Conveyance device utilizing coupled wagons

Abstract

A conveyance device utilizing coupled wagons includes front and rear adjacent wagons and a pair of left and right coupling units coupling left and right side portions of the adjacent wagons. The coupling units are switchable between a coupled state in which the left and right side portions of the adjacent wagons are respectively allowed for relative horizontal rotations about vertical shafts and an uncoupled state. A first coupling control mechanism operating at least one of the coupling units is provided at a horizontal turn path section in a travel path. By the operation of the first coupling control mechanism, the conveying traveling body can enter the horizontal turn path section while the coupling unit on the inner side of the horizontal turn path section is in the coupled state and the coupling unit on the outer side of the horizontal turn path section is in the uncoupled state.

Claims

1. A conveyance device utilizing coupled wagons, the conveyance device comprising: a conveying traveling body having a plurality of wagons disposed in series in a traveling direction; a traveling drive means operable to make the conveying traveling body travel along a travel path; a wagon-to-wagon coupling means having a pair of left and right coupling units respectively coupling left and right side portions of front and rear adjacent wagons, and the coupling units being operable to switch between a coupled state and an uncoupled state; a first coupling control means disposed at an entrance side of a horizontal turn path section in the travel path and the first coupling control means is operable to switch at least one of the pair of left and right coupling units between the respective wagons of the conveying traveling body entering the horizontal turn path section from the coupled state to the uncoupled state; and the conveying traveling body being configured to enter into the horizontal turn path section with the coupling unit which becomes the inner side in a curving direction of the horizontal turn path section in the coupled state and the coupling unit which becomes the outer side in the curving direction of the horizontal turn path section in the uncoupled state.

2. The conveyance device according to claim 1, wherein: the conveying traveling body is configured to travel with all of the coupling units being in the coupled state on a straight-ahead path section in the travel path, and the first coupling control means is operable to switch one coupling unit on a side opposite to a curving direction of the horizontal turn path section, from the coupled state to the uncoupled state, and the conveyance device includes a second coupling control means at an exit side of the horizontal turn path section operable to return the one coupling unit to the coupled state.

3. The conveyance device utilizing coupled wagons according to claim 2, wherein: each of the coupling units comprises a vertical shaft positionally fixed to one of the front and rear adjacent wagons, a vertically movable bearing member is provided to the other of the front and rear adjacent wagons so as to be fittable and detachable with respect to the vertical shaft, a cam follower portion is provided to the movable bearing member, and the first and second coupling control means includes a cam rail operable to act upon the cam follower portion and to hold, for a fixed zone, the movable bearing member in a coupling released posture, detached upward from the vertical shaft.

4. The conveyance device according to claim 1, wherein: the conveying traveling body has left and right two guide roller rows, and each of the guide roller rows comprises an intermediate-position roller provided rotatably about an axial center of the vertical shaft of a coupling unit at a position immediately below the vertical shaft, and end-position rollers provided rotatably about vertical axial centers at front and rear ends of the conveying traveling body, on the straight-ahead path section of the travel path, a straight-ahead guide rail is laid which is operable to guide the conveying traveling body via the respective rollers of at least one of the left and right guide roller rows, and on the horizontal turn path section of the travel path, a circular guide rail is laid which is operable to guide the conveying traveling body only via the respective rollers of a guide roller row located on the inner side in the curving direction of the path section.

5. The conveyance device according to claim 4, wherein the first coupling control means is operable to control one of the left and right coupling units and is juxtaposed with a guide rail controlling moving paths of the respective rollers of the guide roller row on a side where the coupling unit controlled by the coupling control means is located.

6. The conveyance device according to claim 1, wherein: the traveling drive means comprises a friction drive load bar attached to the conveying traveling body and a friction drive unit having a friction drive wheel disposed on the travel path and rotating in pressure contact with the load bar, the load bar extends across the entire length of the conveying traveling body and has a plurality of load bar units on at least one of left and right side faces of the respective wagons, and the load bar units are disposed in series in the traveling direction, and the respective load bar units are horizontally turnably coupled together by the vertical shaft of the coupling unit.

7. The conveyance device according to claim 6, wherein: the conveying traveling body is configured to travel with all of the coupling units in the coupled state on the straight-ahead path section in the travel path, and the first coupling control means is operable to switch one coupling unit of the pair of left and right coupling units on a side opposite to the curving direction of the horizontal turn path section, from the coupled state to the uncoupled state, a second coupling control means for returning the one coupling unit to the coupled state is provided at an exit side of the horizontal turn path section, and the second coupling control means is juxtaposed with a guide roller pair sandwiching, from left and right sides, the load bar units on a side of the one coupling unit controlled by the second coupling control means, and the guide roller pair is operable to control moving paths of the load bar units.

8. The conveyance device according to claim 6, wherein a friction drive load bar is disposed on the left and right side faces of the conveying traveling body.

9. The conveyance device according to claim 1, wherein: the coupling units of the wagon-to-wagon coupling means include coupling units at a left row and coupling units at a right row and the coupling units are configured to be switchable between the coupled state and the uncoupled state in a way such that only the coupling units at either one of the left or right rows are operable to be in the coupled state, and the first coupling control means is operable to switch the coupling units of a row on a side of the curving direction of the horizontal turn path section, into the coupled state, when the coupling units of a row on a side opposite to the curving direction of the horizontal turn path section is in the coupled state passes.

10. The conveyance device according to claim 9, wherein: each of the coupling units comprises a vertical shaft connected to one of the front and rear adjacent wagons and a hook-shaped coupling tool connected to the other one of the wagons so as to be laterally fittable and detachable with respect to the associated vertical shaft, the respective hook-shaped coupling tools of the pair of left and right coupling units are disposed such that lateral positions with respect to the associated vertical shafts are reverse to each other, and the vertical shafts and hook-shaped coupling tools of the coupling units of one of the left and right rows are fitted to each other and the vertical shafts and hook-shaped coupling tools of the respective coupling units of the other row are detached from each other by laterally and relatively moving the vertical shafts and hook-shaped coupling tools of the respective coupling units.

11. The conveyance device according to claim 10, wherein: the vertical shafts and the hook-shaped coupling tools are respectively positionally fixed to the respective wagons, and when the wagon provided with the vertical shafts and the wagon provided with the hook-shaped coupling tools are laterally and relatively moved into a coupled position, the hook-shaped coupling tool is fitted to the vertical shaft in each of the coupling units at one of the left and right both rows and the hook-shaped coupling tool is detached from the vertical shaft in each of the coupling units at the other row, and the first coupling control means includes a controlling guide rail operable to guide the respective wagons so as to laterally and relatively move the wagon provided with the vertical shafts and the wagon provided with the hook-shaped coupling tools into the coupled position.

12. The conveyance device according to claim 11, wherein: left and right guide roller rows are connected to the conveying traveling body and a guide rail is provided on the travel path, the left and right guide roller rows comprise rollers pivotally supported at left and right side portions of front and rear both ends of the respective wagons so as to be rotatable about vertical axial centers, and include rollers disposed below the vertical shaft of the each coupling unit and concentric to the associated vertical shaft, the hook-shaped coupling tool of the each coupling unit has a fitting groove having an arc shape centered around the vertical axial center of the roller disposed therebelow and has an opened end portion adjacent to the vertical shaft, a straight-ahead guide rail is operable to guide the respective wagons via the rollers in the straight-ahead path section of the travel path, a circular guide rail downstream of the straight ahead guide rail is operable to guide the respective wagons via the rollers in the horizontal turn path section, a lateral position of the circular guide rail and a lateral position of the straight-ahead guide rail are opposite, and the controlling guide rail is disposed upstream of a second straight-ahead guide rail connecting the controlling guide rail and the circular guide rail in the horizontal turn path section.

13. The conveyance device according to claim 12, wherein: the traveling drive means comprises load bars mounted to the conveying traveling body parallel to the traveling direction and a friction drive wheel provided on the travel path so as to pressure-contact with side surfaces of the load bars, and the load bars comprise load bar units connected to the respective wagons and respectively arranged along the left and right both side faces of the respective wagons, and the rollers constituting the left and right guide roller rows are pivotally supported at front and rear end portions of the respective load bar units at the left and right rows.

14. A conveyance device utilizing coupled wagons comprising: a conveying traveling body provided with a plurality of wagons disposed in series in a traveling direction and a wagon-to-wagon coupling means; a guide means guiding the conveying traveling body so as to travel along a travel path; the wagon-to-wagon coupling means having two links, and respective ends of each link being pivotally connected, by vertical support shafts, to one of the front and rear wagons, on laterally opposed sides thereof, when the front and rear two wagons coupled by the wagon-to-wagon coupling means adjoin each other in a straight ahead orientation, the two links are configured to be vertically overlapped in an orientation perpendicular to a wagon straight ahead direction and the vertical support shafts at both ends of the respective links are configured to be positioned concentrically; the guide means includes left and right two guide roller rows and a guide rail laid on the travel path of the conveying traveling body and guiding at least one of the left and right two guide roller rows, and when the respective wagons adjoin each other in the straight ahead orientation, the left and right two guide roller rows comprise intermediate rollers pivotally supported to one of the front and rear two wagons coupled by the two links so as to be rotatable about vertical axial centers concentric to the mutually concentric vertical support shafts at both ends of the two links, and end rollers pivotally supported rotatably about vertical axial centers to end portions on a side opposite to a side where the intermediate rollers are located of the wagons at front and rear both ends, so as to be positioned on a straight line passing the intermediate rollers and being parallel to the wagon straight ahead direction.

15. The conveyance device according to claim 14, wherein the two links of the wagon-to-wagon coupling means are disposed at positions entering below either one of the front and rear adjacent wagons when the front and rear both wagons coupled by the links adjoin each other in the straight ahead orientation.

16. The conveyance device according to claim 14, wherein rod members are disposed at left and right two rows along the left and right side faces of the respective wagons, and the two links of the wagon-to-wagon coupling means have end portions pivotally supported above front and rear adjacent end portions of the rod members by the vertical support shafts, and the intermediate rollers of the left and right two guide roller rows are pivotally supported below either one of the front and rear adjacent end portions of the rod members, and the end rollers are pivotally supported below free end portions of the rod members of the wagons at the front and rear both ends.

17. The conveyance device according to claim 16, wherein: the front and rear adjacent end portions of the rod members are vertically overlapped and formed in an arc shape concentric to the vertical support shafts, and when the respective wagons adjoin each other in the straight ahead orientation, the rod members at the left and right two rows constitute load bars at left and right two rows continuing across the entire length of the conveying traveling body and horizontally bendable at positions of the vertical support shafts positioned between the front and rear adjacent wagons, a lower link of the two links has one end pivotally supported directly by a vertical support shaft, above an upper end portion of the rod member targeted for pivotal support, and has the other end supported to an upper end portion of a long vertical support shaft erected from a lower end portion of the rod member targeted for pivotal support, an upper link of the two links has both ends pivotally supported by vertical support shafts, to bearing members mounted at positions apart from the end portions of the rod members targeted for pivotal support and extending above the lower link, the upper end portion of the rod member overlapping on the lower end portion of the rod member on which the long vertical support shaft is erected is formed with a notched groove to which the long vertical support shaft is fitted, and the traveling means includes the load bars at the left and right two rows and a friction drive wheel disposed on the travel path so as to pressure-contact with a side surface of at least one of the load bars.

18. The conveyance device according to claim 14, wherein: the travel path includes a straight-ahead path section, a counterclockwise horizontal turn path section, and a clockwise horizontal turn path section, on each of the horizontal turn path sections, a circular guide rail is laid that guides the respective rollers of the guide roller row of the left and right two guide roller rows which is located on the inner side in a curving direction of the horizontal turn path section, at an upstream region of the straight-ahead path section, a straight-ahead guide rail is laid that is connected to the circular guide rail laid on the horizontal turn path section upstream from the straight-ahead path section, at a downstream region of the straight-ahead path section, a straight-ahead guide rail is laid that is connected to the circular guide rail laid on the horizontal turn path section downstream from the straight-ahead path section, and in an area where the straight-ahead guide rail at the upstream region of the straight-ahead path section and the straight-ahead guide rail at the downstream region are located on the same left or right side, the straight-ahead guide rails are connected with each other, and in an area where the straight-ahead guide rail at the upstream region of the straight-ahead path section and the straight-ahead guide rail at the downstream region are located at laterally opposite positions, the straight-ahead guide rails at the both regions are laid such that an exit end of the upstream straight-ahead guide rail and an entrance end of the downstream straight-ahead guide rail are not separated in the traveling direction.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIGS. 1 to 18B illustrate a basic embodiment of the first aspect of the invention, and FIG. 1 is a schematic plan view illustrating a travel path of conveying traveling bodies.

