HK1169358B - Running gear of transport vehicles with reversible operation - Google Patents

Description

The field of invention

The present invention relates to a train of wheeled transport vehicles which is designed to operate in areas of high space constraint, such as tunnels or tunnels.

The state of the art

The transport of materials in areas with high space constraints, such as tunnels or tunnels, has required the development of vehicles adapted to meet the constraints of movement induced, in particular the constraints of curved movement, or even the manoeuvres of the round-trip type.

To facilitate the movement of trains of wheeled vehicles in such stress zones, monotrack vehicle trains have been developed, the design of which allows each of the vehicle trains to follow a substantially the same trajectory. To do this, the lead vehicle comprises a driving axle rotating under the chassis and carrying the driving wheels of the vehicle trains, all or part of the other axles of the vehicle trains being additionally rotated relative to the chassis under which they are fixed, these axles being called steering axles. The steering axles are commanded to rotate to follow as closely as possible the trajectory imposed by the driving axle in order to carry the entire vehicle trajectory sensibly.

Reversible vehicle trains have also been developed, i.e. trains of vehicles comprising a front and a tail vehicle with a drive axle respectively, which allow the train of vehicles to be steered in one direction or the other without difficulty.

In particular, a vehicle train comprising two modules, each comprising a drive shaft and at least one steering shaft, each with a driving cabin for driving in the two main directions of travel as required, is proposed. These two modules are connected by a simple rudder which allows the relative articulation of the chassis of the two modules.This train of vehicles allows trajectory tracking monotrace through electronic coordination of steering axle steering of the two modules. However, such a train of vehicles has disadvantages in that it is complex in construction, requiring precision electronic control and coordination, and therefore high manufacturing and maintenance costs.

The patent application EP 0 968 905 published on 5 January 2000 also proposes a set of vehicles whose characteristics allow both tracking monorail on the one hand and reverse operation on the other hand. More specifically, it proposes a set of vehicles whose vehicles, each mounted on a guide axle, are connected to each other by means of articulations which are also means of controlling the orientation of the guide axles for a monorail type movement of the train.

One purpose of the present invention is therefore to propose a train of vehicles suitable for single-track reversible operation which can solve at least one of the above drawbacks.

In particular, the present invention aims to provide a vehicle train suitable for single track reversible operation that is robust, reliable and has reduced manufacturing and maintenance costs under operational conditions.

The invention is presented in the following table:

For this purpose, a train of tunnel transport vehicles complying with the annexed claims is proposed.

In particular, a tunnel transport vehicle train is proposed comprising at least two vehicles, each vehicle comprising a longitudinal chassis and at least two axles mounted under the chassis at each end of the chassis, in which two adjacent vehicles, called the first vehicle and the second vehicle, are connected to each other by means of a first mechanical coupling system linking the first and second chassis of the first and second vehicles respectively, the first coupling system comprising means of articulation to form an angle between the first chassis and the second chassis,

and in which the first and second vehicles are further connected by a second mechanical linkage system linking the adjacent axles, called first and second axles, of the first and second vehicles respectively, the second mechanical linkage system comprising means of articulation arranged so that the first and second axles have opposite angular positions with respect to the first and second chassis respectively.

