SE1451590A1 - Track, load carrying carriage and track system - Google Patents

Description

15 20 25 30 2 support or bearing wheels engaging side surfaces of a track. The overhead type track system normally includes carriages having wheels engaging an upper as well as a lower track surface. It has the advantage that the carriage support wheels at all times make good contact with the track upper surface. Thus, the carriages are securely supported on the track since loads applied on the carriage assist in maintaining good contact between track and carriage support Wheels. The overhead type track system therefore also allows for track con?gurations with height Variations or curves in a vertical plane. On the other hand such systems may be unstable in a sideways direction and are less suited for coping with curves extending in a horizontal plane.

The track systems having carriage support or bearing wheels engaging track side surfaces will generally tend to cope better With track curves extending in a horizontal plane. However, in such track systems it will be dif?cult to maintain good contact between all bearing wheels and the track surfaces. ln particular they Will allow less weight to be applied on the carriages in order to maintain secure and stable guiding of the carriages on the track.

EP261762OA2 discloses a track system of the latter type With carriage side bearing wheels and proposes to improve track side and bearing wheel contact by varying the track width.

SUMMARY It is a general object to provide an improved solution to the above discussed problems.

In particular it is an object to suggest an improved track con?gured to guide load carrying carriages between positions thereon.

In particular it is another object to suggest an improved carriage con?gured to be supported on and move along a track.

In particular it is yet another object to suggest a track system including an improved track and carriage combination.

These and other objects are met by the technology as defined by the accompanying claims. 10 15 20 25 30 3 The technology generally relates to a track system for transporting items of various kinds between different stations. The track system includes a track for supporting and guiding load carrying carriages between positions on the track.

In a ?rst aspect of the technology, there is provided a track for supporting and guiding load carrying carriages between positions on the track that includes straight and/or curved track sections. The track has inner and outer track sides with guide forrnations and guide surfaces for multiple stabilizing guide wheels of said load carrying carriages, a track top for coopera- tion with multiple load carrying wheels of said load carrying carriages. ln a basic con?gu- ration the track top, extending lengthwise along the track has an upper surface with areas of varying height profile around the track. The track upper surface includes a first area having a high profile in curved track sections and a low profile in straight track sections and a second area having a low profile in curved track sections and a high profile in straight track sections.

In accordance with another aspect of the technology there is provided a load carrying carriage configured to be supported on and to move along a track having straight and/or curved track sections, inner and outer track sides with guide formations and guide surfaces for multiple stabilizing carriage guide wheels and a track top for cooperation with upper load carrying Wheels of said load carrying carriage. In a basic configuration the load carrying carriage has four load carrying wheels arranged at fixed locations in upper, front areas as well as in upper, rear areas of the load carrying carriage. The load carrying Wheels are arranged at approxi- mately the same height and one pair of front and rear load carrying wheels on a first side of the carriage are supported on shafts being perpendicular to a carriage longitudinal plane and another pair of front and rear load carrying Wheels on a second side of the carriage are support- ed on shafts arranged at an angle other than perpendicular to the carriage longitudinal plane.

According to a further aspect of the technology there is provided an improved track system consisting of a track and at least one load carrying carriage. The track serves to support and guide the carriage between positions on the track that includes straight and/or curved sections and that has inner and outer track sides with guide formations and guide surfaces for multiple stabilizing guide wheels of said carriage. The track also has a track top for cooperation with multiple load carrying wheels of the load carrying carriage that is configured to be supported and guided along the track. In a basic configuration of the track system the track top, extend- 10 15 20 25 30 4 ing lengthwise along the track, has an upper surface with a ?rst area having a high profile in curved track sections and a low pro?le in straight track sections and a second area having a low profile in curved track sections and a high pro?le in straight track sections. The load carrying carriage has four load carrying wheels arranged at fixed locations in upper, front areas as Well as in upper, rear areas of the load carrying carriage. The load carrying wheels are arranged at the same height and one pair of front and rear load carrying wheels on a first side of the carriage are supported on shafts being perpendicular to a longitudinal plane of the carriage and another pair of front and rear load carrying wheels on a second side of the carriage are supported on shafts arranged at an angle other than perpendicular to the longitudinal plane of the carriage.

Preferred further developments of the basic idea as well as embodiments thereof are specified in the dependent subclaims.

Advantages offered by this technology, in addition to those described above, will be readily appreciated upon reading the below detailed description of embodiments of the technology.