(2) FIG. 2A is a plan view illustrating a pair of left and right load bars, wagon-to-wagon coupling means, and wheels, and FIG. 2B is a side view of a conveying traveling body.

(3) FIG. 3A is a plan view illustrating details of the pair of left and right load bars and wagon-to-wagon coupling means, and FIG. 3B is a partially cutaway side view of the same.

(4) FIG. 4 is a front view illustrating the pair of left and right load bars, a traveling guide means, a friction drive means, and the wheels.

(5) FIG. 5 is a partially cutaway side view illustrating an essential part including the wagon-to-wagon coupling means of the conveying traveling body and the first coupling control means for coupling release.

(6) FIGS. 6A and 6B are side views of an essential part illustrating a state at the time when a front coupling unit is switched from a coupled state to an uncoupled state by the first coupling control means, and FIGS. 6C and 6D are side views of an essential part illustrating a state at the time when a rear coupling unit is switched from a coupled state to an uncoupled state by the first coupling control means.

(7) FIGS. 7A to 7C are side views of an essential part illustrating a state at the time when the front coupling unit is switched from the uncoupled state to the coupled state by the second coupling control means.

(8) FIGS. 8A to 8C are side views of an essential part illustrating a state at the time when the rear coupling unit is switched from the uncoupled state to the coupled state by the second coupling control means.

(9) FIGS. 9A and 9B are plan views explaining a traveling state at the time when the conveying traveling body enters a clockwise horizontal turn path section.

(10) FIGS. 10A and 10B are plan views explaining a state where the conveying traveling body is traveling within the clockwise horizontal turn path section.

(11) FIGS. 11A and 11B are plan views explaining a traveling state at the time when the conveying traveling body leaves the clockwise horizontal turn path section.

(12) FIG. 12 is a plan view illustrating a specific configuration of the second coupling control means which returns each coupling unit from the uncoupled state to the coupled state.

(13) FIG. 13 is a side view of the second coupling control means as above viewed from the inside.

(14) FIG. 14 is a view taken in the direction of arrow X of FIG. 13.

(15) FIG. 15 is a view taken in the direction of arrow Y of FIG. 13.

(16) FIG. 16A is a cross sectional plan view of an essential part illustrating a slide support portion of the second coupling control means as above, and FIG. 16B is a longitudinal sectional front view of the essential part illustrating the same slide support portion.

(17) FIG. 17 is a side view of an essential part explaining a time of abnormal operation of the second coupling control means as above.

(18) FIGS. 18A and 18B illustrate variations of the basic embodiment of the first aspect of the invention and are schematic plan views illustrating traveling states of the conveying traveling bodies on the horizontal turn path sections.

(19) FIGS. 19A to 28 illustrate another embodiment of the first aspect of the invention, and FIGS. 19A and 19B are schematic plan views explaining a travel path of the conveying traveling bodies.

(20) FIGS. 20A and 20B are schematic plan views explaining a travel path provided with a coupling control means for the conveying traveling body.

(21) FIG. 21A is a plan view illustrating an arrangement of functional components of the conveying traveling body, and FIG. 21B is a side view of the conveying traveling body.

(22) FIG. 22A is a plan view explaining load bar units provided to respective wagons of the conveying traveling body, wagon-to-wagon coupling means, and left and right two guide roller rows, and FIG. 22B is a side view of the same.

(23) FIG. 23 is a plan view illustrating an arrangement of the functional components of the conveying traveling body at the time when the coupling units at the row laterally opposite to the state illustrated in FIG. 20A are in the coupled state.

(24) FIG. 24 is a front view of an essential part at the time when the conveying traveling body in the state illustrated in FIG. 21A is on the travel path.

(25) FIG. 25A is a plan view illustrating a state at the time when the conveying traveling body with the coupling units at the left row being in the coupled state turns a counterclockwise horizontal turn path section from a straight-ahead path section, and FIG. 25B is an enlarged plan view illustrating an essential part at the horizontal turn path section.

(26) FIGS. 26A and 26B are plan views illustrating a situation at the first half stage of coupling control in sending the conveying traveling body into the clockwise horizontal turn path section from the straight-ahead path section illustrated in FIG. 25A.

(27) FIGS. 27A and 27B are plan views illustrating a situation at the latter half stage following the first half stage illustrated in FIGS. 26A and 26B.

(28) FIG. 28 is a plan view illustrating a situation immediately before entering a clockwise horizontal turn path section subsequent to FIGS. 27A and 27B.

(29) FIGS. 29A to 36 illustrate an embodiment of the second aspect of the invention, and FIG. 29A is a plan view illustrating an arrangement of functional components of a conveying traveling body, and FIG. 29B is a side view of the conveying traveling body.

(30) FIGS. 30A and 30B are plan views illustrating a pair of left and right rod members mounted to each wagon of the conveying traveling body and respective two links constituting wagon-to-wagon coupling means.

(31) FIGS. 31A and 31B are side views illustrating mounting states of lower links placed between a central wagon and wagons at front and rear both ends.

(32) FIGS. 32A and 32B are side views illustrating mounting states of upper links placed between the central wagon and the wagons at the front and rear both ends.

(33) FIG. 33A is a longitudinal sectional rear view illustrating a front wagon-to-wagon coupling means, and FIG. 33B is a longitudinal sectional rear view illustrating a rear wagon-to-wagon coupling means.

(34) FIG. 34A is a longitudinal sectional side view at a position of a left vertical support shaft of the front wagon-to-wagon coupling means, and FIG. 34B is a longitudinal sectional side view at a position of a right vertical support shaft of the same wagon-to-wagon coupling means, and FIG. 34C is a longitudinal sectional side view at a position of a left vertical support shaft of the rear wagon-to-wagon coupling means, and FIG. 34D is a longitudinal sectional side view at a position of a right vertical support shaft of the same wagon-to-wagon coupling means.

(35) FIG. 35A is a plan view illustrating a state of the conveying traveling body at the time of traveling straight ahead, and FIG. 35B is a plan view illustrating a traveling state of the conveying traveling body on the counterclockwise horizontal turn path section, and FIG. 35C is a plan view illustrating a traveling state of the conveying traveling body on the clockwise horizontal turn path section.

(36) FIG. 36 is a plan view illustrating an example of a layout of the travel path of the conveying traveling bodies.

DETAILED DESCRIPTION OF THE INVENTION

(37) Hereinafter, an embodiment of the first aspect of the invention will be described based on FIGS. 1 to 18B. In FIG. 1, a conveying traveling body 1 is constituted of three wagons 2 to 4 disposed in series in a traveling direction. A central wagon 3 has a length in the traveling direction longer than the other wagons 2, 4 and serves as the central main wagon used for support of a workpiece W such as an automotive vehicle body and the working floor with respect to left and right both side portions of the workpiece W. The front- and rear-both end wagons 2, 4 have the same length and serve as the auxiliary wagons mainly used for the working floor with respect to front and rear both end portions of the workpiece W. A travel path of this conveying traveling body 1 is constructed by combining a counterclockwise horizontal turn path section 5, a straight-ahead path section 6, and a clockwise horizontal turn path section 7.

(38) As illustrated in FIGS. 2A to 4, the conveying traveling body 1 has a pair of left and right load bars 8, 9 having the same length as the entire length of the conveying traveling body 1 and provided along left and right both side faces of the conveying traveling body 1. The load bars 8, 9 are constituted of load bar units 8a to 8c and 9a to 9c divided for respective wagons 2 to 4 and attached to bottom surfaces of the wagons along the left and right both side faces of the respective wagons 2 to 4. Each of the wagons 2 to 4 is provided with four, front and rear two pairs of left and right caster wheels 10 to 12 rolling on the floor surface. Between front and rear adjacent wagons 2, 3 and wagons 3, 4, wagon-to-wagon coupling means 13, 14 coupling these front and rear two wagons together are provided.

(39) Each of the load bar units 8a to 8c and 9a to 9c constituting the load bars 8, 9 has a square columnar shape, has two places near both ends in the length direction whose upper surfaces are mounted to the bottom surface of each wagon 2 to 4 via mounting members 8d to 8f and 9d to 9f, and has left and right both side surfaces serving as friction drive surfaces. The wagon-to-wagon coupling means 13, 14 are constituted of coupling units 13a, 13b and 14a, 14b respectively coupling the three load bar units 8a to 8c and 9a to 9c disposed in series in the traveling direction to be assembled into the one load bar 8, 9.

(40) The pair of left and right coupling units 13a, 13b constituting the wagon-to-wagon coupling means 13 between the wagons 2, 3 each comprise a vertical shaft 15 protruded upward from a one step lower step surface of a front end of the load bar unit 8b, 9b fixed to the wagon 3, and a movable bearing member 17 coupled to a rear end portion of the load bar unit 8a, 9a fixed to the wagon 2 so as to be vertically swingable about a horizontal support shaft 16. The pair of left and right coupling units 14a, 14b constituting the wagon-to-wagon coupling means 14 between the wagons 3, 4 each comprise a vertical shaft 18 protruded upward from a one step lower step surface of a rear end of the load bar unit 8b, 9b fixed to the wagon 3, and a movable bearing member 20 coupled to a front end portion of the load bar unit 8c, 9c fixed to the wagon 4 so as to be vertically swingable about a horizontal support shaft 19. The movable bearing member 17 on the load bar unit 8a, 9a side has a free end portion provided with a connection hole 17a vertically fittable and detachable with respect to the counterpart vertical shaft 15 on the front end portion of the load bar unit 8b, 9b. The movable bearing member 20 on the load bar unit 8c, 9c side has a free end portion provided with a connection hole 20a vertically fittable and detachable with respect to the counterpart vertical shaft 18 on the rear end portion of the load bar unit 8b, 9b.

(41) The movable bearing members 17, 20 at the end portions of the load bar units 8a, 8c and 9a, 9c, and the one step lower end portions provided with the vertical shafts 15, 18 of both ends of the load bar unit 8b, 9b are configured such that the three load bar units 8a to 8c and 9a to 9c disposed in series form a single square columnar load bar 8, 9 in which the left and right both side surfaces (the friction drive surfaces) and upper and lower both side surfaces continue substantially flush when the connection holes 17a, 20a of the movable bearing members 17, 20 are in a coupled state of being fitted to the counterpart vertical shafts 15, 18. The load bar units 8a, 8c and 9a, 9c having the movable bearing members 17, 20 and the load bar unit 8b, 9b having the vertical shafts 15, 18 become horizontally relatively swingable about the vertical shafts 15, 18 when the connection holes 17a, 20a of the movable bearing members 17, 20 of the respective coupling units 13a, 13b and 14a, 14b are in the coupled state of being fitted to the counterpart vertical shafts 15, 18.

(42) The conveying traveling body 1 is provided with left and right two guide roller rows 21, 22 provided on center lines along the length direction of the load bars 8, 9. Each guide roller row 21, 22 has intermediate-position rollers 21b, 21c and 22b, 22c provided rotatably about axial centers of the vertical shafts 15, 18 of the respective coupling units 13a, 13b and 14a, 14b at positions immediately below the vertical shafts 15, 18, and end-position rollers 21a, 21d and 22a, 22d provided to front and rear both ends of the load bar 8, 9, that is, the front end portion of the load bar unit 8a, 9a and the rear end portion of the load bar unit 8c, 9c so as to be rotatable about vertical axial centers. The vertical shafts 15, 18 constituting the coupling units 13a, 13b and 14a, 14b can be constructed by extending the vertical support shafts supporting the intermediate-position rollers 21b, 21c and 22b, 22c upward.

(43) On the straight-ahead path section 6 in the travel path of the conveying traveling body 1, a channel guide rail 23 has a pair of left and right rail members to sandwich, from the left and right both sides, the respective rollers 21a to 21d or 22a to 22d of at least one of the pair of left and right guide roller rows 21, 22 of the conveying traveling body 1, and a pair of left and right wheel guide rails 24a, 24b to control rolling paths of the caster wheels 10 to 12 of the respective wagons 2 to 4 are disposed as a travel guide means for making the conveying traveling body 1 travel along the straight-ahead path section 6, as illustrated in FIG. 2A to FIG. 4. On the horizontal turn path section 5, 7 in the travel path of the conveying traveling body 1, a channel circular guide rail 25 includes a pair of left and right rail members to sandwich, from the left and right both sides, the respective rollers 21a to 21d or 22a to 22d of one of the pair of left and right guide roller rows 21 or 22 of the conveying traveling body 1, which row is located on a curving direction side of the horizontal path section 5, 7 is arranged as a travel guide means for making the conveying traveling body 1 travel along the horizontal turn path section 5, 7, as illustrated in FIGS. 9A to 11B illustrating the clockwise horizontal turn path section 7. In order for the respective rollers 21a to 21d or 22a to 22d of the guide roller row 21 or 22 to smoothly enter the circular guide rail 25 of the horizontal turn path section 5, 7, a guide rail 23 connected to the circular guide rail 25 laid along the horizontal turn path section 5, 7 is preferably laid at least at a terminal end region of the straight-ahead path section 6, which leads to the entrance of the horizontal turn path section 5, 7.

