EP0729420B1 - Rail mounted transport system - Google Patents

Abstract

PCT No. PCT/EP94/03772 Sec. 371 Date Apr. 18, 1996 Sec. 102(e) Date Apr. 18, 1996 PCT Filed Nov. 14, 1994 PCT Pub. No. WO95/14599 PCT Pub. Date Jun. 1, 1995The rail-type conveyor system contains self propelling container trucks which circulate between stations and are provided with unlockable unloading device. Each of the stations is termed with at least one stopping point and have a receiving device for accepting the material conveyed. Each stopping point contains a section of rail corresponding to the length of the container truck, with rail parts which engage laterally in a C-shape around the tracks wheels of the container truck. The rail section is mounted so as to be pivotable about a pivot axis in order to unload the container truck on one longitudinal side and is pivotable towards the unloading side.

Description

The invention relates to a rail-bound conveyor system according to the preamble of claim 1.

Rail-bound conveyor systems have been known for many years, for example from CH-PS 496 603. This conveyor system contains transmitting and receiving stations, the container conveyor cars being loaded by hand at the transmitting stations, provided with the target code and sent. At the receiving station, the container trolleys must also be unloaded by hand again and either reloaded or sent empty to a collection station. An operator is therefore always required for loading and unloading and if this is missing, the container trolley has to wait at the station and is blocked for further use. Waiting container trolleys can also block the station by preventing further container trolleys from entering due to their busy message.

From DE-PS 24 47 294 a similar conveyor system for files is now known, which eliminates the disadvantages described above in that loading means for introducing material to be conveyed into the container conveyor are arranged above the stations. For unloading, the containers of the container trolleys are equipped with bottom flaps that open the Deliver the material to the collecting container at the stations. However, it is disadvantageous that the containers cannot be attached above the chassis of the container trolleys, but only to the side of them, so that the bottom flap remains free. This leads to a complicated construction, which due to the lateral arrangement of the container on the chassis causes unfavorable, because asymmetrical power relationships and requires a wide lane.

The object of the invention is to improve a rail-bound conveyor system of the type mentioned in order to avoid the disadvantages mentioned.

The object is achieved according to the invention by the characterizing features of claim 1.

By pivoting the rail section and thus also the container conveyor on it, the latter is brought into an inclined position, which causes the unloading. As a result, the container conveyor can be arranged directly above the conveyor, as usual, which results in the known symmetrical structure, which enables an even distribution of forces. This simplifies the construction. In particular, this enables a narrow construction, whereby the space requirement for the lane can be kept optimally small.

Advantageous embodiments of the conveyor system are described in claims 2 to 14.

There are numerous possibilities for triggering the pivoting movement, claim 2 describing a particularly simple solution that is triggered by the drive of the trolley itself, so that no additional drive is required. Claim 3 describes another Possibility of pivoting the rail piece, wherein according to claim 4, the station can be provided with an additional electric drive motor. A particularly simple solution also describes claim 5, wherein the moving container conveyor can serve to drive the pivoting device.

The lifting member required for lifting or pivoting the rail section can also be designed in various variants, for example according to claim 6 as a cam, according to claim 7 as a rack and according to claim 8 as a pivot lever.

The unloading means of the container trolleys can be designed in many different forms, for example as a swing-out side wall part according to claim 9 or as a swing-out container according to claim 10, these swinging out and swinging movements being carried out by swinging up the rail piece at the stopping point of the receiving station.

The transmitting and / or receiving stations can be designed in a very varied manner in a known manner, as is specified, for example, in claims 12 to 14.

For the control of the loading and unloading processes at the sending and / or receiving stations as well as on the container conveyor, there are numerous different configurations from purely mechanical switching elements to electro-optical switching elements and software control of the trolley. Such switching means are available in large numbers in the existing rail-bound conveyor systems of the known type and can be derived from there without further ado for the present case.