BRIEF DESCRIPTION OF THE DRAWINGS The technology and its further objects and advantages will be best understood by reference to the following description taken together with the accompanying drawings, in which: Fig. l is a Very schematic illustration of a prior art track system; Fig. 2A is a perspective view of an exemplary embodiment of a track system according to the presently suggested technology; Fig. 2B is a top view of the track system of Fig. 2A; Fig. 3A illustrates a ?rst cross-section through the exernplary embodiment of the track system, taken along line A-A in Fig. 2B; F ig. 3B illustrates a second cross-section through the exemplary embodiment of the track system, taken along line B-B in Fig. 2B; 10 15 20 25 30 Fig. 4A Fig. 4B Fig. 4C 5 is a top view of a track included in the exemplary embodiment of the track system of Fig. 2A; is a ?rst cross-section through the right half of the exemplary track of Fig. 4A, taken along line C-C in Fig. 4A; is a second cross-section through left and right halves of the exemplary track of Fig. 4A, taken along line D-D in Fig. 4A; Fig. 5 is an enlarged front end view of an embodiment of a carriage in the track system of Fig. 2A, shown as supported on a straight track section shown schematically and in section; Fig. 6 is a rear perspective view illustrating the carriage in the embodiment of F ig. 5; Fig. 7A is a bottom view of the carriage in the embodiment of Fig. 5; Fig. 7B is a top view of the carriage embodiment of Fig. 5; Fig. 7C is a rear end view of the carriage embodiment of Fig. 5; and F ig. 7D is a side view of the carriage embodiment of Fig. 5.

DETAILED DESCRIPTION The present technology Will now be explained with reference to an exemplifying embodiment of a track system of this technology that includes a track and carriages and as illustrated in the accompanying drawing ?gures 2-7D. The illustrated embodiment of the track system with track and carriages relates to an application of the proposed technology to a product handling system for conveying products between loading and unloading stations that may be served by material/product handling robots. It is emphasized though, that the illustrations are for the sole purpose of describing preferred embodiments of the technology and are not in- tended to limit the presently proposed technology to details or to any specific field of appli- cation thereof. The presently proposed solutions may With only minor adaptíon be applied to 10 15 20 25 30 6 most types of material and product handling and transport systems. lt is also emphasized that the use throughout the specification and claims of the terms “track”, “carriage” and “wheels” shall not limit the technology to any specific type of system or system configuration. There- fore, the term “carriage” shall include any type of moving device, the term “track” shall include any type of supporting structure on Which such moving devices may be supported and guided and the term “wheels” shall include any type of means allowing a moving device to be supported and guided along a supporting structure irrespective of size or shape.

In the introductory part of the specification reference was made to a known type of track system having carriage support or bearing wheels engaging track side surfaces. Fig. 1 sche- matically illustrates one example of such a prior art track system l having a track 2 with curved and straight sections. In this system 1 efforts have been made to increase the stability of the carriages 3 moving along the track. An essential feature of this known system is that the carriages each have a single wheel 5 engaging an inner side of the track 2 and a pair of wheels 4 engaging an opposite side of the track. The track 2 has also been con?gured with a varying width between the two sides to maintain a better tolerance between the wheels and the sides of the track. The purpose thereof would be to try and reduce the play between the guide wheels 4, 5 engaging the sides of the track and said track side surfaces. As a result of such efforts it has been possible to increase the load capacity of the carriages to a certain degree. However, the stability and load carrying capacity of this prior art system is still far from adequate for many applications requiring a high load capacity.

To overcome the above described disadvantages and problems with the operation of known systems, the present technology now suggests a novel approach for optimizing overall system operation by enabling the system to carry greater useful load. In essence this is achieved by improving the support and stability of the carriages by suggesting a unique combination of wheel guide surfaces and formations at both sides of the track and areas with speci?cally con?gured wheel support surfaces at a track upper surface. This configuration provides several essential advantages that include: - A possibility to dimension the system for optional loads; - Enables the use of pre-lubricated ball bearings in the Wheels, which essentially in- creases the useful life of the system 10 15 20 25 30 7 - A unique design of the support surfaces of the Wheels secures that the ball bearings can carry the same high loads in both straight track sections and in curve sections; - Compared to existing systems the load carrying capacity of the support may be used to a maximum level.

An additional advantage is that the system that being based on the new technology optionally may be used in combination with existing drive systems available on the market or may be equipped with its own drive system.

