EP0968899B1 - Railway vehicle with lateral deplacement of the pivot of the bogie - Google Patents

Abstract

The vehicle (2) is articulated on its bogie (4) with respect to the chassis. It has a bogie support (16) and two connecting rods (8,10) that are articulated to an adjacent vehicle (2') and two levers (12,14) which are also articulated to the bogie support. The levers are free to pivot with respect to the median axes without acting on the support bogie whilst the connecting rods are subjected to longitudinal movements acting in the same directions. When the connecting rods are subjected to longitudinal movements in the opposite direction, the levers are driven in rotation about their pivot axis which is arranged at their adjacent ends. This causes the bogie support to rotate about its axis (18).

Description

The present invention relates to a railway vehicle with transverse displacement of the bogie pivot of a wagon.

Usually, a railway vehicle comprises a chassis provided at each of its ends with a bogie which is pivotally mounted about an axis and ensures the self-alignment of the railway vehicle on the straight track, because of the fact that interaction of the wheels with the rails.

The invention aims more particularly at optimizing the use of the track gauge by railway vehicles. In the invention, the term rail vehicle includes wagons for transporting goods, transporting road vehicles or containers, or even passenger wagons, to the extent that they are also subject to compliance templates. A railway gauge is defined by an envelope line perpendicular to the axis of the railway, the railway vehicle being bound to remain entirely within that gauge.

It is already known, from EP-A-0 749 881, a railway vehicle provided with means for articulating the bogie with respect to the chassis of the vehicle, enabling the bogie to pivot, in a curve, about a vertical axis called pivot fictitious, the median longitudinal axis of the vehicle being shifted out of the curve with respect to this imaginary pivot. This allows, for a given template, to use a rail vehicle whose wheelbase, namely the space between the two bogies, is greater than that of a conventional rail vehicle. This arrangement allows to lower the chassis or the floor of the central part of the vehicle to allow maximum loading, it being understood that the ends of the vehicle frame are arranged completely above the bogie.

The articulation means described in this document are formed by two pairs of links, arranged at the opposite ends of two neighboring railway vehicles. These rods connect the side edges of a support plate extending from one car to another, a corresponding bogie being pivotally mounted at each end of this plate.

The teaching of EP-A-0 749 881 further provides means for damping shocks and pulls occurring in a straight line between two adjacent railway vehicles. These means consist of spring systems integrated in the bogie support plate, so as to allow a certain longitudinal movement between the two parts of the plate, each of which is integral with a corresponding rail vehicle.

This solution, however, has a first drawback related to its complexity. Moreover, in the curves, such an arrangement is not suitable for damping shocks and pulls, insofar as the latter induce efforts directed in a direction which is not aligned with the main direction of the spring systems . The latter are therefore subject to warping which is capable of damaging their mechanical integrity.

The present invention proposes to make a rail vehicle to overcome all the disadvantages of the prior art mentioned above.

• un organe de support du bogie, libre de pivoter par rapport au châssis autour d'un axe de pivot d'organe de support solidaire du châssis, l'axe de pivot de bogie étant solidaire dudit organe de support en un emplacement de celui-ci espacé de l'axe de pivot d'organe de support,
• deux bielles destinées à être articulées, à une première extrémité, à un véhicule ferroviaire voisin,
• deux leviers articulés, à une première extrémité, à une seconde extrémité des bielles, les secondes extrémités des leviers étant adjacentes l'une de l'autre, les leviers étant en outre articulés, en des points médians et autour d'axes médians, à l'organe de support ou à un organe intermédiaire monté pivotant par rapport au châssis autour d'un axe de pivot d'organe intermédiaire et relié à l'organe de support pour pivoter en synchronisme avec celui-ci,
• les leviers étant libres de pivoter par rapport à leurs axes médians, sensiblement sans action sur l'organe de support, lorsque les bielles sont soumises à des actions longitudinales dirigées selon un même sens, et
• les secondes extrémités des leviers étant reliées l'une à l'autre de telle manière que, lorsque les bielles sont soumises à des actions longitudinales dirigées selon des sens opposés, les leviers sont alors entraînés en rotation autour d'un axe de pivotement des leviers, voisin des secondes extrémités, de manière à provoquer la rotation de l'organe de support autour de son axe.