(44) As a traveling drive means for making the conveying traveling body 1 travel along the travel path, a friction drive means utilizing the pair of left and right load bars 8, 9 provided to the conveying traveling body 1 is used. As illustrated in FIG. 2A to FIG. 4, this friction drive means 26 has a friction drive wheel 26a and a backup roller 26b to sandwich the load bar 8 or 9 from the left and right both sides, and a motor to rotationally drive the friction drive wheel 26a although an illustration thereof is omitted. The friction drive means 26 is a conventionally known one that provides a thrust to the conveying traveling body 1 via the load bar 8 or 9 by means of rotation of the friction drive wheel 26a. At a zone in the travel path of the conveying traveling body 1 where the conveying traveling bodies 1 are driven to travel at a constant speed at a regular interval, the friction drive means 26 are disposed on the moving path of the load bar 8 or 9 at an interval shorter than the entire length of the conveying traveling body 1, that is, the entire length of the load bar 8 or 9. In a pushing travel zone where the conveying traveling body 1 is pushed by the subsequent conveying traveling body 1 to make the respective conveying traveling bodies 1 travel at a constant speed in a bumper to bumper state of abutting against each other in the front-rear direction, it is known to dispose the friction drive means 26 at two places, the entrance and the exit, of the zone.

(45) The friction drive means 26 driving the conveying traveling body 1 to travel on the horizontal turn path section 5, 7 is disposed such that the conveying traveling body 1 is propelled via the load bar 8 or 9 of the pair of left and right load bars 8, 9 of the conveying traveling body 1, which load bar is located on the inner side in the curving direction of the horizontal turn path section 5, 7 and is in the continuous state in which the respective load bar units 8a to 8c or 9a to 9c are coupled by the coupling units 13a, 14a or 13b, 14b of the wagon-to-wagon coupling means 13, 14, as illustrated in FIGS. 9A to 11B. Since the load bar 8 or 9 in the continuous state has a relatively large bending angle on the horizontal turn path section 5, 7 having such a curvature that the path length of the circular guide rail 25 in the horizontal turn path section 5, 7 is almost as long as the entire length of the load bar 8 or 9 in the continuous state as shown, it is desirable that friction drive means 26A, 26B are disposed at the entrance and the exit of the horizontal turn path section 5, 7 and the friction drive means 26B at the exit is configured to act upon the load bar 8 or 9 of the conveying traveling body 1 to be pulled out from the horizontal turn path section 5, 7 before the load bar 8 or 9 of the conveying traveling body 1 having been sent into the horizontal turn path section 5, 7 by the friction drive means 26A at the entrance leaves the friction drive means 26A at the entrance.

(46) As a matter of course, if the horizontal turn path section 5, 7 has a large curvature and the path length of the circular guide rail 25 becomes sufficiently longer than the entire length of the load bar 8 or 9 in the continuous state, the bending angle of the load bar 8 or 9 in the continuous state becomes small, so that the friction drive means 26 can be disposed at an intermediate place or a plurality of places of the horizontal turn path section 5, 7. In either case, the friction drive wheel 26a and the backup roller 26b of the friction drive means 26, 26A, 26B to propel the conveying traveling body 1 on the horizontal turn path section 5, 7 are configured to be able to hold the load bar 8 or 9 to be driven therebetween with a necessary pressure contact force while following horizontal and lateral movement of the load bar 8 or 9 to be driven and moving horizontally and laterally.

(47) To the horizontal turn path section 5, 7, a first coupling control means 27 is juxtaposed on the entrance side and a second coupling control means 28 is juxtaposed on the exit side, as illustrated in FIGS. 9A to 11B. The first coupling control means 27 switches from a coupled state to an uncoupled state the coupling units 13a, 14a or 13b, 14b of the load bar 8 or 9 of the pair of left and right load bars 8, 9 of the conveying traveling body 1 having been sent into the horizontal turn path section 5, 7, which load bar 8 or 9 moving outside the horizontal turn path section 5, 7. The second coupling control means 28 switches from the uncoupled state to the coupled state the coupling units 13a, 14a or 13b, 14b having been switched to the uncoupled state by the first coupling control means 27. In order to allow control by these coupling control means 27, 28, a cam follower roller 29 is pivotally supported to the movable bearing member 17, 20 of every coupling unit 13a to 14b, outside a support member erected at a position in the vicinity of the free end of the movable bearing member in a cantilever fashion by a horizontal support shaft parallel to the horizontal support shaft 16, 19 pivotally supporting the movable bearing member 17, 20, as illustrated in FIGS. 3A to 5. Each coupling control means 27, 28 is provided with a cam rail 30 for raising, via the cam follower roller 29, the movable bearing member 17, 20 of the coupling unit 13a to 14b to be controlled from a horizontal fallen-down posture and holding the movable bearing member at an uncoupled posture only for a fixed zone with the traveling of the conveying traveling body 1, as illustrated in FIGS. 5 to 8C.

(48) When the conveying traveling body 1 travels the straight-ahead path section 6, all coupling units 13a to 14b of the wagon-to-wagon coupling means 13, 14 are in the coupled state and the three wagons 2 to 4 are integrated in a series-connected state. The conveying traveling body 1 in this state advances and travels the straight-ahead path section 6 by the friction drive means 26 and enters the horizontal turn path section 5, 7 connected to this straight-ahead path section 6. Operation of the conveying traveling body 1 traveling the clockwise horizontal turn path section 7 of the horizontal turn path sections 5, 7 will be described based on FIGS. 9A to 11B.

(49) Once the conveying traveling body 1 reaches a position in which the front end portion of the load bar 9 on the right side of the conveying traveling body 1 is subjected to a frictional driving force by the friction drive means 26A provided to the entrance of the clockwise horizontal turn path section 7, the conveying traveling body 1 is subsequently sent into the clockwise horizontal turn path section 7 by the friction drive means 26A. After the end-position roller 21b located at the front end of the right guide roller row 22 enters the circular guide rail 25, the front auxiliary wagon 2 starts to turn around the vertical shaft 15 of the coupling unit 13b between the front auxiliary wagon 2 and the central main wagon 3 and on the load bar 9 side, toward the curving direction of the clockwise horizontal turn path section 7. Thus, the first coupling control means 27 is provided such that the cam follower roller 29 of the movable bearing member 17 of the opposite coupling unit 13a runs on the cam rail 30 of the first coupling control means 27 slightly therebefore.

(50) Accordingly, with the entry of the front auxiliary wagon 2 of the conveying traveling body 1 into the clockwise horizontal turn path section 7, the movable bearing member 17 at the rear end of the left load bar unit 8a fixed to the front auxiliary wagon 2 is raised by the cam follower roller 29 and the cam rail 30 of the first coupling control means 27, is moved upward about the horizontal support shaft 16, and is detached upward from the vertical shaft 15 at the front end of the left load bar unit 8b fixed to the central main wagon 3, and the left coupling unit 13a of the wagon-to-wagon coupling means 13 is switched from the coupled state into the uncoupled state, as illustrated in FIG. 6A. During the time when the left coupling unit 13a is switched to the uncoupled state, that is, the cam follower roller 29 rolls on the cam rail 30, the front auxiliary wagon 2 of the conveying traveling body 1 enters into the clockwise horizontal turn path section 7 and turns around the vertical shaft 15 of the coupling unit 13b between the front auxiliary wagon 2 and the central main wagon 3 and on the load bar 9 side, toward the curving direction of the clockwise horizontal turn path section 7, and the rear end portion (the movable bearing member 17) of the left load bar unit 8a fixed to the front auxiliary wagon 2 departs forward from the front end of the left load bar unit 8b fixed to the central main wagon 3. After that, the cam follower roller 29 of the left coupling unit 13a is detached from the cam rail 30 of the first coupling control means 27, and the movable bearing member 17 of the coupling unit 13a is restored to the original horizontal fallen-down posture by gravity at a position departed forward from the vertical shaft 15 as illustrated in FIG. 6B. Although an illustration of the detailed structure is omitted, each movable bearing member 17, 20 of the coupling units 13a to 14b is configured so as not to fall downward at least from the horizontal fallen-down posture which is an extended posture of the load bar unit 8a, 8c and 9a, 9c.

(51) The entry of the conveying traveling body 1 into the clockwise horizontal turn path section 7 proceeds, and the coupling unit 14a on the outside (left side) of the wagon-to-wagon coupling means 14 between the central main wagon 3 and the rear auxiliary wagon 4 reaches the position of the first coupling control means 27 as illustrated in FIG. 9B. Thereafter, basically similar to the coupling unit 13a on the outside (left side) of the wagon-to-wagon coupling means 13 between the front auxiliary wagon 2 and the central main wagon 3 as described earlier, the coupling unit 14a is switched into the uncoupled state with the traveling of the conveying traveling body 1, as illustrated in FIG. 6C and FIG. 6D. A difference in operation between the front coupling unit 13a and the rear coupling unit 14a at the time of being switched into the uncoupled state is that the cam follower roller 29 of the movable bearing member 17 runs on the cam rail 30 relatively approaching from the side opposite to the side where the horizontal support shaft 16 which is the pivot of the vertical movement of the movable bearing member 17 is located, whereas the cam follower roller 29 of the movable bearing member 20 runs on the cam rail 30 relatively approaching from the side where the horizontal support shaft 19 which is the pivot of the vertical movement of the movable bearing member 20 is located.

(52) When the conveying traveling body 1 enters into the clockwise horizontal turn path section 7 by the control of the above first coupling control means 27, only the outer coupling units 13a, 14a of the pairs of left and right coupling units 13a, 13b and 14a, 14b of the wagon-to-wagon coupling means 13, 14 of the conveying traveling body 1, which outer coupling units opposite to the curving direction of the conveying traveling body 1, are sequentially automatically switched into the uncoupled state. Thus, the respective wagons 2 to 4 travel the clockwise horizontal turn path section 7 while spread in a fan shape around the vertical shafts 15, 18 of the coupled coupling units 13b, 14b located on the inner side in the curving direction of the conveying traveling body 1 as illustrated in FIGS. 10A and 10B. At this time, the conveying traveling body 1 can travel smoothly along the clockwise horizontal turn path section 7 since the respective rollers of the guide roller row 22 located on the inner side in the curving direction, that is, the intermediate-position rollers 22b, 22c concentric to the vertical shafts 15, 18 of the coupled coupling units 13b, 14b and the end-position rollers 22a, 22d at the front and rear both ends of the load bar 9 are guided by the circular guide rail 25.

(53) At the same time as when the rear end of the load bar 9 of the conveying traveling body 1 traveling along the clockwise horizontal turn path section 7 departs from the friction drive means 26A at the entrance of the clockwise horizontal turn path section 7, the front end of the load bar 9 reaches the friction drive means 26B at the exit of the horizontal turn path section 7 as illustrated in FIG. 10B, remains subjected to the thrust from this friction drive means 26B, and continues to travel in a direction that leaves the horizontal turn path section 7. As a result, as illustrated in FIG. 11A, the uncoupled coupling unit 13a on the outside (left side) of the coupling units 13a, 13b of the wagon-to-wagon coupling means 13 of the conveying traveling body 1 passes through the position of the second coupling control means 28 at the exit of the horizontal turn path section 7. At this time, the conveying traveling body 1 travels while the front auxiliary wagon 2 and the central main wagon 3 having been spread in the fan shape are being closed around the vertical shaft 15 of the inner coupling unit 13b in the coupled state.

(54) As illustrated in FIGS. 7A to 7C, with the leaving of the front auxiliary wagon 2 from the clockwise horizontal turn path section 7 for the straight-ahead path section 6, the front end of the outer load bar unit 8b fixed to the central main wagon 3 approaches the movable bearing member 17 of the coupling unit 13a extending, in the horizontal fallen-down posture, rearward from the rear end of the outer load bar unit 8a fixed to the front auxiliary wagon 2. In the middle of this approaching, the cam follower roller 29 of the movable bearing member 17 of the coupling unit 13a runs on the cam rail 30 of the second coupling control means 28 and is switched into a posture in the uncoupled state. While the cam follower roller 29 rolls on the cam rail 30 of the second coupling control means 28, the front end of the central main wagon 3 takes a straight-ahead posture of abutting against the rear end of the front auxiliary wagon 2, and the vertical shaft 15 at the front end of the load bar unit 8b of the coupling unit 13a is positioned immediately below the connection hole 17a of the movable bearing member 17 at the posture in the uncoupled state on the load bar unit 8a side of the coupling unit 13a. The traveling of the conveying traveling body 1 proceeds and the cam follower roller 29 of the movable bearing member 17 is detached from on the cam rail 30 of the second coupling control means 28. Thereafter, as illustrated in FIG. 7C, the movable bearing member 17 having been raised to the posture in the uncoupled state swings downward about the horizontal support shaft 16 by gravity, and the vertical shaft 15 is fitted to the connection hole 17a of the movable bearing member 17, and the coupling unit 13a is returned to the coupled state.

