Combined frog and method of manufacturing the same

Abstract

The application provides a combined frog, which comprises a center rail, two wing rails and two frog heel rails which are fixedly connected, the center rail comprises a first connecting part, a transition part and a second connecting part which are sequentially connected, the rail top of the first connecting part is provided with two inwardly recessed rail head grooves, the rail bottom of the first connecting part is provided with an inwardly recessed cavity, the rail waist of the first connecting part comprises an upper abutting part, a side abutting part and a lower abutting part, the upper abutting part abuts against the upper jaw of the wing rail, the side abutting part abuts against the rail waist of the wing rail, and the lower abutting part abuts against the lower jaw of the wing rail, the first connecting part is arranged between the two wing rails, and one end of each of the two frog heel rails is clamped between the second connecting part and the wing rail. The application also provides a method for manufacturing the combined frog. The combined frog and the manufacturing method thereof have the advantages that the overall structure of the frog is compact, the reliability is high, and the service life of the frog is prolonged.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway frog technology, in particular to a combined frog and a manufacturing method thereof. BACKGROUND

[0002] The center rail of the existing railway frog is mostly made of high manganese steel because high manganese steel has good impact toughness and crack ductility. However, the center rail of the existing technology is mostly cast into shape, and the center rail mostly has problems such as coarse grains and internal organizational defects that cannot be eliminated, which seriously affect the reliability and service life of the center rail. Meanwhile, due to the reasons such as the deep wheel flange groove between the wing rail and the center rail of the frog and the large curvature of the rail top profile of the center rail, the center rail is not suitable for being directly strengthened by forging.

[0003] In addition, the overall structure of the existing frog is relatively complex, such as the need to set a spacing iron between the center rail and the wing rail and to set a frog large base plate at the bottom of the center rail, which makes the assembly process of the frog complex and reduces the overall installation precision and structural reliability of the frog. SUMMARY

[0004] The present application aims to overcome the deficiencies in the prior art and provide a combined frog and a manufacturing method thereof to solve the problems such as the complex overall structure of the frog, poor reliability, and defects in the internal quality of the center rail in the prior art.

[0005] To achieve the above-mentioned purpose, in a first aspect, the present application provides a combined frog, comprising a center rail, two wing rails and two frog heel rails fixedly connected;

[0006] The center rail comprises a first connecting part, a transition part and a second connecting part connected in sequence; the rail top of the first connecting part is provided with two inwardly recessed wheel flange grooves; the rail bottom of the first connecting part is provided with an inwardly recessed cavity; the rail waist of the first connecting part comprises an upper abutting part, a side abutting part and a lower abutting part, the upper abutting part abuts against the upper jaw of the wing rail, the side abutting part abuts against the rail waist of the wing rail, and the lower abutting part abuts against the lower jaw of the wing rail;

[0007] The first connecting part is arranged between the two wing rails, and one end of each of the two frog heel rails is clamped between the second connecting part and the wing rail.

[0008] Further, the number of cavities is multiple, the multiple cavities are arranged at intervals along the length direction of the first connecting part, the wheel flange groove is forged into shape, and the cavity is cast into shape.

[0009] Further, the cross-sectional area of the opening end of the cavity is larger than that of the bottom of the cavity, and the slope of the side wall of the cavity is 1:4-6.

[0010] Further, the rail web of the second connecting portion is provided with at least one clamping portion for limiting the displacement of the heel rail in the length direction.

[0011] Further, each wing rail comprises a first connecting rail and a second connecting rail fixedly connected, the second connecting rail being arranged at one end of the wing rail close to the heel rail, and the second connecting rail being made of bainite steel.

[0012] Further, the wing rail comprises a horizontal section, a transition section and a raised section, the raised section being arranged at one end of the second connecting rail away from the first connecting rail, the horizontal section being arranged at one end of the first connecting rail away from the second connecting rail, and the transition section being arranged between the horizontal section and the raised section, the height of the rail top of the raised section being higher than the height of the rail top of the center rail, the height of the rail top of the horizontal section being flush with the height of the rail top of the center rail, and the height of the rail top of the transition section gradually transitioning from the height of the rail top of the horizontal section to the height of the rail top of the raised section.

