NL2027018B1

NL2027018B1 - Switch for a track of a transportation system

Info

Publication number: NL2027018B1
Application number: NL2027018A
Authority: NL
Inventors: Martin Johannes Nieuwenhuijse Leendert; Carl Guenter Cordes Alexander; Lamme Sascha; Johan Ries De Goeij Luc; Immerzeel Stefan
Original assignee: Hardt Ip B V
Priority date: 2020-12-01
Filing date: 2020-12-01
Publication date: 2022-07-06
Also published as: WO2022119438A1

Abstract

The disclosure relates to a switch for a track of a transportation system, comprising a parent branch bifurcating into a first daughter branch and a second daughter branch, a first guide body comprising a first guide surface for engaging with a first bracket of a vehicle for guiding the vehicle from the parent branch towards the first daughter branch, the first guide body extending generally parallel to a centreline of the first daughter branch from a first proximal engagement point to a first distal engagement point; and a second guide body comprising a second guide surface for engaging with a second bracket of a vehicle for guiding the vehicle from the parent branch towards the second daughter branch, the second guide body extending generally parallel to a centreline of the second daughter branch from a second proximal engagement point to a second distal engagement point.

Description

P127486NL00 Title: Switch for a track of a transportation system

TECHNICAL FIELD The various aspects disclosed herein relate to a switch for a track of a transportation system. The various aspects particularly relates to a switch for a track for a magnetically suspended and/or magnetically guided vehicle.

BACKGROUND In magnetic levitation transportation systems, mechanical contact between the vehicle and the track, along which the vehicle is directed, 1s reduced as much as possible. A safety rail may be in place to mechanically engage with the vehicle in case the magnetic suspension and/or direction system fails, and guide the vehicle along the track. However, at a switch of the track, where the track bifurcates, the safety rail is interrupted to allow the vehicle to be directed from the parent branch to any one daughter branch. Consequently, a failure or malfunction of the magnetic suspension or directing system could cause the vehicle to crash into the splitting point of the switch where the daughter branches separate. Taking into account the high transportation speeds that are achievable with magnetically suspended and directed vehicles, this poses a significant safety issue. This safety issue particularly applies to tubular transportation systems, where the vehicle is transported inside of a closed tubular track, and where the splitting point forms a dangerous obstacle that is to be avoided.

SUMMARY It is preferred to provide a safety system for a track switch.

Accordingly, in a first aspect there is provided a switch for a track of a transportation system, comprising a parent branch bifurcating into a first daughter branch and a second daughter branch. The switch comprises a first guide body comprising a first guide surface for engaging with a first bracket of a vehicle for guiding the vehicle from the parent branch towards the first daughter branch. The first guide body extends generally parallel to a centreline of the first daughter branch from a first proximal engagement point, proximate the parent branch, to a first distal engagement point opposite the first proximal engagement point. The switch further comprises a second guide body comprising a second guide surface for engaging with a second bracket of a vehicle for guiding the vehicle from the parent branch towards the second daughter branch. The second guide body extends generally parallel to a centreline of the second daughter branch from a second proximal engagement point, proximate the parent branch, to a second distal engagement point opposite the second proximal engagement point. The first proximal engagement point extends further upstream the track towards the parent branch than the second proximal engagement point, and the first guide surface is configured for laterally displacing the vehicle in a direction away from second proximal engagement point.

The first and second guide bodies provide a mechanical switch guard for the switch, which guide bodies enable the vehicle to be guided in either one of the two daughter branches, in particular in case of a malfunction of a vehicle guiding system. The vehicle guiding system for includes a vehicle suspension system, particularly a magnetic suspension system, for suspending the vehicle and vehicle directing system, particularly a magnetic directing system, for directing the vehicle, e.g. to either the first or second daughter branch. When the vehicle travels along the parent branch of the track in a direction towards the switch, the vehicle will first encounter the first proximal engagement point of the first guide body. In use, e.g. in case of a malfunction of a vehicle guiding system, the first bracket of the vehicle will engage the first engagement point of the first guide body such that the vehicle will be guided along the first guide surface towards the first daughter branch, thereby avoiding a potential collision with a splitting point of the track where the first and second daughter branch separate. The first guide surface, being configured to laterally displace the vehicle in a direction away from the second proximal engagement point, ensures that the vehicle does not engage the second engagement point of the second guide body. Hence, in case of a malfunction of a vehicle guiding system, the vehicle engages either the first guide body to be guided into the first daughter branch, or the second guide body to be guide into the second daughter branch. It is thus prevented that the vehicle fails to engage any one of the first guide body and the second body, or engages both the first guide body and the second guide body simultaneously. It will be appreciated that the lateral displacement of the vehicle is understood to be a sideways movement of the vehicle transverse to a travel direction of the vehicle. The lateral displacement can for example be a sideways movement of the vehicle in a direction transverse to a centreline of the parent branch. In case the first bracket of the vehicle fails to engage the first proximal engagement point of the first guide body, and passes by the first proximal engagement point, the vehicle will encounter the second proximal engagement point of the second guide body. The second bracket of the vehicle may accordingly engage the second proximal engagement point of the second guide body so that the vehicle is guided by the second guide surface towards the second daughter branch.