(55) When a situation arises where the front auxiliary wagon 2 of the conveying traveling body 1 and the central main wagon 3 coupled thereto by the pair of left and right coupling units 13a, 13b of the wagon-to-wagon coupling means 13 are sent from the clockwise horizontal turn path section 7 to the straight-ahead path section 6 as illustrated in FIG. 11B and the rear auxiliary wagon 4 leaves the clockwise horizontal turn path section 7, the second coupling control means 28 returns the outer coupling unit 14a of the wagon-to-wagon coupling means 14 from the uncoupled state to the coupled state as illustrated in FIGS. 8A, 8B and 8C. This operation is basically the same as the operation when the second coupling control means 28 returns the outer coupling unit 13a of the wagon-to-wagon coupling means 13 between the front auxiliary wagon 2 and the central main wagon 3 from the uncoupled state to the coupled state with the traveling of the conveying traveling body 1. A difference thereof is that the cam follower roller 29 of the movable bearing member 17 runs on the cam rail 30 relatively approaching from the side where the horizontal support shaft 16 which is the pivot of the vertical movement of the movable bearing member 17 is located, whereas the cam follower roller 29 of the movable bearing member 20 runs on the cam rail 30 relatively approaching from the side opposite to the side where the horizontal support shaft 19 which is the pivot of the vertical movement of the movable bearing member 20 is located.

(56) The conveying traveling body 1 travels the clockwise horizontal turn path section 7 in the above manner. On the counterclockwise horizontal turn path section 5 as well, similar to the time of traveling the above clockwise horizontal turn path section 7, the conveying traveling body 1 entering the counterclockwise horizontal turn path section 5 travels the counterclockwise horizontal turn path section 5 while the respective wagons 2 to 4 are spread in a fan shape around the vertical shafts 15, 18 of the coupled coupling units 13a, 14a located on the inner side in the curving direction of the counterclockwise horizontal turn path section 5, since the coupling units 13b, 14b of the pairs of left and right coupling units 13a to 14b of the wagon-to-wagon coupling means 13, 14, which coupling units located on the outside (right side) opposite to the curving direction of the counterclockwise horizontal turn path section 5, are sequentially switched from the coupled state to the uncoupled state by the first coupling control means 27 at the entrance of the counterclockwise horizontal turn path section 5. When the conveying traveling body 1 leaves this counterclockwise horizontal turn path section 5 for the straight-ahead path section 6, the respective wagons 2 to 4 are closed around the vertical shafts 15, 18 of the coupling units 13a, 14a from the state of being spread in the fan shape to the connected state where the front and rear both ends adjoin each other. After that, the respective coupling units 13b, 14b in the uncoupled state are sequentially automatically restored to the original coupled state by the second coupling control means 28 at the exit of the counterclockwise horizontal turn path section 5.

(57) The length in the traveling direction of the front and rear both auxiliary wagons 2, 4 is short relative to that of the central main wagon 3. If the lengths of the load bar units 8a to 8c and 9a to 9c divided and fixed to the respective wagons 2 to 4 are also made to conform to the lengths in the traveling direction of the respective wagons 2 to 4 to make the length of the load bar units 8a, 8c and 9a, 9c shorter and make the length of the load bar units 8b and 9b longer, the longer load bar unit 8b or 9b fixed to the central main wagon 3 of the respective inner load bar units 8a to 8c or 9a to 9c guided by the guide rail row 21 or 22 when the conveying traveling body 1 travels the horizontal turn path section 5, 7 has a greater distance projecting inward from the circular guide rail 25. Thus, the need to set the curvature of the horizontal turn path section 5, 7 large in conformity with the longer load bar unit 8b or 9b arises in order to effortlessly and smoothly perform the traveling of the conveying traveling body 1 on the horizontal turn path section 5, 7 in which the respective wagons 2 to 4 travel while spread in a fan shape. In order to solve such a problem, intervals in the traveling direction between the respective rollers 21a to 21d of the guide roller row 21 and between the respective rollers 22a to 22d of the guide roller row 22 are configured to become almost equal in the embodiment of the present invention, as illustrated in FIGS. 2A and 2B.

(58) More specifically, the length of the load bar units 8a, 8c and 9a, 9c fixed to the front and rear both auxiliary wagons 2, 4 is made longer and the length of the load bar units 8b, 9b fixed to the central main wagon 3 is made shorter thereby configuring such that the lengths of all load bar units 8a to 9c become almost equal. At the same time, to extended end portions of the load bar units 8a, 8c and 9a, 9c extending from the front and rear both auxiliary wagons 2, 4 toward the side where the central main wagon 3 is located in a cantilever fashion, the movable bearing members 17, 20 but not the intermediate-position rollers 21b, 21c and 22b, 22c constituting the guide roller rows 21, 22 are pivotally supported, and to both ends of the load bar units 8b, 9b whose both ends in the length direction fall within the range of the length of the central main wagon 3, the intermediate-position rollers 21b, 21c and 22b, 22c and the vertical shafts 15, 18 erected upward concentric to the respective rollers are provided.

(59) Furthermore, the load bars 8, 9 disposed on the bottom surface sides of the wagons along the left and right both side faces of the conveying traveling body 1 are preferably configured to be recessed inside from the left and right both side faces of the respective wagons 2 to 4 in a plan view even if only slightly to prevent working oils and greases from adhering to the friction drive surfaces of the load bars 8, 9 and adversely affecting the friction drive when the working oils and greases having flown down on the respective wagons 2 to 4 drop from the left and right both side faces of the respective wagons 2 to 4. As a matter of course, the cam follower rollers 29 pivotally supported on the movable bearing members 17, 20 are also preferably provided so as not to protrude outside from the left and right both side faces of the central main wagon 3 in a plan view, if possible.

(60) When the pairs of left and right coupling units 13a to 14b of the wagon-to-wagon coupling means 13, 14 of the conveying traveling body 1 are switched from the coupled state to the uncoupled state by the first coupling control means 27, the connection holes 17a, 20a of the movable bearing members 17, 20 are detached upward from the vertical shafts 15, 18 in the mutually fitted state in the coupling units 13a to 14b. Thus, the desired coupling release action can be carried out reliably as long as the cam follower rollers 29 of the movable bearing members 17, 20 run on the cam rail 30 of the first coupling control means 27. When the pairs of left and right coupling units 13a to 14b of the wagon-to-wagon coupling means 13, 14 of the conveying traveling body 1 are returned from the uncoupled state to the coupled state by the second coupling control means 28, there is a possibility that the connection holes 17a, 20a of the movable bearing members 17, 20 in the uncoupled state may not be able to fit the counterpart vertical shafts 15, 18 smoothly and reliably unless the connection holes 17a, 20a of the movable bearing members 17, 20 are positioned immediately above the vertical shafts 15, 18 when the cam follower rollers 29 are detached from the cam rail 30 of the second coupling control means 28. In order to solve this problem, it is conceivable that the moving paths of the vertical shafts 15, 18 and movable bearing members 17, 20 of the coupling units 13a, 14a or 13b, 14b in the uncoupled state may be controlled by a guide rail when the vertical shafts 15, 18 and the movable bearing members 17, 20 move within the region of the cam rail 30 of the second coupling control means 28.

(61) A specific structure of the second coupling control means 28 will be described based on FIGS. 12 to 17. This second coupling control means 28 is provided with a guide rail 31, front and rear two guide roller pairs 32, 33, and a cam follower roller pushing-down movable body 34 aside from the cam rail 30. The guide rail 31 includes a pair of left and right rail members 35a, 35b sandwiching from the left and right both sides the intermediate-position rollers 21b, 21c or 22b, 22c concentrically located immediately below the vertical shafts 15, 18 of the coupling units 13a, 14a or 13b, 14b in a zone from slightly before the cam follower rollers 29 of the coupling units 13a, 14a or 13b, 14b run on the cam rail 30 until the cam follower rollers 29 are detached from on the cam rail 30 and advance a fixed distance. The guide rail 31 has both ends in the length direction whose vicinity positions are respectively supported on the floor surface by slide support portions 36. End portions at the entrance side of the rail members 35a, 35b are inclined so as to extend laterally outward in a flared manner and allow the intermediate-position rollers 21b, 21c or 22b, 22c to be guided between both rail members 35a, 35b reliably.

(62) The slide support portion 36 mounting the guide rail 31 has a lateral strip movable base plate 37 fastened on bottom surfaces of both rail members 35a, 35b, and integrating both rail members 35a, 35b, a strip fixed base plate 39 fixed on the floor surface by bolts 38 at both ends, a strip slide support plate 40 fastened on the upper surface of the strip fixed base plate 39 and horizontally slidably supporting the strip movable base plate 37, and a positioning cover member 42 fixed on both end portions of the strip fixed base plate 39 by bolts 41. A horizontal slide region of the strip movable base plate 37 on the strip slide support plate 40 is controlled within a fixed range by the positioning cover members 42.

(63) Outside the rail member 35a located immediately below the cam rail 30, columnar members 43a, 43b are respectively protruded from the strip movable base plates 37 of the front and rear both slide support portions 36. A horizontal beam member 44 is disposed between upper end portions of this pair of front and rear columnar members 43a, 43b. The cam rail 30 has one end side fastened on an inner surface of one of the columnar members 43a and has the other end side coupled and supported at an intermediate position of the horizontal beam member 44 via a coupling plate 45. The guide roller pairs 32, 33 have a pair of left and right rollers 32a, 32b and 33a, 33b pivotally supported rotatably about vertical axial centers by a pair of left and right bearings 46a, 46b fastened outside the rail members 35a, 35b at positions inside the front and rear two slide support portions 36. The guide roller pairs 32, 33 sandwich from the left and right both sides the load bar units 8a to 8c or 9a to 9c provided with, on the undersides of the end portions thereof, the intermediate-position rollers 21b, 21c or 22b, 22c guided by the guide rail 31, and control the moving paths of the load bar units.

(64) The cam follower roller pushing-down movable body 34 is arranged at a position downstream apart from the cam rail 30 and in a plan view within an extension region of the cam rail 30. The cam follower roller pushing-down movable body 34 is pivotally supported at an end portion side thereof closer to the cam rail 30 to a side surface of the horizontal beam member 44 by a lateral horizontal support shaft 47 so as to be vertically swingable within a fixed range. The cam follower roller pushing-down movable body 34 includes a strip cam plate 48 hanging over the moving path of the cam follower roller 29 detached from on the cam rail 30. The strip cam plate 48 is located above the moving track of the cam follower roller 29 in the normal operation when being in a lower limit position of the vertical swing range. The strip cam plate 48 includes, at a free end portion side thereof downstream apart from the horizontal support shaft 47, an operating portion 48a approaching above the moving track of the cam follower roller 29 in the normal operation.

(65) With the second coupling control means 28 of the above configuration, as described earlier, the moving path of the load bar units 8a, 8c or 9a, 9c having the movable bearing members 17, 20 of the coupling units 13a, 14a or 13b, 14b and the moving path of the load bar unit 8b or 9b having the vertical shafts 15, 18, in other words, the moving paths of the vertical shafts 15, 18 and movable bearing members 17, 20 of the coupling units 13a, 14a or 13b, 14b can be controlled accurately with respect to the lateral and transverse direction relative to the travel path direction from a stage in which the cam follower rollers 29 roll on the cam rail 30 to a stage in which the cam follower rollers 29 are detached from on the cam rail 30 and the switching operation is terminated when the coupling units 13a, 14a or 13b, 14b of the wagon-to-wagon coupling means 13, 14 are switched from the uncoupled state to the coupled state by the cam follower rollers 29 and the cam rail 30. As a matter of course, the rollers 21a to 21d or 22a to 22d constituting the left or right guide roller row 21 or 22 of the conveying traveling body 1 move between the rail members 35a, 35b of the guide rail 31 provided to the second coupling control means 28 when passing through the position of the second coupling control means 28, and the moving paths are controlled.

