CA1267040A - Articulated powered rail cars for local traffic, in particular streetcar lines - Google Patents
Articulated powered rail cars for local traffic, in particular streetcar linesInfo
- Publication number
- CA1267040A CA1267040A CA000500607A CA500607A CA1267040A CA 1267040 A CA1267040 A CA 1267040A CA 000500607 A CA000500607 A CA 000500607A CA 500607 A CA500607 A CA 500607A CA 1267040 A CA1267040 A CA 1267040A
- Authority
- CA
- Canada
- Prior art keywords
- bogies
- rail cars
- car bodies
- powered
- articulated
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/043—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures connections between superstructure sub-units
- B61D17/045—The sub-units being construction modules
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D13/00—Tramway vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
- B61D17/00—Construction details of vehicle bodies
- B61D17/04—Construction details of vehicle bodies with bodies of metal; with composite, e.g. metal and wood body structures
- B61D17/20—Communication passages between coaches; Adaptation of coach ends therefor
- B61D17/22—Communication passages between coaches; Adaptation of coach ends therefor flexible, e.g. bellows
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61G—COUPLINGS; DRAUGHT AND BUFFING APPLIANCES
- B61G5/00—Couplings for special purposes not otherwise provided for
- B61G5/02—Couplings for special purposes not otherwise provided for for coupling articulated trains, locomotives and tenders or the bogies of a vehicle; Coupling by means of a single coupling bar; Couplings preventing or limiting relative lateral movement of vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Life Sciences & Earth Sciences (AREA)
- Wood Science & Technology (AREA)
- Transportation (AREA)
- Vehicle Cleaning, Maintenance, Repair, Refitting, And Outriggers (AREA)
- Current-Collector Devices For Electrically Propelled Vehicles (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
The invention relates to an articulated streetcar train of two or more rail cars, in which the bogies are attached below each rail car centre in order to avoid having the bogies below the articulation point. As a result all bogies may be of the same type of construction. As second suspension between the car bodies and the bogies there is a rubber or pneumatic shock absorber, which is desired in such a way that it exerts horizontal recuperating forces in order to deflect the car bodies laterally in such a way that they follow the envelope curve when travelling around a curve. This invention permits all the car bodies to be designed as identical modules; the bogies may be carrying and/or powered bogies, and the need for guidance means for the car bodies is eliminated.
The invention relates to an articulated streetcar train of two or more rail cars, in which the bogies are attached below each rail car centre in order to avoid having the bogies below the articulation point. As a result all bogies may be of the same type of construction. As second suspension between the car bodies and the bogies there is a rubber or pneumatic shock absorber, which is desired in such a way that it exerts horizontal recuperating forces in order to deflect the car bodies laterally in such a way that they follow the envelope curve when travelling around a curve. This invention permits all the car bodies to be designed as identical modules; the bogies may be carrying and/or powered bogies, and the need for guidance means for the car bodies is eliminated.
Description
i7~
rhe invention concerns an articulated powered rail car system for local -traffic, in particular for streetcar lines, in which at least two car bodies are movably connected by means of a linkage pivoting around a vertical axis, and the first and last rail cars are each mounted on a bogie.
Articulated powered rail cars which are suppor-ted by means of a bogies underneath the point of articulation are a ~nown design. The first and last cars are supported via end bogies which are extended outward as far as possible in order to limit the overhang when going around a curve. The middle bogies are, as a rule, carrying bogies, in order to avoid the need for complicated powered bogies, because there is not really enough room for a power unit in the space available below the articulation point. This situation is responsible for the disadvantage that train units of greater length cannot be formed ~ecause, in such a case, the traction power of the end bodies would not be sufficient for the job.
As opposed to this, it is the object of the invention to improve on the design of articulated powered rail cars oE the ~o type discussed above in such a way that the forming of train units can be readily carried ou-t without having to accept excessive additional costs for procurement and maintenance.
