Transport system for loads

Abstract

The invention relates to a transport system (100, 200, 300, 400, 500) for loads, comprising: at least one rail (10, 312, 314, 412, 414, 512, 514) which extends along a travel path; and at least one transport vehicle (50) having at least one wheel (12, 12A) which rests on the rail (10, 312, 314, 412, 414, 512, 514) by means of a running surface (14) having a concave cross-section, characterised in that the rail (10, 312, 314, 412, 414, 512, 514) comprises, in a curve of the travel path, a curved portion which has a circular-arc curvature about a centre of curvature (M), and the wheel (12, 12A) rests on the curved portion at an inner contact point (PI) and an outer contact point (PA), wherein the inner contact point (PI) is spaced apart from the centre of curvature (M) by an inner curve radius (rI) and from the axis of rotation (D) of the wheel (12, 12A) by an inner rolling radius (RI), and the outer contact point (PA) is spaced apart from the centre of curvature (M) by an outer curve radius (rA) greater than (rI) and from the axis of rotation (D) of the wheel (12, 12A) by an outer rolling radius (RA) greater than (RI).

Description

[0001] Transport system for loads

[0002] The present invention relates to a transport system for loads, according to the preamble of claim 1.

[0003] Transport systems of this type are used in industry for the precise movement of large machines or machine parts, such as cranes, rotary printing press drums, and the like, and especially for transporting large and heavy assembly parts from one production station to the next. For example, in automotive manufacturing, so-called push-skid systems are used, which are platforms that run on such rail systems. Another example is the nacelles of wind turbines, which weigh several tons but can be moved relatively easily with the help of such assembly platforms.

[0004] Such transport systems are known, for example, from DE 43 18 383 CI and EP 2 890 625 B2. They each comprise rails held in support profiles embedded in a substrate 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 wheel treads are essentially adapted to the corresponding load-bearing surfaces on the free upper surfaces of the rails. While the rails in the aforementioned prior art have a circular cross-section and their free upper surfaces are therefore convex, the wheel treads have concave cross-sections.

[0005] One problem lies in implementing 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, since the rolling paths of the wheel are of different lengths on the inside and outside. This generates undesirable wear. At the same time, controlling the speed of the transport vehicle by controlling the angular velocity of the wheel becomes difficult, since the amount of slippage on the inner and outer surfaces of the curve is undefined. It is therefore an object of the present invention to improve a transport system of the type described above in such a way that the transport vehicle can travel around curves without excessive wear due to slippage between the wheel and the rail, and reliable speed control by means of the angular velocity of the wheel is possible.

[0006] This problem is solved according to the invention by a transport system with 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's center point M. The wheel rests on this curved section at an inner contact point Pi and an outer contact point PA. While the inner contact point Pi is located from the circle's center point M by a curve radius n and from the wheel's axis of rotation D by a rolling radius Ri, the outer contact point PA is located from the circle's center point M by a curve radius rA greater than n and from the wheel's axis of rotation D by a rolling radius RA greater than Ri.

[0008] The following relationships therefore apply: r A > r t and

[0009] R A > Ri

[0010] The rolling radii RA and Ri are therefore different on the inner and outer surfaces of the curve, unlike the prior art mentioned earlier, where both wheel and rail have a symmetrical cross-section and consequently the rolling radii are the same on the outside and inside of the rail. Due to the different rolling radii RA and Ri, the slippage occurring between the rail and wheel can be reduced, at least to a significant extent.

[0011] The term "contact points" refers here and throughout the application to the cross-section of the rail and wheel. If there is no contact outside these contact points Pi and PA, slippage can be completely avoided due to the relationship between the curve radii and the rolling radii according to the invention. Preferably, the following relationship exists between the curve radius n and the rolling radius Ri of the inner contact point Pi and the curve radius r and the rolling radius RA of the outer contact point PA:

[0012] Preferably, the wheel rests exclusively on the rail at the inner and outer contact points Pi and PA.

[0013] Preferably, the wheel's running surface is mirror-symmetrical with respect to a median plane perpendicular to the axis of rotation 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 established by an asymmetrical cross-section of the rail on the inner and outer surfaces of the curve. With a concave shape of the wheel's running surface, the outer contact point PA can then be positioned lower and at a greater distance from the wheel's plane of symmetry than the inner contact point Pi, which is correspondingly higher and closer to the plane of symmetry.

