EP3458353B1 - Transport system - Google Patents

Description

The invention relates to a transport system for moving at least one automated maintenance device for large, substantially vertical surfaces, such as ship hulls, with a freely deployable monorail system and at least one drive device which is movable on the monorail system along a direction of movement, wherein the at least one drive device with a drive unit at least one impeller, wherein the impeller is driven by at least one preferably electric drive, and further provided at least one Anpresseinheit, which is in communication with the drive unit.

In many areas of technology large-area surfaces, such as steel, have to be examined and processed. In particular, hulls at regular intervals must be protected against corrosion, this old paint removed and new must be applied. For this task maintenance devices are used, as for example in the EP 2 651 754 B1 the applicant are described. These maintenance devices are usually moved on rails along these hulls in the docks where the ships are inspected and overhauled. Usually, the rail systems are usually rigid, so mounted form-fitting on the dock or arranged within a track bed, so that the maintenance facility must compensate for differences in the distance between the rail system and surface to be machined. However, since the size and / or shape of the ships vary, and further arises in particular at the bow and stern of the ship an increasing distance between the maintenance device and the hull, the maintenance facility must compensate for such rail systems according to the prior art, this distance, which stabilizes the Maintenance device in operation extremely difficult. Such rail systems are thus extremely inflexible.

Another maintenance device of the type mentioned can the JP 2002-021321 A1 be removed, which has a drive unit with an impeller and a Anpress unit.

The moving on rails maintenance devices usually have a high weight. Furthermore, due to their mostly crane- or tower-like construction during maintenance work, they always have a center of gravity that always shifts towards the rails, which is usually located far away from the ground. However, this causes a large moment of force on the rail system, so always the risk of shifting or lifting the Rail exists. This leads in the further consequence to an instability of the maintenance device, in particular if it is moved along the rail.

It is therefore an object of the invention to eliminate the disadvantages of the prior art and to provide a transport system that allows a repetitive and controlled moving a load, such as a maintenance device along a free-laid rail.

This object is achieved by a transport system of the type mentioned above in that the at least one Anpresseinheit has at least one loading roller which is pressed on at least one spring element to the monorail system, and / or a fixing device is arranged on the drive unit, wherein a fixing provided is that interacts with the monorail system.

The drive device is adapted to increase the friction between the non-positively anchored monorail system and its base when driving on a heavy load, in particular a maintenance device.

The pressing unit according to the invention has the task to press the rail section before and after the drive unit (as seen in the direction of movement) on the ground and to prevent lifting or moving the monorail system. By the drive device according to the invention, a vertical position change is prevented by lifting and / or a horizontal position change in the form of displacements of the monorail system by load on the monorail system. The at least one spring element of the pressing unit in this case presses the loading roller onto the rail surface which runs parallel to the ground. Thus, the pressing unit acts vertically on the rail portion to ensure the required stability of this rail portion in the immediate vicinity of the drive device and the maintenance device thereon.

On the drive unit, a fixing device is additionally or alternatively arranged, wherein a fixing roller is provided, which cooperates with the rail for directional fixing of the drive device according to the invention. This fixing device acts essentially in a plane parallel to the ground and is in particular in contact with a rail flank. A significant advantage of the fixing device according to the invention is that it prevents twisting or twisting of the rail section due to high shear forces caused by the load arranged on the drive device.

In order to stabilize the position of the pressing unit on the monorail system, it is provided in a preferred embodiment of the invention that the at least one pressing unit is in contact with the monorail system via at least one, preferably two guide wheels. These guide wheels are arranged in a plane parallel to the ground and are in frictional contact with the flank of the rail section.

The at least one pressing unit is preferably in articulated connection with the drive unit. If the drive device is moved along the monorail system, then the pressing unit is arranged either in front of the drive device or following it, depending on the direction of movement. Since the monorail system laid on the ground usually does not run in a straight line but follows, for example, the ship's contours, the articulated connection between the drive unit and the pressing unit allows a flexible method of the device according to the invention along a curved track rail system.

The movement of the drive device on the monorail system is improved even further in a further embodiment of the invention if the at least one pressing unit is connected to the drive unit via a pivot arm with one, preferably two pivot axes.

