offset. That is, a step S is provided between the first portion 11C and the second portion 11D such that the running surface provided by the first portion 11C and the second portion 11D is discontinuous thereacross.

[0103] In this example, the rail 10 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. Hollow section is preferred, reducing a weight of the rail 10. In this example, the tube has an external diameter D.sub.ext of 60.3 mm. In this example, the tube has a wall thickness of 3.2 mm.

[0104] In this example, the rail 10 is formed from steel according to EN 10025: part 2: 2004 grade S355. In this example, the tube is seamless tube. In this example, the rail 10 is painted.

[0105] In this example, the rail 10 comprises a cylindrical tube 11, wherein the running surface comprises a cylindrical running surface or a part thereof and wherein the rail 10 comprises a longitudinal flange 12, having a thickness of about 10 mm, normal to the tube (i.e. upstanding therefrom) extending continuously along the tube.

Actuator

[0106] The stop 50 comprises the actuator 51 providing a third portion 11E of the running surface between the first portion 11C and the second portion 11D.

[0107] In this example, the first portion 11C and the second portion 11D of the running surface are transversely thereto mutually offset, by an offset of about 5 mm. In this example, in the first configuration, the first portion 11C and the third portion 11E of the running surface are aligned such that the running surface provided by the first portion 11C and the third portion 11E is continuous thereacross. In this example, in the first configuration, the second portion 11D and the third portion 11E of the running surface are transversely thereto mutually offset such that the running surface provided by the second portion 11D and the third portion 11E is discontinuous thereacross. In this example, in the second configuration, the second portion 11D and the third portion 11E of the running surface are aligned such that the running surface provided by the second portion 11D and the third portion 11E is continuous thereacross. In this example, in the second configuration, the first portion 11C and the third portion 11E of the running surface are transversely thereto mutually offset such that the running surface provided by the first portion 11C and the third portion 11E is discontinuous thereacross.

[0108] In this example, the actuator 51 is arranged to separate the first portion 11C and the second portion 11D of the running surface provided by the rail 10, for example longitudinally or axially. In this example, the first portion 11C and the second portion 11D of the running surface provided by the rail 10 are spaced apart by the actuator 51, for example longitudinally or axially. In this example, the third portion 11E of the running surface provided by actuator 51 is similar to and/or the same as (i.e. by cross-sectional shape and/or profile) the first portion 11C and/or the second portion 11D of the running surface provided by the rail 10.

[0109] In this example, an axial length of the actuator 51 is in a range from 0.75 D to 1.25 D, wherein D is the diameter of the first wheel 120C i.e. in a range from about 46 mm to about 76 mm. In this example, the set of wheels 120 includes a second wheel 120A, spaced axially from the first wheel 120C, wherein, in use, the first wheel 120C and the second wheel 120A are arrangeable on the first portion 11C and the third portion 11E, respectively, of the running surface and/or wherein the first wheel 120C and the second wheel 120A are arrangeable on the third portion 11E and the second portion 11D, respectively, of the running surface. In this way, the movement of the actuator 51 is due, at least in part, to a moment imposed thereupon through only the first wheel 120C about the second wheel.

[0110] In this example, an axial spacing between the actuator 51 and the rail 10, for example between the third portion 11E and the first portion 11C and/or second portion 11D of the running surface, is about 2 mm.

[0111] In this example, the actuator 51 is machined from steel according to EN 10025: part 2: 2004 grade S355. In this example, the actuator 51 is galvanized.

Arm

[0112] The stop 50 comprises the arm 52, coupled to the actuator 51. In this example, the arm 52 is a pivotable arm 52, arranged to pivot about a first pivot 53 in the flange 12C.

[0113] In this example, the arm 52 is indirectly coupled to the actuator 51. In this example, the movement of the actuator 51 results in a respective movement of the arm 52 and optionally, vice versa. In this example, the movement of the actuator 51 and the respective movement of the arm 52 are dissimilar. In this example, the movement of the actuator 51 is linear and the respective movement of the arm 52 is rotational.

[0114] In the first configuration, the arm 52 is arranged to block the trolley 100 therepast. In this example, in the first configuration, the arm 52 is arranged to contact the trolley 100, for example a frame 110 thereof such as a front surface of the frame 110, so as to prevent the trolley 100 from travelling therepast. In this example, in the first configuration, the arm 52 is arranged to resist a force applied thereon by or via the trolley 100.

