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 to a track superstructure according to claim 13. Technological background

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

[0003] The rail fastening system comprises a clamping clamp, an angle guide plate, and a sleeper screw at each fastening point. The angle guide plate is positioned in a corresponding recess in the sleeper via a bead-shaped engagement area, so that the angle guide plate rests laterally against the rail foot with a stop area. The clamping clamp is positioned so that it rests on both the rail foot and the angle guide plate. The clamping clamp is anchored in the sleeper of the track superstructure via the sleeper screw. This presses the clamping clamp into a recess in the angle guide plate and onto the rail foot, thus fixing the rail to the sleeper. The forces, which occur particularly when a train passes over it, are transferred via the angle guide plate into the sleeper and from there into the track bed.

[0004] Consequently, angle guide plates must withstand high forces and reliably transmit them. Therefore, angle guide plates have relatively thick walls and consequently require a high amount of material. Angle guide plates are typically manufactured using injection molding and, due to their thick walls, have relatively long cooling times. This results in long production cycle times for the manufacture of angle guide plates. Furthermore, due to the production cycle time and the high material consumption, angle guide plates have a large CO₂ footprint. Printed state of the art

[0005] EP 2 984 231 B1 describes an angle guide plate for track fastening systems with a base body. This base body has a bottom surface located against a sleeper and a top surface that describes a plane perpendicular to the sleeper. Furthermore, a support area and a guide area are provided, adjacent to each other and extending perpendicular to the track direction. The thickness of the support area is greater than the thickness of the guide area, and the base body tapers wedge-shaped from the support area to the guide area perpendicular to the track direction.

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

[0007] Furthermore, DE 20 2011 050 739 U1, which describes an angle guide plate, is known from the prior art. Documents DE 102 62 248 A1, DE 20 2013 100 258 U and WO 2015 / 055540 A1 also relate to the design of angle guide plates. Object of the present invention

[0008] The object of the present invention is to provide an improved angle guide plate that ensures sufficient stability with less material usage. Solution to the task

[0009] The above problem is solved by an angle guide plate with the features of claim 1 and by a track superstructure with the features of claim 15. Advantageous embodiments are claimed in the dependent claims.

[0010] The angle guide plate according to the invention comprises a plurality of, preferably substantially transverse to the track direction, upper stiffening ribs which are arranged on the upper side of the angle guide plate and, viewed along a track direction, are spaced apart from each other between an engagement area and a stop area.

[0011] The forces acting on a rail during a train crossing are transferred to the angle guide plate via the stop area in contact with the rail. These forces are then dissipated from the stop area by the upper stiffening ribs. The geometry of these upper stiffening ribs advantageously corresponds to the load path and thus to the force flow within the angle guide plate. This ensures effective dissipation of the forces acting on the angle guide plate. By dissipating the forces via the upper stiffening ribs, the forces acting on the base of the angle guide plate can be significantly reduced. This allows, for example, the base of the angle guide plate to have a reduced thickness without compromising its stability.This allows for a simple reduction in the material required to manufacture the angle guide plate. Since an angle guide plate can be manufactured using an injection molding process, reducing its thickness also reduces the cooling time during the injection molding process. This, in turn, significantly reduces the production cycle time of the angle guide plate. Furthermore, reducing both the production cycle time and material usage also reduces the CO₂ footprint of the angle guide plate.

[0012] The engagement area is formed by a plurality of underside stiffening ribs, preferably extending substantially transversely to the track direction, which are spaced apart from each other when viewed along the track direction. Advantageously, the contour of the underside stiffening ribs corresponds to the contour of the corresponding recess in the sleeper into which the angle guide plate engages. Thus, the engagement area is supported in the sleeper recess by the stiffening ribs, so that the forces are transferred from the angle guide plate to the sleeper via the underside stiffening ribs.

[0013] By arranging the upper and lower stiffening ribs along a common axis in the transverse direction to the track direction, a linear and uniform load path is enabled from the upper to the lower stiffening ribs via the angled guide plate. This allows the force to be transferred directly, or via the shortest path, from the upper to the lower stiffening ribs, thereby reducing the stresses on the base body.

