FROG, AND METHOD FOR PRODUCING WING RAILS FOR A FROG

Abstract

A frog (10) and to a method for producing such a frog, comprising wing rails (16, 18) each having at least one railhead (62, 64) and one rail web (66, 68), and comprising a frog point (12) arranged movably between the wing rails, wherein, in the region of the frog point, a wheel transfer zone extends between the frog point and the wing rail with which the frog point is in contact. Separately from the frog point (12), each wing rail (16, 18) has a portion (20, 22) which extends at least over the length of the wheel transfer zone and which is made from a forged block.

Claims

1. A frog (10) comprising: wing rails (16, 18), which comprise at least a rail head (62, 64) and a rail web (66, 68), and further comprises a frog tip (12) adjustably arranged between the wing rails, whereby in the area of the frog tip extends a wheel transfer zone between the frog tip and the wing rail, wherein the wing rails (16, 18) are detachably connected to each other, and in that each wing rail (16, 18) comprises or consists of a wing rail section (20, 22) that is produced from a forged block and extends separately from the frog tip (12) at least along the length of the wheel transfer zone.

2. The frog according to claim 1, wherein area moments of inertia (I.sub.x, I.sub.y) in cross-sections extending vertically relative to the longitudinal axis of the wing rail sections (20, 22) at least in the region of the contact surface of the frog tip (12) to the wing rail section (20, 22) are equal or substantially equal, and deviate from each other by a maximum of ?20%, in particular by a maximum of ?10%.

3. The frog according to claim 1, wherein corresponding to the mass of material in an area of the wing rail section (20, 22) that results in the area from a change of the geometry relative to the basic geometry of the wing rail section, equivalent material mass is removed or remains in excess in the area of changed geometry in order to achieve an equal or substantial equal area moment of inertia.

4. The frog according to claim 1, wherein the contact surface from the point area of the frog tip (12) to the wing rail section (20, 22) is a section of an area (80) recessed relative to the wing rail section's running edge, such as a milled cutout, in the flank (60) of the wing rail section, whereby preferably corresponding to the mass of the material removed to form the recessed region (80), excess material remains on the wing rail section, in particular at the side of the wing rail section (20, 22) that faces away from the frog tip.

5. The frog according to claim 1, wherein the running edge course of the frog tip (12) merges with the basic track trajectory defined by the running edge of the section (20, 22) at a distance E from the functional frog tip (112), with 80 mm?E?150 mm.

6. The frog according to claim 1, comprising an anti-derail device originating from the wing rail (16, 18), in whose frontmost area (104) the frog tip (12) is adjustably arranged, wherein the anti-derail device is integrally machined from the block.

7. The frog according to claim 6, wherein the anti-derail device is embodied integrally in the first distance blocks (108), via which the wing rail sections (20, 22) are supported against and connected to each other.

8. The frog according to claim 6, wherein in one piece with the wing rail sections (20, 22) are machined from the blocks the first distance blocks (108), each of which possesses one cutout (106) whereby in the assembled wing rail sections the cutouts merge to form an open chamber, in which the frontmost region (104) of the frog tip (12) is adjustably arranged.

9. The frog according to claim 1, wherein the frog tip (12) comprises an in particular cuboid base body (54) with, originating from the latter, a tip body (56) with a triangular cross-section, and in that the width B of the base body is B>60 mm, in particular B>70 mm, preferably 75 mm?B?85 mm.

10. The frog according to claim 1, comprising at least one passage opening for a rod element (100, 102), such as a locking rod or detector rod, that is embodied in the web (66, 68) of the wing rail (16, 18), wherein the web (66, 68) of the wing rail section (20, 22) at least in the area of the passage opening (96, 98) has a thickness D with D>30 mm, in particular D>40 mm, especially preferably 40 mm?D?60 mm, very especially preferably 45 mm?D?50 mm.

11. The frog according to claim 1, wherein in the transition region between the frog tip (12) and the wing rail section (20, 22) a cant is produced from the block by metal cutting processing.