Controlled and reliable movement of the load mounted on the drive device is further improved in that in a preferred embodiment of the invention the drive unit is additionally in contact with the monorail system via at least one, preferably two guide rollers, the axis of rotation of the at least one, preferably two guide rollers is aligned substantially normal to the axis of rotation of the impeller of the drive unit. Thus, the impeller of the drive unit is in frictional contact with the rail surface, while the at least one guide roller of the drive unit is in contact with a rail flank.

The operation of the fixing device according to the invention is further improved if it has at least one, preferably two pivotable stabilizing rollers which cooperate with the monorail system.

In this case, it is particularly preferably provided that the at least one, preferably two pivotable stabilizing rollers can be pressed against the rail section via an adjusting device, preferably via at least one hydraulic cylinder. Depending on the direction of movement, the stabilizing roller which precedes the fixing roller is pressed against the rail flank in order to improve the stability of the drive device on the monorail system.

The drive device is provided for receiving loads and moving them over the monorail system. For this purpose, it is provided in a particularly preferred variant that the drive device has a load bearing, preferably a kingpin. This type of load bearing is particularly suitable for the connection of the drive device with a crane-type maintenance device, because a kingpin provides an additional rotation axis, which allows a rotation of the maintenance device with respect to the drive device. Thus, for example, the maintenance device can be optimally aligned with the surface to be processed, for example a ship's hull.

In a further preferred embodiment of the invention it is provided that the monorail system comprises a plurality of rail segments, wherein preferably at least two curved rail segments are provided, which have a convex rail end piece and a concave rail end piece, and in the assembled state at least one convex rail end piece a first curved track segment is in articulated connection with a concave rail end piece of an adjacent second curved track segment.

Such a modular rail system with only one rail track on which at least one maintenance device is movable, can be particularly quickly and flexibly set up and adapt to the respective ship shape, because the individual curved rail segments on the articulated connection to each other are pivotal and thus a matching curved course of the rail track can be adjusted.

In a preferred embodiment of the invention, the at least one convexly formed rail end piece of the first curved rail segment engages in the concave rail end piece of the adjacent second curved rail segment, wherein a fitting bolt connects the two curved rail segments to one another in a pivotable manner. The joining of the substantially accurately fitting rail end pieces of the individual curved track segments and the use of a fitting bolt for connecting the same allows a particularly rapid assembly of the monorail system according to the invention.

In order to adjust the curvature or the curve region of a section of the monorail system according to the invention, it is provided that two setscrews are preferably provided on each curved track segment, which interact with a stop arranged on the adjacent curved track segments. Thus, to simplify the assembly of the monorail system, first the individual curved track segments are assembled and arranged on the ground then pivoted to each other via the articulated connection to achieve the desired curve shape of the track section.

A major advantage of this monorail system is that it can be flexibly adapted to virtually any route due to its modular design. Furthermore, no frictional fixation of the individual rail segments with the ground is provided, the positioning of the rail segments is effected exclusively by force / frictional engagement, which is arranged by the method of devices arranged on the monorail system, in particular maintenance devices which are respectively arranged on at least one drive device according to the invention. is achieved.

In a further preferred embodiment of the invention it is provided that additional ballast elements, preferably concrete slabs, can be arranged on at least one, preferably on two adjacent rail segments in order to further improve this frictional engagement. In particular, also at the end regions of the monorail system, which is usually not designed as a self-contained rail track, such ballast elements are advantageous in order to prevent lifting and / or dislocation of the rail segments located in the end region during operation.

In a variant of the present invention, at least one switch element is additionally provided, which allows maneuvering of the maintenance device (s) located on the monorail system.

Advantageously, the at least one switch element has two switch tongues, which can be pivoted substantially parallel to one another and thus permit rapid redirecting of devices located on the monorail system.

The monorail system is mainly laid outdoors, for example on ship docks. Thus it is exposed to environmental conditions such as temperature fluctuations and solar radiation. This has the consequence that the rail segments expand and shrink again, which can lead to significant changes in length when using steel rail segments. These changes in length can in turn lead to distortions in the course of the free-laid monorail system. Therefore, preferably at least one additional length compensation element is provided in order to compensate for these temperature-induced changes in length.