The switch may be arranged in such a way that, in use, either the first bracket engages with first proximal engagement point or the second bracket engages with the second proximal engagement point. It will be appreciated that during normal operation of the transportation system, i.e. when the vehicle guiding system for suspending and directing the vehicle functions properly, the vehicle does not engage with the first and second guide bodies. The first and second guide body may for example be spaced apart from a boundary of the track so that the first and second bracket of the vehicle do not make physical contact during the normal operation. In a tubular track for example, the first and second guide body may be spaced apart from the tube wall, such that the first and second bracket may not engage a respective one of the first and second guide body during normal operation.

In case of a malfunction or failure in the transportation system, particularly regarding a vehicle guiding system such as a magnetic guiding or suspension system, the vehicle may deviate from its intended trajectory and engage with one of the guide bodies so as to prevent a collision with the splitting point of the switch.

Also, in an opposite transportation direction, i.e. from a daughter branch to the parent branch, the distal engagement points of the guide bodies are arranged to engage the vehicle, in case of a malfunction of the vehicle guiding system, and guide the vehicle into the parent branch. To this end, the first distal engagement point may be formed by a first distal section of the first guide surface, wherein the first distal section is skew relative to a centre line of the first daughter branch for catching the first bracket of the vehicle. Similarly, the second distal engagement point may be formed by a second distal section of the second guide surface, wherein the second distal section is skew relative to a centre line of the second daughter branch for catching the second bracket of the vehicle.

In an embodiment, the first proximal engagement point forms part of a first proximal section of the first guide surface, wherein the first proximal section is connected to a first intermediate section of the first guide surface such that the first proximal engagement point is closer to the first daughter branch centreline than the intermediate section of the first guide surface. The vehicle, when guided along the first guide surface towards the distal engagement point, will be laterally displaced from the first proximal surface section to the first intermediate section, in a direction away from the first daughter centreline. As such, the vehicle will be laterally displaced away from the second proximal engagement point of the second guide body, to prevent engagement therewith.

In another embodiment, the first proximal section is connected to the first intermediate section under an angle. This provides a smooth 5 transition for the vehicle from the first proximal section to the first intermediate section, also at high speeds. The first proximal section and the first intermediate section may be embodied as straight sections connected under an angle. Alternatively, at least one or the first proximal section and the first intermediate section may comprise curved sections that are connected, such that the angle is established by a curved section.

In an embodiment, the first intermediate section extends substantially parallel to the centreline of a track provided by the parent branch and the first daughter branch. This increases the likelihood that, in case the magnetic suspension or directing system fails at an instance when the vehicle travels along the parent branch of the track, the first bracket will engage the first proximal engagement point. Once engaged with the first guide surface, the vehicle is guided towards the first daughter branch to avoid a collision with the splitting point.

The parent branch and the first daughter branch may for example be in line with one another, arranged along a straight line, wherein the second daughter branch turns out from the parent branch. Should the magnetic suspension or directing system fail, the momentum of the vehicle would direct the vehicle straight through into the first daughter branch. The first guide body may assist in the guidance towards the first daughter branch.

On the other hand, with this embodiment, contact between the first guiding member - and second guiding member - and the brackets of the vehicle is reduced or even prevented during normal operation.

In an embodiment, the first guide body forms a further guide surface on a side of the first guide body opposite the first guide surface,

wherein the further guide surface is arranged for preventing the vehicle from laterally displacing in a direction away from the second guide body, and the second proximal engagement point in particular.

The further guide surface of the first guide body may ensure that vehicle engages the second proximal engagement point of the second guide body, in case the first bracket of the vehicle fails to engage the first proximal engagement point of the first guide body, and passes by the first proximal engagement point.

In other words, the further guide surface can prevent the vehicle from passing through a space defined between the first and second guide body without engaging any one of the first and second guide surfaces.

In this way, any risk of a collision between the vehicle and the splitting point is further reduced.

In another embodiment, the first guide body comprises a broadening portion at which the first guide surface and the further guide surface diverge as seen in a direction towards the first distal engagement point.

The further guide surface may for example extend generally parallel to the first daughter branch centreline, whereas the first guide surface diverges away from the first daughter branch centreline at a transition from the first proximal surface section to the first intermediate surface section.

In an embodiment, the second guide surface is configured for laterally displacing the vehicle in a direction away from first guide body.

The further guide surface may for example have a directional component in a direction towards the second daughter branch.

In an embodiment, a proximal portion of the second guide body extends in a direction towards a centreline of the second daughter branch.

This facilitates engagement with the second bracket of the vehicle.

The second engagement point may be on the proximal portion of the second guide body.

The second proximal portion may be arranged for laterally displacing the vehicle away from the second daughter branch centreline.

In an embodiment, the first and second guide bodies are stationary with respect to the track. Such passive arrangement of the guide bodies relative to the track does not require moving parts, making it robust and low maintenance. This increases the mean time between failure, decreasing cost and increasing safety.

