JPH0254001A - Rail fixing apparatus for railroad - Google Patents

Abstract

PURPOSE: To guarantee an accurate cant of a railroad rail by providing two guide plates with recesses which open toward the base part of a railroad rail, and causing an elastic intermediate plate to project into the recesses, the guide plates creating side guides for the railroad rail. CONSTITUTION: Angle guide plates 10, 11 are mounted in the end region of a longitudinal recess 4, extended within a sleeper 3 in a direction perpendicular to a railroad rail 1. The guide plates 10, 11 have respective pocket-shaped recesses 16, 17, and an elastic intermediate plate 34 broader than the base part of the railroad rail 1 is projected into the recesses 16, 17. The base part of the railroad rail 1 and the guide plates 10, 11 are energized toward the sleeper 3 by a clamp 38. Therefore, sucking up of horizontal forces and prevention of errors in the cant of the railroad rail can be achieved at the same time.

Description

[Detailed Description of the Invention] (Industrial Application Field) This invention relates to a railway rail fixing device for fixing a railway rail to a hard roadbed formed by a roadbed. The present invention relates to a railway rail fixing device for fixing a railway rail to a fixed track bed made of concrete, for example, without using ballast.

BACKGROUND OF THE INVENTION The importance of railway rail fixing devices on fixed trackbeds is increasing as train axle weights and maximum speeds increase.

In a railway rail fixing device installed on a fixed trackbed, the required degree of trackbed elasticity created by placing an intermediate plate or layer of elastic material between the roadbed and the railway rail is important. . Various proposals related to this have been made so far, some of which are:
At least for allegorical purposes, W! It has been implemented in 1.

An example of this type of railway rail fixing device that has already been put into practical use has a steel support plate that is very wide compared to the rail axis, and the steel support plate has a support plate that accommodates the railway rail. The railway rail is fixed by two clamps acting on the base, and these clamps are fixed by hook bolts with nuts. The support member cells are held together in position on the resilient intermediate plate in a corresponding wide V-shaped recess in the concrete track bed by means of chevron-shaped guide plates arranged on both sides. Each guide plate has an inclined surface at its end facing away from the railway rail, which inclined surface contacts a correspondingly formed inclined surface in the subgrade.

Each of the chevron guide plate and the support plate is fixed by one elastic clamp which acts on the support plate on the one hand and presses the chevron guide plate downwards on the other hand.

The individual clamps of the chevron guide plate are subjected to forces derived from the horizontal force that is transmitted from the railway rail to the support plate and from the support plate to the chevron guide plate in the operating state, and to the bolts. The bolts are pre-tensioned so that the force resulting from the fastening force is directed into the interior of the roadbed through the sloped surfaces of both the chevron guide plate and the roadbed.

The track rail fixing device as described above has the name Ioarv1.
80 (TM) and the chevron guide plate used is the subject of German Patent No. 1257817. The clamp used is substantially W-shaped. The basic shape of these clamps is the subject of German Patent No. 1261151.

Due to the structure described above, the conventionally known track rail fixing devices produce three levels of clearance. namely, on the one hand, the contact surface between the track bed and the chevron guide plate, and on the other hand, the contact surface between the chevron guide plate and the ribbed plate;
This also applies to clamp installations between railway rails and ribbed plates. As a result of this, there is a potential for the accuracy required for positioning the track rail to be compromised. Furthermore, JI! achieves the necessary soil resistance required for acoustic frequency signal circuits! I know it's always difficult. In addition, the above-mentioned conventional railway rail fixing device requires the use of four clamps per one fixing point, resulting in relatively high railway construction costs.

