Transport system for loads

Abstract

Transport system (100, 200, 300, 400, 500) for loads, comprising at least one rail (10, 312, 314, 412, 414, 512, 514) extending along a track, and at least one transport vehicle (50) with at least one wheel (12, 12A) resting on the rail (10, 312, 314, 412, 414, 512, 514) with a running surface (14) having a concave cross-section, characterized in that the rail (10, 312, 314, 412, 414, 512, 514) comprises, in a curve of the track, a curved section (10B) curved in the shape of an arc of a circle around a circle center (M), and the wheel (12, 12A) is arranged on an inner Contact point P I and an external contact point P A rests on the curve section (10B), the inner contact point P I from the circle center (M) around a curve radius r I and from the axis of rotation (D) of the wheel (12, 12A) by a rolling radius R I and the outer contact point P Afrom the circle center (M) around a curve radius r A greater than r I and from the axis of rotation (D) of the wheel (12, 12A) by a rolling radius R A greater than R I is spaced apart.

Description

[0001] The present invention relates to a transport system for loads according to the preamble of claim 1.

[0002] Transport systems of this type are used in industry for the precise movement of large machines or machine parts, such as cranes, printing drums of rotary printing presses, or the like, and especially for transporting large and heavy assembly parts from one production station to the next. For example, so-called push-skid systems are used in automotive engineering. These are platforms that run on such rail systems. Another example is the nacelles of wind turbines, which weigh several tons but are relatively easy to move with the help of such assembly platforms.

[0003] Such transport systems are known, for example, from DE 43 18 383 C1 and EP 2 890 625 B2. They each comprise rails held in support profiles embedded in a substructure such as a hall floor. The rails are usually laid in pairs so that a transport vehicle such as an assembly platform of the type mentioned above can run on the rails with its wheels on either side of the vehicle. The running surfaces of the wheels are essentially adapted to the corresponding load-bearing surfaces on the free upper surfaces of the rails. While the rails in the cited prior art have a circular cross-section and their free upper surfaces are therefore convex, the running surfaces of the wheels have concave cross-sections.

[0004] One problem is how to accommodate changes in the direction of travel of the transport vehicle. If the rails are laid in a curve, slippage occurs between the wheel and the rail on the inside and outside of the curve, as the rolling paths of the wheels on the inside and outside are different. This causes undesirable wear. At the same time, controlling the speed of the transport vehicle by controlling the angular velocity of the wheel is difficult, as the amount of slip on the inside and outside of the curve is not defined.

[0005] It is therefore an object of the present invention to improve a transport system of the type described above in such a way that cornering of the transport vehicle is possible without excessive wear occurring due to slippage between wheel and rail and reliable speed control is possible by means of the angular velocity of the wheel.

[0006] This object is achieved according to the invention by a transport system having the features of claim 1.

[0007] In the transport system according to the invention, the rail in a curve of the track comprises a curved section that is curved in a circular arc around a circle center M. The wheel lies at an inner contact point P I and an external contact point P A on this section of the curve. While the inner contact point P I from the circle center M around a curve radius r I and from the rotational axis D of the wheel by a rolling radius R I spaced, the outer contact point P A from the circle center M around a curve radius r A greater than r I and from the rotational axis D of the wheel by a rolling radius R A greater than R I spaced.

[0008] The following relationships apply: rA>rI and RA>RI.

[0009] The rolling radii R A and R I are therefore different sizes on the inside and outside of the curve, unlike the state of the art mentioned above, in which both wheel and rail have a symmetrical cross-section and, consequently, the rolling radii on the outside and inside of the rail are the same size. Due to the different rolling radii R A and R I the slippage occurring between the rail and the wheel can at least be reduced to a large extent.

[0010] The term “contact points” refers here and throughout the application to the cross-section of the rail and wheel. If outside these contact points P I and P A no contact, slippage can be completely avoided due to the inventive relationship between the curve radii and the rolling radii.

[0011] Preferably there is a difference between the curve radius r I and the rolling radius R I of the inner contact point P I and the curve radius r A and the rolling radius R A of the outer contact point P A following relationship: RIRA=rIrA

[0012] Preferably, the wheel rests exclusively on the inner and outer contact points P I and P A on the rails.