An embodiment comprising one or more adjusters for adjusting a position of the first and/or second guide bodies relative to the track. The adjustment of the first guide body and/or the second guide body may be such that in normal operation, when the vehicle guiding system, functions properly, the brackets of the vehicle do not engage any of the first or second guide bodies. Only when required, e.g. when the vehicle guiding or suspension system fails, the vehicle may engage any one of the two guide bodies to avoid a collision with the splitting point of the switch.

In another embodiment, the first and second guide bodies are arranged for supporting a weight of the vehicle.

In yet a further embodiment, the first guide body and the second guide body are connected, forming a general guide body, which may be a single body formed in one piece or by means of merged components, for example merged by means of screwing, bolting, welding, other, or a combination thereof. Preferably, the general guide body comprises a parent section substantially provided in the parent branch and comprising the first guide surface one a first side and the second guide surface on a second side opposite to the first side. Preferably, the parent section bifurcates to a first daughter section and a second daughter section, substantially provided in the first daughter branch and the second daughter branch, respectively.

In one particular embodiment, the parent section is provided substantially in the centre of the parent branch, viewed on a plane substantially parallel to the direction of movement in the parent branch and daughter branches. In further embodiments, the daughter sections of the general guide body are provided substantially in the centres of the applicable daughter branches, viewed on a plane substantially parallel to the direction of movement in the parent branch and daughter branches In a second aspect a transportation system is provided. The transportation system comprises a vehicle comprising a first bracket at a first lateral side of the vehicle and a second bracket at a second lateral side of the vehicle opposite the first lateral side; a track for transporting the vehicle; and a switch in accordance with the first aspect as described herein. The system may further comprise a switch module for, in use when the vehicle approaches the switch, steering the vehicle from the parent branch either into the first daughter branch or into the second daughter branch. The switch module may be part of the vehicle guiding system for guiding the vehicle along the track, and is for example arranged for selecting between a first mode in which the vehicle is directed from the parent branch to the first daughter branch and a second mode in which the vehicle is directed from the parent branch to the second daughter branch.

In an embodiment, the first guide body and the second guide body are spaced a distance apart which distance 1s such that the vehicle is precluded from passing through between the first and second guide bodies. This way, the vehicle either engages the first guide body, or the second guide body.

In an embodiment, in a direction transverse to the parent branch, a distance between the first proximal engagement point and the second proximal engagement point is smaller than a distance between the first bracket and the second bracket. More particular, 1n a direction transverse to the parent branch, a distance between the first proximal engagement point and the second proximal engagement point is smaller than a distance between an inside of first bracket and an inside of the second bracket. This ensures the vehicle from engaging at least one of first and second guide bodies.

In an embodiment, in a plane transverse to the parent branch, a distance between the first guide surface and the second proximal engagement point, is greater than a distance between the first bracket and the second bracket.

More particular, in a plane transverse to the parent branch, a distance between the first guide surface and the second proximal engagement point, is greater than a distance between an inside of a first one of the first bracket and the second bracket and an outside of a second one of the first bracket and the second bracket.

In an embodiment, in a plane transverse to the parent branch, a distance between the further guide surface and the second proximal engagement point is smaller than or equal to a distance between the first bracket and the second bracket.

This prevents the vehicle from engaging none of the guide bodies.

Particularly, in a plane transverse to the parent branch, a distance between the further guide surface and the second proximal engagement point is smaller than or equal to a distance between an inside of a first one of the first bracket and the second bracket and an outside of a second one of the first bracket and the second bracket.

In an embodiment, the vehicle comprises one or more bracket adjusters for adjusting a position of the first bracket and the second bracket relative to one another, and/or a position of the first bracket and/or the second bracket relative to the track.

The adjustment of the first bracket and/or the second bracket by the one or more bracket adjusters may be such that in normal operation, when the vehicle guiding system functions properly, the brackets of the vehicle do not engage any of the first or second guide bodies.

Only when required, e.g. when the vehicle guiding system fails, the first and/or second bracket of the vehicle may engage any one of the two guide bodies to avoid a collision with the splitting point of the switch.

It will be appreciated that any one or more of the above aspects, features and embodiments can be combined.

It will be appreciated that any one of the embodiment described in view of one of the aspects can be applied equally to any of the other aspects. It will also be clear that all aspects, features and embodiments described in view of the switch apply equally to the transportation system.

BRIEF DESCRIPTION OF THE DRAWINGS The invention will further be elucidated on the basis of exemplary embodiments which are represented in a drawing. The exemplary embodiments are given by way of non-limitative illustration. It is noted that the figures are only schematic representations of embodiments of the invention that are given by way of non-limiting example. In the Figures, Figure 1 shows a schematic top view of a switch; Figure 2 shows a schematic cross-sectional view of a vehicle in a tubular track; Figures 3A and 3B show a schematic top view of a switch, wherein a vehicle is guided towards respectively a first daughter branch and a second daughter branch; Figures 4A and 4B show a schematic cross-sectional view of a vehicle in a tubular track, with an exemplary schematic views of the brackets of a vehicle; and Figure 5 shows a schematic cross-sectional view of a vehicle in a tubular track.