In this case, the at least one length compensation element particularly preferably has two tread elements which are separated from one another via a gap, which runs preferably obliquely to the longitudinal axis of the length compensation element, and which are arranged movably on a base element. About this changing gap the occurring changes in length can be absorbed.

The monorail system has been found to be particularly suitable for the operation of maintenance devices for processing substantially perpendicular surfaces, in particular ship hulls or container surfaces. It allows, as previously described, an individual and adaptable route of the monorail system to bring a movable thereon maintenance device in an optimal position to the surface to be machined, such as a ship's hull. Due to the exclusive fixation of the monorail system by means of force / frictional engagement on the ground, a particularly rapid and flexible assembly or disassembly of the monorail system is possible.

The transport system according to the invention has proved particularly suitable for use with maintenance devices because it allows a flexible movement of particularly automated maintenance devices for processing large, substantially vertical surfaces, such as ship hulls, along free-laid rails.

The object is further solved by a maintenance system consisting of at least one maintenance device and the monorail system according to the invention in an advantageous manner, wherein the maintenance system is characterized in particular by rapid assembly, customizable route guidance and simple and reliable operation.

Fig. 1

eine perspektivische Ansicht des erfindungsgemäßen Transport-systems;

Fig. 2

eine Schnittansicht der Antriebsvorrichtung aus Fig. 1;

Fig. 3

eine Schnittansicht der Anpresseinheit aus Fig. 1 und Fig. 2;

Fig. 4

eine zweite Ausführungsform der Antriebseinheit der Antriebsvorrichtung in einer ersten perspektivischen Ansicht;

Fig. 5

die Antriebseinheit aus Fig. 4 in einer zweiten perspektivischen Ansicht;

Fig. 6

die Antriebseinheit aus Fig. 4 in einer dritten perspektivischen Ansicht angeordnet an einen Schienenabschnitt des Einschienensystems;

Fig. 7

eine schematische Ansicht des erfindungsgemäßen Transportsystems mit Instandhaltungsvorrichtungen;

Fig. 8

einen Ausschnitt des Einschienensystems aus Fig. 1 bzw.Fig. 7;

Fig. 9

eine erste Detailansicht des Einschienensystems aus Fig. 8 auf die geradlinigen Schienensegmente;

Fig. 10A

eine zweite Detailansicht des Einschienensystems aus Fig. 8 auf die Kurvenschienensegmente;

Fig. 10B

eine Detailansicht auf die Kurvenschienensegmente aus Fig. 10A;

Fig. 11A

eine Draufsicht auf ein Weichenelement in einer ersten Position;

Fig. 11B

eine Draufsicht auf das Weichenelement aus Fig. 11A in einer zweiten Position;

Fig. 12A

eine Draufsicht auf ein Längenausgleichselement; und

Fig. 12B

eine Schnittansicht auf das Längenausgleichselement aus Fig. 12A.

The invention is explained in more detail below with reference to non-limiting exemplary embodiments with associated figures. Show:

Fig. 1

a perspective view of the transport system according to the invention;

Fig. 2

a sectional view of the drive device Fig. 1 ;

Fig. 3

a sectional view of the pressing of Fig. 1 and Fig. 2 ;

Fig. 4

a second embodiment of the drive unit of the drive device in a first perspective view;

Fig. 5

the drive unit off Fig. 4 in a second perspective view;

Fig. 6

the drive unit off Fig. 4 arranged in a third perspective view of a rail portion of the monorail system;

Fig. 7

a schematic view of the transport system according to the invention with maintenance devices;

Fig. 8

a section of the monorail system Fig. 1 respectively. Fig. 7 ;

Fig. 9

a first detailed view of the monorail system Fig. 8 on the straight rail segments;

Fig. 10A

a second detail view of the monorail system Fig. 8 on the curved track segments;

Fig. 10B

a detailed view of the curved track segments Fig. 10A ;

Fig. 11A

a plan view of a switch element in a first position;

Fig. 11B

a plan view of the switch element Fig. 11A in a second position;

Fig. 12A

a plan view of a length compensation element; and

Fig. 12B

a sectional view of the length compensation element Fig. 12A ,

In the Fig. 1 the transport system 1000 according to the invention is shown in a perspective view. Here, a rail-mounted drive device 100 along a monorail system 200 in two directions of movement A1, A2 is movable. The drive device 100 is provided here, for example, for receiving an automated maintenance device.