In another previously tested railway rail fixing device for fixed trackbeds, ribbed plates are placed in square recesses in the subgrade. The ribbed plate is held on each side by ribbed wedges having sloped surfaces in contact with corresponding sloped surfaces in the subbase. Railway rails are
Together with the ribbed plate and the ribbed wedge, it is held down by two clamps placed on the railway rail. These clamps are fixed between the ribbed plate and the ribbed wedge by corresponding bolts. This kind of conventional railway rail fixing device is Ioarv
It is named 207 (TM). The clamp used for this is the railway rail fixing device Ioarv mentioned above.
This railway rail fixing device also has three gaps, the first of which is between the ribbed wedge and the subgrade. The second is the contact surface between the ribbed wedge and the ribbed plate, and the third is the contact surface between the ribbed plate and the railway rail. Since the ribbed wedge is only held downward on the subgrade and not fixed in place, when the bolt is tightened the ribbed wedge is twisted around its horizontal axis, resulting in A change in the position of the ribbed plate may result in misalignment on one side of the railway rail. Furthermore, since the tightening of the clamp bolts causes forces to act on the elastic intermediate layer through the ribbed plate, if the clamp bolts were tightened differently, the elastic intermediate layer in the direction transverse to the longitudinal axis of the railway rail would be The runout of the layers is different, which can result in different cants for the two track rails. After all, when the clamp bolt is tightened, the shape of the central loop of the clamp used is such that there is a relative movement between the head of the bolt and the clamp in the direction of the track rail; As a result, the shaft of the bolt may become bent.

The document (DE 1261151, FIG. 7) refers to a railway rail fastening device for fixed trackbeds. It has a support plate placed on a concrete track bed, on which the railway rail is placed with an elastic intermediate layer interposed between the support plate and the railway rail. . A guide plate is arranged on either side of the railway rail, with projections on the guide plate engaging in corresponding recesses in the support plate in the horizontal direction. The base of the railway rail and the guide plate are in each case forced onto the support plate by means of clamps which are preloaded with tension by means of bolts. In this railway rail fixing device, there is also the risk that the track rail will twist in the horizontal direction due to the lack of resistance of the elastic intermediate layer, which is approximately the same width as the base of the railway rail. Furthermore, the risk cannot be excluded that if the clamping bolts are tightened differently, the elastic intermediate layer will be compressed unevenly, resulting in an incorrect cant of the railway rail.

The chevron guide plates according to the above-mentioned West German Patent No. 1,257,817 attribute their value to long life in ballast tracks using concrete sleepers. The advantage of this type of railway rail fixing device is that only one element per side is required for transmitting horizontal forces between the concrete sleeper and the railway rail.

Its elements are chevron guide plates, which ensure that horizontal forces are transferred to the concrete sleepers.

SUMMARY OF THE INVENTION It is an object of the invention to take a well-tested and proven concept in guide plates used in ballast trackbeds and apply it to railway rails for securing railway rails to solid trackbeds. To provide a track rail fixing device which can be applied to a fixing device and can accurately maintain the position of a railway rail even under heavy shaft loads and high speeds.

Briefly, the present invention uses an elastic intermediate plate arranged perpendicular to the axial direction of the railway rail, the elastic intermediate plate being wider than the base of the railway rail, and having a width on both sides of the railway rail. Protect the right amount. For this purpose, each guide plate has a recess opening towards the base of the railway rail, into which recess an elastic intermediate plate projects.

(Operations and Effects of the Invention) The railway rail fixing device according to the present invention has a zero elastic intermediate plate that can give the elastic intermediate plate sufficiently large dimensions to be able to create a high degree of resistance to horizontal forces. The sufficiently large dimensions of the plates are created, according to the invention, by a guide plate suitably shaped to provide a recess with an opening through which the elastic intermediate plate can protrude. At the same time, this shape of the guide plate allows the force exerted on the guide plate by the clamps to be transferred directly by this plate to the sleeper (
as a result of which the elastic intermediate plate is prevented from being subjected to any uneven pre-tensioning load due to the above-mentioned forces. This non-uniform pre-tensioning load causes different compressions of the elastic intermediate plates in conventional railway rail fixing devices and thus causes errors in the cant of the railway rail. In contrast, the railway rail fixing device according to the invention ensures precise canting of the railway rail.

The precise fixation required for railway rails between guide plates is
This is ensured by the fact that the tightening of the clamping bolts results in a reliable fixation of the guide plate in position as a result of the positive installation of the latter into the sleeper in relation to horizontal forces.