Preferred but not limited aspects of this vehicle set, taken alone or in combination, are: Each axle shall consist of a longitudinal body mounted and pivoting under the chassis parallel to the chassis, the longitudinal body bearing at least one wheel on each side of its longitudinal axis, characterised by the second mechanical coupling system comprising: ○ a first steering arm extending in the longitudinal body of the first axle, the so-called first longitudinal body, the first steering arm having a free end with a point of attachment deployed relative to the sagittal plane (S) passing through the first longitudinal body,○ a second steering arm extending into the longitudinal body of the second axle, the so-called second longitudinal body, the second steering arm having a free end with a detached anchorage point from the sagittal plane (S) passing through the second longitudinal body,○ a first transmission shaft to connect the first steering arm to the second axle, the first transmission shaft having ends articulated to the anchorage point of the first steering arm on the one hand, and to the end of the second longitudinal body from which the second steering arm extends on the other hand,○ and a second transmission shaft to connect the second steering arm to the first axle, the second transmission shaft having ends articulated at the point of attachment of the second steering arm on the one hand and at the end of the first longitudinal body from which the first steering arm extends on the other.The train of transport vehicles shall comprise: ○ first means of attachment between the first transmission shaft and the first steering arm and the second steering arm respectively, designed to allow rotation at least along an axis parallel to the axis of rotation of the first axle,second axle relative to the first chassis, second chassis respectively, and○ second means of attachment between the first transmission shaft, second transmission shaft respectively, and the end of the first longitudinal body, second longitudinal body respectively, designed to allow rotation at least along an axis parallel to the axis of rotation of the second axle, respectively first axle, relative to the second chassis, respectively first chassis.The first means of attachment form a rotary link between the first transmission shaft, respectively second transmission shaft, and the first steering arm attachment point, respectively second steering arm,and the second means of attachment form a rotating link between the first transmission shaft, respectively second transmission shaft, and the end of the first longitudinal body, respectively second longitudinal body.the first steering arm, respectively second steering arm, is mounted articulated at the end of the first longitudinal body, respectively second longitudinal body, according to a pivot linkage around a pivot axis orthogonal to the sagittal plane (S) of the first longitudinal body, respectively second longitudinal body.the first mechanical linkage system comprises a first linkage arm extending into the chassis extension and a second linkage arm extending into the second chassis extension,the first and second coupling arms having a first and second coupling end respectively, the first and second coupling ends being fixed to each other by means of articulating means designed to allow rotation at least around one axis of rotation parallel to the axis of rotation of the first axle in relation to the first chassis.the first coupling arm, or second coupling arm, respectively, is mounted articulately at the end of the first chassis, or second chassis, respectively, by a pivot connection around a first pivot orthogonal to the second sagittal plane of the chassis, respectively, and the articulating means form a rotating link between the first and second coupling ends.the train of transport vehicles comprises a front and a rear vehicle at each end of the train of vehicles, the front and rear vehicle each having one free end not coupled to an adjacent vehicle, with a drive shaft mounted and rotating under the respective chassis of the front and rear vehicle at the free end, each drive shaft comprising detachable means of driving the wheels carried by that drive shaft.The front and rear vehicle each comprise a driving cab to steer the train of vehicles in one direction of movement of the train of vehicles or in the other.Each axle shall have means of rotating the wheels carried by that axle from a first vertical position when the wheels are supported on a flat ground to a second inclined position when the wheels are supported on the concave ground of a tunnel or similar tunnel, the said wheels extending along the normal of the circle described by the tunnel, and vice versa.

The following is a description of the figures:

Other features and advantages of the invention are further shown by the following description, which is purely illustrative and not limitative and must be read in conjunction with the attached drawings, on which: Figure 1 is a side view of a train of vehicles according to the invention; Figure 2 is a top view of the train of vehicles illustrated in Figure 1; Figure 3 is a perspective view illustrating the mechanical link between two vehicles in the train of vehicles in Figure 1; Figure 4 is a top view of a steering axle incorporating a linkage system for a mechanical linkage according to Figure 3; Figure 5 is a top view illustrating the mechanical linkage in Figure 3; Figure 6 is a bottom view illustrating the mechanical linkage in Figure 3; Figure 7 is a side view illustrating the mechanical linkage in Figure 3; Figure 8 is a top view illustrating the operation of the mechanical linkage according to Figure 3.

The manufacturer shall provide the manufacturer with a detailed description of the device.

Figures 1 and 2 illustrate a train of vehicles, more specifically a train of vehicles on tyres, used for the transport of loads in areas of high stress, such as tunnels or tunnels.

The train of vehicles shown in Figures 1 and 2 comprises two vehicles linked together by means of a mechanical link, which will be described in detail below.

