EP0779194B1 - Automotive railway train with at least two coach units - Google Patents

Description

The invention relates to a rail multiple unit according to the preamble of claim 1.

Such railcars are known from the publications DE 1 227 049 B and GB 2 055 724 A.

Such, mostly used to transport people Rail multiple units are used in tram, subway, light rail and full-track operation, mostly high start-up and / or dynamic braking accelerations are required. To achieve these are high acceleration and dynamic braking accelerations high drive or dynamic braking power necessary, which via the frictional engagement of the drive wheel sets with the travel rails are to be converted into propulsive forces. It is known that the highest of these propulsion or braking forces - correspondingly high Assuming drive or dynamic braking power - then can be reached if all the wheelsets of the railcars are considered Drive wheel sets are designed; Drive gear sets are in Manufacturing and maintenance expensive, so it is common to Rail unit in a suitable manner distributed running and Drive wheel sets to be provided, with a corresponding loss maximum propulsion or dynamic braking force development in Purchase is taken.

The drive and wheel sets mentioned above can be on have two rigidly coupled wheels on a shaft, they can but also as idler gear sets with two relative to each other rotatable wheels on a shaft or as Idler gear pairs with with separate, if necessary individually Vertical axes rotatable shafts for each pair of wheels his; below and also in the claims become Simplification only the terms "drive wheel set" or "wheel set" used for and include all of these embodiments in terms of their meaning.

The wheelsets of a rail multiple unit are determined by its weight, especially the weights of the car parts, according to their Order distribution charged, this order-related The load on the wheel sets is called "static load" in the Designated hibernation; when accelerating can from these dependent additional charges or relief.

It is common to find a compromise between railcars Cost and maximum achievable propulsion or dynamic Braking force to enter that - as already above mentioned - only a certain proportion of their wheelsets as Drive wheel sets, the remaining wheel sets as wheelsets be trained, with appropriate distribution and Arrangement of the drive wheel sets on the railcar train an optimum whose efficiency is achievable.

It is an object of the invention in a railcar train the efficiency of the drive gear sets with regard to the achievable propulsion or dynamic To increase braking force with simple means, creating a Increase the achievable start-up or dynamic Brake acceleration and / or a reduction in the number of required drive wheel sets and thus a cost saving becomes possible.

This object is achieved according to the invention in a multiple unit train of the type mentioned at the outset by the characterizing features of claim 1.

By this shift in load, the frictional engagement of the at least one drive wheel set increased to the running rail, whereby a corresponding increase in the achievable drive or dynamic braking forces is achieved.

With such a trained according to the invention Rail trains are also advantageous according to the invention Further training possible or appropriate, the characteristics of which in the Subclaims are specified.

In the drawings Fig.1 and Fig.2 two are special preferred embodiments for according to the invention designed railcars schematically in the Parts shown essential to the invention, being the same Reference numerals refer to the same or corresponding parts Respectively.

3 illustrates the three exemplary embodiments Wheelset loads on the railcars and measures for Derailment security. 4 shows diagrams and in 5 and 6 details are shown.

Rail multiple units are currently widely used in practice, which three car parts, according to Fig. 1 two terminal car parts 1 or 2 and a middle carriage part 3. The terminal car parts 1 and 2 are close to their front, free ends with power units 4 and 5, each with equipped two drive wheel sets 6 and in no further are designed bogie-like manner. At her the middle carriage part 3 facing ends are at the Car parts 1 and 2 no wheelsets available The middle one Car part 3 is at its ends in a vertical, transverse to Rail train train longitudinal direction of the coupling plane 7 approximately at the level of its lower carriage frame parts 8 by means of a Coupling device 9 articulated with one of the car parts 1 or 2 coupled, the coupling devices 9 not only Longitudinal forces, but also the end weight of the car parts 1 and 2 are able to transfer to the car part 3. The Carriage part 3 is near its ends, each with a wheel set 10 Mistake; the wheel sets 10 thus support both the car part 3 and the facing ends of the car parts 1 and 2 against the rails, not shown.

In this respect, the rail multiple unit corresponds to known designs, the wheelset distribution gives good with reasonable effort Driving characteristics, but the few, only fractions the weights of the car parts 1 and 2 corresponding to the Train configuration statically loaded drive wheel sets 6 only one accordingly limited propulsion or dynamic braking force allow to achieve.

