Chain of semi-trailer vehicles and associated articulated train

Abstract

Semi-trailer vehicle chain and associated articulated train. The present invention relates to a chain (12) of semi-trailer vehicles, intended to be articulated to a main vehicle (16), each semi-trailer vehicle comprising a body (20) and a single bogie supporting the body (20), referred to as a trailer bogie (22), the bodies (20) of the semi-trailer vehicles being articulated successively to one another from a first semi-trailer vehicle (14A) of the chain (12) by a separate inter-body articulation (50), each inter-body articulation (50) being carried by one end of each semi-trailer vehicle connected to a following vehicle, each inter-body articulation (50) being articulated about a vertical pivot axis (ZA), each trailer bogie (22) of a body (20) carrying an inter-body articulation (50) being arranged longitudinally relative to the body (20) such that the axis bogie (ZB) and interconnecting axis (ZA) are misaligned.Figure for the abridged version: 1.

Description

Title of the invention: Semi-trailer vehicle chain and associated articulated train

[0001] The present invention relates to a chain of semi-trailer vehicles. The present invention also relates to an associated articulated train.

[0002] In the railway field, different configurations of articulated trains have been developed.

[0003] A known configuration is the articulated Jacob bogie train. In this configuration, the Jacob bogies are placed between two bodies so that the corresponding cars distribute their weight over half of each bogie. The pivot axis of each Jacob bogie coincides with the inter-body articulation axis.

[0004] However, to accommodate four secondary suspensions, Jacob bogies have a wheelbase (distance between the axles of this bogie) that is increased compared to conventional bogies, which reduces their ability to pass through tight curves. In addition, Jacob bogies are generally more difficult to motorize given the integration and space constraints in the inter-circulation zones below which the Jacob bogies are arranged. Finally, Jacob bogies have the disadvantage of being more expensive than conventional bogies due to the doubled equipment, in particular four suspensions, two anti-roll devices (one for each body), possibly four vertical shock absorbers and lifting systems that accommodate both bodies.

[0005] Another known configuration uses only conventional bogies with two secondary suspensions. In this configuration, a conventional bogie is arranged under the intercirculation zone so that only one end of the body, called the load-bearing end, rests on the bogie. The adjacent body, i.e. the carried end, rests on the first body via an inter-body articulation with a vertical axis. The bogie axis (pivot axis) and the inter-body articulation axis are combined. To achieve this, the load-bearing end has its suspension supports cantilevered relative to the main structure.

[0006] However, such a configuration greatly complicates the end of the body, which generates significant costs.

[0007] There is therefore a need for a configuration of articulated vehicles capable of passing through tight curves which is simpler to implement.

[0008] For this purpose, the present description relates to a chain of semi-trailer vehicles, intended to be articulated to a main vehicle, each semi-trailer vehicle comprising a body and a single bogie supporting the body, called a bogie trailer, each trailer bogie being articulated relative to the corresponding body along a vertical pivot axis, called the bogie axis, one of the end vehicles of the chain, called the first semi-trailer vehicle, being intended to be articulated to the main vehicle, the bodies of the semi-trailer vehicles being successively articulated to each other from the first semi-trailer vehicle in the chain by a separate inter-body articulation, each inter-body articulation being carried by one end of each semi-trailer vehicle connected to a following vehicle, each inter-body articulation being articulated along a vertical pivot axis, each trailer bogie of a body carrying an inter-body articulation being arranged longitudinally relative to the body so that the bogie axis and the interconnection axis are offset.

[0009] According to particular embodiments, the device comprises one or more of the following characteristics, taken in isolation or in all technically possible combinations:

[0010] - the bogie axis and the corresponding interconnection axis are offset by a distance D, the distance D being less than or equal to half the distance between the axles of the corresponding bogie, preferably less than or equal to 1500 millimeters, advantageously less than or equal to 450 millimeters;

[0011] - each inter-body joint is also articulated along a pivot axis ho rhizontal, the inter-body articulation being articulated in torsion along the horizontal pivot axis and in conical along the vertical pivot axis;

[0012] - each inter-body joint is a ball joint with a transverse axis, such as a ball joint made of rubber and metal.

