A frog herringbone tip connection mechanism and a combined frog

Abstract

This invention provides a frog herringbone tip connection mechanism and a combined frog. The frog herringbone tip connection mechanism consists of a top rail, fork follower rail I, fork follower rail II, rail washers, and high-strength bolt connections. The top rail has an integrated spacer area. Fork follower rails I and II are symmetrically arranged on both sides of the integrated spacer area of ​​the top rail and connected by high-strength bolts and rail washers to form a herringbone tip structure. This invention has a simple structure, is easy to process and manufacture, is economical and practical, has excellent structural stability and safety, is safe and reliable, and is suitable for widespread application.

Description

Technical Field

[0001] This utility model belongs to the technical field of railway switch technology, specifically relating to a frog herringbone tip connection mechanism and a combined frog. Background Technology

[0002] Currently, alloy steel composite frogs have a longer overall service life compared to high manganese steel frogs, and are gradually gaining recognition and use from railway departments worldwide, leading to the continuous development and advancement of alloy steel composite frog technology. The frog's core rail is made of bainitic wear-resistant steel, while the fork rail and wing rail are made of pearlitic steel of the same material as the track. This allows for on-site welding to the track, meeting the requirements of seamless tracks and making it popular with users. However, since the frog is assembled from the core rail, fork rail, and wing rail, joints are unavoidable inside. During use on seamless tracks, due to temperature and force, the joints at the herringbone tips are prone to pulling apart or misalignment, causing uneven track gauge and affecting train safety.

[0003] In the prior art, Chinese patent CN220468512U provides a combined fork turnout, including a manganese fork core, a wing rail, a fork follower rail, a high-strength bolt pair, a fastening system, and a pad. The manganese fork core and the fork follower rail have a "locking" convex-concave fit structure, which is suitable for environments with large temperature differences and prevents the fork follower rail from pulling apart under the action of temperature force. The main principle is that the "locking" is similar to the "convex-concave" structure of the manganese fork core and the fork follower rail head, forming an included angle X° of 10° to 170°, with the turning point being an R-shaped arc structure. The "temperature force" generates action and reaction forces, forming a balanced force at the included angle X°, thereby preventing the fork follower rail from pulling apart or moving forward. However, this patented technology has a complex structure and is relatively difficult to manufacture.

[0004] Chinese Patent Publication No. CN115821648A discloses a assemblies for the mating of a core rail and fork rails in a combined frog, and the combined frog itself. The core rail has a central cross-section that makes it symmetrical from left to right, and two grooves symmetrically arranged along the central cross-section are provided in the rear section of the core rail. Two fork rails are symmetrically placed on both sides of the rear section of the core rail along the central cross-section, and each fork rail has a boss that fits into the groove. The upper surface of the fork rail is at the same height as the upper surface of the core rail, and the edge of the upper surface of the fork rail extends rearward along the edge of the upper surface of the front section of the core rail. A mutual abutment structure is provided between the core rail and the fork rails to prevent them from being pulled apart along the central cross-section. This invention, through the mutual abutment structure between the slope and the inclined plane, can form a balanced force when affected by temperature forces, thereby preventing displacement of the fork rails and the core rail, and thus solving the problem of bolt breakage caused by this. However, the machining of the slope and inclined plane in this patented structure is difficult, and the assembly accuracy is not easily guaranteed.

[0005] The Chinese patent with the publication number CN106149483B provides an assembly structure of a combined frog point and frog heel rail. By increasing the frictional resistance between the frog point and the frog heel rail, the longitudinal relative displacement between the two is prevented, thereby improving the overall stability and operation safety of the combined frog. The assembly structure of the combined frog point and frog heel rail has a dovetail assembly structure between the heel end of the frog point and the two frog heel rails, and the upper inclined surfaces of the fish tail spaces between each frog heel rail and the frog point adopt a longitudinal and transverse wedge-shaped structure and an interference fit. However, the assembly of this patent is difficult. In view of this, the following improved technical solutions are proposed. Utility Model Content

[0006] The technical problem solved by the present utility model: Provide a frog herringbone tip connection mechanism and a combined frog, and solve the technical problems of complex structure, difficult processing, poor structural stability and safety of the combined frog.

[0007] The technical solution adopted by the present utility model: A frog herringbone tip connection mechanism is composed of a switch rail, frog heel rail I, frog heel rail II, rail washer, and high-strength bolt connection pair; the switch rail has a built-in continuous spacer area; frog heel rail I and frog heel rail II are symmetrically arranged on both sides of the built-in continuous spacer area of the switch rail, and are connected by a high-strength bolt connection pair and a rail washer to form a herringbone tip structure.