The railway rail fixing device according to the invention is similar to the conventional railway rail fixing device, in particular Ioarv180 (TM).
Compared to , the manufacturing cost is low because the number of component parts is small.

Moreover, the railway rail fixing device according to the invention simplifies the adjustment of the height and orientation of the railway rail. Directional movement of railway rails is possible by using guide plates of appropriate width, and height adjustment is possible by interposing an intermediate layer of appropriate thickness between railway rails and sleepers. It is.

When using the railway rail fixing device according to the invention, both the absorption of horizontal forces and the prevention of canting errors of the railway rail are achieved by connecting the rigid pressure distribution plate to the railway rail leg and the elastic intermediate plate. This can be achieved simultaneously by placing the As a result, the resistance to horizontal forces is further increased and the forces are transmitted very evenly to the elastic intermediate plate, the latter being compressed uniformly over its main surface. Since the pressure dispersion plate is flat and therefore simple in shape, it can be manufactured at low cost from a rolled steel plate.

Conventional railway rail fasteners use relatively compact ribbed plates, which are formed by forging.

According to another embodiment of the invention, the length and/or width of the pressure distribution plate is greater than the corresponding dimensions of the elastic intermediate plate. This means that when the elastic intermediate plate is deformed, it cannot overcome the pressure @ the elastic plate and therefore wants to wear out significantly.

It is further desired that a further intermediate layer be interposed between the base of the railway rail and the pressure distribution plate, the width of this intermediate layer being substantially equal to the width of the base of the railway rail. This intermediate layer can be, for example, an electrically insulating material.

A further preferred embodiment of the railway rail fixing device according to the invention is that the guide plate has a support element in the region of the opening of the recess in the base of the railway rail, the support element being in contact with the sleeper. and at least through which the clamping force must be substantially transmitted from the guide plate to the sleepers:
Very large forces can be transmitted from the clamp to the sleeper via the guide plate without running the risk of applying too much force to the guide plate. Such a configuration allows the guide plate to be made of a suitable plastic, with the result that a further reduction in the manufacturing costs of the railway rail fastening device according to the invention is achieved.

A further preferred embodiment of the guide plate used in the railway rail fixing device according to the invention is that it has a contact surface for the shaft of the bolt at least on the side of the railway rail. This effectively counters any bending of the clamp bolt shaft. This contact surface can be manufactured from plastic without increasing the cost of the guide plate by suitably designing the die-cast tooling used for the production of the guide plate. This can be achieved particularly simply by forming a contact surface for the bolt shaft on the support element.

A further preferred form of the railway rail fixing device according to the present invention is that the recess provided in the guide plate is formed in a U-shape with an opening facing the sleeper,
The height of the gap in this recess is greater than the sum of the thickness of the elastic intermediate plate and the thickness of the rigid pressure dispersion plate. In this way, the elastic intermediate plate has a sufficient amount of play in the vertical direction between the guide plates.

It is further advantageous if the pressure distribution plate or the intermediate plate has longitudinal holes extending in a direction perpendicular to the axis of the railway rail and allowing the passage of bolts. This makes it easier to maintain the corresponding dimensions,
It also facilitates assembly of the railway rail fixing device.

It is further advantageous if the guide plate has an inclined surface at its end facing away from the railway rail, which inclined surface comes into contact with a corresponding inclined surface in the sleeper. In this way, West German patent no.
The tried and proven concept according to No. 7 can also be applied in the case of non-ballasted railway rail fixings.

A very precise fixing of the guide plates on the sleepers and thus a precise maintenance of the gauge is achieved by guiding projections that extend parallel to the axis of the railway rail and engage in corresponding recesses in the sleepers. This is achieved by having the board.

In the end, it is preferable to use the widely known clamps, which are substantially W-shaped, with a central curved part partially engaged around the axis of the bolt, It rests on the guide plate in the area of its support element. In this basic concept, this clamp is the subject of German Patent No. 1 261 151.

(Example) Examples of the present invention will be described below with reference to the accompanying drawings.