[0013] The present description also relates to an articulated railway train comprising:

[0014] a. a main vehicle comprising a body, two body support bogies, called main bogies, and an inter-body articulation carried by the body, and b. at least one chain of semi-trailer vehicles as described above, the first vehicle in the chain being articulated to the body of the main vehicle by the inter-body articulation of the main vehicle.

[0015] According to particular embodiments, the train comprises one or more of the following characteristics, taken in isolation or in all technically possible combinations:

[0016] - each main bogie is articulated relative to the body of the main vehicle according to a vertical pivot axis, called the bogie axis, the inter-body articulation of the main vehicle being articulated according to a vertical pivot axis, one of the main bogies being arranged longitudinally in relation to the body of the main vehicle so that the corresponding bogie axis and vertical pivot axis are offset, the offset being advantageously identical to the corresponding offset of the semi-trailer vehicles;

[0017] - the main vehicle is an end vehicle of the train, advantageously the lead vehicle;

[0018] - one of the main bogies, called the first bogie, comprises two suspensions secondary and a single central emergency suspension, the other main bogie, called the second bogie, comprising two secondary suspensions and an emergency suspension specific to each secondary suspension, the first bogie and the second bogie defining only three support points for the body of the main vehicle when the secondary suspensions of the first bogie are malfunctioning;

[0019] - the first bogie is without an anti-roll system;

[0020] - the secondary suspensions of the first bogie are pneumatically connected between them, the first bogie and the second bogie defining only three support points for the body of the main vehicle when the secondary suspensions of the first bogie are functional.

[0021] Other characteristics and advantages of the invention will appear on reading the following description of embodiments of the invention, given by way of example only and with reference to the drawings which are:

[0022] [Fig.l], [Fig.l], a schematic representation of an example of an articulated railway train comprising a main vehicle interconnected to a chain of semi-trailer vehicles, the train being visible from the side in the top representation and from below in the bottom representation,

[0023] [Fig.2], [Fig.2], a schematic representation of an example of two boxes ar connected to each other by an inter-body joint,

[0024] [Fig.3], [Fig.3], a schematic representation of an example of a joint inter-cash,

[0025] [Fig.4], [Fig.4], a schematic representation of another example of a train articulated railway comprising a main vehicle interconnected to a chain of semi-trailer vehicles, only the main vehicle differing from the example in [Fig.l],

[0026] [Fig.5], [Fig.5], a schematic representation of an example of a first bogie of a main vehicle, the first bogie defining at least one support point when the lateral pneumatic suspensions of said bogie are malfunctioning, and

[0027] [Fig.6], [Fig.6], a schematic representation of the first bogie of [Fig.5] seen in cut along a longitudinal axis, called the central longitudinal axis.

[0028] In the description, the term “longitudinal” is defined in relation to the direction in which the vehicle is traveling, i.e. the direction in which the rails on which this vehicle runs. The longitudinal direction is represented in the figures by an X axis. The term "transverse" is defined in relation to a direction substantially perpendicular to the longitudinal direction in a horizontal plane, i.e. the direction in which the rails are spaced apart from each other. The transverse direction is represented in the figures by a Y axis. The direction perpendicular to the longitudinal direction and the transverse direction is called the "vertical direction" and is represented in the figures by a Z axis. The terms "front" and "rear" are defined in relation to the direction of travel of the railway vehicle.

[0029] A first embodiment of an articulated railway train 10 is illustrated by [Fig.l] with details given as an example in Figures 2 and 3. The articulated railway train 10 is, for example, a train, a metro, a tram, or more generally any other type of rolling structure.

