FR2475086A1 - TIGHTENING CALIPER FOR RAIL FASTENING - Google Patents

Abstract

THE TIGHTENING CALIPER INCLUDES AT LEAST ONE STOPPER LEG 4 INTENDED TO BE FIXED TO AN ANCHORING BODY FROM A SUPPORT POINT OF RAIL 27, FOR EXAMPLE A RIB 20 OF RAIL SADDLE 19. THE CALIPER ALSO INCLUDES A CLAMP 2 TAKING SUPPORT ON THE RAIL SHOE 28, AND A SPRING ARC 3 CONNECTING THE STOPPER BRANCH 4 AND THE CLAMP 2. THE CLAMP 2 IS CONNECTED TO THE LOWER END OF THE SPRING ARC 3. IT PRESENTS AT ITS FREE END A PART OF SHAPE 5 FOR ADAPTATION TO THE RAIL PAD. THE END 6 OF THE STOPPER BRANCH 4 IS CURVED DOWN AND PRESENTS PROJECTS 7 INTENDED TO BE ENGAGED UNDER STRESS IN THE ANCHORING PARTS FOR EXAMPLE IN A NOTCH 34 OF THE RIB 20. USE TO ENSURE THE FIXATION FIRM AND ELASTIC RAILWAY TRACKS, WITH POSITIVE LATERAL HOLD.

Description

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  The present invention relates to a clamping clamp for the firm and elastic fastening of rails, with positive lateral support, for railroad tracks, comprising at least one abutment branch intended to be fi> e to an anchor member of the fulcrum of the bearing. rail, for example in a housing of the ribs of the rail saddle, a clamping member intended to be installed directly near the anchoring members, on the rail pad and, at least, a spring arc connecting a single piece the branch

stop and the clamping member.

  He has. been tested and adopted since 1923 in Germany, and in the countries where it exerted a technical influence in the field of the railways, fixings for rails of type K including a saddle of rail connected by elastic washers and lag bolts to the cross, this saddle rail is in turn connected almost rigidly with bolts with square head, toads and spring washers while being blocked by positive engagement to the rail pad. In these fixings, the square head bolts have the head housed in a recess in

dovetail of the vein.

  The fastening for type K rails, as a result of its relatively rigid clamping when it is blocked a torsion resistance that no other type of fastening

  has not yet been able to reach this day.

  The attachment for type K rails, however, has a significant disadvantage. As a result of the high running speeds, the increase in axle loads and the traffic in tonnes / day, the stresses applied to the railway line increase and, in particular, resulting contact wear, type K fasteners are slightly weakened and therefore require constant monitoring and maintenance when it is necessary to tighten the bolts with

9D5 square.

  Another disadvantage of fasteners for type K rails is that it is not possible to perform the fully automatic assembly of the screwed junction using

of laying machines.

  Also known clamp fastening clamp and saddle rail which ensures a firm and

  elastic with lateral support with positive engagement.

  The fastening for elastic and non-slip rails of the German patent application OS 26 23 944 is part of this field of the art. It comprises ribbed saddles and clamping cleats, the latter comprising at least one adaptable clamping member on the pad, close to the ribs, and an at least resting support member

  on the saddle rail, with the corresponding fastening device

  ing. As for the fasteners of the type K, used as attachment member are crampons, bolts with square head current whose head is housed in a recess

dovetail of the rib.

  Thanks to a fastening for known rails of this type, with clamping cleats, a torsion resistance of the rails is obtained which is at least equivalent to that of the rails.

  Known K-type fasteners or even it is superior.

  In the fixation according to the German patent application os 26 23 944, this essentially results from the fact that the clamping member of the crampon carries by a linear contact on the rail pad at a certain distance from the transition line between the surface of the skid and the fillet radius, but in the area of said fillet radius, so that the crampon is engaged further on the skate in the direction of

  the soul of the rail, while respecting a certain spacing.

  In this arrangement, it is essential that the tightening member of the clamp does not come to bear on the rail pad plate but rather in the vicinity of the outer end of the pad in the transition radius zone, by example at a short distance from the transition line a475086 between the rail pad plate and the fillet radius. In the rail fastenings of the German patent application OS 26 23 944, not only the overturning safety and the torsional resistance of the fixed rails are increased, but also the lever arms of the vertical force component which determine the maximum bending moment of the clamp

are significantly reduced.