The drive device 100 has a drive unit 101 with a drive 102, wherein this drive 102 is designed for example as an electric drive in the form of an electric motor.

For receiving a load, for example a maintenance device, a connection element 110, which is designed as a king pin in the present embodiment of the invention, is arranged on the drive unit 101.

The in the Fig. 2 illustrated sectional view of the rail-bound drive device 100 according to the invention shows an arranged in the drive unit 101 impeller 103 which is connected to the rail surface 201, the top chord ( Fig. 1 ) is in frictional contact and caused by the drive 102, the movement of the rail-mounted drive device 100 along the monorail system 200. Since the impeller 103 is moved as an unprofiled roller substantially unguided along the rail surface 201, two in the rail edge 202 engaging guide rollers 104a, 104b are provided, whose axes of rotation D1 are substantially normal to a parallel to the axis of rotation D2 of the impeller 103. In this way, the two guide rollers 104a, 104b stabilize the position of the impeller 103 on the rail surface 201.

In this embodiment of the invention, the rail-bound drive device 100 according to the invention has two pressing units 120a, 120b, which in particular, in particular Fig. 3 can be removed. The pressing units 120a, 120b are in each case connected to the drive unit 101 via a pivoting arm 121a, 121b. Each pressing unit 120a, 120b is in this case pivotable via two pivot axes S1a, S1b, S2a, S2b via the pivot arm 120a, 120b. Each pressing unit 120a, 120b also has a loading roller 122a, 122b, which is in contact with the rail surface 201. The loading roller 122a, 122b is in this case pressed onto the rail surface 201 via a spring element 123a, 123b. The spring element 123a, 123b is in this case arranged such that its longitudinal central axis, which coincides with the pivot axis S2a, S2b, is normal to the ground, so as to ensure maximum power transmission to the loading roller 122a, 122b and subsequently to the monorail system 200 , This pressure ensures that the monorail system 200 is pressed stable and as immovable as possible on the ground. An improved guidance of the pressing unit 120a, 120b is achieved by the two additional guide wheels 1241a, 1241b, 1242a, 1242b of the pressing units 120a, 120b, which in turn are in contact with the rail flank 202.

If, for example, the rail-bound drive device 100 according to the invention is moved along the direction of movement A1 along the monorail system 200, which is laid on the ground without additional fixation such as by means of bolts, then the pressing unit 120a leading in the direction of movement A1 provides for this by means of the spring element 123a Monorail system 200 pressed-loading roller 122 a and the resulting contact pressure for the monorail system 200 remains in position on the ground and not due to a rail-bound Drive device 100 disposed load, such as a maintenance device is moved or even at least partially lifts off the ground. The second pressing unit 120b following in the direction of movement A1 likewise ensures the stability of the rail section of the monorail system 200 in the immediate vicinity of the rail-bound drive device 100.

Due to the pivotability of the pressing unit 120a, 120b via the pivot axes S1, S2, the movement of the rail-bound drive device 100 according to the invention along the monorail system 200, which also usually runs in curves, is improved.

A further embodiment of the drive device 100 according to the invention is in the FIGS. 4 to 6 shown. In this case, the drive unit 101 of the rail-bound drive device 100 according to the invention has an additional fixing device 130, which further improves the running stability of the running wheel 103 on the monorail system 200. The fixing device 130 here consists of a fixing roller 131, which is arranged in a plane normal to the roller 103, and is also adapted to be in frictional contact with the rail flank 202. By way of a respective hydraulic cylinder 132a, 132b, which is in articulated connection with a rocking lever 133a, 133b, further stabilizing rollers 134a, 134b can be pressed against the rail flank 202.

The fixing roller 131 of the fixing device 130 and the guide rollers 104a, 104b of the drive unit 101 each lie in one plane (FIG. Fig. 4 ) and thereby form a (virtual) triangle, in the center of which the roller 103 of the drive unit 101 is arranged parallel to the base line of the triangle. Depending on the direction of movement A1, A2, the pivotable stabilizing rollers 134a, 134b of the fixing device 130 are pressed against the rail flank 202 in such a way that in each case the leading stabilizing rollers 134a, 134b are in frictional contact with the rail section of the monorail system 200 (FIG. Fig. 6 ).