The train of vehicles presented is bicabin, i.e. the two vehicles at each end of the train of vehicles, called the front vehicle and the tail vehicle respectively, each include a driving cab which allows the train of vehicles to be steered in one direction of movement of the train of vehicles or in the other.

A bi-cabin train therefore comprises two traction vehicles at either end of the train for travel in one direction or another. bi-cabin trains are thus clearly distinguished from tractor-trailer traction trains for which only the vehicle at the front of the train has a traction function.

The following figures and description show a bicycle train with only one leading vehicle and one trailing vehicle, with no intermediate vehicle between these two end vehicles. The instructions set out in this text are not limited to such two-vehicle bicycle train sets, however, and are also applicable to bicycle trains with one or more intermediate vehicles between the leading vehicle and the trailing vehicle, the use of such intermediate vehicles being particularly favoured when the load to be transported is to be increased, or to increase the junction points of the train of vehicles to allow even greater curves. In particular, the general instruction on the connection between two vehicles is also applicable to the connection between two vehicles, or a vehicle between vehicles, also called an intermediate link (or a vehicle between vehicles).

The two-carriageway train shown in Figures 1 and 2 therefore comprises two end vehicles (100 ; 200), one being called head vehicle 100 and the other being called tail vehicle 100.

Each end vehicle (100 ; 200) comprises a chassis (110 ; 210) which is longitudinal in overall shape and at least two axles (120,130 ; 220,230) which are mounted under the chassis (110 ; 210) at each end of the chassis (110 ; 210), each axle carrying wheels to enable the train of vehicles to move.

The chassis (110 ; 210) preferably includes a longitudinal platform (111 ; 211) designed to support the loads to be carried. In addition, the chassis (110 ; 210) of each of the two end vehicles (100 ; 200) includes a driving module (112 ; 212) to steer the train of vehicles in one direction or the other. Preferably, the driving modules (112 ; 212) are arranged at the free ends of the chassis (110 ; 210) of the end vehicles (110 ; 210), in particular as an extension of the load-bearing platform (111 ; 211) as shown in Figures 1 and 2.

The axles (120,130 ; 220,230) are mounted pivoting under the chassis (110 ; 210) at each end of the chassis (110 ; 210). It may also be envisaged to add one or more intermediate axles placed between these two end axles. Each axle (120 ; 130 ; 220 ; 230) comprises a longitudinal body (121 ; 131 ; 221 ; 231) forming a longitudinal wheel-attachment structure. The longitudinal body (121 ; 131 ; 221 ; 231) of each axle is mounted pivoting under the chassis (110 ; 210) corresponding parallel to the chassis, the longitudinal body (121 ; 131 ; 221 ; 231) bearing at least one wheel on each side of its longitudinal axis.

Each axle (120 ; 130 ; 220 ; 230) therefore comprises at least one pair of wheels (122 ; 132 ; 222 ; 232) which are arranged on either side of the longitudinal body (121 ; 131 ; 221 ; 231).

Each wheel is mounted by a pivot link on a rocket, called a wheel rocket, which is coupled to the longitudinal body by means of a fixing arm (134) which extends transversely to the longitudinal body. Preferably, the fixing arm and the wheel rocket are coupled to the longitudinal body so that the wheel associated with them can rotate along an axis parallel to the longitudinal axis defined by the elongated body.

In addition, each axle may have means designed to rotate the wheels carried by the axle from a first vertical position when the wheels are supported on a flat ground to a second inclined position when the wheels are supported on the concave ground of a tunnel or similar, the wheels extending along the normal of the circle described by the tunnel, and vice versa. Such rotation of the wheels may be controlled electronically, hydraulically, or may even operate under the weight of the whole. For example, reference may be made to the request referred to in the application for a description of the axle under the weight of the vehicle published on 1 April 2010 under WO 2010/034677 for a more detailed reference to an axle capable of being operated under the weight of the vehicle.

As indicated above, each axle (120 ; 130 ; 220 ; 230) is mounted in rotation relative to the corresponding chassis (100 ; 200). To this end, the longitudinal body (121 ; 131 ; 221 ; 231) is coupled to the chassis (100 ; 200) by means of a coupling axle (125 ; 135 ; 225 ; 235) so that the axle has a steering function in the movement of the train of vehicles.