DETAILED DESCRIPTION Figure 1 shows a schematic top view of a switch 4 of a track 5. The track 5 is arranged for guiding transport of a magnetically suspended vehicle. The exemplary switch 4 as shown in Figure 1 has a parent branch 10 of the track which bifurcates into a first daughter branch 11 and a second daughter branch 12. Here, the track 5 comprises a tube 6 in which the vehicle is transported. The track may further comprise one or more rails, for example magnetic and/or magnetisable rails, for suspending and/or guiding the vehicle. Accordingly, a parent tube section 60 of the tube 6 bifurcates into a first daughter tube section 61 and a second daughter tube section 62. A splitting point 7 is defined at the point where the first daughter tube section 61 and the second daughter tube section 62 separate from one another.

In the particular configuration of the switch of Figure 1, the parent branch 10 and the first daughter branch 11 are in line with one another, forming a straight trajectory for the vehicle. The second daughter branch 12 deflects the parent branch 10, which is often referred to as a turn- out. It will be appreciated that an alternative configuration, where both the first and second daughter branches 11, 12 deflect, or turn-out, from the parent branch 10 is also envisioned. It will be appreciated that the bifurcation may be in any plane, e.g. in a horizontal plane or in a vertical plane.

The switch 4 further comprises a switch guard having a first guide body 100. The first guide body 100 extends generally parallel to the first daughter branch 11, from a first proximal body portion 101 to a first distal body portion 103. The first proximal 101 and first distal body portions 103 are connected via a first intermediate body portion 102. The first distal body portion 103 may extend at an angle relative to a second intermediate body portion 102, in a direction towards a centre of the second daughter branch, to facilitate a catch of the vehicle in the opposite travel direction. The first proximal body portion 101 is positioned proximate the parent branch 10.

The first guide body 100 extends along an outside of the first daughter branch 11, i.e. at a side of the first daughter branch 11 opposite the second daughter branch 12. The first guide body 100 forms, at side thereof facing the first daughter tube section 61, a first guide surface 104 for guiding the vehicle from the parent branch 10 towards the first daughter branch 11. Here, the first guide surface 104 extends along the entire length of the first guide body 100, from a first proximal section 106 formed by the first proximal body portion 101 to a first distal section 108 formed by the first distal body portion 103. A first intermediate section 107, formed by the first intermediate body portion 102, connects the first proximal 106 and first distal portions 108. At the first proximal body portion 101, the first guide surface 104 includes a first proximal engagement point 105. The first engagement point 105 is arranged for engaging with the vehicle, particularly a first bracket of the vehicle.

At the first distal body portion 101, the first guide surface 104 comprises a first distal engagement point 115. The first guide surface 104 can engage the vehicle at the first proximal engagement point 105, and guide the vehicle along the first guide surface 104 to the first distal engagement point 115 where the vehicle is released.

In the opposite transportation direction, the first guide surface 104 can engage the vehicle at the first distal engagement point 115, and guide the vehicle along the first guide surface 104 to the first proximal engagement point 105 where the vehicle is released.

The switch guard of the switch 4 further comprises a second guide body 200. The second guide body 200 extends generally parallel to the second daughter branch 12, from a second proximal body portion 201 to a second distal body portion 203. The second proximal body portion 201 and second distal body portion 203 are connected via a second intermediate body portion 202. The second distal body portion 203 may extend at an angle relative to a second intermediate body portion 202, in a direction towards a centre of the second daughter branch, to facilitate a catch of the vehicle in the opposite travel direction.

The second proximal body portion 201 is positioned proximate the parent branch 10. The second guide body 200 extends along an outside of the second daughter branch 12, i.e. at a side of the second daughter branch 11 opposite the first daughter branch 12. The second guide body 200 forms, at side thereof facing the second daughter tube section 62, a second guide surface 204 for guiding the vehicle from the parent branch 10 towards the second daughter branch 12. Here, the second guide surface 204 extends along the entire length of the second guide body 200, from a second proximal section 206 formed by the second proximal body portion 201 to a second distal section 208 formed by the second distal body portion 203. A second intermediate section 207, formed by the second intermediate body portion 202, connects the second proximal portion 206 and second distal portion 208. At the second proximal body portion 201, the second guide surface 204 includes a second proximal engagement point 205. The second engagement point 205 is arranged for engaging with the vehicle, particularly a second bracket of the vehicle.

At the second distal body portion 201, the second guide surface 204 comprises a second distal engagement point 215. The second guide surface 204 can engage the vehicle at the second proximal engagement point 205, and guide the vehicle along the second guide surface 204 to the second distal engagement point 215 where the vehicle 1s released.

In the opposite transportation direction, the second guide surface 204 can engage the vehicle at the second distal engagement point 215, and guide the vehicle along the second guide surface 204 to the second proximal engagement point 205 where the vehicle 1s released.