[0030] In this example, the articulated train 10 comprises a chain 12 of semi-trailer vehicles 14, articulated to a main vehicle 16.

[0031] As a variant, the articulated train 10 comprises one or more other chains 12 of semi-trailer vehicles 14, articulated on the main vehicle 16 (other end) or on another main vehicle 16 for example.

[0032] Each chain 12 of semi-trailer vehicles 14 comprises at least one semi-trailer vehicle 14. In the example illustrated by [Fig.l], the chain 12 comprises four semi-trailer vehicles 14A, 14B, 14C and 14D.

[0033] An end vehicle of the chain 12, called the first semi-trailer vehicle, is articulated to the main vehicle 16. The other semi-trailer vehicles 14 of the chain 12 are then articulated to each other from the first vehicle. In the example of [Fig.l], the first vehicle is the vehicle 14A.

[0034] Each semi-trailer vehicle 14 comprises a body 20 and a single bogie supporting the body 20, called the trailer bogie 22.

[0035] Each trailer bogie 22 is motorized or not.

[0036] Each trailer bogie 22 has a central pivot 24 defining a vertical pivot axis, called bogie axis ZB. Each trailer bogie 22 is articulated relative to the corresponding body 20 along the bogie axis ZB. The central pivot 24 also makes it possible to define a central longitudinal axis XB, the central longitudinal axis XB being along the longitudinal direction X and passing through the central pivot 24.

[0037] Each trailer bogie 22 comprises, for example, a chassis 33, two axles 36 each having two wheels 38 (only one reference 36 and 38 are shown in [Fig.l] so as not to overload the figure) and two secondary suspensions 39. Each secondary suspension 39 is, preferably, associated with an emergency suspension 40. Each trailer bogie 22 also comprises an anti-roll system 42. The secondary suspensions 39, emergency suspension 40 and the anti-roll system 42 are only re- presented on car 14D of [Fig.l] so as not to overload the figure.

[0038] A secondary suspension means an air suspension between the chassis of a bogie and the vehicle body supported by the bogie. An emergency suspension means an air suspension suitable for replacing a secondary suspension when said secondary suspension is defective (deflated or punctured suspension for example).

[0039] The secondary suspensions 39 are the only secondary suspensions of a trailer bogie 22. The secondary suspensions 39 are lateral suspensions, that is to say located on either side of the central longitudinal axis XB.

[0040] The secondary suspensions 39 comprise, for example, at least one air spring.

[0041] The emergency suspensions 40 comprise, for example, an emergency foot, such as a rubber and metal foot.

[0042] The anti-roll system 42 is, for example, formed of one or more anti-roll bars. In this case, in the example of [Fig. 1], the anti-roll system 42 of the trailer bogies 22 comprises an anti-roll bar.

[0043] Each trailer bogie 22 connected to a following vehicle of the train 10 also comprises an inter-body articulation 50. The inter-body articulation 50 is carried at the end of the body 20 of the corresponding vehicle. An example of such an inter-body articulation 50 is visible in particular in Figures 1 to 3.

[0044] In the example illustrated by [Fig.l], only the semi-trailer vehicle 14D, not connected to a following vehicle, does not include an inter-body articulation 50. However, in a variant, all the semi-trailer vehicles 14, even those not connected to a following vehicle, include an inter-body articulation 50.

[0045] Preferably, as illustrated by [Fig. 3], the inter-body articulation 50 is opposite the intercirculation zone 51 between the two articulated vehicles.

[0046] Each inter-body joint 50 is articulated along a horizontal pivot axis Ya and a vertical pivot axis ZA. The articulation along the horizontal pivot axis YA allows passage through hollows and bumps. The articulation along the vertical pivot axis ZA allows passage through curves.