1 and 2 show a symmetrically formed railway rail fixing device for fixing a railway rail 1 in a pair of railway rails built on a track bed. This railway rail fixing device holds the railway rail 1 on both sides of the base or legs 2 of the railway rail 1, and fixes it at a predetermined position on the sleeper 3. The sleepers 3 in this embodiment are generally referred to as "support elements".

The left half of @11321 is assembled into i final song, 10
2 shows the railway rail fixing device in a vertical section perpendicular to the longitudinal axis of the railway rail, in a pre-assembled state, i.e. before it has been tightened; ing.

The sleeper 3, which is preferably formed of concrete, has a longitudinal recess 4 extending in a direction perpendicular to the longitudinal axis of the sleeper 3 in the area where the railway rail 1 is attached to the sleeper 3. are doing. This longitudinal recess 4 has a flat seating surface 5 and at each end thereof two groove-shaped recesses 6, recessed in inclined surfaces 8, 9.
7.

In each case, in the end region of the longitudinal recess 4 extending through the sleeper 3 in a direction perpendicular to the railway rail 1,
A so-called "chevron guide plate" 10°11 is installed.

At the end facing away from the railway rail 1, the chevron-shaped guide plate 10.11 has a cross-sectional shape 12.13, which cross-sectional shape 12.13 has a groove-shaped recess 6.7.
Not only does it match, but it also matches the sloped surface of the sleeper 3 at 8°9. These ends of the chevron-shaped guide plates 10.11 are therefore not only in full contact with the surfaces of the groove-shaped recesses 6, 7, but also in part with the inclined surfaces 8.9, thereby causing the sleepers 3 is engaged with.

When viewed in a vertical cross section parallel to the longitudinal axis of the railway rail 1, the chevron guide plate 10.11 has a U-shape on the side facing towards the railway rail l. This U-shaped form opens toward the sleeper 3,
The lateral feet of this configuration are seated on the seating surface 5 in longitudinal recesses 4 in the sleeper 3. As a result of this, the pocket-like recess 16.17 is connected to the inner surface of the U-shape 14.15 and to the sleeper 3.
The seat surface 5 is formed between the seat surface 5 and the seat surface 5 therein.

Toward the railway rail 1, the chevron guide plates 10, 11 are oriented parallel to the longitudinal axis of the railway rail 1 and form a guide for the base of the railway rail 1 with respect to horizontal forces. It has an end surface of 18°19.

Further, on these upper surfaces, the chevron guide plate 10.1
1 has an individual rib 20 or 21 and two suitably oriented grooves 22, 23 or 24° 25. The grooves 22.23 or 24.25 extend parallel to the longitudinal axis of the railway rail 1.

In the region of the pocket-shaped recesses 16, 17, the chevron-shaped guide plate 10.11 has through-holes 2 through which tightening bolts 28 are inserted.
6.27 is provided. For tightening these latter, the bolt 28 has a square head 29, a washer plate 30. Axis 3
1. It has a threaded region 32 which is screwed into a dowel 33 arranged in the sleeper 3 in the vicinity of the individual chevron guide plate 10.11.

Furthermore, each of the chevron guide plates 10 and 11 is a railroad rail 1.
Support elements 48.4 which are arranged in each case in the open area of the pocket-like recess 16°17 at the base of the support element 48.4
9, via which the chevron guide plate 10.11 is additionally supported on the seating surface 5 in the sleeper 3.

As already mentioned, the railway rail 1 is inserted with its base 2 between the end surfaces 18.19 of the chevron guide plates 10.11. The base 2 of the railway rail 1 rests on a combination of chevron guide plate 10.11 and intermediate layer. This combination consists of: an elastic intermediate plate 34 in contact with the concrete seating surface 5 in the sleeper 3; a rigid pressure distribution plate 35; and an inelastic but electrically insulating plastic intermediate layer 36. The zero-elastic intermediate plate 34 and the pressure distribution plate 35, which are constituted by into the pocket-like recesses 16, 17 of the chevron guide plates 10.11 and in contact with the longitudinal walls of these chevron guide plates 10.11 in order to create a mutually fixed condition. The gap height of the pocket-shaped recesses 16,17 is greater than the sum of the thicknesses of the elastic intermediate plate 34 and the pressure distribution plate 35. For tightening, in order to insert the bolts 28, each of the elastic intermediate plate 34 and the pressure dispersion plate 35 is attached to the sleeper 3.
It has a longitudinal bore 37 oriented along its longitudinal axis.