[0115] In the second configuration, the arm 52 is arranged to allow the trolley 100 therepast. In this example, in the second configuration, the arm 52 is arranged clear of (i.e. not in contact with) the trolley 100.

[0116] In this example, the actuator 51 and the arm 52 are spaced apart axially whereby a frame 110 of the trolley 100, such as a front surface of the frame 110, contacts the arm 52 and the first wheel 120C is on the actuator 51. In this example, the set of wheels 120 includes the second wheel 120A, spaced axially from the first wheel 120C, wherein, in use, the first wheel 120C and the second wheel 120A are arrangeable on the first portion 11C and the third portion 11E, respectively, of the running surface and/or wherein the first wheel 120C and the second wheel 120A are arrangeable on the third portion 11E and the second portion 11D, respectively, of the running surface. In this way, the stop 50 is moved from the first configuration to the second configuration by the actuation of the actuator, preferably by the movement of the actuator 51 due, at least in part, to a moment imposed upon the actuator 51 through the first wheel 120C about the second wheel 120A while the trolley 100 is blocked by the arm 52.

First Configuration

[0117] The stop 50 is arrangeable in the first configuration, wherein the arm 52 is arranged to block the trolley 100 therepast, as described above.

Second Configuration

[0118] The trolley 100 is arrangeable in the second configuration, wherein the arm 52 is arranged to allow the trolley 100 therepast, as described above.

Moving from the First Configuration to the Second Configuration

[0119] The stop 50 is arranged to move from the first configuration to the second configuration a movement of the actuator 51 in the direction transverse to the third portion 11E of the running surface, as described above.

[0120] In this example, the movement of the actuator 51 comprises and/or is a threshold movement. In this example, the threshold movement is a predetermined threshold movement, for example a movement of about 5 mm.

[0121] In this example, the movement of the actuator 51 is due, at least in part, to a force imposed thereupon, for example through the first wheel 120C, for example as described above. In this example, the movement of the actuator 51 is due, at least in part, to a threshold force imposed thereupon, for example through the first wheel 120C. In this example, the threshold force is a predetermined threshold force, of about 400 N (i.e. corresponding to a weight due to a mass of about 40 kg respectively).

[0122] In this example, the movement is a linear movement, orthogonal to the third portion 11E of the running surface. In this example, the movement comprises and/or is a depression of the actuator 51, for example due to a force applied thereupon through the first wheel 120C.

Biasing Members

[0123] In this example, the stop 50 comprises a first biasing member 54C arranged to bias the stop 50 in the first configuration. In this example, the first biasing member 54C comprises and/or an elastomeric material, such as synthetic rubber, particularly a bungee cord. Alternatively, a spring such as a mechanical tension spring may be used, as described previously.

[0124] In this example, the stop 50 comprises a second biasing member 54A, 54B arranged to bias the actuator 51 against the movement. In this way, the second biasing member may move the stop 50 from the second configuration to the first configuration, for example after the trolley 100 has traveled beyond the arm 52.

Latch

[0125] In this example, the stop 50 comprises a latch 56, wherein the arm 52 is coupled to the actuator 51 via the latch 56, wherein:

in the first configuration, the latch 56 is arranged to retain the arm 52; and
in the second configuration, the latch 56 is arranged to release the arm 52.

[0126] That is, the arm 52 is indirectly coupled to the actuator 51 via the latch 56. The latch is pivotable about a second pivot 58 on the flange 12C. The latch 56 is coupled to the actuator 51 by a coupling member such as a tie rod 57.

Monorail and Suspended Rail Stops

[0127] In this example, the stop 50 is a suspended monorail stop.

In Use

[0128] FIG. 2 to FIG. 8 show the stop 50, in use, as the trolley 100 travels from left to right along the rail 10. Particularly, FIG. 2 to FIG. 4 schematically depict a perspective view of the stop 50, arranged in the first configuration, FIG. 5 schematically depicts a perspective view of the stop 50, moving from the first configuration to a second configuration, FIG. 6 and FIG. 7 schematically depict a perspective view of the stop 50, in the second configuration and FIG. 8 schematically depicts a perspective view of the stop 50, in the first configuration.