(66) Due to that particularly the moving paths of the movable bearing members 17, 20 having, immediately therebelow, no rollers 21a to 21d or 22a to 22d whose moving paths are controlled by the guide rail 31 can be controlled by the guide roller pairs 32, 33 provided to the second coupling control means 28 as above, the operation of switching the coupling units 13a, 14a or 13b, 14b of the wagon-to-wagon coupling means 13, 14 from the uncoupled state to the coupled state by the cam follower rollers 29 and the cam rail 30 can be performed reliably.

(67) When the moving paths of the load bar units 8a to 8c or 9a to 9c are controlled by the guide rail 31 and front and rear two guide roller pairs 32, 33 provided to the second coupling control means 28, in actuality, the load bar units 8a to 8c or 9a to 9c are in the course of transferring from the circular horizontal turn path section 5, 7 to the straight-ahead path section 6. If the guide rail 31 provided with the front and rear two guide roller pairs 32, 33 is an immovable one fixed with respect to the ground, unreasonable friction occurs between the guide rail 31 and the rollers 21a to 21d or 22a to 22d or between the front and rear two guide roller pairs 32, 33 and the load bar units 8a to 8c or 9a to 9c, so that smooth operation cannot be expected. However, in this embodiment, the entire second coupling control means 28 is supported by the slide support portions 36 at the front and rear two places, in a state of being horizontally slidable within the allowable horizontal slide range of the strip movable base plate 37 on the strip slide support plate 40. Thus, by a horizontal force applied to the guide rail 31 and the guide roller pairs 32, 33, the entire second coupling control means 28 can slide in the acting direction of the force and absorb the force. Therefore, the desired coupling release action can be performed smoothly and reliably.

(68) In the second coupling control means 28, the cam follower roller 29 is detached from on the cam rail 30, whereby the movable bearing member 17, 20 swings downward about the horizontal support shaft 16, 19 by gravity together with the cam follower roller 29, and the coupling unit 13a, 14a or 13b, 14b is restored to the coupled state. When the second coupling control means 28 functions normally in this manner, the cam follower roller pushing-down movable body 34 is located above the moving track of the cam follower roller 29 and does not interfere with the cam follower roller 29, as illustrated in FIG. 13. However, if the behavior of the movable bearing member 17, 20 around the horizontal support shaft 16, 19 worsens and the movable bearing member 17, 20 advances remaining uncoupled even after the cam follower roller 29 is detached from on the cam rail 30 or if the movable bearing member 17, 20 does not move downward to the coupled state which is the lower limit position, the cam follower roller 29 attempts to pass while pushing up the operating portion 48a of the cam follower roller pushing-down movable body 34 as illustrated in FIG. 17 and a downward reaction force acts upon the cam follower roller 29. As a result, the movable bearing member 17, 20 is forcibly pushed down together with the cam follower roller 29 and reliably switched to the coupled state. Under circumstances where the movable bearing member 17, 20 does not move downward to the coupled state which is the lower limit position by the downward reaction force applied from the cam follower roller pushing-down movable body 34, as a matter of course, the cam follower roller pushing-down movable body 34 is reversely pushed up by the cam follower roller 29 and swings upward about the horizontal support shaft 47. Therefore, in combination with a detector such as a limit switch for detecting the upward swing of the cam follower roller pushing-down movable body 34 at this time, abnormal circumstances where the coupling units 13a, 14a or 13b, 14b are not returned to the coupled state by the second coupling control means 28 can be automatically detected thereby to take measures in response to circumstances.

(69) The above second coupling control means 28 can be utilized as the first coupling control means 27 just as it is. However, as described earlier, the vertical shafts 15, 18 and movable bearing members 17, 20 of the coupling units 13a, 14a or 13b, 14b in the coupled state are controlled in their moving paths by the intermediate-position roller 21b, 21c or 22b, 22c located immediately therebelow being guided by the guide rail 31 in the first coupling control means 27. Thus, the front and rear two guide roller pairs 32, 33 can be omitted.

(70) The load bars 8, 9 providing the friction drive surfaces are not essential and are unnecessary depending on traveling drive means for making the conveying traveling body 1 travel along the travel path. In this case, the end-position rollers 21a, 21d and 22a, 22d of the left and right two guide roller rows 21, 22 can be pivotally supported to the bottom portions of the front and rear both auxiliary wagons 2, 4 by using appropriate bearings, and the intermediate-position rollers 21b, 21c and 22b, 22c, the vertical shafts 15, 18, and the movable bearing members 17, 20 can be mounted to the bottom portion of the central main wagon 3 by using members corresponding to the both end portions of the load bar units 8b, 9b provided with these. Even where the friction drive means 26, 26A, 26B are used, it is not limited to the configuration that the load bars 8, 9 are attached along the left and right both side faces of the conveying traveling body 1. For example, a single load bar can be used that is divided and mounted to the respective wagons 2 to 4 of the conveying traveling body 1. The mounting position of the single load bar in this case may be a central position in the width direction of the conveying traveling body 1 or may be either one of the left and right both side faces.

(71) FIGS. 18A and 18B illustrates an example in which a single load bar 49 includes load bar units 49a to 49c divided for respective wagons 2 to 4 is mounted only to one side face of the respective wagons 2 to 4 (the side where the coupling units 13b, 14b are located). On a clockwise horizontal turn path section 50 where the conveying traveling body 1 travels in an orientation that the load bar 49 becomes the inner side in the curving direction, a friction drive means 51A and a friction drive means 51B sandwiching and frictionally driving the load bar 49 have only to be disposed at the entrance and the exit of the moving path of the inner load bar 49 in the clockwise horizontal turn path section 50, as illustrated in FIG. 18A. On a counterclockwise horizontal turn path section 52 where the conveying traveling body 1 travels in an orientation that the load bar 49 becomes the outer side in the curving direction, a friction drive means 53A and a friction drive means 53B sandwiching and frictionally driving the load bar 49 have only to be disposed at the entrance and the exit of the moving path of the outer load bar 49 in the counterclockwise horizontal turn path section 52, as illustrated in FIG. 18B. Although the illustrations are omitted, the wagon-to-wagon coupling means 13, 14, the left and right two guide roller rows 21, 22, and the first and second coupling control means 27, 28 disposed at the entrance and the exit of the horizontal turn path sections 50, 52 are used also in this embodiment in the same manner as in the earlier embodiment. The respective coupling units 13a, 14a of the wagon-to-wagon coupling means 13, 14 and the respective rollers 21a to 21d of the guide rail row 21 necessary for the side face of respective wagons on the side where the load bar 49 is not disposed can be provided using the earlier explained procedure.

(72) On the counterclockwise horizontal turn path section 52 illustrated in FIG. 18B, outer side faces of the respective wagons 2 to 4 are frictionally driven as viewed from the center of the curve of the counterclockwise horizontal turn path section 52. In order for the thrust to be reliably transmitted to the positions of the coupling units 13b, 14b between the respective wagons 2 to 4 guided by the circular guide rail 25 to allow the respective wagons 2 to 4 to travel the counterclockwise horizontal turn path section 52 smoothly, the curvature of the counterclockwise horizontal turn path section 52 is made larger and a friction drive means has only to be disposed also at an intermediate position of the counterclockwise horizontal turn path section 52 as needed.

(73) Next, another embodiment of the first aspect of the invention will be described based on FIGS. 19A to 28. In FIG. 19A to FIG. 20B, a conveying traveling body 101 is constituted of three wagons 102 to 104 disposed in series in the traveling direction. A central wagon 103 has a length in the traveling direction longer than the other wagons 102, 104 and serves as the central main wagon used for support of the workpiece W such as an automotive vehicle body and the working floor with respect to left and right both side portions of the workpiece W. Front- and rear-both end wagons 102, 104 have the same length and serve as the auxiliary wagons mainly used for the working floor with respect to front and rear both end portions of the workpiece W. A travel path of this conveying traveling body 101 is constructed by combining a counterclockwise horizontal turn path section 105, an entrance-side straight-ahead path section 106A of the counterclockwise horizontal turn path section 105, an exit-side straight-ahead path section 106B of the counterclockwise horizontal turn path section 105, a clockwise horizontal turn path section 107, an entrance-side straight-ahead path section 106C of the clockwise horizontal turn path section 107, and an exit-side straight-ahead path section 106D of the clockwise horizontal turn path section 107.

(74) As illustrated in FIGS. 21A to 24, the conveying traveling body 101 has a pair of left and right load bars 108, 109 having the same length as the entire length of the conveying traveling body 101 and provided along left and right both side faces of the conveying traveling body 101, left and right two guide roller rows 110, 111, a wagon-to-wagon coupling means 112 coupling between front and rear adjacent wagons 102, 103, a wagon-to-wagon coupling means 113 coupling between front and rear adjacent wagons 103, 104, and four, front and rear two pairs of left and right caster wheels 114 to 116 mounted on bottom portions of respective wagons 102 to 104 and rolling on the floor surface. The load bars 108, 109 are constituted of load bar units 108a to 108c and 109a to 109c divided for respective wagons 102 to 104 and attached to bottom surfaces of the wagons along the left and right both side faces of respective wagons 102 to 104. Each of these load bar units 108a to 108c and 109a to 109c has a square columnar shape, has two places near both ends in the length direction whose upper surfaces are mounted to the bottom surface of each wagon 102 to 104 via mounting members 108d to 108f and 109d to 109f, and has left and right both side surfaces serving as friction drive surfaces.

(75) The load bar units 108a, 109a and 108c, 109c of the respective load bar units 108a to 108c and 109a to 109c constituting the load bar units 108, 109, which load bar units mounted to the front- and rear-both end wagons 102, 104 short in entire length have a length extending into a region of the central wagon 103 long in entire length. Thus, the load bar units 108b, 109b mounted to the central wagon 103 have both ends located at positions recessed inside from the front and rear both ends of the central wagon 103 by the same length. By this configuration, the lengths of all load bar units 108a to 109c can be made the same or an approximate length thereof regardless of difference in entire length of the wagons 102 to 104.

(76) The guide roller row 110 includes rollers 110a to 110f pivotally supported below front and rear both ends of respective load bar units 108a to 108c constituting the load bar 108 on the same side so as to be rotatable about vertical axial centers. The guide roller row 111 comprises rollers 111a to 111f pivotally supported below front and rear both ends of respective load bar units 109a to 109c constituting the load bar 109 on the same side so as to be rotatable about vertical axial centers. Each of the rollers 110a to 111f is pivotally supported at a central position in the width direction of each of the load bar units 108a to 109c equal in width, and has a diameter as much as the width of each load bar unit 108a to 109c.

(77) The wagon-to-wagon coupling means 112, 113 comprises respective pairs of left and right coupling units 112a, 112b and 113a, 113b. The pair of left and right coupling units 112a, 112b are constituted of hook-shaped coupling tools 117a, 117b having plate materials mounted above rear end portions of the pair of left and right load bar units 108a, 109a mounted to the front-end wagon 102, and vertical shafts 118a, 118b protruded above front end portions of the pair of left and right load bar units 108b, 109b mounted to the central wagon 103 so as to be concentric to the rollers 110c, 111c pivotally supported therebelow. The pair of left and right coupling units 113a, 113b are constituted of hook-shaped coupling tools 119a, 119b having plate materials mounted above front end portions of the pair of left and right load bar units 108c, 109c mounted to the rear-end wagon 104, and vertical shafts 120a, 120b protruded above rear end portions of the pair of left and right load bar units 108b, 109b mounted to the central wagon 103 so as to be concentric to the rollers 110d, 111d pivotally supported therebelow.

(78) The hook-shaped coupling tools 117a, 117b and 119a, 119b of the respective coupling units 112a to 113b extend laterally outward relative to the vertical shafts 118a, 118b and 120a, 120b adjacent thereto in the front-rear direction, and each include a fitting groove 121 having an arc shape about the vertical axial center of respective rollers 110b, 111b and 110e, 111e located below the hook-shaped coupling tools and being opened on the vertical shaft 118a, 118b and 120a, 120b side located inside.

(79) As illustrated in FIGS. 22A and 22B, a distance D2 between the pair of left and right load bar units 108a, 109a of the front-end wagon 102 and a distance D4 between the pair of left and right load bar units 108c, 109c of the rear-end wagon 104 are equal to each other. A distance D3 between the pair of left and right load bar units 108b, 109b of the central wagon 103 is slightly shorter than the distance D2 and the distance D4. More specifically, as illustrated in FIG. 21A, when the central wagon 103 is relatively laterally moved relative to the front- and rear-both end wagons 102, 104 toward the left side where the load bar 108 is located up to a lateral movement limit position, the left load bar units 108a to 108c and the respective rollers 110a to 110f of the guide roller row 110 pivotally supported thereto are configured to be positioned on a straight line, and the coupling units 112a, 113a on the same side are configured to be brought into a coupled state in which the fitting grooves 121 of the hook-shaped coupling tools 117a, 119a of the coupling units 112a, 113a fit the vertical shafts 118a, 120a located inside to the extent not much more than a radius of the vertical shafts 118a, 120a, and the coupling units 112b, 113b on the other side are configured to be brought into an uncoupled state in which the vertical shafts 118b, 120b thereof are detached inside from the fitting grooves 121 of the hook-shaped coupling tools 117b, 119b located outside. Thus, as illustrated in FIG. 23, when the central wagon 103 is relatively laterally moved relative to the front- and rear-both end wagons 102, 104 toward the right side where the load bar 109 is located up to a lateral movement limit position, the right load bar units 109a to 109c and the respective rollers 111a to 111f of the guide roller row 111 pivotally supported thereto are positioned on a straight line, and the coupling units 112b, 113b on the same side are brought into a coupled state in which the fitting grooves 121 of the hook-shaped coupling tools 117b, 119b of the coupling units 112b, 113b fit the vertical shafts 118b, 120b located inside to the extent not much more than a radius of the vertical shafts 118b, 120b, and the coupling units 112a, 113a on the other side are brought into an uncoupled state in which the vertical shafts 118a, 120a thereof are detached inside from the fitting grooves 121 of the hook-shaped coupling tools 117a, 119a located outside.

(80) On the entrance-side straight-ahead path section 106A of the counterclockwise horizontal turn path section 105 and the exit-side straight-ahead path section 106B of the counterclockwise horizontal turn path section 105 illustrated in FIG. 19A, a left straight-ahead guide rail 122L is laid that sandwiches from the left and right both sides and guides the respective rollers 110a to 110f of the guide roller row 110 of the left and right two guide roller rows 110, 111 of the conveying traveling body 101 traveling, which guide roller row 110 juxtaposed to the left load bar 108 coupled by the coupling units 112a, 113a, as illustrated in FIG. 21A and FIG. 24. On the counterclockwise horizontal turn path section 105, a left circular guide rail 123L is laid that sandwiches from the left and right both sides and guides the respective rollers 110a to 110f of the left guide roller row 110 moving the inner side in the curving direction of the path section, as illustrated in FIGS. 25A and 25B. On the entrance-side straight-ahead path section 106C of the clockwise horizontal turn path section 107 and the exit-side straight-ahead path section 106D of the clockwise horizontal turn path section 107 illustrated in FIG. 19B, a right straight-ahead guide rail 122R is laid that sandwiches from the left and right both sides and guides the respective rollers 111a to 111f of the guide roller row 111 of the left and right two guide roller rows 110, 111 of the conveying traveling body 101 traveling, which guide roller row 111 juxtaposed to the right load bar 109 coupled by the coupling units 112b, 113b, as illustrated in FIG. 23. On the clockwise horizontal turn path section 107, a right circular guide rail 123R is laid that sandwiches from the left and right both sides and guides the respective rollers 111a to 111f of the right guide roller row 111 moving the inner side in the curving direction of the path section, as illustrated in FIG. 28.

(81) Friction drive means 124 utilizing the load bar 108 or 109 with respective load bar units 108a to 108c or 109a to 109c coupled by the coupling units 112a, 113a or 112b, 113b are disposed on the travel path side of the conveying traveling body 101 as the traveling drive means for making the conveying traveling body 101 travel. These friction drive means 124 are conventionally known ones that are include a friction drive wheel 125a and a backup roller 125b, sandwiching the load bar 108 or 109, and a motor (not shown) rotationally driving the friction drive wheel 125a. Installation intervals between the friction drive means 124 on the travel path are, as conventionally known, made the same as or slightly shorter than the entire length of the conveying traveling body 101 (the entire length of the load bar 108, 109) when the conveying traveling bodies 101 are made to travel at a constant speed at a predetermined interval, and the friction drive means 124 are installed at the entrance and the exit on the pushing drive zone where the conveying traveling bodies 101 are made to continue bumper to bumper and integrally travel. In this embodiment, the path length further inside in the curving direction of the horizontal turn path section 105, 107 is slightly shorter than the entire length of the load bar 108, 109, and thus, it is configured such that friction drive means 124A, 124B are disposed at the entrance and the exit of the horizontal turn path section 105, 107 and the front end of the load bar 108 or 109 is driven by the friction drive means 124B at the exit just before the rear end of the load bar 108 or 109 to be driven is separated from the friction drive means 124A at the entrance.

(82) The conveying traveling body 101 traveling from the entrance-side straight-ahead path section 106A of the counterclockwise horizontal turn path section 105 to the exit-side straight-ahead path section 106B via the counterclockwise horizontal turn path section 105 as illustrated in FIG. 19A is such that the central wagon 103 is laterally moved leftward to the lateral movement limit position relative to the front- and rear-both end wagons 102, 104 and the hook-shaped coupling tools 117a, 119a are fitted to respective vertical shafts 118a, 120a of the left coupling units 112a, 113a to be brought into the coupled state and also the vertical shafts 118b, 120b are detached inside from respective hook-shaped coupling tools 117b, 119b of the right coupling units 112b, 113b to be brought into the uncoupled state, as illustrated in FIGS. 21A and 21B. As a result, the respective wagons 102 to 104 are such that only left portions thereof are coupled by the left coupling units 112a, 113a and only the left load bar 108 of the pair of left and right load bars 108, 109 comes into a straight line by the respective load bar units 108a to 108c being coupled by the coupling units 112a, 113a. Furthermore, only the left guide roller row 110 of the pair of left and right guide roller rows 110, 111 is in a state where their respective rollers 110a to 110f are disposed in series on a straight line. Accordingly, on the respective path sections 106A, 105, 106B illustrated in FIG. 19A, the conveying traveling body 101 forward-traveling with the left load bar 108 driven by the friction drive means 124, 124A, 124B can travel along the respective path sections 106A, 105, 106B by the respective rollers 110a to 110f of the left guide roller row 110 being guided by the left straight-ahead guide rail 122L and the left circular guide rail 123L.

(83) The conveying traveling body 101 traveling from the entrance-side straight-ahead path section 106C of the clockwise horizontal turn path section 107 to the exit-side straight-ahead path section 106D via the clockwise horizontal turn path section 107 as illustrated in FIG. 19B is such that the central wagon 103 is laterally moved rightward to the lateral movement limit position relative to the front- and rear-both end wagons 102, 104 and the hook-shaped coupling tools 117b, 119b are fitted to respective vertical shafts 118b, 120b of the right coupling units 112b, 113b to be brought into the coupled state and also the vertical shafts 118a, 120a are detached inside from respective hook-shaped coupling tools 117a, 119a of the left coupling units 112a, 113a to be brought into the uncoupled state, as illustrated in FIG. 23. As a result, the respective wagons 102 to 104 are such that only right portions thereof are coupled by the right coupling units 112b, 113b and only the right load bar 109 of the pair of left and right load bars 108, 109 comes into a straight line by the respective load bar units 109a to 109c being coupled by the coupling units 112b, 113b. Furthermore, only the right guide roller row 111 of the pair of left and right guide roller rows 110, 111 is in a state where their respective rollers 111a to 111f are disposed in series on a straight line. Accordingly, on the respective path sections 106C, 107, 106D illustrated in FIG. 19B, the conveying traveling body 101 forward-traveling with the right load bar 109 driven by the friction drive means 124, 124A, 124B can travel along the respective path sections 106C, 107, 106D by the respective rollers 111a to 111f of the right guide roller row 111 being guided by the right straight-ahead guide rail 122R and the right circular guide rail 123R.

(84) The conveying traveling body 101 traveling the counterclockwise horizontal turn path section 105 or the clockwise horizontal turn path section 107 travels the counterclockwise horizontal turn path section 105 or the clockwise horizontal turn path section 107 in a state that the respective wagons 102 to 104 are horizontally bent and spread in a fan shape around the vertical shafts 118a, 120a of the respective coupling units 112a, 113a or the vertical shafts 118b, 120b of the respective coupling units 112b, 113b coupling the wagons 102 to 104 (the respective load bar units 108a to 108c of the left load bar 108 or the respective load bar units 109a to 109c of the right load bar 109). The load bar 108 or 109 separated from the friction drive means 124A at the entrance continues to be driven by the friction drive means 124B at the exit and is sent into the end-side straight-ahead path section 106B or 106D. As illustrated in FIG. 25B illustrating the state on the counterclockwise horizontal turn path section 105, the hook-shaped coupling tools 117a, 119a (or 117b, 119b) of the respective coupling units 112a, 113a (or 112b and 113b) have the circular fitting grooves 121 deeply fitted to the counterpart vertical shafts 118a, 120a (or vertical shafts 118b, 120b) when the respective wagons 102 to 104 are spread in a fan shape around the vertical shafts 118a, 120a (or vertical shafts 118b, 120b).

(85) As illustrated in FIG. 20A, in a case of the configuration that the traveling of the conveying traveling body 101 is guided by the right straight-ahead guide rail 122R as in a case where the entrance-side straight-ahead path section 106A of the counterclockwise horizontal turn path section 105 is connected to the exit-side straight-ahead path section 106D of the clockwise horizontal turn path section 107 illustrated in for example FIG. 19B, the right straight-ahead guide rail 122R is terminated at an appropriate position before the counterclockwise horizontal turn path section 105, and a second left straight-ahead guide rail 127L connected to the left circular guide rail 123L laid on the counterclockwise horizontal turn path section 105 is laid on a zone from the vicinity of the terminal end of the right straight-ahead guide rail 122R to the counterclockwise horizontal turn path section 105, and a controlling guide rail 126 is formed at the entrance of the second left straight-ahead guide rail 127L. A coupling control means 128 is constituted by the second left straight-ahead guide rail 127L having the controlling guide rail 126.

(86) Similarly, as illustrated in FIG. 20B, in a case of the configuration that the traveling of the conveying traveling body 101 is guided by the left straight-ahead guide rail 122L as in a case where the entrance-side straight-ahead path section 106C of the clockwise horizontal turn path section 107 is connected to the exit-side straight-ahead path section 106B of the counterclockwise horizontal turn path section 105 illustrated in for example FIG. 19A, the left straight-ahead guide rail 122L is terminated at an appropriate position before the clockwise horizontal turn path section 107, and a second right straight-ahead guide rail 130R connected to the right circular guide rail 123R laid on the clockwise horizontal turn path section 107 is laid on a zone from the vicinity of the terminal end of the left straight-ahead guide rail 122L to the clockwise horizontal turn path section 107, and a controlling guide rail 129 is formed at the entrance of the second right straight-ahead guide rail 130R. A coupling control means 131 is constituted by the second right straight-ahead guide rail 130R having the controlling guide rail 129.

(87) As illustrated in FIG. 21A and FIG. 23, when the central wagon 103 is laterally moved to the lateral movement limit position relative to the front- and rear-both end wagons 102, 104, the coupling units 112a, 113a or 112b, 113b on the lateral movement direction side are brought into the coupled state and the coupling units 112b, 113b or 112a, 113a on the opposite side are brought into the uncoupled state. Thus, the guide roller row 110 or 111 on the coupling released side of the pair of left and right guide roller rows 110, 111 is in a state that the respective pairs of front and rear rollers 110a, 110b, 110e, 110f or 111a, 111b, 111e, 111f provided to the front- and rear-both end wagons 102, 104 project outside a virtual straight line in the front-rear direction which the pair of front and rear rollers 110c, 110d or 111c, 111d of the central wagon 103 pass. The controlling guide rails 126, 129 of the coupling control means 128, 131 pressingly move to the inside the rollers 110a, 110b, 110e, 110f or 111a, 111b, 111e, 111f provided to the front- and rear-both end wagons 102, 104 of the guide roller row 110 or 111 on the coupling released side, laterally move the front- and rear-both end wagons 102, 104 inside up to the lateral movement limit position relative to the central wagon 103, switch the guide roller row 110 or 111 (the load bar 108 or 109) on the coupling released side into a state in which all of the rollers 110a to 110f or 111a to 111f thereof are positioned on a straight line, and switch the uncoupled coupling units 112a, 113a or 112b, 113b into the coupled state.