Each of the chevron ζ plates 10.11 has a clamp 38. It is made of a steel bar with a round cross section and is W-shaped. This tightens the shaft 3 of bolt 28.
1 and two discontinuous side pieces 40, 41, the side pieces 40, 41 are curved to project upwardly, and both ends are on a common axis. are bent inward to face each other. Flat areas 42.43 are provided on the central bend 39 and in the tightened state these flat areas 42.43
When tightened, the bolt 28 is engaged with the lower side of the washer plate 30.

In the left half of FIGS. 1 and 2, the clamp 38 is shown in position when the railway rail 1 is placed in its final fixed position on the sleeper 3. In this position, the clamp 38 presses its side pieces 40, 41 downwards onto the base 2 of the railway rail 1, between which the two side pieces 40, 41 are located between the central bend 39. Its curved area 44 is pressed downwards onto the chevron-shaped guide plate 10.11. To prevent the clamp 38 from rotating out of its predetermined position, the curved area 44 of the clamp 38 is connected to the groove 23 in the chevron-shaped guide plate 10.
24. For the same purpose and to increase the contact surface of the three central curves of clamp 38,
The chevron-shaped guide plate 10.11 has a groove 45 in the area of the central curve 39 which coincides with the area of the rib 20.21. The support elements 484 already mentioned above are arranged in the vicinity of the area in which the three central curved parts of the clamp 38 are pressed downwards on the chevron-shaped guide plate 10 or 11. In this way, the force exerted on the chevron guide plate 10.11 by the clamp 38 is substantially transmitted to the sleeper 3, in which the cant of the railway rail l, as already mentioned above in the description of the prior art, is transmitted to the sleeper 3. The elastic intermediate plate 34 is not subjected to non-uniform compression conditions that would cause errors in the elastic intermediate plate 34.

On the right side of FIGS. 1 and 2, clamp 38' is shown prior to final assembly in position.

Here, when the clamp 38 rotates 180 degrees in the final assembly position, it contacts the chevron-shaped guide plate 10° 11 on the one hand;
On the other hand, it is in contact with the region of the sleeper 3 which faces away from the railway rail 1 . In order to prevent the clamp 38 from rotating out of position even in the pre-assembled state, its curved area 44 is connected to the rib 21.
It is held in the darkness with a claw 46 arranged oppositely.

A sleeper 3 manufactured by a sleeper manufacturing plant according to the pattern of sleepers 3 as shown for laying a pair of railway rails 1 has all the clamps 38 on the right side in the right half of FIGS. 1 and 2. As shown in the figure! 38-
on the left side and laterally in the opposite position on the left side. At this stage, the bolts 28 are tightened to the central curved portion 3 of the clamp 38.
9, the chevron guide plate 10.11 is tightened only enough to bring it into soft contact with the corresponding sleeper 3.
Together with the upper elastic intermediate plate 34, pressure dispersion plate 35, and clamp 38, they will not be lost while being transported to the site or arranged on the road bed.

When the sleepers 3 are arranged on the roadbed of the roadbed, the railway rails 1 of the pair of railway rails forming the track are placed between the end surfaces 18° 19 of the chevron guide plates 10.11, At this time the plastic intermediate layer 36 is also inserted.

In order to clamp the base 2 of the railway rail 1 on the mass of plates 34, 35, 36, and finally to clamp the chevron guide plate 10.11 in position on the sleeper 3, The tightening is such that the bolt 28 is first slightly loosened and then a corresponding tightening is carried out around the axis 31 of the bolt 28, for example with the clamp shown in the pre-assembly position in the right half of FIGS. 1 and 2. The bolt 28 is rotated 180 degrees until the bolt 28 is moved from its position 38- to the position of the clamp 38 shown in the final assembled position in the left half of FIGS. , the washer plate 30 is the clamp 3
The extent to which the apex of the central curvature 39 of the clamp 38 is forced down relative to the rib 20 or 21 of the chevron guide plate 10 or 11 by contacting the flat surface 42.43 of the central curvature 39 of the clamp 38 It can be tightened up to. As a result, the chevron guide plates io, tt are firmly lowered and held in place on the sleepers 3, and the base 2 of the railway rail 1 is firmly held on the sleepers 3 via the group of plates 34, 35, 36. sandwiched between.

The railway rail fastening device described herein has a number of advantages, which will be explained in more detail below.

The compression of the end regions of the elastic intermediate plates 34 when the chevron guide plate 10.11 is forced down onto the sleepers 3 causes these end pieces to be pushed into the pocket-like recesses 16.17 of the chevron guide plate 10.11. This can essentially be avoided by being located in

Instead, the forces applied by the clamps 38 are transmitted essentially directly to the sleepers 3 via the chevron guide plates 10.11.

This ensures that the cant angle of the railway rail can be maintained with the desired accuracy even if the two clamps at a particular fixed position are tightened unevenly.

Furthermore, the elastic intermediate plate extends along the axis of the sleeper beyond the width of the base of the railway rail, which previously caused an unacceptable tilting of the railway rail. Creates a large amount of resistance to horizontal forces acting on the railway rail. Especially pressure dispersion plate 3
Compared to the ribbed plate, which makes a major contribution to this result, this plate has a flat shape and can therefore be easily manufactured from rolled steel plate.

The horizontal force acting on the railway rail 1 transversely to the longitudinal axis of the railway rail 1 is absorbed by the chevron guide plate 10.
11 to the inclined surface 89 of the sleeper 3 and then to the concrete body of the sleeper 3. The engagement of the chevron guide plates io, ti into the groove-shaped recesses 6.7 of the sleepers 3 also simultaneously ensures that the chevron guide plates 10.11 are in a predetermined position when the chevron guide plates 10.11 are tightened onto the sleepers 3. This will really prevent you from being twisted out of your position. Yamagata information board 10.11
The use of sloped surfaces 8 of sleepers 3 to absorb horizontal forces
．． This means that only one element is required on each side of the trackbed between the rail 9 and the base 2 of the railway rail 1. This makes the structure simple and inexpensive, and also reduces dimensional accuracy.

During tightening of the bolts 28, these shafts 31 are precisely positioned by the through holes 26, 27 in the chevron-shaped guide plate 10.11, as a result of which the railway rail 1 is secured to the sleeper 3.
The tightening also prevents the bolt 28 from being bent in any way while being secured on top. This is especially true for Yamagata information board 1.
On the support elements 48, 49 of 0.11, the tightening can be achieved in that the surface facing away from the railway rail 1 forms the contact surface 47 for the shaft 31 of the bolt 28. I can do it.

Naturally, the embodiments described above can be varied and modified within the scope of the inventive concept.

For example, a chevron guide plate 10 whose inclined surface 12.13 rests against a corresponding inclined surface 8.9 in the sleeper 3
．． 11 is the sleeper 3 by other methods with respect to the horizontal force.
It can also be replaced by guide plates which are mounted in a mutually fixed manner.

Instead of the W-shaped clamp 38, other clamp shapes having the same function can also be used.

Furthermore, the railway rail fixing device according to the invention does not have to be used only with the sleepers on which it is provided, but with other supporting elements, such as, for example, suitably designed support plates. I can do it.

[Brief explanation of the drawing]

FIG. 1 is a cross-sectional view of a railway rail fixing device according to the invention, with the left half showing the final assembled state and the right half showing the pre-assembled state. Figure 2 is a plan view of the railway rail fixing device shown in Figure 1, with the left half showing the final M1 fully assembled state, and the right half showing the pre-assembled state. FIG. 3 is a sectional view along the line m-mm of FIG. 1; FIG. 4 is a railway rail fixing bag according to the present invention! It is a top view of the chevron-shaped guide plate used in it. 1... Railway rail, 2... Legs, 3... Sleepers, 4
...Longitudinal recess, 5... @ seat surface, 6.7...
Groove-shaped recess, 8, 9... inclined surface, to, it...
Chevron guide plate, 12.13...Cross-sectional shape, 14.15
... U-shape, 16.17 ... Boget-shaped recess, 1
8.19... End surface, 20.21... Rib, 22,
23, 24.25...Groove, 26.27...Through hole,
28...Tighten with two bolts...head, 30...
Washer plate, 31... Shaft, 32... Screw area, 3
3... Dowel, 34... Elastic intermediate plate, 35... Pressure distribution plate, 36... Intermediate layer, 37... Longitudinal hole, 3
8...Clamp, 39...Central curved part, 40°41
...Side piece, 42.43...Flat area, 44...Curved area, 45...Groove, 46...Claw, 48.49...
・Support element.

Claims (1)

[Claims] 1. A device for fixing a railway rail to a hard roadbed formed by a roadbed, which includes: two guide plates for creating lateral guidance of the rail; provided on each of the two guide plates and tightened by bolts to form the guide plate on the one hand and the leg of the railway rail on the other;
a clamp for pressing onto the subgrade; and at least one resilient intermediate plate disposed between the foot of the railway rail and the floor member; the resilient intermediate plate being oriented relative to the longitudinal axis of the railway rail. Each of the two guide plates has a width larger than the width of the railway rail in an orthogonal plane, and each of the two guide plates has a recess that opens toward the base of the railway rail, and in this recess, A railway rail fixing device characterized by having an elastic intermediate plate protruding from the top. 2. The railway rail fixing device according to claim 1, characterized in that a rigid pressure dispersion plate is disposed between the railway rail leg and the elastic intermediate plate. 3. The railway rail fixing device according to claim 2, wherein the length and/or width of the pressure distribution plate is larger than the corresponding elastic intermediate plate. 4. Another intermediate layer is arranged between the foot of the railway rail and the pressure distribution plate, the width of this intermediate layer substantially corresponding to the width of the base of the railway rail. A railway rail fixing device according to claim 2, characterized in that: 5. The individual guide plates have support elements in the region of the openings of the recesses in the legs of the railway rail, which support elements are in contact with the subgrade and the forces applied by the clamps are passed through the support elements. Claims 1 to 3 are characterized in that the information is at least substantially transmitted from the guide plate to the roadbed.
The railway rail fixing device according to any one of paragraphs. 6. The guide plate is provided with a contact surface for the shaft of the bolt at least on the side facing the railway rail,
A railway rail fixing device according to any one of claims 1 to 3, characterized in that: 7. The guide plate is provided with a contact surface for the shaft of the bolt at least on the side facing the railway rail,
4. Railway rail fixing device according to claim 1, characterized in that this contact surface is also formed on the support element. 8. The recess provided in each guide plate is shaped like a U-shape that opens toward the roadbed, and the gap height of this recess is determined by the thickness of the elastic intermediate plate and the thickness of the rigid pressure dispersion plate. The railway rail fixing device according to any one of claims 1 to 3, wherein the rail fixing device is larger than the sum of the following. 9. The pressure dispersion plate or the elastic intermediate plate has an elongated hole extending in a direction perpendicular to the longitudinal axis of the railway rail, through which the support elements of the bolt and guide plate extend. A railway rail fixing device according to any one of claims 1 to 3, characterized in that: 10. Each guide plate has an inclined surface on the end facing away from the railway rail, and the inclined surface of the guide plate is formed on the inclined surface formed on the roadbed corresponding to this inclined surface. The railway rail fixing device according to any one of claims 1 to 3, characterized in that: is placed thereon. 11. Each guide plate has a protrusion that extends parallel to the longitudinal axis of the railway rail and engages in a recess in the roadbed. The railway rail fixing device according to any one of Item 3. 12. Claim characterized in that the clamp has a substantial W-shape, the central curve of which engages the shaft of the bolt and seats on the guide plate in the area of its support element. The railway rail fixing device according to any one of items 1 to 3.