[0013] Further preferably, the running surface of the wheel is mirror-symmetrical with respect to a center plane perpendicular to the rotational axis D. In this case, a relationship between the inner and outer curve radii and the inner and outer rolling radii of the wheel can be adjusted by an asymmetrical cross-section of the rail on the inner and outer tracks of the curve. With a concave shape of the running surface of the wheel, the outer contact point P Athen be positioned lower and at a greater distance from the plane of symmetry of the wheel than the inner contact point P I , which is correspondingly higher and closer to the plane of symmetry.

[0014] According to a further embodiment of the invention, the transport vehicle further comprises support rollers on both sides of the wheel. The support rollers primarily serve to stabilize the transport vehicle laterally and prevent it from tipping over. They can roll directly on the surface (e.g., on a flat hall floor) to the left and right of the rail without themselves running precisely on the rails.

[0015] According to a further embodiment of the invention, the wheel is positioned centrally on the transport vehicle, viewed in the direction of travel. In this case, the wheel transfers the load of the transport vehicle centrally to the rail below, while the support rollers bear virtually no load.

[0016] In this case, the transport vehicle preferably comprises at least two groups of wheels arranged one behind the other on the rail, each group comprising at least one wheel. The load of the transport vehicle can thus be distributed among the groups of wheels arranged one behind the other. The aforementioned support rollers remain essentially unloaded in this embodiment as well and primarily serve to stabilize the transport vehicle laterally.

[0017] Preferably, each of the groups is mounted in a wheel bearing cassette mounted on the transport vehicle so that it can rotate about an axis perpendicular to the rail. In this case, the wheel bearing cassettes can be rotated independently of one another.

[0018] Preferably, the transport system according to the invention comprises a rail system comprising a first rail, a second rail and a rotating unit at an intersection point of the first and second rails, from which the second rail extends in a different direction than the first rail, which rotating unit is configured to rotate a wheel bearing cassette mounted on the rotating unit about its axis of rotation and to align it from an extension direction of the first rail to the extension direction of the second rail.

[0019] This rotating unit enables a track change between the first rail and the second rail. If a transport vehicle traveling on the first rail with a wheel bearing cassette leading in the direction of travel reaches the rotating unit, the transport vehicle stops its travel, and the rotating unit can rotate until it has aligned the wheel bearing cassette with the second rail. As the transport vehicle continues to move, the already rotated leading wheel bearing cassette leaves the rotating unit and moves onto the second rail, while a following wheel bearing cassette approaches the rotating unit on the first rail. The rotating unit is moved back to its original rotating position, in which it is aligned with the first rail and the following wheel bearing cassette can move onto the rotating unit. The alignment process described above is then repeated, i.e.The trailing wheel bearing cassette is rotated together with the rotating unit and aligned with the second rail. The leading and trailing wheel bearing cassettes then have the same alignment along the extension direction of the second rail, and the transport vehicle can continue its journey on the second rail.

[0020] During the above-described process of sequential alignment of the leading and trailing wheel bearing cassettes, the travel speed of the wheel bearing cassettes can be controlled depending on the rotation angle of the entire transport vehicle.

[0021] The first rail and the second rail can have different orientations to each other. For example, the first rail and the second rail can form an angle of 90°, or a different angle. The first rail and / or the second rail do not have to end or begin at a rotating unit. Instead, it is possible for the first rail to continue beyond the rotating unit in the same direction of extension, and for the second rail to branch off from the first rail at any angle at the rotating unit.

[0022] According to a further embodiment of the invention, the transport system according to the invention comprises a rail system, comprising at least one first rail, at least one second rail and a rotating unit at an intersection point of the first and second rails, from which the second rail extends in a different direction than the first rail, which rotating unit is designed to rotate the entire transport vehicle about a common axis of rotation in a state in which it is supported at least with its wheel bearing cassettes on the rotating unit and to align its wheel bearing cassettes from an extension direction of the first rail to the extension direction of the second rail.