(88) Hereinafter, a configuration and operation of the coupling control means 131 illustrated in FIG. 20B will be described based on FIGS. 26A to 28. On the entrance-side straight-ahead path section 106C of the clockwise horizontal turn path section 107, the conveying traveling body 101 guided by the left straight-ahead guide rail 122L is in a state illustrated in FIG. 21A, wherein the central wagon 103 is laterally moved leftward up to the lateral movement limit position relative to the front- and rear-both end wagons 102, 104, and the left coupling units 112a, 113a are in the coupled state and the right coupling units 112b, 113b are in the uncoupled state, and the respective rollers 110a to 110f of the left guide roller row 110 positioned on a straight line are fitted to the left straight-ahead guide rail 122L, and the left load bar 108 in the straight-line state is driven by the friction drive means 124. With forward-traveling of the conveying traveling body 101 after reaching the terminal end of the left straight-ahead guide rail 122L, as illustrated in FIGS. 26A and 26B, the headmost roller 110a of the left guide roller row 110 is separated forward from the left straight-ahead guide rail 122L and the headmost roller 111a of the right guide roller row 111 enters the second right straight-ahead guide rail 130R while being pressingly moved inside by the controlling guide rail 129.

(89) By the above operation of the controlling guide rail 129 with respect to the headmost roller 111a, the front-end wagon 102 tilts horizontally leftward about the left rear-end roller 110b still guided by the left straight-ahead guide rail 122L, as illustrated in FIG. 26B. At this time, the hook-shaped coupling tool 117b on the wagon 102 side of the right coupling unit 112b is slightly moved forward relative to the vertical shaft 118b on the wagon 103 side. However, the right coupling units 112b, 113b are in the uncoupled state where the hook-shaped coupling tools 117b, 119b are separated outside with respect to the vertical shafts 118b, 120b, and thus, the both never interfere with each other. By subsequent forward-traveling of the conveying traveling body 101, as illustrated in FIG. 27A, the right rear-end roller 111b of the front-end wagon 102 enters into the second right straight-ahead guide rail 130R from the controlling guide rail 129, and the front-end wagon 102 tilting leftward tilts inward around the right headmost roller 111a to be oriented straight ahead. At this time, the hook-shaped coupling tool 117b on the wagon 102 side of the coupling unit 112b is fitted into the vertical shaft 118b on the wagon 103 side from the outside, and the coupling unit 112b is switched from the uncoupled state to the coupled state. The left coupling unit 112a in the coupled state is switched into the uncoupled state by the hook-shaped coupling tool 117a on the wagon 102 side being separated outside from the vertical shaft 118a on the wagon 103 side.

(90) After the left coupling unit 112a is switched into the uncoupled state and the right coupling unit 112b is switched into the coupled state, the right pair of front and rear rollers 111c, 111d of the central wagon 103 sequentially enter the second right straight-ahead guide rail 130R via the controlling guide rail 129. Since positioned on a virtual straight line in the front-rear direction which the right pair of front and rear rollers 111a, 111b of the front-end wagon 102 having been displaced inside and oriented straight ahead pass, the right pair of front and rear rollers 111c, 111d of the central wagon 103 enter the second right straight-ahead guide rail 130R at as-is positions without undergoing the operation of the controlling guide rail 129. Subsequently, as illustrated in FIG. 27B, the right front-end roller 111e of the rear-end wagon 104, which is positioned projecting outside with respect to the right rear-end roller 111d of the central wagon 103, enters the second right straight-ahead guide rail 130R while being pressingly moved inside by the controlling guide rail 129. As a result, the hook-shaped coupling tool 119b on the wagon 104 side of the right coupling unit 113b is fitted to the vertical shaft 120b on the wagon 103 side from the outside and then switched into the coupled state. Simultaneously, the left coupling unit 113a is switched into the uncoupled state by the hook-shaped coupling tool 119a on the wagon 104 side being separated rearward and outside from the vertical shaft 120a on the wagon 103 side. Finally, as illustrated in FIG. 28, the right rear-end roller 111f of the rear-end wagon 104 enters the second right straight-ahead guide rail 130R via the controlling guide rail 129, whereby the rear-end wagon 104 is returned to the straight ahead orientation, and the respective wagons 102 to 104 of the conveying traveling body 101 are disposed in series in the straight ahead orientation, and all of the rollers 111a to 111f of the right guide roller row 111 positioned on a straight line are guided by the second right straight-ahead guide rail 130R.

(91) When the rear-end load bar unit 108c of the left load bar 108 is separated forward from the friction drive means 124 at the final position juxtaposed on the left straight-ahead guide rail 122L, the front-end load bar unit 109a of the right load bar 109 guided in the straight ahead orientation by the second right straight-ahead guide rail 130R is driven by the friction drive means 124 juxtaposed on the second right straight-ahead guide rail 130R, and the conveying traveling body 101 is transferred from the left straight-ahead guide rail 122L to the second right straight-ahead guide rail 130R without stopping and continues to travel forward successively by the friction drive means 124 juxtaposed on the second right straight-ahead guide rail 130R.

(92) The conveying traveling body 101 on the entrance-side straight-ahead path section 106C of the clockwise horizontal turn path section 107 having the left guide roller row 110 guided by the left straight-ahead guide rail 122L and driven by the friction drive means 124 via the left load bar 108 in the straight-line state is sent into the clockwise horizontal turn path section 107 by the above operation of the coupling control means 131 while having the right guide roller row 111 guided by the second right straight-ahead guide rail 130R before the clockwise horizontal turn path section 107 and driven by the friction drive means 124 via the right load bar 109 in the straight-line state. Thus as described earlier based on FIG. 19B, the conveying traveling body 101 can travel forward through the clockwise horizontal turn path section 107 to the straight-ahead path section 106D at the exit thereof.

(93) A configuration of the coupling control means 128 provided when the entrance-side straight-ahead path section 106A of the counterclockwise horizontal turn path section 105 guides the conveying traveling body 101 by the right straight-ahead guide rail 122R as illustrated in FIG. 20A is symmetrical to the configuration of the coupling control means 131 provided on the entrance-side straight-ahead path section 106C of the clockwise horizontal turn path section 107 as described above based on FIG. 20B, and the operation thereof is exactly the same except the other way around in the lateral direction. Therefore, explanatory drawings of the specific configuration corresponding to FIGS. 26A to 28 and descriptions of the operation are omitted.

(94) Next, an embodiment of the second aspect of the invention will be described based on FIGS. 29A to 36. In FIGS. 29A and 29B, a conveying traveling body 201 is constituted of three wagons, a front-end wagon 202, a central wagon 203, and a rear-end wagon 204, disposed in series in a traveling direction and having the same width. The central wagon 203 supports a workpiece such as an automotive vehicle body in an automobile assembly line and has such a length in the traveling direction that front and rear both end portions of the workpiece project above the front- and rear-both end wagons 202, 204. The front- and rear-both end wagons 202, 204 have the same length in the traveling direction and are short in length as compared to the central wagon 203. The front-end wagon 202 and the central wagon 203 are coupled by a front wagon-to-wagon coupling means 205, and the central wagon 203 and the rear-end wagon 204 are coupled by a rear wagon-to-wagon coupling means 206.

(95) To the conveying traveling body 201, a pair of left and right load bars 207, 208 continuing across the entire length of the conveying traveling body 201 is provided on bottom surface sides of left and right both side faces of the conveying traveling body 201. These load bars 207, 208 have square columnar rod members 209 to 211 and 212 to 214 divided for respective wagons 202 to 204. Each of the rod members 209 to 214 is mounted on the underside of the left and right both side faces of respective wagons 202 to 204 via front and rear mounting members 215 to 220. This pair of left and right load bars 207, 208 constitute a traveling drive means for making the conveying traveling body 201 travel, together with a friction drive wheel 221a and a backup roller 221b pressure-contacted to at least either one of the load bars 207, 208 from the left and right both sides. Front and rear two pairs of left and right caster wheels 223 to 225 rolling on the floor surface are mounted on bottom portions of the respective wagons 202 to 204.

(96) Hereinafter, a detailed description will be given based on FIGS. 30A to 34D. The rod members 209 to 214 constituting the load bars 207, 208 have main bodies 209a to 214a made of square pipes and end members 209b, 209c to 214b, 214c fixed at front and rear both ends thereof. The rear end member 209c of the rod member 209, the front end member 211b of the rod member 211, the rear end member 212c of the rod member 212, and the front end member 214b of the rod member 214 mounted to the front- and rear-both end wagons 202, 204 are formed with upper bearing portions 209d, 211d, 212d, 214d extending from upper halves of respective end members and having arc-shaped distal ends. The front and rear both end members 210b, 210c, 213b, 213c of the rod members 210, 213 mounted to the last central wagon 203 are formed with lower bearing members 210d, 210e, 213d, 213e extending from lower halves of respective end members and having arc-shaped distal ends. Thus, when the respective wagons 202 to 204 are in a state of being adjacent to each other in the straight ahead orientation (the state illustrated in FIGS. 29A and 29B), front and rear adjacent end members 209c, 210b/210c, 211b/212c, 213b/213c, 214b of the respective end members 209b, 209c to 214b, 214c of the rod members 209 to 214 have respective upper bearing portions 209d, 211d, 212d, 214d and respective lower bearing portions 210d, 210e, 213d, 213e vertically overlapped with each other, and the respective rod members 209 to 211 and 212 to 214 disposed in series form the load bars 207, 208 having approximately the same height and width across the entire length and having continuous left and right both side surfaces.

(97) The front wagon-to-wagon coupling means 205 includes a lower link 226 and an upper link 227 having approximately the same length as the lateral width of the respective wagons 202 to 204 and formed of band plate materials. The lower link 226 has its left end portion pivotally supported above the center of the upper bearing portion 209d of the rear end member 209c of the left rod member 209 of the front-end wagon 202, directly by a vertical support shaft 226a. The lower link 226 has its right end portion supported to an upper end portion of a long vertical support shaft 226b erected from the center of the lower bearing portion 213d of the front end member 213b of the left rod member 213 of the central wagon 203, at a position higher than the upper surface of the rod member 213. The upper link 227 has its left end portion pivotally supported by a vertical support shaft 227a, above a bearing member 210f mounted on the front end member 210b of the left rod member 210 of the central wagon 203 via a spacer and extending to an upper position of the lower bearing portion 210d of the front end member 210b in a cantilever fashion. The upper link 227 has its right end portion pivotally supported by a vertical support shaft 227b, above a bearing member 212e mounted on the rear end member 212c of the right rod member 212 of the front-end wagon 202 via a spacer and extending to an upper position of the upper bearing portion 212d of the rear end member 212c in a cantilever fashion.

(98) Thus, in the state of the front-end wagon 202 and the central wagon 203 adjoining each other in the straight ahead orientation, the upper and lower both links 226, 227 are overlapped with each other, and both ends of the lower link 226 enter below the bearing members 210f, 212e pivotally supporting both ends of the upper link 227, and the vertical support shafts 226a, 226b pivotally supporting the both ends of the lower link 226 and the vertical support shafts 227a, 227b pivotally supporting the both ends of the upper link 227 are positioned concentric to each other, as illustrated in FIG. 33A, FIG. 34A, and FIG. 34B. At this time, the upper bearing portion 212d of the rear end member 212c of the right rod member 212 of the front-end wagon 202 enters below the right end of the lower link 226, whereby the upper bearing portion 212d and the long vertical support shaft 226b pivotally supporting the right end of the lower link 226 interfere with each other. In order to avoid this interference, the upper bearing portion 212d is formed with a notched groove 212f from the arc-shaped distal end to the central portion as illustrated in FIG. 30A, and an intermediate portion of the long vertical support shaft 226b is configured to enter into the notched groove 212f.

(99) The rear wagon-to-wagon coupling means 206 includes a lower link 228 and an upper link 229 having approximately the same length as the lateral width of the respective wagons 202 to 204 and formed of band plate materials. The lower link 228 has its left end portion pivotally supported above the center of the upper bearing portion 211d of the front end member 211b of the left rod member 211 of the rear-end wagon 204, directly by a vertical support shaft 228a. The lower link 228 has its right end portion supported to an upper end portion of a long vertical support shaft 228b erected from the center of the lower bearing portion 213e of the rear end member 213c of the right rod member 213 of the central wagon 203, at a position higher than the upper surface of the rod member 213. The upper link 229 has its left end portion pivotally supported by a vertical support shaft 229a, above a bearing member 210g mounted on the rear end member 210c of the left rod member 210 of the central wagon 203 via a spacer and extending to an upper position of the lower bearing portion 210e of the rear end member 210c in a cantilever fashion. The upper link 229 has its right end portion pivotally supported by a vertical support shaft 229b, above a bearing member 214e mounted on the front end member 214b of the right rod member 214 of the rear-end wagon 204 via a spacer and extending to an upper position of the upper bearing portion 214d of the front end member 214b in a cantilever fashion.