[0047] One of the horizontal pivot axis YA and the vertical pivot axis ZA is a main axis of revolution for the inter-body joint 50 so that:

[0048] - the application of a torque around the main axis of revolution causes a de elastic angular torsional formation (in the frame of reference of the joint) materialized by a torsion angle, and

[0049] - the application of an axis torque perpendicular to the main axis of revolution causes an angular elastic conical deformation (in the frame of reference of the joint) materialized by a conical angle.

[0050] Preferably, the main axis of revolution of the inter-body joint 50 is the horizontal pivot axis YA. Thus, the inter-body joint 50 is articulated in torsion along the horizontal pivot axis YA and in conical form along the vertical pivot axis ZA. In this case, the inter-body joint 50 is, for example, a ball joint with a transverse axis. The ball joint is, for example, made of rubber and metal. The fact that the main axis of revolution is along the transverse direction Y makes it possible to simplify the body ends compared to a joint whose main axis of revolution is along the elevation direction Z and for which one of the ends of the supporting body is cantilevered relative to the main structure.

[0051] [Fig.3] illustrates an example of an inter-body joint 50 articulated in torsion along a transverse axis YA (main axis of revolution).

[0052] Each trailer bogie 22 of a body 20 carrying an inter-body articulation 50 is arranged longitudinally relative to the body 20 so that the bogie axis ZB and the vertical pivot axis ZA are offset by a distance D.

[0053] Preferably, the distance D is less than or equal to the half-wheelbase of the trailer bogie 22. The wheelbase is the distance between the axles of a bogie. The half-wheelbase is therefore the distance between the bogie pivot axis and an axle. Thus, the inter-body articulation 50 is arranged between the bogie pivot axis and the axle. The axle is, for example, arranged at a distance of between 1 meter and 1.5 meters from the bogie axis (therefore the articulation is between 0 and 1 to 1.5 meters from the bogie axis.

[0054] Advantageously, the distance D is less than or equal to 450 millimeters in order to limit the overhang.

[0055] Preferably, each trailer bogie 22 of a body 20 carrying an inter-body articulation 50 is at least partly opposite said inter-body articulation 50.

[0056] Thus, each semi-trailer vehicle 14 comprises only three support points, namely:

[0057] - a first support point formed by the articulation of the preceding vehicle on which is articulated the semi-trailer vehicle 14, and

[0058] - a second and a third support point, each formed by the suspensions secondary suspensions 39 of the trailer bogie 22 carrying the body 20 of the vehicle or the emergency suspensions 40 when the secondary suspensions 39 are defective.

[0059] The main vehicle 16 comprises a body 70, two bogies supporting the body 70, called main bogies 72, 74, and at least one inter-body articulation, called inter-body articulation 76, carried by the body 70.

[0060] Each main bogie 72, 74 is motorized or not.

[0061] Each main bogie 72, 74 has a central pivot 80 defining a vertical axis pivoting, called bogie axis ZB. Each main bogie 72, 74 is articulated relative to the corresponding body 70 along the bogie axis ZB. The central pivot 80 also makes it possible to define a central longitudinal axis XB, the central longitudinal axis XB being in the longitudinal direction X and passing through the central pivot 80.

[0062] In an example configuration, as illustrated by [Fig.l], each main bogie 72, 74 comprises, for example, a chassis 83, two axles 86 each having two wheels 88 (only one reference 83, 86 and 88 are shown in [Fig.l] so as not to overload the figure) and two secondary suspensions 89. Each secondary suspension 89 is, preferably, associated with an emergency suspension 90. Each main bogie 72, 74 also comprises an anti-roll system 92.

[0063] In the example illustrated by [Fig.l], the main bogies 72, 74 are identical, and the main vehicle 16 is supported on four support points.

[0064] The secondary suspensions 89, emergency suspensions 90 and the anti-roll system 92 are for example identical to the corresponding elements of the trailer bogies 22. More generally, the main bogies 72, 74 are for example identical to the trailer bogies 22.