[0014] According to a further embodiment of the invention, the transport vehicle also includes 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 rails.

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

[0016] Preferably, in this case, the transport vehicle comprises at least two groups of front and rear wheels resting one behind the other on the rail, each group comprising at least one wheel. The load of the transport vehicle can thus be distributed across the groups of wheels arranged one behind the other. The support rollers mentioned above 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 that is rotatably attached to the transport vehicle about an axis perpendicular to the rail. In this case, the wheel bearing cassettes can rotate independently of each other.

[0018] Preferably, the transport system according to the invention comprises a rail system comprising a first rail, a second rail and a rotary 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 rotary unit is configured to rotate a wheel bearing cassette mounted on the rotary 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 and second rails. When 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, and the rotating unit can rotate until it has aligned the wheel bearing cassette with the second rail. As the transport vehicle continues its movement, 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 returns to its original position, in which it is aligned with the first rail, and the following wheel bearing cassette can enter the rotating unit. The alignment process described above is then repeated.The trailing wheel bearing cassette is rotated together with the rotating unit and aligned with the second rail. Then the leading and trailing wheel bearing cassettes have the same alignment along the direction of travel of the second rail, and the transport vehicle can continue its journey on the second rail.

[0020] During the above-described process of successive 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 and second rails can have different orientations relative to each other. For example, they can form an angle of 90°, or any other angle. The first and / or second rails do not necessarily have to end or begin at a rotating unit; the first rail can continue beyond the rotating unit in the same direction, while the second rail branches off from the first rail at the rotating unit at any angle.

[0022] According to a further embodiment of the invention, the transport system according to the invention comprises a rail system comprising at least a first rail, at least a second rail and a rotary 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 rotary unit is configured 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 rotary 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 include a rail section that can be aligned with the extension direction 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] Preferred embodiments of the present invention will be explained in more detail below with reference to the drawing.

[0025] Fig. 1A is a schematic representation of an embodiment of the transport system for loads according to the invention, comprising a top view of a rail section. Figs. 1B and IC are enlarged schematic cross-sections through various rail sections and a wheel of a transport vehicle;

[0026] Fig. 2 is a schematic top view of a rail and a transport vehicle in different positions along the rail;

[0027] Figs. 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 rotary unit for changing track between these rails, in various operating positions;

[0028] Figures 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 rotary unit for changing track between these rails, in various operating positions; and

[0029] Figures 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 rotary unit for changing track between these rails, in various operating positions.

[0030] 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, a curved section 10B adjoining it, and a second straight rail section 10C adjoining the other end of the curved section 10B.

[0031] The straight rail sections 10A and IOC are at a 90° angle to each other. The curved section 10B 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 IOC, thus changing its direction of travel by 90°. The successive rail sections 10A, 10B, and IOC therefore constitute a track for a transport vehicle (not shown here). The curved section 10B is curved in a circular arc around a circle's center point M and represents a quarter circle. An enlarged schematic cross-section of the curved section 10B is shown in Fig. 1B together with part of a wheel 12 of the transport vehicle. Fig. IC shows a corresponding schematic cross-section of the first straight curved section 10A and the second straight curved section IOC.Accordingly, the first straight curve section 10A and the second straight curve section IOC have identical cross-sections, which differ from the cross-section of curve section 10B.

[0032] The wheel 12 has a mirror-symmetric cross-section with respect to a median 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 tread 14 with a concave cross-section, which rests on the rail 10. In Fig. IC, it can be seen that the first and second straight rail sections 10A and IOC also have a symmetric cross-section with respect to the median plane S of the wheel 12. That is, the entire arrangement of the respective rail sections 10A and IOC with the wheel 12 running on them is mirror-symmetric.

[0033] The first and second straight rail sections 10A and IOC have a rectangular cross-section, while the wheel 12, with its tread 14, rests on two upper contact points Pi and P2 of the respective rail sections 10A and IOC. These upper contact points Pi and P2 correspond to the upper left and right corners of the cross-sections of the straight rail sections 10A and IOC.