As can be seen in Figure 1, the first proximal engagement point 105 extends further upstream the track 5, i.e. towards the parent branch 10, than the second proximal engagement point 205. Also, the first proximal section 106 is connected to the first intermediate section 107 of the first guide surface 104 in such a way that the first proximal engagement point 105 is closer to a centreline 13 of the first daughter branch 10 than the first intermediate section.

Figure 2 shows a schematic cross-sectional view of a vehicle 50 that is positioned within a tube 6. The vehicle 50 1s magnetically suspended and directed in the tube 6 by means of a magnetic suspension system 70 that includes e.g. two magnetic and/or magnetisable modules 72a, 72b associated with the vehicle 50 and a first pair of ferromagnetic, preferably steel or otherwise ferromagnetic metal, magnetic and/or magnetisable rails 71a, 71b associated with the track 5, wherein the magnetic or magnetisable modules 72a, 72b and first pair of ferromagnetic, preferably steel or otherwise ferromagnetic metal, magnetic and/or magnetisable rails 71a, 71b are arranged to cooperate so as to suspend and direct the vehicle 50. Here, the magnetic suspension system 70 also comprises a lateral control module 75, which is provided for controlling a lateral position of the vehicle 50 in the tube 6. The lateral control module 75 here includes two ferromagnetic, preferably steel or otherwise ferromagnetic metal, magnetic and/or magnetisable rails 76a, 76b associated with the track 5, and two magnetic or magnetisable elements 77a, 77b associated with the vehicle 50. At the switch 4, the lateral control module 75 and the magnetic suspension system 70 cooperate to direct the vehicle 50 from the parent branch 10 to either the first daughter branch 11 or the second daughter branch 12. An example of such a magnetic switch is described in e.g. WO2019/017775A1 and W02019/164395A1.

The vehicle may be directed to the first daughter branch 11, which in this case is a through direction that forms a continuation of the two rails 71a, 71b. As seen in Figure 2, the vehicle 50 is to be directed onto the second daughter branch 12 which here turns out to the right. For this, a second pair of rails 71a’, and 71b’ is provided, wherein the vehicle 50 is switched from the first pair of rails 71a, 71b to the second pair of rails 71a’, and 71b’. As is further seen in Figure 2, the vehicle is provided with a first bracket 51 and a second bracket 52, which are laterally positioned on opposing sides of the vehicle 50. The brackets 51,52 are arranged to, at least in case of a malfunction of the suspension system 70, engage the first guide body 100 or the second guide body 200. The first and second guide bodies 100, 200 are associated with the track 5 and are particularly mounted to the tube 6. The first bracket 51 and the second bracket 52 are arranged to hook behind the first guide body 100 and the second guide body 200, respectively. The spacing of the first guide body 100 and the second guide body 200 relative to the tube 6 and the location of the first brackets 51 and the second bracket 52 may be such that the brackets do not engage a guide body during normal operation, when the magnetic suspension system functions properly. Figures 3A and 3B show a schematic top view of the switch 4, similar to the switch as shown in Figure 1, wherein a vehicle 50 is schematically depicted. Figures 3A and 3B, depict several instances of the vehicle 50 while traveling along the track 5, wherein the vehicle 50 is guided towards the first daughter branch 11 in Figure 3A, and guided towards the second daughter branch in Figure 3B.

As the first proximal engagement point 105 is located further upstream the track 5 towards the parent branch 10 than the second proximal engagement point 205, the vehicle 50 traveling along the parent branch 10, and approaching from the left in accordance with Figures 1, 3A, and 3B, will encounter the first proximal engagement point 105 first. As shown in Figure 2, the vehicle 50 could engage the first guide surface 104, e.g. with a first bracket 51 of the vehicle 50, at the first proximal engagement point 105, to be guided along the first guide surface 104 towards and into the first daughter branch 11. Here, the first bracket 52 is located on a left side of the vehicle 50 as seen in a direction of travel of the vehicle 5. On a side of the vehicle 50 opposite the first bracket 51, the vehicle 50 comprises a second bracket 52. The second bracket 52 is arranged for engagement with the second guide body 200.

In case of engagement between the first bracket 51 of the vehicle and the first guide surface 104, the vehicle 50 will be laterally displaced by a curved trajectory of the first guide surface 104, such that the vehicle is repelled from the second proximal engagement point 205. This way, the vehicle is prevented from also engaging the second guide surface 204, with the second bracket 52.

In case the vehicle 52 fails to engage the first guide surface 104, and passes by the first proximal engagement point 105, the vehicle 50 will encounter the second proximal engagement point 205 of the second guide body 200. The second bracket 52 of the vehicle 50 may engage the second proximal engagement point 25, so as to be guided from the parent branch 10 towards and into the second daughter branch 12.

As best seen in Figure 1, the first guide body 100 comprises a further guide surface 114. The further guide surface 114 is located on a side of the guide body 100 facing the first daughter branch centreline 13. The further guide surface 114 is formed by the first proximal body portion 101.