In Figs. 2A-3B is illustrated a first exemplary embodiment of the application of the proposed technology to a track system 11 con?gured speci?cally but not exclusively for conveying products between different positions/stations (not speci?cally shown) where robots may be located for loading and unloading products onto and from the track system, respectively. Fig. 2A is a perspective view of the proposed track system 11 that includes a track 12 of rail-like design and load carrying carriages 25.1 and 25.2 supported on the track 12. In the figure the track system 11 is for convenience only shown having two load carrying carriages. It should be realized, though, that in practical applications the track system 11 could support any appropriate number of load carrying carriages, as is schematically indicated in Fig. 2B by a further carriage 25N.

The actual track 12 is con?gured to support and guide the load carrying carriages 25.1, 25.2, 25N between said positions on the track 12. The track 12 may be designed having a speci?c length but is normally endless, including a combination of interconnected straight track sec- tions 12A and curved track sections 12B, as in the illustrated embodiment. It will be empha- sized, though, that the track 12 may in other applications also consist only of a number of curved sections with different radiuses of curvature. The track may further be manufactured as one integral structure or may consist of a number of assembled and interconnected track parts of varying length. In the shown embodiment the track consists of the above mentioned straight and curved sections 12A, 12B that are appropriately ?xed to each other such as by means of suitable, but not specifically illustrated attachments 10 (Fig. 2A). The track 12, or sections thereof, such as curved sections 12B, may be integrated With or ?xed to a base plate 15 providing additional support as well as accommodating fasteners 16 for securing the track 12 to a foundation or frame (not shown). As illustrated especially in Figs. 3A and 4B the 10 15 20 25 30 8 track 12 or sections thereof may be supported on individually adjustable supports/spacers 17.

The track system 11 of this technology also has a drive arrangement for moving the load carrying carriages 25.1, 25.2, 25 .N along the track 12. An example of such a drive arrange- ment 40 is illustrated very schematically in Fig. 2B and consists of an inner, substantially parallel track 41 with movers or driver units 42 that in tum each have a link 43 ?xed to one each of the carriages 25.1, 25.2, 25.N. To increase drive power several such movers may be linked to each carriage of the track system 11. This parallel drive track 41 may be based on the above mentioned prior art drive system Where the movers are driven by magnetic ?elds from coils of a motor module. Optionally, the track system may include a drive arrangement based on the known principles of belt-drive or rack-and-pinion-drive.

With reference specifically also to Figs. 3A and 4A-4C the rail-like track 12 has inner 21 and outer 20 track sides with guide forinations 18, 19A, 19B and 19C and guide surfaces 23, 24 for multiple stabilizing guide wheels 27, 28 of said load carrying carriages 25.1, 25.2, 25N, as will be described in greater detail below. The track 12 also has a track top 22 for cooperation with multiple load carrying Wheels 26 of each load carrying carriage 25.1, 25.2, 25N that is con?gured to be supported on and guided along the track 12. Extending lengthwise, i.e. longitudinally along the track, the track top 22 has an upper surface 13, 14 with areas of varying height profile around the track; a ?rst area 13 with a high profile in curved track sections 12B and a low profile in straight track sections 12A; and a second area 14 with a low profile in curved track sections 12B and a high pro?le in straight track sections 12A. With the overall configuration of the illustrated embodiment the ?rst area 13 of the track upper surface is an outer area of the track top 22 and the second area 14 of the track upper surface is an inner area of the track top 22.

The transitions from high to low profiles of the respective ?rst 13 and second 14 track top areas are provided approximately at entrance and exit portions 12C and 2D, respectively between curved 12B and straight 12A track sections. These transitions of the respective ?rst and second track top areas 13, 14 between the high and low profiles overlap slightly at said entrance 12C and exit portions 12D between the curved 12B and straight 12A track sections.

In other words, the high profiles of the first 13 and second 14 track top areas run in parallel for a slight distance at said entrance and exit portions. This configuration will contribute to 10 15 20 25 30 9 the stable movement of the carriages 25.1, 25.2, 25N With their load carrying Wheels 26 supported on said track top 22 around the track 12, as Will be further explained below.