[0023] In this embodiment of the invention, the individual wheel bearing cassettes are not rotated with respect to the transport vehicle, but the entire transport vehicle travels on the rotating unit, which is constructed in the manner of a turntable and can comprise a rail section that can be aligned with the direction of extension of the first rail so that it connects to it, can be traveled on by the transport vehicle and connects to the second rail in a rotated position so that the entire transport vehicle can leave the turntable in the direction of the second rail.

[0024] In the following, preferred embodiments of the present invention are explained in more detail with reference to the drawing. Fig. 1A is a schematic representation of an embodiment of the transport system for loads according to the invention, comprising a plan view of a rail track Fig. 1B and Fig. 1C are enlarged schematic cross-sections through various rail sections and a wheel of a transport vehicle; Fig. Figure 2 is a schematic plan view of a rail and a transport vehicle in different positions along the rail; Fig. 3A to 3E are schematic representations of a further embodiment of the transport system according to the invention, comprising a rail system with a first rail, a second rail and a rotating unit for changing tracks between these rails, in different operating positions; Fig. 4A to 4C are schematic representations of a further embodiment of the transport system according to the invention, comprising a rail system with a first rail, a second rail and a rotating unit for changing tracks between these rails, in different operating positions; and Fig. 5A to 5C are schematic representations of a further embodiment of the transport system according to the invention, comprising a rail system with a first rail, a second rail and a rotating unit for changing tracks between these rails, in different operating positions.

[0025] Fig. 1A is a schematic top view of an embodiment of a transport system 100 for loads according to the invention. The transport system 100 comprises a rail 10, which includes a first straight rail section 10A, an adjoining curved section 10B, and a second straight rail section 10C, which adjoins the other end of the curved section 10B.

[0026] The straight rail sections 10A and 10C are at an angle of 90° to each other. The curved section 10B located between them serves to change the direction of a transport vehicle, which can travel from the first straight rail section 10A via the curved section 10B to the second straight rail section 10C and thus change its direction of travel by 90°. The consecutive rail sections 10A, 10B, and 10C thus represent a travel path for a transport vehicle (not shown here).

[0027] The curve section 10B is curved in a circular arc around a circle center M and represents a quarter circle. An enlarged schematic cross section of the curve section 10B is shown in Fig. 1B together with a part of a wheel 12 of the transport vehicle. In Fig. 1C shows a corresponding schematic cross-section of the first straight curve section 10A and the second straight curve section 10C. Accordingly, the first straight curve section 10A and the second straight curve section 10C have identical cross-sections, which differ from the cross-section of the curve section 10B.

[0028] The wheel 12 has a mirror-symmetrical cross-section with respect to a center plane S, which is perpendicular to the ground and to the wheel's axis of rotation D. A central circumferential surface of the wheel 12 forms a running surface 14 with a concave cross-section, which rests on the rail 10. In Fig. 1C shows that the first and second straight rail sections 10A and 10C also have a symmetrical cross-section with respect to the center plane S of the wheel 12. This means that the entire arrangement of the respective rail sections 10A and 10C with the wheel 12 running thereon is mirror-symmetrical.

[0029] The first and second straight rail sections 10A and 10C have a rectangular cross-section, while the wheel 12 rests with its tread 14 on two upper contact points P1 and P2 of the respective rail sections 10A and 10C. These upper contact points P1 and P2 correspond to the upper left and right corners of the cross-sections of the straight rail sections 10A and 10C.

[0030] Deviating from this, the curved section 10B of the rail 10 has an asymmetrical cross-section, as in Fig. 1B. Both the inner and outer tracks of the curved section 10B are rectangular, with a rectangular cross-sectional area 16 on the inner side of the curved section 10B, which is closer to the circle center M, being higher and of a smaller width than the outer cross-sectional area 18. Consequently, the contact points P I and P Athe tread 14 of the wheel 12 on the curve section 10B is also asymmetrical to the center plane S of the wheel 12.

[0031] The contact points P I and P A are in Fig. 1B together with their rolling radii R I and R A The rotational axis D of wheel 12 is horizontal here. The wheel rotates at an angular velocity Ω.

[0032] The inner contact point P I is from the circle center M around a curve radius r I and from the rotational axis D of the wheel 12 by a rolling radius R I The outer contact point P A is from the circle center M around a curve radius r A which is greater than the curve radius r I of the inner contact point P I . The outer contact point P A is offset from the rotational axis D of the wheel 12 by a rolling radius R A which is larger than the rolling radius R Iof the inner contact point P I .