The first proximal body portion 101 particularly includes a broadening 109 with respect to the intermediate body portion 102, such that the further guide surface 114 is located closer the second proximal engagement point 205 than the first guide surface 104. This way, when the vehicle 50 fails to engage the first guide surface 104, the further guide surface 114 facilitates engagement with the second guide surface 204. The vehicle is particularly prevented from laterally displacing away from the second proximal engagement point 205. The further guide surface 114 could be arranged for laterally displacing the vehicle 50 towards the second proximal engagement point 205. A section the first guide surface 104, e.g. the first proximal section 106, and the further guide surface 114 are here located on opposite sides of the broadening 109. The first proximal section 106 and the further guide surface 114 diverge from one each other in a travel direction from the proximal body portion 101 to the distal body portion 103. When engaged with the first guide surface 104, the vehicle 50 is laterally displaced at the broadening 109, towards the tube 6 and away from the second engagement point 205. When not engaged with the first guide surface 104, the vehicle 50 may engage with the further guide surface 114, for preventing said laterally displacement towards the tube 6 and away from the second engagement point 205. The further guide surface 114 could for example extend substantially parallel to the first daughter branch centreline 13 and/or a parent branch centreline 14.

In Figures 1, 3A and 3B, the first guide body 100 and the second guide body 200 are spaced a distance d apart which distance d is such that the vehicle 50 is precluded from passing through between the first 100 and second 200 guide bodies. As such, the vehicle 50 can either engage the first guide body 100 or the second guide body 200.

More particular, in the arrangement of Figure 1, 3A, and 3B, the distance d defines the distance between the first proximal engagement point 105 and the second proximal engagement point 205 in a transversal direction of the parent branch 10. The distance d is smaller than a distance between the first bracket 51 and the second bracket 52. This ensures that at least one of the brackets 51, 52 of the vehicle 50 engages a respective one of the guide bodies 100, 200.

In the arrangement of Figure 1, the distance d also defines the distance between the first guide surface 104, particularly between a surface section formed by the broadening 109, and the second proximal engagement point 205, in a plane transverse to the parent branch 10. This distance d is greater than a distance between the first bracket 51 and the second bracket

52.

In the arrangement of Figure 1, 3A, and 3B, the distance d defines the distance between the further guide surface 114 and the second proximal engagement point 205, in a plane transverse to the parent branch 10. The distance d is smaller than a distance between the first bracket 51 and the second bracket 52. This prevents the vehicle 50 from passing through the spacing defined by distance d, without engaging any one of the guide bodies

100, 200. For example, in said plane transverse to the parent branch 10, the distance d between the further guide 114 surface and the second proximal engagement point is smaller than or equal to a distance between an inside of the first bracket 51 and an outside of the second bracket 52. Similarly, in said plane transverse to the parent branch 10, the distance d between the further guide 114 surface and the second guide surface 204 is smaller than or equal to a distance between an inside of the second bracket 52 and an outside of the first bracket 51. Figures 4A and 4B show a cross-sectional view of a vehicle 50 within a tube 6 of the track 5, wherein exemplary layouts of the brackets 51, 52 and guide bodies 100, 200 are depicted in the respective figures.

As shown in Figures 4A and 4B, In Figure 4A, the vehicle 50 is shown within the tube 61 of the first daughter branch 11, wherein the first bracket 51 follows the first guide body 100. Here, the second bracket 52 does not follow any guide body.

In Figure 4B, the vehicle 50 is shown within the tube 62 of the second daughter branch 12, wherein the second bracket 52 follows the second guide body 200. Here, the first bracket 51 does not follow any guide body.

The first bracket 51 and the first guide body 100 may have complementary shapes.

Similarly, the second bracket 52 and the second guide body 200 may have complementary shapes.

It will be appreciated that the guide bodies 100, 200 can have various shapes and can be positioned at various locations within tube 6. The first guide body 100 and the second guide body 200 need not be identically shaped.

It will further be appreciated that a cross section of the first and second guide body can have various shapes, e.g. circular or polygonal such as squared, triangular, L-shaped, T- shaped, other, or a combination thereof.

It will also be appreciated that the brackets 51,52 can have mutually different and various shapes, and can be positioned at various locations on the vehicle 50. The first bracket 51 and the first guide body 100 may for example have complementary shapes.

Similarly, the second bracket 52 and the second guide body 200 may have complementary shapes. Figure 4A shows a T-shaped cross section of the first guide body 100, whereas Figure 4B shows an L-shaped cross section of the second guide body 200. The brackets 51, 52 of the vehicle 50 follow in a safety rail that may be provided in the tube 6. The safety rail may be provided in the tube 6 to catch and guide the vehicle in case of a failure or malfunction of the magnetic suspension system 70. However, at the switch 4, the safety rails is to be interrupted to allow the vehicle 50 to switch. Accordingly, the first and second bracket 51, 52 may engage with the first or second guide body 100, 200 at the switch, as well as with the safety rails outside of the switch. The guide bodies 100,200 may for example have a similar shape as the safety rails. The vehicle 50 could be provided with a first set of brackets arranged for engaging with the safety rails and a separate second set of brackets 51,52 arranged for engaging with the first and second guide bodies 100,200.