Figur 1

eine zum Be- und Entladen ausgestaltete Sende- und Empfangsstation in Form einer einfachen Rückeinschleusstation, in schaubildlicher Darstellung;

Figur 2

einen Behälterförderwagen an der Sende-/Empfangsstation der Figur 1 in Ansicht quer zur Schienenrichtung;

Figur 3

den Halteplatz der Station der Figur 1 in Ansicht von der Entladeseite;

Figur 4

den Halteplatz der Station der Figur 1 in Draufsicht;

Figur 5

den Halteplatz der Station der Figur 1 im Querschnitt;

Figur 6

eine Haltestation mit abgewandeltem Antrieb in der Ansicht analog zu Figur 5;

Figur 7

eine Haltestation mit den Schaltmitteln in Ansicht auf der Entladeseite abgewandte Längsseite;

Figur 8

den Halteplatz im Schnitt VIII-VIII der Figur 7;

Figur 9

einen weiteren Halteplatz in Ansicht auf die der Entladeseite abgewandte Längsseite, teilweise geschnitten;

Figur 10

den Halteplatz der Figur 9 in Ansicht auf die Entladeseite;

Figur 11

den Halteplatz der Figur 9 im Schnitt XI-XI;

Figur 12

den Halteplatz der Figur 11 bei hochgeschwenktem Schienenstück;

Figur 13

einen weiteren Halteplatz in Ansicht auf die Entladeseite und teilweise geschnitten;

Figur 14

den Halteplatz der Figur 13 im Schnitt XIV-XIV;

Figur 15

einen weiteren Halteplatz in Ansicht auf die der Entladeseite abgewandte Seite;

Figur 16

den Halteplatz der Figur 15 im XVI-XVI bei hochgeschwenktem Schienenstück;

Figur 17

einen weiteren Behälterförderwagen mit ausschwenkbarem Behälter, in Ansicht quer zur Fahrrichtung;

Figur 18

einen weiteren Behälterförderwagen mit ausklappbaren Wandteilen zum Beund Entladen in Ansicht quer zur Förderrichtung;

Figuren 19 bis 22

verschiedene Verriegelungsvorrichtungen zur Sicherung öffenbarer Teile des Behälters;

Figur 23

eine im Förderweg des Behälters anzuordnende Andrückrolle zur Unterstützung des Verriegelns; und

Figur 24

eine als Durchlaufstation ausgebildete Empfangsstation, in schaubildlicher Darstellung.

Exemplary embodiments of the object of the invention are described in more detail below with reference to the drawings, in which:

Figure 1

a transmitting and receiving station designed for loading and unloading in the form of a simple return station, in a diagram;

Figure 2

a container conveyor at the transceiver station of Figure 1 in a view transverse to the rail direction;

Figure 3

the stop of the station of Figure 1 in view from the unloading side;

Figure 4

the stop of the station of Figure 1 in plan view;

Figure 5

the stop of the station of Figure 1 in cross section;

Figure 6

a holding station with a modified drive in the view analogous to Figure 5;

Figure 7

a holding station with the switching means in view on the long side facing away from the unloading side;

Figure 8

the stop in section VIII-VIII of Figure 7;

Figure 9

another stopping point in view of the long side facing away from the unloading side, partially cut;

Figure 10

the stopping place of Figure 9 in view of the unloading side;

Figure 11

the stop of Figure 9 in section XI-XI;

Figure 12

the stopping place of Figure 11 with the rail piece pivoted up;

Figure 13

another stopping point in view of the unloading side and partially cut;

Figure 14

the stop of Figure 13 in section XIV-XIV;

Figure 15

another stop in view of the side facing away from the unloading side;

Figure 16

the stopping place of FIG. 15 in the XVI-XVI with the rail piece pivoted up;

Figure 17

another container trolley with swing-out container, in view transverse to the direction of travel;

Figure 18

another container conveyor with fold-out wall parts for loading and unloading in a view transverse to the direction of conveyance;

Figures 19 to 22

various locking devices for securing openable parts of the container;

Figure 23

a pressure roller to be arranged in the conveying path of the container to support the locking; and

Figure 24

a receiving station designed as a continuous station, in a diagram.

FIG. 1 shows a station S which is designed as a reinsertion station in accordance with CH-PS 496 603 and whose rail track 2 is connected to vertical rail tracks 6, 8 via a switch 4. In addition, a further rail section 10 can be assigned to the rail track 2 on the opposite side of the switch 4 as a storage space. In the example shown, the station S contains only one stopping place H for a container trolley B and is designed for both loading and unloading. The station could also have two or more cold places. The station contains delivery means 12 which comprise a delivery magazine 14 which is provided with a bottom 16 which opens downwards. The latter faces an openable cover 18 of the container trolley B. The cover is designed to be divided in the longitudinal direction, the cover parts 20, 22 being pivotable inward and being biased against stops 24 in the closed position by means of a spring (not shown), as can be seen in FIG. 2.