This objective is fulfilled in accordance wi-th the invention by the fact that all the bogies are attached below the centres of the car bodies and all bogies are designed in a form of construction that dispenses with a bogie cradle, in that the bogies have a pneumatic or rubber shock absorber as secondary t3 suspension, and in that the car bodies are manufactured in accordance with a mo~ular design, whereby the first and last cars are close~ oEf beyond the modular section by means of end sections.
sy attachin~ all the bogies belo~ the centres of the rail cars it becomes possible tC) provide all bogies with power units so that long train units can be formed as well, if the need arises, even when such trains have to overcome steeQ gradients, since the whole weight of the train becomes available as frictional weigh-t. Since all the bogies are equipped with pneumatic or rubber shock absorbers as secondary suspension, any lateral deflection or swivelling by the car bodies when going around a curve is controlled by the recuperating forces of the suspension itself, so that no special construction elements are required for that purpose. By reason of the central location of the bogies, the car body makes an optimal adjustment to envelope curves when travelling around a curve. ~n addition, it is possible for all the carrying or powered bogies to have a common method of construction, by which means not only is manufacturing made easier, but so is maintenance.
The same also applies to the car bodies, which can be manufactured in module form, thus substantially reducing the cost of manufacture, only the end rail cars being closed off by means of supplementary sections. By using a method of construction for the bogies which dispenses with bogie cradles, these bogies can be designed with a lower structural height, so that the height of the floors of the car bodies is less, and boarding the cars where ~.
.
ground-level railway platforms are involved is made easier.
An advantageous further improvement consists in the fact that all the bogies are designed as powered bogies with identical types of construction.
By reason of the fact that all the bogies are attached at the centres of the rail cars, they can have the same type of construction, thus not only making the cost of manufacture substantially cheaper, but also making it possible to provide all the bogies with power units. That measure enables even long 0 train units to overcome steep gradients, since the weight of the whole train is made available as frictional force. Maintenance is greatly facilitated because the sets of bogie wheels are subject to uniform degrees of wear and tear, thus making it possible to adhere to the same maintenance schedule for all the bogies.
A further feature of the invention deserving special ~erit is the fact that the bogies are designed as both powered and carrying bogies, and that each of the powered and carrying bogies is designed in the same type of construction.
In the case of short units, by way of example those having only two rail cars, or in the case of three or more rail cars under normal rail-line conditions, it is possible to have only the first and last bogies constructed as powered bogies, and the remainder as carryin~ bogies. Since there is no bogie below the articulation point, all the bogies can be designed in the same type of construction. This results in making manufacturing costs cheaper and in reducing maintenance costs, since spare ~ 6t7~
parts inventory can be reduced.
An embodiment example of an ar-ticulated powered rail car system according to the invention is illustrated in the attached drawings, wherein:
Figure 1 is a side elevation of a train unit comprised of two rail cars;
Figure 2 is a side ele~ation of a train unit comprised of three rail cars; and Figure 3 is a top sectional plan o~ a train unit with three rail cars, showing how seats may be distributed and how doors are arranged.
Detailed reference will now be made to the drawings wherein like reference numerals identify like parts.
An articulated powered rail car system, in particular for streetcar lines, having two rail cars, may be seen in Figure 1. The car bodies la and lb are joined together into a single unit by means of an articulated linkage 2 in the centre. The articulated linkage 2 allows for turning movements by the car bodies la and lb around a vertical rotational axis. Deviating from the otherwise normal method of construction, the car bodies la and lb are each mounted at their centres on a carrying and/or powered bogie 3a and 3b. These bogies 3a and 3b are designed in a type of constructions which dispenses with bogie cradles, and have a rubber or pneumatic shock absorber as secondary suspension. By reason of attaching the bogies below the rail car centre, it is possible to design all the bogies in the same type of construction. This applies to both the carrying bogies and to ~ 3 the powered bogies. The latter do not need to take into account the otherwise restricted space below the articulated linkage 2.