Of the at least two axles (120,130; 220,230) of each end vehicle (100 ; 200), at least one of them is a drive axle (120 ; 220), i.e. a steering axle which carries at least one driving wheel to enable the end vehicle (100 ; 200) to be set in motion.

Each drive axle (120 ; 220) therefore comprises at least one drive wheel which can be set in motion by suitable means of drive, such as an electric motor or a hydraulic motor powered by a hydraulic pump.

The drive means are preferably un-driveable, which allows the drive wheel of the drive axle (120 ; 220) to be turned off and turned into a free wheel, thus transforming the drive axle (120 ; 220) into a simple steering axle. Generally, only one of the two end vehicles (100 ; 200) actually performs a drive function (this vehicle being the end vehicle placed in front of the train of vehicles in the direction of travel) with the drive means activated to set in motion at least one driving wheel of the drive axle. In this case, the drive means of the drive axle of the other end vehicle are thus un-driveable, as the vehicle is running in front of the tractor wheel, and thus the tractor wheel is running in front of the vehicle.

In the case of a four-wheel drive axle, only two of the four wheels may be considered to be driven, the other two wheels being left free; in the latter case, the two driving wheels are placed on either side of the longitudinal body of the axle, these two driving wheels being either facing each other or alternatively being placed in a configuration where each diagonal driving wheel faces a free wheel.

According to a particular embodiment, all vehicles of the train of vehicles, including intermediate vehicles where applicable, shall include at least one drive axle as defined above.

Figures 3 to 8 illustrate the particular mechanical link proposed to connect the different vehicles of the vehicle train, whether to connect two end vehicles to each other, two intermediate vehicles to each other, or an end vehicle to an intermediate vehicle.

The mechanical link described below makes it easier for the train of vehicles to travel along paths with low longitudinal radii of curvature and is particularly advantageous when vehicles have chassis with large lengths to carry large elements.

Thus, the proposed mechanical linkage to connect two adjacent vehicles, such as the head vehicle 100 and the tail vehicle 200 in the embodiment shown in the figures, comprises two combined mechanical linkage systems, namely a first mechanical linkage system 300 linking the chassis 110 of the head vehicle 100 to the chassis 210 of the tail vehicle 200, and a second mechanical linkage system 400 linking the two adjacent axles of the head vehicle 100 and the tail vehicle 200 respectively, i.e. the two axles (130 ; 230) located at the ends of the chassis of the head and tail vehicles which are coupled to each other.

The first mechanical coupling system 300 comprises articulating means to form an angle between the chassis 110 of the head vehicle 100 and the chassis 210 of the tail vehicle 200. This mechanical coupling system 300 is also suitable for providing traction between vehicles, in particular traction of the head vehicle 100 on the tail vehicle 200 when the head vehicle 100 is used as a front-wheel drive vehicle.

According to a particular design, the first mechanical coupling system 300 comprises a first coupling arm 310 extending into the chassis 110 of the head vehicle 100 and a second coupling arm 320 extending into the chassis 210 of the tail vehicle 200.

These first and second connecting arms (310 ; 320) each have a coupling end (311 ; 321), these coupling ends (311 ; 321) being intended to be fixed to each other by means of jointing devices 330 designed to allow rotation at least along an axis of rotation parallel to the axis of rotation of the axles relative to their respective chassis.

In a first embodiment, the means of articulation 330 form a pivot link between the first and second linking arms (310 ; 320) along an axis of rotation parallel to the axis of rotation of the axles relative to their respective chassis.

In another embodiment, the first and second linking arms (310 ; 320) are mounted articulated on the chassis of the front and tail vehicles respectively. Specifically, each linking arm (310 ; 320) is mounted according to a pivot linkage formed around a pivot axis orthogonal to the sagittal plane of the chassis (110 ; 210) on which it is mounted, i.e. according to a pivot axis orthogonal to the longitudinal axis of the chassis and parallel to the median plane of the chassis. In this case, the linking means 330 include linking organs arranged to form a rotational linkage between the first and second ends of the linkage (311 ; 321).