12. The frog according to claim 1, wherein outside of the frog tip (12) the wing rail sections (20, 22) are supported against each other via second distance blocks (32, 34) machined as one piece with the wing rails from the block.

13. The frog according to claim 1, wherein the wing rail section (20, 22) is machined from the block in such a manner that in regions where the geometry of the wing rail section deviates from its basic geometry, such as a cant or the region (80) recessed relative to the running edge (85), corresponding to the mass of material that results from the change of geometry, equivalent material mass in an adjacent area of the wing rail section is removed or remains in excess relative to the basic geometry.

14. A method for producing wing rails (16, 18) for a frog (10) with a movable frog tip (12), wherein at least one section (20, 22) of each of the wing rails (16, 18) is produced from a forged steel block by metal cutting processing, whereby a cant of the running surface is machined out in a region, in which the frog tip (12) contacts the wing rail section (20, 22).

15. The method according to claim 16, wherein an anti-derail device for the frog tip (12) is machined from the block as one piece with the wing rail section (20, 22).

16. The method according to claim 14, wherein in the flank (58, 60) of the wing rail section (20, 22) extending on the frog tip side is machined out of the block a region (80) that is recessed relative to the running edge (85) and that provides a contact surface for the frog tip (12, 112).

17. The method according to claim 14, wherein the wing rail section (20, 22) is machined from the block in such a manner that in areas where the geometry of the wing rail section deviates from its basic geometry, such as cant or the region (80) recessed relative to the running edge (85), corresponding to the mass of the material that results from the change in the geometric course, equivalent material mass in an adjacent area in the wing rail section is removed or remains in excess relative to the basic geometry, so that the moment of inertia of the wing rail section remains unchanged or substantially unchanged.

18. The method according to claim 14, wherein the wing rail section (20, 22) is machined from the block in a manner so that the area moments of inertia along cross sections extending vertical to the longitudinal axis of the wing rail section at least in the region of the contact surface of the frog tip (12) to the wing rail section are equal or substantially equal, and differ from each other by a maximum of ?20%, in particular a maximum of ?10%.

Description

[0056] The figures show:

[0057] FIG. 1 shows a detail of a layout of a railway switch with a resiliently movable frog tip,

[0058] FIG. 2 shows the gradient of a cant in the area of the frog tip region,

[0059] FIG. 3 shows a sectional view along the line A-A of FIG. 1,

[0060] FIG. 4 shows a sectional view along the line B-B of FIG. 1,

[0061] FIG. 5 shows a sectional view along the line C-C of FIG. 1,

[0062] FIG. 6 shows a sectional view along the line S-S of FIG. 1,

[0063] FIG. 7 shows a detail X of FIG. 1,

[0064] FIG. 8 shows a sectional view along the line Y-Y of FIG. 7,

[0065] FIG. 9 shows an illustration corresponding to FIG. 8 with extra material present on the back side of the stock rail,

[0066] FIG. 10 shows the embodiment of the frog tip from the immediate tip to the point at which the running edge of the tip follows the main course,

[0067] FIG. 11 shows in a schematic diagram a plan view of a frog region, and

[0068] FIG. 12 shows schematic diagrams of blocks, from which wing rail sections are machined.

[0069] In the following, the invention's teaching about a frog with movable frog tip will be explained with the help of the figures, whereby in general the same reference labels are used for identical components.

[0070] The frog 10 is a frog with a resiliently movable frog tip 12, which is adjustably mounted on slide plates 14 between wing rails 16, 18. In this, in accordance with the invention's teaching, the wing rails 16, 18, in the wheel transfer zone between the frog tip 12 and the wing rails 16, 18 comprise a section 20, 22 of a length L that respectively has been produced from a forged steel block by metal cutting processing. The length of the section 20, 22 may for example be between 1500 mm and 12000 mm, without this placing any restriction on the teaching of the invention. In FIG. 1, the length of the respective sections 20, 22, produced from separate blocks, is labelled L.

[0071] In front and behind section 20,22 the sections are connected to standard rails in particular by flash butt welding.

