EP0968899A1 - 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 movement of the bogie pivot of a wagon.

Typically, a rail vehicle includes a chassis provided, at each of its ends, with a bogie which is mounted pivoting around an axis and ensures the self-alignment of the railway vehicle on the straight track, due to the interaction of the wheels with the rails.

The invention more particularly aims to optimize the use of track gauge by rail vehicles. In the invention, the term railway vehicle includes freight wagons, freight wagons road vehicles or containers, or even wagons of travelers, insofar as they are also subject to compliance with the templates. A track gauge is defined by an envelope line perpendicular to the axis of the railway track, the railway vehicle being required to remain entirely inside this template.

It is already known from EP-A-0 749 881 a railway vehicle provided with means of articulation of the bogie relative to the vehicle chassis, allowing the bogie to pivot, in a curve, around a vertical axis called a fictitious pivot, the axis median longitudinal of the vehicle being offset towards the outside of the curve with respect to this fictitious pivot. This allows, for a given template, to use a railway vehicle whose the wheelbase, i.e. the space separating the two bogies, is higher than that of a conventional rail vehicle. This provision allows the chassis or floor to be lowered the central part of the vehicle to allow loading maximum, it being understood that the ends of the chassis of the vehicle are arranged in full above the bogie.

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

The teaching of EP-A-0 749 881 also provides for means for absorbing shock and traction occurring in a straight line between two railway vehicles neighbors. These means are constituted by spring systems integrated in the bogie support plate, so that allow some longitudinal travel between the two parts of this plate, each of which is integral with a corresponding railway vehicle.

This solution however has a first drawback linked to its complexity. In addition, in the curves, such an arrangement is not suitable for absorbing shock and traction, insofar as the latter induce directed efforts in a direction that is not aligned with the direction main spring system. These are therefore subject to warping which is likely to harm to their mechanical integrity.

The present invention proposes to produce a vehicle rail 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 entraínés 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.

To this end, it relates to a railway vehicle comprising a chassis which comprises a bogie towards each of its ends, the vehicle being provided with means for articulation of the bogie relative 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 towards the outside of this curve relative to said bogie pivot axis, characterized in that the articulation means comprise:

• a bogie support member, free to pivot relative to the chassis about a support member pivot axis secured to the chassis, the bogie pivot axis being secured to said support member at a location thereof spaced from the pivot axis of the support member,
• 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, with the support member or to an intermediate member mounted to pivot relative to the chassis about a pivot axis of an intermediate member and connected to the support member for pivoting in synchronism with the latter,
• the levers being free to pivot relative to their median axes, substantially without action on the support member, when the connecting 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 , close to 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 characteristics of the invention:

• the second ends of the levers comprise toothed sectors meshing with one another, capable of rotating one with respect to the other when the connecting rods are subjected to said longitudinal actions in the same direction, and capable of locking each other, in a blocking zone, when the connecting 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 with respect to the neighboring 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 passes substantially through a midpoint of said link;
• the levers are arranged between the neighboring vehicle and the support member of the bogie, 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 pivot axis of the support member and the neighboring 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 only by way of nonlimiting examples and in which:

• Figure 1 is a perspective view of the various elements allowing 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 railway vehicles, as shown in Figure 1, in a straight line and in a so-called normal running position;
• Figures 3 and 4 are views similar to Figure 2, illustrating the two railway vehicles in a straight line, respectively distant and then approached from each other, relative to the normal running 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 allowing 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 running position;
• FIGS. 8 and 9 are views similar to FIG. 7, illustrating the two railway vehicles in a straight line, respectively approached then distant from each other relative 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.

FIG. 1 represents two railway vehicles 2, 2 ′, or wagons, provided with means according to the invention allowing the articulation of the bogie relative to the chassis. Only the articulation means with which vehicle 2 is fitted shown in this figure, but it should be understood that similar means equip the vehicle 2 ', as can be seen Figures 2 to 5.

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

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

The articulation means equipping the vehicle 2 include also a support member 16 of the bogie 4, the function will be explained in the following. This organ is triangular shape and is free to rotate relative to an axis 18 integral with the chassis 6 of the rail vehicle 2. The bogie 4 is articulated relative to this support member 16, along an axis 19 located near a vertex 16A of this member 16.

The member 16 is further articulated to the lever 12, 14 in one midpoint 12C, 14C of these. This link is ensured by corresponding axes 20, 22, called 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 This emerges from Figures 2 to 5, these means of articulation are identical to those explained above.

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

Figure 3 shows the two vehicles 2, 2 'of the figure 2, subjected to a traction relative to the position materialized in this figure 2.

Such traction may for example be due to starting, to an acceleration of the train or to a hill climb from this latest. This traction causes a distance between the wagons, which is absorbed mechanically by a hook traction not shown, of known type, and which contributes to exert tensile forces F and F 'on the rods 8, 10. These tensile forces, which are of substantially equal intensities and are exercised in the same longitudinal direction, have the effect to bring the end 12A, 14A of the levers closer to the vehicle 2 ', so that these levers 12, 14 pivot around their respective median axis 20, 22. Their toothed ends 12B, 14B move, by mutual engagement, according to the arrows respective G, G '. These toothed sectors are then in contact through their longitudinal ends closest to axis 19.