[0014] Advantageously, the upper stiffening ribs are connected to each other on the underside of the angle guide plate over a plate-shaped base body.

[0015] Advantageously, the upper stiffening ribs in the stop area are connected to a continuous stop web extending towards the top in the direction of the track. In particular, the stop web rests directly against the rail foot, allowing the forces acting on the angle guide plate to be transferred directly into the stiffening ribs.

[0016] Advantageously, at least some of the upper stiffening ribs, viewed transversely to the track direction, are tapered, at least substantially. The height of the upper stiffening ribs conveniently decreases from the contact area to the engagement area, e.g., continuously. It is further advantageous if the height profiles of the upper stiffening ribs are different. Alternatively, two upper stiffening ribs can form a stiffening rib pair, whereby the height profile of a stiffening rib pair is essentially the same. 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 stiffening ribs to the plate-shaped base body along a central longitudinal section of the respective upper stiffening ribs.

[0017] Because the upper stiffening ribs transition flush into the plate-shaped base body in the area of ​​the recess, direct force transmission can be ensured.

[0018] In particular, the angle guide plate includes a preferably oval through-hole arranged between two upper stiffening ribs. Specifically, the two upper stiffening ribs extend around the through-hole. Because the two upper stiffening ribs extend around the through-hole, the load path and thus the forces are also directed around the through-hole. Advantageously, the two upper stiffening ribs are oriented at their ends facing the recess in the direction of the transverse axis of the base body. The transverse axis of the angle guide plate extends transversely from the stop rib 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 angle guide plate, can be anchored in the sleeper.

[0019] In particular, the reinforcing ribs on the underside are evenly distributed across the underside of the angle guide plate. Specifically, the reinforcing ribs on the underside of the angle guide plate all have the same contour.

[0020] Advantageously, the stiffening ribs on the underside are connected to the upper side of the engagement area via a curved base body.

[0021] In particular, the upper surface of the respective upper stiffening rib is considered to be flat in the cross-section of the upper stiffening rib and / or the lower surface of the respective lower stiffening rib is considered to be flat in the cross-section of the lower stiffening rib.

[0022] It is advantageous to provide an equal number of stiffening ribs on the upper and lower sides. In particular, six stiffening ribs each are provided on the upper and lower sides.

[0023] Preferably, the upper stiffening ribs, when viewed in cross-section, are conical towards the top of the angle guide plate. Alternatively or additionally, the lower stiffening ribs, when viewed in cross-section, are conical towards the underside of the angle guide plate. Only a slight taper is sufficient. This allows the angle guide plate to be easily demolded from an injection mold despite the large number of stiffening ribs.

[0024] It is advantageous not to provide undercuts on the upper stiffening ribs and / or the lower stiffening ribs.

[0025] In particular, the angle guide plate is made of a fiber-reinforced plastic, preferably a glass fiber reinforced plastic.

[0026] Advantageously, the angle guide plate contains polypropylene (PP) or polyamide (PA), e.g., PA6, preferably as a matrix for embedding the fibers. By incorporating a glass fiber content of 20-40%, preferably 25-35%, and particularly preferably approximately 30%, the mechanical stability of the angle guide plate is further increased.

[0027] By spacing the upper and / or lower stiffening ribs at least 5 mm, preferably at least 8 mm, and particularly preferably at least 10 mm apart, high heat dissipation is ensured during the manufacturing process. This reduces the cooling time and thus also the production cycle time.

[0028] Preferably, the upper stiffening ribs and / or the lower stiffening ribs have a width of 4-8 mm, preferably 5-7 mm, particularly preferably approximately 6 mm.

[0029] Advantageously, the upper stiffening ribs in the stop area have a height and / or the lower stiffening ribs have a maximum height between 10 mm and 16 mm, preferably between 12 mm and 14 mm, and particularly preferably approximately 13 mm. The maximum height of the lower stiffening rib refers in particular to the maximum extension from the underside of the angle guide plate or the curved base body to the lowest point of the lower stiffening ribs.