[0072] The forged block is produced from steel with a tensile strength Rm with 1175 MPa?Rm?1500 MPa, an elongation at break A with 9%?A?12% and a hardness HBW with 350 HB?HBW?500 HB. Chromium bainitic steel is mentioned as an example. The Brinell hardness HBW is measured with a ball diameter of d=2.5 mm, a test load of F=1.839 kN, and an exposure time of 10 s-15 s.

[0073] From the same material may be manufactured the frog tip 12, which via railway switch drives is selectively brought into contact with one of the sections 20, 22, so that the railway switch directs to the desired track. Just like the frog tip 12, the sections 20, 22 are produced by metal cutting processes from a forged block, also referred to as a slab. In particular milling should be mentioned.

[0074] FIG. 12 shows a principle illustration of blocks 126, 128, out of which the wing rail sections 20, 22 are machined.

[0075] The sectional view A-A in FIG. 3 illustrates that machined from the block as one piece together with the wing rail section 20, 22 are distance blocks 32, 34, which are connected to each other via a high-strength screw connection 36. The distance blocks 32, 34 comprise cutouts 38, 40, which merge into each other, possess rectangular cross-sections, and into which a form-fitting element 37 is inserted, through which passes the bolt 36.

[0076] The form-fitting element 37 serves as a position aid, as a bolt stress relief, and to absorb rail longitudinal loads.

[0077] Each of the sections 20, 22 possesses a foot section 42, 44, which are secured via tension clamps 48, 50 on a ribbed base plate 46 or another suitable support. An elastic interlayer 52 may be arranged between the foot 42, 44 and the ribbed base plate 46. In this regard we refer to designs known in the art. The rest of the graphic representations are self-explanatory in this regard.

[0078] The section A-A is located at a distance from the frog tip 12, in particular in front of it. A sectional view C-C in the area of the frog tip 12 is shown in FIG. 5. Evident are the sections 20, 22 with the frog tip 12, that is adjustable between them, and consists of a base body 54 and, originating from the latter, a tip body 56, which tapers towards its free end and, when the railway switch is to be passed, with one side is in force-fitting contact to the flank 58 or 60 of the head 62 or 64 of the section 20, 22 that is machined from the forged block. As is known, the base body 54 is slidingly supported (slide plate 14).

[0079] As is the case in standard designs, the head 62, 64 is connected to the foot 42, 44 via a web 66, 68.

[0080] The sectional view C-C also shows by a dot-dash line the profile 70, 72 of a standard rail, such as e.g. a 60E1 profile (previously UEC 60), from which normally the wing rails of a frog region are produced by folding and bending.

[0081] As is evident in the graphic representation, the distance between the inner faces 74, 76 of the webs 66, 68 of the sections 20, 22 facing each other is greater than that of standard rails, so that as a result more space is available for the frog tip 12, which in turn allows the width B of the base body 54 to be embodied larger than in frogs for which the wing rails are entirely produced from standard rails.

[0082] The width B of the base body 54 may be 50% greater than the width of the base body of frog tips that extend between wing rails produced from standard rails. In particular, the width B of the base body 54 in the front tip region, i.e. in the region where the frog tip 12 first comes into contact with the flank 58 or 60, is greater than 60 mm, preferably greater than 70 mm, and particularly preferably is in the range between 75 mm and 85 mm.

[0083] Since the wing rail sections 20, 22 are machined out of a steel block, cross-sectional areas are greater than those of standard rails, as is illustrated in FIG. 5. Consequently greater moments of inertia can be achieved, which results in lower flexural stresses. This makes it possible to better match the dynamic loads.

[0084] Irrespective of the increased distance between the inner faces 74, 76 of the wing rail sections 20, 22, these possess sufficient mass to bear the dynamic loads that are exerted by the trains traversing the railway switch, because according to the invention one uses as starting material for the sections 20, 22 a block that possesses correspondingly large dimensions, in order to produce the sections 20, 22 by metal cutting processes.