[0034] In contrast, the curved section 10B of the rail 10 has an asymmetrical cross-section, as can be seen in Fig. 1B. Both the inner and outer surfaces of the curved section 10B are rectangular, with a rectangular cross-sectional area 16 on the inside of the curved section 10B, which is closer to the center of the circle M, being taller and narrower than the outer cross-sectional area 18. Consequently, the contact points Pi and PA of the tread 14 of the wheel 12 on the curved section 10B are also asymmetrical with respect to the central plane S of the wheel 12.

[0035] The contact points Pi and PA are shown together in Fig. 1B with their rolling radii Ri and RA. The axis of rotation D of the wheel 12 is horizontal. The wheel rotates with an angular velocity Q. The inner contact point Pi is spaced from the center of the circle M by a curve radius n and from the axis of rotation D of the wheel 12 by a rolling radius Ri. The outer contact point PA is spaced from the center of the circle M by a curve radius r, which is larger than the curve radius n of the inner contact point Pi. The outer contact point PA is spaced from the axis of rotation D of the wheel 12 by a rolling radius RA, which is larger than the rolling radius Ri of the inner contact point Pi.

[0036] In the representation of curve segment 10B in Fig. 1A, the curve radii ri and TA of the inner and outer contact points Pi and PA are shown together with the circle center M. Furthermore, the orbital velocity V of the contact points Pi and PA is 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.

[0037] The inner and outer contact points Pi and PA have the same angular velocities co with respect to their motion along the curve segment 10B around the circle's center M, but different linear velocities due to the different curve radii r > n. The outer contact point PA has a higher linear velocity VA than the inner contact point Pi, which has a linear velocity Vi, due to its greater distance (i.e., larger curve radius TA).

[0038] Since the wheel 12 with a uniform running surface 14 rests on the curve section 10B and consequently rotates about its axis of rotation D with a uniform angular velocity Q (see Fig. 1B), while moving about the center of the circle M along the curve section 10B with the angular velocity co, the following relationships must hold:

[0039] From these specifications for the respective angular velocities co and Q, the following relationships result for the curve radii and the rolling radii: co R] R A ff rj r A It follows:

[0040] RJ_ _ 22

[0041] (4)

[0042] RA r A

[0043] The equation (4) mentioned above is the condition that no slippage occurs between the inner contact point Pi and the outer contact point PA during the movement of the wheel 12 along the curve section 10B.

[0044] The relationship according to equation (4) strictly applies to a geometric point contact at the contact points Pi and PA between wheel 12 and curve section 10B. However, a reduction of the slip between the inside and outside of the rail or wheel 12 can already be achieved if the inner contact point Pi and the outer contact point PA are slightly widened to form a line or surface contact, which can occur in practice due to the pressure of the load of wheel 12 on the curve section 10B.

[0045] In connection with this embodiment, the avoidance 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 in transport vehicles that run in the usual way on a track comprising two parallel rail sections laid at a distance from each other, since the curve radii between the inner and outer rails differ much more significantly in this case, and the slippage between the wheels on the inner and outer curved sections of the rail is considerable.

[0046] An embodiment that avoids this problem by using a single rail 10 is discussed below.

[0047] 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, a curved section 10B adjoining it, and a second straight rail section 10C adjoining the curved section 10B. A transport vehicle 50 is shown on the rail 10 in three different positions: on the first straight rail section 10A, on the curved section 10B, and on the second straight rail section 10C.

[0048] The transport vehicle 50 comprises a front wheel 12, which runs ahead in the direction of travel F and, as shown in Fig. IC, runs on the first straight rail section 10A, and a rear wheel 12A, which runs in the same way on the first straight rail section 10A and is identical in design to the front wheel 12. Both wheels 12 and 12A are positioned centrally on the transport vehicle 50 when viewed in the direction of travel F, and the rail 10 extends centrally beneath the transport vehicle 50. The 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.

[0049] To prevent the transport vehicle 50 from tipping sideways, it includes lateral support rollers: a left-hand support roller 52A (viewed in the direction of travel F) and a right-hand support roller 52B (opposite it). These support rollers 52A and 52B do not run on rails, but rather on the surface adjacent to the left and right sides of the rail 10. They therefore require no guidance. 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 bear only a small and therefore negligible portion of the load. Consequently, they can be 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.