According to Fig.1 are approximately at the level of the roof area 11 Coupling levels 7 passing through cylinders 12 with at least approximately horizontal and parallel to the longitudinal direction of the train extending axial direction, one end of the carriage part 3 and other ends are coupled to the car part 1 or 2.

The cylinders 12, which represent the force motors, practice at their Pressure medium applied at the level of the roof area acting spreading or binding force between the mutually facing end faces of the car parts 3 and 1 or 2 out. The impact is explained below in the case of one Spreading force. The effect of a binding force is vice versa, i.e. in the opposite sense. This spreading force gives a torque between the car parts 3 and 1 or 2 um one lying horizontally in the area of the coupling devices 9 and axis of rotation running transverse to the longitudinal direction of the train. As a result these torques at both ends of the car part 3 result stand up for this upward forces while the Car parts 1 and 2 facing downwards at their free ends Forces experience which in addition to the static loads supported by the drive gear sets 6 against the rails become.

When the cylinder 12 is pressurized, the Rail unit train a force, which it under lifting of the middle carriage part 3 tries to bend like a bridge, whereby the wheel sets 10 are relieved accordingly and the drive wheel sets 6 will be charged accordingly. The additional burden the drive gear sets 6 increases their frictional engagement with the Rails, so that they increase the propulsion or dynamic braking forces for the rail multiple unit too allow to reach.

Due to the expansion effect of the cylinder 12 Coupling devices 9 additionally tensile. this Additional tensile load can be corresponding to the cylinders 12 in Height of the coupling devices 9 arranged, not cylinders shown are at least approximately compensated if these cylinders one in when pressurized Direction of pull acting between the coupled Exercise car parts 3 and 1 or 2. These other cylinders are expediently parallel to the cylinders 12th pressurized.

The cylinder 12 is used to regulate the pressure medium a control device 13 is provided, which preferably on Car part 3 is mounted. The control device 13 is switched Load sensors 14 and control lines 15 from the loads of Drive and impeller sets 6 and 10 controlled and regulated Pipelines 16 in the cylinders 12 and possibly the further cylinders mentioned - in the following are for all of them Cylinder called only the cylinder 12 - prevailing pressure such that, on the one hand, the drive gear sets 6 do not have their permissible wheelset loads, on the other hand the wheel sets 10 are only relieved to the extent that their derailment security is not at risk. If the Rail unit is air-suspended, preferably the respective air bellows pressures by means of the control lines 15 the control device 13 supplied as control signals and the Cylinder 12 is pressurized according to regulated compressed air.

In curves, the effect of the spreading force creates one Shear force component, which leads to an undesired, possibly even impermissible relief of the inner wheels Cornering could result. As a function of mass, Curve radius, track width and possibly other Influencing factors should or must remove this shear force component of a certain value can be compensated; this will be later described in more detail.

The cylinders 12 together with their Charge control a device for Load shifting for the wheelsets.

The compressed air supply for this purpose can not be useful in shown way from the compressed air supply for the Air suspension, in particular of the car part 3 via a Pressure limiting or reducing valve device and a Double overflow valve with in both flow directions effective response threshold take place, the response threshold expediently be at most 1 bar, preferably about 0.5 bar can; these valves can be in a supply for the Control device 13, but expediently in the pipes 16 be classified. Furthermore, it may be appropriate Cylinders 12 to increase the volume of the air tank in parallel switch on. These measures can reduce compressed air consumption for the cylinders 12 which can be moved by train movements are kept low: by changing the stroke of the cylinder 12 Pressure changes caused by the air tank diminished so that they are below the response threshold of Double overflow valves remain and no compressed air consumption through compressed air discharge and subsequent feeding takes place while the one exerted by the cylinders 12 Spreading force remains sufficiently constant.

Depending on the operating and operating conditions of the rail multiple unit the cylinders 12 can operate continuously during the entire operating time of the train or while traveling or when Driving accelerations must be pressurized. At Acceptance of difficult coupling and uncoupling work for the coupling devices 9 can also pass through the cylinders 12 suitable preloaded mechanical spring cartridges can be replaced. The device for shifting the load is then permanent effective, the pressure medium supply with the control device 13 can be omitted.

The effect of the in the roof area, in Longitudinal acting tension by spring or Cylinder forces, the car bodies are braced, whereby the otherwise occurring when starting or braking Axle relief are significantly reduced and that Slip behavior can thus be improved.