[0008] Furthermore: The longitudinal shape of the spacer area is fish tail-shaped. The spacer area gradually narrows from the joint of the switch rail and then gradually widens to the maximum size of the switch rail.

[0009] Furthermore: The transverse shape of the built-in continuous spacer area of the switch rail is "Shen" shaped before the inflection point I of the non-working edge, and "You" shaped after the inflection point I of the non-working edge, and is horizontally centrosymmetric.

[0010] Furthermore: The working edge side of frog heel rail I and frog heel rail II is straight, and after assembly, it is flush with the working edge of the switch rail; the non-working edge side of frog heel rail I and frog heel rail II is a broken line, which is matched with the fish tail structure of the spacer area.

[0011] Furthermore: Before the inflection point II of the non-working edge of frog heel rail I and frog heel rail II, it is closely attached to the vertical surface of the spacer, and after the inflection point II of the non-working edge, there is not only a gap with the vertical surface of the spacer, but also after the inflection point II of the non-working edge, it is closely attached to the upper inclined surface and the lower inclined surface of the spacer.

[0012] Preferably: The gap is 0.3 mm to 3 mm.

[0013] Furthermore: the tail of the fork tip connection mechanism has five sets of high-strength bolt connection pairs; the middle set of high-strength bolt connection pairs connects the fork tip and the wing rail through the reserved bolt holes; the top rail joint is provided with two sets of high-strength bolt connection pairs; the rear end of the fishtail structure in the spacer area is provided with two sets of high-strength bolt connection pairs, which are used to connect the top rail with the fork follower rail I and the fork follower rail II into a whole.

[0014] Furthermore: the length of the middle set of high-strength bolt connections is greater than the length of the other high-strength bolt connections on both sides.

[0015] This utility model also claims protection for a combined frog, including a frog herringbone tip connection mechanism, the frog herringbone tip connection mechanism being the aforementioned frog herringbone tip connection mechanism; it also includes a wing rail, the wing rail and the frog herringbone tip connection mechanism being connected by a high-strength bolt connection pair using a pre-reserved bolt hole in the middle.

[0016] Advantages of this utility model compared to the prior art:

[0017] 1. The structure of this utility model is simple, easy to process and manufacture, and economical and practical.

[0018] 2. The fork rail I and fork rail II of this utility model cooperate with the fishtail structure of the core rail to improve the ability to resist the temperature and force of the seamless track; two sets of high-strength bolt connection pairs are set at the core rail joint, and two sets of high-strength bolt connection pairs are set at the rear end of the fishtail structure in the spacer area, which enhances the stability and safety of the connection mechanism and avoids the risk of high-strength bolt breakage.

[0019] 3. In this utility model, the non-working side of the fork rail I and fork rail II is in close contact with the vertical surface of the spacer before the bend point II. After the bend point II, there is not only a gap between the non-working side and the vertical surface of the spacer, but also close contact with the upper and lower inclined surfaces of the spacer, which further improves the stability, safety and reliability of the fork rail structure.

[0020] 4. This utility model avoids misalignment at the joint, improves the stability of the frog tip connection mechanism, ensures the smoothness and safety of the frog, and extends the service life of the frog. Attached Figure Description

[0021] Figure 1 This is a front view of the fork tip connection mechanism of this utility model;

[0022] Figure 2 This utility model Figure 1 Schematic diagram of the AA cross-section structure;

[0023] Figure 3 This utility model Figure 1 Schematic diagram of the BB cross-section structure;

[0024] Figure 4 This is a schematic diagram of the core track structure of this utility model;

[0025] Figure 5 This is a schematic diagram of the fork-and-rail I structure of this utility model;

[0026] In the diagram: 1-Piston rail, 101-Spacer area, 102-Non-working edge bend point I, 2-Fork rail follower I, 3-Fork rail follower II, 4-Rail washer, 5-High-strength bolt connection pair, 6-Vertical surface of spacer, 7-Upper inclined surface of spacer, 8-Lower inclined surface of spacer, 9-Piston rail joint, 10-Pre-reserved bolt hole, 11-Non-working edge bend point II. Detailed Implementation

[0027] The following will refer to the appendix in the embodiments of this utility model. Figure 1-5 The technical solutions in the embodiments of this utility model are clearly and completely described herein. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0028] A type of fork tip connection mechanism, (such as...) Figure 1 (As shown) It consists of a center rail 1, fork follower rail I 2, fork follower rail II 3, rail washers 4, and high-strength bolt connecting parts 5. The center rail 1 has an integrated spacer area 101. The fork follower rails I 2 and II 3 are symmetrically arranged on both sides of the integrated spacer area 101 of the center rail 1, and are connected in a herringbone structure by the high-strength bolt connecting parts 5 and the rail washers 4.