Figure 5 shows a schematic cross-sectional view of a vehicle 50 in a tubular track 6, wherein the vehicle 50 is magnetically levitated from below on a floor 65, here a flat floor. Here, also the first guide body 100 and the second guide body 200 are arranged at a bottom of the tube 6. In the instance of depicted in Figure 5, the vehicle 50 is directed to the first daughter branch 1. The second guide body 200 is not shown.

In the description above, it will be understood that when an element such as layer, region or substrate is referred to as being “on” or “onto” another element, the element is either directly on the other element, or intervening elements may also be present. Also, it will be understood that the values given in the description above, are given by way of example and that other values may be possible and/or may be strived for.

Furthermore, the invention may also be embodied with less components than provided in the embodiments described here, wherein one component carries out multiple functions. Just as well may the invention be embodied using more elements than depicted in the Figures, wherein functions carried out by one component in the embodiment provided are distributed over multiple components.

It is to be noted that the figures are only schematic representations of embodiments of the invention that are given by way of non-limiting examples.

For the purpose of clarity and a concise description, features are described herein as part of the same or separate embodiments, however, it will be appreciated that the scope of the invention may include embodiments having combinations of all or some of the features described.

The word ‘comprising’ does not exclude the presence of other features or steps than those listed in a claim.

Furthermore, the words 'a' and 'an' shall not be construed as limited to ‘only one’, but instead are used to mean 'at least one’, and do not exclude a plurality.

A person skilled in the art will readily appreciate that various parameters and values thereof disclosed in the description may be modified and that various embodiments disclosed and/or claimed may be combined without departing from the scope of the invention.

It is stipulated that the reference signs in the claims do not limit the scope of the claims, but are merely inserted to enhance the legibility of the claims.

Claims

ConclusiesConclusions

1. Wissel voor een baan van een transportsysteem, omvattende een oudertak die zich splitst in een eerste dochtertak en een tweede dochtertak een eerste geleidingslichaam omvattende een eerste geleidingsoppervlak voor het aangrijpen van een eerste beugel van een voertuig, waarbij het eerste geleidingslichaam zich in hoofdzaak parallel aan een middellijn van de eerste dochtertak uitstrekt van een eerste proximaal aangrijppunt naar een eerste distaal aangrijppunt; en een tweede geleidingslichaam omvattende een tweede geleidingsoppervlak voor het aangrijpen van een tweede beugel van een voertuig, waarbij het tweede geleidingslichaam zich in hoofdzaak parallel aan een middellijn van de tweede dochtertak uitstrekt van een tweede proximaal aangrijppunt naar een tweede distaal aangrijppunt; waarbij het eerste proximale aanrijppunt zich verder stroomopwaarts de baan uitstrekt in een richting naar de oudertak toe dan het tweede proximale aanrijppunt, en waarbij het eerste geleidingsoppervlak is ingericht voor het lateraal verplaatsen van het voertuig 1n een richting van het tweede proximale aangrijppunt af.1. Switch for a path of a transport system, comprising a parent branch which splits into a first daughter branch and a second daughter branch, a first guide body comprising a first guide surface for engaging a first bracket of a vehicle, the first guide body being substantially parallel extending on a centerline of the first daughter branch from a first proximal engagement point to a first distal engagement point; and a second guide body comprising a second guide surface for engaging a second bracket of a vehicle, the second guide body extending substantially parallel to a centerline of the second daughter branch from a second proximal engagement point to a second distal engagement point; wherein the first proximal engagement point extends further upstream of the track in a direction toward the parent branch than the second proximal engagement point, and wherein the first guide surface is adapted to move the vehicle laterally in a direction away from the second proximal engagement point.

2. Wissel volgens conclusie 1, waarbij het eerste proximale aangrijppunt een deel vormt van een eerste proximale sectie van het eerste geleidingsoppervlak waarbij de eerste proximale sectie is verbonden met een eerste tussenliggende sectie van het eerste geleidingsoppervlak zodanig dat het eerste proximale aangrijppunt dichter bij de eerste dochtertakmiddellijn 1s gelegen dan de tussenliggende sectie van het eerste geleidingsoppervlak.The switch of claim 1, wherein the first proximal engagement point forms part of a first proximal section of the first guide surface wherein the first proximal section is connected to a first intermediate section of the first guide surface such that the first proximal engagement point is closer to the first daughter branch diameter 1s located than the intermediate section of the first guide surface.

3. Wissel volgens conclusie 2, waarbij de eerste proximale sectie onder een hoek met de eerste tussenliggende sectie is verbonden.The switch of claim 2, wherein the first proximal section is connected at an angle to the first intermediate section.

4. Wissel volgens conclusie 2 of 3, waarbij de eerste tussenliggende sectie zich in hoofdzaak parallel uitstrekt aan de middellijn van een baan die wordt voorzien door de oudertak en de eerste dochtertak.Switch according to claim 2 or 3, wherein the first intermediate section extends substantially parallel to the centerline of a path provided by the parent branch and the first daughter branch.