[0033] In the representation of curve section 10B in Fig. 1A are the curve radii r I and r A of the inner and outer contact point P I and P A together with the circle center M. Furthermore, the path velocity V of the contact points P I and P A plotted on the ordinate axis of a Cartesian coordinate system, along whose abscissa the orbital radii r are plotted. The circle center M forms the origin of this coordinate system.

[0034] The inner and outer contact point P I and P A have the same angular velocities ω with respect to their movement along the curve section 10B around the circle center M, but due to the different curve radii r A > r I different path speeds. The outer contact point P Ahas due to its greater distance (ie larger curve radius r A ) a higher orbital speed V A than the inner contact point P I with the orbital velocity V I .

[0035] Since the wheel 12 rests on the curve section 10B with a uniform running surface 14 and consequently moves with a uniform angular velocity Ω (see Fig. 1B) rotates around its axis of rotation D while moving with the angular velocity ω along the curve section 10B around the circle center M, the following relationships must apply:

[0036] From these specifications for the respective angular velocities ω and Ω, the following relationships for the curve radii and the rolling radii result:

[0037] It follows: RIRA=rIrA

[0038] The above equation (4) is the condition that between the inner contact point P I and the outer contact point P A no slip occurs during the movement of the wheel 12 along the curve section 10B.

[0039] The relationship according to equation (4) applies in the strict sense to a geometric point contact at the contact points P I and P A between wheel 12 and curve section 10B. However, a reduction in the slip between the inside and outside of the rail or wheel 12 can already be achieved if the inner contact point P I and the outer contact point P A slightly widened to a line or surface contact, which in practice may be the case due to the pressure of the load of the wheel 12 on the curve section 10B.

[0040] In connection with this embodiment, the prevention of slippage on the inside and outside of a single rail 10, which represents the track of a transport vehicle, was demonstrated. This problem arises to a much greater extent for transport vehicles that typically run on a track comprising two parallel rail lines laid at a distance from each other, since the curve radii between the inner and outer rails differ even more significantly in this case, and the slippage between the wheels on the inner and outer curved sections of the rail is considerable.

[0041] An embodiment that avoids this problem by using a single rail 10 is discussed below.

[0042] Fig. 2 shows a second embodiment of a transport system 200 according to the invention, with a rail 10 corresponding to the first embodiment of the transport system 100, which also comprises a first straight rail section 10A, an adjoining curved section 10B, and a second straight rail section 10C, which adjoins the curved section 10B. A transport vehicle 50 is shown on the rail 10 in three different positions, namely on the first straight rail section 10A, on the curved section 10B, and on the second straight rail section 10C.

[0043] The transport vehicle 50 comprises a leading wheel 12 in the direction of travel F, i.e. a front wheel 12, which, as shown in Fig. 1C runs on the first straight rail section 10A, and a wheel 12A arranged behind it, which runs in the same way on the first straight rail section 10A and is designed identically to the front wheel 12. Both wheels 12 and 12A are arranged centrally on the transport vehicle 50, viewed in the direction of travel F, and the rail 10 extends centrally beneath the transport vehicle 50. The load center of gravity L of the transport vehicle 50 is also shown and is located centrally between the front wheel 12 and the rear wheel 12A above the first straight rail section 10A.

[0044] To prevent the transport vehicle 50 from tipping sideways, the transport vehicle 50 comprises lateral support rollers, namely a left support roller 52A, viewed in the direction of travel F, and an opposite right support roller 52B. These support rollers 52A and 52B do not run on rails, but rather on the ground adjacent to the left and right sides of the rail 10. They therefore require no guidance whatsoever. The load of the transport vehicle 50 is transferred almost exclusively to the rail 10 via the wheels 12 and 12A, while the support rollers 52A and 52B carry at most a small and thus negligible portion of the load. They can therefore be constructed considerably lighter than the wheels 12 and 12A. Any slippage occurring on the support rollers 52A and 52B is insignificant and negligible for the operation of the transport system 200.