~he powered bogies therefore do not require any special type of construction that is expensive and complicated, and for that reason also often prone to breakdowns. By means of the horizontal recuperating force of the secondary suspension, that suspension controls the car bodies la and lb when going around a curve. The centrally attached bogies lead to an optimal adjustment of the car bodies la and lb to envelope curves, which is also reflected in the highest possible utilization of space.
A train unit made up of three rail cars is shown in Figure 2. Besides the car bodies la and lb shown in Figure 1, an additional car body lc has been added as the middle rail car.
All the car bodies are alike in principle construction and are constructed as modules. The car bodies la and lb deviate from the module only due to the fact that they have a driver's station ld or a car end closure le. ~he ~odule method of construction not only makes the cars cheaper to manufacture, but also makes tnem easier to maintain and to assemble into train units~ By means of the better adjustment in the envelope curve the rail cars need no longer be constricted at the front and at the rear end of the train in the door areas, so that the available space in these rail cars is greatly increased, and no wide gap e~ists between -the door and the railway platform. In the version shown with three car bodies la to lc, the two outer card bodies la and lb can be supported via the power bogies 3a and 3b, while the middle rail car lc can be supported via a carrying bogie 3c. I~
~2~i'7~
it is operationally necessary, the bogie 3c can also be designed as a powered bogie. Since it is not located below an articulated linkage 2, the installation of a motor is not hindered by the linkage or by a concertina passageway 4. The concertina passageway 4 can be designed, in the simplest method, as an all-encircling passageway, which achieves a reliable maintenance-free, sealing-off of the articulated linkage. As can be seen in Figure 3, the boarding entrances 5a to 5f can be located outside the constricted sections of the car bodies la or lb. This feature means that there is no large gap between the edge of the railway platform and the door sill, and the movement of passengers in and out can take place safely and expeditiously. Over and above that, extra seating space is obtained through having the constricted sections moved to the far ends.
rhe invention concerns an articulated powered rail car system for local -traffic, in particular for streetcar lines, in which at least two car bodies are movably connected by means of a linkage pivoting around a vertical axis, and the first and last rail cars are each mounted on a bogie.
Articulated powered rail cars which are suppor-ted by means of a bogies underneath the point of articulation are a ~nown design. The first and last cars are supported via end bogies which are extended outward as far as possible in order to limit the overhang when going around a curve. The middle bogies are, as a rule, carrying bogies, in order to avoid the need for complicated powered bogies, because there is not really enough room for a power unit in the space available below the articulation point. This situation is responsible for the disadvantage that train units of greater length cannot be formed ~ecause, in such a case, the traction power of the end bodies would not be sufficient for the job.
As opposed to this, it is the object of the invention to improve on the design of articulated powered rail cars oE the ~o type discussed above in such a way that the forming of train units can be readily carried ou-t without having to accept excessive additional costs for procurement and maintenance.
This objective is fulfilled in accordance wi-th the invention by the fact that all the bogies are attached below the centres of the car bodies and all bogies are designed in a form of construction that dispenses with a bogie cradle, in that the bogies have a pneumatic or rubber shock absorber as secondary t3 suspension, and in that the car bodies are manufactured in accordance with a mo~ular design, whereby the first and last cars are close~ oEf beyond the modular section by means of end sections.
sy attachin~ all the bogies belo~ the centres of the rail cars it becomes possible tC) provide all bogies with power units so that long train units can be formed as well, if the need arises, even when such trains have to overcome steeQ gradients, since the whole weight of the train becomes available as frictional weigh-t. Since all the bogies are equipped with pneumatic or rubber shock absorbers as secondary suspension, any lateral deflection or swivelling by the car bodies when going around a curve is controlled by the recuperating forces of the suspension itself, so that no special construction elements are required for that purpose. By reason of the central location of the bogies, the car body makes an optimal adjustment to envelope curves when travelling around a curve. ~n addition, it is possible for all the carrying or powered bogies to have a common method of construction, by which means not only is manufacturing made easier, but so is maintenance.