The in the Figs. 4 to 6 illustrated variant of the drive unit 101 can, with or without additional Anpresseinheiten 120a, 120b, as in the FIGS. 1 to 3 shown to be operated.

The monorail system described below is also part of the transport system 1000 according to the invention, which in a preferred embodiment in the Fig. 7 is shown. In this case, the monorail system 200 is arranged along a hull 1 in order to be able to move maintenance devices 1100 along the hull 1 as required. The maintenance devices 1100 are arranged on the drive device 100 described above. The monorail system 200 according to the invention simply laid on the ground, in the present case on the ship dock without additional fixation.

From the Fig. 8 It can be seen that the monorail system 200 according to the invention is composed of a plurality of linear track segments 210a, 210b and curved track segments 220a, 220b, 220c. The monorail system 200 is in this case held by friction alone in its position on the ground, in particular, the weight of the movable on the monorail system 100 maintenance devices 1100 this presses on the often uneven ground.

In addition, this frictional engagement is supported by ballast elements 230, preferably in the form of concrete slabs, which are removably attached to one, preferably two adjacent rail segments 210a, 210b, 220a, 220b, 220c. These ballast elements 230 can also be equipped with arranged on their support surface anti-slip mats.

For the installation of substantially straight sections, elongated rail segments 210a, 210b are provided, which are flush-fitted with their straight rail ends 211a, 211b and are screwed together by means of fixing screws 212 ( Fig. 9 ). These elongate rail segments 210a, 210b in this case have a substantially I-shaped cross section with a support surface resting on the ground, the lower belt 203, a rail surface preferably provided with a wearing layer, the upper belt 201 and a web standing normal to lower belt 203 and upper belt 201, which forms the rail flank 202, on.

For the laying of curved sections according to the invention curve rail segments 220a, 220b, 220c are provided. These curved rail segments 220a, 220b, 220c each have a convex rail end piece 221a, 221b, 221c which engages in a concave rail end piece 222b, 222c of an adjacent curved segment 220a, 220b ( Fig. 10A ).

According to 10A and 10B in which, to illustrate the articulated connection between adjacent curved rail segments 220a, 220b, 220c of the upper flange 201 of the first curved rail segment 220a has been shown only partially, a fitting bolt 223 is provided which connects the rail end pieces 221a, 222b to each other pivotally. For adjustment and fixation the curvature of the stretch section, the articulated rail track segments 220a, 220b, 220c are mutually rotated over the longitudinal axis L1 of the fitting pin 223 and fixed in position relative to each other by means of adjusting screws 224a, 224b. For this purpose, the adjusting screws 224a, 224b of the first curved rail segment 220a cooperate with a respective stop 225a, 225b on the adjacent second curved rail segment 220b.

If both adjusting screws 224a, 224b touch the respective stop 225a, 225b, then the two adjacent curved rail segments 220a, 220b are rectilinearly aligned with each other as in FIG Fig. 10B shown, their respective longitudinal axes are thus on a common line. If the two adjacent curved rail segments 220a, 220b are arranged pivoted to one another in order to obtain a curvature of the track section of the monorail system, their respective longitudinal axes intersect at a predeterminable angle, wherein the first set screw 224a contacts its stopper 225a, while the second set screw 224b engages in a position spaced from its stop 225b is located.

Furthermore, the monorail system 200 according to the invention has switch elements 240, as in FIGS Figs. 11A and 11B shown. The switch element 240 according to the invention has two pivotable switch blades 241a, 241b which are in each case in articulated connection with a rail track section 204a, 204b. By substantially parallel pivoting of the two switch blades 241a, 241b either the first rail section 204a with a third rail section 204c ( Fig. 11A ) or the second track section 204b with the third track section 204c (FIG. Fig. 11B ) and can accordingly be used by the maintenance device 1100 ( Fig. 7 ).