[0013] In a second aspect, the application provides a manufacturing method of a combined frog, the combined frog comprising a center rail, two wing rails and two heel rails; the manufacturing method of the combined frog comprising the following steps:

[0014] The center rail forming step: a center rail profiling blank is provided by casting forming, the center rail profiling blank comprising a first connecting portion, a transition portion and a second connecting portion connected in sequence; the rail bottom of the first connecting portion is provided with an inwardly recessed cavity; the rail web of the first connecting portion comprises an upper abutting portion, a side abutting portion and a lower abutting portion; a mold is placed in the cavity, and the first connecting portion is forged so that the upper surface of the first connecting portion is inwardly recessed to form two wheel rim grooves, thereby obtaining the center rail; the rail web of the first connecting portion of the center rail comprises an upper abutting portion, a side abutting portion and a lower abutting portion;

[0015] The assembling step: the first connecting portion is arranged between the two wing rails, one end of each of the two heel rails is clamped between the second connecting portion and the wing rail; the upper abutting portion of the center rail abuts against the upper jaw of the wing rail, the side abutting portion of the center rail abuts against the rail web of the wing rail, and the lower abutting portion of the center rail abuts against the lower jaw of the wing rail; the center rail, the two wing rails and the two heel rails are fixedly connected by a plurality of fastening assemblies.

[0016] Further, the number of cavities is multiple, and the multiple cavities are arranged at intervals along the length direction of the first connecting portion; the cross-sectional area of the opening end of the cavity is larger than the cross-sectional area of the bottom of the cavity, and the slope of the side wall of the cavity is 1:4-6;

[0017] The second connecting part has at least one locking part on the rail web, which is used to limit the displacement of the fork and rail in the length direction.

[0018] Furthermore, each of the wing rails includes a first connecting rail and a second connecting rail that are fixedly connected. The second connecting rail is located at one end of the wing rail near the fork rail and is made of bainitic steel.

[0019] Furthermore, the wing rail includes a horizontal section, a transition section, and a heightened section. The heightened section is located at the end of the second connecting rail away from the first connecting rail. The horizontal section is located at the end of the first connecting rail away from the second connecting rail. The transition section is located between the horizontal section and the heightened section. The top height of the heightened section is higher than the top height of the center rail. The top height of the horizontal section is flush with the top height of the center rail. The top height of the transition section gradually transitions from the top of the horizontal section to the top of the heightened section.

[0020] According to the technical solution of the present invention, the combined frog of the present invention has only one core rail, and the core rail has a flange groove at the top and a cavity at the bottom. The cavity design greatly reduces the weight of the core rail itself. At the same time, since the bottom of the core rail is a non-load-bearing surface, it does not need to bear impact loads and local stresses, so it can be directly formed by casting. When forming the flange groove, a mold can be placed in the cavity to forge the top of the core rail. This structural design of the core rail solves the problem that the center rail of the prior art cannot be strengthened by forging to improve internal casting defects. At the same time, the cavity at the bottom of the core rail can be placed to support the core rail, improving the strengthening effect of forging. In addition, the cavity design also reduces the input cost of core rail raw materials. It cooperates with the upper abutment part, side abutment part and lower abutment part of the core rail web to make the wing rail wrap around the core rail, so that there is no need to set a spacer iron and a large pad between the wing rail and the core rail, simplifying the structure of the frog, reducing the vibration transmission when the train passes, and enhancing the reliability of the overall structure of the frog. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the combined frog structure according to an embodiment of the present invention.

[0022] Figure 2 for Figure 1 Schematic diagram of the cross-sectional structure along the AA direction.

[0023] Figure 3 for Figure 1 Schematic diagram of the cross-sectional structure along the BB direction.

[0024] Figure 4 for Figure 1 Schematic diagram of the cross-sectional structure along the CC direction.

[0025] Figure 5 Structure diagram of the heart rail of the embodiment of the present application.

[0026] Figure 6 Structure diagram of the wing rail of the embodiment of the present application. Figure 5 Structure diagram of the section of the wing rail of the embodiment of the present application.