[0030] By having 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 in the plate-shaped base body and / or the curved base body and / or the stop web.

[0031] In a further subordinate claim, 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 exemplary embodiment

[0032] A practical embodiment of the present invention is described in more detail below. For the sake of clarity, recurring features are indicated only once with a reference numeral. The figures 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. Fig. 3; Fig. 5 a schematic, perspective underside view of the angle guide plate according to Fig. 3 ; Fig. 6a a schematic top view of the angle guide plate according to Fig. 3 Fig. 6 sectional view of the angle guide plate according to the section plane DD Fig. 6a ; Fig. 6c a sectional view of the angle guide plate according to the section plane EE according to Fig. 6a ; and Fig. 6, your sectional view of the angle guide plate according to the section plane FF. Fig. 6a .

[0033] Fig. 1 Figure 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 by the rail fastening system 7. The railway superstructure 1 also includes a track bed (not shown), e.g., made of ballast.

[0034] The rail fastening system 7 comprises an angled guide plate 10 which engages in 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 a lower side 12 of the angled guide plate 10 corresponds to the contour of the recess in the sleeper 3, cf. Figs. 1 and 2 The angle guide plate 10 rests against a rail foot 2a of the rail 2 with a stop rib 15 provided in the stop area 19. A clamping clamp 5 is also provided, which rests on one side in a recess 14 on the upper side of the angle guide plate 10 and on the other side on the rail foot 2a. The clamping clamp 5 is fixed by means of a sleeper screw 4, the sleeper screw 4 passing through a through-hole 13 in the angle guide plate 10 and being fastened in the sleeper 3.

[0035] The railway superstructure 1 serves to transfer forces F, which arise particularly when a train passes over it, 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 angle guide plate 10 and from there transferred via the engagement area 20 to the sleeper 3. For this reason, the angle guide plate 10 must be able to absorb large forces and reliably transfer them to the sleeper 3.

[0036] The Figures 3-5Figure 1 shows the angle guide plate 10 according to the invention in different perspective views. The angle guide plate 10 comprises a top surface 11 and a bottom surface 12, as well as a plate-shaped base body 16. The angle guide plate 10 further comprises the through-hole 13, which extends through the plate-shaped base body 16. The angle guide plate 10 comprises a transverse axis Q, which runs transversely to the track direction G.

[0037] On the side of the angle 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 which rests against the rail foot 2a and absorbs the forces acting on the rail 2.

[0038] Furthermore, the angle guide plate 10 comprises several stiffening ribs 18a-18f arranged on its upper surface 11, which are connected to each other via the plate-shaped base body 16. The upper stiffening ribs 18a-18f are also connected to each other via the stop web 15. The upper stiffening ribs 18a-18f run between the engagement area 20 and the stop area 15, i.e., essentially parallel to the transverse axis, and are spaced apart from each other along the track direction G. Viewed transversely to the track direction, the upper stiffening ribs 18a-18f are at least partially wedge-shaped. Thus, the height of the upper stiffening ribs 18a-18f decreases from the stop area 15 to the engagement area 20. The stiffening ribs 18a-18f merge flush into the plate-shaped base body 16 in the engagement area 20.In this process, the upper stiffening ribs 18a-18f absorb the horizontal forces FH acting on the stop rib 15 via the rail foot 2a and direct them towards the recess 14.

[0039] In addition to the upper stiffening ribs 18a-18f, several stiffening ribs 17a-17f are arranged at the engagement area 20 on the underside 12 of the angle guide plate 10. The lower stiffening ribs 17a-17f are oriented essentially transversely to the track direction G, i.e., essentially parallel to the transverse axis Q. The lower stiffening ribs 17a-17f are, cf. Fig. 5, connected to each other 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 threshold 3. This ensures that the underside stiffening ribs 17a-17f fit snugly in the recess of the threshold 3. This results in optimal force transmission from the angle guide plate 10 via the underside stiffening ribs 17a-17f into the threshold 3.