However, the station is also designed as a receiving station and contains corresponding receiving means 26, which, as shown, are arranged under the delivery means 12 or can be arranged downstream of these. These receiving means contain a collecting basket 28, which can be designed with a fill level indicator, not shown, for example a light barrier, for monitoring the fill level. The receiving means 26 also contain a rail piece 30 which is mounted on the unloading side so as to be pivotable about a pivot axis 32. The rail section 30 contains, in a known manner, two busbars 34, 36 and a control rail 38 for controlling the container trolley B. This control rail 38 can at the same time also be used to control a drive 40 of the cold place H, the motor 41 of which is coupled to a lifting member 42 via a transmission , which serves to pivot the rail piece 30 up. In the example shown, the lifting member is designed as a control cam which interacts with the underside 44 of the rail piece 30. In the pivoted-out state, the container trolley interacts with a switching element (for example, analogous to switching element 82 in FIG. 7), which releases a locking device V, which releases a pivotable side wall 46, which is articulated on the upper part of the container 48 via a hinge 50. By opening the side wall 46, the material to be conveyed can slide out of the container 48 into the collecting basket 28. The emptying movement is supported by a bottom 52 in the container which is inclined towards the unloading side. After the container 48 has been emptied, the drive 40 is switched on by means not shown in detail in order to pivot the rail piece 30 back into the starting position. The side wall 46 closes at the same time and is locked by means of the locking device V. The container is now ready for further tasks and can take over new conveyed goods from the delivery means, for example, or the target code can be automatically switched to a collecting station in a manner not shown are caused, whereby the container conveyor B to automatically leave the station and start the collection station.

FIGS. 3 to 5 again show details of the stopping place H of the station S in FIGS. 1 and 2. The pivot axis 32 formed by bolts 54 can be seen. The bolts 54 are fastened in the frame 56 and engage in openings 58 in angle iron 60, to which the rail piece 30 is fastened. Figures 3 to 5 also illustrate the drive 40 attached to the frame 56 with the cam 42 designed as a cam, which interacts with the underside 44 of the rail section 30.

FIG. 6 shows a further embodiment of a drive 62 which is fastened to the frame 56. This drive contains a motor 64 with a gear 66, which is coupled to a lifting member 68, which is designed as a rocker arm and interacts with the underside 44 of the rail piece 30.

FIGS. 7 and 8 show another embodiment of the stopping place H1 of a station S1 and in particular control means for controlling the swiveling movement. The drive 70 connected to the frame 56 contains a motor 72 which is coupled via a gear 74 to a lifting member 76, which in turn is designed as a cam. Instead of the cam disc, the drive could also include a toothed pinion which interacts with a toothed rack which could interact with the underside of the rail section 30. On the rail section 30, angle profiles 78 are fastened on the side facing away from the swivel axis 32 and form stops 80 at their free end, which limit the swivel path of the rail section. In the pivoted-out state, the stop 80 interacts with a switching element 82 which is the Locking device unlocked and the drive 70 is temporarily interrupted until a container of the container conveyor is emptied. The drive 70 is then switched on again and the rail piece 30 returns to the starting position under the influence of the tension springs 84 arranged between the angle profile 78 and the frame 56. Here, the rail piece 30 interacts with a switching element 86 which switches off the drive 70 and triggers the further functions which have already been described above.

FIGS. 9 to 12 show a further stopping point H2 of a station S2, which is preferably designed as a terminus, so that a container conveyor B1 can travel against a fixed stop 88. It is thereby possible that the drive 90 of the container conveyor B1 can also be used as a drive 91 of a lifting member 92 in order to pivot the rail section 30 about the pivot axis 32. For this purpose, a gear 96, which is connected to the drive 90 and interacts in certain sections with a rack of the rail, meshes with a gear 98 at the stop H2, which is coupled to the lifting member 92. If a container conveyor B1 now enters the stopping place H2, it is in contact with the stop 88 with an impeller 100, which is arranged such that the gear wheels 96 and 98 are in engagement. With the drive 90 switched on, the gear 96 now actuates the gear 98 of the rail section 30 and pivots the lifting member 92 until the rail section 30 is pivoted out and the stop 80 is present on the switching member 82. The switching element 82 can also serve here to interrupt the drive 90 and can also trigger the functions already described above. By switching the direction of rotation of the drive 90, the lifting member 92 can be pivoted back into the original position and thus also the rail piece 30 assume the original position in which the switching element 86 is actuated, which the ones described above Can trigger functions.