[0027] Figure 7 Structure diagram of the heart rail of the embodiment of the present application.

[0028] Figure 8 Structure diagram of the section of the heart rail of the embodiment of the present application.

[0029] Figure 9 Structure diagram of the wing rail of the embodiment of the present application.

[0030] The meanings of the respective reference numerals in the drawings are as follows:

[0031] 1 - wing rail; 2 - heart rail; 3 - fork heel rail; 4 - first fastening assembly; 5 - second fastening assembly; 6 - third fastening assembly; 7 - fourth fastening assembly; 8 - fifth fastening assembly; 11 - first connecting rail; 12 - second connecting rail; 13 - lower jaw of the wing rail; 14 - web of the wing rail; 15 - upper jaw of the wing rail; 16 - raised section; 17 - transition section; 18 - horizontal section; 21 - first connecting portion; 22 - transition portion; 23 - second connecting portion; 211 - frog core; 212 - wheel flange groove; 213 - cavity; 214 - first mounting hole; 215 - fifth mounting hole; 216 - upper abutting portion; 217 - side abutting portion; 218 - lower abutting portion; 219 - riser; 231 - clamping portion; 232 - second mounting hole; 41 - first anti-rotation washer; 42 - first check bolt; 51 - second anti-rotation washer; 52 - second check bolt; 71 - fourth anti-rotation washer; 72 - fourth check bolt; 73 - spacer iron; 81 - fifth check bolt; 82 - clamping plate. DETAILED DESCRIPTION

[0032] In order to facilitate the understanding of the present application, the present application will be described more fully below with reference to the accompanying drawings. The preferred embodiments of the present application are shown in the drawings. However, the present application can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of the present application can be more thoroughly and completely understood.

[0033] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs. The terminology used in the description of the present application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application.

[0034] As Figure 1As shown, the combined frog of this invention includes a fixedly connected center rail 2, two wing rails 1, and two fork follow rails 3.

[0035] like Figures 2 to 6 As shown, the core rail 2 includes a first connecting part 21, a transition part 22, and a second connecting part 23 connected in sequence; the width of the first connecting part 21 gradually increases from the end of the first connecting part 21 away from the transition part 22 toward the end closer to the transition part 22; the top of the first connecting part 21 is provided with two inwardly recessed wheel flange grooves 212; the bottom of the first connecting part 21 is provided with an inwardly recessed cavity 213; the waist of the first connecting part 21 includes an upper abutment part 216, a side abutment part 217, and a lower abutment part 218; the upper abutment part 216 abuts against the upper jaw 15 of the wing rail; the side abutment part 217 abuts against the waist 14 of the wing rail; and the lower abutment part 218 abuts against the lower jaw 13 of the wing rail.

[0036] The first connecting part 21 is disposed between the two wing rails 1, and one end of each of the two fork rails 3 is respectively clamped between the second connecting part 23 and the wing rail 1.

[0037] Specifically, in this embodiment, the combined frog is provided with a first fastening component 4 at one end of the first connecting portion 21 near the transition portion 22 and at the middle portion of the first connecting portion 21. The first fastening component 4 includes a first anti-loosening bolt 42 and a first anti-rotation washer 41. In this embodiment, there are two first anti-rotation washers 41, which are respectively attached to the outer side of the web of the two wing rails 1. The first anti-rotation washers 41, the wing rails 1 and the core rail 2 are respectively provided with corresponding first mounting holes 214. The first anti-loosening bolt 42 passes through the first mounting hole 214 to fix the first connecting portion 21 of the two wing rails 1 and the core rail 2.

[0038] The combined forklift has a second fastening component 5 at one end of the second connecting portion 23 near the transition portion 22 and at the middle portion of the second connecting portion 23. The structure of the second fastening component 5 is similar to that of the first fastening component 4, including a second anti-loosening bolt 52 and a second anti-rotation washer 51. In this embodiment, there are two second anti-rotation washers 51, which are respectively attached to the outer side of the rail web of the two fork rails 3. The second connecting portion 23 is attached to the inner side of the rail web of the fork rail 3. The second anti-rotation washer 51, the fork rail 3 and the center rail 2 are respectively provided with corresponding second mounting holes 232. The second anti-loosening bolt 52 passes through the second mounting hole 232 to fix the second connecting portion 23 of the two fork rails 3 and the center rail 2.