In modification of the embodiment described above can of course the train and wheel sets on the train be arranged or distributed differently. At the free ends car parts 1 and 2 can only have one drive wheel set 6 be arranged, the car parts 1 and 2 can have different ends Wheel sets supported in a simple or bogie arrangement be, or instead of the wheelsets 10 shown in the Coupling levels 7 for the car parts 1 and 3 or 2 and 3 common bogies with single wheelsets or Impeller bogies may be provided; however, it can also distributed differently and / or trained drive and Wheelsets are available.

Instead of the horizontal cylinder 12 and possibly the mentioned, further cylinders can between the car parts 3rd and 1 or 2 also cylinders not shown or Spring cartridges with a substantially vertical axis direction be provided which the mutually facing wagon dividing ends vertical load relative to each other, such that in the Wheelset arrangement according to Fig.1 the car part 3 directed upwards Forces experience: The drive and wheel sets 6 and 10 shown also experience the desired load changes.

Instead of the cylinders mentioned, air bellows can also be used Power engines are used, but these can be increased Cause pressure medium consumption. Instead of the compressed air, too a hydraulic medium is used to apply pressure medium are still in place of cylinders or bellows electric motors can be used, if necessary immediately the mentioned torques between the car parts produce.

In a further modification, only the middle car part 3 instead of the wheel sets 10 with drive wheel sets and can accordingly, the car parts 1 and 2 may be provided with wheel sets. The devices for shifting loads must then Area of the coupling levels 7 reversed to vorstender Description work, you have to add the car part load while the car parts 1 and 2 are relieved.

It is also possible that the car parts 1 and 2 near their Carriage part 3 facing ends, each with one or two, then advantageously bogie-like, driven gear sets are provided and are supported at the other end via wheel sets. Here, too, are the reverse of those acting as described in FIG Devices for shifting loads can be used, which one Serve to increase the load on the drive wheel sets.

In another modification, as shown in Fig. 2, possible with an otherwise designed as shown in Fig.1 Rail train on the car part 3 in the middle an additional Drive wheel set 6 'to attach. This drive wheel set 6 'is in the middle a carrier 17 running in the longitudinal direction of the vehicle part supported, one end of a bearing 18 to the carriage part 3rd has and the other end to the piston rod of a Carriage part 3 coupled cylinder 19 is coupled to the corresponding to the cylinders 12 can be pressurized. A load sensor 14 'is assigned to the drive wheel set 6' Signal a control line 15 'of the control device 13 supplies. A pipe 16 'is used to supply the pressure medium Cylinder 19. By appropriate pressurization of the Cylinder 19 is the drive wheel set 6 'reinforced to the Rails can be pressed on, due to increased friction these he high high drive or dynamic braking forces can develop. The wheel sets 10 are correspondingly further relieved.

Of course, it is also possible to drive gear sets 6 Car parts 1 and 2 by drive wheel sets with load controls to be replaced in accordance with the drive gear set 6 '.

Bei Ausführungsbeispiel I ist P₃ größer als P₂ und P₄ größer als P₅;

bei Ausführungsbeispiel II ist jeweils größer P₂ als P₁ und P₃ sowie P₅ als P₄ und P₆;

bei Ausführungbeispiel III ist jeweils größer P₂ als P₁, P₄ als P_3,5 und P₆ als P₇.

In FIG. 3, three exemplary embodiments I, II and III, each of three-part rail multiple units, are shown schematically with regard to the distribution of their running and driving wheel sets. For embodiment II, only the wheel sets are shown with their loads. Furthermore, for the exemplary embodiments I and II devices for derailment protection already mentioned are drawn in above. Here, as in FIGS. 1 and 2, the drive wheel sets 6 are shown with spoke-like radius lines, the impeller sets 10 are shown without these radius lines. The arrows P with their index numbers 1 to 6 or 7, increasing from left to right, denote the load on the respective wheel set. As a result of the effect of the invention described above, the wheel set loads should behave as follows:

In embodiment I, P _{3 is} greater than P ₂ and P _{4 is} greater than P ₅ ;

in embodiment II, P ₂ is greater than P ₁ and P ₃ and P ₅ is greater than P ₄ and P ₆ ;

in embodiment III each is greater than P ₂ than P ₁ , P ₄ as P _3.5 and P ₆ as P ₇ .

From these embodiments it can be easily seen that the Invention in air or hydraulic suspension rail multiple units very cost-saving due to appropriate control of the individual Wheelset loads by means of the respective suspension cylinder or -bellow pressures is realizable.