For this purpose, it relates to a railway vehicle comprising a chassis which comprises a bogie towards each of its ends, the vehicle being provided with means of articulation of the bogie with respect to the chassis, allowing the bogie to pivot, in a curve, around a bogie pivot axis, a median longitudinal axis of the vehicle being offset outwardly of this curve with respect to said bogie pivot axis, characterized in that the hinge means comprise:

• a bogie support member, free to pivot relative to the frame about a support member pivot axis integral with the frame, the bogie pivot axis being integral with said support member at a location thereof spaced from the support member pivot axis,
• two connecting rods intended to be articulated, at a first end, to a neighboring railway vehicle,
• two articulated levers, at a first end, at a second end of the connecting rods, the second ends of the levers being adjacent to each other, the levers being further articulated at midpoints and around median axes, the support member or an intermediate member pivotally mounted relative to the frame about an axis of intermediate member pivot and connected to the support member for pivoting in synchronism therewith,
• the levers being free to pivot relative to their median axes, substantially without any action on the support member, when the rods are subjected to longitudinal actions directed in the same direction, and
• the second ends of the levers being connected to each other in such a way that, when the connecting rods are subjected to longitudinal actions directed in opposite directions, the levers are then rotated about a pivot axis of the levers adjacent the second ends, so as to cause the rotation of the support member about its axis.

• les secondes extrémités des leviers comprennent des secteurs dentés engrenant l'un avec l'autre, propres à tourner l'un par rapport à l'autre lorsque les bielles sont soumises auxdites actions longitudinales de même sens, et propres à se bloquer mutuellement, en une zone de blocage, lorsque les bielles sont soumises auxdites actions longitudinales de sens opposés ;
• l'axe de pivotement des leviers passe par ladite zone de blocage des secondes extrémités desdits leviers ;
• les leviers sont disposés à l'opposé de l'organe de support par rapport au véhicule ferroviaire voisin et sont articulés directement à l'organe de support ;
• les secondes extrémités des leviers sont reliées mutuellement par une biellette articulée à chacune desdites secondes extrémités ;
• la biellette est orientée sensiblement suivant l'axe médian du véhicule ;
• l'axe de pivotement des leviers passe sensiblement par un point médian de ladite biellette ;
• les leviers sont disposés entre le véhicule voisin et l'organe de support du bogie, les leviers étant articulés audit organe intermédiaire et ce dernier étant relié à l'organe de support par une paire de biellettes ;
• l'axe de pivot du bogie est disposé entre l'axe de pivot de l'organe de support et le véhicule ferroviaire voisin.

According to other features of the invention:

• the second ends of the levers comprise toothed sectors meshing with each other, adapted to rotate relative to each other when the rods are subjected to said longitudinal actions of the same direction, and adapted to lock each other, in a blocking zone, when the rods are subjected to said longitudinal actions in opposite directions;
• the pivot axis of the levers passes through said blocking zone of the second ends of said levers;
• the levers are arranged opposite the support member relative to the adjacent railway vehicle and are articulated directly to the support member;
• the second ends of the levers are interconnected by a link articulated at each of said second ends;
• the link is oriented substantially along the median axis of the vehicle;
• the pivot axis of the levers substantially passes through a midpoint of said link;
• the levers are arranged between the adjacent vehicle and the bogie support member, the levers being articulated to said intermediate member and the latter being connected to the support member by a pair of rods;
• the pivot axis of the bogie is disposed between the axis of pivot of the support member and the adjacent railway vehicle.