[0039] The combined frog further comprises a third fastening assembly 6, which is similar in structure to the first fastening assembly 4 and the second fastening assembly 5 and will not be described herein again. The third fastening assembly 6 is arranged on the second connecting portion 23 of the center rail 2 and crosses the second fastening assembly 5, and is used for fixedly connecting the two wing rails 1, the two heel rails 3 and the center rail 2.

[0040] In addition, a fourth fastening assembly 7 is further arranged at the throat of the wing rail 1 and the throat of the heel rail 3, respectively. The fourth fastening assembly 7 comprises two fourth anti-loosening bolts 72, four fourth anti-rotation washers 71 and a spacing iron 73. The spacing iron 73 is arranged between the two wing rails 1 or the two heel rails 3 and is attached to the inner side of the rail web of the wing rail 1 or the heel rail 3. Two groups of fourth mounting holes (not shown) are arranged on the wing rail 1 or the heel rail 3, the center rail 2, the spacing iron 73 and the fourth anti-rotation washers 71, respectively. One fourth anti-loosening bolt 72 is arranged in each group of fourth mounting holes. The fourth fastening assembly 7 is used for fixedly connecting the two wing rails 1 or the two heel rails 3. The arrangement of the plurality of fastening assemblies makes the structure of the combined frog stable and reliable. The overall structure of the combined frog is simple and reliable. The arrangement of the spacing iron and the large pad between the center rail 2 and the wing rail 1 is reduced, which reduces the cost and improves the overall stability of the combined frog. In addition, the reduction of parts makes the installation of the combined frog more convenient.

[0041] As shown in Figure 8 The number of the cavities 213 is multiple. The cavities 213 are arranged at intervals along the length direction of the first connecting portion 21. The wheel rim groove 212 is forged, and the cavity 213 is cast.

[0042] As shown in Figure 5As shown, two said wheel flange grooves 212 are communicated at one end of said first connecting part 21 away from said transition part 22, forming a frog core 211 between the two said wheel flange grooves 212. In this embodiment, said rail 2 is made of high manganese steel, and the setting of multiple cavities 213 at the bottom of said rail 2 can reduce the use of high manganese steel material, thereby reducing the production cost, at the same time, the setting of cavities 213 can also reduce the overall weight of the rail 2, so that the support point of the rail 2 falls on the two lower abutments 218, and the lower abutments 218 of the rail 2 are directly supported by the lower jaw of the wing rail 1, reducing the use of large pads, further reducing the cost, and making the assembly of the frog more convenient and fast, and reducing the vibration transmission when the train passes, making the train run more smoothly and reliably. Since the rail bottom of the rail 2 is a non-bearing surface and does not need to bear impact load and local stress, the cavities 213 can be formed by casting, which is economical and fast. The wheel flange groove 212 of the rail 2 needs to bear impact load and local stress, so it is formed by forging to improve its mechanical properties and reduce casting defects. The upper surface of the first connecting part 21 of the rail 2 of this embodiment only has the frog core 211, and the deformation amount required at the rail top of the rail 2 is small, so the surface tension at the frog core 211 part during forging is small, which is beneficial to improve the internal quality after forging. And, since the first connecting part 21 is provided with multiple cavities 213, the rail top of the first connecting part 21 can be supported in the cavities 213 during forging, which can further strengthen the strength of the rail 2. The wheel flange groove 212 has a simple structure and can be forged along the length direction, reducing the difficulty of forging.

[0043] The cross-sectional area of the opening end of the cavity 213 is greater than the cross-sectional area of the bottom of the cavity 213, and the slope of the side wall of the cavity 213 is 1:4-6.

[0044] As shown in the figure, Figure 2 In this embodiment, the slope of the side wall of the cavity 213 is 1:5. The setting of the slope can facilitate the demolding of the rail 2 during casting.