[0045] The wheels 12 and 12A are mounted in front and rear wheel bearing cassettes 54, 54A, which are individually rotatable about an axis perpendicular to the rail 10 and mounted beneath a base plate 50A of the transport vehicle 50. The transport vehicle 50 can include drives in the wheel bearing cassettes 54 and 54A for the respective wheels 12 and 12A. When the transport vehicle 50 enters the curved section 10B from the first straight rail section 10A, the wheel bearing cassettes 54, 54A can follow the curved path. Fig. 2 shows that the wheel bearing cassettes 54 and 54A of the front and rear wheels 12 and 12A assume different angles of rotation on the transport vehicle 50. The support rollers 52A and 52B do not necessarily have to be arranged in wheel bearing cassettes, and they do not have to adapt to the different curve radii on the inner track 56B of the right support roller 52B and the outer track 56A of the left support roller 52A.

[0046] If the transport vehicle 50 leaves the curved section 10B on its further path and reaches the second straight rail section 10C, the front and rear wheel bearing cassettes 54 and 54A return to their starting position for straight-ahead travel.

[0047] The cross sections of the first and second straight rail sections 10A and 10C and the curved section 10B correspond to those shown in Fig. 1B and Fig. 1C, just as the cross section of the wheels 12 and 12A including the tread 14 corresponds to the cross sections in the first embodiment.

[0048] Fig. 3A to 3E show a further embodiment of the transport system 300 according to the invention in various operating states. The transport system 300 comprises a rail system 310, comprising a first rail 312 and a second rail 314, which run perpendicular to each other and are embedded in a subsurface, such as a hall floor. At an intersection point between the first and second rails 312 and 314, a rotating unit 316 is provided, which is configured to rotate a wheel bearing cassette 54, 54A of a transport vehicle 50 about its axis of rotation. For this purpose, the rotating unit 316 is designed as a turntable or the like and comprises its own drive for rotation about a vertical axis, which in turn is perpendicular to the first rail 312 and the second rail 314.

[0049] The transport vehicle 50 is like that in connection with the transport system 200 from Fig. 2 and comprises the same features, including the wheel bearing cassettes 54 and 54A arranged one behind the other, each of which accommodates a wheel 12, and the lateral support rollers 52A and 52B. Fig. 3A to 3E show various positions of the transport vehicle 50 before, during and after a track change operation from the first rail 312 to the second rail 314.

[0050] In Fig. 3A, the transport vehicle 50 moves along the first rail 312, with the wheels 12 and 12A within the wheel bearing cassettes 54 and 54A resting with their treads 14 on the upper side of the first rail 312. The transport vehicle 50 approaches the intersection point until its front wheel bearing cassette 54 reaches the rotating unit 316.

[0051] Then the rotary unit 316 is actuated and rotated 90° clockwise (as viewed from the top in the Fig. 3A and Fig. 3B), while at the same time the wheel bearing cassette 54 located thereon is rotated by the same angle and thus aligned from the extension direction of the first rail 312 to the extension direction of the second rail 314. The state after completion of this rotation is shown in Fig. 3B.

[0052] As the transport vehicle continues to travel, the front wheel bearing cassette leaves the rotating unit 316 by traveling on the second rail 314, while the following rear wheel bearing cassette 54A approaches the rotating unit 316 on the first rail 312, as shown in Fig. 3C. The base plate 50A of the transport vehicle 50 performs a gradual rotation of 90° clockwise until the rear wheel bearing cassette 54A is on the rotating unit 316, as shown in Fig. 3D. In this position, the rotating unit 316, together with the wheel bearing cassette 54A located thereon, performs a further clockwise rotation of 90° relative to the base plate 50A, so that it is also aligned with the direction of extension of the second rail 314. The transport vehicle 50 can then continue to travel along the second rail 314, so that the following wheel bearing cassette 54 leaves the rotating unit 316. This is shown in Fig. 3E shown.

[0053] While according to Fig. 3C, the leading wheel bearing cassette 54 travels on the second rail 314 and the following wheel bearing cassette 54A travels on the first rail 312 and the base plate 50A of the transport vehicle 50 performs the rotation, the travel speeds of the wheel bearing cassettes 54 and 54A are controlled depending on the angle of rotation of the transport vehicle 50.