The monorail system 200 according to the invention is usually arranged outdoors, for example on ship docks, and thus exposed to the outside temperatures and at least partially to the solar radiation. These often high temperatures cause a longitudinal expansion of the monorail system 200, which may possibly lead to a buckling and / or displacement of the monorail system 200. However, this poses a significant danger to the operation of the maintenance devices 1100.

Therefore, additional length compensation elements 250 are provided in this embodiment of the invention ( Figs. 12A and 12B ), which are preferably arranged at regular intervals, usually in the rectilinear sections, between the rail segments 210a, 210b.

The length compensation element 250 is in this case rigidly connected via rail connection elements 251 with the adjacent rail segments 210a, 210b. It consists of two tread elements 252a, 252b, which are connected to a base element 253, which rests in the mounted state on the ground, in each case via a screw connection 254a, 254b. These screw connections 254a, 254b are immovably screwed to the tread elements 252a, 252b, but movable within the base element 253 parallel to the longitudinal axis L2 of the length compensation element 250. The two tread elements 252a, 252b are arranged spaced apart from each other via a gap 255. If, for example, the longitudinal extent of the rail segments of the monorail system 200 changes due to solar radiation, the distance of the tread elements 252a, 252b from one another also changes as a result of the resulting compression and the gap 255 is reduced. Since the change in the longitudinal extent of the rail segments due to temperature fluctuations can be quite significant, it is provided in this embodiment of the length compensation element 250 according to the invention that the required gap 255 obliquely to the longitudinal axis L2 of the length compensation element 250 to a trouble-free method on the tread elements 252a, 252b to ensure the running wheel 103 of the previously described drive device 100 for the maintenance device 1100.

In order to lay the monorail system 100 according to the invention on a ground, for example, a ship's dock, it is preferably provided that in a first step, the individual rail segments 210a, 210b, 220a, 220b, 220c and optionally switch elements 240 and length compensation elements 250 are connected to one another. The curved rail segments 220a, 220b, 220c are in this case first joined together in a straight line, in order subsequently to obtain a curved course of this route section predetermined, for example, by means of ground markings located on the ground, by adjusting the corresponding adjusting screws 223a, 223b in the manner described above.

In a final step, ballast elements 230 are optionally attached to the rail segments 210a, 210b, 220a, 220b, 220c at particularly vulnerable locations to enhance the frictional engagement of the monorail system 200 to the ground in the respective areas. This is necessary in particular at the end sections 205 of the monorail system 200 in order to prevent lift-off of these end sections 205 when the monorail system 200 is traveling with the tons-heavy maintenance devices 1100. Actually done the fixation of the monorail system 200 on the ground practically exclusively by the achieved by the weight of the maintenance devices 1100 frictional engagement.

A significant advantage of the monorail system 200 according to the invention lies in its frictional or force-locking positioning on the ground, without additional positive measures such as screw or bolt connections to the ground or elaborate preparations of the substrate such as in the form of a track bed are necessary. This allows a rapid assembly or disassembly of the monorail system 200 according to the invention in place, and optionally a quick and easy installation of the monorail system to another location adjustment of the track profile as needed.

Claims (15)