[0045] The rail waist of the second connecting part 23 is provided with at least one clamping part 231, which is used to limit the displacement of the frog rail 3 in the length direction.

[0046] As shown in the figure, Figure 5As shown, to prevent the fork rail 3 from moving in the track extension direction, in addition to using the fastening assembly to fix it, a clamping portion 231 is arranged on the second connecting portion 23, and a corresponding matching structure is arranged on the fork rail 3. In this embodiment, the clamping portion 231 is two, one is arranged at one end of the second connecting portion 23 close to the transition portion 22, and the other is arranged at the middle position of the second connecting portion 23. In this embodiment, the clamping portion 231 is a protrusion extending outward along the width direction of the second connecting portion 23, and a clamping groove is arranged on the fork rail 3 in correspondence, and the clamping groove and the protrusion are engaged. The clamping portion 231 further limits the position of the fork rail 3 in the track extension direction, making the connection structure of the frog more stable, and avoiding loosening caused by impact and vibration when the train passes.

[0047] Each of the wing rails 1 respectively includes a first connecting rail 11 and a second connecting rail 12 fixedly connected, the second connecting rail 12 is arranged at one end of the wing rail 1 close to the fork rail 3, and the second connecting rail 12 is made of bainite steel.

[0048] As shown in Figure 1 and Figure 9 As shown, the center rail 2 is the main force component in the frog assembly, and the center rail 2 made of high manganese steel can effectively improve the wear resistance and prolong the service life. However, the cost of high manganese steel is relatively high. In order to keep the wear resistance of the wing rail 1 and the center rail 2 basically the same and keep the manufacturing cost relatively low, this embodiment adopts a segmented design for the wing rail 1, and the second connecting rail 12 which is closely connected with the center rail 2 is made of bainite steel to improve its wear resistance, impact resistance and other properties, and the first connecting rail 11 is made of ordinary steel to reduce the overall cost of the wing rail 1. The first connecting rail 11 and the second connecting rail 12 are welded and fixed. The connection L between the first connecting rail 11 and the second connecting rail 12 is located at the communication of the wheel flange groove 212 of the first connecting portion 21 of the center rail 2, and the first connecting rail 11, the second connecting rail 12 and the first connecting portion 21 of the center rail 2 are fixed by the fifth fastening assembly 8. The fifth fastening assembly 8 includes two fifth anti-loose bolts 81 and two clamping plates 82, the two clamping plates 82 are respectively arranged on the outer side of the rail web of the wing rail 1, a group of fifth mounting holes 215 are arranged on the first connecting rail 11 and the clamping plate 82, another group of fifth mounting holes 215 are arranged on the second connecting rail 12 and the clamping plate 82, and two fifth anti-loose bolts 81 are respectively arranged in the corresponding fifth mounting holes 215 to reinforce the frog on both sides of the connection between the first connecting rail 11 and the second connecting rail 12.

[0049] The wing rail 1 comprises a horizontal section 18, a transition section 17 and a raised section 16, the raised section 16 is located at one end of the second connecting rail 12 away from the first connecting rail 11, the horizontal section 18 is located at one end of the first connecting rail 11 away from the second connecting rail 12, the transition section 17 is located between the horizontal section 18 and the raised section 16, the rail top height of the raised section 16 is higher than the rail top height of the center rail 2, the rail top height of the horizontal section 18 and the rail top height of the center rail 2 are flush, and the rail top height of the transition section 17 gradually transitions from the rail top of the horizontal section 18 to the rail top of the raised section 16.

[0050] Specifically, in the embodiment, the transition section 17 is located at a position where the width of the throat of the wing rail 1 to the first connecting part 21 of the center rail 2 is 40-60mm, for example, the width of the first connecting part 21 is 50mm, and the distance h by which the height of the raised section 16 is higher than that of the horizontal section 18 is 4-8mm, for example, h can be 6mm. As the combined frog assembly bends outward with the wing rail 1, the wheel rail contact area begins to move outward, thereby causing the vertical position of the wheelset centroid to be lowered, which causes severe wheel rail impact. The second connecting rail 12 of the wing rail 1 is raised in the embodiment, which can effectively reduce the vertical displacement of the wheelset centroid and effectively reduce the vertical dynamic interaction when the train passes the turnout, thereby improving the stability of the train when passing the turnout.