[0040] The upper and lower stiffening ribs 18a-18f and 17a-17f serve to stiffen the angle guide plate 10. This allows the wall thicknesses of the plate-shaped base body 16 and the curved base body 21 to be minimized, thus reducing the material requirement for the angle guide plate. Furthermore, this reduces the CO₂ footprint of the angle guide plate 10.

[0041] It is particularly advantageous if the same number of stiffening ribs 17a-17f and 18a-18f, respectively, are provided on the upper side 11 and the lower side 12 of the angle guide plate 10, in particular six stiffening ribs 18a-18f and 17a-17f, respectively.

[0042] For example, in Fig. 3 As shown, the upper stiffening ribs 18a-18f and the lower stiffening ribs 17a-17f are arranged along a common axis parallel to the transverse axis Q when viewed in the transverse direction G. This means, for example, that the upper stiffening rib 18a and the lower stiffening rib 17a run along a common axis. The same applies to the other upper stiffening ribs 18b-18f and the corresponding lower stiffening ribs 17b-17f.

[0043] This achieves a direct force transmission from the upper stiffening ribs 18a-18f to the lower stiffening ribs 17a-17f. This ensures a linear force flow through the angle guide plate 10, thereby reducing the mechanical load on the angle guide plate 10.

[0044] The upper stiffening ribs 18a-18f are, particularly in cross-section, slightly conical towards the top surface 11 of the angle guide plate 10. The lower stiffening ribs 17a-17f are preferably also, in cross-section, slightly conical towards the bottom surface 12 of the angle guide plate 10. This allows the angle guide plate 10 to be easily demolded from an injection mold despite the numerous upper and lower stiffening ribs 18a-18f, 17a-17f.

[0045] Fig. 6a Figure 1 shows a top view of the angle guide plate 10. It can be seen that the centrally arranged, upper stiffening ribs 18c, 18d are guided around the through-hole 13 and are oriented towards the transverse axis Q in the area of ​​the recess 14. This directs the horizontal forces FH acting on the angle guide plate 10 around the through-hole 13.

[0046] The stop rib 15 has a wall thickness C of 5-9 mm, preferably of 6-8 mm, particularly preferably of approximately 7 mm.

[0047] Furthermore, the upper stiffening ribs 18a-18f expediently have a uniform width B of 4-8 mm, preferably 5-7 mm, and particularly preferably about 6 mm. In particular, the width of the upper stiffening ribs 18a-18f and the lower stiffening ribs 17a-17f is the same.

[0048] The distance A between the upper stiffening ribs 18a-18f is at least 5 mm, preferably at least 8 mm, and particularly preferably at least 10 mm. The lower stiffening ribs 17a-f are spaced at the same distance from each other as the upper stiffening ribs 18a-18f.

[0049] Advantageously, the upper stiffening ribs 18a-18f are divided into pairs of stiffening ribs of the same shape. For example, the outer stiffening rib 18a and the outer stiffening rib 18f ​​form a first pair of stiffening ribs. Furthermore, stiffening ribs 18b and 18e form a second pair of stiffening ribs, and stiffening ribs 18c and 18d form a third pair of stiffening ribs. The stiffening ribs 18a-18f of each pair of stiffening ribs have the same geometric shape.

[0050] Fig. 6b shows a cross-section of the angle guide plate 10 along the cutting plane DD according to Fig. 6aA section through stiffening rib 18a is shown. Since stiffening rib 18a and stiffening rib 18f ​​form the first pair of stiffening ribs, the cross-section shows Fig. 6balso a cross-section of the stiffening rib 18f. The height profile of the stiffening rib 18a, 18f decreases unevenly in a wave-like shape from the stop rib 15 towards 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 area of ​​the stop rib 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, and 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 angle 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 support web 15 and is 5-9 mm, preferably 6-8 mm, and 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.