5. Wissel volgens één der voorgaande conclusies, waarbij het eerste geleidingslichaam een verder geleidingsoppervlak omvat aan een zijde van het eerste geleidingslichaam tegenover het eerste geleidingsoppervlak, waarbij het verdere geleidingsoppervlak is ingericht een laterale verplaatsing van het voertuig in een richting van het tweede geleidingslichaam af te voorkomen.Switch according to any one of the preceding claims, wherein the first guide body comprises a further guide surface on a side of the first guide body opposite the first guide surface, wherein the further guide surface is adapted to deflect a lateral displacement of the vehicle in a direction of the second guide body. to prevent.

6. Wissel volgens conclusie 5, waarbij het eerste geleidingslichaam een verwijdend gedeelte omvat waar het eerste geleidingsoppervlak en het verdere geleidingsoppervlak divergeren in een richting naar het eerste distale aanrijppunt toe.Switch according to claim 5, wherein the first guide body comprises a widened portion where the first guide surface and the further guide surface diverge in a direction towards the first distal engagement point.

7. Wissel volgens één der voorgaande conclusies, waarbij het tweede geleidingsoppervlak is ingericht voor het lateraal verplaatsen van het voertuig in een richting van het eerste geleidingslichaam af.7. Switch according to any one of the preceding claims, wherein the second guide surface is adapted for laterally displacing the vehicle in a direction away from the first guide body.

8. Wissel volgens één der voorgaande conclusies, waarbij een proximaal gedeelte van het tweede geleidingslichaam zich uitstrekt in een richting naar de middellijn van de tweede dochtertak.Switch according to any one of the preceding claims, wherein a proximal portion of the second guide body extends in a direction towards the centerline of the second daughter branch.

9. Wissel volgens één der voorgaande conclusies, waarbij de eerste en tweede geleidingslichamen stationair zijn ten opzichte van de baan.Switch according to any one of the preceding claims, wherein the first and second guide bodies are stationary with respect to the track.

10. Wissel volgens één of meer der conclusies 1-8, omvattende één of meer verstellers voor het verstellen van een positie van de eerste en/of tweede geleidingslichamen ten opzichte van de baan.Switch according to one or more of the claims 1-8, comprising one or more adjusters for adjusting a position of the first and/or second guide bodies relative to the track.

11. Wissel volgens één der voorgaande conclusies, waarbij de eerste geleidingslichamen zijn ingericht om een gewicht van het voertuig te dragen.Switch according to any one of the preceding claims, wherein the first guide bodies are designed to carry a weight of the vehicle.

12. Transportsysteem omvattende: een voertuig omvattende een eerste beugel bij een eerste laterale zijde van het voertuig en een tweede beugel bij een tweede laterale zijde van het voertuig tegenover de eerste laterale zijde; een baan voor het transporteren van het voertuig, omvattende een wissel volgens één of meer der voorgaande conclusies.A transportation system comprising: a vehicle comprising a first bracket at a first lateral side of the vehicle and a second bracket at a second lateral side of the vehicle opposite the first lateral side; a track for transporting the vehicle, comprising a switch according to one or more of the preceding claims.

13. Systeem volgens conclusie 12, waarbij, in een richting dwars op de oudertak, een afstand tussen het eerste proximale aanrijppunt en het tweede proximale aangrijppunt kleiner is dan een afstand tussen de eerste beugel en de tweede beugel.The system of claim 12, wherein, in a direction transverse to the parent branch, a distance between the first proximal engagement point and the second proximal engagement point is less than a distance between the first stirrup and the second stirrup.

14. Systeem volgens conclusie 12 of 13, waarbij, in een vlak dwars op de oudertak, een afstand tussen het eerste geleidingsoppervlak en het tweede proximale aangrijppunt groter is dan een afstand tussen de eerste beugel en de tweede beugel.The system of claim 12 or 13, wherein, in a plane transverse to the parent branch, a distance between the first guide surface and the second proximal engagement point is greater than a distance between the first stirrup and the second stirrup.

15. Systeem volgens één of meer der conclusies 12-14, waarbij, in een vlak dwars op de oudertak, een afstand tussen het verdere geleidingsoppervlak en het tweede proximale aangrijppunt kleiner dan of gelijk is aan een afstand tussen de eerste beugel en de tweede beugel.A system according to any one of claims 12-14, wherein, in a plane transverse to the parent branch, a distance between the further guide surface and the second proximal engagement point is less than or equal to a distance between the first stirrup and the second stirrup .

16. Systeem volgens één of meer der conclusies 12-15, waarbij het voertuig één of meer beugelverstellers omvat voor het verstellen van een positie van de eerste beugel en de tweede beugel ten opzichte van elkaar, en/of een positie van de eerste beugel en/of de tweede beugel ten opzichte van de baan.16. System according to one or more of claims 12-15, wherein the vehicle comprises one or more bracket adjusters for adjusting a position of the first bracket and the second bracket relative to each other, and/or a position of the first bracket and /or the second bracket relative to the track.