[0054] The Fig. 4A, Fig. 4B and Fig. 4C show a further embodiment of a transport system 400 according to the invention, comprising a rail system 410 with a first rail 412 and a second rail 414, which extends from a rotating unit 416 in the track of the first rail 412 at an angle of 45° to the left, relative to the direction of travel of a transport vehicle 50, which is in Fig. 4A moves from below toward the rotating unit 416. The first rail 412 thus extends to the rotating unit 416 and, with a section adjoining it, beyond it in the same direction.

[0055] The rotating unit 416 is essentially designed like the previously described rotating unit 316 from the rail system 310. When the transport vehicle 50 reaches the rotating unit 416, the wheel bearing cassette 54, which is running ahead in the direction of travel, reaches the rotating unit 416. The transport vehicle 50 stops, and the rotating unit 416 rotates the wheel bearing cassette 54 by 45° counterclockwise (in the plan view according to Fig. 4A), whereby it also rotates the wheel bearing cassette 54 located thereon by 45° and aligns it from the direction of extension of the first rail 412 to the direction of extension of the second rail 414.

[0056] Subsequently, the transport vehicle 50 is moved further so that the leading wheel bearing cassette 54 leaves the rotating unit 416 and reaches the second rail 414, while the rear wheel bearing cassette 54A continues to approach the rotating unit 416, as shown in Fig. 4B. Meanwhile, the base plate 50A of the transport vehicle 50 rotates counterclockwise until the rear wheel bearing cassette 54A reaches the rotating unit 416.

[0057] Further, the rotating unit 416 is rotated by 45° together with the wheel bearing cassette 54A located thereon until the rear wheel bearing cassette 54A is aligned from the extension direction of the first rail 412 to the extension direction of the second rail 414. The transport vehicle can then continue its journey on the second rail 414, as shown in Fig. 4C.

[0058] To allow the lateral support rollers 52A, 52B to travel over the rails 312, 314, 412, 414 in the rail systems 310 and 410, the rails 312, 314, 412, 414 can either be embedded sufficiently shallowly into the ground, or gaps can be provided in the rails 312, 314, 412, 414. It is also possible to mount the support rollers 52A, 52B in a level-controlled manner so that they can be raised to travel over a rail 312, 314, 412, 414.

[0059] Fig. 5A, Fig. 5B and Fig. 5C shows a further embodiment of the transport system 500 according to the invention, comprising a rail system 510 with a first rail 512 and a second rail 514, which are arranged similarly to the previous embodiment of the rail system 410 and whose extension directions form an angle of 45° with each other, such that the second rail 514 branches off at this angle to the left in the direction of travel from the first rail 512. The branch is located at a rotating unit 516 in the track of the first rail 512, which extends beyond the rotating unit 516.

[0060] In contrast to the previous embodiments, the rotating unit 516 is designed here as a turntable of a size that allows it to accommodate the transport vehicle 50 (which is designed as in the previous embodiments) including both wheel bearing cassettes 54 and 54A and the support rollers 52A, 52B. For this purpose, a rail section 518 extends over the entire diameter of the rotating unit 516.

[0061] In the situation in Fig. 5A, the transport vehicle 50 approaches the rotating unit 516 on the first rail 512 in a position in which the rail section 518 is aligned in the extension direction of the first rail 512 and its ends are each connected to the sections of the first rail 512 adjoining the rotating unit 516. This allows the leading wheel bearing cassette 54 to travel along the rail section 518, as shown in Fig. 5A. If the transport vehicle 50 continues to move, the trailing wheel bearing cassette 54A also reaches the rotating unit 516 and travels along the rail section 518 until both wheel bearing cassettes 54 and 54A are completely located on a rotating unit 516. The rotating unit 516 is then rotated at an angle of 45° counterclockwise (in plan view) until the rail section 518 of the rotating unit 516 is aligned with the extension direction of the second rail 514 and adjoins it. This situation is shown in Fig. 5B.

[0062] The transport vehicle can then leave the rotating unit 516 via the second rail 514 and travel along the second rail 514 with both wheel bearing cassettes 54, 54A.