[0051] 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 pair of stiffening ribs together with the stiffening rib 18e, the sectional view corresponds 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-like pattern from the stop web 15 towards the recess 14. However, the height profiles of the stiffening ribs 18a, 18f differ from that of the stiffening ribs 18b, 18e. The heights H17b, H17e of the lower stiffening ribs 17b, 17e and the heights H18b, H18e of the upper stiffening ribs 18b, 18e correspond to the respective heights H17a, H17f, H18a and H18f according to the Fig. 6b .

[0052] Fig. 6d shows a sectional view of the angle guide plate 10 along the section 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 pair of stiffening ribs together with the stiffening rib 18d, the sectional view shows 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 rib 15 does not represent the maximum height of the stiffening ribs 18c, 18d. Rather, the height of the stiffening ribs 18c, 18d rises from the stop rib 15 towards the recess 14 over a short area and then decreases unevenly in a wave-like pattern. 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 .

[0053] The Fig. 6b-6d It can therefore be deduced 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.

[0054] Advantageously, the angle guide plate 10 is made of a fiber-reinforced plastic. In particular, glass fibers with a content of 20-40%, preferably 25-35%, and most preferably approximately 30% are used as the fiber material. The glass fibers are preferably embedded in a matrix of polypropylene (PP) or polyamide (PA), e.g., PA6. REFERENCE MARK LIST

[0055] 1 Track superstructure 2 Rail 2a Rail foot 3 Sleeper 4 Sleeper screw 5 Tension clamp 6 Spacer 7 Rail fastening system 10 Angle guide plate 11 Top 12 Bottom 13 Through hole 14 Recess 15 Stop rib 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: an underside (12) and an upper side (11), wherein the underside (12) is designed for arrangement on a sleeper (3), in particular a railway sleeper, a bead-shaped engagement region (20) on the underside (12) of the angle guide plate (10), which extends substantially in a track direction (G) and serves to engage in a corresponding recess on the upper side of a sleeper (3), a recess (14) on the upper side (11) of the angle guide plate (10), opposite the engagement region (20), which acts as the bearing region for a tension clamp (5), an abutment region (19), which is arranged on the side of the angle guide plate (10) facing a rail (2) and opposite the engagement region (20), and serves to bear against a rail foot (2a), wherein a plurality of upper-side reinforcing ribs (18a-f) is arranged on the upper side (11) of the angle guide plate (10), extending between the engagement region (20) and the abutment region (19) and spaced apart from one another when viewed along the track direction (G), characterized in that the engagement region (20) is formed by a plurality of underside reinforcing ribs (17a-f), which are arranged spaced apart from one another when viewed along the track direction (G), wherein the upper-side and underside reinforcing ribs (17a-f, 18a-f) are arranged, when viewed in the transverse direction to the track direction (G), along a common axis.

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

3. Angle guide plate (10) according to Claim 1 or 2, characterized in that the upper-side reinforcing ribs (18a-f) are connected, in the abutment region (19), to a continuous abutment web (15) extending in the track direction (G) and projecting towards the upper side (11).

4. Angle guide plate (10) according to any one of the preceding claims, characterized in that at least a portion of the upper-side reinforcing ribs (18a-f) is formed, when viewed transversely to the track direction (G), so as to taper in a substantially wedge-shaped manner.

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

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

7. Angle guide plate (10) according to Claim 1, characterized in that the underside reinforcing ribs (17a-f) are connected on the upper side of the engagement region (20) via a curved base body (21).

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

9. Angle guide plate (10) according to Claim 1, characterized in that the same number of upper-side reinforcing ribs (18a-f) and underside reinforcing ribs (17a-f) is provided.

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

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

12. Angle guide plate (10) according to Claim 11, characterized in that the angle guide plate (10) comprises polypropylene or polyamide with a glass fibre content of 20-40%, preferably 25-35%, particularly preferably approximately 30%.

13. Track 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 any one of the preceding claims are provided.

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