[0051] Another embodiment of the application provides a manufacturing method of a combined frog for manufacturing the combined frog described above, comprising the following steps:

[0052] S1, center rail forming step: as shown in Figure 7 and Figure 8 The center rail profile blank is provided by casting forming, and the center rail profile blank comprises a first connecting part 21, a transition part 22 and a second connecting part 23 connected in sequence; the rail bottom of the first connecting part 21 is provided with an inwardly recessed cavity 213; a mold is placed in the cavity 213, and the first connecting part 21 is forged to form two flange grooves 212 on the upper surface of the first connecting part 21 by inwardly recessing the upper surface of the first connecting part 21, thereby obtaining the center rail 2; the web of the first connecting part 21 of the center rail 2 comprises an upper abutting part 216, a side abutting part 217 and a lower abutting part 218.

[0053] In the embodiment, the heart rail profiling blank is provided by casting forming, that is, except that the two wheel flange grooves 212 need to be forged, the rest are cast, which reduces the difficulty and cost of forging, and improves the internal quality of the heart rail 2. When cast, five risers 219 are arranged at the bottom of the heart rail profiling blank to prevent defects such as porosity and shrinkage holes from occurring in the heart rail profiling blank. When cast, the positions of the first mounting hole 214, the second mounting hole 232, the third mounting hole and the fifth mounting hole 215 are reserved, which reduces the weight of the heart rail profiling blank, reduces the amount of raw materials used, and also reduces the subsequent mounting hole processing steps, reducing the processing difficulty. The shape contour of the heart rail profiling blank can be calculated by simulating the forging process to obtain the optimal result.

[0054] S2, assembling step: the first connecting part 21 is arranged between the two wing rails 1, one end of each of the two fork rails 3 is clamped between the second connecting part 23 and the wing rail 1; the upper abutting part 216 of the heart rail 2 abuts against the upper jaw 15 of the wing rail, the side abutting part 217 of the heart rail 2 abuts against the rail waist 14 of the wing rail, and the lower abutting part 218 of the heart rail 2 abuts against the lower jaw 13 of the wing rail; the heart rail 2, the two wing rails 1 and the two fork rails 3 are fixedly connected through a plurality of fastening assemblies.

[0055] The combined frog of the embodiment has a compact overall structure and is not easy to deform, so that the train runs more stably and reliably, the service life of the frog is prolonged, and the overall stability of the frog is improved.

[0056] The manufacturing method of the combined frog of the embodiment uses the cast high manganese steel heart rail profiling blank for forging, and the frog heart and the wheel flange groove 212 are formed by forging, which not only reduces the overall weight of the frog, but also eliminates internal defects of casting, improves the impact resistance and wear resistance of vulnerable parts, reduces the vulnerability, prolongs the service life, and makes the heart rail 2 directly contact with the rail waist 14 of the wing rail, the upper jaw 15 of the wing rail and the lower jaw 13 of the wing rail in the interval between the heart rail 2 and the wing rail 1, so that the heart rail 2 is wrapped and supported by the two wing rails 1, the connection between the heart rail 2 and the wing rail 1 does not need spacing iron and large pads, the number of combined parts is reduced, the overall structure of the frog is more compact, the impact and vibration generated when the train passes are reduced, and the safety of train operation is ensured.

[0057] The technical features of the above embodiments can be combined in any way. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described, but as long as the combinations of the technical features do not exist, they should be considered as the scope of the description.

[0058] The above examples only express the preferred embodiments of the present application, which are described in a more specific and detailed manner, but should not be understood as a limitation to the scope of the patent. It should be noted that for those skilled in the art, several modifications and improvements can be made without departing from the concept of the present application, which are all within the scope of protection of the present application. Therefore, the scope of protection of the present application patent should be subject to the appended claims.