[0129] As shown in FIG. 2, the trolley 100 is being pulled from left to right using the handles 130B, such that the second wheel 120A is on the third portion 11E of the running surface and the first wheel 120C is on the first portion 11C of the running surface, provided by the actuator 51. The trolley 100 is spaced apart from the arm 52, by less than a length of the trolley 100. The stop 50 is arranged in the first configuration, to thereby block the trolley 100 from travelling therepast.

[0130] As shown in FIG. 3, the trolley 100 is being pulled further from left to right using the handles 130B, such that the second wheel 120A is on the second portion 11D of the running surface and the first wheel 120C is on the third portion 11E of the running surface, provided by the actuator 51. The front of the frame 100 of the trolley 100 is in contact with the arm 52. The stop 50 is arranged in the first configuration, thereby blocking the trolley 100 from travelling therepast. Since the third portion 11E and the second portion 11D of the running surface are offset, the trolley 100 is tilted downwards towards the arm 52. Pulling downwards on the handles 130B applies a downwards force on the second wheel 120A, tending to tilt the trolley 100 further downwards towards the arm 52 and thus not actuating the actuator 51. Pulling on the handles towards the right presses the front of the frame 100 of the trolley 100 against the arm 52, which obstructs the trolley 100.

[0131] As shown in FIG. 4, in which the second wheel 120A is on the second portion 11D of the running surface and the first wheel 120C is on the third portion 11E of the running surface, provided by the actuator 51, pulling downwards on the attachment member 130A for a harness starts to actuate the actuator 51 by applying a downwards force thereon, resulting in the movement of the actuator 51 in a direction transverse to the third portion 11E of the running surface, thereby starting to move the stop 50 from the first configuration to the second configuration. As shown in FIG. 4, as the actuator 51 is depressed, the downwards movement of the actuator 51 is transferred via the coupling member such as a tie rod 57 to an end of the latch 56, pivotable about the pivot 58, such that the latch 56 rotates anticlockwise, while remaining latched with the arm 52 such that the arm 52 continues to block the trolley 100. As shown in FIG. 4, as the actuator 51 is depressed, the third portion 11E of the running surface moves towards alignment with the second portion 11D of the running surface.

[0132] As shown in FIG. 5, in which the second wheel 120A is on the second portion 11D of the running surface and the first wheel 120C is on the third portion 11E of the running surface, provided by the actuator 51, pulling further downwards on the attachment member 130A for a harness further actuates the actuator 51 by applying a downwards threshold force of about 400 N thereon, resulting in the threshold movement of the actuator 51 in the direction transverse to the third portion 11E of the running surface, thereby moving the stop 50 from the first configuration to the second configuration. As shown in FIG. 5, as the actuator 51 is depressed further, the further downwards movement of the actuator 51 is transferred via the coupling member such as a tie rod 57 to the end of the latch 56, pivotable about the pivot 58, such that the latch 56 rotates further anticlockwise and unlatches from the arm 52 such that the arm 52 rotates anticlockwise about the pivot 53 and thus does not obstruct the trolley 100. As shown in FIG. 4, as the actuator 51 is depressed by the threshold movement, the third portion 11E of the running surface is in alignment with the second portion 11D of the running surface.

[0133] As shown in FIG. 6, the trolley 100 is being pulled still further from left to right, partly past the arm 52, using the handles 130B, such that the second wheel 120A is on the second portion 11D of the running surface and the first wheel 120C is on the second portion 11D of the running surface. Since no force is applied to the actuator 51, the second biasing member 54A, 54B moves the actuator 51 to its position in the first configuration, with corresponding clockwise rotation of the latch 56. However, since the arm 52 is not latched by the latch 56, the stop remains in the second configuration while the trolley 100 is moving therepast.

[0134] As shown in FIG. 7, the trolley 100 is being pulled yet still further from left to right, almost fully past the arm 52, using the handles 130B, such that the second wheel 120A is on the second portion 11D of the running surface and the first wheel 120C is on the second portion 11D of the running surface. The arm 52 is not latched by the latch 56 such the stop remains in the second configuration until the trolley 100 moves fully therepast.

[0135] As shown in FIG. 8, the trolley 100 is being pulled yet still even further from left to right, fully past the arm 52, using the handles 130B. The first biasing member 54C rotates the arm 52 clockwise about the pivot 53 until the latch 56 latches the arm 52, thereby moving the stop 50 back into the first configuration,

[0136] FIG. 9 schematically depicts a perspective view of a trolley 100 according to an exemplary embodiment for the stop 50 of FIG. 1.