[0085] The corresponding blocks may each possess a cross-sectional area of 16000 mm.sup.2 to 40000 mm.sup.2, whereby in particular a cuboid shape with a height H between 160 mm and 200 mm and a width B between 100 mm and 200 mm should be mentioned. The length is dependent on that of the section 20, 22 to be embodied, i.e. in particular between 1.2 m and 15 m.

[0086] As material for the section are used steels with a tensile strength Rm with 1175 MPa?Rm?1500 MPa, an elongation at break A with 9%?A?12% and a Brinell hardness HBW with 350 HB?HBW?480 HB. Chromium bainitic steel is mentioned as an example. The Brinell hardness HBW is measured with a ball diameter of d=2.5 mm, a test load of F=1.839 kN, and an exposure time of 10 s-15 s.

[0087] In this, the machining can be performed in such a manner that the area moments of inertia vertical to the longitudinal axis of the sections 20, 22 along the entire length are equal or substantially equal, but at least in the region where the frog tip 12 is in contact with the sections 20, 22, i.e. at the flanks 58, 60, or differ from each other by a maximum of 20%, preferably by a maximum of 10%.

[0088] As examples shall be mentioned area moments of inertia ly between 200 cm.sup.4 and 1130 cm.sup.4 and lx between 1700 cm.sup.4 and 5300 cm.sup.4 for a cross-sectional area in the range between 6500 mm.sup.2 and 15000 mm.sup.2. In the computation of the area moment of inertia ly the force onto the section 20, 22 is exerted laterally, i.e. from the direction of the flank and in the computation of the area moment of inertia lx the force acts upon the section 20, 22 in the direction of the head surface 57. Computations are done by software.

[0089] According to the invention it is intended in this regard, that in those areas in which during their construction (cant, recessed region or passage openings for rods) material has accumulated or been removed, equivalent material masses will be removed or remain in excess in other areas, as will be explained in the following.

[0090] Because the sections 20, 22 have been machined from a block, it is possible to achieve, in particular by milling, an optimal geometry with high precision and very small tolerances in the wheel transfer zone, such as in particular a cant of the running surface or milled cutouts to accommodate the frog tip, in order to in particular allow a small deviation of the basic track trajectory between the running edge of the wing rail section 20, 22 and the running edge of the frog tip 12 that follows the basic track trajectory, as is illustrated with the help of FIG. 7.

[0091] FIG. 7 shows a detail X of FIG. 1, which relates to the area of the frog tip 12 at its point 112 where the frog tip 12 is in contact with the flank 60 of section 22.

[0092] In this region, in which the frog tip 12 at its upper surface, i.e. the area where extends the crest, the frog tip 12 is embodied plateau-like and possesses a width H that at the beginning of the tip, i.e. the functional frog tip, is in a range between 8 mm and 12 mm. The width is facilitated because of a milled cutout 80 extending in the flank 60, so that the running edge 82 in its foremost region 84 is offset inwards relative to the running edge 85 of the section 22, which defines the basic track trajectory. In this recessed region, which has been produced by the milled cutout 80, is positioned and consequently protected the point 112 of the frog tip 12. After a length E, the running edge 82 extends in extension of the running edge 85 of the section 22, as in the basic track trajectory. The length E may be between 80 mm and 150 mm, in particular around 100 mm. Where the running edge transitions into the basic track trajectory course, it possesses a quasi fold.

[0093] It is evident that in front of the point 112 of the frog tip 12 a space 86 is present in the milled cutout 80. This space 86 is necessary, so that during a thermal expansion the frog tip 112 remains in the milled slot.

[0094] The fact that the frog tip 12 at its head end, in its front rideable area, extends in a plateau-like manner is also shown in FIG. 10, which illustrates the embodiment of the frog tip body 56 from right at the tip and up to the point where the trajectory of the running edge of the point 12 matches the basic track trajectory of the running edge, i.e. the trajectory of the running edge of the section 22 outside of the milled cutout.

[0095] In FIG. 10. the plateau-like area at the beginning of the tip is labeled with the reference label 57. The width between the flanks 58 and 61, i.e. the width of the plateau-like area on the top surface of the tip body 56, is between 8 mm and 12 mm.