[0065] The inter-body articulation 76 allows the articulation of the first vehicle 14 of the chain 12 of semi-trailer vehicles 14 on the main vehicle 16.

[0066] The inter-body articulation 76 of the main vehicle 76 is preferably identical to the inter-body articulations 50 of the semi-trailer vehicles 14.

[0067] One of the main bogies, namely the main bogie 74 (closest longitudinally to the inter-body joint 76), is arranged longitudinally relative to the body 70 so that the corresponding bogie axis ZB and vertical pivot axis ZA are offset. The offset is advantageously identical to the corresponding offset of the axes of the trailer bogies 22 and inter-body joints 50 (same conditions over the distance D in particular).

[0068] During operation of the train 10 illustrated by figures 1 to 3, the main vehicle 16 is supported by two bogies 72, 74 and each semi-trailer vehicle 14 is supported by a single trailer bogie 22.

[0069] Each semi-trailer vehicle 14 is supported on three support points, which makes it easier to pass over tracks with defects, such as track lefts. A track left designates a flat distortion making it possible to pass from a portion of track installed flat to a portion of track installed on a slope (difference in height between two rails of the same track facing each other). The main vehicle 16, on the other hand, is supported on four points.

[0070] Thus, such an articulated train configuration 10 is simple to implement, since the trailer bogies 22 and main bogies 72, 74 are, for example, conventional bogies. In addition, the motorization can be inserted on any bogie.

[0071] Furthermore, the offset of the bogie axis ZB and the vertical pivot axis ZA makes it much easier to manufacture the body ends compared to the architecture of the state of the art comprising carried and load-bearing ends. In particular, this allows the use of inter-body articulation having a main axis of revolution in the transverse direction Y.

[0072] The main vehicle 16 can be positioned at any location in the train. However, positioning it at the head of the train makes it easier to manufacture the train.

[0073] The present configuration is therefore simple to implement and makes it possible to obtain vehicles capable of passing through tight curves and which can be motorized.

[0074] A second embodiment of an articulated railway train 10 is illustrated by [Fig.4] with details given as an example in Figures 5 and 6.

[0075] The articulated train 10 of the second embodiment is identical to that of the first embodiment, except that the first bogie 72 of the main vehicle 16 has a structure different from that of the first bogie 72 of the first embodiment. Only the specific characteristics of the first bogie 72 of the second embodiment are described in the following.

[0076] The first bogie 72 comprises two first secondary suspensions 100 and a single central emergency suspension 102 (the only emergency suspension of the first bogie 72).

[0077] The first secondary suspensions 100 are pneumatic suspensions.

[0078] Preferably, the secondary suspensions 100 are arranged laterally on either side other of the central emergency suspension 102. Preferably, the central emergency suspension 102 is arranged on the chassis 83 on the central longitudinal axis XB, which allows a better distribution of the weight of the vehicle on the first bogie 72.

[0079] In one embodiment, as illustrated in Figures 5 and 6, the central emergency suspension 102 comprises two emergency elements 106 arranged on the central longitudinal axis XB on either side of the central pivot 80.

[0080] In the example illustrated by figures 5 and 6, each emergency element 106 comprises an elastic member 107, a fixing plate 108 and a support element 109.

[0081] The elastic member 107 has a spring function. The elastic member 107 is suitable for being fixed, via the fixing plate 108, either to the body 20 (as illustrated by [Fig.4]), or to the bogie.

[0082] The support element 109 is fixed on the side opposite the elastic member 107, that is to say is fixed on the first bogie 72 when the elastic member 107 is fixed on the body 20 (as illustrated by [Fig.4]) or is fixed on the body 20 when the elastic member 107 is fixed on the first bogie 72. When the support element 109 is fixed on the bogie, it is for example fixed directly on the chassis 83 or on any element itself fixed to the chassis 83. For example, when the first bogie 72 is a motor bogie as is the case in figures 5 and 6, the support element 109 is fixed to the motor 110 which is itself fixed to the chassis 83.