All of these movements have no effect overall on the support member 16. Indeed, the latter ensures only a double pivot function, through median axes 20, 22. The axis 19 of pivoting of the bogie 4 remains therefore placed on the right D median 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 straight line D, their articulation ends levers 12, 14 being offset towards this straight line D.

FIG. 4 represents the vehicles 2, 2 ′ of FIG. 2, close to each other in relation to the walking position normal illustrated in this figure 2. Such an approximation can be due to braking, deceleration of the train or when the latter moves in a drop.

This rapprochement, which is absorbed mechanically by pads, not shown, of known type, contributes to exerting compression forces H, H 'on the rods 8, 10. These forces, which are of substantially equal intensities and are exercised according to the same direction, tend to rotate the levers 12, 14 around of their median axes 20, 22, which has the effect of making pivot 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 by through their respective longitudinal ends, opposite the axis 19 of pivoting of the bogie 4.

As in the case of a traction, illustrated in Figure 3, the rapprochement between the two vehicles 2, 2 'did not of action on the support member 16, which only assumes a pivot function for levers 12, 14. The pivot axis 19 of the bogie 4 therefore remains substantially on the right D. The rods 8, 10, due to the pivoting of the levers 12, 14, are not more parallel to this straight line D, their articulated ends with these levers being offset towards this straight line D.

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

Unlike traction and reconciliation situations illustrated by figures 3 and 4, these constraints exerted on these toothed ends 12B, 14B do not cause a relative movement between them. In this way, the levers 12, 14 do not pivot around their median axes 20, 22 but, due to the blocking produced between the ends teeth 12B, 14B, are forced to pivot around this point blocking. The levers therefore remain aligned one with respect to the other and undergo a deviation of angle α with respect to the perpendicular to the right D.

Since the levers 12, 14 are secured to the support member 16, via the median axes 20, 22, the overall pivoting of these levers causes the rotation of the member 16 around the pivot axis 19 of the bogie causing the D axis to move outward of the curve. The straight line connecting axes 18 and 19 is inclined of the same angle α as that relating to the pivoting of the levers 12, 14.

During reconciliations or mutual expulsions of the two vehicles 2, 2 ', the articulation means of the bogie undergo relative displacements similar to those described with reference in FIGS. 3 and 4, the inclination according to the angle α, due to the passage in curve, being preserved.

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

In this figure two vehicles have been silhouetted neighbors 102, 102 '. Only the bogie 104, mounted on rails 105, the chassis 106 and the articulation means of the bogie 104, relating to vehicle 102 have been shown. He must be understood that the vehicle 102 'is provided with articulation means analogous to those described below, as shown of the following figures.

The articulation means of the bogie 104 comprise two rods 108, 110 articulated 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 shorter than that rods 8, 10 described with reference to the preceding figures. At these rods 108, 110 are articulated two levers 112, 114, at level of a first end 112A, 114A of the latter. These levers 112, 114 are further connected to each other at near their second end 112B, 114B, via of a part 116 forming a link.

It should be noted that the locations of the joints, on this link 116, of these two ends 112B, 114B are longitudinally offset from each other, so that the link 116 is arranged substantially according to the longitudinal direction of the wagon. Midpoint 116A of the rod 116 constitutes, in certain configurations, an axis pivoting of the two levers 112, 114, as will be explained in the following.

The articulation means of the bogie 104 include also a spreader 118, of elongated shape and free of pivot relative to the chassis 106, along an axis 120 passing through the middle of this spreader 118. The latter is also articulated at its two ends with two levers 112, 114, around axes 122, 124 passing through a middle zone 112C, 114C of these levers. These axes 122, 124 will be referred to in what follows median axes.

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

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

Figure 8 illustrates the approximation of the two vehicles adjacent 102, 102 ', analogously to what has been described about the previous embodiment with reference to the Figure 4. The rods 108, 110 are subjected, under the effect of a such approximation, at compression forces represented by arrows F, F 'of substantially identical intensities and exercising in the same sense. This helps to rotate each of the levers 112, 114 around its respective median axis 122, 124.

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

However, this merger has no impact on the position of the spreader 118, insofar as the latter constitutes only one pivot for each of the levers 112, 114. By consequently, the bars 132, 134 and therefore the support 126 remain generally stationary, so that the axis 130 for pivoting the bogie 104 relative to the support 126 remains located on the right D.

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

Analogously to what has been described above in in the case of a combination of the two vehicles, the link 116 is bound to follow the movement described by the extremities 112B, 114B levers 112, 114. This link 116 pivots so slightly around its midpoint 116A, according to the arrow K.

As in the case of reconciliation, a pull between the two vehicles 102, 102 'overall has no effect on the position of the spreader 118 as well as that of the bars 132, 134 and the support member 126. The pivot axis 130 of the bogie 104 relative to this member 126 therefore remains placed substantially on the right D '.