[0096] The angle ? of the flank 58 or 61 relative to the vertical (line 63) is between 10? and 20?.

[0097] The width H of the frog tip 12 is the width of the head surface and is defined by extending the right and the left flank 58, 61 up to the level of the running edge 157. The running edge is that particular line along the longitudinal direction of the frog tip 12, which, for example in accordance with the standards of Deutsche Bahn AG, extends 14 mm below the crest of the head surface.

[0098] It is evident from the graphic representation that the width of the tip body 56 increases starting from the beginning of the tip, as is evident when comparing the contours 65, 67, 69. Contour 69 corresponds to the cross section of the frog tip 12 in the area, in which the running edge of the frog tip 12 or 56 corresponds to the basic track trajectory of the running edge, i.e. the one of section 22. The equivalent applies for section 20.

[0099] FIG. 10 also illustrates the change in track trajectory of the wing rail and consequently of section 20.

[0100] The mass of the material removed by milling is subsequently left in excess on the opposite side of section 22, which results in a slight change of geometry of the section 22 compared to its basic track trajectory, so that after the fact, irrespectively of the milled cutout 80, the area moment of inertia remains the same.

[0101] The same approach is followed with respect to the usually present elevation, which in accordance with the state of the art is embodied by relining and bending of the wing rail.

[0102] In contrast, the invention intends that the cant of the section 22, and consequently also of section 24, is produced from the block by milling, in order to avoid a lowering of a wheel during the crossing of the transition. A related elevation is shown in FIG. 2. The solid line 88 is the running surface of the rail of section 22, i.e. the line in which the top side possesses the maximum distance to the bottom surface of section 22. Line 90 indicates the upper edge of the frog tip 12. The extent of the upper edge of the rail outside of the cant is symbolized by line 92.

[0103] Corresponding to the excess material present in the area of the cant, i.e. its mass, material is removed in an adjacent area in the section 22, so that in cross-sectional areas the masses present are equal to those in adjacent areas, consequently resulting in equal area moments of inertia.

[0104] The sectional view S-S (FIG. 6) shows the region in which the sections 20, 22 comprise openings or bores 94, 96, through which pass locking rods 100, 102 that are connected to a railway switch drive, in order to bring the frog tip 12 into force-fitting contact with the section 22 or the section 24.

[0105] Since the webs 66, 68 of sections 20, 22 are relatively thick in comparison to the ones of standard rails, there is no need for a reworking of the bores 96, 98 e.g. in their edge regions, in order to achieve the necessary strength. Furthermore, the mass that is removed from the bores 96, 98, in general is also compensated for by material in excess protrusions in the sections 20, 22, so that in principle equal area moments of inertia are created, even though in the immediate cut area of the bores 96, 98 these may be smaller than in the adjacent areas, without this violating the invention's teaching.

[0106] A corresponding excess protrusion is shown in FIG. 9, which corresponds to the sectional view 6, but illustrates the feature in a purely principal manner, i.e. that the amount of material that has been removed to form the passage opening 96, 98 during milling has been left at the rear side of the sections 20, 22 in comparison to the standard profile layout. In FIG. 9, this excess protrusion is labelled by the reference numbers 122,124.

[0107] FIG. 10 further illustrates that the frog tip 12 consists of the base body 54 and the tip body 56. This division is symbolized by a dashed line 71. In the embodiment example, the base body 54 comprises bevels 73, 75 in the transition region to the tip body 56. Connected to these bevels 73, 75 is a concavely shaped area 77, 79 of the tip body 56. The width BS of the tip body 56 along the sectional line (71) to the base body 54 is 40 mm?BS?60 mm, preferably 45 mm?BS?55 mm, to name exemplary values.

[0108] The sectional view B-B in FIG. 4 shows a longitudinal section in the area of the frog tip's 12 nose 104 extending in front of the point 112 and extending in a chamber 106, that has been machined into a distance block 108, which in turn has been produced from the block as one piece with the section 20 by metal-cutting processes.