As was mentioned above, the track sides 21, 20 are provided with guide formations and guide surfaces. Speci?cally, a ?rst guide formation in the shape of a lock groove 18 is formed in an outer side 20 of the track and is con?gured for holding and guiding a number of, in this embodirnent two, below described carriage locking wheels 28.1, 28.2. This lock groove ex- tends along the full extension of the track 12 outer side 20. Furthermore, a central guide formation in the shape of an inner recess 19A is formed at least in the area of an exit portion 12D of the inner track side 21 of the curved track sections 12B. The inner recess 19A has a largest depth in a radial direction of the track 12 in the area of the exit portion 12D but preferably extends With a smaller radial depth all around the curved section 12B. In most applications the central inner recess 19A does also extend a limited distance into the ad- joining straight section 12A, past the transition between the curved and straight sections. This inner recess 19A is con?gured for guiding a number of ?rst inner radial carriage stabilizing Wheels 27.1 .1, 27.1.2 at said exit portion 12D.

Further guide formations are provided in the shape of upper and lower, inner recesses 19B, 19C that are formed at least in the area of an entrance portion 12C of the inner track side 21 of the curved track sections 12B, as Will be seen especially in the left side of the cross-section of Figs. 3B and 4C. The upper and lower, inner recesses 19B, 19C likewise have a largest depth in a radial direction of the track 12 in the area of the entrance portion 12C but preferably extend with a smaller radial depth all around the curved section 12B. In most applications the upper and lower inner recesses 19B, 19C also extend a limited distance into the adjoining straight section 12A, from a position just before the entrance portion 12C and past the transition between the curved and straight sections. In this case the recesses 19B, 19C are configured for guiding a number of second inner radial carriage stabilizing wheels 27.13, 27.1.4 at said entrance portion 12C and through the curved section 12B. The entrance 12C and exit 12D portions of the curved track sections 12B thereby relate to a travel direction TD of the carriages 25, 25.1, 25.2, 25.N on the track 12, as indicated in Fig. 2B, but it should be emphasized that the same functionality will be obtained if the travel direction is reversed.

With the identical carriages the only difference would be a change of terrns where the en- trance portions would be the exit portions etc. 10 15 20 25 30 10 Inner and outer guide surfaces 23, 24 are further formed by inner and outer track sides 21, 20, respectívely, and con?gured for guiding the number of first and second inner radial carriage stabilizing Wheels 27.l.l, 27.l.2, 27.l.3, 27.1.4 around the inner track side 21, essentially outside the curved sections 12B and said recesses 19A, l9B, 19C_and for guiding later de- scribed, outer radial carriage stabilizing Wheels 272.1, 272.2, 27.2.3, 27.2.4 around the full length of the outer track side 20, outside of the lock groove 18.

With specific reference to Figs. 5-7D the load carrying carriages 25.1, 25.2, 25N of the track system 11 Will now be further explained as Will their cooperation With the system track 12.

Each carriage is here represented by the load carrying carriage, 25.2 of Fig. 2B and has four load carrying Wheels 26.1.1, 26.1.2, 26.2.1, 26.2.2 provided at fixed locations in upper, front areas as well as in upper, rear areas of the load carrying carriage 25.2. The load carrying Wheels 26.1.1, 26.1.2, 26.2.1, 26.2.2 are all arranged at the same height. This means that a load carrying outer circumference OC of all load carrying wheels is arranged at approxi- mately the same height and is set to engage and roll on a common plane that in practice is a horizontal plane in which all high profiles of the track areas 13, 14 lie.

Speci?cally, one ?rst pair of front and rear load carrying Wheels 26.1.1, 26.l.2 are provided on a same, ?rst side of the load carrying carriage 25.2. This ?rst side is the left side of a central longitudinal plane LP through the load carrying carriage 25.2 When viewed from the front end of the load carrying carriage 25.2, against the direction of travel TD as speci?ed in Fig. 2B. ln this case, the left side load carrying wheels 26.1.1, 26.l.2 are supported on shafts 29.1, 29.2 being perpendicular to the longitudinal plane LP of the load carrying carriage 25.2.

Another second pair of front and rear load carrying Wheels 26.2.1, 26.2.2 are provided on a same, second side of the load carrying carriage 25.2. ln consequence With the above, this second side is the right side of the longitudinal plane LP through the load carrying carriage 25.2 When viewed from the front end of the load carrying carriage 25.2, against the direction of travel TD. The right side load carrying Wheels 26.2.1, 26.2.2 are supported on shafts 30.1, 30.2 arranged at an angle other than perpendicular to the longitudinal plane LP of the carriage 25.2. The angle of the shafts 30.1, 30.2 of the second pair of front and rear load carrying wheels 26.2.1, 26.2.2 to the longitudinal plane LP of the carriage is calculated based on a radius of curvature of the curved track sections 12B. 10 15 20 25 30 11 Each load carrying carriage 25.2 has inner and outer side wall sections 31, 32 configured for straddling the track 12 of the track system ll and at least one pair of front and rear carriage locking wheels 28.1, 28.2 joumalled in an outer side Wall section 32. Again, it shall be realized that the expressions “front” and “rear” relate to the travel direction TD of the carriage 25.2 on the track 12. Said carriage locking wheels 28.1, 28.2 are con?gured for en- gaging and cooperating With the wheel lock groove 18 formed in the outer track side 20 in order to stabilize and lock the carriage 25.2 in position.