The second mechanical coupling system 400 connects two adjacent axles of two adjacent vehicles and comprises coupling devices designed so that the orientation of one of the two adjacent axles in relation to the chassis on which it is fixed is copied to the orientation of the other of the two adjacent axles in relation to the chassis on which it is fixed and vice versa.

Specifically, the second mechanical linkage system 400 comprises means arranged so that the two adjacent axles have opposite angular positions in relation to their respective chassis.

As shown in Figure 8, the angular position of the axle 130 of the head vehicle 100 in relation to the chassis 110 is defined by the angle α1 and the angular position of the axle 230 of the tail vehicle 200 in relation to the chassis 210 by the angle α2. The coupling devices of the second mechanical coupling system 400 connect the two adjacent axles (130 ; 230) so that the angular positions of these adjacent axles (130 ; 230) in relation to their respective chassis (110 ; 210) are defined by opposite angles α1 and α2, i.e. α2 - α1.

Thus, the wheels carried by the axles (130; 230) describe a curve of roughly identical radius.

The fact that the orientation of one axle in relation to its chassis is copied on the other axle in relation to its chassis gives the two adjacent vehicles a symmetrical arrangement. More specifically, if one notes (P) the plane of symmetry between the chassis (110 ; 210) of the two vehicles, then the second linkage system connecting the two adjacent axles (130 ; 230) of the two adjacent vehicles (100 ; 200) implies that the positioning of the two adjacent axles in relation to their respective chassis is also symmetrical with respect to the plane (P).

The second mechanical linkage system 400 thus connecting the two adjacent axles (130 ; 230) of two adjacent vehicles (100 ; 200) allows to break the angle between the two chassis (110 ; 210) of the two adjacent vehicles (100 ; 200), i.e. the rotation and symmetrical orientation of the adjacent axles (130 ; 230) in relation to their respective chassis (110 ; 210) strengthens the angle of trajectory tracking by the two adjacent vehicles (100 ; 200).

The second mechanical coupling system 400 preferably comprises elements arranged symmetrically on each of the two adjacent axles (130 ; 230) to ensure the angular recopion shown above, in a reversible manner, i.e. the repositioning of one axle in relation to its chassis causes the repositioning of the other axle in relation to its chassis and vice versa.

According to a particular design, the coupling organs of the second mechanical coupling system comprise two steering arms (410 ; 420) and two transmission rods (430 ; 440) arranged between the two adjacent axles (130 ; 230) to ensure the angular copying described.

Thus, the steering arms (410 ; 420) extend in the longitudinal body (131 ; 231) of the axles (130 ; 230) as shown in Figure 4. The steering arm (410 ; 420) is arranged relative to the axle (130 ; 230) to which it is coupled so that its free end has a point of attachment (411 ; 421) deflected relative to the sagittal plane (S) passing longitudinal body (131 ; 231) of the axle (130 ; 230).

The two transmission rods (430 ; 440) are designed to connect the free end of a steering arm to the axle to which the steering arm is not yet coupled.

The second mechanical coupling system also includes fixing devices between each transmission shaft and the attachment point of the associated steering arm which are adapted to allow rotation at least along an axis parallel to the axis of rotation of the axles relative to the chassis. It includes other fixing devices between each transmission shaft and the end of the longitudinal body to which the shaft is coupled which are adapted to allow rotation along at least one axis parallel to the axis of rotation of the axles relative to the chassis. Thus, the rotation of an axle relative to the chassis to which it is attached causes the rotation of the adjacent axle relative to its chassis, by means of the rotational motion of the particular arrangement of the transmission shafts; (410 and 440; (420) and (430) transmission shafts.

In a first configuration, the fixing devices are designed to form pivot links along a rotation axis parallel to the axis of rotation of the axles relative to their respective chassis.