[0109] A corresponding distance block originates from section 22, which also possesses a cutout corresponding to the cutout 106, which merges flushly with the cutout 106. In the thusly creates space, the nose 104 is movable during a move of the frog tip 12, which ensures that the frog tip 12 can not be unduly lifted, since the vertical movement of the nose 106 is limited by the section 110 that borders the cutout 106 at the head side.

[0110] In this, the dimensions of the nose 104 and of the cutout 106 are matched to each other in a way that substantially facilitates a frictionless adjustment of the frog tip 12.

[0111] The sections 20, 22 are connected by high-strength bolts via the distance blocks 108. Illustrated in FIG. 4 is a screw element 136, which is surrounded by a sleeve 114 and passes through a corresponding bore in the distance blocks 108, as was explained in the context of FIG. 3.

[0112] FIG. 11 again discloses characteristic values of the invention's sections 20, 22. The length LA of section 20, 22 can be in the range between 1,450 mm and 12,000 mm. In this, section 20, 22 extends from the functional frog tip 112 in the direction of the free end of the frog tip 112 (weld seams 113, 115) along a length LV, which may be between 600 mm and 1,800 mm. Behind the functional frog tip 112, i.e. in the direction towards the blade heel, the section 20, 22 extends to the weld seams 117, 119 along a length LT+LS of approximately 850 mm to 10,200 mm.

[0113] The wheel transfer zone, in which the wheel load substantially is dissipated equally by both the frog tip 12 and the section 22 or 20, is at a distance LU from the functional frog tip 112, preferably with 200 mm?LU?3,000 mm. Because of the deflection of section 22 or the frog tip 12, the wheel transfer zone 123 is not a single point but rather a region. In this region the head surface of the frog tip 12 possesses a width of approximately 30 mm to 55 mm.

[0114] Also illustrated is the length LT of the section 20, 22, in which the prevailing area moment of inertia is equal or substantially equal. The length LT ranges between 250 mm and 9,000 mm and extends between the functional frog tip 112 to the region, in which the frog tip 12 detaches from the section 20 or 22, i.e. is spaced apart from the latter. In FIG. 11, this area is indicated by the reference label 121 and is shown as a line.

[0115] The section 20, 22 extends beyond this point (distance LS), preferably for two more sleeper spacings. The distance LS preferably is between 600 mm and 1,200 mm.

[0116] Furthermore, FIG. 11 shows the distance LN between the functional frog tip 112 and the front free end of the frog tip 12. The distance LN preferably extends between 100 mm and 500 mm. The front free end of the frog tip 12 is the free end described in connection with the nose 104 mentioned in FIG. 4.

[0117] The invention is characterized by a frog 10, comprising rail wings 16, 18 that possess at least a rail head 62, 64 and a rail web 66, 68, as well as comprising a frog tip 12 arranged adjustably between the wing rails, whereby in the area of the frog tip extends a wheel transfer zone between the frog tip and the wing rail, whereby the wing rails are connected to each other detachably and each wing rail comprises a separate wing rail section that extends from the frog tip along at least the length of the wheel transfer zone, and is produced from a forged block or consists of such.

[0118] The frog is characterized in that the area moments of inertia lx, ly in cross-sections extending vertical to the longitudinal axis of the wing rail sections, at least in the region of the contact surface of the frog tip to the wing rail section, are equal or substantially equal and differ by a maximum of ?20%, in particular by a maximum of ?10%.

[0119] The invention is further characterized in that corresponding to the mass of material in a wing rail section's 20, 22 area that is the result of change of the geometry deviating from the basic geometry of the wing rail section, an equivalent material mass is removed or remains in excess in the area of the change of geometry, in order to achieve an equal or substantially equal area moment of inertia.

[0120] The invention also is characterized in that the contact surface between the tip area of the frog tip 12 to the wing rail section 20, 22 is a section of a region 80 extending recessed relative to the wing rail section's running edge, such as a milled cutout, in the flank 60 of the wing rail section, whereby preferably, corresponding to the mass of the material removed to form the recessed area 80, excess material is to remain on the wing rail section, in particular on the side of the wing rail section 20, 22 facing away from the frog tip.