Each load carrying carriage 25.2 has a number of, at least a pair of, ?rst inner, upper and lower guide wheels 27.1.1, 27.1.2. Related to a travel direction TD of the load carrying carriages 25.2 on the track 12 said first carriage stabilizing guide wheels are named front guide wheels 27.1.1, 27.1.2. These ?rst inner guide wheels 27.1.l, 27.1.2 are journalled in an inner side wall section 31 of the load carrying carriage 25.2. They are con?gured for constantly engaging the inner track side 21. Specifically, this constant engagement takes place so that the first inner guide wheels 27.1.1, 27.1.2 alternatingly engage the inner guide surface 23 of the inner track side 21 or are guided by the central inner guide recess 19A formed at an exit portion 12D and in the curved track sections 12B of the track 12. Each load carrying carriage 25 .2 also has number of, at least a pair of, second inner, upper and lower carriage stabilizing guide wheels 27.1.3, 27.1.4. Again related to the travel direction TD of the load carrying carriages on the track 12 said second carriage stabilizing guide wheels are named rear guide Wheels 27.1.3, 27.1.4. They are in this case configured for constantly engaging the inner track side 21. Specifically, this constant engagement takes place so that the first inner guide wheels 27.1.3, 27.1.4 alternatingly engage the inner guide surface 23 of the inner track side 21 or are guided by the upper and lower inner recesses 19B, 19C formed at the entrance portions 12C of the inner track side 21 and in the curved track sections 12B.

A number of, at least two pairs of, outer, front and rear, upper and lower radial carriage stabilizing guide wheels 27.2.1, 27.2.2, 27.2.3, 27.2.4 are also provided and configured and arranged to engage and be guided on the outer guide surface 24 formed along a full length of the outer track side 20 to stabilize the load carrying carriages 25.1, 25.2, 25 in position. They are journalled in the outer side wall sections 32 of the load carrying carriages. 10 15 20 25 30 12 As is clear from the above, the four load carrying Wheels 26.l.l, 26.l.2, 26.2.1, 26.2.2 are con?gured for being supported on the track top 22 and assist greatly in stabilizing the travel of the load carrying carriages, especially at the transitions between curved and straight sections of the track. As a result of the different angles of the load carrying Wheels in combination With the different levels or height profiles of the track areas engaged by said load carrying Wheels in straight and curved track sections the travel of the carriages along the entire track extension Will be stable and free from play. This in turn reduces the risk of incorrect positioning, vibration and mechanical overloads. By loading different Wheels in the different track sections and areas, Wear may be reduced. Thus, a stable and uniform carriage operation may be guaranteed for a rigid carriage since the fixed load carrying Wheels have a different angular alignrnent in order to secure that they roll on a radius in the curved track sections and are longitudinally aligned in straight track sections.

Each load carrying carriage also has several carriage stabilizing wheels that serve to stabilize the carriage position in a radial direction, in straight track sections as Well as in curved track sections. In the exemplary embodiment the outer radius of the track 12 in the curved sections 12B is constant and serves as the base for the positioning and guiding of the load carrying carriages by means of the outer stabilizing guide Wheels around the curved track sections and in the transition areas between curved and straight sections. All deviations of the load carrying carriages Will therefore be compensated for by the provision of the guide recesses 19A, 19B, l9C at the track 12 inner side 21. However, in other embodiments of the technology it is likewise possible to maintain a centre of the carriages on a constant radius and to con?gure both the outer and the inner sides of the track With guide forrnations having curved pro?les.

The extension of the inner central 9A, upper 19B and lower l9C guide recesses along the inner track side 21 as Well as a depth thereof is calculated based on the dimensions of the curved sections 12B. With the illustrated configuration of the load carrying carriages the extension and positioning of said recesses is not related to a travel direction TD of the load carrying carriages on the track, so that said carriages may travel on said track in a clockwise as Well as a counterclockwise direction.

In total there are fourteen Wheels provided for stabilizing each load carrying carriage of the illustrated embodiment. Four wheels are supported on the track top, four Wheels engage the 10 15 13 inner track side radially, four further Wheels engage the outer track side radially, and two locking Wheels engage the lock groove on the outer track side. The above described con- ?guration of the guide recesses that may be milled from the track side, secures that the radial carriage stabilizing guide Wheels never loose contact With the surface that they roll on. This great number of guide wheels assists further in providing stability and serve the different mentioned purposes in straight and curved track sections. Not least do they serve to maintain an exact carriage positioning, to secure a high load capacity and to provide less track Wear.

The present technology has been described in connection With embodiments that are to be regarded as illustrative examples thereof. It Will be understood by those skilled in the art that the present technology is not limited to the disclosed embodiments but is intended to cover various modi?cations and equivalent arrangements. The present technology likewise covers any feasible combination of features described and illustrated herein. The scope of the present technology is de?ned by the appended claims.

Claims (17)

PATENTKRAV

1. En bana (12) konfigurerad for att bara och styra lastbdrande vagnar (25.1, 25.2, 25.N) mellan positioner pa banan som omfattar raka (12A) och bojda (12B) bansektioner och som har inre och yttre bansidor (21, 20) konfigurerade med styrformationer (18, 19A-19C) och styrytor (23, 24) for multipla stabiliserande styr- och lashjul (27.1.1, 27.1.2, 27.1.3, 27.1.4; 27.2.1, 27.2.2, 27.2.3, 27.2.4; 28.1, 28.2) hos de lastbdrande vagnama och en banOverdel (22) for samverkan med multipla lastbdrande hjul (26.1.1, 26.1.2, 26.2.1, 26.2.2) hos de lastbdrande vagnarna, kannetecknad av att i sin langsgaende utstrackning utmed banan har banoverdelen en ovre yta (13, 14) med omraden med varierande hojd- profil runt banan, ndmligen: ett forsta omrade (13) med en hog profil i bojda bansektioner och en lag profil i raka bansektionera; och ett andra omrade (14) med en lag profil i bojda bansektioner och en hog profil i raka bansektioner.

2. En bana (12) enligt krav 1, kannetecknad av att det forsta omradet (13) är ett yttre omrade av banoverdelen (22) och att det andra omradet (14) är ett inre omrade av banoverdelen.

3. En bana (12) enligt krav 1 eller 2, kannetecknad av att overgangar fran hoga till ldga profiler hos de respektive forsta och andra omfddena (13, 14) av banoverdelen är anordnade approximativt vid ingangs- respektive utgangspartier (12C resp. 2D) mellan bojda (12B) och raka (12A) bansektioner.

4. En bana (12) enligt nagot eller nagra av krav 1-3, kannetecknad av att overgangar mellan de hoga och 'Aga profilerna hos de respektive forsta och andra omradena (13, 14) av banoverdelen overlappar vid ingangs- resp. utgangspartier (12C resp. 12D) mellan bojda (12B) och raka (12A) bansektioner sa att de hoga profilema hos de forsta och andra om- rddena av banoverdelen Riper parallellt vid namnda ingangs- och utgangspartier.

5. En bana (12) enligt nagot eller nagra av krav 1-4, kannetecknad av ett lasspar (18) format i en yttre sidoyta (20) av banan och konfigurerat for att halla och styra ett antal lashjul (28.1, 28.2) hos vagnar. 2

6. En bana (12) enligt nagot eller nagra av krav 1-5, kannetecknad av en central inre fordjupning (19A) formad atminstone i omradet for utgangspartier (12D) av den inre bansidan (21) av de bOjda bansektionerna (12B), med avseende ph en rorelseriktning (TD) for vagnen (25, 25.1, 25.2, 25.N) ph banan, och med en begransad utstrackning in i de angransande raka bansektionema (12A) och konfigurerad for att styra ett antal forsta, inre radiella, vagnen stabiliserande hjul (27.1.1, 27.1.2) vid dessa utgangspartier.

7. En bana (12) enligt nagot eller nagra av krav 1-6, kannetecknad av ovre och nedre, inre fOrdjupningar (19B, 19C) formade htminstone i omradet for ingangspartier (12C) av den inre bansidan (21) av de bojda bansektionema (12B), med avseende pa en rorelseriktning (TD) for vagnen (25, 25.1, 25.2, 25.N) ph banan, och med en begransad utstrackning in i de angransande raka bansektionema (12A) och konfigurerade for att styra ett antal andra, inre radiella, vagnen stabiliserande hjul (27.1.3, 27.1.4) vid dessa ingangspartier.

8. En bana (12) enligt krav 6 eller 7, kannetecknad av inre och yttre styrytor (23, 24) bildade av inre resp. yttre bansidor (21, 20) och konfigurerade for att styra antalet av forsta och andra inre radiella, vagnen stabiliserande hjul (27.1.1, 27.1.2, 27.1.3, 27.1.4) runt en inre bansida (21), utanfOr namnda fordjupningar (19A, 19B, 19C) och for att styra de yttre radi- ella, vagnen stabiliserande hjulen (27.2.1, 27.2.2, 27.23, 27.2.4) runt den yttre bansidans (20) fulla langd.

9. En lastbarande vagn (25.1, 25.2, 25.N) konfigurerad for att uppbaras ph och fOrflyttas utmed en bana (12) som omfattar raka (12A) och bojda (12B) bansektioner med inre (21) och yttre (20) bansidor konfigurerade med styrformationer och styrytor (18, 19A-C, 23, 24) for multipla stabiliserande styrhjul (27.1.1, 27.1.2, 27.1.3, 27.1.4; 27.2.1, 27.2.2, 27.2.3, 27.2.4) och lashjul (28.1, 28.2) och en banoverdel (22) for samverkan med lastbarande hjul (26.1.1, 26.1.2, 26.2.1, 26.2.2) hos den lastbarande vagnen, kannetecknad av att den lastbarande vagnen omfattar minst fyra lastbarande hjul (26.1.1, 26.1.2, 26.2.1, 26.2.2) anordnade i fasta positioner i ovre, framre omeaden saval som i Ovre bakre omraden av den lastbarande vagnen, att de lastbarande hjulen Ar anordnade ph samma hojd och av aft ett par av framre och bakre lastbarande hjul (26.1.1, 26.1.2) pa en forsta, samma sida av vagnen Ar uppburna ph axlar (29.1, 29.2) som Ar vinkelrata mot ett langsghende plan (LP) hos vagnen och att ett annat par 3 av framre och bakre lastbarande hjul (26.2.1, 26.2.2) pa en andra, samma sida av vagnen dr uppbuma pa axlar (30.1, 30.2) som ar anordnade i en vinkel annan an en rat vinkel mot vagnens langsgaende plan.

10. En lastbarande vagn (25.1, 25.2, 25.N) enligt krav 9, kannetecknad av att vinkeln for axlarna (30.1, 30.2) till det andra paret av framre och bakre lastbarande hjul (26.2.1, 26.2.2) mot vagnens langsgaende plan (LP) är beraknad baserat ph en krokningsradie for de bOjda bansektionerna (12B).

11. En lastbarande vagn (25.1, 25.2, 25.N) enligt krav 9 eller 10, kannetecknad av att den lastbarande vagnen har inre och yttre sidovaggavsnitt (31, 32) konfigurerade for att grensla en bana (12) och ett par av framre och bakre ldshjul (28.1, 28.2) for vagnen, vilka är lagrade i ett yttre sidovaggavsnitt (32) och ar konfigurerade for samverkan med ett hjullassphr (18) format i en yttre bansida (20).

12. En lastbarande vagn (25.1, 25.2, 25.N) enligt nagot eller nagra av krav 9 till 11, kannetecknad av ett antal forsta, inre radiella, vagnen stabiliserande hjul (27.1.1, 27.1.2) lagrade i ett inre sidovaggavsnitt (31) och konfigurerade for att omvaxlande vara i kontakt med en inre styryta (23) av en inre bansida (21) eller styras av en central inre styrande fOrdjupning (19A) formad i den inre bansidan, atminstone vid utgangspartier (12D) av bOjda bansektioner (12B) av en bana (12) och av ett antal andra, inre radiella, vagnen stabiliserande hjul (27.1.3, 27.1.4) lagrade i det inre sidovaggavsnittet och konfigurerade for att omvaxlande vara i kontakt med den inre styrytan av den inre bansidan och eller att styras av ovre och nedre inre fordjupningar (19B, 19C) formade htminstone vid ingangspartier (12C) av den inre bansidan av de bojda bansektionema.

13. En lastbarande vagn (25.1, 25.2, 25.N) enligt nAgot eller nagra av krav 9 till 12, kannetecknad av ett antal av yttre radiella, vagnen stabiliserande styrhjul (27.2.1, 27.2.2, 27. 2.3, 27.2.4) lagrade i ett yttre sidovaggavsnitt (32) av den lastbarande vagnen och kon30 figurerade och anordnade for kontakt med och for att styras pa en yttre styryta (24) formad utmed en full langd av den yttre bansidan (20) for att stabilisera den lastbarande vagnens position. 4

14. Ett bansystem (11) bestaende av en bana (12), minst en lastbdrande vagn (25.1, 25.2, 25.N), ddr banan tjdnar till att uppbdra och styra vagnen mellan positioner pa banan, vilken omfattar raka (12A) och bojda (12B) sektioner och vilken har inre och yttre bansidor (21, 20) med styrformationer (18, 19A-C) och styrytor (23, 24) for multipla stabiliserande styr- och lashjul (27.1.1, 27.1.2, 27.1.3, 27.1.4; 27.2.1, 27.2.2, 27.2.3, 27.2.4; 28.1, 28.2) hos vagnama och en banoverdel (22) for samverkan med multipla lastbdrande hjul (26.1.1, 26.1.2, 26.2.1, 26.2.2) hos den lastbdrande vagnen som är konfigurerad att uppbdras och styras utmed banan, kannetecknat av att i dess ldngsgaende utstrdckning utmed banan har banoverdelen en ovre yta (13, 14) med ett forsta omrade (13) som har en hog profil i bojda bansektioner och en lag profil i raka bansektioner och ett andra omrade (14) som har en lag profil i bojda bansektioner och en hog profil i raka bansektioner, att den lastbdrande vagnen har fyra lastbdrande hjul (26.1.1, 26.1.2, 26.2.1, 26.2.2) anordnade vid fasta platser i ovre, framre omraden saval som i ovre, bakre omraden av den lastbdrande vagnen, att de lastbdrande hjulen är anordnade vid samma hojd och att ett par av framre och bakre lastbdrande hjul (26.1.1, 26. 1.2) pa en forsta sida av vagnen är uppbuma pa axlar (29.1, 29.2) som dr vinkelrdta mot ett langsgaende plan (LP) hos vagnen och ett annat par av filmre och bakre lastbdrande hjul (26.2.1, 26.2.2) pa en andra sida av vagnen är uppburna pa axlar (30.1, 30.2) anordnade i en vinkel annan an en rat vinkel mot vagnens ldngsgaende plan.

15. Ett bansystem (11) enligt krav 14, kannetecknat av att varje lastbdrande vagn (25.1, 25. 2, 25.N) har minst tva framre och bakre vagnen lasande hjul (28.1, 28.2) som ingriper med ett yttre vagnlasspar (18) hos banan (12) for att lasa vagnen i position.

16. Eft bansystem (11) enligt krav 14 eller 15, kannetecknat av att vane lastbarande vagn (25.1, 25.2, 25.N) har minst ett par av inre, framre, med avseende pa en rorelseriktning (TD) for vagnen pa banan, byre och nedre styrhjul (27.1.1, 27.1.2) som omvdxlande ingriper med en inre styryta (23) hos en inre bansida (21) eller en central inre styrthrdjupning (19A) formad atminstone vid utgangspartier (12D) av den inre bansidan hos banans (12) bojda sparsektioner (12B), ett par av inre, bakre, med avseende pa en rorelseriktning (TD) for vagnen (25, 25.1, 25.2, 25.N) pa banan, byre och nedre styrhjul (27.1.3, 27.1.4) som omvdxlande ingriper med en inre styryta (23) hos den inre bansidan (21) eller byre och nedre inre thrdjupningar (19B, 19C) formade atminstone vid ingangspartier (12C) vid den inre bansidan (21) hos banans bojda bansektioner (12B) och yttre, framre och bakre, byre och nedre styrhjul (27.2.1, 27.2.2, 27.2.3, 27.2.4) som ingriper med en yttre styryta (24) formad utmed en full lAngd av en yttre bansida (20) for att stabilisera vagnen i position.

17. Ett bansystem (11) enligt nagot eller nagra av krav 14-16, kannetecknat av ett driv- arrangemang (40) far forflyttning av de lastbarande vagnarna (25.1, 25.2, 25.N) utmed banan (12). 1 2 12 12B 21 12A 22 / 11 27 25.