Claims

1. A combined frog, comprising a fixedly connected top rail, two wing rails, and two fork follower rails, characterized in that: The core rail includes a first connecting part, a transition part, and a second connecting part connected in sequence; the top of the first connecting part has two inwardly recessed rim grooves; the bottom of the first connecting part has an inwardly recessed cavity; there are multiple cavities, which are spaced apart along the length of the first connecting part; the rim grooves are forged, and the cavities are cast; the rail web of the first connecting part includes an upper abutment part, a side abutment part, and a lower abutment part; the upper abutment part abuts against the upper jaw of the wing rail, the side abutment part abuts against the rail web of the wing rail, and the lower abutment part abuts against the lower jaw of the wing rail; Each of the wing rails includes a first connecting rail and a second connecting rail that are fixedly connected. The second connecting rail is located at one end of the wing rail near the fork rail and is made of bainitic steel. The wing rail includes a horizontal section, a transition section, and an elevated section. The elevated section is located at the end of the second connecting rail away from the first connecting rail. The horizontal section is located at the end of the first connecting rail away from the second connecting rail. The transition section is located between the horizontal section and the elevated section. The top height of the elevated section is higher than the top height of the center rail. The top height of the horizontal section is flush with the top height of the center rail. The top height of the transition section gradually transitions from the top of the horizontal section to the top of the elevated section. The first connecting part is disposed between the two wing rails, and one end of each of the two fork rails is respectively clamped between the second connecting part and the wing rails.

2. The combined frog according to claim 1, characterized in that, The cross-sectional area of ​​the opening end of the cavity is larger than the cross-sectional area of ​​the bottom of the cavity, and the slope of the sidewall of the cavity is 1:4-6.

3. The combined frog according to claim 1, characterized in that, The second connecting part has at least one locking part on the rail web, which is used to limit the displacement of the fork and rail in the length direction.

4. A method for manufacturing the combined frog as described in claim 1, characterized in that, The combined frog includes a point rail, two wing rails, and two fork follower rails; the manufacturing method of the combined frog includes the following steps: The mandrel forming process involves: providing a mandrel template blank using casting, the mandrel template blank comprising a first connecting part, a transition part, and a second connecting part connected in sequence; the bottom of the first connecting part has an inwardly recessed cavity; the rail web of the first connecting part includes an upper abutment part, a side abutment part, and a lower abutment part; a mold is placed in the cavity, and the first connecting part is forged to form two flange grooves by inwardly recessing the upper surface of the first connecting part, thus obtaining the mandrel; the rail web of the first connecting part of the mandrel includes an upper abutment part, a side abutment part, and a lower abutment part; Assembly steps: The first connecting part is placed between the two wing rails, and one end of each of the two fork rails is clamped between the second connecting part and the wing rails; the upper abutting part of the center rail abuts against the upper jaw of the wing rail, the side abutting part of the center rail abuts against the waist of the wing rail, and the lower abutting part of the center rail abuts against the lower jaw of the wing rail; the center rail, the two wing rails, and the two fork rails are fixedly connected by multiple fastening components.

5. The manufacturing method of the combined frog according to claim 4, characterized in that, The number of cavities is multiple, and the multiple cavities are spaced apart along the length direction of the first connecting part; the cross-sectional area of ​​the opening end of the cavity is larger than the cross-sectional area of ​​the bottom of the cavity, and the slope of the sidewall of the cavity is 1:4-6. The second connecting part has at least one locking part on the rail web, which is used to limit the displacement of the fork and rail in the length direction.

6. The manufacturing method of the combined frog according to claim 4, characterized in that, Each of the wing rails includes a first connecting rail and a second connecting rail that are fixedly connected. The second connecting rail is located at one end of the wing rail near the fork rail and is made of bainitic steel.

7. The manufacturing method of the combined frog according to claim 4, characterized in that, The wing rail includes a horizontal section, a transition section, and a heightened section. The heightened section is located at the end of the second connecting rail away from the first connecting rail. The horizontal section is located at the end of the first connecting rail away from the second connecting rail. The transition section is located between the horizontal section and the heightened section. The top height of the heightened section is higher than the top height of the center rail. The top height of the horizontal section is flush with the top height of the center rail. The top height of the transition section gradually transitions from the top of the horizontal section to the top of the heightened section.

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