In Figure 4 are the two using two diagrams Forces that counteract derailment, assuming that the invention spreading force generating means, i.e. especially the cylinders 12, act in the vehicle center plane or symmetrically to it. in the left part is driving through a horizontal curve with a radius 19 of 18m with a light rail train with a Bogie distance of 9m shown, the Body center lines 20 in the angle alpha to each other reach. The distance 21 is 1/2 bogie distance, so 4.5m. The one applied by the cylinder 12 or the like Spreading force S results in the outward radial force R, which leads to an undesirable conduction which is conducive to derailment Relief of the inside of the vehicle wheel leads. In the right Part of Figure 4 is accordingly on a reduced scale Driving through a vertical, convex curve or apex, such as when driving over bridges, bumps in the road, Ferry ship ramps and the like occur. The vertical Curve radius 22 are 100m, the car body center lines reach each other at the angle beta. Route 21 corresponds to 1/2 of the bogie distance fully 4.5m. The cylinder 12 or the like creates a certain on the diagram scale, small, undetermined force, which is conducive to derailment.

The derailment-promoting forces are for the sake of Derailment security to safe or permissible values limit. In embodiment I of Fig.3, 3, in which the Cylinder 12 in the direction of loading below this located drive gear set 6, that is, in connection or The direction of pull on neighboring car bodies is therefore on both sides near the roof of the car, at a height h above the Wheelset axles, those shown above under I on the vehicle side Arrange counter-pressure devices 23, which after a certain dead stroke of a further approximation of the lateral Counteract car body parts. The more precise training can analogous to embodiment example II described below 3 take place.

In embodiment II of Figure 3 is below Cylinder wheelset 10 by bridge-like To relieve the bulge of the multiple unit, the cylinder 12 or The like. Therefore causes a spreading force on neighboring Car bodies. Instead of the counterpressure force devices 23 are therefore largely analog apprentices Tension spring anchor devices 24 to provide, which after a Counteract the dead stroke of the spreading force mentioned.

The tie rod device 24 can be designed according to FIG. 5 and work. 5 shows car parts 1 and 3, between which by means of articulation points 25 of the Cylinder 12 or the like is classified. In the field of Body centerlines 20 is a force diagram according to FIG left part of Figure 4 with the spreading force S and the angle alpha drawn. In the side areas of car parts 1 and 3 are the tension spring anchor devices 24, each Car part 1.3 a penetrated by a tie rod 26 Have spring assembly 27. The tie rod 26 ends in the idle state behind each spring assembly at a distance h with a stop for that penetrated spring assembly 27. When cornering is reached from certain influencing variables mentioned above by removal of the wagon sections on the outside of the curve Go through an ineffective depending on the distance h Tothubes the respective tension spring anchor device 24 below Compression of the spring assemblies 27 effective, with appropriate adjustment of spring strength and stroke distance one at least extensive compensation of the spreading force S can be achieved is, the derailment-promoting effect on harmless Values is limited. 5 is a force diagram above Tension spring anchor device 24 shown for the angle alpha, from which the tension spring device 24 exerts Tension Z is removable, which is at least approximately equal to Spreading force S is. In the middle on the right in Fig. 5 is a diagram the magnitude of the tensile force Z is shown over the stroke, it is too see that after the dead stroke they correspond to the distance h by biasing the spring assemblies 27 immediately to one of the Spreading force S starts corresponding value.

6 shows a device corresponding to FIG. 5 for the Driving through vertical curves as shown on the right in Fig. 4. Roll-off air springs with a large stroke are useful as Cylinder 12 to use.

The device for shifting loads according to the invention is also with different types of railcars, for example have only two or more than three car parts, without further ado applicable. It is only important to ensure that they axle load portions of wheel sets during their operation Drive gear sets transmits and thus an additional burden for this causes.

If the rail unit has drive wheel sets, which on Steering racks are supported, which they in their axial direction Can set cornering parallel to the curve radius Load controls with a spreader between the Drive gear set and the car part for additional loading of the Drive gear set can be used. There are two across To provide car body longitudinal direction offset cylinder 19, the lower ends in the longitudinal direction mentioned to the drive gear set offset and with a transverse to the longitudinal direction mentioned basic distance at when cornering parts of the steering frame moving outside the curve and their upper parts Ends with an enlarged base distance to the aforementioned on Frame of the car part are articulated. The cylinders run thus from the steering frame upwards and diagonally to the side of the Part of the car inclined, the angle of inclination to the vertical can suitably be about 30 degrees. This results in the Advantage that when cornering with appropriate deflection of the Steering frame of the outer cylinder in proximity to the Vertical upright and the other side cylinder stronger is inclined. This causes the drive wheel set to experience on the outside of the curve a further increase in stress, which the Safety against derailment increases, and one on the inside of the curve Discharge, which however with regard to Derailment security at most a negligible level Impact. With different types of steering racks if necessary, other inclinations of the cylinders can be provided.