The same also applies to the car bodies, which can be manufactured in module form, thus substantially reducing the cost of manufacture, only the end rail cars being closed off by means of supplementary sections. By using a method of construction for the bogies which dispenses with bogie cradles, these bogies can be designed with a lower structural height, so that the height of the floors of the car bodies is less, and boarding the cars where ~.
.
ground-level railway platforms are involved is made easier.
An advantageous further improvement consists in the fact that all the bogies are designed as powered bogies with identical types of construction.
By reason of the fact that all the bogies are attached at the centres of the rail cars, they can have the same type of construction, thus not only making the cost of manufacture substantially cheaper, but also making it possible to provide all the bogies with power units. That measure enables even long 0 train units to overcome steep gradients, since the weight of the whole train is made available as frictional force. Maintenance is greatly facilitated because the sets of bogie wheels are subject to uniform degrees of wear and tear, thus making it possible to adhere to the same maintenance schedule for all the bogies.
A further feature of the invention deserving special ~erit is the fact that the bogies are designed as both powered and carrying bogies, and that each of the powered and carrying bogies is designed in the same type of construction.
In the case of short units, by way of example those having only two rail cars, or in the case of three or more rail cars under normal rail-line conditions, it is possible to have only the first and last bogies constructed as powered bogies, and the remainder as carryin~ bogies. Since there is no bogie below the articulation point, all the bogies can be designed in the same type of construction. This results in making manufacturing costs cheaper and in reducing maintenance costs, since spare ~ 6t7~
parts inventory can be reduced.
An embodiment example of an ar-ticulated powered rail car system according to the invention is illustrated in the attached drawings, wherein:
Figure 1 is a side elevation of a train unit comprised of two rail cars;
Figure 2 is a side ele~ation of a train unit comprised of three rail cars; and Figure 3 is a top sectional plan o~ a train unit with three rail cars, showing how seats may be distributed and how doors are arranged.
Detailed reference will now be made to the drawings wherein like reference numerals identify like parts.
An articulated powered rail car system, in particular for streetcar lines, having two rail cars, may be seen in Figure 1. The car bodies la and lb are joined together into a single unit by means of an articulated linkage 2 in the centre. The articulated linkage 2 allows for turning movements by the car bodies la and lb around a vertical rotational axis. Deviating from the otherwise normal method of construction, the car bodies la and lb are each mounted at their centres on a carrying and/or powered bogie 3a and 3b. These bogies 3a and 3b are designed in a type of constructions which dispenses with bogie cradles, and have a rubber or pneumatic shock absorber as secondary suspension. By reason of attaching the bogies below the rail car centre, it is possible to design all the bogies in the same type of construction. This applies to both the carrying bogies and to ~ 3 the powered bogies. The latter do not need to take into account the otherwise restricted space below the articulated linkage 2.
~he powered bogies therefore do not require any special type of construction that is expensive and complicated, and for that reason also often prone to breakdowns. By means of the horizontal recuperating force of the secondary suspension, that suspension controls the car bodies la and lb when going around a curve. The centrally attached bogies lead to an optimal adjustment of the car bodies la and lb to envelope curves, which is also reflected in the highest possible utilization of space.
A train unit made up of three rail cars is shown in Figure 2. Besides the car bodies la and lb shown in Figure 1, an additional car body lc has been added as the middle rail car.