[0050] The wheels 12 and 12A are mounted in front and rear wheel bearing cassettes 54 and 54A, respectively, which are individually rotatable about an axis perpendicular to the rail 10 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 moves from the first straight rail section 10A into the curved section 10B, the wheel bearing cassettes 54 and 54A can follow the curve. Figure 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.

[0051] When the transport vehicle 50 leaves the curved section 10B on its further journey and reaches the second straight track section IOC, the front and rear wheel bearing cassettes 54 and 54A return to their starting position for a straight journey.

[0052] The cross-sections of the first and second straight rail sections IOA and IOC as well as of the curved section 10B correspond to the cross-sections shown in Fig. 1B and Fig. IC, just as the cross-section of the wheels 12 and 12A including the running surface 14 corresponds to the cross-sections in the first embodiment.

[0053] Figures 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 substrate such as a hall floor. A rotary unit 316 is provided at an intersection point between the first and second rails 312 and 314, 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 rotary unit 316 is designed as a turntable or the like and includes its own drive for rotation about a vertical axis, which in turn is perpendicular to the first rail 312 and the second rail 314.

[0054] The transport vehicle 50 is designed like the transport vehicle shown in Fig. 2 in connection with the transport system 200 and includes 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. Figs. 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.

[0055] In Fig. 3A, the transport vehicle 50 moves along the first rail 312, with its wheels 12 and 12A resting on the upper surface of the first rail 312 within the wheel bearing cassettes 54 and 54A, respectively, with their treads 14. The transport vehicle 50 approaches the intersection point until its front wheel bearing cassette 54 reaches the rotating unit 316.

[0056] The rotary unit 316 is then actuated and rotated 90° clockwise (as shown in the top view in Figs. 3A and 3B), while simultaneously the wheel bearing cassette 54 located on it is rotated by the same angle and thus aligned from the direction of extension of the first rail 312 to the direction of extension of the second rail 314. The state after completion of this rotation is shown in Fig. 3B.

[0057] As the transport vehicle continues its journey, the front wheel bearing cassette leaves the rotating unit 316 by continuing along the second rail 314, while the following rear wheel bearing cassette 54A approaches the rotating unit 316 on the first rail 312, as demonstrated in Fig. 3C. The base plate 50A of the transport vehicle 50 undergoes a gradual 90° clockwise rotation until the rear wheel bearing cassette 54A is positioned 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 on it, completes a further 90° clockwise rotation relative to the base plate 50A, so that it is also aligned with the direction of travel of the second rail 314. The transport vehicle 50 can then continue along the second rail 314, so that the following wheel bearing cassette 54 leaves the rotary unit 316. This is shown in Fig. 3E.

[0058] As shown in Fig. 3C, while 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 completes the rotation, the travel speeds of the wheel bearing cassettes 54 and 54A are controlled depending on the rotation angle of the transport vehicle 50.

[0059] Figures 4A, 4B, and 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 in Figure 4A moves from below towards the rotating unit 416. The first rail 412 thus extends to the rotating unit 416 and, with a section adjoining it, beyond in the same direction.

[0060] The rotary unit 416 is essentially designed like the rotary unit 316 described above, based on the rail system 310. When the transport vehicle 50 reaches the rotary unit 416, the wheel bearing cassette 54, which is moving forward in the direction of travel, moves onto the rotary unit 416. The transport vehicle 50 stops, and the rotary unit 416 rotates the wheel bearing cassette 54 by 45° counterclockwise (in the top view according to Fig. 4A), thereby also rotating the wheel bearing cassette 54 located on it by 45° and aligning it from the direction of extension of the first rail 412 to the direction of extension of the second rail 414.

[0061] The transport vehicle 50 is then moved further, so that the leading wheel bearing cassette 54 leaves the rotating unit 416 and enters 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.

[0062] The rotating unit 416 is then rotated 45° together with the wheel bearing cassette 54A located on it, until the rear wheel bearing cassette 54A is aligned from the direction of extension of the first rail 412 to the direction of extension of the second rail 414. The transport vehicle can then continue its journey on the second rail 414, as shown in Fig. 4C.