[0121] The frog according to this invention is characterized in that the running edge trajectory of the frog tip 12, which originates at a distance E from the functional frog tip 112, transitions into the basic track trajectory defined by the running edge of the section 20, 22 with 80 mm?E?150 mm.

[0122] A frog with an anti derail-device originating from the wing rail 16, 18, in which a frog tip 12 is adjustably arranged in the foremost region 10, is characterized in that the anti-derail device is integrally machined out of the block.

[0123] The frog is further characterized in that the anti-derail device is embodied in one piece in the first distance blocks 108, via which the wing rail sections 20, 22 are connected and supported against each other.

[0124] The invention is also characterized by distance blocks 108 that are machined from the blocks as one piece together with the wing rail sections 20, 22, each of which possesses a cutout 106, whereby in the assembled wing rail sections the cutouts merge to form an open chamber, in which the foremost area 104 of the frog tip 12 is adjustably arranged.

[0125] The frog according to the invention is also characterized in that the frog tip 12 comprises an in particular cuboid base body (54) with, originating from the latter, a tip body 56 with a triangular cross-section, and in that the width B of the base body B is B>60 mm, in particular B>70 mm, preferably 75 mm?B?85 mm.

[0126] The frog tip with at least one passage opening for a rod element 100, 102, such as a locking rod or detector rods, that is embodied in the web 66, 68 of the wing rail 16, 18, is characterized in that the web 66, 68 of the wing rail section 20, 22 in at least the area of the passage opening 96, 98 possesses a thickness D with D>30 mm, in particular D>40 mm, particularly preferred 40 mm?D?60 mm, very particularly preferred 45 mm?D?50 mm.

[0127] The frog is further characterized in that between the frog tip 12 and the wing rail section 20, 22 is located a transition region, in which a cant is produced from the block by metal cutting processes.

[0128] The frog is also characterized in that outside of the frog tip 12, the wing rail sections 20, 22 are supported against each other via second distance blocks 32, 34 that are machined from the block in one piece with the wing rails.

[0129] The invention is further characterized in that the wing rail section 20, 22 is machined from the block in a manner so that in regions in which the geometry of the wing rail section deviates from its basic geometry, such as a cant or the region 80 recessed relative to running edge 85, corresponding to the mass of material that results from the change of the geometry course, an equivalent amount of material mass in an adjacent area in the wing rail section is removed or remains in excess relative to the basic geometry.

[0130] Furthermore, the invention is also characterized by a method for producing wing rails 16,18 for a frog 10 with a movable frog tip 12, in which at least one section 20, 22 of each wing rail 16, 18 is produced from a forged steel block by metal cutting processing, whereby a cant of the running surface is integrated by machining in a region where the frog tip 12 is in contact with the wing rail section 20, 22.

[0131] The invention's method is characterized in that together with the wing rail section 20, 22 an anti-derail device for the frog tip 12 is machined from the block in one piece.

[0132] Also, the method according to this invention is characterized in that in the flank 58, 60 of the wing rail section 20, 22 extending on the frog-tip side is machined from the block a region 80 that is recessed relative to the basic track trajectory of the running edge 85 and possesses a contact surface for the frog tip 12, 112.

[0133] The invention's method is further characterized in that the wing rail section 20, 22 is machined from the block in such a fashion that regions where the geometry of the wing rail section deviates from its basic geometry, such as the cant or the region 80 recessed relative to the running edge 85, corresponding to the mass of material that results from the change of geometry course, material mass in an adjacent area in the wing rail section is removed or remains in excess relative to the basic geometry, so that the moment of inertia of the wing rail section remains unchanged or substantially unchanged.

[0134] The invention's method is also characterized in that the wing rail section 20, 22 is machined from the block in such a manner that the area moments of inertia in cross sections extending vertical to the longitudinal axis of the wing rail section at least in the area of the contact surface of the frog tip

[0135] 12 to the wing rail section are equal or substantially equal, and differ from each other by a maximum of ?20%, in particular a maximum of ?10%.