All the car bodies are alike in principle construction and are constructed as modules. The car bodies la and lb deviate from the module only due to the fact that they have a driver's station ld or a car end closure le. ~he ~odule method of construction not only makes the cars cheaper to manufacture, but also makes tnem easier to maintain and to assemble into train units~ By means of the better adjustment in the envelope curve the rail cars need no longer be constricted at the front and at the rear end of the train in the door areas, so that the available space in these rail cars is greatly increased, and no wide gap e~ists between -the door and the railway platform. In the version shown with three car bodies la to lc, the two outer card bodies la and lb can be supported via the power bogies 3a and 3b, while the middle rail car lc can be supported via a carrying bogie 3c. I~
~2~i'7~
it is operationally necessary, the bogie 3c can also be designed as a powered bogie. Since it is not located below an articulated linkage 2, the installation of a motor is not hindered by the linkage or by a concertina passageway 4. The concertina passageway 4 can be designed, in the simplest method, as an all-encircling passageway, which achieves a reliable maintenance-free, sealing-off of the articulated linkage. As can be seen in Figure 3, the boarding entrances 5a to 5f can be located outside the constricted sections of the car bodies la or lb. This feature means that there is no large gap between the edge of the railway platform and the door sill, and the movement of passengers in and out can take place safely and expeditiously. Over and above that, extra seating space is obtained through having the constricted sections moved to the far ends.
Claims (4)
1. Articulated powered rail cars for local traffic, in particular for streetcar lines, in which at least two car bodies are movably connected by means of a linkage pivoting around a vertical axis and each car body is mounted on a bogie, characterized in that all of the bodies (3a to 3c) are attached below the centres of the car bodies and all bogies are designed in a form of construction that dispenses with a bogie cradle, in that the bogies (3a to 3c) have a pneumatic or rubber shock absorber as secondary suspension, and in that the car bodies (1a to 1c) are manufactured in accordance with a modular design, and wherein the first and the last rail cars (1a or 1c) are closed beyond the module section by means of end sections (1d, 1e).
2. Articulated powered rail cars as per claim 1, characterized in that all bogies (3a to 3c) are designed as powered bogies in identical forms of construction.
3. Articulated powered rail cars as per claim 1, characterized in that the bogies are designed as powered and carrying bogies, and that each of the powered and carrying bogies is identical in construction.
4. Articulated powered rail cars according to claim 1, each of said car bodies having identically constructed central modules.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP3504471.3 | 1985-02-09 | ||
| DE19853504471 DE3504471A1 (en) | 1985-02-09 | 1985-02-09 | Articulated rail car for local-transport vehicles, in particular trams |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1267040A true CA1267040A (en) | 1990-03-27 |
Family
ID=6262105
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000500607A Expired - Lifetime CA1267040A (en) | 1985-02-09 | 1986-01-29 | Articulated powered rail cars for local traffic, in particular streetcar lines |
Country Status (5)
| Country | Link |
|---|---|
| AT (1) | AT399481B (en) |
| CA (1) | CA1267040A (en) |
| DE (1) | DE3504471A1 (en) |
| TR (1) | TR22946A (en) |
| ZA (1) | ZA86909B (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3704127A1 (en) * | 1986-10-04 | 1988-04-14 | Gutehoffnungshuette Man | MULTIPLE RAIL TRANSPORT VEHICLE |
| DE8717556U1 (en) * | 1987-09-08 | 1989-04-06 | Linke-Hofmann-Busch Waggon-Fahrzeug-Maschinen Gmbh, 3320 Salzgitter | Articulated vehicles for local transport |
| DE102014212360A1 (en) | 2014-06-26 | 2015-12-31 | Siemens Aktiengesellschaft | Articulated vehicle with a transversely movable joint |
