Angle guide plate and track superstructure

Abstract

Angle guide plate for a rail fastening system comprising a bottom and a top, wherein the bottom is designed for arrangement on a sleeper, in particular a railway sleeper, a bead-shaped engagement area on the bottom of the angle guide plate, which extends substantially in the track direction and serves to engage in a corresponding recess on the top of a sleeper, a recess opposite the engagement area on the top of the angle guide plate, which serves as a contact area for a clamping clamp, a stop area which is arranged on the side of the angle guide plate opposite the engagement area, facing a rail, and serves to bear against a rail foot,wherein a plurality of upper stiffening ribs are arranged on the upper side of the angle guide plate, spaced apart from each other along the track direction, between the engagement area and the stop area.

Description

[0001] The present invention relates to an angle guide plate according to the preamble of claim 1 and a track superstructure according to claim 15. Technological background

[0002] A track forms the track for railways and comprises a superstructure and a substructure. The superstructure comprises rails, sleepers, a rail fastening system, and a track bed. The function of the superstructure is to maintain the track gauge and transfer the existing forces into the substructure.

[0003] The rail fastening system comprises a tension clamp, an angled guide plate, and a sleeper screw for each fastening point. The angled guide plate is positioned via a bead-shaped engagement area in a corresponding recess in the sleeper, so that the angled guide plate rests laterally on the rail foot with a stop area. The tension clamp is positioned so that it rests on both the rail foot and the angled guide plate. The tension clamp is anchored in the sleeper of the railway superstructure via the sleeper screw. This presses the tension clamp into a recess in the angled guide plate and onto the rail foot, thereby fixing the rail to the sleeper. The forces that arise, in particular when a train passes over, are transferred via the angled guide plate into the sleeper and thus into the railway substructure.

[0004] Consequently, angled guide plates must withstand and reliably transmit considerable forces. Therefore, angled guide plates have relatively thick walls and, consequently, high material requirements. Angled guide plates are typically manufactured using an injection molding process and, due to their thick walls, have relatively long cooling times. Therefore, long production cycle times are required for the manufacture of angled guide plates. Furthermore, angled guide plates have a large carbon footprint due to the production cycle time and the high material usage. Printed state of the art

[0005] EP 2 984 231 B1 describes an angled guide plate for rail fastening systems of a track, comprising a base body. The base body has a bottom side arranged on a sleeper and a top side that defines a plane perpendicular to the sleeper. Furthermore, a support area and a guide area are provided, which adjoin one another and extend transversely to a track direction. The thickness of the support area is greater than the thickness of the guide area, and the base body is wedge-shaped, tapering from the support area to the guide area transversely to the track direction.

[0006] EP 767 274 A1 discloses an angle plate for elastically fastening rails to concrete sleepers, wherein cross bars of constant thickness are arranged on the underside of the angle plate. Object of the present invention

[0007] The object of the present invention is to provide an improved angle guide plate which ensures sufficient stability with a lower use of material. Solution to the task

[0008] The above object is achieved by an angled guide plate having the features of claim 1 and by a track superstructure having the features of claim 15. Advantageous embodiments are claimed in the dependent claims.

[0009] The angle guide plate according to the invention comprises a plurality of upper-side stiffening ribs, which preferably run substantially transversely to the track direction and are arranged on the upper side of the angle guide plate and, viewed along a track direction, are provided spaced apart from one another between an engagement region and a stop region.

[0010] The forces acting on a rail when a train passes over are transferred into the angled guide plate via the stop area adjacent to the rail. The transferred forces are diverted from the stop area by the upper-side stiffening ribs. The geometry of the upper-side stiffening ribs expediently corresponds to the load path and thus the path of the forces or force flow within the angled guide plate. The upper-side stiffening ribs can therefore ensure effective diversion of the forces acting on the angled guide plate. By diverting the forces via the upper-side stiffening ribs, the forces acting on the base body of the angled guide plate can be significantly reduced. This makes it possible, for example, for the base body of the angled guide plate to have a reduced thickness or wall thickness without compromising the stability of the angled guide plate.This makes it easy to reduce the amount of material used to manufacture the angled guide plate. Since an angled guide plate can be manufactured using an injection molding process, for example, the reduction in thickness or wall thickness also reduces the cooling time during the injection molding process. This, in particular, shortens the production cycle time of an angled guide plate. Reducing the production cycle time and material usage also reduces the carbon footprint of the angled guide plate.

[0011] The upper stiffening ribs on the underside of the angle guide plate are expediently connected to one another via a plate-shaped base body.

[0012] Advantageously, the upper-side stiffening ribs in the stop area are connected to a continuous stop bar extending in the direction of the track toward the upper side. In particular, the stop bar rests directly against the rail base, allowing the forces acting on the angled guide plate to be transferred directly to the stiffening ribs.

[0013] Advantageously, at least some of the upper-side stiffening ribs are designed to taper at least substantially in a wedge shape when viewed transversely to the track direction. The height of the upper-side stiffening ribs advantageously decreases, e.g., continuously, from the stop region to the engagement region. It is further advantageous if the height profiles of the upper-side stiffening ribs are different. Alternatively, two upper-side stiffening ribs can form a stiffening rib pair, wherein the height profile of one stiffening rib pair is substantially identical. Consequently, only the height profiles of different stiffening rib pairs differ. It should be noted that the height profile describes the progression of the height or distance of the individual upper-side stiffening ribs from the plate-shaped base body along a central longitudinal section of the respective upper-side stiffening ribs.

[0014] Because the upper stiffening ribs merge flush into the plate-shaped base body in the area of ​​the recess, direct force transmission can be ensured.

[0015] In particular, the angled guide plate comprises a preferably oval through-hole arranged between two upper-side stiffening ribs. In particular, the two upper-side stiffening ribs extend around the through-hole. Because the two upper-side stiffening ribs extend around the through-hole, the load path and thus the forces are also diverted around the through-hole. The two upper-side stiffening ribs are expediently oriented in the direction of the transverse axis of the base body at the end of the respective stiffening ribs facing the recess. The transverse axis of the angled guide plate extends transversely from the stop web towards the recess. It thus extends transversely to the track direction. The through-hole serves to accommodate a sleeper screw, by means of which the fastening system and thus the angled guide plate can be anchored in the sleeper.

[0016] The engagement area is expediently formed by a plurality of underside stiffening ribs, preferably extending substantially transversely to the track direction, which are arranged at a distance from one another as viewed along the track direction. The contour of the underside stiffening ribs expediently corresponds to the contour of the corresponding recess in the sleeper into which the angled guide plate engages. Thus, the engagement area is supported by the stiffening ribs in the recess in the sleeper, so that the forces are transferred from the angled guide plate to the sleeper via the underside stiffening ribs.

[0017] In particular, the underside stiffening ribs are evenly distributed across the underside of the angled guide plate. In particular, the underside stiffening ribs of the angled guide plate have the same contour.

[0018] The underside stiffening ribs are expediently connected to the upper side of the engagement area via a curved base body.

[0019] In particular, the upper side of the respective upper-side stiffening rib is flat when viewed in the cross-section of the upper-side stiffening rib and / or the underside of the respective lower-side stiffening rib is flat when viewed in the cross-section of the lower-side stiffening rib.

[0020] The fact that the upper and lower stiffening ribs are arranged along a common axis, viewed transversely to the track direction, enables a linear and uniform load path from the upper stiffening ribs to the lower stiffening ribs through the angled guide plate. This allows the force to be transferred directly or via the shortest possible route from the upper stiffening ribs to the lower stiffening ribs, thereby reducing the loads on the base body.

[0021] It is expedient to provide an equal number of upper and lower stiffening ribs. In particular, six upper and six lower stiffening ribs are provided.

[0022] Preferably, the upper-side stiffening ribs are designed to taper toward the top side of the angled guide plate when viewed in cross-section. Alternatively or additionally, the lower-side stiffening ribs are designed to taper toward the underside of the angled guide plate when viewed in cross-section. Only a slight conicity is sufficient. This allows the angled guide plate to be easily removed from an injection mold despite the large number of stiffening ribs.

[0023] For practical purposes, no undercuts are provided on the upper stiffening ribs and / or the lower stiffening ribs.

[0024] In particular, the angle guide plate is made of a fiber-reinforced plastic, preferably a glass-fiber-reinforced plastic.

[0025] The angled guide plate advantageously contains polypropylene (PP) or polyamide (PA), e.g., PA6, preferably as a matrix for embedding the fibers. By including a glass fiber content of 20-40%, preferably 25-35%, particularly preferably approximately 30%, in the angled guide plate, the mechanical stability of the angled guide plate is further increased.

[0026] By spacing the top and / or bottom stiffening ribs at least 5 mm, preferably at least 8 mm, and particularly preferably at least 10 mm, from each other, high heat dissipation is ensured during the manufacturing process. This reduces cooling time and thus also the production cycle time.

[0027] Preferably, the upper-side stiffening ribs and / or the lower-side stiffening ribs have a width of 4-8 mm, preferably 5-7 mm, particularly preferably approximately 6 mm.

[0028] Advantageously, the upper-side stiffening ribs in the stop area have a height and / or the lower-side stiffening ribs have a maximum height of between 10 mm and 16 mm, preferably between 12 mm and 14 mm, particularly preferably approximately 13 mm. The maximum height of the lower-side stiffening rib refers in particular to the maximum extension from the underside of the angled guide plate or the curved base body to the lowest point of the lower-side stiffening ribs.

[0029] By providing the plate-shaped base body and / or the curved base body and / or the stop web with a wall thickness of 5-9 mm, preferably 6-8 mm, particularly preferably approximately 7 mm, the material used to manufacture the angle guide plate can be further reduced.

[0030] In addition, a railway superstructure comprising sleepers, in particular railway sleepers, and rails arranged on the sleepers is claimed, wherein the rails are fastened to the sleepers by means of a rail fastening system comprising angle guide plates and wherein the railway superstructure comprises angle guide plates according to the invention. Description of the invention using an embodiment

[0031] A practical embodiment of the present invention is described in more detail below. For the sake of clarity, recurring features are provided with a reference numeral only once. They show: Fig. 1 a schematic, perspective view of a railway superstructure; Fig. 2 a sectional view of the railway superstructure according to Fig. 1 ; Fig. 3 a schematic, perspective view of an angle guide plate from above; Fig. 4 a schematic, perspective rear view of the angle guide plate according to Fig. 3; Fig. 5 a schematic, perspective bottom view of the angle guide plate according to Fig. 3 ; Fig. 6a a schematic plan view of the angle guide plate according to Fig. 3 ; Fig. 6b a sectional view of the angle guide plate according to the section plane DD according to Fig. 6a ; Fig. 6c a sectional view of the angle guide plate according to the section plane EE according to Fig. 6a ; and Fig. 6a sectional view of the angle guide plate according to the section plane FF according to Fig. 6a .

[0032] Fig. 1 shows a perspective view of a railway superstructure 1 comprising a rail 2, a rail fastening system 7, and a sleeper 3. The rail 2 is aligned parallel to a track direction G and is fixed to the sleeper 3 via the rail fastening system 7. The railway superstructure 1 also includes a track bedding (not shown), e.g., made of ballast.

[0033] The rail fastening system 7 comprises an angled guide plate 10, which engages into a recess on the upper side of the sleeper 3 by means of a bead-shaped engagement area 20. The contour of the bead-shaped engagement area 20 arranged in the recess on an underside 12 of the angled guide plate 10 corresponds to the contour of the recess of the sleeper 3, cf. Fig. 1 and 2 The angled guide plate 10 rests against a rail foot 2a of the rail 2 by means of a stop web 15 provided in the stop area 19. A tension clamp 5 is also provided, which rests partly in a recess 14 on the top of the angled guide plate 10 and partly on the rail foot 2a. The tension clamp 5 is fixed by means of a sleeper screw 4, whereby the sleeper screw 4 is passed through a through hole 13 of the angled guide plate 10 and is fastened in the sleeper 3.

[0034] The railway superstructure 1 serves to dissipate forces F, which arise in particular when a train passes over, cf. Fig. 2 For this purpose, an intermediate layer 6 is provided between the rail 2 and the sleeper 3, which absorbs vertical forces Fv and transfers them to the sleeper 3. The rail fastening system 7, on the other hand, serves to transfer horizontal forces FH. The horizontal forces FH are introduced via the rail foot 2a into the angled guide plate 10 and from there transferred via the engagement area 20 to the sleeper 3. For this reason, the angled guide plate 10 must be capable of absorbing large forces and reliably transferring them to the sleeper 3.

[0035] The Figures 3-5show the angled guide plate 10 according to the invention in different perspective views. The angled guide plate 10 comprises a top side 11 and a bottom side 12 as well as a plate-shaped base body 16. The angled guide plate 10 further comprises the through hole 13, which extends through the plate-shaped base body 16. The angled guide plate 10 comprises a transverse axis Q, which runs transversely to the track direction G.

[0036] On the side of the angled guide plate 10 facing the rail 2, the stop area 19 with the stop web 15 is provided. The stop web 15 comprises a particularly flat surface that rests against the rail foot 2a and absorbs the forces acting on the rail 2.

[0037] In addition, the angled guide plate 10 comprises a plurality of stiffening ribs 18a-18f arranged on the upper side 11, which are connected to one another via the plate-shaped base body 16. The upper-side stiffening ribs 18a-18f are further connected to one another via the stop web 15. The upper-side stiffening ribs 18a-18f extend between the engagement region 20 and the stop region 15, i.e., essentially parallel to the transverse axis, and are spaced apart from one another along the track direction G. Viewed transversely to the track direction, the upper-side stiffening ribs 18a-18f are configured to taper in a wedge shape, at least in some areas. Thus, the height of the upper-side stiffening ribs 18a-18f decreases from the stop region 15 to the engagement region 20. The stiffening ribs 18a-18f merge flush into the plate-shaped base body 16 in the engagement area 20.The upper stiffening ribs 18a-18f absorb the horizontal forces FH acting on the stop web 15 via the rail foot 2a and transmit them in the direction of the recess 14.

[0038] In addition to the upper-side stiffening ribs 18a-18f, several stiffening ribs 17a-17f are arranged on the engagement area 20 on the underside 12 of the angled guide plate 10. The lower-side stiffening ribs 17a-17f are aligned essentially transversely to the track direction G, i.e., essentially parallel to the transverse axis Q. The lower-side stiffening ribs 17a-17f are, cf. Fig. 5, connected to one another via a curved base body 21. The contour of the underside stiffening ribs 17a-17f is adapted to the contour of the recess in the sleeper 3. As a result, the underside stiffening ribs 17a-17f fit positively in the recess in the sleeper 3. This achieves optimal force transmission from the angle guide plate 10 via the underside stiffening ribs 17a-17f into the sleeper 3.

[0039] The upper and lower stiffening ribs 18a-18f, 17a-17f serve to reinforce the angled guide plate 10. This minimizes the wall thicknesses of the plate-shaped base body 16 and the curved base body 21, thus reducing the material required for the angled guide plate. Furthermore, this reduces the CO2 footprint of the angled guide plate 10.

[0040] It is particularly advantageous if the same number of stiffening ribs 17a-17f and 18a-18f, respectively, in particular six stiffening ribs 18a-18f and 17a-17f, respectively, are provided on the upper side 11 and the lower side 12 of the angle guide plate 10.

[0041] Such as in Fig. 3As shown, the upper-side stiffening ribs 18a-18f and the lower-side stiffening ribs 17a-17f are arranged along a common axis running parallel to the transverse axis Q, viewed transversely to the track direction G. This means that, for example, the upper-side stiffening rib 18a and the lower-side stiffening rib 17a run along a common axis. The same applies to the other upper-side stiffening ribs 18b-18f and the corresponding lower-side stiffening ribs 17b-17f. This achieves a direct force transfer from the upper-side stiffening ribs 18a-18f to the lower-side stiffening ribs 17a-17f. This ensures a linear force flow through the angle guide plate 10, reducing the mechanical load on the angle guide plate 10.

[0042] The upper-side stiffening ribs 18a-18f are designed to be slightly conical, particularly when viewed in the cross-section of the upper-side stiffening ribs 18a-18f, tapering toward the upper side 11 of the angled guide plate 10. The lower-side stiffening ribs 17a-17f are preferably also designed to be slightly conical, when viewed in the cross-section of the lower-side stiffening ribs 17a-17f, tapering toward the underside 12 of the angled guide plate 10. This allows the angled guide plate 10 to be easily removed from an injection mold despite the large number of upper and lower-side stiffening ribs 18a-18f, 17a-17f.

[0043] Fig. 6ashows a top view of the angle guide plate 10. This shows that the centrally arranged, upper-side stiffening ribs 18c, 18d are guided around the through hole 13 and are oriented in the region of the recess 14 towards the transverse axis Q. As a result, the horizontal forces FH acting on the angle guide plate 10 are guided around the through hole 13.

[0044] The stop web 15 has a wall thickness C of 5-9 mm, preferably 6-8 mm, particularly preferably approximately 7 mm.

[0045] Furthermore, the upper-side stiffening ribs 18a-18f expediently have a uniform width B of 4-8 mm, preferably 5-7 mm, particularly preferably approximately 6 mm. In particular, the width of the upper-side stiffening ribs 18a-18f and the lower-side stiffening ribs 17a-17f is the same.

[0046] The distance A between the upper-side stiffening ribs 18a-18f is at least 5 mm, preferably at least 8 mm, particularly preferably at least 10 mm. The lower-side stiffening ribs 17a-f are, in particular, spaced from each other at the same distance as the upper-side stiffening ribs 18a-18f.

[0047] The upper-side stiffening ribs 18a-18f are expediently divided into stiffening rib pairs of the same shape. For example, the outer-side stiffening rib 18a and the outer-side stiffening rib 18f ​​form a first stiffening rib pair. Furthermore, the stiffening ribs 18b and 18e form a second stiffening rib pair, and the stiffening ribs 18c and 18d form a third stiffening rib pair. The stiffening ribs 18a-18f of a stiffening rib pair have the same geometric shape.

[0048] Fig. 6b shows a cross section of the angle guide plate 10 along the section plane DD according to Fig. 6a. Thus, a section through the stiffening rib 18a is shown. Since the stiffening rib 18a and the stiffening rib 18f ​​form the first stiffening rib pair, the cross section of the Fig. 6balso a cross-section of the stiffening rib 18f. The height profile of the stiffening rib 18a, 18f decreases unevenly in a wave shape from the stop web 15 toward the recess 14. The height H18a, H18f of the stiffening rib 18a, 18f refers to the height of the stiffening rib 18a, 18f in the region of the stop web 15, starting from the plate-shaped base body 16. The height H18a, H18f is between 10 mm and 16 mm, preferably between 12 mm and 14 mm, particularly preferably approximately 13 mm. The height of the underside stiffening ribs 17a, 17f refers to the maximum height H17a, H17f, i.e., the maximum extension between the underside 12 of the angled guide plate 10 or the curved base body 21 and the stiffening rib 17a, 17f. The height H17a, H17f corresponds to the height of the stiffening ribs 18a, 18f.The wall thickness H16 of the plate-shaped base body 16 corresponds in particular to the wall thickness C of the contact web 15 and is 5-9 mm, preferably 6-8 mm, particularly preferably approximately 7 mm. Furthermore, the wall thickness H16 of the plate-shaped base body 16 corresponds to the wall thickness of the curved base body 21.

[0049] Fig. 6c shows a cross section of the angle guide plate 10 along the section plane EE according to Fig. 6a , which intersects the stiffening rib 18b. Since the stiffening rib 18b forms the second stiffening rib pair with the stiffening rib 18e, the sectional view according to Fig. 6ca sectional view of the stiffening rib 18e. As with the height profile of the stiffening ribs 18a, 18f, the height of the stiffening ribs 18b, 18e decreases unevenly in a wave shape starting from the stop web 15 towards the recess 14. However, the height profiles of the stiffening ribs 18a, 18f differ from those of the stiffening ribs 18b, 18e. The height H17b, H17e of the lower stiffening ribs 17b, 17e and the height H18b, H18e of the upper stiffening ribs 18b, 18e correspond to the respective heights H17a, H17f, H18a and H18f according to the Fig. 6b .

[0050] Fig. 6d shows a sectional view of the angle guide plate 10 along the cutting plane FF according to Fig. 6a . Thus, the angle guide plate 10 is cut along the stiffening rib 18c. Since the stiffening rib 18c forms the third stiffening rib pair with the stiffening rib 18d, the sectional view according to Fig. 6dalso a section through the stiffening rib 18d. According to the Fig. 6d The height H18c, H18d of the stiffening ribs 18c, 18d in the area of ​​the stop web 15 does not represent the maximum height of the stiffening ribs 18c, 18d. Rather, the height of the stiffening ribs 18c, 18d increases from the stop web 15 towards the recess 14 over a short area and then decreases unevenly in a wave shape. The height H17c, H17d of the lower stiffening ribs 17c, 17d and the height H18c, H18d of the upper stiffening ribs 18c, 18d correspond to the respective heights H17a, H17f, H18a and H18f according to the Fig. 6b .

[0051] The Fig. 6b-6d It can thus be seen that the stiffening ribs 18a-18f of the respective stiffening rib pairs have the same height profile. However, the height profiles of the stiffening rib pairs differ from each other.