• la figure 1 est une vue en perspective des différents éléments permettant l'articulation d'un bogie à un véhicule ferroviaire conforme à un premier mode de réalisation de l'invention ;
• la figure 2 est une vue schématique illustrant deux véhicules ferroviaires adjacents, tels que représentés à la figure 1, en ligne droite et dans une position dite de marche normale ;
• les figures 3 et 4 sont des vues analogues à la figure 2, illustrant les deux véhicules ferroviaires en ligne droite, respectivement éloignés puis rapprochés l'un de l'autre, par rapport à la position de marche normale de la figure 2 ;
• la figure 5 est une vue analogue à la figure 2, illustrant les deux véhicules ferroviaires inscrits dans une courbe ;
• la figure 6 est une vue en perspective des différents éléments permettant l'articulation d'un bogie à un véhicule ferroviaire conforme à un deuxième mode de réalisation de l'invention ;
• la figure 7 est une vue schématique illustrant deux véhicules ferroviaires, tels que représentés à la figure 6, en ligne droite et dans une position dite de marche normale ;
• les figures 8 et 9 sont des vues analogues à la figure 7, illustrant les deux véhicules ferroviaires en ligne droite, respectivement rapprochés puis éloignés l'un de l'autre par rapport à la position de marche normale de la figure 7, et
• la figure 10 est une vue analogue à la figure 7, illustrant les deux véhicules ferroviaires inscrits dans une courbe.

The invention will be described below, with reference to the accompanying drawings, given solely by way of non-limiting examples and in which:

• Figure 1 is a perspective view of the various elements for the articulation of a bogie to a railway vehicle according to a first embodiment of the invention;
• Figure 2 is a schematic view illustrating two adjacent rail vehicles, as shown in Figure 1, in a straight line and in a position called normal walking;
• Figures 3 and 4 are views similar to Figure 2, illustrating the two railway vehicles in a straight line, respectively remote and close to each other, relative to the normal operating position of Figure 2;
• Figure 5 is a view similar to Figure 2, illustrating the two railway vehicles entered in a curve;
• Figure 6 is a perspective view of the various elements for the articulation of a bogie to a railway vehicle according to a second embodiment of the invention;
• Figure 7 is a schematic view illustrating two railway vehicles, as shown in Figure 6, in a straight line and in a so-called normal walking position;
• FIGS. 8 and 9 are views similar to FIG. 7, illustrating the two railway vehicles in a straight line, respectively close together and then distant from each other with respect to the normal running position of FIG. 7, and
• Figure 10 is a view similar to Figure 7, illustrating the two railway vehicles entered in a curve.

Figure 1 shows two railway vehicles 2, 2 ', or wagons, provided with means according to the invention for articulating the bogie relative to the frame. Only the hinge means of which the vehicle 2 is equipped have been shown in this figure, but it should be understood that similar means equip the vehicle 2 ', as is apparent from Figures 2 to 5.

Referring again to Figure 1, the bogie 4, traveling on rails 5, and the frame 6 of the vehicle 2 are shown schematically. Two rods 8, 10, forming links, are articulated on the vehicle frame 2 '. This articulation is for example ball-type, so that slight offsets between the chassis of vehicles 2 and 2 'are allowed.

The rods 8, 10 are hinged, at their end opposite the vehicle 2 ', to levers designated respectively by the reference 12 and 14. The latter are articulated to the rods by a first end 12A, 14A, and are adjacent to one of the other at their second end 12B, 14B. These second ends affect a toothed angular sector profile and are likely to mesh with each other when subjected to longitudinal actions of the same direction, with reference to the main axis of the vehicle.

The hinge means equipping the vehicle 2 also comprise a support member 16 of the bogie 4, whose function will be explained in what follows. This member is of triangular shape and is free to pivot relative to an axis 18 integral with the chassis 6 of the railway vehicle 2. The bogie 4 is articulated with respect to this support member 16, along an axis 19 located near the a vertex 16A of this organ 16.

The member 16 is further articulated to the lever 12, 14 at a midpoint 12C, 14C thereof. This connection is provided by corresponding axes 20, 22, said medians, which extend between the midpoints 12C, 14C mentioned above and the vicinity of the vertices 16B, 16C of the support member.

For the sake of simplicity, we will not describe in detail the means of articulation of the bogie equipping the wagon 2 'but, as is apparent from Figures 2 to 5, these hinge means are identical to those explained above.

Figure 2 shows the two railway vehicles 2, 2 'in normal operation in a straight line. In this configuration, the pivot axis 19 of the bogie 4 is located on the right (D) which materializes the center line of the railway vehicles 2, 2 '. The rods 8 and 10 are arranged substantially parallel to this line D, while the levers 12, 14 are perpendicular to it, their respective ends meeting at the middle of the toothed sectors 12B, 14B.

FIG. 3 represents the two vehicles 2, 2 'of FIG. 2, subjected to traction with respect to the position shown in FIG. 2.

Such traction may for example be due to start, an acceleration of the train or a coasting of the latter. This traction causes a distance between the wagons, which is absorbed mechanically by a not shown traction hook, of known type, and which contributes to exerting traction forces F and F 'on the rods 8, 10. These traction forces, which are of substantially equal intensities and are exerted in the same longitudinal direction, have the effect of bringing the end 12A, 14A of the levers relative to the vehicle 2 ', so that these levers 12, 14 pivot about their axis respective median 20, 22. Their toothed ends 12B, 14B move, by mutual meshing, according to the respective arrows G, G '. These toothed sectors are then in contact by their longitudinal ends closest to the axis 19.

All of these displacements generally have no effect on the support member 16. Indeed, the latter provides only a double pivot function, through the central axes 20, 22. The pivot axis 19 of the bogie 4 remains therefore placed on the median right D of the vehicle 2. Because the rods 8, 10 are articulated at the ends 12A, 14A of the levers 12, 14, these rods 8, 10 are no longer strictly parallel to this line D, their articulated ends with levers 12, 14 being offset towards this straight line D.

FIG. 4 represents the vehicles 2, 2 'of FIG. 2, brought closer to each other with respect to the normal running position illustrated in this FIG. 2. Such an approximation may be due to braking, to deceleration train or when the latter moves in a difference in level.

This approximation, which is absorbed mechanically by unrepresented buffers of known type, contributes to exert compressive forces H, H 'on the rods 8, 10. These forces, which are of substantially equal intensities and are exerted according to the same direction, tend to rotate the levers 12, 14 around their central axes 20, 22, which has the effect of pivoting the ends 12B, 14B of these levers according to the respective arrows I, I '. These toothed sectors 12B, 14B mesh with each other and are in mutual contact via their respective longitudinal ends, opposite to the pivot axis 19 of the bogie 4.

As in the case of traction, illustrated in Figure 3, the approximation between the two vehicles 2, 2 'has no action on the support member 16, which assumes only a pivot function for the levers 12, 14. The axis 19 of pivoting of the bogie 4 thus remains substantially on the straight line D. The rods 8, 10, due to the pivoting of the levers 12, 14, are no longer parallel to this straight line D, their ends hinged to these levers being deported towards this line D.

Figure 5 illustrates the two vehicles 2, 2 'inscribed in a curve. In this configuration, the rod 8 is subjected to a tensile force exerted along the arrow J while the rod 10 undergoes a compressive force materialized by the arrow J '. These forces, which are of nearly equal intensity, are exercised in different senses. They have the effect of inducing stresses on the toothed ends 12B, 14B of the levers 12, 14, materialized by the arrows H and H '.

In contrast to the pulling and approaching situations illustrated in FIGS. 3 and 4, these stresses exerted on these toothed ends 12B, 14B do not cause relative movement between the latter. In this way, the levers 12, 14 do not pivot about their central axes 20, 22 but, because of the blocking formed between the toothed ends 12B, 14B, are constrained to pivot about this locking point. The levers therefore remain aligned relative to one another and undergo a deviation of angle α with respect to the perpendicular to the line D.