(100) Thus, in the state of the central wagon 203 and the rear-end wagon 204 adjoining each other in the straight ahead orientation, the upper and lower both links 228, 229 are overlapped with each other, and both ends of the lower link 228 enter below the bearing members 210g, 210e pivotally supporting both ends of the upper link 229, and the vertical support shafts 228a, 228b pivotally supporting the both ends of the lower link 228 and the vertical support shafts 229a, 229b pivotally supporting the both ends of the upper link 229 are positioned concentric to each other, as illustrated in FIG. 33B, FIG. 34C, and FIG. 34D. At this time, the upper bearing portion 214d of the front end member 214b of the right rod member 214 of the rear-end wagon 204 enters below the right end of the lower link 228, whereby the upper bearing portion 214d and the long vertical support shaft 228b pivotally supporting the right end of the lower link 228 interfere with each other. In order to avoid this interference, the upper bearing portion 214d is formed with a notched groove 214f from the arc-shaped distal end to the central portion as illustrated in FIG. 30B, and an intermediate portion of the long vertical support shaft 228b is configured to enter into the notched groove 214f.

(101) As described earlier, the length in the traveling direction of the central wagon 203 is long relative to that of the front- and rear-both end wagons 202, 204. All of the rod members 209 to 211 and 212 to 214 for constituting the load bars mounted to the respective wagons 202 to 204 are configured to have the same length but not a length conforming to the length in the traveling direction of respective wagons 202 to 204 to which the rod members are mounted. Therefore, the rod members 209, 211 and 212, 214 mounted to the front- and rear-both end wagons 202, 204 enter into a region of the central wagon 203, as illustrated in FIGS. 29A and 29B. With this, the front wagon-to-wagon coupling means 205 and the rear wagon-to-wagon coupling means 206 are provided at positions recessed inside from the front and rear both ends of the central wagon 203.

(102) As illustrated in FIG. 31A to FIG. 32B, below the front end members 209b, 212b of the left and right both rod members 209, 212 of the front-end wagon 202 and below the rear end members 211c, 214c of the left and right both rod members 211, 214 of the rear-end wagon 204, rollers 232a, 232d and 233a and 233d are pivotally supported respectively by vertical support shafts 230a, 230d and 231a, 231d concentric to the center of the arc-shaped surface of the distal end of these end members. Further, below the end members 210b, 210c at the front and rear both ends of the left rod member 210 of the central wagon 203, rollers 232b, 232c are pivotally supported respectively by vertical support shafts 230b, 230c so as to be concentric to the vertical support shafts 227a, 229a pivotally supporting the left ends of the upper links 227, 229 at upper positions of the end members 210b, 210c. Below the end members 213b, 213c at the front and rear both ends of the right rod member 213 of the central wagon 203, rollers 233b, 233c are pivotally supported respectively by vertical support shafts 231b, 231c so as to be concentric to the long vertical support shafts 226b, 228b pivotally supporting the right ends of the lower links 226, 228 at upper positions of the end members 213b, 213c. As illustrated in FIG. 33A to FIG. 34D, the vertical support shafts 231b, 231c pivotally supporting the rollers 233b, 233c can be integrated with the long vertical support shafts 226b, 228b immediately thereabove to reduce the number of parts.

(103) The rollers 232a to 232d and 233a to 233d pivotally supported as above constitute left and right two guide roller rows 234, 235 integral with the load bars 207, 208. In the state of the respective wagons 202 to 204 adjoining each other in the straight ahead orientation, the rollers 232a to 232d and 233a to 233d are aligned in a straight line parallel to the traveling direction of the conveying traveling body 201, similar to the respective rod members 209 to 211 and 212 to 214 constituting the load bars 207, 208.

(104) In the thus configured conveying traveling body 201, the upper and lower both links 226, 227 and 228, 229 of the front and rear both wagon-to-wagon coupling means 205, 206 are overlapped with each other in an orientation orthogonal to the traveling direction of the conveying traveling body 201 and the vertical support shafts 226a, 227a, 226b, 227b and 228a, 229a, 228b, 229b at both ends of the upper and lower both links 226, 227 and 228, 229 are positioned concentric to each other in the state of the respective wagons 202 to 204 being in the straight ahead posture of adjoining in the straight ahead orientation, as illustrated in FIG. 35A. Thus, the front and rear adjacent wagons 202, 203 and 203, 204 do not swing relatively in the lateral direction. The conveying traveling body 201 can be made to travel straight ahead reliably and smoothly only by guiding the four rollers 232a to 232d or 233a to 233d of one of the left and right two guide roller rows 234, 235 by means of a straight-ahead channel guide rail 236 to which the rollers are fitted.

(105) When the conveying traveling body 201 is desired to be turned counterclockwise and horizontally, the four rollers 232a to 232d of the left guide roller row 234 of the conveying traveling body 201 are guided by a counterclockwise circular channel guide rail 237 to which these rollers are fitted, as illustrated in FIG. 35B. When the conveying traveling body 201 is desired to be turned clockwise and horizontally, the four rollers 233a to 233d of the right guide roller row 235 of the conveying traveling body 201 are guided by a clockwise circular channel guide rail 238 to which these rollers are fitted. The conveying traveling body 201 guided by the counterclockwise circular guide rail 237 is bent horizontally leftward around the vertical support shafts 226a, 227a and 228a, 229a positioned on the left side of the front and rear both wagon-to-wagon coupling means 205, 206 and vertically concentric to each other (the vertical support shafts 230b, 230c of the intermediate rollers 232b, 232c of the left guide roller row 234) and travels in the posture where the respective wagons 202 to 204 are horizontally spread in a fan shape. At this time, the vertical support shafts 226b, 227b and 228b, 229b positioned on the right side of the front and rear both wagon-to-wagon coupling means 205, 206 and vertically concentric to each other are separated back and forth in the traveling direction integrally with the wagons 202 to 204 together with the rod members 212 to 214 to which respective vertical support shafts are mounted, and the upper and lower links 226, 227 and 228, 229 are opened in a V-shape around the vertical support shafts 226a, 227a and 228a, 229a positioned on the left side and vertically concentric to each other.

(106) When the conveying traveling body 201 is desired to be turned clockwise and horizontally, the four rollers 233a to 233d of the right guide roller row 235 of the conveying traveling body 201 are guided by the clockwise circular channel guide rail 238 to which these rollers are fitted, as illustrated in FIG. 35C. The conveying traveling body 201 guided by the clockwise circular guide rail 238 is bent horizontally rightward around the vertical support shafts 226b, 227b and 228b, 229b positioned on the right side of the front and rear wagon-to-wagon coupling means 205, 206 and vertically concentric to each other (the vertical support shafts 231b, 231c of the intermediate rollers 233b, 233c of the right guide roller row 235) and travels in the posture where the respective wagons 202 to 204 are horizontally spread in a fan shape. At this time, the vertical support shafts 226a, 227a and 228a, 229a positioned on the left side of the front and rear both wagon-to-wagon coupling means 205, 206 and vertically concentric to each other are separated back and forth in the traveling direction integrally with the wagons 202 to 204 together with the rod members 209 to 211 to which respective vertical support shafts are mounted, and the upper and lower links 226, 227 and 228, 229 are opened in a V-shape around the right vertical support shafts 226b, 227b and 228b, 229b positioned vertically concentric to each other.

(107) Specifically, the conveying traveling body 201 can be made to travel on a travel path in which a straight-ahead path section 239, a counterclockwise horizontal turn path section 240, a straight-ahead path section 241, a clockwise horizontal turn path section 242, and a straight-ahead path section 243 continue, as illustrated in for example FIG. 36. In this case, the counterclockwise circular guide rail 237 is laid on the counterclockwise horizontal turn path section 240, and the clockwise circular guide rail 238 is laid on the clockwise horizontal turn path section 242. On the straight-ahead path section 239 downstream of which the counterclockwise horizontal turn path section 240 is connected, a left straight-ahead guide rail 236L connected to the counterclockwise circular guide rail 237 of the counterclockwise horizontal turn path section 240 is laid. The straight-ahead path section 241 upstream of which the counterclockwise horizontal turn path section 240 is located and downstream of which the clockwise horizontal turn path section 242 is located is divided into an upstream region and a downstream region. On the upstream region, a left straight-ahead guide rail 236L connected to the counterclockwise circular guide rail 237 laid on the upstream counterclockwise horizontal turn path section 240 is laid. On the downstream region, a right straight-ahead guide rail 236R connected to the clockwise circular guide rail 238 laid on the downstream clockwise horizontal turn path section 242 is laid. In this case, in order not to generate a space between both upstream and downstream regions in which any roller of the left and right both guide roller rows 234, 235 is not guided, an exit position of the left straight-ahead guide rail 236L and an entrance position of the right straight-ahead guide rail 236R are configured to coincide in the traveling direction or the both straight-ahead guide rails 236L, 236R are configured to be overlapped in the traveling direction within an appropriate distance. As a matter of course, a right straight-ahead guide rail 236R connected to the clockwise circular guide rail 238 laid on the clockwise horizontal turn path section 242 is laid on the straight-ahead path section 243 downstream of the clockwise horizontal turn path section 242.

(108) The left straight-ahead guide rail 236L and the right straight-ahead guide rail 236R connected upstream and downstream of the respective horizontal turn path sections 240, 242 preferably have a length long enough to guide the front and rear two rollers 232a, 232b or 233a, 233b of the front-end wagon 202 of the conveying traveling body 201 entering these straight-ahead guide rails 236L, 236R to hand over the conveying traveling body 201 to the next guide rail in the state that at least the front-end wagon 202 is guided completely in the straight ahead orientation.

(109) On the thus configured travel path illustrated in FIG. 36, the conveying traveling body 201 is made to travel straight ahead while the respective wagons 202 to 204 adjoin each other and are integrated in the straight-ahead orientation, by guiding the respective rollers 232a to 232d of the left guide roller row 234 or the respective rollers 233a to 233d of the right guide roller row 235 with the use of the left straight-ahead guide rail 236L or the right straight-ahead guide rail 236R on each of the straight-ahead path sections 239, 241, 243. With this, the traveling of the conveying traveling body 201 entering from the straight-ahead path section 239 to the counterclockwise horizontal turn path section 240, exiting from the counterclockwise horizontal turn path section 240 to the straight-ahead path section 241, entering from the straight-ahead path section 241 to the clockwise horizontal turn path section 242, and exiting from the clockwise horizontal turn path section 242 to the straight-ahead path section 243 can be performed smoothly without any control. As a matter of course, the travel of the conveying traveling body 201 within the respective horizontal turn path sections 240, 242 can also be performed smoothly while the respective wagons 202 to 204 are spread in a fan shape as described earlier.

(110) The travel path illustrated in FIG. 36 is schematically illustrated, and each actual entire length of the straight-ahead path sections 239, 241, 243 is several to several dozen times as long as the entire length of the conveying traveling body 201. When the conveying traveling body 201 is driven to travel by a friction drive means 222 on these straight-ahead path sections 239, 241, 243, the friction drive means 222 is disposed so as to drive one of the load bars 207, 208 having one of the guide roller rows 234, 235 guided by the left straight-ahead guide rail 236L or the right straight-ahead guide rail 236R laid on the respective straight-ahead path sections 239, 241, 243. At this time, when the respective conveying traveling bodies 201 are made to travel at constant speed while keeping a given interval, the friction drive means 222 are disposed at an interval equal to or shorter than the entire length of the conveying traveling body 201 (the entire length of the load bar 207, 208) as conventionally known. It is also known that when a zone where a plurality of conveying traveling bodies 201 are pushed and driven in the continuous state of abutting against each other in the front-rear direction is provided on the straight-ahead path section, the friction drive means 222 only need to be disposed at the entrance and the exit of this pushing drive zone. Furthermore, since the conveying traveling body 201 travels on the horizontal turn path sections 240, 242 with the respective wagons 202 to 204 spread in a fan shape, the curvature of the horizontal turn path sections 240, 242 can be made smaller as described earlier. Thus, as illustrated in FIG. 36, the friction drive means 222 can be disposed at the entrance and the exit of the horizontal turn path section 240, 242, and the load bar 207 or 208 of the conveying traveling body 201 sent into the horizontal turn path section 240, 242 by the friction drive means 222 at the entrance can be taken over to the friction drive means 222 at the exit before departing from the friction drive means 222 at the entrance, and the conveying traveling body 201 can be made to exit completely from the horizontal turn path section 240, 242 by the friction drive means 222 at the exit.

(111) The conveyance device utilizing coupled wagons of the present invention is a conveyance device having a high degree of flexibility in layout of a conveying path, capable of combining freely a counterclockwise horizontal turn path section and a clockwise horizontal turn path section in a travel path of the conveying traveling body includes a plurality of wagons disposed in series in a traveling direction, and can be utilized for conveyance of automotive vehicle bodies in an automobile assembly line.