FIGS. 13 and 14 show a further exemplary embodiment of the drive 102 of a stopping point H3 and a station S3, which is designed analogously to the drive 91 of the stopping point H2 of the station S2 in FIGS. 9 to 12, but with the gear 96 of the drive 90 of the container conveyor B1 does not interact with a gear 98, but with a toothed belt 104 which is guided over various deflection rollers 106 and interacts with a gear 108 which is coupled to the lifting member 110. The lifting member 110 is in turn designed as a cam disc and interacts with a support plate 112 of the frame 56.

FIGS. 15 and 16 show another particularly simple exemplary embodiment of a stopping place H4 at a receiving station S4. The drive 114 for pivoting the rail section 30 has a lever 116 which is rotatably mounted on an axis 118 on the pivotable rail section 30. The lever 116 includes at its upper end an arm 120 which protrudes into the path of the container trolley B and is actuated by the latter. The lever is designed as a toggle lever, the second lever acting as a lifting member 122 which interacts with a support plate 124 on the frame 56. As can be seen from FIG. 15, the lever 116 is flipped over by an arriving container trolley B, the lifting member 122 pivoting the rail section 30, as can be seen from FIG. 16. After the unloading process has ended, the lever 116 can return to the starting position by rotating the drive direction of the container trolley and thereby pivot the rail piece 30 back.

FIG. 17 shows a further container conveyor wagon B2 with a container 126, which has a longitudinal axis 128 at its upper end on the side facing away from the unloading side is pivotally attached to a frame 130. By pivoting the rail piece at a receiving station (not shown) in the manner already described, the container 126 swings out onto the unloading side, as is shown in FIG. 17. During or after reaching the swiveled-out position, the bottom 132 is unlocked and unfolds, as is indicated by dash-dotted lines in FIG. 17. After emptying, the bottom 132 is closed and locked again by pivoting the container 126 back. Since the bottom 132 faces the frame 130, the bottom 132 is also secured against unwanted opening when the container 126 is pivoted in. At the upper end of the container 126 there is a cover 134 which, after unlocking at a transmitting station, enables the container to be loaded.

FIG. 18 shows a further container trolley B3, the container 136 of which has on one long side a side wall 140 which can be pivoted about a lower axis 138 and which is also provided on the sides with side wall parts 142 which partially cover the end walls 144. For loading, the side wall 140 is tipped out (as shown in dash-dotted lines) and thus forms a lateral opening in the upper region, which enables the container to be loaded. A base 146 is also attached to the side wall 140 and, when the side wall 140 is closed, tilts towards the unloading side. On the unloading side, the side wall 148 is fastened pivotably about an upper axis 150 and is also provided with side wall parts 152, which in turn interact with the end walls 144. For unloading, the side wall 148 is pivoted out by pivoting the rail section at the station (as shown in dash-dot lines) and forms a downward opening for ejecting the conveyed material. Usual locking devices keep the side walls 140, 148 in the closed position during transport.

Figures 19 to 22 show different locking devices V1, V2, V3, V4 for opening wall and lid parts of the container.

The locking device V1 of FIG. 19 shows a snap member 154 in the form of a simple one-armed lever 158 which is pivotally mounted about an axis 156 and which is pretensioned in the locked position by means of a spring 160. In the locked position, the lever 158 abuts an extension 162 on a plunger 164 of an actuating device 166, which is an electromagnet, for example. The snap member contains a hook 168 with a run-up surface 170 and interacts with a hook 172 which is arranged on a pivotable wall part 174. By means of the actuating device 166, the snap member 154 is pivoted into the release and releases the hook 172 and thus the wall part 174.

The locking device V2 of FIG. 20 corresponds to that of FIG. 19, the snap member 176 being designed as a two-armed lever, on one arm 178 of which the hook 168 is formed and on the other arm 180 the spring 160 engages.

FIG. 21 shows a further locking device V3, in which a latch lug 184 is fastened to a swing-out wall part 186 by means of an actuating device 182, for example an electromagnet. The latch nose 184 is in the locked state on a holding member 188 which is articulated on the frame 56 under the influence of a biasing spring 190 pivotable about an axis 192. The latch lug 184 and the holding member 188 have run-up surfaces 196 and 198, which enable the latch lug 184 to snap into the holding member 188 automatically.