[0029] It should be noted that the integrated spacer area 101 of the frog rail 1 is connected to the fork rail I 2 and fork rail II 3 via high-strength bolt connecting pair 5 and rail washers 4 in a herringbone structure. This design makes the connection more stable, increases the longitudinal mutual restraint between the rail components, ensures good contact between the frog rail 1 and the fork rail I 2 and fork rail II 3, thereby improving the stress condition of the herringbone tip. The use of high-strength bolt connecting pair 5 and rail washers 4 for connection offers advantages such as reusability, simple installation, and reliable connection. Disassembly, replacement, and adjustment are convenient, reducing maintenance costs and workload. Through reasonable structural design, wear and damage to the frog during use are reduced. The reliable connection between the high-strength bolt connection pair 5 and the rail washer 4 ensures a tight fit between the various components of the frog, thereby improving the overall service life of the frog. This frog herringbone tip connection mechanism can adapt to different track structures and operating conditions. Its robust structure and reliable connection method enable the frog to maintain stable performance under harsh conditions such as heavy loads and extreme cold. The reasonable structural design helps reduce misalignment on the working side of the frog, thereby reducing the risk of wheel derailment when passing through the frog. This contributes to improving the safety and smoothness of train operation.

[0030] Furthermore: (as Figure 4 shown) the longitudinal shape of the spacer block region 101 is fish-tail shaped. The spacer block region 101 gradually narrows backward from the switch rail joint 9 and then gradually widens to the maximum dimension of the switch rail 1.

[0031] It should be noted that: The fish-tail shaped design makes the width change of the spacer block region smoother longitudinally, enabling a smooth transition of the top surface between the switch rail and the frog nose rail for the wheel, avoiding stress concentration at a specific position, helping to disperse the impact force generated when the wheel passes through the frog, and reducing wear and damage of the frog. Through the design of first narrowing and then widening, the spacer block region provides additional support and strength at key positions, enhancing the overall structural stability of the frog. The fish-tail shaped design better adapts to the shape of the wheel tread, enabling the wheel to maintain a smoother contact when passing through the frog, helping to reduce the impact and vibration between the wheel and the rail, and improving the running smoothness and comfort of the train. The fish-tail shaped design makes the manufacturing of the spacer block region simpler and more convenient. Through standard casting or forging processes, the spacer block region that meets the requirements can be easily produced. Since the design of the spacer block region is more reasonable and stable, relevant components can be more easily disassembled, replaced or adjusted during maintenance, reducing the maintenance cost and workload.

[0032] Furthermore: The transverse shape of the spacer block region 101 of the switch rail 1 is "Shen" shaped before the inflection point I 102 of the non-working edge, and "You" shaped after the inflection point I 102 of the non-working edge, and is horizontally centrosymmetric.

[0033] It should be noted that: The "Shen" - shaped design is adopted before the inflection point I 102 of the non - working edge in the frog gusset area 101, which can guide the wheels to transition more smoothly. When the wheels approach the frog, they can gradually adapt to the shape change of the switch rail, reducing the impact and vibration between the wheel and the rail. The "You" - shaped design is adopted after the inflection point I 102, which helps the wheels leave the frog smoothly. After the wheels pass through the frog, they can quickly return to the normal running state, reducing the running instability caused by the frog. The horizontally centrosymmetric design makes the switch rail 1 have the same shape and performance on both the left and right sides, ensuring good running smoothness of the train during two - way running. The "Shen" - shaped and "You" - shaped designs make the shape of the switch rail 1 more complex in the transverse direction. This complex shape helps to disperse the stress generated when the wheels pass through, reducing the stress concentration phenomenon. By optimizing the shape of the switch rail, the wear between the wheels and the switch rail 1 is reduced, improving the wear resistance and service life of the frog. The "Shen" - shaped and "You" - shaped designs can be produced standardly, reducing the manufacturing difficulty and cost; at the same time, this design is also convenient for quality control and inspection. Since the shape design of the switch rail 1 is more reasonable, relevant components can be more easily disassembled, replaced or adjusted during maintenance, reducing the maintenance cost and improving the maintenance efficiency. In heavy - haul and alpine railways, the performance of the frog is crucial for the running safety of the train; the design of the switch rail 1 can optimize the wheel - rail contact relationship, improve the running smoothness, and thus reduce the risk of safety accidents such as derailment. Heavy - haul and alpine railways have high requirements for the wear resistance, strength and stability of the frog, and the design of the switch rail can meet these high - standard requirements, ensuring the safe operation of the railway.