FIG. 10 represents the railway vehicles 102, 102 'inscribed in a curve. In this configuration, the rods 108, 110 are subjected to respective forces of compression L and traction L ', of intensities substantially identical but exercised in two opposite directions. Given that the levers 112, 114 are in theory free to pivot around the median axis 122, 124, the presence of these forces L, The theoretically tends to move the ends 112B, 114B of the levers according to respective arrows N, N '. Now, N and N 'are representative of substantially identical forces and acting in opposite directions, so that the rotation of the levers 112, 114 around the median axes 122, 124 is prevented due to the presence of the link 116.

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

The spreader 118, which is articulated at its two ends to levers 112, 114 is also required to pivot around its axis 120 connecting it to the chassis 106.

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

During reconciliations or mutual estrangements of the two vehicles 102, 102 ', the means of articulation of the bogie undergo relative displacements similar to those described in reference to FIGS. 8 and 9, the inclination along the angle α ′, due to the curve, being retained.

The invention makes it possible to achieve the objectives previously mentioned. Indeed, the means of articulation of the bogie that it implements, while reliably ensuring the offset of the vehicle axis towards the outside of a curve, guarantee satisfactory shock absorption and traction between two neighboring vehicles, that these the latter are found in a curve or in a straight line.

Claims (9)

Railway vehicle (2; 102) comprising a chassis (6; 106) which comprises a bogie (4; 104) towards each of its ends, said vehicle being provided with means for articulating the bogie relative to the chassis, allowing the bogie to pivot, in a curve, about a bogie pivot axis (19; 130), a median longitudinal axis (D; D ') of the vehicle (2; 102) being offset towards the outside of this curve relative to said curve axis of the bogie pivot (19; 130) (4; 104), characterized in that said articulation means comprise: a support member (16; 126) of the bogie (4; 104), free to pivot relative to the chassis (6; 106) about a pivot axis (18; 128) of support member secured to the chassis, said bogie pivot axis (19; 130) being integral with said support member (16; 126) at a location thereof spaced from the support member pivot axis, two connecting rods (8, 10; 108, 110) intended to be articulated, at one end, to a neighboring railway vehicle (2 ';102'), two levers (12, 14; 112, 114) articulated, at a first end (12A, 14A; 112A, 114A), at a second end of said connecting rods (8, 10 108, 110), the second ends (12B, 148; 112B, 114B) of the levers being adjacent to each other, the said levers being moreover articulated, at midpoints (12C, 14C; 112C, 114C) and around median axes (20, 22; 122, 124 ), to said support member (16) or to an intermediate member (118) pivotally mounted relative to the chassis (106) about an intermediate member pivot axis (120) and connected to the support member (126 ) to rotate in synchronism with it, the levers (12, 14; 112, 114) being free to pivot relative to their median axes (20, 22; 122, 124), substantially without action on the support member (16, 126), when the connecting rods ( 8, 10; 108, 110) are subjected to longitudinal actions (F, F '; H, H') directed in the same direction, and the second ends (12B, 14B; 112B, 114B), levers (12, 14; 112, 114) being connected to each other in such a way that, when the connecting rods (8, 10; 108, 110) are subjected to longitudinal actions (J, J ') directed in opposite directions, said levers are then rotated about a pivot axis (116A) of the levers, adjacent to said second ends, so as to cause rotation of the support member (16; 128) around its axis (18; 128). Rail vehicle according to claim 1, characterized in that the second ends (12B, 14B) of the levers (12, 14) comprise toothed sectors meshing with one with each other, suitable for turning with respect to each other when the connecting rods (8, 10) are subjected to said actions longitudinal (F, F '; H, H') in the same direction, and suitable for block each other, in a blocking zone, when the connecting rods are subjected to said longitudinal actions (J, J ') opposite directions. Rail vehicle according to claim 2, characterized in that the pivot axis of the levers (12, 14) passes through said second end blocking area (12B, 14B) of said levers. Rail vehicle according to claim 2 or 3, characterized in that said levers are arranged opposite of the support member (16) relative to the rail vehicle neighbor (2 ') and are articulated directly to the support member (16). Rail vehicle according to claim 1, characterized in that the second ends (l12B, 114B) of the levers (112, 114) are connected to each other by a link (116) articulated at each of said second ends. Rail vehicle according to claim 5, characterized in that the link (116) is oriented substantially along the median axis (D) of the vehicle. Rail vehicle according to claim 5 or 6, characterized in that the pivot axis of the levers (112, 114) passes substantially through a midpoint (116A) of said link (116). Rail vehicle according to one of the claims 5 to 7, characterized in that the levers (112, 114) are arranged between the neighboring vehicle (102 ') and the support member (126) of the bogie (104), said levers being articulated to said intermediate member (118) and the latter being connected to the member support (126) by a pair of rods (132, 134). Rail vehicle according to any one of Claims 1 to 8, characterized in that the pivot axis (19; 130) of the bogie (4; 104) is arranged between the pivot axis (18; 128) of the support member (16; 126) and the vehicle neighboring railway (2 '; 102').

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