[0083] The support element 109 is preferably made of a material chosen to reduce the coefficient of friction and to have good anti-wear properties. The material of the support element 109 is, for example, a Teflon® coated metal or a nylon-type polymer, such as Ertalon®.

[0084] An operating clearance 111 is present between the elastic member 107 and the support element 109, which allows the corresponding secondary air suspension 100 to be the only one in operation when this secondary air suspension 100 is inflated (normal mode). In the event of a fault (degraded mode), the secondary air suspension 100 is no longer active and the operating clearance 111 between the elastic member 107 and the support element 109 is filled so that the emergency element 106 replaces said secondary air suspension 100.

[0085] Although the example of Figures 5 and 6 describes a central emergency suspension 102 with two emergency elements 106, in a variant, only one emergency element 106 is present. Such an emergency element 106 is, for example, arranged upstream or downstream of the central pivot 80 on the central longitudinal axis XB. An arrangement with two emergency elements 106 nevertheless has the advantage of being more stable compared to an arrangement with a single emergency element 106, and of distributing the forces over a doubled support surface.

[0086] In another variant, the central emergency suspension 102 comprises a number of emergency elements 106 strictly greater than two. In this case, the emergency elements 106 are arranged around the central pivot 80 so as to form only one support point.

[0087] In another embodiment, the central emergency suspension 102 comprises a suspension in the form of a hollow disc. The hollow disc is fixed on the central pivot 80, that is to say that the central pivot 80 passes through the hole of the hollow disc. Preferably, the hollow disc is made at least partly of elastomeric material. The previous configuration with the members 106 is nevertheless easier to access in the case of maintenance operations, because the members 106 are arranged on either side of the central pivot 80, and are not inserted on the central pivot 80.

[0088] Advantageously, the first bogie 72 is devoid of an anti-roll system.

[0089] Thus, in this configuration, the first bogie 72 defines only one support point (the central emergency suspension 102) when at least the secondary suspensions 100 are malfunctioning. Thus, the first bogie 72 and the second bogie 74 define three support points for the body 70 of the main vehicle 16 when at least the secondary suspensions 100 are malfunctioning.

[0090] Advantageously, the secondary suspensions 100 of the first bogie 72 are pneumatic automatically connected to each other, for example, by a pneumatic pipe or tube. The secondary suspensions 100 therefore have substantially the same air pressure under normal operating conditions. In this case, the first bogie 72 and the second bogie 74 also define only three support points for the body 70 of the main vehicle 16 when the secondary suspensions 100 are functional.

[0091] The secondary suspensions 100 are for example supplied via a regulation component. The regulation component is capable of regulating the air pressure in the secondary suspensions 100, in particular as a function of the load of the body 70 supported by the first bogie 72. Such a regulation component allows inflation (injection of air from an air compressor) or deflation (exhaust to the outside - ambient air).

[0092] Preferably, the regulating component is arranged on or in the chassis 83 on the central longitudinal axis XB.

[0093] The regulating component is, for example, a leveling valve. The leveling valve is, for example, mechanically actuated.

[0094] In another example, the regulating component is a solenoid valve. The solenoid valve is, for example, controlled by a position sensor measuring the distance between the first bogie 72 and the body 70. Thus, in addition to the advantages conferred by the first embodiment, the second embodiment allows the support of the body 70 of the main vehicle 16 to be made by at least three support points in emergency operation, and advantageously also in normal operation. Such a configuration with three support points is said to be isostatic. A support with three support points is particularly suitable for circulation on tracks having geometric defects, in particular track lefts, long or short, which improves the safety of the vehicle. In particular, with such a configuration, the effects of body twisting and wheel unloading are reduced.

[0095] Furthermore, when the first bogie 72 is without an anti-roll system, the body 70 is held in rolling only by the second bogie 74, which limits the twisting of the body 70 and facilitates passage over tracks with geometric defects.