[0034] Furthermore: (As Figure 5 shown) The working - edge sides of the heel rail I 2 and the heel rail II 3 are straight lines. After assembly, they are flush with the working edge of the switch rail 1; the non - working - edge sides of the heel rail I 2 and the heel rail II 3 are broken lines, which are配合 with the fish - tail structure of the gusset area 101. [[ID={6]]

[0035] It should be noted that: the working side of fork-following rails I2 and II3 is straight and flush with the working side of the frog 1 after assembly. This design allows the wheels to transition smoothly when the train passes through the frog, reducing the impact and vibration between the wheel and rail. The straight design helps maintain the straightness of the train's operation, improving the smoothness and comfort of the train's operation. The flush working side reduces the lateral force between the wheel and the rail, thereby reducing wheel and rail wear and extending the service life of the rail and wheel. The non-working side of fork-following rails I2 and II3 is a broken line, which cooperates with the fishtail structure of the spacer area 101. This design makes the connection between the various components of the frog tighter and more stable. The broken line design can better adapt to the shape changes of the fishtail structure, improving the overall structural strength of the frog. The broken line design helps to disperse the stress generated when the wheel passes through the frog, reducing stress concentration, thereby improving the load-bearing capacity and durability of the frog. The broken line design is relatively simple, easy to process and manufacture, reducing manufacturing costs. During maintenance, the broken line design also facilitates the disassembly, replacement, or adjustment of related components, improving maintenance efficiency.

[0036] Furthermore: the non-working edge bend point II11 of the fork rail I2 and fork rail II3 is in close contact with the vertical surface 6 of the spacer (e.g. Figure 2 As shown), after the non-working edge bend point II11, there is not only a gap between it and the vertical surface 6 of the spacer, but also a close contact between the non-working edge bend point II11 and the upper inclined surface 7 and the lower inclined surface 8 of the spacer (as shown). Figure 3 (As shown).

[0037] Preferably, the gap is 0.3mm to 3mm.

[0038] It should be noted that: before the non-working edge inflection point II11, it is closely attached to the vertical surface 6 of the spacer, ensuring a tight connection between the fork and the spacer, thus improving the overall structural stability of the frog. This close-fitting design helps to disperse the stress generated when the wheel passes through the frog, reducing stress concentration and thereby enhancing the frog's load-bearing capacity. After the non-working edge inflection point II11, there is a gap between it and the vertical surface 6 of the spacer, while it is closely attached to the upper inclined surface 7 and the lower inclined surface 8 of the spacer. This design allows the frog to adapt to deformation more flexibly when subjected to wheel pressure. The gap reduces the constraint stress caused by thermal expansion and contraction or wheel impact, while the close-fitting inclined surfaces provide additional support and stability, optimizing the stress state of the frog. The clearance and ramp design after the non-working edge inflection point II11 help reduce the impact and vibration when the wheels pass through the frog, improving the smoothness of train operation. This allows the wheels to transition more smoothly through the frog area, reducing noise and wear caused by wheel-rail impact. In heavy-haul and cold-climate railways, the performance of the frog is crucial to train operation safety. This design better adapts to the operational needs of heavy-haul and cold-climate trains, improving the frog's durability and reliability. The design of the non-working edge inflection point II11 being in close contact with the vertical surface 6 of the spacer, and the non-working edge inflection point II11 being in close contact with the upper ramp surface 7 and the lower ramp surface 8 of the spacer, simplifies and facilitates the manufacturing process of the frog, allowing for production using standard casting or forging processes and reducing manufacturing costs. During maintenance, the tighter and more stable connections between the frog components make it easier to disassemble, replace, or adjust related parts, improving maintenance efficiency and reducing maintenance costs.

[0039] Furthermore: the tail of the fork tip connection mechanism has five sets of high-strength bolt connection pairs 5; the middle set of high-strength bolt connection pairs 5 connects the fork tip and the wing rail through the reserved bolt holes 10; the center rail joint 9 is provided with two sets of high-strength bolt connection pairs 5; the rear end of the fishtail structure of the spacer area 101 is provided with two sets of high-strength bolt connection pairs 5, which are used to connect the center rail 1 with the fork follower rail I 2 and the fork follower rail II 3 into a whole.