[0137] In this example, the trolley 100 comprises a frame 110; a set of wheels 120, including the first wheel 110C and the second wheel 120A, rotatably coupled to the frame 110; and the attachment member 130A (not shown), coupled to the frame 110, for attachment, preferably suspension, of the load L therefrom, in use. The first wheel 110A is rotatable in a first plane about a first axis and the second wheel is rotatable in a second plane about a second axis. The first plane and the second plane define a line. The trolley 100 is arrangeable in: a first configuration, wherein the attachment member (not shown) is arranged at a first angular displacement about the line; and a second configuration, wherein the attachment member (not shown) is arranged at a second angular displacement about the line, wherein the first angular displacement and the second angular displacement are different.

[0138] The frame 110 comprises front, mid and rear C plates 110A, 110G, 110B, ribs 110C to 110F (110D and 110F not shown) extending between the front and rear C plates 110A, 110B, the attachment member 130A coupled to the mid C plate 110G, and a first lug 110J and a second lug 110K respectively coupled to the front and rear C plates 110A, 110B.

[0139] The set of wheels 120 includes ten wheels 120A to 120J (wheels 120B, 120D, 120F, 120H not shown and arranged symmetrically about a midplane of the trolley 100 with respect to the opposed wheels 120A, 120C, 120E, 120G respectively).

[0140] The attachment member 130A is arranged at a midpoint of the frame 110. The handles 130B (not shown) are attached to the frame 110 via a first lug 110J at the front of the frame 110, beyond while proximal to the second wheel 120A and distal from the first wheel 110A. The frame 110 includes a second lug 110K at the back of the frame 110.

[0141] In this example, the trolley 100 is a captive trolley 100, as described above. In this example, the set of wheels 120 are arranged to retain the trolley 100 on a rail.

[0142] FIG. 10 schematically depicts a longitudinal cross-sectional view of a releasable rail coupling 1000 for the stop 50 of FIG. 1.

[0143] FIG. 11 schematically depicts a first part 1100 of the releasable rail coupling 1000 of FIG. 10.

[0144] FIG. 12 schematically depicts a second part 1200 of the releasable rail coupling 1000 of FIG. 10.

[0145] In this example, the first rail section comprises a first part 1100 of a releasable rail coupling 1000 joined to a second end E2 of the first rail 10A and the second rail 10B section comprises a second part 1200 of the releasable rail coupling 1000 joined to a first end E1 of the second rail 10B. In this way, the switch 20 may be releasably coupled to adjacent, corresponding rail sections.

[0146] In more detail, the releasable rail coupling 1000 is for releasably coupling a first rail 10A providing a first portion P1 of a running surface for a wheel and a second rail 10B providing a second portion P2 of the running surface. 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; and 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 of the running surface in the second configuration.

[0147] In this way, assembly and/or disassembly of the first rail 10A (i.e. a first length L1 of rail) and the second rail 10B (i.e. a second length of rail) may be facilitated and/or errors in assembly reduced.

[0148] In this example, the rail coupling 1000 is machined, from steel according to EN 10025: part 2: 2004 grade S355. In this example, the rail coupling 1000 is powder coated.

[0149] Although a preferred embodiment has been shown and described, it will be appreciated by those skilled in the art that various changes and modifications might be made without departing from the scope of the invention, as defined in the appended claims and as described above.

[0150] Attention is directed to all papers and documents which are filed concurrently with or previous to this specification in connection with this application and which are open to public inspection with this specification, and the contents of all such papers and documents are incorporated herein by reference.

[0151] All of the features disclosed in this specification (including any accompanying claims and drawings), and/or all of the steps of any method or process so disclosed, may be combined in any combination, except combinations where at least some of such features and/or steps are mutually exclusive.

[0152] Each feature disclosed in this specification (including any accompanying claims, and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise. Thus, unless expressly stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.

[0153] The invention is not restricted to the details of the foregoing embodiment(s). The invention extends to any novel one, or any novel combination, of the features disclosed in this specification (including any accompanying claims and drawings), or to any novel one, or any novel combination, of the steps of any method or process so disclosed.