[0063] In this embodiment, the transport vehicle 50 is rotated in its entirety, so that rotation of the wheel bearing cassettes 54 and 54A with respect to the base plate 50A is not required and no provisions need to be made to allow the support rollers to travel over the rails 512 and 514.

[0064] Depending on the geometry of the transport vehicle 50, it is also possible for the support rollers 54A, 54B to be located outside the rotating unit 516 during rotation of the transport vehicle 50.

Claims

[1] Transport system (100, 200, 300, 400, 500) for loads, comprising at least one rail (10, 312, 314, 412, 414, 512, 514) extending along a track, and at least one transport vehicle (50) with at least one wheel (12, 12A) resting on the rail (10, 312, 314, 412, 414, 512, 514) with a tread surface (14) having a concave cross-section, characterized by , that the rail (10, 312, 314, 412, 414, 512, 514) in a curve of the track includes a curved section (10B) curved in a circular arc around a circle center point (M), and the wheel (12, 12A) at an inner contact point P I and an external contact point P A rests on the curve section (10B), with the inner contact point P I from the center of the circle (M) by a curve radius r I and from the axis of rotation (D) of the wheel (12, 12A) by a rolling radius R I is spaced apart and the outer contact point P Afrom the center of the circle (M) by a curve radius r A greater than r I and from the axis of rotation (D) of the wheel (12, 12A) by a rolling radius R A greater than R I is spaced apart. [2] Transport system (100, 200, 300, 400, 500) according to claim 1, characterized by , that between the curve radius r I and the rolling radius R I of the inner contact point P I and the curve radius r A and the rolling radius R A of the outer contact point P A The following relationship exists: RIRA=rIrA [3] Transport system (100, 200, 300, 400, 500) according to claim 1 or 2, characterized by , that the wheel (12, 12A) is exclusively at the inner and outer contact points P I , P A rests on the rail (10, 312, 314, 412, 414, 512, 514). [4] Transport system (100, 200, 300, 400, 500) according to any one of the preceding claims, characterized by, that the running surface (14) of the wheel (12, 12A) is mirror-symmetric with respect to a median plane S perpendicular to the axis of rotation (D). [5] Transport system (100, 200, 300, 400, 500) according to any one of the preceding claims, characterized by , that the transport vehicle (50) further comprises support rollers (52A, 52B) on both sides of the wheel (12, 12A). [6] Transport system (100, 200, 300, 400, 500) according to claim 5, characterized by , that the wheel (12, 12A) is arranged centrally on the transport vehicle (50) when viewed in the direction of travel. [7] Transport system (100, 200, 300, 400, 500) according to claim 5 or 6, characterized by , that the transport vehicle (50) comprises at least two groups of wheels (12, 12A) resting one behind the other on the rail (10, 312, 314, 412, 414, 512, 514), each group comprising at least one wheel (12, 12A). [8] Transport system (100, 200, 300, 400, 500) according to claim 7, characterized by, that each of the groups is mounted in a wheel bearing cassette (54, 54A) which is rotatably mounted on the transport vehicle (50) about an axis perpendicular to the rail (10, 312, 314, 412, 414, 512, 514). [9] Transport system (300, 400) according to claim 8, characterized by a rail system (310, 410) comprising a first rail (312, 412), at least a second rail (314, 414) and a rotating unit (316, 416) at an intersection point of the first rail (312, 412) and the second rail (314, 414), from which the second rail (314, 414) extends in a different direction than the first rail (312, 412), which rotating unit (316, 416) is configured to rotate a wheel bearing cassette (54, 54A) mounted on the rotating unit (316, 416) about its axis of rotation and to align it from one direction of extension of the first rail (312, 412) to the direction of extension of the second rail (314, 414). [10] Transport system (500) according to claim 8, characterized bya rail system (510) comprising a first rail (512), at least a second rail (514) and a rotating unit (516) at an intersection point of the first rail (512) and the second rail (514), from which the second rail (514) extends in a different direction than the first rail (512), which rotating unit (516) is configured to rotate the entire transport vehicle (50) in a state in which it is supported at least with its wheel bearing cassettes (54, 54A) on the rotating unit (516) about a common axis of rotation and to align its wheel bearing cassettes (54, 54A) from an extension direction of the first rail (512) to the extension direction of the second rail (514).

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