FIG. 22 shows a further locking device V4 with two snap members 200, 202, which engage with mutually facing locking lugs 204, 206 in mutually facing locking recesses 208, 210, which are arranged, for example, on a pivotable wall part 212. The snap members 200, 202 are designed as toggle levers, the knees 214 of which are pivotably mounted on bolts 216. The snap members each have an arm 218, 220 facing one another, which are connected to one another in an articulated manner by means of a pin 222, an actuating device 224 acting on this pin. A biasing spring 226 biases the snap members 200, 202 outward and ensures that the locking lugs 204, 206 are locked in the locking recesses 208, 210. On the latching lugs 204, 206 and the latching recesses 208, 210 there are in turn run surfaces 228, 230 which ensure an independent locking.

FIG. 23 shows a securing device 232 to be arranged at the outlet of a station, which has a foam roller 236 rotatably mounted on an axis 234. This securing device 232 is arranged next to the track for the container trolleys in such a way that it interacts with that part of the container which can be swung out for loading and unloading. The foam roller 236 is now positioned in such a way that it presses the corresponding pivotable part into the latched position as the container conveyor truck drives past, in order to ensure that the latched state is actually assumed.

FIG. 24 shows a receiving station designed as a continuous station S5, which has a rail loop 238 which is connected to the rail lines 6, 8 via a switch 4. The station can have one or more stopping places, in the present example four stopping places H5, H6, H7, H8 are shown, each of which has a pivotable rail section 30 and a collecting basket 28 are assigned. Since the individual stopping places here are not designed as end stations, drives according to FIGS. 3 to 8 are preferably suitable for driving the pivotable rail piece 30. After unloading, the container conveyors can leave the stopping place and, if necessary, be temporarily stored in the upper section 240 of the rail loop 238 until the switch 4 is switched to continue. The rail section 240 can, however, also be run through in the opposite direction and thereby serve as a waiting memory for incoming container trolleys until a stopping place is free. The pass-through station can also be provided in a manner not shown, analogously to station H in FIG. 1, with one or more dispensing means which are arranged above or offset from the stopping places H5, H6, H7, H8. The container conveyors temporarily stored in the upper rail section 240 can then first be fed to a delivery means for loading, before they are dispatched or called up into the route network.

The loading and / or unloading process at the transmitting and / or receiving stations and at the container conveyor can be controlled in a variety of ways known per se, from the simplest mechanical switching elements to electrical switching elements to fully automatic program control. Such control means are known several times for rail-based conveyor systems of the type mentioned for other purposes and can be derived easily for the present invention.

Since the container trolleys are automatically loaded and / or unloaded at the sending and / or receiving stations, the empty container trolleys can be re-introduced directly into the conveyor system, where they can either be fed to a collection point and there in a waiting position stand or can take on a task directly at another station. A conveyor system designed in this way becomes much more efficient since the container conveyor cars are processed faster and are immediately available again for further tasks, so that the same capacity can be achieved with fewer container conveyor cars as with the known conveyor systems. In addition, the individual stations are no longer blocked by waiting container trolleys, so that the economy and flexibility of such a conveyor system are also significantly increased. This automation makes it possible, depending on the design of the conveyor system, to save up to 50% of the container trolleys previously required.