In another configuration, the fixing means form ball joints between each part, a configuration with ball joints being particularly advantageous for promoting relative movements between the two vehicles, which allows the shock absorption transmitted by the ground.

In particular, this latter configuration is particularly advantageous when the coupling organs of the second coupling system are mounted articulated with respect to the axles, in particular when the transmission arms (410 ; 420) are mounted articulated at the end of the longitudinal body (131 ; 231) of the corresponding axle (130 ; 230). More specifically, in this case each transmission arm (410 ; 420) is mounted according to a pivot connection formed around a pivot axis orthogonal to the sagittal (S) plane of the longitudinal body (131 231) of the axle (130 ; 230) on which it is mounted, i.e. according to a pivot axis orthogonal to the longitudinal axis and adjacent to the plane of the said body. A longitudinal axis (410 ; 420) allows for a degree of freedom of movement between two vehicles, especially vehicles with a passing wheel, and allows for irregular changes in the direction of travel (i.e. the rotation of the vehicle, the angle of the train, etc.) between two longitudinal axles. This allows for a greater degree of freedom of movement of vehicles, especially vehicles, such as the adjacent to the ground, and the adjacent to the rail.

The proposed mechanical linkage to connect two adjacent vehicles (also called intermodal linkage) is particularly advantageous since, in addition to providing traction between the vehicles, it promotes angle taking between two adjacent vehicles to improve the monotrack movement of the vehicle train, especially when the vehicles are long. This mechanical linkage thus allows the different axles of the vehicles in the vehicle train trajectory to follow an identical trajectory to the leading axle.

The intermodal link also allows for a mechanical copy of the angular positions of the adjacent axles in relation to their chassis, which is particularly advantageous compared to systems of the previous state of the art where the possible angular copy is electronically controlled and usually implemented by hydraulic cylinders. The mechanical link therefore does not have the complexity associated with electronic control. Moreover, the mechanical link simplifies the reversibility of the train of vehicles. In particular, when the direction of movement of the train of vehicles must be changed, it does not require any repositioning of the hydraulic cylinder, no re-centering, in the front of the electronic control, in particular to be able to start back in the central position and not have a problem of reversing the traction.

Claims (10)

1. A train of transport vehicles for a tunnel comprising at least two vehicles (100; 200), each vehicle (100; 200) comprising a globally longitudinal chassis (110; 210) and at least two axles (120, 130; 220, 330) pivotally mounted under the chassis (110; 210) at each of the ends of the chassis, wherein two adjacent vehicles (100; 200), so-called first vehicle (100) and second vehicle (200), are connected together via connecting means, characterized in that the connecting means comprise:

   - a first mechanical connection system (300) coupling the first and second chassis (110; 210) of the first and second vehicles (100; 200) respectively, the first mechanical connection system (300) comprising articulating means in order to form an angle between the first chassis (110) and the second chassis (210), and

   - a second mechanical connection system (400) coupling the adjacent axles (130; 230), so-called first and second axles, of the first and second vehicles (100; 200) respectively, the second mechanical connection system (400) comprising articulating means arranged so that the first and second axles (130; 230) have opposite angular positions relatively to the first and second chassis (110; 210) respectively.
2. The train of transport vehicles according to claim 1, wherein each axle (130; 230) comprises a longitudinal body (131; 231) pivotally mounted under the chassis (110; 210), parallel to said chassis, said longitudinal body (131; 231) bearing on either side of its longitudinal axis at least one wheel, characterized in that the second mechanical connection system (400) comprises:

   - a first steering arm (410) extending in the extension of the longitudinal body (131) of the first axle (130), so-called first longitudinal body, the first steering arm (410) having a free end with an attachment point (411) offset relatively to the sagittal plane (S) passing through the first longitudinal body (131),

   - a second steering arm (420) extending in the extension of the longitudinal body (231) of the second axle (230), so-called second longitudinal body, the second steering arm (420) having a free end with an attachment point (421) offset relatively to the sagittal plane (S) passing through the second longitudinal body (231),