Since the levers 12, 14 are secured to the support member 16, through the central axes 20, 22, the global pivoting of these levers causes the rotation of the member 16 around the pivot axis 19 of the bogie by causing the displacement of the axis D towards the outside of the curve. The straight line connecting the axes 18 and 19 is inclined at the same angle a as that relative to the pivoting of the levers 12, 14.

When the two vehicles 2, 2 'are brought together or mutually separated, the hinge means of the bogie undergo relative displacements similar to those described with reference to FIGS. 3 and 4, the inclination according to the angle α, due to passage in curve, being preserved.

FIG. 6 represents the articulation means of a bogie of a railway vehicle according to a second embodiment of the invention.

On this figure have been silhouetted two neighboring vehicles 102, 102 '. Only the bogie 104, mounted on rails 105, the frame 106 and the articulation means of the bogie 104, relating to the vehicle 102 have been represented. It should be understood that the vehicle 102 'is provided with hinge means similar to those described below, as is apparent from the following figures.

The articulation means of the bogie 104 comprise two rods 108, 110 hinged at the end of the vehicle 102 ', adjacent to the vehicle 102. It should be noted that the rods 108, 110 have a length significantly less than that of the rods. 8, 10 described with reference to the preceding figures. At these rods 108, 110 are articulated two levers 112, 114, at a first end 112A, 114A thereof. These levers 112, 114 are further connected to each other in the vicinity of their second end 112B, 114B, via a piece 116 forming link.

It should be noted that the locations of the joints, on this rod 116, of these two ends 112B, 114B are offset longitudinally relative to each other, so that the rod 116 is disposed substantially according to the longitudinal direction of the wagon. The median point 116A of the rod 116 constitutes, in certain configurations, a pivot axis of the two levers 112, 114, as will be explained in the following.

The articulation means of the bogie 104 also comprise a rudder 118, of elongated shape and free to pivot relative to the frame 106, along an axis 120 passing through the middle of the rudder 118. The latter is also articulated, at both ends , at the two levers 112, 114, about axes 122, 124 passing through a central zone 112C, 114C of these levers. These axes 122, 124 will be referred to in the following median axes.

A connecting member 126 is provided at a distance from the rudder 118, opposite the neighboring vehicle 102 '. This member 126 is free to pivot relative to the frame 106, about an axis 128. The bogie 104 is itself hinged relative to the connecting member 126, about an axis 130. The latter is arranged at a distance of the axis 128, towards the adjacent rail vehicle 102 '. The support member 126 and the spreader 118 are further connected to each other by means of two bars 132, 134. The latter are articulated, at a first end, at the axes 122, 124 of FIG. articulation of the levers relative to the rudder and at their other end, on either side of the axis 128. The rudder is said synchronized in rotation with the support member, since the pivoting of the rudder about its axis 120 causes a pivoting, in the same direction, of the member 126 about its axis 128.

When the railway vehicle 102 is in normal operation in a straight line, as illustrated in FIG. 7, the rods 108, 110 extend substantially parallel to the straight line D 'which materializes the median axis of this vehicle 102. The rudder 118 extends perpendicularly to this line D ', and the pivot axis 130 of the bogie 104 relative to the chassis 106 is located on this line D'.

FIG. 8 illustrates the bringing together of the two adjacent vehicles 102, 102 ', in a manner similar to that described with respect to the previous embodiment with reference to FIG. 4. The rods 108, 110 are subjected, under the effect a such approximation, compression forces represented by arrows F, F 'of substantially identical intensities and acting in the same direction. This helps to rotate each of the levers 112, 114 about its respective median axis 122, 124.