[0040] It should be noted that five sets of high-strength bolt connecting pairs 5 are installed at the tail of the frog's herringbone tip connection mechanism. This multi-bolt design greatly enhances the stability of the connection. The high-strength bolts have high preload and shear strength, effectively preventing loosening or displacement of the connecting components when a train passes. The middle set of high-strength bolt connecting pairs 5 connects the herringbone tip and the wing rail through pre-drilled bolt holes 10. This is a critical part of the frog structure. Strengthening the connection at this part ensures a tight fit between the herringbone tip and the wing rail, improving the overall stability of the frog. Two sets of high-strength bolt connecting pairs 5 are installed at the frog joint 9, which helps to distribute the stress generated when the wheel passes, reducing stress concentration and thus enhancing the load-bearing capacity of the frog joint. Two sets of high-strength bolt connecting pairs 5 are installed at the rear end of the fishtail structure in the spacer area 101 to connect the frog rail and the fork rail into a whole, making the connection between the frog rail and the fork rail tighter and more stable, improving the overall structural strength of the frog. The robust connection of multiple sets of high-strength bolted connectors (5) reduces relative movement between the frog components, thereby lowering the risk of wear and damage, extending the frog's service life, and reducing railway operating costs. The high-strength bolted connectors (5) possess high load-bearing capacity and fatigue resistance, meeting the operational requirements of heavy-load and cold-weather trains. Under these conditions, the connections between frog components are more stable and reliable, improving the frog's durability and safety. Standardized production of the high-strength bolted connectors (5) reduces manufacturing costs and complexity; it also facilitates quality control and inspection, improving product reliability and consistency. During maintenance, the high-strength bolted connectors (5) can be easily disassembled and replaced. When a component is worn or damaged, the relevant component can be quickly replaced, restoring the frog's normal performance. Because the high-strength bolted connectors (5) provide a stable and reliable connection, maintenance work caused by loose connections or displacement is reduced, improving maintenance efficiency and lowering costs.

[0041] Furthermore: the length of the middle set of high-strength bolt connection 5 is greater than the length of the other high-strength bolt connection 5 on both sides.

[0042] It should be noted that the longer length of the central high-strength bolt connection 5 helps reduce loosening or displacement of the connecting components when trains pass, thereby improving the stability of the connection. As a key component of the railway track, the frog bears enormous wheel pressure and impact forces. The longer length of the central high-strength bolt connection 5 better disperses these stresses, reducing stress concentration and thus improving the frog's load-bearing capacity. The connection between the herringbone tip and the wing rail is a critical part of the frog structure, subjected to a complex stress environment. The longer length of the central high-strength bolt connection 5 better adapts to this special connection requirement, ensuring a tight fit and stable connection between the herringbone tip and the wing rail. Under heavy loads and extremely cold conditions, frog components are prone to fatigue damage. The longer length of the central high-strength bolt connection 5 provides higher fatigue resistance, reducing loosening or failure of the connection due to fatigue damage. The longer length of the central high-strength bolt connection 5 also provides more operating space for installation and maintenance, making it easier for workers to manipulate the bolts during installation or maintenance, improving efficiency. During maintenance, the central high-strength bolt connection 5 is easier to inspect and replace. If a bolt is worn or damaged, workers can quickly replace it without disassembling the entire connection, thus reducing maintenance costs and workload. The longer length of the central high-strength bolt connection 5 helps optimize the overall structural design of the frog, making the connections between the frog components tighter and more stable, improving the overall structural strength of the frog. When a train passes over the frog, a huge impact force is generated; the longer length of the central high-strength bolt connection 5 can better resist this impact force, reducing frog deformation and damage, thereby extending the frog's service life.

[0043] This utility model also claims protection for a combined frog, including a frog herringbone tip connection mechanism, wherein the frog herringbone tip connection mechanism is any of the aforementioned frog herringbone tip connection mechanisms; and further including a wing rail, wherein the wing rail and the intermediate reserved bolt hole 10 of the frog herringbone tip connection mechanism are connected by a high-strength bolt connection pair 5.