   - a first transmission rod (430) for coupling the first steering arm (410) with the second axle (230), the first transmission rod (430) having ends articulately attached to the attachment point (411) of the first steering arm (410) on the one hand, and to the end of the second longitudinal body (231) from which the second steering arm (420) extends on the other hand, and

   - a second transmission rod (440) for coupling the second steering arm (420) with the first axle (130), the second transmission rod (440) having ends articulately attached to the attachment point (421) of the second steering arm (420) on the one hand, and to the end of the first longitudinal body (131) from which the first steering arm (410) extends on the other hand.
3. The train of transport vehicles according to claim 2, comprising:

   - first attachment means between the first transmission rod (430), respectively the second transmission rod (440), and the attachment point of the first steering arm (410), respectively the second steering arm (420), provided for allowing rotation at least along an axis parallel to the axis of rotation of the first axle (130), respectively the second axle (230), relatively to the first chassis (110), respectively the second chassis (210), and

   - second attachment means between the first transmission rod (430), respectively the second transmission rod (440), and the end of the first longitudinal body (131), respectively the second longitudinal body (231), provided so as to allow rotation at least along an axis parallel to the axis of rotation of the second axle (230) respectively the first axle (130), relatively to the second chassis (210), respectively the first chassis (110).
4. The train of transport vehicles according to claim 3, wherein:

   - the first attachment means form a ball joint connection between the first transmission rod (430), respectively the second transmission rod (440), and the attachment point of the first steering arm (410), respectively the second steering arm (420), and

   - the second attachment means form a ball joint connection between the first transmission rod (430), respectively the second transmission rod (440) and the end of the first longitudinal body (131), respectively the second longitudinal body (231).
5. The train of transport vehicles according to any of claims 2 to 4, wherein the first steering arm (410), respectively the second steering arm (420), is articulately mounted to the end of the first longitudinal body (131), respectively the second longitudinal body (231), according to a pivot connection around a pivot axis orthogonal to the sagittal plane (S) of the first longitudinal body (131), respectively the second longitudinal body (231).
6. The train of transport vehicles according to any of claims 1 to 5, wherein the first mechanical connection system (300) comprises a first connecting arm (310) extending in the extension of the first chassis (110) and a second connecting arm (320) extending in the extension of the second chassis (210), the first (310) and second (320) connecting arms having a first (311) and second (321) coupling end respectively, the first (311) and second (321) coupling ends being attached together via articulating means (330) provided for allowing rotation at least around an axis of rotation parallel to the axis of rotation of the first axle (130) relatively to the first chassis (110).
7. The train of transport vehicles according to claim 6, wherein the first connecting arm (310), respectively the second connecting arm (320), is articulately mounted to the end of the first chassis (110), respectively the second chassis (210), according to a pivot connection around a pivot axis orthogonal to the sagittal plane of the first chassis (110), respectively the second chassis (210), and the articulating means (330) for a ball joint connection between the first (311) and second (321) coupling ends.
8. The train of transport vehicles according to any of claims 1 to 7, comprising a head vehicle (100) and a tail vehicle (200) placed at each end of the train of vehicles, the head vehicle (100) and the tail vehicle (200) each having a free end not coupled with an adjacent vehicle, a driving axle (120; 220) being pivotally mounted under the respective chassis (110; 210) of the head vehicle (100) and of the tail vehicle (200) at the free end, each driving axle (120; 220) comprising disengageable means for driving the wheels borne by said driving axle (120; 220).
9. The train of vehicles according to claim 8, wherein the head vehicle (100) and the tail vehicle (200) each comprise a driver cabin for directing the train of vehicles in one displacement direction of the train of vehicles or in the other direction.
10. The train of transport vehicles according to any of claims 1 to 9, wherein each axle (120; 130; 220; 230) includes means adapted to pivot the wheels borne by said axle (120; 130; 220; 230) from a first vertical position where the wheels rest on a flat ground to a second tilted position where the wheels rest on the concave ground of a tunnel or the like, said wheels extending on the normal of the circle described by the tunnel and vice versa.