The ends 112B, 114B of the levers 112, 114 are then forced to move along the arrows G, G ', on a circle whose center corresponds to the trace of the median axes 122, 124 on the levers 112, 114. The rod 116 , articulated to the two levers 112, 114, is therefore constrained to follow the movement of the ends 112B, 114B of these levers. Since the distance between these ends 112B, 114B is not constant, it is necessary to provide slight functional clearances at the articulation between the link and these levers 112, 114. The mutual approximation of the two vehicles 102, 102 'induces a slight pivoting of this link 116 around its midpoint 116A along arrow H.

On the other hand, this approximation has no effect on the position of the rudder 118, inasmuch as the latter constitutes only a pivot for each of the levers 112, 114. Consequently, the bars 132, 134 and therefore the support member 126 remain generally immobile, so that the pivot axis 130 of the bogie 104 relative to the support member 126 remains on the right D.

FIG. 9 represents a traction phase between the two wagons 102, 102 'from the position illustrated in FIG. 7. Two traction forces, represented by the arrows I and I', are exerted on the rods 108, 110 These forces are substantially identical in their intensity and are exercised in the same direction. They help to rotate the levers 112, 114 around their respective median axes 122, 124, according to the arrows J, J '.

In a similar manner to that described above in the case of a combination of the two vehicles, the link 116 is constrained to follow the movement described by the ends 112B, 114B levers 112, 114. This rod 116 rotates so slightly around its midpoint 116A, according to the arrow K.

As in the case of the approximation, a traction between the two vehicles 102, 102 'generally has no effect on the position of the rudder 118 and on that of the bars 132, 134 and the support member 126. The axis 130 of pivoting of the bogie 104 relative to this member 126 therefore remains substantially on the right D '.

Figure 10 shows the railway vehicles 102, 102 'enrolled in a curve. In this configuration, the rods 108, 110 are subjected to respective compression forces L and traction L ', of substantially identical intensities but acting in two opposite directions. Since the levers 112, 114 are in theory free to pivot about the central axis 122, 124, the presence of these forces L, L 'theoretically tends to move the ends 112B, 114B of the levers according to respective arrows N, NOT'. However, N and N 'are representative of substantially identical forces and acting in opposite directions, so that the rotation of the levers 112, 114 about the central axes 122, 124 is prevented by the presence of the rod 116.

However, since the forces L, L 'are exerted permanently within this curve, there is a global pivoting of the assembly formed by the rod 116 and the two levers 112, 114 around the midpoint 116A of this link. This pivoting is exerted along the arrow N "Thus, the straight line connecting the ends 112A and 114A of the levers 112, 114 is inclined in this curve, with respect to the perpendicular to the line D, at an angle α '.

The rudder 118, which is articulated at both ends to the levers 112, 114 is also constrained to pivot about its axis 120 connecting it to the frame 106.

The pivoting of the rudder 118 induces respective actions on the bars 132, 134, materialized by the arrows O and O '. These actions, which are practiced substantially in two opposite directions, are at the origin of a couple tending to rotate the support member 126 about the pivot axis 130 of the bogie 104, according to the arrow P. This contributes to shift the median longitudinal axis of the vehicle, materialized by the line D ', towards the outside of the curve with respect to the axis 130.

When the two vehicles 102, 102 'are brought together or mutually separated, the hinge means of the bogie undergo relative displacements similar to those described with reference to FIGS. 8 and 9, the inclination according to the angle α', due at the passage in curve, being preserved.

The invention makes it possible to achieve the objectives mentioned above. Indeed, the means of articulation of the bogie that it implements, while reliably ensuring the offset of the axis of the vehicle towards the outside of a curve, ensure a satisfactory damping of the shocks and pulls occurring between two neighboring vehicles, whether the latter are in a curve or in a straight line.