Short version:

In the case of a multiple unit train articulated with one another coupled wagon parts (1; 2; 3) are distributed over the wagon parts Drive and wheel sets (6 and 10) provided. According to the invention a device is provided which a Shifting loads from the wheels to the drive wheel sets (6 or 10) causes. Through this device, the friction the drive wheel sets increased so that higher Accelerations can be achieved and / or fewer drive wheel sets required are.

The device can be placed between the individual car parts (1; 2; 3) Torques or lifting forces, causing on car parts (1; 2) with drive wheel sets (6) in addition by weight Carriage parts (3) with wheelsets (10) are transferred.

List of reference numbers:

1

Car part

3rd

Car part

5

Engine

6 '

Driving gear set

8th

Carriage frame part

10th

Wheelset

12th

cylinder

14

Load sensor

15

Control line

16

Pipeline

18th

cylinder

20

Car body center line

22

radius

24th

Tension spring anchor device

26

Tie rod

P _{1 ... 7}

force

S

Spreading force

H

distance

2nd

Car part

4th

Engine

6

Driving gear set

7

Coupling level

9

Coupling device

11

Roof area

13

Control device

14 '

Load sensor

15 '

Control line

17th

carrier

19th

radius

21

route

23

Counterpressure direction

25th

Joint

27

Spring pack

R

Radial force

Z.

traction

Claims (25)