[0063] To enable the lateral support rollers 52A, 52B to traverse 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 in the substrate, or gaps can be provided in the rails 312, 314, 412, 414. It is also possible to install the support rollers 52A, 52B with level control so that they can be raised to traverse a rail 312, 314, 412, 414. Figs. 5A, 5B and 5C show 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 enclose an angle of 45° to each other, such that the second rail 514 branches off to the left from the first rail 512 in this angle in the direction of travel.The branch is located at a rotating unit 516 in the track of the first rail 512, which extends further beyond the rotating unit 516.

[0064] In contrast to the preceding embodiments, the rotary unit 516 is here designed as a turntable of a size that allows the transport vehicle 50 (which is designed as in the preceding embodiments) including both wheel bearing cassettes 54 and 54A and the support rollers 52A, 52B to be accommodated. For this purpose, a rail section 518 extends over the entire diameter of the rotary unit 516.

[0065] In the situation shown 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 with the extension direction of the first rail 512 and its ends connect to the sections of the first rail 512 that extend beyond the rotating unit 516. This allows the leading wheel bearing cassette 54 to travel along the rail section 518, as shown in Fig. 5A. As 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 positioned on the rotating unit 516.The rotary unit 516 is then rotated at an angle of 45° counterclockwise (in the top view) until the rail section 518 of the rotary unit 516 is aligned with and connected to the extension direction of the second rail 514. This situation is shown in Fig. 5B.

[0066] 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. In this embodiment, the transport vehicle 50 is rotated as a whole, so that rotation of the wheel bearing cassettes 54 and 54A relative to the base plate 50A is not necessary, and no provisions need to be made to allow the support rollers to travel over the rails 512 and 514. 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 the rotation of the transport vehicle 50.

Claims

Patent 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) bearing on the rail (10, 312, 314, 412, 414, 512, 514) with a tread surface (14) having a concave cross-section, characterized in that the rail (10, 312, 314, 412, 414, 512, 514) in a curve of the track comprises a curved section curved in a circular arc around a circle center (M), and the wheel (12, 12A) is connected at an inner contact point Pi and a outer contact point PA rests on the curved section, wherein the inner contact point Pi is spaced from the center of the circle (M) by a curve radius n and from the axis of rotation (D) of the wheel (12, 12A) by a rolling radius Ri, and the outer contact point PA is spaced from the center of the circle (M) by a curve radius r greater than n and from the axis of rotation (D) of the wheel (12,12A) is spaced apart by a rolling radius RA greater than Ri.

2. Transport system (100, 200, 300, 400, 500) according to claim 1, characterized in that the following relationship exists between the curve radius n and the rolling radius Ri of the inner contact point Pi and the curve radius r and the rolling radius RA of the outer contact point PA:

3. Transport system (100, 200, 300, 400, 500) according to claim 1 or 2, characterized in that the wheel (12, 12A) rests exclusively on the rail (10, 312, 314, 412, 414, 512, 514) at the inner and outer contact points Pi, PA.

4. Transport system (100, 200, 300, 400, 500) according to one of the preceding claims, characterized in that the running surface (14) of the wheel (12, 12A) is mirror-symmetrical with respect to a median plane S perpendicular to the axis of rotation (D).

5. Transport system (100, 200, 300, 400, 500) according to one of the preceding claims, characterized in 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 in 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 in that the transport vehicle (50) comprises at least two groups of front and rear wheels (12, 12A) suspended 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 in 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 comprising a first rail (312, 412), at least one second rail (314, 414) and a rotary unit (316, 416) at an intersection point of the first rail (312, 412) and the second rail, from which the second rail (314, 414) extends in a different direction than the first rail (312, 412), which rotary unit (316, 416) is configured to rotate a wheel bearing cassette (54, 54A) mounted on the rotary unit (316, 416) about its axis of rotation and to align it from an extension direction of the first rail (312, 412) to the extension direction of the second rail (314, 414).

10. Transport system (500) according to claim 7 or 8, characterized by a rail system (512) comprising a first rail (512), at least one second rail (514) and a rotary 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 designed 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 one direction of extension of the first rail (512) to the direction of extension of the second rail (514).

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