Claims (9)

1. Railway vehicle (2; 102) comprising an underframe (6; 106) which comprises a bogie (4; 104) towards each of its ends, said vehicle being provided with means of articulating the bogie in relation to the underframe which enable the bogie, in a curve, to pivot about a bogie axis of pivot (19; 130), a longitudinal centreline (D; D') of the vehicle (2; 102) being displaced towards the outside of the curve relative to said axis of pivot (19; 130) of the bogie (4; 104), characterised in that said means of articulation comprise:

   - a member (16; 126) for supporting the bogie (4; 104) which is free to pivot relative to the underframe (6; 106) about a supporting member axis of pivot (18; 128) at a pivot which is solid with the underframe, said bogie axis of pivot (19; 130) being at a pivot which is solid with said supporting member (16; 126) and which is at a point on the latter which is spaced away from the supporting member axis of pivot,

   - two link-rods (8, 10; 108, 110) which are intended to be articulated, at a first end, to an adjoining railway vehicle (2'; 102'),

   - two levers (12, 14; 112, 114) which are articulated, at a first end (12A, 14A; 112A, 114A), to a second end of said link-rods (8, 10; 108, 110), the second ends (12B, 14B; 112B, 114B) of the levers being adjacent one another, said levers also being articulated, at central points (12C, 14C; 112C, 114C) and about centre axes (20, 22; 122, 124), to said supporting member (16) or to an intermediate member (118) which is mounted to pivot relative to the underframe about an intermediate member axis of pivot (120) and is connected to the supporting member (126) to pivot in synchronisation therewith,

   - the levers (12, 14; 112, 114) being free to pivot about their centre axes (20, 22; 122, 124) substantially without acting on the supporting member (16, 126) when the link-rods (8, 10; 108, 110) are subjected to longitudinal forces (F, F'; H, H') directed in the same direction, and

   - the second ends (12B, 14B; 112B, 114B) of the levers (12, 14; 112, 114) being connected to one another in such a way that, when the link-rods (8, 10; 108, 110) are subjected to longitudinal forces (J, J') directed in opposing directions, said levers are then driven in rotation about an axis of pivoting movement (116A) of the levers, which axis is close to said second ends, in such a way as to cause the supporting member (16; 126) to rotate about its axis (18; 128).
2. Railway vehicle according to claim 1, characterised in that the second ends (12B, 14B) of the levers (12, 14) comprise toothed sectors which mesh with one another and are suitable for turning relative to one another when the link-rods (8, 10) are subjected to said longitudinal forces (F, F'; H, H') in the same direction, and which are suitable for locking each other, in a locking zone, when the link-rods are subjected to said longitudinal forces (J, J') in opposing directions.
3. Railway vehicle according to claim 2, characterised in that the axis of pivoting movement of the levers (12, 14) passes through said locking zone for the second ends (12B, 14B) of said levers.
4. Railway vehicle according to claim 2 or 3, characterised in that said levers are arranged on the opposite side of the supporting member (16) in relation to the adjoining railway vehicle (2') and are articulated directly to the supporting member (16).
5. Railway vehicle according to claim 1, characterised in that the second ends (112B, 114B) of the levers (112, 114) are connected together by an ancillary link member (116) which is articulated to each of said second ends.
6. Railway vehicle according to claim 5, characterised in that the ancillary link member (116) is oriented substantially along the centreline (D) of the vehicle.
7. Railway vehicle according to claim 5 or 6, characterised in that the axis of pivoting movement of the levers (112, 114) passes substantially through a central point (116A) on said ancillary link member (116).
8. Railway vehicle according to one of claims 5 to 7, characterised in that the levers (112, 114) are arranged between the adjoining vehicle (102') and the member (126) for supporting the bogie (104), said levers being articulated to said intermediate member (118) and the latter being connected to the supporting member (126) by a pair of ancillary link members (132, 134).
9. Railway vehicle according to any one of claims 1 to 8, characterised in that the axis of pivot (19; 130) of the bogie (4; 104) is arranged between the axis of pivot (18; 128) of the supporting member (16; 126) and the adjoining railway vehicle (2'; 102').