REFERENCE SIGN LIST

B to B3

Container conveyor

H to H8

Stopping place

S to S5

station

V to V4

Locking device

2nd

Rail track

4th

Switch

6

vertical rail track

8th

vertical rail track

10th

Track piece, storage space

12th

Dispensing agent

14

Dispensing magazine

16

ground

18th

cover

20th

Cover part

22

Cover part

24th

attack

26

Means of reception

28

Collecting basket

30th

Track piece

32

Swivel axis

34

Track

36

Track

38

Control rail

40

drive

41

engine

42

Lifting link

44

bottom

46

Side wall

48

container

50

hinge

52

ground

54

bolt

56

frame

58

opening

60

Angle iron

62

drive

64

engine

66

transmission

68

Lifting link

70

drive

72

engine

74

transmission

76

Lifting link

78

Angle profile

80

attack

82

Switching element

84

Tension spring

86

Switching element

88

attack

90

drive

91

drive

92

Lifting link

94

Track piece

96

gear

98

gear

100

Wheel

102

drive

104

Timing belt

106

Pulley

108

gear

110

Lifting link

112

Support plate

114

drive

116

lever

118

axis

120

poor

122

Lifting link

124

Support plate

126

Container v. B2

128

Longitudinal axis

130

frame

132

ground

134

cover

136

container

138

lower axis

140

Side wall

142

Side wall part

144

Front wall

146

ground

148

Side wall

150

upper axis

152

Side wall part

154

Snap link

156

axis

158

lever

160

feather

162

approach

164

Pestle

166

Actuator

168

hook

170

Ramp area

172

hook

174

Wall part

176

Snap link

178

poor

180

poor

182

Actuator

184

Trap nose

186

Wall part

188

Retaining link

190

feather

192

axis

196

Ramp area

198

Ramp area

200

Snap link

202

Snap link

204

Latch

206

Latch

208

Notch

210

Notch

212

Wall part

214

knee

216

bolt

218

poor

220

poor

222

bolt

224

Actuator

226

feather

228

Ramp area

230

Ramp area

232

Safety device

234

axis

236

Foam roll

238

Rail loop

240

Rail section

Claims (14)

1. Rail mounted transport system having despatching and receiving stations and with self propelling container trucks, wherein the container trucks (B,B1,B2,B3) have unlockable loading (18,20,22,134,138,140) and/or unloading means (46,126,132,150,152) and the despatching (S1) and/or receiving stations (S1,S2,S3,S4,S5) have at least one stopping point (H1,H2,H3,H4,H5,H6,H7,H8) with delivery (12) and/or receiving means (26) for automatic loading and/or unloading, characterised in that each stopping point (H to H8) of the receiving station (S to S5) has a rail section (30) corresponding substantially to the length of the container truck (B to B3) with rail portions which engage with a C-shape around the side of the track wheels of the container truck, the rail section (30) being pivotably mounted on a longitudinal side, towards the unloading side, about a pivot axis (32) so that the unloading means can be opened towards receiving means (28).
2. Transport system according to claim 1, characterised in that the stopping point of the receiving station has a drive (40,62,70,91,102,114) which can be actuated by a container truck for unloading, with a lifting member (42,68,76,92,110,122) for pivoting the rail section (30).
3. Transport system according to claim 2, characterised in that the container truck (B2) has a drive gear wheel (96) which cooperates over certain distances with a rack in the rail and which interacts at the stopping point (H2,H3) of the receiving station (S2,S3) with a gear wheel (98) or a toothed belt (104) which is coupled, in a driving relationship, with a lifting member (92,110) for pivoting the rail section (30).
4. Transport system according to claim 3, characterised in that the drive (40,62) has a stationary electric motor (41,64).
5. Transport system according to claim 3, characterised in that the stopping point of the receiving station has a pivotable actuating lever (116,120) projecting into the path of travel of the container truck, said lever being coupled to a lifting member (122) for pivoting the rail section (30).
6. Transport system according to one of claims 2 to 5, characterised in that the lifting member (42,68,76,92, 110) is a cam arranged between the chassis (56) and the pivotable rail section (30).
7. Transport system according to one of claims 2 to 5, characterised in that the lifting member (76) is a rack which is arranged between the chassis (56) and the pivotable rail section (30).
8. Transport system according to one of claims 2 to 5, characterised in that the lifting member (68,122) is a pivot lever which is arranged between the chassis (56) and the pivotable rail section (30).
9. Transport system according to one of claims 1 to 8, characterised in that the unloading means of the container trucks comprise a side wall section (46,148) pivotably hinged to the upper part of the container (48, 136) on a longitudinal side, this side wall section being capable of swinging out towards the unloading side at the lower end, in its unlocked state, whilst the base (52,146) of the container (48,136) is preferably inclined towards the unloading side.
10. Transport system according to one of claims 1 to 8, characterised in that the unloading means of the container truck (B2) comprise a container (126) pivotably mounted on an upper longitudinal edge (128), this container being capable of swinging out towards the unloading side and the base (132) thereof being capable of folding out.
11. Transport system according to claim 2 or 3, characterised in that the container truck (B1) abuts on a fixed, optionally retractable abutment (88) for the purpose of unloading at the receiving station (S2).
12. Transport system according to one of claims 1 to 11, characterised in that it comprises despatching and/or receiving stations (S5) having a plurality of stopping points (H5,H6,H7,H8) for automatic loading and/or unloading.
13. Transport system according to one of claims 1 to 12, characterised in that it comprises despatching and/or receiving stations constructed as reverse entry stations (S).
14. Transport system according to one of claims 1 to 12, characterised in that it comprises despatching and/or receiving stations constructed as through-stations (S5) having a rail loop (238), the lower part of the loop comprising stopping point (H5,H6,H7,H8) of the despatching and/or receiving stations whilst the upper rail section (240) contains waiting locations for container trucks which have to be stored temporarily.

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