1. Automotive railway train having at least two carriage parts (1; 2; 3) coupled together flexibly or in a comparable fashion, which have at least one set of bogie wheels (10), and at least one carriage part (1; 2; 3) of which is equipped with at least one set of driving wheels (6; 6'), where the at least one set of bogie wheels (10) and the at least one set of driving wheels (6; 6') are statically loaded in the rest state by parts of the weight of the carriage parts (1; 2; 3), and the set of bogie wheels and/or the set of driving wheels is constructed with two fixedly coupled wheels as a freewheel set or as a freewheel pair, and having a device which shifts part of the static loading of at least one set of bogie wheels (10) onto at least one set of driving wheels (6; 6') for its additional loading, characterised in that associated with the device for load shifting is a control device (13), controlled by the loads of the sets of bogie wheels and driving wheels, which brings the load shifting to an end before an unloading of these sets of wheels that endangers the derailment security of the sets of bogie wheels (10), and before the maximum permissible loading of the sets of driving wheels (6) is exceeded.
2. Automotive railway train according to claim 1, characterised in that the sets of bogie wheels and driving wheels (6; 10) affected by the load shifting belong to different carriage parts (1; 2 or 3).
3. Automotive railway train according to claim 2, characterised in that the device for load shifting engages at least approximately in the region of the vertical coupling plane (7) extending transversely to the longitudinal direction of the automotive train on both coupled carriage parts (1; 3 or 2; 3) for the transmission of force between them.
4. Automotive railway train according to claim 3, characterised in that the device for load shifting exerts a lifting force on the carriage part (3) having the at least one set of bogie wheels (10), and a lowering force on the carriage part (1; 2) having the set of driving wheels (6).
5. Automotive railway train according to claim 4, characterised in that the set of driving wheels is located near the point of coupling of the carriage part which has it to the other carriage part.
6. Automotive railway train according to claim 4, characterised in that the device for load shifting exerts on the coupled carriage parts (3; 1 or 2) a torque about a horizontal axis of rotation, which is aligned in a type of bridge formation, and seeks to lift the coupling point and to lower the ends of the carriage parts (1; 2) remote from the coupling point.
7. Automotive railway train according to claim 6, characterised in that the set of driving wheels (6) is located near the end of the carriage part (1; 2), remote from the coupling point, which has the set.
8. Automotive railway train according to claim 3 and claim 4 or 6, characterised in that the device for load shifting has at least one pneumatically, hydraulically or electrically driven motor arranged between the two coupled carriage parts and in operative connection with them.
9. Automotive railway train according to claims 4 and 8, characterised in that the motor is constructed as a cylinder or bellows exerting a vertical force between the coupled carriage parts upon actuation of pressure medium.
10. Automotive railway train according to claims 6 and 8, where the carriage parts (1; 2; 3) are coupled together in the height region of their lower carriage structure parts (8), characterised in that the motor is constructed as a cylinder (12) or bellows exerting an expanding force or a compressing force between the carriage parts (3; 1 or 2), acting near the roof region (11), upon actuation of pressure medium.
11. Automotive railway train according to claim 10, characterised in that in the height region of the lower carriage structure parts the device for load shifting has at least one further motor, constructed preferably as a cylinder or bellows, which is in operative connection with the coupled carriage parts and exerts on them a traction force acting in the direction of approach.
12. Automotive railway train according to claim 11, characterised in that the motors arranged to be vertically offset exert an expanding or contracting force which in absolute terms is at least approximately of the same strength.
13. Automotive railway train according to claim 11, where the sets of bogie wheels and driving wheels have air suspension, characterised in that the regulating device is controlled by the air suspension pressures of the sets of wheels.
14. Automotive railway train according to claim 13, characterised in that the motors constructed as bellows or cylinders (12) are supplied with compressed air from the compressed air supply of the pneumatic suspension via a pressure-limitation or reduction valve device and a double excess current valve with a response threshold effective in both flow directions.
15. Automotive railway train according to claim 14, characterised in that an air reservoir is connected in parallel to the motors constructed as cylinders (12).
16. Automotive railway train according to claim 14 or 15,- characterised in that the response threshold of the double excess current valve is at the most 1 bar, preferably about 0.5 bar.
17. Automotive railway train according to one or more of the preceding claims, characterised in that the sets of bogie wheels and/or driving wheels are arranged as individual sets of wheels or in double arrangement in bogies.
18. Automotive railway train according to one or more of the preceding claims 1 to 4 and 6 to 17, characterised by a construction having three coupled carriage parts (1; 2; 3), where the end carriage parts (1; 2) have driving bogies near their uncoupled ends, each bogie having two sets of driving wheels (6), and at the other end are supported against an individual freewheel set (10) or a bogie wheel set which is arranged on the end or centre carriage part (3) or is constructed to belong jointly to these, wherein the coupling points of the centre carriage part (3) to both end carriage parts (1; 2) have motors acting in a bridge-like lifting direction of the centre carriage part (3).
19. Automotive railway train according to claim 1, characterised in that a vertically-acting expanding device, which can be actuated by the load shifting device, is arranged between the set of driving wheels and the frame of the carriage part which has it.
20. Automotive railway train according to claim 19, characterised in that the expanding device has a carrier (17) extending in the longitudinal direction of the automotive train, on which the set of driving wheels (6') is centrally mounted, and which is hinged at one end on the frame of the vehicle part (3), and at the other end on a motor loading it in the lowering direction.
21. Automotive railway train according to claim 19 or 20, characterised in that in the longitudinal direction the set of driving wheels (6') is arranged centrally on a carriage part (3) which is supported if need be at the ends by means of sets of bogie wheels (10).
22. Automotive railway train according to claim 18, characterised by the additional arrangement of a set of driving wheels (6') according to the features of claim 21 on the centre carriage part (3).
23. Automotive railway train according to claim 19, where during curve travel the set of driving wheels experiences a parallel adjustment with respect to the radius of curvature by means of a steering frame guiding it, characterised in that the expanding device has two cylinders which can be acted on by pressure medium and are arranged to be offset transversely to the longitudinal direction of the carriage part, whose lower ends are offset with respect to the set of driving wheels in the said longitudinal direction, and having a base spacing on the steering frame which extends transversely to the said longitudinal direction, and whose upper ends are hinged with a base spacing on the frame of the carriage part which is larger or smaller with respect to the above spacing, wherein the cylinders extend steeply upwards from the steering frame and in an inclined manner with respect to the side or the central longitudinal plane of the carriage part, in such a way that on curve travel the outer cylinder on the curve approaches the vertical.
24. Automotive railway train according to claim 2, characterised in that the angle of inclination of the cylinders to the vertical direction is about 30°.
25. Automotive railway train according to claim 10, characterised in that counter pressure spring force devices (23) or tension spring anchoring devices (25) having a dead stroke are located between adjacent carriage parts (3; 1 or 2) laterally in their upper regions near the roof and counteract the cylinder (12) or bellows.

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