1. Transport system (1000) for moving at least one automated maintenance device (1100) for large, essentially vertical surfaces, for example ship hulls (1), having a monorail system (200) which can be laid freely and at least one drive device (100) which can be moved on the monorail system (200) along a direction of movement (A1, A2), wherein the at least one drive device (100) has a drive unit (101) with at least one running wheel (103), wherein the running wheel (103) is drivable via at least one preferably electric drive (102), and furthermore at least one pressing unit (120a, 120b) is provided, which is connected to the drive unit (101), characterised in that the at least one pressing unit (120a, 120b) has at least one loading roller (122a, 122b) which can be pressed against the monorail system (200) via at least one spring element (123a, 123b), and/or a fixing device (130) is arranged on the drive unit (101), wherein a fixing roller (131) is provided which interacts with the monorail system (200).
2. Transport system (1000) according to claim 1, characterised in that the at least one pressing unit (120a, 120b) is additionally in contact with the monorail system (200) via at least one, preferably two guide rollers (104a, 104b).
3. Transport system (1000) according to claim 1 or 2, characterized in that the at least one pressing unit (120a, 120b) is in articulated connection with the drive unit (101).
4. Transport system (1000) according to one of claims 1 to 3, characterised in that the at least one pressing unit (120a, 120b) is connected to the drive unit (101) via a swivel arm (121a, 121b) with one, preferably two swivel axes (S1a, S1b, S2a, S2b).
5. Transport system (1000) according to one of claims 1 to 4, characterised in that the drive unit (101) is in contact with the monorail system (200) via at least one, preferably two guide rollers (104a, 104b), wherein the axis of rotation (D1) of the at least one, preferably two guide rollers (104a, 104b) is aligned substantially normally to the axis of rotation (D2) of the running wheel (103) of the drive unit (101).
6. Transport system (1000) according to one of claims 1 to 5, characterised in that the fixing device (130) additionally comprises at least one, preferably two pivotable stabilizing rollers (134a, 134b) which cooperate with the monorail system (200), wherein preferably the at least one, preferably two pivotable stabilizing rollers (134a, 134b) can be pressed against the monorail system (200) via an adjusting device, preferably via at least one hydraulic cylinder (132a, 132b).
7. Transport system (1000) according to one of claims 1 to 6, characterised in that the drive unit (101) has a connecting element (110), preferably in the form of a king pin.
8. Transport system (1000) according to one of claims 1 to 7, characterised in that the monorail system (100) comprises a plurality of rail segments (210a, 210b, 220a, 220b, 220c), wherein preferably at least two curved rail segments (220a, 220b, 220c) are provided which comprise a convexly constructed rail end piece (221a, 221b, 221c) and a concavely constructed rail end piece (222a, 222b, 222c), and in the assembled state at least one convexly constructed rail end piece (222a, 222b, 222c) of a first curved rail segment (220a, 220b, 220c) is in articulated connection with a concavely constructed rail end piece (222a, 222b, 222c) of an adjacent second curved rail segment (220a, 220b, 220c), wherein preferably the at least one convexly constructed rail end piece (221a, 221b, 221c) of the first curved rail segment (220a, 220b, 220c) engages into the concavely constructed rail end piece (222a, 222b, 222c) of the adjacent second curved rail segment (220a, 220b, 220c), wherein a fitting bolt (223) connects the two curved rail segments (220a, 220b, 220c) to one another so as to be pivotable relative to one another.
9. Transport system (1000) according to claim 8, characterised in that two set screws (224a, 224b) are preferably provided on each curved rail segment (220a, 220b, 220c) for adjusting the curvature of a section of track which is essentially formed from curved rail segments (220a, 220b, 220c) and which cooperate with a stop (225a, 225b) arranged on the adjacent curved rail segment (220a, 220b, 220c).
10. Transport system (1000) according to claim 8 or 9, characterised in that additional ballast elements (230), preferably concrete slabs, can be arranged on at least one, preferably two adjacent rail segments (210a, 210b, 220a, 220b, 220c) of the monorail system (200).
11. Transport system (1000) according to one of claims 8 to 10, characterised in that the monorail system (200) additionally comprises at least one switch element (240), wherein preferably the at least one switch element (240) has two switch tongues (241a, 241b) which can be pivoted substantially parallel to one another.
12. Transport system (1000) according to one of claims 8 to 11, characterised in that the monorail system (200) additionally has at least one length compensation element (250), wherein preferably the at least one length compensation element (250) has two running surface elements (252a, 252b) which are separated from one another by a gap (255) preferably extending obliquely to the longitudinal axis (L2) of the length compensation element (250) and which are arranged movably relative to one another on a base element (253).
13. Use of a transport system (1000) according to one of claims 1 to 12 for moving maintenance devices (1100) for processing substantially vertically extending surfaces, in particular ship hulls (1) or container surfaces.
14. Use according to claim 13, characterised in that the fixing of the monorail system (200) to the base, for example a ship dock, is effected exclusively by means of frictional locking.
15. Maintenance system consisting of at least one maintenance device (1100) and a transport system (1000) according to one of claims 1 to 14, characterised in that the at least one maintenance device (1100) is arranged on a drive device (100) of the transport system (1000) and can preferably be moved automatically on the monorail system (200).

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