  Like the known type K rail fastener, the clamping wedge fastener according to the German patent application OS 26 23: 944 has the disadvantage of not

  to allow the fully automatic execution of

  screwed by means of track machines.

  A disadvantage of rail fasteners according to German Offenlegungsschrift No. 26 23 944 and the known toggles or crampons, also, is that the tensile stresses acting on the bending side of the crush, ie say the inner face of the clamping wedge significantly reduce the

fatigue resistance.

  It should be mentioned the disadvantage that the rail fastener according to German patent application OS 26 23 944 requires the same relatively high number of component parts as the type K fastener. The risks of corrosion and wear between the contact surfaces of these parts are consequently proportionally

higher.

  The object of the invention is to remedy all these

  drawbacks of known rail fasteners, in

  a clamp for the fixing of rails permanent, flexible, elastic without sliding, with lateral maintenance positive engagement, for railways of the current type, stirrup in which the application of the force produced on the rail pad a force of heavy veneer and slip resistance

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  at the same time ensuring a firm lateral support and a high resistance to torsion of the rail on the point

  of support, without developing a prejudicial pulling force

  in the critical zone on the bending side

  crashing. The clamp must also

  allow fully automatic mounting.

  According to the invention, the clamping bracket is characterized

  in that the clamping member is connected to the end

  lower end of the spring arc and has at its free end a piece of adaptable shape on the rail shoe while the stop branch from the upper end of the spring arc and comprises at one end

  curved downwards, projections intended to engage

  under prestressing in the anchoring members of the

rail support point.

  The main advantage of this arrangement for the clamping clamp is that the clamping member engaged on the rail pad bears on the transition radius of the rail pad, forming a determined angle relative to the horizontal, greater than the steepest inclination of the rail pad (1: 4). As a result, a significant horizontal force component, not obtained according to the state of the art, acts on the contact line of the organ

  tightening with the rail pad. In particular,

  that this component of horizontal force, in a clamping device according to the invention, can be at least

  five times that of known clamping means.

  This increases the lateral support of the rails as well as

  torsion resistance-noticeably.

  Another advantage is that the clamping member of the stirrup can act with a greater length of continuous linear support so that in case of twisting of the rail, the clamping force applied slowly to the state without torsion acts in a punctual manner after torsion at the end of the bearing line and reacts to torsion with a large lever arm. The relatively large width of the clamping member can significantly enhance

this action.

  A point which is very important for the life of the clamping caliper according to the invention is that the compressive, tensile and torsional stresses and their reciprocal compositions have their seat in the particularly appropriate zones of the invention. clamping bracket and this so that when the caliper is tightened, there is no tensile stress in the area

  interior rays subject to crushing constraints

  but only compression constraints.

  According to an advantageous embodiment, the stirrup is in the form of a loop in which the end bent downwards from the abutment limb

tightening with spacing.

  The stirrup can be further significantly improved if two spring ends are connected to the spring arc, the downwardly bent ends of which each are spaced apart by a different side of the clamping member, if the clamping member behind its adaptable form piece on the rail pad is narrowed or shouldered on both sides and if the end bent down from

  the stop branch is in this area.

  In addition, it is appropriate that the clamping member, the spring arc and the stop members are coastitbis by a bent piece from a steel strip and that the member squeezes a basic cut essentially in T while the width of the two abutment legs retracts from the spring arc

  up to the curved end down.

  It has also been found that it is important to provide protection in the fasteners of rails with clamps. against overturning or overloading when applying a vertical or oblique load on

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  the head of the rail. For this, the clamp must gently absorb the detachment of the rail pad, then

  limit it by a strong increase in the clamping force.

  According to one aspect of the invention, this problem is solved in that lugs both facing inwards and overlapping the clamping member are provided on the

  abutment branches above the clamping member.

  Since the rail pad, under the effect of a tilting or lifting torque, lifts only in a limited manner, for example by about one millimeter, the clamping piece being on the rail pad meets the lower edge of the lug of the abutment branch which overlaps it. The lever arm of the clamping means acting against the lifting is then so shortened that even if the lifting force increases significantly,

  no plastic deformation occurs. The characteristic

  The resulting elastic tick presents

progressive pace.