[0096] Those skilled in the art will understand that the previously described embodiments and variations may be combined to form new embodiments provided that they are technically compatible.

Claims

Claims

1. Articulated railway train (10) comprising: a. a main vehicle (16) comprising a body (70), two bogies supporting the body (70), called main bogies (72, 74), and an inter-body articulation (76) carried by the body (70), and b. at least one chain (12) of semi-trailer vehicles (14), intended to be articulated to a main vehicle (16), each semi-trailer vehicle (14) comprising a body (20) and a single bogie supporting the body (20), called a trailer bogie (22), each trailer bogie (22) being articulated relative to the corresponding body (20) along a vertical pivot axis, called a bogie axis (ZB), one of the end vehicles of the chain (12), called the first semi-trailer vehicle (14A), being intended to be articulated to the main vehicle (16), the bodies (20) of the semi-trailer vehicles (14) being successively articulated to each other from the first semi-trailer vehicle (14A) of the chain (12) by a separate inter-body articulation (50), each inter-body articulation (50) being carried by one end of each semi-trailer vehicle (14) connected to a following vehicle, each inter-body articulation (50) being articulated along a vertical pivot axis (ZA),each trailer bogie (22) of a body (20) carrying an inter-body articulation (50) being arranged longitudinally relative to the body (20) so that the bogie axis (ZB) and the interconnection axis (ZA) are offset, the first vehicle (14A) of the chain (12) being articulated to the body (70) of the main vehicle (16) by the inter-body articulation (76) of the main vehicle (16), in which one of the main bogies, called the first bogie (72), comprises two secondary suspensions (100) and a single central emergency suspension (102), the other main bogie, called the second bogie (74), comprising two secondary suspensions (89) and an emergency suspension (90) specific to each secondary suspension (89), the first bogie (72) and the second bogie (74) defining only three points support for the body (70) of the main vehicle (16) when the secondary suspensions (100) of the first bogie (72) are malfunctioning.

2. Articulated railway train (10) according to claim 1, in which the bogie axis (ZB) and the corresponding interconnecting axis (ZA) are offset by a distance D, the distance D being less than or equal to half the distance between the axles of the corresponding bogie, preferably less than or equal to 1500 millimeters, advantageously less than or equal to 450 millimeters.

3. Articulated railway train (10) according to claim 1 or 2, in which each inter-body joint (50) is also articulated about a horizontal pivot axis (YA), the inter-body joint (50) being articulated in torsion about the horizontal pivot axis (YA) and in conical about the vertical pivot axis (ZA).

4. An articulated railway train (10) according to any one of claims 1 to 3, wherein each inter-body joint is a transverse axis ball joint, such as a rubber and metal ball joint.

5. Articulated train (10) according to any one of claims 1 to 4, in which each main bogie (72, 74) is articulated relative to the body (70) of the main vehicle (16) about a vertical pivot axis, called the bogie axis (ZB), the inter-body articulation (76) of the main vehicle (16) being articulated about a vertical pivot axis (ZA), one of the main bogies (74) being arranged longitudinally relative to the body (70) of the main vehicle (16) so that the corresponding bogie axis (ZB) and vertical pivot axis (ZA) are offset, the offset being advantageously identical to the corresponding offset of the semi-trailer vehicles (14).

6. Articulated train (10) according to any one of claims 1 to 5, in which the main vehicle (16) is an end vehicle of the train, advantageously the leading vehicle.

7. Articulated train (10) according to any one of claims 1 to 6, in which the first bogie (72) is devoid of an anti-roll system.

8. Articulated train (10) according to any one of claims 1 to 7, in which the secondary suspensions (100) of the first bogie (72) are pneumatically connected to each other, the first bogie (72) and the second bogie (74) defining only three support points for the body (70) of the main vehicle (16) when the secondary suspensions (100) of the first bogie (72) are functional.

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