[0052] The angled guide plate 10 is expediently made of a fiber-reinforced plastic. In particular, glass fibers are used as the fiber material in a proportion of 20-40%, preferably 25-35%, particularly preferably approximately 30%. The glass fibers are preferably embedded in a matrix of polypropylene (PP) or polyamide (PA), e.g., PA6. LIST OF REFERENCE SYMBOLS

[0053] 1 Railway superstructure 2 Rail 2a Rail base 3 Sleeper 4 Sleeper screw 5 Tension clamp 6 Intermediate layer 7 Rail fastening system 10 Angle guide plate 11 Top side 12 Bottom side 13 Through hole 14 Recess 15 Stop web 16 Base body 17a-f Stiffening rib 18a-f Stiffening rib 19 Stop area 20 Engagement area 21 Base body ADistance BWidth CWall thickness H16Wall thickness H17a-cHeight H18a-cHeight FForce FH Horizontal force FV Vertical force GTrack direction QTransverse axis

Claims

1. Angle guide plate (10) for a rail fastening system (7), comprising: a bottom side (12) and a top side (11), wherein the bottom side (12) is designed for arrangement on a sleeper (3), in particular a railway sleeper, a bead-shaped engagement region (20) on the bottom side (12) of the angle guide plate (10), which extends substantially in the track direction (G) and serves to engage in a corresponding recess on the top side of a sleeper (3), a recess (14) on the top side (11) of the angle guide plate (10) opposite the engagement region (20), which serves as a contact region for a tension clamp (5), a stop region (19) which is arranged on the side of the angle guide plate (10) opposite the engagement region (20) and facing a rail (2) and serves to bear against a rail foot (2a), characterized in thata plurality of upper-side stiffening ribs (18a-f) are arranged on the upper side (11) of the angle guide plate (10) as viewed along the track direction (G) at a distance from one another between the engagement region (20) and the stop region (15).

2. Angle guide plate (10) according to claim 1, characterized in that the upper stiffening ribs (18a-f) on the underside (12) of the angle guide plate (10) are connected to one another via a plate-shaped base body (16).

3. Angle guide plate (10) according to claim 1 or 2, characterized in that the upper-side stiffening ribs (18a-f) in the stop area (19) are connected to a continuous stop web (15) running in the track direction (G) and extending towards the upper side (11).

4. Angle guide plate (10) according to one of the preceding claims, characterized in thatat least a part of the upper-side stiffening ribs (18a-f) is designed to taper at least substantially in a wedge shape when viewed transversely to the track direction (G).

5. Angle guide plate (10) according to claim 4, characterized in that the upper stiffening ribs (18a-f) merge flush into the plate-shaped base body (16) in the area of ​​the recess (14).

6. Angle guide plate (10) according to one of claims 2-5, characterized in that the plate-shaped base body (16) has a through hole (13) which is arranged between two upper-side stiffening ribs (18a-f).

7. Angle guide plate (10) according to one of the preceding claims, characterized in that the engagement region (20) is formed by a plurality of underside stiffening ribs (17a-f) which are arranged at a distance from one another as viewed along the track direction (G).

8. Angle guide plate (10) according to claim 7, characterized in thatthe underside stiffening ribs (17a-f) are connected to the upper side of the engagement area (20) via a curved base body (21).

9. Angle guide plate (10) according to one of the preceding claims, characterized in that the upper side of the respective upper-side stiffening rib (18a-f) is flat when viewed in the cross-section of the upper-side stiffening rib (18a-f) and / or the underside of the respective lower-side stiffening rib (17a-f) is flat when viewed in the cross-section of the lower-side stiffening rib (17a-f).

10. Angle guide plate (10) according to one of claims 7-9, characterized in that upper and lower stiffening ribs (17a-f, 18a-f) are arranged along a common axis when viewed transversely to the track direction (G).

11. Angle guide plate (10) according to one of claims 7-10, characterized in thatan equal number of upper-side stiffening ribs (18a-f) and lower-side stiffening ribs (17a-f) is provided.

12. Angle guide plate (10) according to one of the preceding claims, characterized in that the upper-side stiffening ribs (18a-f) are conical towards the upper side (11) when viewed in the cross-section of the upper-side stiffening ribs (18a-f) and / or the lower-side stiffening ribs (17a-f) are conical towards the underside (12) of the angle guide plate (10) when viewed in the cross-section of the lower-side stiffening ribs (17a-f).

13. Angle guide plate (10) according to one of the preceding claims, characterized in that the angle guide plate (10) is made of a fiber-reinforced plastic, in particular of a glass-fiber-reinforced plastic.

14. Angle guide plate (10) according to claim 13, characterized in thatthe angled guide plate (10) comprises polypropylene or polyamide with a glass fiber content of 20-40%, preferably 25-35%, particularly preferably approximately 30%.

15. Railway superstructure (1) comprising sleepers (3), in particular railway sleepers, and rails (2) arranged on the sleepers (3), wherein the rails (2) are fastened to the sleepers (3) by means of a rail fastening system (7) comprising angle guide plates (10), characterized in that Angle guide plates (10) according to one of the preceding claims are provided.

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