[0044] It should be noted that: the combined frog structure is stable and has a strong and reliable overall structural strength, which improves the service life of the frog, reduces wear and damage, and meets the requirements of heavy load and high-altitude cold; it is produced in a standardized manner, has ideal versatility, and is convenient for disassembly, assembly, maintenance and replacement; it reduces wheel-rail impact, can optimize wheel-rail contact relationship, and improve the smoothness and comfort of train operation.

[0045] As can be seen from the above description, the structure of this utility model is simple, easy to process and manufacture, and economical and practical.

[0046] The fork follower rail I2 and fork follower rail II3 cooperate with the fishtail structure of the core rail to improve the ability to resist the temperature and force of the seamless track; two sets of high-strength bolt connection pairs 5 are set at the core rail joint 9, and two sets of high-strength bolt connection pairs 5 are set at the rear end of the fishtail structure in the spacer area 101, which enhances the stability and safety of the connection mechanism and avoids the risk of high-strength bolt breakage.

[0047] In this invention, the non-working side bend point II11 of the fork rail I2 and fork rail II3 is in close contact with the vertical surface of the spacer. After the non-working side bend point II11, there is not only a gap between it and the vertical surface 6 of the spacer, but also a close contact with the upper inclined surface 7 and the lower inclined surface 8 of the spacer, further improving the stability of the fork.

[0048] In summary, this utility model improves the stability of the frog tip connection mechanism, avoids misalignment at the joint, ensures the smoothness and safety of the frog, and extends the service life of the frog.

[0049] It should be understood that although this specification describes one embodiment, it does not mean that the embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in this embodiment can also be appropriately arranged and combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A frog vee coupling mechanism, characterized by: It consists of a switch rail (1), a heel rail I (2), a heel rail II (3), a rail washer (4), and a high-strength bolt connection pair (5); the switch rail (1) has a built-in integral spacer area (101); the heel rail I (2) and the heel rail II (3) are symmetrically arranged on both sides of the built-in integral spacer area (101) of the switch rail (1), and are connected into a chevron tip structure through the high-strength bolt connection pair (5) and the rail washer (4).

2. The frog vee coupling mechanism of claim 1, wherein: The longitudinal shape of the spacer area (101) is fish-tail shaped. The spacer area (101) gradually narrows backward from the switch rail joint (9), and then gradually widens to the maximum size of the switch rail (1).

3. The frog vee coupling mechanism of claim 2, wherein: The transverse shape of the built-in integral spacer area (101) of the switch rail (1) is "Shen" shaped before the inflection point I (102) of the non-working edge, and "You" shaped after the inflection point I (102) of the non-working edge, and is horizontally centrosymmetric.

4. The frog vee coupling mechanism of claim 3, wherein: One side of the working edge of the heel rail I (2) and the heel rail II (3) is straight, and after assembly, it is flush with the working edge of the switch rail (1); one side of the non-working edge of the heel rail I (2) and the heel rail II (3) is a broken line, which配合 the fish-tail structure of the spacer area (101).

5. The frog vee coupling mechanism of claim 1 or 4, wherein: Before the inflection point II (11) of the non-working edge of the heel rail I (2) and the heel rail II (3), it is closely attached to the vertical surface (6) of the spacer. After the inflection point II (11) of the non-working edge, there is not only a gap with the vertical surface (6) of the spacer, but also it is closely attached to the upper inclined surface (7) and the lower inclined surface (8) of the spacer.

6. The frog vee coupling mechanism of claim 5 wherein: The gap is 0.3 mm to 3 mm.

7. The frog vee coupling mechanism of claim 6, wherein: The tail of the chevron tip connection mechanism of the frog has five sets of high-strength bolt connection pairs (5); the middle set of high-strength bolt connection pairs (5) connects the chevron tip and the wing rail through the reserved bolt hole (10); there are two sets of high-strength bolt connection pairs (5) at the switch rail joint (9); there are two sets of high-strength bolt connection pairs (5) at the rear end of the fish-tail structure of the spacer area (101), which are used to connect the switch rail (1) with the heel rail I (2) and the heel rail II (3) into a whole.

8. The frog vee coupling mechanism of claim 7, wherein: The length of the middle set of high-strength bolt connection pairs (5) is greater than the lengths of the other high-strength bolt connection pairs (5) on both sides.

9. A combination frog, characterized in that: It includes a chevron tip connection mechanism of the frog, and the chevron tip connection mechanism of the frog is the chevron tip connection mechanism described in claim 8; it also includes a wing rail, and the wing rail is connected to the reserved bolt hole (10) in the middle of the chevron tip connection mechanism of the frog through the high-strength bolt connection pair (5).

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