  In view of the problem-free mounting, and in particular the fully automatic mounting of the clamp, it is advantageously provided on the abutment members of the bosses approximately at the same height as the lugs, but directed towards the outside. Thanks to a compression lever, it is possible to act on the abutment branches to elastically compress the stirrups downwards and to bring their protrusions into the region of the anchoring member of the fulcrum of the rail o after being released, they engage automatically thanks to the hold. In this regard, to limit the elastic deformation of the abutment leg to the absolutely necessary dimension for the assembly and disassembly of the caliper, it is important that the length of the lugs on the inner face of the ends bent down, stop members, slightly less than the lateral spacing between the abutment legs and the clamping member and that the abutment legs can be brought laterally against the clamping member by elastic deformation one towards the other by reducing the spacing by means of, for example, a pincer-shaped tool or a

compression lever.

  With a view to the appropriate combination of the clamping bracket and the anchoring members of the support points of the rail, for example with the ribs of the saddles of rails, it may also be advantageous that the clamping member and more precisely the piece of adaptable shape on the rail shoe has on the one hand a bent portion upwards and secondly support staples and g uidage protruding in the opposite direction. According to these characteristics, in particular during the mounting of the clamp, the clamping members are placed at the upper part of the an-rage members at the support points of the rails and then slide anchoring members, during the engagement of the stirrup in mounting position, and jump under the effect of the preload on the rail pad o they then take without tension the position of

neutralization.

  The invention will be better understood thanks to the description

  which will follow made with reference to the accompanying drawings and giving as an indication but not limited to an exemplary embodiment In these drawings, Figure 1 is a side elevational view of a clamping device according to the invention, in the relaxed state ; Figure 2 is a diagrammatic view of the stirrup of Figure 1; Figure 3 is a front view of the clamp according to the arrow III of Figures 1 and 2; FIG. 4 is a partially sectional side elevational view of the clamp of FIGS. 1 to its pre-cut position on a saddle of rail; FIG. 5 is a side elevational view with FIG.

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  partial section of a clamp according to the invention after its assembly completed, in active connection with a saddle rail and the rail resting on it; and FIG. 6 is a similar view of FIG. 5 of a rail saddle and a rail resting thereon, but

  in the so-called neutralization position of the stirrup.

  In the embodiment of Figures 1 to 3 the clamping yoke 1 is made from a flat elastic raw material, in particular a steel strip. It is then cut or punched to its profile from a flat and uniform blank and then curved in the form of a loop, as

shown in Figure 1.

  The clamping bracket 1 comprises a clamping piece 2, connected so as to form a single piece with a spring arc 3, and an abutment branch 4 connected to the other end of the spring arc of way to form

  only one piece with it.

  It is important that the clamping piece 2 is connected to the lower end of the spring arch 3 and is provided at its free end with a piece of shape 5 coming to bear on the rail pad, and that the stop 4 parte the upper end of the spring arc 3 and that its end 6 bent back has projections 7 snap-fastened under pretension in the anchor member

the support point of the rail.

  With reference to FIG. 1, it can be seen that, in the relaxed state, the spring arc 3 is substantially semicircular, and extends at its lower part in a straight portion 8 of the clamping member 2. the upper part, the spring arc 3 is adjacent to a straight section 9 of the abutment 4. This straight section 9 of the abutment branch extends into a substantially quarter-circular arcuate sector 10 to which is connected downwardly. with a slight

  bending inwards, the end 6 of the branch 4.

  Figures 2 and 3 show that branch 4

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  comprises a cutout 11 which starts from the free end of the end piece 6, passes through the arc 10 and the straight section 9 and extends to the upper part of the spring arc 3. The branch 4 is therefore subdivided so to speak in two abutment legs 4 'and 4 "symmetrical

  compared to a vertical median plane 12-12.

  As shown in Figures 1 to 3, the two parts 4 'and 4 "of the abutment leg 4 return with their ends 6, that is to say 6' and 6" with a set 13 ', 13 "on different sides of the clamping member 2. Behind the shaped part 5, the clamping member 2 is supported or narrowed on both sides so that it has a substantially T-shaped configuration, and that in the stepped or narrowed range it accommodates the disengaged ends 6 'and 6 "of the stop branch 4', 4" with its lateral projections 7 'and 7 ". In FIGS. 2 and 3, it can also be seen that the width of the two parts 4' and 4 "of the abutment 4 narrows from the spring arc 3 towards their downwardly curved end 6, that is to say at 6 'and 6" and that, in addition, regots 14' and 14 " both facing inwards, are formed on the branches 4 'and 4 "beyond the clamping member 2, and overlap the clamping member 2. The distance 15 between the two surfaces facing each other ve the other of the two lugs 14 'and 14 "is preferably dimensioned such that said surfaces abut one against the other when the two branches 4' and 4" are deformed laterally and elastically so that the 13 'and 13' games normally existing between the inner faces of the two ends 6 'and 6 "and the outer face of the narrowed zone of the clamping member 2 are

neighbors of zero.

  So that the two branches 4 'and 4 "can be deformed against each other, for example using a tool such as a clamp, it has been provided on the branches 4' and 4a" at about the same height as the lugs 14 '

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  and 14 ", bosses 16 'and 16" directed outwards.

  When the assembly of the stirrup is finished (figure 5), these bosses serve as upper horizontal support against the

rib 35.

  As shown in particular in Figure 1, the clamping member 2, in its portion constituting the shaped part 5 intended to be in contact with the rail pad, is bent substantially Z-shaped so that the surface 17 cooperating with the upper face of the pad is inclined relative to the main plane of the straight portion 8 of the clamping member 9. The relative inclination of the surfaces 17 relative to the straight section 8 of the clamping member 2 thus defines the angle scope of the form piece 5 which comes to rest from any-sa

  length on the upper face of the rail pad.

  It will be noted that the shaped part 5 of the clamping member 2 is provided with guide and bearing staples which are spaced on its opposite sides, and which, as will be described below, can cooperate with the upper face of the clamping members. ribs of the saddles of rails. These guide staples also form the cantilever arm for the engagement of

  the test apparatus to the stress of the rail flanges.

  FIG. 4 is a sectional view of half of a saddle of rail 19 on the upper part of which are

  made in one piece ribs 20.

  Each of these ribs 20 is composed of two parts of ribs arranged symmetrically with respect to each other, forming between them a recess cut in the rear in which the stirrup 1 can engage with the projections 7 'and 7 "formed at the ends 6'-and 6" of

branches 4 'and 4 ".

  On the saddle of rail 19 and, more particularly

  between the opposite ribs 20, it is expected that

a spacer 21.

  The saddle rail 19 is fixed in a conventional manner

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  using lag screws 22 on a cross member or other support

similar for rails.

  Figure 4 shows a clamping bar 1 pre-mounted on the saddle rail 19, seen from the side and partially in section. The stirrup 1 carries by its guide and bearing staples 18 'and 18 "on a bearing face 23 formed on the top of the rib 20 or parts thereof, so that it does not projecting from the inner face 24 of the rib 20. On the other hand, the abutment 4 or the two abutment legs A4 'and 4 "are engaged by the projections 7' or 7" made at their ends 6 or 6 ' and 6 "under a notch 25 of the rearward recess which is on both sides on the surfaces directed towards each other.

  two parts of the rib which constitute the rib 20.

  The projections 7 or 7 'and .. of the downwardly facing ends 6 or 6' and 6 "of the abutments 4 or 4 'and 4" are engaged in the notch 25 with a horizontal and vertical preload determined because the stirrup not only rests on the face 23 the rib 20 by the guide and bearing staples 18 'and 8', but can also be supported on the upper face of the saddle 19, by its zone 26

  close to the lower end of its spring arc 3.

  In the pre-assembly position of the stirrup 1 shown in FIG. 4, it is possible to mount the rail 27 with

  the shoe 28 between the opposing ribs 20 on the

  toise 21 of the rail saddle 19, as indicated on the

figure 5.

  Then, by exerting a horizontal translational force according to the arrow 29 and a vertical compression force according to the arrow 30, the stirrup 1 can be brought into its final mounting position relative to the saddle 19 and the rail 27, cornfite 5. In this finished assembly position of the stirrup 1, the shaped part 3 of the clamping member 2 with its support staples.

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  and guiding 18 'and 18 ", slid the bearing surfaces 23 of the ribs 20 and press along its length, through the face 17, the upper portion of the rail pad 28 and in particular its rounded edge 31, as shown in Figure 5. It follows that the face 17 of the shaped part 5 forms with the upper face of the rail pad a bearing angle 32 inclined relative to the horizontal and the importance of which defines on the one hand the vertical force and on the other hand the horizontal force

ensuring the fixing of the rail.

  Thanks to an applied compression force-essential-

  In vertical direction according to the arrow 30, the yoke 1 is engaged by the projections 7 or 7 'and 7 "formed at the end 6 or 6' and 6" of the stops 4 or 4 'and 4 "in a notch 33 which not only is substantially lower than the notch 25 between the two parts forming the rib 20 but is also

  shifted to the rail pad relative to said notch 25.

  As clearly shown in Figure 5, when the mounting of the stirrup 1 is completed, the lugs 14 ', 14 "made on the inner face of the ends 6 or 6' and 6" stops 4 or 4 'and 4 "n have the lower edge only slightly above the bend of the shaped piece 5 formed in the clamping member 2. Thus, it is sufficient to a slight tilting movement or lifting of the shoe 28 of the rail 27, so that the shaped part 5 of the clamping member 2 carries against the lugs 14 'and 14 ". In this case, the lever arm which acts against the separation is so shortened that despite a significantly higher detachment force, no plastic deformation of the clamping member 2 occurs.

  The resulting elastic band then takes on a progressive appearance.

  It can also be seen in FIG. 5 that when the assembly of the clamp is complete, the two bosses 16 'and 16 "bear horizontally on the support rib 35 and then only allow

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optimal tightening.

  Practical tests have shown that the stirrups 1, once mounted, as shown in FIG. 5, as a result of the angle of inclination 32 inclined towards the horizontal, between the rounded edge 31 of the rail pad and the surface 27 of the shaped part 5 produce a vertical force of 1120 kp and a horizontal force of 522 kp. To obtain a greater horizontal force, it suffices that the shaped part 5 is connected by its bent part to the straight section 8 of the clamping member 2 so as to have an upper bearing angle between the surface 17 and the

  rounded edge 31 of the rail pad. This point is particularly

  important for the elastic horizontal support - lateral support of the rail 27 and is

  the value of resistance to torsion.

  From the finished assembly position shown in FIG. 5, the stirrups 1 can be brought into a so-called neutralization position, as shown in FIG. 6. In this neutralization position, the shape part 5 of the tightening 2 retains certainly without great change its position on the shoe 28 of the rail 27. The stirrup 1 is fully discharged because the projections 7 or 7 'and 7 "of the ends 6 or 6' and 6" of the stop 4 or 4 ' and 4 "have passed from the notch 33 to a third notch 34 located a certain distance above it.The stirrup 1 can be brought into this neutralization position by exerting by a movement from top to bottom with a fork-shaped tool a pressure against the bosses 16 'and 16 ". As a result, the abutments 4 or 4 'and 4 "elastically deform towards one another by reducing their distances 13' and 13" relative to the edges

  outside the clamping member 2 in the narrowed area.

  As a result, the lugs 7 'and 7 "of the ends 6 or 6'

  and 6 "mounds 4 or 41 and 4" emerge from the notch 33.

  The caliper 1 therefore loosens in such a way that the lugs 7 or 7 'and 7 "arrive below the notch 34. The neutralization position of the caliper 1

  allows, for example, the welding of rails

  as they are accurately positioned while still being able to move longitudinally

  saddles 19 points of support of the rails.

  It may also be mentioned that when the clamping brackets 1 pass from the pre-assembly position as shown in FIG. 4 to the completed assembly position shown in FIG. 5, or in the neutralization position in accordance with FIG. 6, the area of these stirrups constituting the transition between the lower end of the spring arc 3 and the straight section 8 of the clamping member 2 is lifted from the upper face of the saddle 19 so that the cross section 8 of the member clamp 2 leaves its downwardly inclined position of the rail pad and tends to a position at

  less approximately horizontal.

  It is expressly stated here that the embodiments of the clamps claimed, described and shown may not only be used in combination with saddles of rails or the like in which the anchoring members to the ribs have engagement notches 25, 33 and 34 as shown in Figures 4 to 6 but also, for example, in a somewhat modified form, in a

  K-type saddle with dovetail anchorage.

  It is simply important that the anchoring members for the stirrup 1 are designed such that the abutment members 4 or 4 'and 4 "can be hooked from above and that the clamping member 2 which is can be inserted between the anchors

  and come to bear against the rail pad 28.

  This arrangement is indeed of great importance because it ensures that in the inner face of the spring arc 3, that is to say in the area of the inner face flexing at the crush, there appears no constraint of traction

  but only compression constraints.

  The particular advantage of the clamp 1 according to the invention is that it can be realized with simple tools, a reduced labor force and in a very short time with good fidelity. reproduction and that this ensures by means of a reduced maintenance, the maintenance of the geometry of the contact with the rail and the anchoring member. Since, thanks to the use of the stirrup 1, the fixing of the rail requires only a minimum number of separate parts, it is possible to limit the wear and tear to the minimum, and it is not necessary to has almost no fear of loosening clamping. The mli therefore has a stable lateral support and a plot without abnormality. It is possible to avoid the permanent lateral mounting of the rail pad 28 on the limiting surfaces 24 of the ribs 20 or other similar anchoring members, since the stirrups 1 are also

  elastically in the horizontal direction but with a

  stiffer than in the vertical direction.

  Another important advantage of the stirrup according to the present invention also lies in the fact that

  it is suitable for fully automatic mounting.

1 6

Claims (9)

  1. Clamping clamp for the firm and elastic fastening of the rails, with positive lateral support, for railway tracks, comprising at least one abutment leg (4, 4 ', 4 ") intended to be fixed to an anchoring member of the fulcrum of the rail, for example in a housing of the ribs (20) of a saddle rail (19), a clamping member (2) intended to be installed directly near the anchoring members, on the pad rail (28) and, at least, a spring arc (3) connecting in one piece the abutment leg (4, 4, 4 ") and the clamping member (2), characterized in that clamping member (2) is connected to the lower end of the spring bow (3) and has at its free end a shaped piece (5) adaptable to the rail pad (28) while the 4 and 4 ', 4 ") from the upper end of the spring arc (3) and having at one end bent downwards (6, or 6', 6") projections (7 or 7 ', 7 ") intended for be switched under prestress in the anchoring members (2 or 25, 33, 34) of fulcrum rail (19). -   2. clamping clamp according to claim 1, characterized in that it has the shape of a loop in which the end bent downwards (6 or 6 ', 6 ") of the abutment leg 4 or 4' , 4 ") next to the organ of   tightening (2) with spacing (13 ', 13 ").   3. Clamping clamp according to one of claims 1   and 2, characterized in that at the spring arc are connected   two abutment legs (4 ', 4 ") whose downwardly curved ends (6', 6") are each spaced apart with a spacing (13 ', 13 ") on a different side of the tightening (2).   4. Clamping clamp according to one of claims 1   at 3, characterized in that the clamping member (2), behind its shaped piece (5) adaptable to the rail pad (28) is shrunk or supported on both sides and that the end bent towards the bottom (6 ', 6 ") of the branch   stop (4 ', 4 ") is in this area.   5. clamping clamp according to one of claims 1   to 4, characterized in that the clamping member (2), the spring bow (3) and the stop members (4 ', 4 ") are constituted by a bent piece from a metal strip in that the clamping member (2) has a substantially T-shaped base cutout while the width of the two stop branches (4 ', 4 ") narrows from the spring arc (3) to 'at the end (6', 6 ") bent toward the bottom.   Clamping clamp according to one of claims 1   to 5, characterized in that lugs (14 ', 14 ") both facing inwards and overlapping the clamping member (2) are provided on the stop arms (4', 4")   above the clamping member (2).   7. clamping clamp according to one of claims 1   to 6, characterized in that bosses (16 ', 16 ") are provided on the abutment members (4', 4") at about the same height as the lugs (14 ', 14 ") but directed outward.   8. clamping clamp according to one of claims 1   to 7, characterized in that the length of the lugs (14 ', 14 ") formed on the inner face of the downwardly bent ends (6', 6") of the stop members (4 ', 4 ") is slightly less than the lateral spacing (13 ', 13 ") between the abutment legs (4', 4") and the clamping member (2) and that the abutment legs (4 ', 4 ") can being brought laterally against the clamping member (2) by elastic deformation towards one another by reducing the distance (13, 13 ') by means of, for example, a tool   in the form of a clamp or a compression lever.   Clamping clamp according to one of the claims   1 to 8, characterized in that the clamping member (2) and more specifically the shaped part (5) adaptable on the rail pad (28) has on the one hand a bent part upwards and another support and guide staples   (18 ', 18 ") protruding in opposite directions.