| DE102014226695A1 (en) | 2014-12-19 | 2016-06-23 | Siemens Aktiengesellschaft | Articulated vehicle with a transversely movable joint |
| DE102016216719A1 (en) | 2016-09-05 | 2018-03-08 | Siemens Aktiengesellschaft | Transverse soft single joint with approximate straight-line guide by drawbar |
| DE102021131766A1 (en) | 2021-12-02 | 2023-06-07 | Bombardier Transportation Gmbh | PROCEDURE FOR RECONFIGURING A RAIL CONVEYOR AND RAIL CONVEYOR WITH TWO SEPARABLE CONVEYOR SECTIONS |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR820709A (en) * | 1936-07-20 | 1937-11-17 | Alsthom Cgee | New provisions for railcars |
| US3030897A (en) * | 1954-05-12 | 1962-04-24 | Leonard D Barry | Railway car end passages |
| AT245610B (en) * | 1964-04-13 | 1966-03-10 | Ernst Strommer | Articulated rail train |
| DE1530162A1 (en) * | 1965-06-04 | 1969-05-08 | Rathgeber Ag Waggonfab Jos | Link rail vehicle |
| DE1605140A1 (en) * | 1967-10-24 | 1971-03-04 | Rathgeber Ag Waggonfab Jos | Articulated car train for railways |
| DE2348425C3 (en) * | 1973-09-26 | 1979-05-23 | Ckd Praha, O.P., Prag | Steering device for the car bodies of a multi-unit rail vehicle |
| DE2854776A1 (en) * | 1978-12-19 | 1980-07-17 | Maschf Augsburg Nuernberg Ag | Tram carriage steering control with electronic regulation - controlling drive devices either side of centre coupling between carriages to maintain stability and facilitate cornering |
| DE3205613C2 (en) * | 1982-02-17 | 1985-09-05 | M.A.N. Maschinenfabrik Augsburg-Nürnberg AG, 8500 Nürnberg | Articulated control of four-axle rail vehicles, especially light rail vehicles |
-
1985
- 1985-02-09 DE DE19853504471 patent/DE3504471A1/en not_active Withdrawn
-
1986
- 1986-01-29 CA CA000500607A patent/CA1267040A/en not_active Expired - Lifetime
- 1986-02-04 TR TR70/86A patent/TR22946A/en unknown
- 1986-02-07 ZA ZA86909A patent/ZA86909B/en unknown
- 1986-02-07 AT AT0030886A patent/AT399481B/en not_active IP Right Cessation
Also Published As
| Publication number | Publication date |
|---|---|
| DE3504471A1 (en) | 1986-08-14 |
| ATA30886A (en) | 1994-10-15 |
| AT399481B (en) | 1995-05-26 |
| TR22946A (en) | 1988-12-08 |
| ZA86909B (en) | 1986-10-29 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US3890904A (en) | Railway system | |
| US5794537A (en) | Deck-edge hinge for loading bridge | |
| EP2216227B1 (en) | Bogie for low floor type railway vehicle and low floor type railway vehicle with the same | |
| US6945176B2 (en) | Intercommunicating passageways in double-decker railway coaches | |
| US5377597A (en) | Rail vehicle having articulated connection between vehicle bodies for prohibiting telescoping in case of accidents | |
| US6688235B2 (en) | Suspended coach transportation system | |
| US20060254455A1 (en) | Rail road car with cantilevered articulation | |
| US5921185A (en) | Body-tilt system for articulated vehicles, a vehicle including such a system, and a set of such vehicles | |
| US4986190A (en) | Vehicle, particularly track vehicle | |
| US20080216703A1 (en) | Rake of rail cars for passenger transport | |
| SK280427B6 (en) | Running gear for low-platform waggons | |
| JPS6015251A (en) | Joint for car | |
| CA1267040A (en) | Articulated powered rail cars for local traffic, in particular streetcar lines | |
| AU8764682A (en) | Improvements in or relating to means of transportation | |
| CZ67794A3 (en) | Sectional train | |
| US6679184B1 (en) | Suspended coach transportation system | |
| US4899665A (en) | Assembly comprising both a vehicle movable on rails and supporting means for the vehicle comprising the rails | |
| EP1685015B1 (en) | Articulated passenger rail vehicle with an intermediate car module | |
| EP0134201B1 (en) | Two-axle load-bearing bogie | |
| CN118238861B (en) | Rail vehicle traction connection frame | |
| EP4360981A1 (en) | Mid-floor height railway vehicle with level-access at middle platform heights | |
| US4535702A (en) | Articulated railway vehicle | |
| EP1098801B1 (en) | Rail vehicle and running mechanism therefor | |
| CA2218006C (en) | Railroad freight car for carrying motor vehicles | |
| Freitag et al. | New bogie for German ICE (InterCity Express) based on BT41 |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |