Turnout zone ballastless track construction method

Abstract

The invention belongs to the technical field of railway system engineering construction, and provides a turnout zone ballastless track construction method, and a turnout zone comprises a plurality of sections which are connected in sequence; the multiple sections comprise a point rail section, a first connecting section, a point rail frog section, a second connecting section and a lane changing section; and along with the advancing direction of the train, the train can turn from the first straight lane to the curve and then transits to the second straight lane in the turnout zone. According to the turnout zone ballastless track construction method, the defects that in the prior art, a turnout zone is insufficient in smoothness, stability and durability are overcome.

Description

Technical Field

[0001] The invention belongs to the technical field of railway system engineering construction, and in particular relates to a ballastless track construction method in a turnout area. Background Art

[0002] With the rapid development of high-speed railways, the application of ballastless tracks has become more and more extensive, and its laying and construction technology has also been valued by the industry. Embedded ballastless track is one of the main structures of ballastless track. Embedded ballastless track is a new type of track structure developed to meet the needs of high-speed railway operation and the development of high-speed railways. It has technical characteristics such as high strength and strong stability. Embedded ballastless track is mainly composed of track and its fasteners, sleepers, roadbed plates and base plates. Due to the short promotion time of embedded ballastless track, there is still huge room for improvement in the structure and construction technology of embedded ballastless track, especially in the turnout section. The turnout section in the existing technology currently has the defects of insufficient smoothness, insufficient stability and insufficient durability. Engineering and technical personnel are also required to conduct in-depth research on the long-sleeper embedded ballastless track technology in the turnout section.

[0003] Therefore, it is necessary to provide an improved technical solution to address the above-mentioned deficiencies in the prior art. Summary of the invention

[0004] The purpose of the present invention is to overcome the defects of insufficient smoothness, insufficient stability and insufficient durability of the turnout section in the above-mentioned prior art. In order to achieve the above-mentioned purpose, the present invention provides the following technical solutions:

[0005] A ballastless track construction method in a turnout area, characterized in that the turnout area includes a plurality of sections connected in sequence; the plurality of sections include: a point rail section 1, a first connecting section 2, a center rail frog section 3, a second connecting section 4, and a track change section 5; and the train can turn from a first straight track to a curved track in the turnout area and then transition to a second straight track according to the forward direction of the train;

[0006] The ballastless track construction method in the turnout area includes the following steps:

[0007] Step S1, construction preparation;

[0008] Step S2, measurement and layout; including: according to the CPⅢ measurement results, obtaining the edge contour line and expansion joint position line of the turnout area base plate, and then obtaining the template position of the turnout area base plate; the turnout area base plate includes: the point rail section base plate; the first connection section base plate; the heart rail frog section base plate; the second connection section base plate; the change section base plate;

[0009] Step S3, installing the turnout area base plate steel bars and the switch machine steel bars, including: sequentially installing the point rail section base plate steel bars 1-1, the first connection section base plate steel bars 2-1, the center rail frog section base plate steel bars 3-1, the second connection section base plate steel bars 4-1, and the change section base plate steel bars 5-1; the base plate steel bars include a double-layer steel mesh formed by overlapping and binding transverse steel bars and longitudinal steel bars;

[0010] Step S3-1, install the pointed rail section base plate steel bars 1-1, and the pointed rail section base plate steel bars 1-1 are laid axially along the roadbed surface according to the design and construction requirements; the surface of the pointed rail section base plate steel bars 1-1 is rectangular, including two layers of overlapping pointed rail section base plate steel bars 1-1 of uniform length and longitudinal steel bars of uniform length.

[0011] The point rail section base plate reinforcement 1-1 also includes: point rail section switch reinforcement 1-2; the point rail section switch reinforcement 1-2 includes: two layers of point rail section switch transverse reinforcements of the same length overlapped with each other and point rail section switch longitudinal reinforcements of the same length; a plurality of point rail section switch reinforcements 1-2 are arranged on the same side of the point rail section base plate reinforcement 1-1 and are arranged according to the designed intervals;

[0012] Step S3-2, installing the first connection section base plate steel bar 2-1; the first end of the first connection section base plate steel bar 2-1 is coaxially connected to the end of the point rail section base plate steel bar 1-1; the first connection section base plate steel bar 2-1 includes two layers of first connection section base plate steel bar transverse steel bars and first connection section base plate steel bar longitudinal steel bars overlapped with each other; the first connection section base plate steel bar 2-1 gradually widens from the first end to the second end;

[0013] Step S3-3, installing the heart rail frog section base plate steel bars 3-1; the first end of the heart rail frog section base plate steel bars 3-1 is coaxially connected to the end of the first connecting section base plate steel bars 2-1; the heart rail frog section base plate steel bars 3-1 include two layers of heart rail frog section base plate steel bar transverse steel bars and heart rail frog section base plate steel bar longitudinal steel bars overlapped with each other; the heart rail frog section base plate steel bars gradually widen from the first end to the second end.

[0014] The heart rail frog base plate reinforcement also includes: heart rail frog section switch machine reinforcement 3-2, including: two layers of heart rail frog section switch machine transverse reinforcement and heart rail frog section switch machine longitudinal reinforcement overlapped with each other; a plurality of heart rail frog section switch machine reinforcements 3-2 are arranged on the same side of the heart rail frog section base plate reinforcement 3-1, and are arranged according to the designed interval;

[0015] Step S3-4, installing the second connection section base plate steel bar 4-1, wherein the first end of the second connection section base plate steel bar 4-1 is coaxially connected to the end of the center rail frog section base plate steel bar 3-1; the second connection section base plate steel bar 4-1 comprises two layers of second connection section base plate steel bar transverse steel bars overlapped with each other and second connection section base plate steel bar longitudinal steel bars; the second connection section base plate steel bar gradually widens from the first end to the second end;

[0016] Step S3-5, install the lane changing section base plate steel bars 5-1, the first end of the lane changing section base plate steel bars 5-1 is coaxially connected to the end of the second connecting section base plate steel bars 4-1; the lane changing section base plate steel bars 5-1 include two layers of lane changing section base plate steel bar transverse steel bars and lane changing section base plate steel bar longitudinal steel bars overlapped with each other; the lane changing section base plate steel bars 5-1 gradually widens from the first end to the second end.

[0017] Step S4, installing the force transmission rod 8 and the foam plate 7, includes:

[0018] Step S4-1, installing the foam plate 7, the foam plate 7 is respectively arranged at the connection between the base plate steel bar 1-1 of the point rail section and the base plate steel bar 2-1 of the first connection section, the connection between the base plate steel bar 2-1 of the first connection section and the base plate steel bar 3-1 of the center rail fork section, the connection between the base plate steel bar 3-1 of the center rail fork section and the base plate steel bar 4-1 of the second connection section, and the connection between the base plate steel bar 4-1 of the second connection section and the base plate steel bar 5-1 of the change section;

[0019] Step S4-2, installing dowel rods 8, wherein a plurality of dowel rods 8 are vertically connected to the foam plate 7; a plurality of dowel rods 8 are arranged in parallel on the center planes of the base plate steel bars 1-1 of the point rail section, the base plate steel bars 2-1 of the first connection section, the base plate steel bars 3-1 of the center rail frog section, the base plate steel bars 4-1 of the second connection section, and the base plate steel bars 5-1 of the lane change section parallel to the ground;

[0020] Step S5, installing the turnout area base plate template, including sequentially installing: the point rail section base plate template; the first connection section base plate template; the center rail frog section base plate template; the second connection section base plate template; and the track change section base plate template;

[0021] The base plate template of the pointed rail section includes: a first side template of the pointed rail section and a second side template of the pointed rail section located on both sides of the length direction of the pointed rail section; a tip template of the pointed rail section located on the end surface of the width direction of the pointed rail section; and a first transverse template located at the connection between the pointed rail section and the first connecting section;

[0022] The base plate template of the first connection section includes: a first side template of the first connection section and a second side template of the first connection section located on both sides of the length direction of the first connection section; and a second transverse template located at the connection between the first connection section and the heart rail frog section;

[0023] The heart rail frog section base plate template includes: a heart rail frog section first side template and a heart rail frog section second side template located on both sides of the heart rail frog section in the length direction; and a third transverse template located at the connection between the heart rail frog section and the second connecting section;

[0024] The second connecting section base plate template includes: a second connecting section first side template and a second connecting section second side template located on both sides of the second connecting section in the length direction; and a fourth transverse template located at the connection between the second connecting section and the lane changing section;

[0025] The lane-changing section base plate template includes: a lane-changing section first side template and a lane-changing section second side template located on both sides of the lane-changing section in the length direction; and a lane-changing section end template located on the end surface of the lane-changing section in the width direction;

[0026] Step S6, pouring concrete on the steel bars of the turnout base plate;

[0027] Step S7, dismantle the template of the turnout area base plate; the template of the turnout area base plate is dismantled twice, the first time the template of the turnout area base plate is dismantled 2-3.5 hours after the pouring is completed, the horizontal template of the turnout area base plate is dismantled, and the second time the template of the turnout area base plate is dismantled 12 hours after the pouring is completed to dismantle the side template of the turnout area base plate;

[0028] Step S8, maintaining the base plate in the turnout area; Step S8-1, laying geotextile; Step S8-2, laying maintenance drip pipes; Step S8-3, covering with plastic film;

[0029] Step S9, measuring and setting out the trackbed plate in the turnout area, locating the turnout center position of the turnout area, and then determining the turnout head and turnout tail positions according to the turnout center position; locating the turnout center position in the first connection section, the turnout head part is divided into the start end from the turnout center position to the point rail section, and the turnout tail part is the end end from the turnout center position to the track change section;

[0030] Step S10, installing the bottom steel bars of the track bed slab in the turnout area, sequentially installing the bottom steel bars 1-3 of the track bed slab in the point rail section, the bottom steel bars of the track bed slab in the first connection section, the bottom steel bars 3-3 of the track bed slab in the center rail frog section, the bottom steel bars 4-2 of the track bed slab in the second connection section, and the bottom steel bars of the track bed slab in the track change section;

[0031] Step S11, setting sleepers, the sleepers include sleeper concrete respectively set at both ends of the truss steel bars; each sleeper concrete is provided with a sleeper fastener system; sleepers are sequentially set on the bottom steel bars of the turnout area ballast plate and along the axial direction of the turnout area ballast plate; each sleeper is individually adjusted according to the design requirements;

[0032] The length of the sleepers in the pointed rail section meets the design requirements for setting single-strand sleepers;

[0033] The length of the sleeper in the first connection section will gradually increase as the offset between the axis of the curved strand and the axis of the straight strand increases; the length of the sleeper in the first connection section is sufficient to simultaneously arrange a single straight strand and a single curved strand side by side;

[0034] The sleepers in the heart rail frog section are gradually separated into independent single-strand straight sleepers and independent single-strand curved sleepers according to design requirements;

[0035] The sleepers in the second connection section are independent single-strand straight sleepers and independent single-strand curved sleepers arranged according to design requirements;

[0036] The base plate sleepers of the track change section are two independent single-strand straight sleepers arranged according to design requirements and placed on both sides of the track, and an independent single-strand curved sleeper placed in the middle of the track.

[0037] Step S12, assembling the turnout area track, includes the following steps:

[0038] Step S12-1, installing the pointed rail section track;

[0039] Step S12-1-1, installing the straight outer rail 1-4 of the point rail section as a standard rail;

[0040] Step S12-1-2, installing the straight inner rail 1-5 of the pointed rail section;

[0041] Step S12-1-3, installing the curved outer rail 1-6 of the pointed rail section;

[0042] Step S12-1-4, installing the curved inner track 1-7 of the pointed rail section;

[0043] Step S12-2, installing the first connecting section track;

[0044] Step S12-2-1, installing the straight outer track of the first connecting section; the straight outer track of the first connecting section is coaxially connected with the straight outer track 1-4 of the point track section;

[0045] Step S12-2-2, installing the straight inner track of the first connecting section; the straight inner track of the first connecting section is connected to the straight inner track 1-5 of the point track section;

[0046] Step S12-2-3, installing the curved outer rail of the first connecting section; the curved outer rail of the first connecting section is connected to the curved outer rail 1-6 of the pointed rail section according to the design curvature requirements;

[0047] Step S12-2-4, installing the curved inner track of the first connecting section; the curved inner track of the first connecting section is connected to the curved inner track 1-7 of the pointed track section according to the design curvature requirements;

[0048] Step S12-3, installing the center rail and frog section track;

[0049] Step S12-3-1, installing the straight outer track 3-4 of the heart rail frog section; connecting the straight outer track 3-4 of the heart rail frog section with the straight outer track of the first connecting section;

[0050] Step S12-3-2, installing the straight inner track 3-5 of the heart rail frog section; connecting the straight inner track 3-5 of the heart rail frog section with the straight inner track of the first connection section;

[0051] Step S12-3-3, installing the curved outer track 3-6 of the heart rail frog section; the curved outer track 3-6 of the heart rail frog section is connected with the curved outer track of the first connection section according to the design curvature requirements;

[0052] Step S12-3-4, installing the curved inner track 3-7 of the heart rail frog section; the curved inner track 3-7 of the heart rail frog section is connected with the curved inner track of the first connection section according to the design curvature requirements;

[0053] Step S12-4, installing the second connecting section track;

[0054] Step S12-4-1, installing the straight outer track 4-3 of the second connecting section; connecting the straight outer track 4-3 of the second connecting section to the straight outer track 3-4 of the center rail frog section;

[0055] Step S12-4-2, installing the straight inner track 4-4 of the second connecting section; connecting the straight inner track 4-4 of the second connecting section to the straight inner track 3-5 of the heart rail frog section;

[0056] Step S12-4-3, installing the curved outer track 4-5 of the second connection section; the curved outer track 4-5 of the second connection section is connected to the curved outer track 3-6 of the center rail frog section according to the design curvature requirements;

[0057] Step S12-4-4, installing the curved inner track 4-6 of the second connection section; the curved inner track 4-6 of the second connection section is connected to the curved inner track 3-7 of the heart rail frog section according to the design curvature requirements;

[0058] Step S12-5, installing the lane change section track;

[0059] Step S12-5-1, installing the straight outer track 5-3 of the lane changing section; connecting the straight outer track 5-3 of the lane changing section with the straight outer track 4-3 of the second connecting section;

[0060] Step S12-5-2, installing the straight inner track 5-4 of the lane changing section; connecting the straight inner track 5-4 of the lane changing section with the straight inner track 4-4 of the second connecting section;

[0061] Step S12-5-3, installing the curved outer track 5-5 of the lane changing section; the curved outer track 5-5 of the lane changing section is connected with the curved outer track 4-5 of the second connecting section according to the design curvature requirements;

[0062] Step S12-5-4, installing the inner curved track 5-6 of the lane changing section; the inner curved track 5-6 of the lane changing section is connected with the inner curved track 4-6 of the second connecting section according to the design curvature requirements.

[0063] Step S13: coarse adjustment of the track in the turnout area.

[0064] Step S14, installation of upper steel bars, comprehensive grounding welding and insulation testing of the turnout section ballast slab.

[0065] The upper steel bars of the roadbed slab in the turnout area include: the upper steel bars of the roadbed slab in the point rail section, the upper steel bars of the roadbed slab in the first connection section, the upper steel bars of the roadbed slab in the heart rail and frog section, the upper steel bars of the roadbed slab in the second connection section, and the upper steel bars of the roadbed slab in the track change section; the upper steel bars of the roadbed slab in the turnout area include a double-layer steel mesh formed by overlapping the upper transverse steel bars of the roadbed slab in the turnout area and the upper longitudinal steel bars of the roadbed slab in the turnout area; the bottom surface of the upper steel bars of the roadbed slab is connected to the bottom steel bars of the roadbed slab; the top surface of the upper steel bars of the roadbed slab is flush with the surface of the sleeper.

[0066] Step S15, installing the track bed plate template of the turnout area, installing the track bed plate template of each section in turn; the track bed plate of the turnout area includes: the track bed plate template of the point rail section, the track bed plate template of the first connecting section, the track bed plate template of the point rail fork section, the track bed plate template of the second connecting section, and the track bed plate template of the change section.

[0067] Step S16, track fine-tuning, using a sequential transition method to connect the previous section with the next section.

[0068] Step S17, pouring concrete of the turnout area ballast slab, includes the following steps:

[0069] Step S17-1, preparation before pouring concrete of the turnout track slab;

[0070] Step S17-2, pouring concrete for the trackbed slab in the turnout area; setting three pouring points in the middle of every two adjacent sleepers, including: a first pouring point is set between the sleepers at the first end; a second pouring point is set on the track axis; a third pouring point is set between the sleepers at the second end; during pouring, the pouring directions of the pouring points in two adjacent columns are opposite.

[0071] Step S17-3, vibrating the turnout area ballast slab concrete by a secondary vibration method; the first vibration of the turnout area ballast slab concrete is performed by a φ50 vibrating rod 13 between the vibrations of the turnout area ballast slab concrete; the second vibration of the turnout area ballast slab concrete is performed by a φ30 vibrating rod 14 around the sleepers;

[0072] Step S17-4, finishing the concrete surface of the trackbed slab in the turnout area;

[0073] Step S18, orbit data collection;

[0074] Step S19, dismantling, transporting and cleaning the track bed plate template in the turnout area.

[0075] Step S20, maintaining the track slab concrete in the turnout area.

[0076] Beneficial effects:

[0077] This application effectively controls the spacing between steel bars and the thickness of the protective layer of the turnout base plate, completely solves the problem of uneven and non-straight spacing between steel bars and the lack of coaxiality of the upper and lower layers of steel bars, and ensures construction quality.

[0078] The present application realizes adjustable structure height, reliable installation, and convenient dismantling, thereby ensuring that the concrete at the expansion joint has clear edges and corners and reducing damage.

[0079] The present application realizes dual control of the flatness and slope of the ballastless track surface, which is simple and convenient, and greatly improves work efficiency while ensuring the appearance quality.

[0080] The present application uses a tamping shovel to tamp along the edge of the side form in sequence to remove residual bubbles adsorbed by the side form, thereby improving the appearance quality of the roadbed slab concrete and reducing the amount of repair.

[0081] The present application can accurately adjust the horizontal position and elevation of the turnout track, improves the traditional method of fixing the track, reduces the investment in track tooling and the labor investment in assembling the track, and saves costs.

[0082] This application changes the traditional maintenance method of covering geotextile with artificial watering, ensuring that the concrete surface is always in a moist state during the maintenance period, making the maintenance work more timely and effective, avoiding problems such as cracks and color differences in the roadbed slab caused by untimely maintenance, and improving the appearance quality of the roadbed slab. At the same time, it reduces manpower input and saves construction costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0083] The drawings constituting a part of the present application are used to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. Among them:

[0084] Figure 1 It is a schematic diagram of the turnout section involved in the present invention;

[0085] Figure 2 The invention relates to the construction steps of ballastless track in the turnout area;

[0086] Figure 3 It is a schematic diagram of the steel bars of the base plate of the pointed rail section involved in the present invention;

[0087] Figure 4 This is a schematic diagram of the steel bars of the base plate in the first connection section according to the present invention;

[0088] Figure 5 It is a quick schematic diagram of the base plate of the heart rail frog section according to the present invention;

[0089] Figure 6 This is a schematic diagram of the reinforcement of the base plate in the second connection section according to the present invention;

[0090] Figure 7 A schematic diagram of the steel bars of the base plate of the lane change section involved in the present invention;

[0091] Figure 8 This is one of the schematic diagrams of the connection of the dowel rod involved in the present invention;

[0092] Fig. 9 A schematic diagram of a dowel rod according to the present invention;

[0093] Fig.10 This is a schematic diagram of the installation of the foam board involved in the present invention;

[0094] Fig.11 This is the second schematic diagram of the connection of the dowel rod involved in the present invention;

[0095] Fig.12 It is a schematic transverse cross-sectional view of the pointed rail section involved in the present invention;

[0096] Fig.13 It is a schematic transverse cross-sectional view of the heart rail frog section of the present invention;

[0097] Fig.14 It is a schematic cross-sectional view of the second connecting section according to the present invention;

[0098] Fig.15 It is a schematic diagram of the transverse cross section of the steel bars of the base plate of the lane change section involved in the present invention;

[0099] Fig.16 It is a schematic diagram of the grounding steel bars of the track bed slab steel bars in the turnout area involved in the present invention;

[0100] Fig.17 The concrete pouring sequence of the track bed slab involved in the present invention;

[0101] Fig.18 It is a schematic diagram of secondary vibration of the roadbed slab concrete involved in the present invention;

[0102] Among them, 1. Point rail section; 1-1. Base plate steel bars of point rail section; 1-2. Switch machine steel bars of point rail section; 1-3. Bottom steel bars of roadbed plate of point rail section; 1-4. Straight outer track of point rail section; 1-5. Straight inner track of point rail section 1-6. Curved outer track of point rail section; 1-7 Curved inner track of point rail section; 2. First connection section; 2-1. Base plate steel bars of first connection section; 3. Steering rail fork section Section; 3-1, the base plate steel bar of the center rail frog section; 3-2, the switch machine steel bar of the center rail frog section; 3-3, the bottom steel bar of the track bed of the center rail frog section; 3-4, the straight outer track of the center rail frog section; 3-5, the straight inner track of the center rail frog section; 3-6, the curved outer track of the center rail frog section; 3-7, the curved inner track of the center rail frog section; 4, the second connecting section; 4-1, the base plate steel bar of the second connecting section ; 4-2, bottom steel bar of the ballast plate of the second connecting section; 4-3, straight outer track of the second connecting section; 4-4, straight inner track of the second connecting section; 4-5, curved outer track of the second connecting section; 4-6, curved inner track of the second connecting section; 5, lane changing section; 5-1, base plate steel bar of the lane changing section; 5-2, bottom steel bar of the ballast plate of the lane changing section; 5-3, straight outer track of the lane changing section; 5-4, lane changing section The straight inner track; 5-5, the curved outer track of the lane changing section; 5-6, the curved inner track of the lane changing section; 6, the expansion joint; 7, the foam board; 7-1, the polyurethane sealant; 8, the force transfer rod; 8-1, the part without the coating; 8-2, the sheath; 8-3, the end sleeve; 9, the transverse grounding steel bar; 10, the longitudinal grounding steel bar; 11, the grounding terminal; 12, the casting point; 13, the φ50 vibrator; 14, the φ30 vibrator. DETAILED DESCRIPTION

[0103] The technical solutions in the embodiments of the present invention are described clearly and completely below. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention belong to the scope of protection of the present invention.

[0104] In the description of the present invention, the terms "longitudinal", "lateral", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and do not require that the present invention must be constructed and operated in a specific orientation. Therefore, they should not be understood as limitations on the present invention. The terms "connected" and "connected" used in the present invention should be understood in a broad sense. For example, they can be fixed connections or detachable connections; they can be directly connected or indirectly connected through intermediate components. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to specific circumstances.

[0105] The "longitudinal reinforcement" involved in this application is the reinforcement parallel to the length of the concrete component, that is, the reinforcement constituting the length of the component such as the base plate or the track bed plate. The "transverse reinforcement" involved in this application is the reinforcement parallel to the width of the concrete component, that is, the reinforcement constituting the width of the component such as the base plate or the track bed plate.

[0106] The present invention will be described in detail below with reference to the accompanying drawings and in combination with embodiments. It should be noted that the embodiments and features in the embodiments of the present invention can be combined with each other without conflict.

[0107] The present application relates to a ballastless track construction method in a turnout area, the improvement of which is as follows: Figure 1 As shown, the turnout area includes: a point rail section 1, a first connecting section 2, a heart rail frog section 3, a second connecting section 4, and a track change section 5 connected in sequence; along with the forward direction of the train, the train can turn from the first straight track to the curve in the turnout area and then transition to the second straight track;

[0108] like Figure 2 As shown, the ballastless track construction method in the turnout area includes the following steps:

[0109] Step S1, construction preparation, includes:

[0110] Step S1-1, check the raw materials. Specifically, the staff must strictly check the raw materials entering the turnout construction site. After the raw materials enter the construction site, they must be re-inspected and qualified before they can go through the warehousing procedures. Unqualified raw materials shall not be put into use. Materials should be stacked separately according to specifications and varieties, and have obvious status labels to ensure the quality of the project.

[0111] Step S1-2, review the design documents. Specifically, the technical person in charge reviews all design documents; construction management personnel and work teams need to be familiar with the relevant specifications, procedures, standards, technical conditions of ballastless track, and need to fully understand the design intent of the track project. Construction management personnel and work teams also need to receive other construction technical documents, including but not limited to: offline structure completion measurement data, piles, design changes related to track engineering, offline engineering construction quality inspection report, structure settlement deformation assessment report, and CPⅢ survey and design results report.

[0112] Step S1-3, calculation and verification of measurement coordinates. Specifically, according to the traverse points and leveling points submitted by the survey unit, the control points are verified by measurement and the encrypted control network is arranged for the calculation and first verification of measurement coordinates.

[0113] Step S1-4, review and accept the formwork, track rows, sleepers, etc. entering the construction site. Specifically, conduct a quality review on various types of formwork, track rows, and sleepers entering the work site to ensure their accuracy, so as to ensure the quality of subsequent projects. The formwork includes but is not limited to the base plate formwork and the track bed plate formwork used for the construction of the turnout area. The track row is an integral structure formed by connecting two tracks with a certain number of sleepers and a fastener system. The sleepers used in the turnout area are also called switch sleepers, and the sleepers include sleeper concrete respectively arranged at both ends of the truss reinforcement.

[0114] Step S2, measuring and setting out, includes:

[0115] Step S2-1, acceptance of the road surface foundation. Specifically, the construction unit and the offline unit shall accept the high-speed railway road surface foundation, that is, the roadbed surface, and the road surface foundation shall meet the requirements for laying ballastless track. The roadbed surface acceptance includes: sprinkling water on the roadbed surface to moisten it without water accumulation, and keeping it moist for more than 2 hours. The top surface of the road surface foundation should be flat, and the midline elevation error is ±20mm. When the foundation surface elevation is higher than the design elevation control line, it should be processed in time to avoid affecting the thickness of the base plate in the turnout area.

[0116] Step S2-2, survey and lay out, re-survey CPⅠ and CPⅡ control points and lay out measurement encryption pile control points, and complete the layout, measurement and evaluation of the CPⅢ control network. Specifically, CPⅠ is the basic plane control network, which mainly provides coordinate benchmarks for surveying, construction, operation and maintenance, and uses satellite positioning measurement methods for measurement. CPⅡ is the line plane control network, which mainly provides control benchmarks for surveying and construction. CPⅢ is the track control network, which provides control benchmarks for track laying and operation and maintenance. The surveying personnel will obtain the edge contour line and expansion joint position line of the turnout area base plate based on the CPⅢ measurement and layout results and the design coordinates of the turnout area base plate. Among them, the turnout area base plate includes: the point rail section base plate; the first connection section base plate; the heart rail fork section base plate; the second connection section base plate; the change track section base plate. Specifically, the edge contour line and expansion joint position line of the base plate of the point rail section are obtained by measuring and setting out; the edge contour line and expansion joint position line of the base plate of the first connection section; the edge contour line and expansion joint position line of the base plate of the heart rail fork section; the edge contour line and expansion joint position line of the base plate of the second connection section; and the edge contour line and expansion joint position line of the base plate of the change section. The template worker uses ink lines to mark the contour lines of the base plate of each section of the turnout area according to the setting out points, including: using ink lines to pop out the vertical mold line and the control line to determine the position of installing the turnout area base plate template. Specifically, the placement position of the base plate template of the point rail section, the placement position of the base plate template of the first connection section, the placement position of the base plate template of the heart rail fork section, the placement position of the base plate template of the second connection section, and the placement position of the base plate template of the change section are obtained. Among them, the control line is expanded 20cm to check the plane position of the turnout area base plate template. The layout data of the base plate in the turnout area must be laid out point by point in strict accordance with the base plate coordinates calculated by the layout software, and can only be used after verification.

[0117] Step S3, installing the turnout area base plate reinforcement and the switch machine reinforcement.

[0118] The turnout area base plate steel bars used in this application are prefabricated steel bars, which need to be produced separately by the factory according to the design requirements. The turnout area base plate steel bars used in this application and the turnout area track plate steel bars used in subsequent steps are all prefabricated steel bars produced centrally and uniformly by the factory. Before the prefabricated steel bars are processed, the prefabricated steel bar batching list should be prepared according to the construction drawing. Before making the prefabricated steel bars, the specifications, grades and processing quantities of the prefabricated steel bars should be carefully checked. After they are correct, they should be made according to the batching list so as to reasonably plan the cutting of steel bars. At the same time, the turnout area base plate steel bars are semi-finished steel bars. The storage of semi-finished steel bars must be rainproof and moisture-proof, and they should be classified according to their specifications and models, neatly and orderly stacked together, and type marks should be made. When stored on site, use square wood to pad it and cover the steel bars with rainproof cloth. Before tying the turnout area base plate steel bars, the debris, sewage, etc. in the turnout area base plate steel bar construction area must be cleaned up.

[0119] Furthermore, when the base plate reinforcement is prepared and bent, the longitudinal and transverse reinforcements in the turnout area need to be changed according to the external dimensions of the structure. The technical personnel need to determine the size of each reinforcement through calculation according to the requirements of the design drawings.

[0120] Specifically, Figure 1 As shown, the switch area involved in the present application refers to the cross-line area where the train can turn from the first straight track to the curve and then transition to the second straight track as the railway train moves forward, that is, the switch area. The switch area includes five sections where the road surface gradually widens as the train moves forward from the first straight track (first straight track) to the curve (curved track), and then transitions to the second straight track (second straight track), including: the point rail section, the first connection section, the heart rail fork section, the second connection section, and the change section;

[0121] Among them, the pointed rail section can be understood as a turning buffer zone. The pointed rail is set in the first straight track. The setting of the pointed rail provides a buffer zone for the train entering the curve. The train starts to deviate from the first straight track from the pointed rail to prepare for the train to turn into the curve.

[0122] The first connecting section can be understood as the first turning area. The theoretical switch center of the switch area is in the middle of the first connecting section. After passing through the theoretical switch center, the railway is divided into straight sections (straight roads) and curved sections (curves). After entering the curve, the train gradually deviates from the first straight road.

[0123] The frog section can be understood as a buffer zone for the train to transition from the curve to the second straight track. After passing through the frog section, the train will gradually turn from the curve to the second straight track.

[0124] The second connecting section can be understood as the second turning area, which is the connecting area where the train transitions from the curve to the second straight track.

[0125] The lane change section can be understood as the lane change area where the train changes lanes from a curved track to a second straight track.

[0126] Step S3, installing the turnout area base plate steel bars: sequentially installing the point rail section base plate steel bars 1-1, the first connection section base plate steel bars 2-1, the center rail frog section base plate steel bars 3-1, the second connection section base plate steel bars 4-1, and the change section base plate steel bars 5-1;

[0127] Step S3-1, such as Figure 3As shown, the pointed rail section base plate steel bars 1-1 are installed and laid axially along the roadbed surface according to the design and construction requirements; the surface of the pointed rail section base plate steel bars 1-1 is rectangular, including two layers of overlapping pointed rail section base plate steel bars 1-1 transverse steel bars of the same length and longitudinal steel bars of the pointed rail section base plate steel bars 1-1 of the same length.

[0128] The point rail section base plate reinforcement 1-1 also includes: point rail section switch reinforcement 1-2; the point rail section switch reinforcement 1-2 includes: two layers of point rail section switch transverse reinforcements of the same length overlapped with each other and point rail section switch longitudinal reinforcements of the same length; multiple point rail section switch reinforcements 1-2 are arranged on the same side of the point rail section base plate reinforcement 1-1, and are arranged according to the designed intervals. Specifically, because the point rail section is a turning buffer zone, the axial offset between the curved strand and the straight strand is small, therefore, the width of the point rail section base plate reinforcement 1-1 only needs to meet the design requirements for setting a single-strand sleeper and its switch reinforcement width. In order to meet the design requirements for subsequent train turns, it is necessary to add point rail section switches with relatively dense intervals to assist the train in turning according to the set track. Furthermore, according to the design requirements, the point rail section can be a unit section.

[0129] Step S3-2, such as Figure 4 As shown, the first connecting section base plate reinforcement 2-1 is installed; the first end of the first connecting section base plate reinforcement 2-1 is coaxially connected with the end of the pointed rail section base plate reinforcement 1-1; the first connecting section base plate reinforcement 2-1 includes two layers of first connecting section base plate reinforcement transverse reinforcements and first connecting section base plate reinforcement longitudinal reinforcements overlapping each other; the first connecting section base plate reinforcement 2-1 gradually widens from the first end to the second end.

[0130] Specifically, because the first connection section is the first turning area, that is, it belongs to the first lane change section, the offset of the curved strand axis and the straight strand axis in the direction of the train travel in the first connection section will gradually increase. Therefore, the width of the base plate reinforcement 2-1 of the first connection section needs to gradually reach the width design requirements of the single straight strand sleeper and the curved strand sleeper arranged side by side. Furthermore, according to the design length of the track, the first connection section can be composed of a plurality of first connection section units spliced ​​in sequence, and the number of first connection section units is not limited, as long as the design length is reached. It can include the first unit of the first connection section, the second unit of the first connection section, and the third unit of the first connection section, etc. Each first connection section unit includes the base plate reinforcement, that is, the first unit of the first connection section includes the first unit base plate reinforcement of the first connection section; the second unit of the first connection section includes the second unit base plate reinforcement of the first connection section; the third unit of the first connection section includes the third unit base plate reinforcement of the first connection section. The construction method of the plurality of first connection section units spliced ​​in sequence is the same as the construction method of each section recorded in this article.

[0131] Because the width of the base plate reinforcement 2-1 of the first connection section is gradually widening, it is necessary to ensure that the widths of the base plate reinforcements of the two first connection section units connected front and back are equal at the connecting position, and the base plate reinforcements of multiple first connection section units are sequentially spliced ​​to reach the design length of the base plate reinforcement 2-1 of the first connection section. For example: the second unit of the first connection section is connected to the first unit of the first connection section, then at the connection between the second unit of the first connection section and the first unit of the first connection section, the width of the base plate reinforcement of the second unit of the first connection section is equal to the width of the base plate reinforcement of the first unit of the first connection section.

[0132] Step S3-3, such as Figure 5 As shown, the heart rail frog section base plate steel bar 3-1 is installed; the first end of the heart rail frog section base plate steel bar 3-1 is coaxially connected to the end of the first connecting section base plate steel bar 2-1; the heart rail frog section base plate steel bar 3-1 includes two layers of heart rail frog section base plate steel bar transverse steel bars and heart rail frog section base plate steel bar longitudinal steel bars overlapped with each other; the heart rail frog section base plate steel bar 3-1 gradually widens from the first end to the second end.

[0133] The heart rail frog base plate reinforcement also includes: heart rail frog section switch machine reinforcement 3-2, including: two layers of heart rail frog section switch machine transverse reinforcement and heart rail frog section switch machine longitudinal reinforcement overlapped with each other; multiple heart rail frog section switch machine reinforcement 3-2 are arranged on the same side of the heart rail frog section base plate reinforcement 3-1, and are arranged according to the designed interval. Specifically, because the heart rail frog section is a buffer zone for the train to transition from the curve to the second straight track, the offset of the curved strand axis and the straight strand axis in the heart rail frog section along the direction of the train will gradually increase until the curved strand track and the straight strand track no longer have overlapping parts. Therefore, the width of the heart rail frog base plate reinforcement needs to gradually reach the width design requirements of the single straight strand sleeper and the single curved strand sleeper arranged side by side. At the same time, it is also necessary to install a switch machine on the heart rail frog section to assist the train to achieve the transition to the second straight track. Further, according to the design requirements, the heart rail frog section can be a unit section.

[0134] Step S3-4, such as Figure 6 As shown, the second connection section base plate steel bar 4-1 is installed, and the first end of the second connection section base plate steel bar 4-1 is coaxially connected to the end of the heart rail frog section base plate steel bar 3-1; the second connection section base plate steel bar 4-1 includes two layers of second connection section base plate steel bar transverse steel bars and second connection section base plate steel bar longitudinal steel bars overlapped with each other; the second connection section base plate steel bar 4-1 gradually widens from the first end to the second end. Specifically, the second connection section can be understood as the second turning area, the connection area where the train transitions from the curve to the second straight track. Therefore, the width of the second connection section needs to meet the width design requirements of the single-strand straight-strand rail sleeper and the curved-strand rail sleeper arranged side by side. At the same time, because the second connection section belongs to the connection area, it is not necessary to set up a switch machine separately. Furthermore, according to the design length of the track, the second connection section can be composed of a plurality of second connection section units spliced ​​in sequence, and the number of the second connection section units is not limited, as long as the design length is reached. It can include the first unit of the second connection section, the second unit of the second connection section, and the like. Each second connecting section unit includes base plate reinforcement, that is, the second connecting section first unit includes the second connecting section first unit base plate reinforcement; the second connecting section second unit includes the second connecting section second unit base plate reinforcement.

[0135] Because the width of the base plate reinforcement 4-1 of the second connection section is gradually widening, it is necessary to ensure that the widths of the base plate reinforcements of the two second connection section units connected front and back are equal at the connecting position, and the base plate reinforcements of multiple second connection section units are sequentially spliced ​​to reach the design length of the base plate reinforcement 4-1 of the second connection section. For example: the second unit of the second connection section is connected to the first unit of the second connection section, then at the connection between the second unit of the second connection section and the first unit of the second connection section, the width of the base plate reinforcement of the second unit of the second connection section is equal to the width of the base plate reinforcement of the first unit of the second connection section. The construction method of multiple sequentially spliced ​​second connection section units is the same as the construction method of each section recorded in this article.

[0136] Step S3-5, such as Figure 7 As shown, the track-changing section base plate reinforcement 5-1 is installed, and the first end of the track-changing section base plate reinforcement 5-1 is coaxially connected to the end of the second connecting section base plate reinforcement 4-1; the track-changing section base plate reinforcement 5-1 includes two layers of track-changing section base plate reinforcement transverse reinforcements and track-changing section base plate reinforcement longitudinal reinforcements that overlap each other; the track-changing section base plate reinforcement gradually widens from the first end to the second end. Specifically, the track-changing section can be understood as the track-changing area where the train changes from the curved track to the second straight track. Therefore, the width of the track-changing section base plate reinforcement 5-1 must meet the width design requirements of the single-strand first straight track sleeper, the curved track sleeper, and the second straight track sleeper that reaches the side after turning. Therefore, the width of the track-changing section base plate reinforcement 5-1 must correspond to the width of the parallel single-strand first straight track sleeper, the curved track sleeper, and the second straight track sleeper. Further, according to the design length of the track, the track-changing section can be a unit section according to the design requirements.

[0137] Specifically, the base plate steel bars used in this application, including the base plate steel bars 1-1 in the pointed rail section, the base plate steel bars 2-1 in the first connection section, the base plate steel bars 3-1 in the heart rail frog section, the base plate steel bars 4-1 in the second connection section, and the base plate steel bars 5-1 in the change section, all adopt a double-layer reinforcement design, and all include a bottom steel mesh and an upper steel mesh composed of a plurality of parallel longitudinal steel bars and transverse steel bars vertically connected. Among them, the spacing between the longitudinal steel bars (i.e., the steel bars constituting the length of the base plate) and the transverse steel bars (i.e., the steel bars constituting the width of the base plate) is 200mm. When tying the steel bars and laying the steel bars (referred to as laying the steel bars), firstly, according to the layout control points, the installation ink line of the bottom steel mesh is popped up, and the bottom steel mesh is installed. When the steel bars with longer section lengths need to be overlapped longitudinally, the overlap length shall not be less than 800mm. The upper steel mesh is tied to the bottom steel mesh by a clamp to ensure that the spacing between the steel bars meets the design requirements.

[0138] When installing the steel bars, the base plate steel bars should be arranged according to the position and size of the design drawings. A protective layer pad with a height of 35mm should be set at the lowering position of the base plate steel bars for positioning: C30 concrete pads with a height of 35mm should be laid with a horizontal spacing of 50cm and a vertical spacing of 100cm, arranged in a plum blossom shape, with no less than 4 per square meter, and ensure that the protective layer meets the design requirements. Among them, if the length of the longitudinal steel bars is insufficient, they can be overlapped, and the overlap length shall not be less than 800mm, and the welding length shall not be less than 100mm.

[0139] HRB400φ20 "L" type steel bars are embedded in the switch installation position and all base plate steel bars to strengthen the connection strength between the base plate and the track bed plate installed in the subsequent steps. All switch machine steel bars are constructed simultaneously with the base plate steel bars. The transverse steel bars of the base plate steel bars extend to the platform where the switch machine is to be placed, and are connected to the base plate steel bars as a whole. The transverse steel bars of the base plate steel bars of the point rail section are extended to the platform where the switch machine of the point rail section is placed, forming the transverse steel bars of the switch machine of the point rail section; the transverse steel bars of the seat plate steel bars of the heart rail fork section are extended to the platform where the switch machine of the heart rail fork section is placed, forming the transverse steel bars of the switch machine of the heart rail fork section.

[0140] Step S4, such as Figure 8 As shown, a force transmission rod 8 and a foam board 7 are arranged at the expansion joint 6. The expansion joint refers to the gap reserved at the joint of two adjacent base plates, which is used to compensate for the natural expansion and contraction deformation of the track and the deformation caused by factors such as temperature. It can be understood that the foam board is arranged between the steel bars of two adjacent base plates.

[0141] Among them, the expansion joint 6 is connected by a force transmission rod 8, such as Fig. 9 As shown: the force transmission rod 8 used in the present application includes: a cylindrical steel rod with a diameter of 28mm, a total length of 760mm, a non-coated part 8-1 with a length of 310mm, a sheath 8-2 ​​arranged at one end of the force transmission rod 8; the sheath 8-2 ​​part is 430mm long, wherein the sheath 8-2 ​​adopts a non-bonded sheath; the end sleeve 8-3 of the force transmission rod 8 is connected to the sheath 8-2; the end sleeve 8-3 is 60mm long.

[0142] Step S4-1, such as Fig.10As shown, a foam plate 7 is installed, which is perpendicular to the ground and is arranged between the expansion joints of two adjacent sections, that is, between the base plate steel bars of two adjacent sections. Specifically, the foam plate 7 is respectively arranged at the connection between the base plate steel bar 1-1 of the point rail section and the base plate steel bar 2-1 of the first connecting section, the connection between the base plate steel bar 2-1 of the first connecting section and the base plate steel bar 3-1 of the center rail fork section, the connection between the base plate steel bar 3-1 of the center rail fork section and the base plate steel bar 4-1 of the second connecting section, and the connection between the base plate steel bar 4-1 of the second connecting section and the base plate steel bar 5-1 of the change section. Among them, the connection between sections can be understood as the expansion joint between sections.

[0143] If the first connecting section also includes the first connecting section first unit, the first connecting section second unit and the first connecting section third unit, the foam board 7 also needs to be installed at the connection between the first connecting section first unit and the first connecting section second unit; and at the connection between the first connecting section second unit and the first connecting section third unit.

[0144] If the second connecting section further includes a second connecting section first unit and a second connecting section second unit, the foam plate 7 also needs to be installed at the connection between the second connecting section first unit and the second connecting section second unit.

[0145] like Fig.10 As shown, the expansion joint 6 is filled with a 20 mm thick foam board 7, which is made of polyethylene foam plastic, and the top end surface of the foam board 7 is sealed with a 15 mm thick polyurethane sealant 7-1. A through hole for installing a force transmission rod 8 is set at the center of the foam board 7.

[0146] Step S4-2, setting the force transmission rod 8. Fig.11 As shown, the dowel rod 8 is arranged in the middle of the base plate reinforcement in the turnout area, that is, in the middle of the cross section of the base plate reinforcement in the turnout area, and the dowel rod 8 is symmetrically arranged with the center line of the base plate reinforcement in the turnout area, which can be regarded as the dowel rod 8 being symmetrically arranged with the center line of the track. It is preferred to firstly arrange a dowel rod 8 on the center line of the base plate reinforcement in the turnout area, and then add dowel rods 8 to both sides at the same time. The number of dowel rods 8 used increases as the width of the base plate in the turnout area increases.

[0147] like Figure 8 As shown, the dowel rods 8 are arranged at designed intervals and the installation direction of each dowel rod 8 is opposite to the installation direction of the adjacent dowel rod 8. That is, they are arranged crosswise according to the ends with or without sheaths: one dowel rod 8 has the sheathed part arranged in the front, and the sheathed parts of the two adjacent dowel rods 8 are arranged in the rear.

[0148] Specifically, during on-site installation, the dowel rods are firmly installed on the base plate reinforcement with a spacing of 300mm to ensure that the dowel rods are accurately positioned, neatly installed and level. The dowel rods are cross-set according to whether there is a sleeve at one end, and the part that extends into the reinforcement must be insulated and fixed to the reinforcement. The lateral position deviation of the dowel rod end should not be greater than 6mm. The dowel rods are arranged symmetrically with respect to the center line of the track, and the distance between the outermost dowel rod and the edge of the base plate shall not be less than 400mm. Before construction, the dowel rods should be checked to see if the sheath performance meets the requirements. If the sheath fails due to long-term placement or other reasons, it shall not be used. The dowel rods should be set in the middle of the base plate cross section, and staggered according to the interval and installation direction. The fixed dowel rods are parallel to the center line of the line. Effective measures should be taken during construction to ensure that the dowel rods do not shift during construction. After the subsequent base plate is cast, the dowel rods should also be perpendicular to the base plate cross section.

[0149] Step S5, installation of the base plate template of the turnout area; specifically, the base plate templates used in this application are all made of factory-specially processed fixed steel templates, and the templates must be polished clean and coated with a release agent before installation. The template joints are connected by bolts, and the template reinforcement is carried out by bracing and pulling.

[0150] Step S5-1, grinding the template. Specifically, the template needs to be ground with an angle grinder before installing it. The template surface must be smooth and free of impurities. After grinding, apply a release agent. When the bottom of the template is not tightly attached to the base surface, a mortar layer is used to seal it. The gap must be filled tightly and cannot invade the concrete of the base.

[0151] Step S5-2, installation of the base plate template in the turnout area, includes: according to the position of the base plate template obtained by measurement and layout in step S2, the base plate template of the point rail section base plate steel bars 1-1, the first connecting section base plate steel bars 2-1, the heart rail fork section base plate steel bars 3-1, the second connecting section base plate steel bars 4-1, and the change track section base plate steel bars 5-1 are installed in sequence.

[0152] The turnout area base plate template includes: the point rail section base plate template; the first connection section base plate template; the heart rail fork section base plate template; the second connection section base plate template; and the change section base plate template;

[0153] The base plate template of the pointed rail section includes: a first side template of the pointed rail section and a second side template of the pointed rail section located on both sides of the length direction of the pointed rail section; a tip template of the pointed rail section located on the end surface of the width direction of the pointed rail section; and a first transverse template located at the connection between the pointed rail section and the first connecting section;

[0154] The base plate template of the first connection section includes: a first side template of the first connection section and a second side template of the first connection section located on both sides of the length direction of the first connection section; and a second transverse template located at the connection between the first connection section and the heart rail frog section;

[0155] The heart rail frog section base plate template includes: a heart rail frog section first side template and a heart rail frog section second side template located on both sides of the heart rail frog section in the length direction; and a third transverse template located at the connection between the heart rail frog section and the second connecting section;

[0156] The second connecting section base plate template includes: a second connecting section first side template and a second connecting section second side template located on both sides of the second connecting section in the length direction; and a fourth transverse template located at the connection between the second connecting section and the lane changing section;

[0157] The lane-changing section base plate template includes: a first side template and a second side template of the lane-changing section located on both sides of the lane-changing section in the length direction; and a lane-changing section end template located on the end surface of the lane-changing section in the width direction;

[0158] Specifically, step S5-2-1 is to install the side formwork of the turnout area base plate formwork, the side formwork of the turnout area base plate formwork is a formwork installed on the longitudinal steel bars on the outermost sides of the turnout area base plate steel bars, and the side formwork of the turnout area base plate formwork includes: a first side formwork of the first connecting section and a second side formwork of the first connecting section; a first side formwork of the heart rail fork section and a second side formwork of the heart rail fork section; a first side formwork of the second connecting section and a second side formwork of the second connecting section; a first side formwork of the lane changing section and a second side formwork of the lane changing section.

[0159] The side templates of the base plate template of the turnout area are fixed. According to the position of the base plate template of the point rail section, the position of the base plate template of the first connection section, the position of the base plate template of the heart rail fork section, the position of the base plate template of the second connection section, and the position of the base plate template of the change track section obtained in step S2-2, different side templates are installed according to the edge lines of the template positions. Specifically, the side template of the base plate template of the turnout area is a pre-formed steel template. The side template of the base plate template of the turnout area is fixed by a special template positioning support (also called a diagonal support) to fix the upper and lower edges of the side template. Among them, the side templates and end templates of the straight section and the inner side of the curve (the curved strand is the inner rail) of the turnout area are 350mm high. That is, the first side template of the point rail section of the point rail section, the second side template of the point rail section, the end template of the point rail section and the first cross template are 350mm high. The side templates located in the straight section of the turnout area: the first side template of the first connection section, the first side template of the heart rail fork section, the first side template of the second connection section, the first side template of the lane change section, and the second side template of the lane change section are all 350mm high. The height of the end template of the lane change section is also 350mm.

[0160] Because the train will generate centrifugal force when running on the curved track, the outer rail will be under great pressure, which is prone to severe side wear and even overturning accidents in severe cases. For this reason, the outer rail of the curve must be raised to a certain degree to form a superelevation curve. In this application, the first connection section, the heart rail fork section, and the outermost curved track of the second connection section are the outer rail of the curve, and the height of the side template of the outer rail of the curve superelevation is 500mm. That is, the height of the side template of the second side template of the first connection section, the second side template of the heart rail fork section, and the second side template of the second connection section is 500mm. Each steel mold is 4m long, and the side templates are fixed with pins and reinforced with diagonal braces. At the same time, a steel chisel with a diameter of 20mm is driven into the graded gravel on the surface of the base bed every 1 meter to fix the template.

[0161] Step S5-2-2, install the transverse formwork and end formwork of the base plate formwork in the turnout area. The transverse formwork is the formwork set in the width direction between the connection points of the sections, and the end formwork installed on the transverse reinforcements at both ends of the base plate reinforcement in the turnout area. The transverse formwork of the base plate formwork in the turnout area includes: the end formwork of the pointed rail section, the first transverse formwork, the second transverse formwork, the third transverse formwork, the fourth transverse formwork and the end formwork of the change track section. Among them, the heights of the two ends of the second transverse formwork, the third transverse formwork and the fourth transverse formwork correspond to the side formwork, and the second transverse formwork, the third transverse formwork and the fourth transverse formwork have a slope from 350mm to 500mm in height. Those skilled in the art can install the transverse formwork according to the design requirements.

[0162] Step S5-3, measure and verify the plane position of the turnout area base plate template and the top surface elevation of the turnout area base plate concrete. Specifically: after the side template is installed, the plane position of the template and the top surface elevation of the turnout area base plate concrete need to be measured and verified, and lines are drawn on the template according to the top surface elevation of the turnout area base plate concrete, and double-sided tape is pasted on the template every 50 cm in the longitudinal direction to mark the elevation control line of the top surface of the turnout area base plate. The two connected side templates need to be aligned without misalignment, and the connecting bolts are tightened with a wrench.

[0163] Step S5-4, cleaning the turnout area base plate template. Specifically, the turnout area base plate template and the turnout area base plate template positioning support must be stable and reliable, with tight joints and no leakage. Before pouring concrete, the accumulated water and debris in the turnout area base plate template should be cleaned up. The contact surface between the template and the concrete should be cleaned and coated with a release agent. During construction, the base concrete is poured and formed in one go.

[0164] Step S6, pouring concrete on the steel bars of the turnout base plate, including:

[0165] Step S6-1, perform secondary cleaning of debris in the base plate template of the turnout area. Specifically: before pouring concrete, perform secondary cleaning of debris in the base plate template of the turnout area, and sprinkle water to pre-wet the roadbed surface, and there must be no stagnant water on the roadbed surface. Furthermore, it is necessary to prepare for rainproof covering on site. If it rains before, during, or after concrete pouring, it is necessary to promptly cover the concrete pouring area of ​​the base plate reinforcement of the turnout area with rainproof materials.

[0166] Step S6-2, review the turnout area base plate steel bars, turnout area base plate template, and the elevation control line of the turnout area base plate top surface. Before pouring concrete, the turnout area base plate needs to be reviewed to meet the construction requirements. The review method can be common technical means.

[0167] Step S6-3, concrete is poured on the steel bars of the turnout area base plate to form the turnout area base plate concrete. Specifically, the concrete used for pouring the steel bars of the turnout area base plate is transported to the construction site by a concrete tank truck. After the performance test of the concrete mixture is qualified, the concrete is poured into the turnout area base plate formwork by a chute or pumping method to form the turnout area base plate concrete. The concrete pouring operation adopts a one-way pouring method. After pouring, the turnout area base plate concrete is vibrated by an inserted vibrating rod. The vibrating rod with a diameter of 50mm is used for vibration. The vibration points are evenly arranged on the surface of the turnout area base plate concrete, and the moving rod distance, that is, the distance from the vibrating rod to the next vibration point, is controlled within 500mm. The vibration is carried out according to the principle of "fast insertion and slow withdrawal". When vibrating the concrete near the side formwork of the turnout area base plate, the vibration point needs to be 100mm away from the edge of the side formwork of the turnout area base plate, and the moving rod distance is controlled within 300mm, and the vibration is carried out in sequence. The vibration time of the turnout area base plate concrete is controlled at about 20-25s, so that the turnout area base plate concrete no longer sinks, no bubbles appear, and the surface is flat and presents floating slurry. During the vibration process, a dedicated person is assigned to check the support stability and joint tightness of the turnout area base plate formwork to prevent mold running, mold expansion, and slurry leakage. At the same time, observe the stability of the turnout area base plate steel bars. If loose deformation, displacement, etc. are found, they need to be dealt with in a timely manner.

[0168] Step S6-4, finishing and roughening of the concrete surface of the turnout base plate, including four finishing steps.

[0169] Step S6-4-1, the first finishing work: The first finishing of the turnout area base slab concrete is to level the surface of the turnout area base slab concrete, and at the same time, adjust the top surface elevation of the turnout area base slab concrete. Specifically: the top surface elevation of the turnout area base slab concrete is adjusted by scraping the surface with a scraper, and the excess turnout area base slab concrete is scraped away. The construction personnel strictly follow the top surface elevation of the turnout area base slab concrete given by the surveyor to finish the surface. Square steel is used to scrape the top surface elevation of the turnout area base slab concrete to the elevation control line of the top surface of the turnout area base slab to ensure the overall flatness of the turnout area base slab concrete surface and no material shortage.

[0170] Step S6-4-2, the second finishing work: When finishing the concrete of the turnout area base slab for the second time, a drainage slope with a slope of 3% shall be made within 30cm on both sides of the concrete of the turnout area base slab. In order to ensure the slope and flatness of the drainage slopes on both sides, a drainage slope scraper is used to finish the surface according to the elevation control line of the top surface of the turnout area base slab. Specifically, drainage slopes are also designed on both sides of the turnout area base slab concrete, and the drainage slope scraper specially used in the prior art for the turnout area base slab concrete can be used to adjust the slope of the drainage slope. A horizontal ruler is set on the upper part of the drainage slope scraper, and an angle ruler wheel is set at the corner of the drainage slope scraper, and the slope of the drainage slope can be adjusted at will. Through the drainage slope scraper, the dual control of the flatness and slope of the drainage slope can be achieved, which is simple and convenient, highly practical, and greatly improves the linear quality of the drainage slope of the turnout area base slab concrete.

[0171] Step S6-4-3, the third finishing work: When performing the third finishing of the turnout area base slab concrete, it is necessary to eliminate the micro cracks caused by the loss of surface water in the turnout area base slab concrete, and at the same time squeeze out the surface pore water of the turnout area base slab concrete.

[0172] Step S6-4-4, the fourth finishing work: The fourth finishing work of the turnout area base slab concrete is carried out about 4-4.5 hours after the concrete pouring is completed and there is no obvious mark on the concrete surface, that is, only fingerprints are left, the surface of the turnout area base slab concrete is calendered with a finishing trowel. At the same time, the residual dust on the edge of the turnout area base slab template is removed to prevent the edge of the turnout area base slab concrete from falling off when the template is removed.

[0173] Step S6-5, roughening the concrete of the turnout area base plate. Specifically, 2-3 hours after the concrete is poured, the surface of the turnout area base plate is roughened within the overlap range of the turnout area track bed plate, with a roughening rate of more than 75%, to ensure that the turnout area base plate and the turnout area track bed plate to be constructed later are effectively connected.

[0174] Specifically, the concrete surface of each section must be constructed strictly according to the top elevation of the base plate concrete of each section determined by the measurement and layout, to prevent the base plate templates of adjacent sections from being misaligned after being removed. After the construction is completed, clean all equipment and tools for reuse. Clean the remaining concrete as well to keep it clean.

[0175] Step S7, remove the template of the turnout area base plate. Specifically: when the strength of the turnout area base plate concrete can ensure that its surface and edges are not damaged due to removal, the template of the turnout area base plate is removed. The template of the turnout area base plate is removed in two times. The first time the template of the turnout area base plate is removed, it is 2-3.5h after the pouring is completed (that is, during the third finishing process in step S6-4-3), and the horizontal template of the turnout area base plate is removed, including: the end template of the point rail section located at the end face of the width direction of the point rail section; and the first horizontal template located at the connection between the point rail section and the first connecting section; and the second horizontal template located at the connection between the first connecting section and the heart rail fork section; and the third horizontal template located at the connection between the heart rail fork section and the second connecting section; and the fourth horizontal template located at the connection between the second connecting section and the track change section; and the end template of the track change section located at the end face of the track change section in the width direction. The second removal of the turnout area base plate formwork is to remove the side formwork of the turnout area base plate 12 hours after the pouring is completed, including: the first side formwork of the point rail section and the second side formwork of the point rail section on both sides of the length direction of the point rail section; the first side formwork of the first connection section and the second side formwork of the first connection section on both sides of the length direction of the first connection section; the first side formwork of the heart rail frog section and the second side formwork of the heart rail frog section on both sides of the length direction of the heart rail frog section; the first side formwork of the second connection section and the second side formwork of the second connection section on both sides of the length direction of the second connection section; and the first side formwork of the lane change section and the second side formwork of the lane change section on both sides of the length direction of the lane change section. Removing the turnout area base plate formwork too early will cause cracks in the four corners of the turnout area base plate concrete or collapse of the turnout area base plate concrete; removing the turnout area base plate formwork too late will not only make it difficult to remove the turnout area base plate formwork, but also cause large-scale damage to the edge of the turnout area base plate formwork concrete. Furthermore, it is strictly forbidden to pull the turnout area base plate formwork hard during the formwork removal process to avoid damage to the turnout area base plate formwork and the turnout area base plate concrete. When removing the turnout area base plate formwork, the temperature difference between the turnout area base plate concrete core and the turnout area base plate concrete surface, and between the turnout area base plate concrete surface and the environment shall not be greater than 15°C.

[0176] Step S8, maintain the turnout area base plate. Specifically: the turnout area base plate template is demolded to form the turnout area base plate. The maintenance work of the turnout area base plate begins immediately after the turnout area base plate template is demolded. This application adopts the "one liquid, one cloth, one film" method to maintain the turnout area base plate.

[0177] Step S8-1, laying geotextile. Specifically, firstly, the surface of the turnout area base plate is covered with the moistened geotextile, and the geotextile completely wraps the top surface and the side surface of the turnout area base plate.

[0178] Step S8-2, laying maintenance drip pipes. Specifically, in the straight sections of the base plate of the turnout area (the point rail section and the track change section), two drip pipes are laid and arranged 70 cm on both sides of the center line of the base plate. That is, a drip pipe is laid along the axial direction of the section at 70 cm on both sides of the center line of the base plate of the point rail section and the base plate of the track change section. The curved sections (the first connecting section, the heart rail fork section, and the second connecting section) are only laid at the slope change point of the super-high side drainage slope. That is, a drip pipe is laid axially on the outer rail side of the curved strand of the first connecting section, on the outer rail side of the curved strand of the heart rail fork section, and on the outer rail side of the curved strand of the second connecting section. The drip pipe is connected to the health water bucket, and the distance between the health water bucket and the drip pipe shall not be greater than 70m.

[0179] Step S8-3, covering with plastic film. Finally, the turnout area base plate is covered with plastic film. The plastic film completely wraps the top and side surfaces of the turnout area base plate, and the axial sides of the turnout area base plate are pressed with sand bags, and the lateral spacing of the sand bags is not greater than 2m.

[0180] It is strictly forbidden to spray water on the turnout base plate before final setting to prevent peeling of the turnout base plate surface. The continuous maintenance time of the turnout base plate is at least 7 days. All kinds of vehicles are strictly prohibited from passing on the turnout base plate before the strength reaches 75% of the design strength.

[0181] Step S9, measuring and setting out the trackbed slabs in the turnout area, which include trackbed slabs in the point rail section, trackbed slabs in the first connection section, trackbed slabs in the center rail fork section, trackbed slabs in the second connection section, and trackbed slabs in the track change section. Specifically, through the design drawings, the turnout center position of the turnout area is first located, and then the turnout head and turnout tail positions are determined according to the turnout center position. The turnout center position is located in the first connection section, and the turnout head part is divided into the start end from the turnout center position to the point rail section, and the turnout tail part is the end end from the turnout center position to the track change section. According to the different lengths and widths of the point rail section, the first connection section, the center rail fork section, the second connection section, and the track change section, the measurement data of each section are calculated according to the design drawings. After cleaning the surface of the turnout area base plate, the contour position of the trackbed slab is set out. Specifically, use the total station to lay out the intersections of the turnout area, and use the CPⅢ control point to lay out the contour positions of the track bed plate of the point rail section, the track bed plate of the first connection section, the track bed plate of the center rail fork section, the track bed plate of the second connection section, and the track bed plate of the change section, and use steel chisels and red paint to mark them, and draw lines in sequence as the basis for the template of the track bed plate. In the straight section (both sides of the track bed plate of the point rail section, both sides of the track bed plate of the change section, the side of the track bed plate of the first connection section close to the straight strand, the side of the track bed plate of the center rail fork section close to the straight strand, and the side of the track bed plate of the second connection section close to the straight strand), it is advisable to measure and lay out every 10m, and in the curved section (the side of the track bed plate of the first connection section close to the curved strand, the side of the track bed plate of the center rail fork section close to the curved strand, and the side of the track bed plate of the second connection section close to the curved strand), it is advisable to measure and lay out every 5m. After measuring and positioning, use ink lines to locate the positions of the longitudinal reinforcement of the track bed plate steel bars and the transverse reinforcement of the track bed plate steel bars. After repeated measurements and verifications, the construction of the turnout area ballast slab reinforcement and the turnout area ballast slab formwork is carried out.

[0182] Step S10, installing the bottom steel bars of the track bed slab in the turnout area, and sequentially installing the bottom steel bars 1-3 of the track bed slab in the point rail section, the bottom steel bars of the track bed slab in the first connection section, the bottom steel bars 3-3 of the track bed slab in the center rail frog section, the bottom steel bars of the track bed slab in the second connection section, and the bottom steel bars of the track bed slab in the change section.

[0183] Step S10-1, as Fig.12As shown, the bottom steel bars 1-3 of the roadbed slab of the pointed rail section are installed, and the bottom steel bars 1-3 of the roadbed slab of the pointed rail section are coaxially arranged with the base plate of the pointed rail section, and the bottom surface of the bottom steel bars 1-3 of the roadbed slab of the pointed rail section matches the remaining part of the base plate of the pointed rail section excluding the switch area; the bottom steel bars 1-3 of the roadbed slab of the pointed rail section include two layers of transverse steel bars of the same length overlapped with each other and the bottom steel bars of longitudinal steel bars of the roadbed slab of the pointed rail section of the same length. Specifically, because the pointed rail section is a turning buffer zone, the axial offset between the curved strands and the straight strands is small, and therefore, the surface of the bottom steel bars 1-3 of the roadbed slab of the pointed rail section can be regarded as a rectangle. Furthermore, according to the design requirements, the roadbed slab of the pointed rail section can be a unit section, which can be ensured to correspond to the base plate of the pointed rail section.

[0184] Step S10-2, installing the bottom steel bars of the roadbed slab of the first connecting section, the bottom steel bars of the roadbed slab of the first connecting section are coaxially arranged with the base plate of the first connecting section, the first end of the bottom steel bars of the roadbed slab of the first connecting section is connected to the end of the bottom steel bars 1-3 of the roadbed slab of the point rail section; the bottom steel bars of the roadbed slab of the first connecting section include two layers of transverse steel bars of the bottom steel bars of the roadbed slab of the first connecting section overlapped with each other and longitudinal steel bars of the bottom steel bars of the roadbed slab of the first connecting section; the bottom steel bars of the roadbed slab of the first connecting section gradually widen from the first end to the second end.

[0185] Specifically, because the first connecting section is the first turning area, that is, it belongs to the first track change section, the offset of the curved axis and the straight axis in the direction of the train travel will gradually increase in the first connecting section. Therefore, the width of the bottom steel bar of the roadbed slab in the first connecting section needs to gradually reach the width design requirements of the single straight rail sleeper and the curved rail sleeper arranged side by side. Furthermore, according to the design length of the track, the first connecting section can be composed of a plurality of first connecting section units spliced ​​in sequence, and the number of first connecting section units is not limited, as long as the design length is reached. It can include the first unit of the first connecting section, the second unit of the first connecting section, and the third unit of the first connecting section, etc. Each first connecting section unit includes the bottom steel bar of the roadbed slab, that is, the first unit of the first connecting section includes the bottom steel bar of the roadbed slab of the first unit of the first connecting section; the second unit of the first connecting section includes the bottom steel bar of the roadbed slab of the second unit of the first connecting section; the third unit of the first connecting section includes the bottom steel bar of the roadbed slab of the third unit of the first connecting section.

[0186] Because the width of the bottom steel bar of the roadbed slab of the first connection section is gradually widening, it is necessary to ensure that the width of the bottom steel bar of the roadbed slab of the two first connection section units connected front and back is equal at the connection position, and the bottom steel bar of the roadbed slab of multiple first connection section units is spliced ​​in sequence to reach the design length of the bottom steel bar of the roadbed slab of the first connection section. For example: the second unit of the first connection section is connected to the first unit of the first connection section, then at the connection between the second unit of the first connection section and the first unit of the first connection section, the width of the bottom steel bar of the roadbed slab of the second unit of the first connection section is equal to the width of the bottom steel bar of the roadbed slab of the first unit of the first connection section.

[0187] Step S10-3, as Fig.13 As shown, the bottom steel bars 3-3 of the track bed slab of the heart rail fork section are installed; the first end of the bottom steel bars 3-3 of the track bed slab of the heart rail fork section is coaxially connected with the end of the bottom steel bars of the track bed slab of the first connecting section; the bottom surface of the bottom steel bars of the track bed slab of the heart rail fork section matches the remaining part of the base plate of the heart rail fork section excluding the switch machine area; the bottom steel bars 3-3 of the track bed slab of the heart rail fork section include two layers of transverse steel bars of the track bed slab of the heart rail fork section and longitudinal steel bars of the track bed slab of the heart rail fork section overlapped with each other; the bottom steel bars 3-3 of the track bed slab of the heart rail fork section gradually widens from the first end to the second end.

[0188] Specifically, because the frog section of the heart rail is a buffer zone for the train to transition from the curve to the second straight track, the offset of the curved axis and the straight axis in the heart rail frog section along the direction of the train's travel will gradually increase until the curved track and the straight track no longer overlap. Therefore, the width of the bottom layer of steel bars in the heart rail frog slab needs to gradually reach the width design requirements of the single-strand straight sleeper and the single-strand curved sleeper arranged side by side. At the same time, it is also necessary to install a switch machine on the frog section of the heart rail to assist the train in transitioning to the second straight track. Furthermore, according to the design requirements, the bottom layer of steel bars in the slab of the heart rail frog section can be a unit section, which can be ensured to correspond to the base plate of the point rail section.

[0189] Step S10-4, as Fig.14As shown, the bottom steel bar of the second connection section roadbed slab is installed, and the first end of the bottom steel bar 4-2 of the second connection section roadbed slab is coaxially connected with the end of the bottom steel bar 3-3 of the heart rail fork section roadbed slab; the bottom steel bar 4-2 of the second connection section roadbed slab includes two layers of second connection section roadbed slab bottom steel bar transverse steel bars and second connection section roadbed slab bottom steel bar longitudinal steel bars overlapped with each other; the bottom steel bar 4-2 of the second connection section roadbed slab gradually widens from the first end to the second end. Specifically, the second connection section can be understood as the second turning area, the connection area where the train transitions from the curve to the second straight track. Therefore, the width of the second connection section needs to meet the width design requirements of the single-strand straight-strand sleeper and the curved-strand sleeper arranged side by side. Furthermore, according to the design length of the track, the second connection section can be composed of a plurality of second connection section units spliced ​​in sequence, and the number of the second connection section units is not limited, as long as the design length is reached. It can include the first unit of the second connection section, the second unit of the second connection section, and so on. Each second connecting section unit includes the bottom layer of the track bed slab steel bars, that is, the second connecting section first unit includes the bottom layer of the track bed slab steel bars of the second connecting section first unit; the second connecting section second unit includes the bottom layer of the track bed slab steel bars of the second connecting section second unit.

[0190] Because the width of the bottom steel bar of the second connection section is gradually widening, it is necessary to ensure that the width of the bottom steel bar of the roadbed slab of the two second connection section units connected front and back is equal at the connection position, and the bottom steel bars of the roadbed slab of multiple second connection section units are spliced ​​in sequence to reach the design length of the bottom steel bar of the roadbed slab of the second connection section. For example: the second unit of the second connection section is connected to the first unit of the second connection section, then at the connection between the second unit of the second connection section and the first unit of the second connection section, the width of the bottom steel bar of the roadbed slab of the second unit of the second connection section is equal to the width of the bottom steel bar of the roadbed slab of the first unit of the second connection section.

[0191] Step S10-5, as Fig.15As shown, the bottom steel bar 5-2 of the track changing section track bed slab is installed, and the first end of the bottom steel bar 5-2 of the track changing section track bed slab is coaxially connected with the end of the bottom steel bar of the track bed slab of the second connecting section; the bottom steel bar 5-2 of the track changing section track bed slab includes two layers of overlapping bottom steel bars of the track changing section track bed slab transverse steel bars and the bottom steel bars of the track changing section track bed slab longitudinal steel bars; the bottom steel bar 5-2 of the track changing section track bed slab gradually widens from the first end to the second end. Specifically, the track changing section can be understood as the track changing area where the train changes from the curved track to the second straight track. Therefore, the width of the bottom steel bar 5-2 of the track changing section track bed slab must meet the width design requirements of the single-strand first straight track sleeper, the curved track sleeper, and the second straight track sleeper that reaches the side after turning. Therefore, the width of the bottom steel bar 5-2 of the track changing section track bed slab must correspond to the width of the parallel single-strand first straight track sleeper, the curved track sleeper, and the second straight track sleeper. Furthermore, according to the design length of the track, the lane changing section can be a unit section according to the design requirements, and it only needs to be ensured to correspond to the base plate of the lane changing section.

[0192] Specifically, the bottom steel bars of the turnout area roadbed slab involved in this application also need to be processed centrally in a processing plant, and after being transported to the construction site, the bottom steel mesh of the turnout area roadbed slab is laid out according to the design drawings. According to the measurement and layout results obtained in step S9, the longitudinal steel bars of the bottom steel bars of the turnout area roadbed slab are laid out along the line direction on the turnout area base plate. The longitudinal steel bars of the bottom steel bars of the turnout area roadbed slab in each section are arranged continuously and meet the steel bar lap binding length of 800mm, and 3 insulation cards are set within the lap length range. Insulation cards are also required to be set at the intersection of the longitudinal steel bars of the bottom steel bars of the turnout area roadbed slab and the transverse steel bars of the bottom steel bars of the turnout area roadbed slab, and tied firmly.

[0193] Pay special attention to the cutting and bending of the bottom steel bars of the turnout slab. The longitudinal and transverse steel bars of the bottom steel bars of the turnout slab in each section need to be changed according to the external dimensions of the structure of each section. The technicians need to determine the dimensions of the longitudinal and transverse steel bars of the bottom steel bars of each turnout slab according to the requirements of the design drawings.

[0194] Step S11, setting sleepers, which include sleeper concrete respectively set at both ends of the truss steel bars; each sleeper concrete is provided with a sleeper fastener system; sleepers are sequentially set on the bottom steel bars of the turnout area ballast plate and along the axial direction of the turnout area ballast plate; each sleeper is individually adjusted according to the design requirements.

[0195] Step S11-1, check the sleepers. Specifically, before setting the sleepers on the bottom steel bars of the trackbed slab in the turnout area, staff need to be arranged to conduct three inspections on the sleepers. Among them, the first inspection includes: checking whether the sleeper concrete and truss steel bars are damaged and deformed, and whether they meet the standard design requirements. The second inspection includes: checking whether the sleeper fastener system is missing; the third inspection includes: whether there is dust on the sleepers. If there is dust, the dust and dirt on the sleepers need to be cleaned or washed. The sleepers can be laid only after the above three inspections are passed.

[0196] Step S11-2, sleeper hoisting. Specifically, the sleepers to be used are stacked in rows and piles on a mobile vehicle. The sleepers to be used are hoisted to the sleeper distribution platform using a car crane and a sleeper special hoist, and then each sleeper is placed in a specified position by the sleeper distribution platform. The sleeper hoisting is performed by lifting the first layer of each pile each time, and the hoisting needs to be carried out at a low speed.

[0197] Step S11-3, install the sleepers. The staff sets the lateral position of the sleepers according to the numbered position required by the design and the installation line of the trackbed slab template in the turnout area, and uses a steel ruler to check the longitudinal distance between the sleepers. Each sleeper is adjusted to the position required by the design and the surface of the sleeper is cleaned. Specifically, each sleeper is arranged in sequence on the bottom steel bar of the trackbed slab in the turnout area according to the design requirements. The present application involves five curved sections with different widths and different axial curvatures. Therefore, each sleeper needs to be placed separately according to the design requirements, and finally formed as follows. Figure 1 Sleeper arrangement shown.

[0198] Specifically, the point rail section is a turning buffer zone, and the axial offset between the curved strand and the straight strand is small. Therefore, the length of the sleepers in the point rail section only needs to meet the design requirements for setting single-strand sleepers. The sleepers in each point rail section are arranged according to the design requirements.

[0199] The first connecting section is the first turning area. Therefore, in the first connecting section, the offset between the axis of the curved strand and the axis of the straight strand in the direction of train travel will gradually increase. Therefore, the length of the sleeper in the first connecting section will gradually increase with the increase of the offset between the axis of the curved strand and the axis of the straight strand, until it can meet the length of the sleepers of a single straight strand and a single curved strand arranged side by side.

[0200] The frog section is a buffer zone for the train to transition from the curve to the second straight track. Therefore, the offset between the axis of the curved strand and the axis of the straight strand in the frog section along the train's travel direction will gradually increase until there is no overlap between the curved strand track and the straight strand track. Therefore, the setting of the sleepers in the frog section will gradually separate into independent single-strand straight strand sleepers and independent single-strand curved strand sleepers.

[0201] The second connection section can be understood as the second turning area, where the train transitions from the curve to the connection area of ​​the second straight track. Therefore, the second connection section sleepers are also independent single-strand straight sleepers and independent single-strand curved sleepers arranged according to design requirements.

[0202] The track change section can be understood as the track change area where the train changes from the curved track to the second straight track. Therefore, the track change section base plate sleepers are two independent single straight sleepers arranged according to design requirements on both sides of the track and an independent single curved sleeper in the middle of the track.

[0203] Step S11-4, install the sleeper fastener system. According to the requirements of the sleeper laying drawings, install the sleeper fasteners to the corresponding sleeper positions, where the sleeper fastener system is used to install the train track. The installation method of the sleeper fastener system must meet the relevant technical requirements. For the overall beauty of the trackbed, the sleeper models or manufacturing years must be placed on the same side of the line.

[0204] Step S12, assembling the turnout area track. All turnout tracks used in the turnout area involved in this application are installed in the order of front to back, first straight to laterally, first outer strands and then inner strands. The specific turnout area track installation order is:

[0205] Step S12, assembling the turnout area track;

[0206] Step S12-1, as Fig.12 As shown, the switch rail section track is installed;

[0207] Step S12-1-1, installing the straight outer rail 1-4 of the point rail section as a standard rail;

[0208] Step S12-1-2, installing the straight inner rail 1-5 of the pointed rail section;

[0209] Step S12-1-3, installing the outer track of the curved track section;

[0210] Step S12-1-4, installing the inner track of the curved track section;

[0211] Step S12-2, installing the first connecting section track;

[0212] Step S12-2-1, installing the straight outer track of the first connecting section; the straight outer track of the first connecting section is coaxially connected with the straight outer track 1-4 of the point track section;

[0213] Step S12-2-2, installing the straight inner track of the first connecting section; the straight inner track of the first connecting section is connected to the straight inner track 1-5 of the point track section;

[0214] Step S12-2-3, installing the curved outer track of the first connecting section; the curved outer track of the first connecting section is connected to the curved outer track of the pointed track section according to the design curvature requirements;

[0215] Step S12-2-4, installing the inner track of the curved strand of the first connecting section; the inner track of the curved strand of the first connecting section is connected with the inner track of the curved strand of the pointed rail section according to the design curvature requirements;

[0216] Step S12-3, as Fig.13 As shown, the heart rail frog section track is installed;

[0217] Step S12-3-1, installing the straight outer track 3-4 of the heart rail frog section; connecting the straight outer track 3-4 of the heart rail frog section with the straight outer track of the first connecting section;

[0218] Step S12-3-2, installing the straight inner track 3-5 of the heart rail frog section; connecting the straight inner track 3-5 of the heart rail frog section with the straight inner track of the first connection section;

[0219] Step S12-3-3, installing the curved outer track 3-6 of the heart rail frog section; the curved outer track 3-6 of the heart rail frog section is connected with the curved outer track of the first connection section according to the design curvature requirements;

[0220] Step S12-3-4, installing the curved inner track 3-7 of the heart rail frog section; the curved inner track 3-7 of the heart rail frog section is connected with the curved inner track of the first connection section according to the design curvature requirements;

[0221] Step S12-4, as Fig.14 As shown, the second connecting section track is installed;

[0222] Step S12-4-1, installing the straight outer track 4-3 of the second connecting section; connecting the straight outer track 4-3 of the second connecting section to the straight outer track 3-4 of the center rail frog section;

[0223] Step S12-4-2, installing the straight inner track 4-4 of the second connecting section; connecting the straight inner track 4-4 of the second connecting section to the straight inner track 3-5 of the heart rail frog section;

[0224] Step S12-4-3, installing the curved outer track 4-5 of the second connection section; the curved outer track 4-5 of the second connection section is connected to the curved outer track 3-6 of the center rail frog section according to the design curvature requirements;

[0225] Step S12-4-4, installing the curved inner track 4-6 of the second connection section; the curved inner track 4-6 of the second connection section is connected to the curved inner track 3-7 of the heart rail frog section according to the design curvature requirements;

[0226] Step S12-5, as Fig.15 As shown, the lane change section track is installed;

[0227] Step S12-5-1, installing the straight outer track 5-3 of the lane changing section; connecting the straight outer track 5-3 of the lane changing section with the straight outer track 4-3 of the second connecting section;

[0228] Step S12-5-2, installing the straight inner track 5-4 of the lane changing section; connecting the straight inner track 5-4 of the lane changing section with the straight inner track 4-4 of the second connecting section;

[0229] Step S12-5-3, installing the curved outer track 5-5 of the lane changing section; the curved outer track 5-5 of the lane changing section is connected with the curved outer track 4-5 of the second connecting section according to the design curvature requirements;

[0230] Step S12-5-4, installing the inner curved track 5-6 of the lane changing section; the inner curved track 5-6 of the lane changing section is connected with the inner curved track 4-6 of the second connecting section according to the design curvature requirements.

[0231] Among them, the straight outer track and the straight inner track of each section are used as basic rails and are composed of basic rail rail components; the curved outer track and the curved inner track of the point rail section are used as point switches and are composed of basic rail rail components; the curved outer track and the curved inner track in the point rail frog section and connected to the point rail frog section switch machine are used as switches and are composed of switch rail components.

[0232] According to the design requirements, the turnout rail assembly is placed on the sleeper fastener system with a special hoist. The basic rail assembly, the sharp turnout rail assembly and the switch rail assembly are hoisted and installed. A gap of 8mm is reserved between the two connected rails and connected with fish plates. The basic rail is squared with a square ruler and aligned with the control pile at the starting position of the turnout area.

[0233] First tighten the straight basic rail fasteners, use the Xuan line method to correct the straightness of the basic rail, control the error within 2mm / 10m, use the basic rail as the control rail, and adjust the installation position of other rail parts by the gauge and support. After the geometric dimensions meet the requirements, tighten the turnout and fasteners with a torque wrench.

[0234] Step S13: rough adjustment of the track in the turnout area. Specifically:

[0235] Step S13-1, install the adjustment bolts. Specifically, install vertical adjustment screws (i.e., adjustment bolts perpendicular to the ground) and transverse adjustment screws (i.e., adjustment bolts parallel to the ground) every two sleepers, and use small steel sheets with indentations under the vertical adjustment screws of the sleepers to maintain the stability of the adjustment screw support.

[0236] Step S13-2, adjust the track centerline and track elevation. Use a total station and a track gauge dedicated to adjusting the sleeper spacing to complete the preliminary adjustment of the turnout area track. First adjust the track centerline, then adjust the track elevation. The track elevation deviation is better to be low than high. The centerline is guaranteed to be coaxial with the track design axis. The smaller the deviation, the better. Specifically, for rough adjustment, first adjust the track centerline of the point rail section, and then adjust the track centerline by adjusting the lateral adjustment screw installed on the sleeper to ensure that the centerline of the point rail section is coaxial with the track design axis. Then adjust the track elevation of the point rail section, and adjust the height of the sleeper by adjusting the vertical adjustment screw installed on the sleeper, thereby adjusting the track elevation. When the track is roughly adjusted, adjust the centerline and sleeper height of the same sleeper, and then adjust the next sleeper. This cycle is carried out, and the centerline of the rail row and the top elevation of the rail row are gradually adjusted to the allowable deviation range, wherein the rail row is an integral structure formed by connecting two tracks with a certain number of sleepers and fastener systems. After rough adjustment, the allowable deviation of the lateral position of the track is ±3mm, and the allowable deviation of the top elevation of the track is -3 to 0mm. Among them, the total station is positioned by the free station setting method. When setting the station, at least 4 pairs of CPⅢ points nearby are observed. The station spacing shall not be greater than 70m. At least 2 pairs of CPⅢ points are overlapped for two station settings. The total station measures the track centerline and track elevation deviation, and at the same time uses the lateral and longitudinal adjustment mechanisms of the track support frame to complete the rough adjustment of the track centerline and the top elevation of the track. After the rough adjustment of the track is completed, the adjacent track frames are connected with fishtail plates. After the rough adjustment of the track of the point rail section is completed, the track rough adjustment is carried out in the first connection section, the heart rail fork section, the second connection section, and the change section in turn.

[0237] Step S14, installation of upper steel bars, comprehensive grounding welding and insulation testing of the turnout section ballast slab.

[0238] Step S14-1, installation of the upper steel bars of the trackbed slab in the turnout area. The upper steel bars of the trackbed slab in the turnout area include: the upper steel bars of the trackbed slab in the point rail section, the upper steel bars of the trackbed slab in the first connection section, the upper steel bars of the trackbed slab in the center rail frog section, the upper steel bars of the trackbed slab in the second connection section, and the upper steel bars of the trackbed slab in the change section. The upper steel bars of the trackbed slab in the turnout area include a double-layer steel mesh formed by overlapping the upper transverse steel bars of the trackbed slab in the turnout area and the upper longitudinal steel bars of the trackbed slab in the turnout area. The upper steel bars of the trackbed slab in the turnout area shall be laid according to the design requirements. The bottom surface of the upper steel bars of the trackbed slab is connected to the bottom steel bars of the trackbed slab; the top surface of the upper steel bars of the trackbed slab is flush with the surface of the sleeper.

[0239] Step S14-2, set insulation cards. Insulation cards are set at the intersection of the upper longitudinal steel bars of the turnout area ballast slab, the upper transverse steel bars of the turnout area ballast slab, and the sleeper truss steel bars. And insulation cards must also be set according to design requirements within the overlapping range of the upper longitudinal steel bars of the turnout area ballast slab. After the upper steel bars of the ballast slab are tied in step S14-1, the insulation card tape is cut short. The roughly adjusted rail row must not be disturbed during the binding process. Among them, the overlap of the upper longitudinal steel bars of the turnout area ballast slab is not less than 0.8m, and the welding length of the upper longitudinal steel bars of the turnout area ballast slab selected as grounding steel bars in subsequent steps is not less than 200mm.

[0240] Step S14-3, selecting and welding the grounding steel bars of the turnout track slab. Fig.16 As shown, three upper longitudinal steel bars are taken as grounding steel bars in each section of the track bed slab. Specifically, one outermost longitudinal steel bar is taken from each section and on both sides of the track bed slab, and one longitudinal steel bar located in the middle of the track bed slab is also selected in each section as the track bed slab longitudinal grounding steel bar 10.

[0241] One transverse steel bar is taken from each end surface of the ballast slab of each section as the transverse grounding steel bar 9, and the longitudinal grounding steel bars 10 and the transverse grounding steel bars 9 are connected and welded by L-shaped steel bars.

[0242] Specifically, according to the above steps, for the point rail section, select the point rail section ballast slab grounding steel bars; for the first connection section, select the first connection section ballast slab grounding steel bars; for the point rail fork section, select the point rail fork section ballast slab grounding steel bars; for the second connection section, select the second connection section ballast slab grounding steel bars; for the lane change section, select the lane change section ballast slab grounding steel bars;

[0243] Step S14-4, insulation testing of the upper steel bars of the turnout slab. After the upper steel bars of the turnout slab are installed, insulation and grounding tests are performed to ensure that they meet the requirements and that the resistance value of any two steel bars is not less than 2MΩ.

[0244] Step S15, installing the turnout section track bed plate template. The turnout section track bed plate template includes: the point rail section track bed plate template, the first connection section track bed plate template, the point rail fork section track bed plate template, the second connection section track bed plate template, and the track change section track bed plate template.

[0245] Step S15-1, check the trackbed slab template of the turnout area. Specifically, the following inspections should be carried out before installing the template: the flatness of the trackbed slab template of the turnout area; the cleaning of the trackbed slab template of the turnout area; the application of the release agent of the trackbed slab of the turnout area; and the replacement of damaged or deformed trackbed slab templates of the turnout area. The surface of the trackbed slab template of the turnout area must be kept clean, and the release agent should be evenly distributed, and should not contaminate the tied trackbed slab steel bars. Check the trackbed slab template of the point rail section, the trackbed slab template of the first connection section, the trackbed slab template of the heart rail fork section, the trackbed slab template of the second connection section, and the trackbed slab template of the change section respectively.

[0246] Step S15-2, install the track bed slab template of the turnout area. Specifically, accurately lay out the connection plate seam positions of the point rail section, the first connection section, the heart rail fork section, the second connection section, and the track change section, and mark them with lines. The upper end of the transverse template of the track bed slab template of the turnout area is connected to the longitudinal template of the track bed slab template of the turnout area through a buckle; the lower end of the transverse template of the track bed slab template of the turnout area is fixed with an adjustable support rod. When installing the transverse template of the track bed slab template of the turnout area, sufficient space must be reserved from the bottom of the rail to the transverse template to prevent the track row support frame from being unable to be lowered during fine-tuning. Among them, the transverse template of the trackbed slab template in the turnout area includes: the end template of the trackbed slab of the point rail section located at the end face in the width direction of the point rail section; and the first transverse template of the trackbed slab located at the connection between the point rail section and the first connecting section; the second transverse template of the trackbed slab located at the connection between the first connecting section and the heart rail fork section; the third transverse template of the trackbed slab located at the connection between the heart rail fork section and the second connecting section; and the fourth transverse template of the trackbed slab located at the connection between the second connecting section and the track changing section; and the end template of the trackbed slab of the track changing section located at the end face in the width direction of the track changing section. The longitudinal template of the track bed slab template of the turnout area includes: the first side template of the track bed slab of the point rail section and the second side template of the track bed slab of the point rail section located on both sides of the length direction of the point rail section; the first side template of the track bed slab of the first connecting section and the second side template of the track bed slab of the first connecting section located on both sides of the length direction of the first connecting section; the first side template of the track bed slab of the heart rail and frog section and the second side template of the track bed slab of the heart rail and frog section located on both sides of the length direction of the heart rail and frog section; the first side template of the track bed slab of the second connecting section and the second side template of the track bed slab of the second connecting section located on both sides of the length direction of the second connecting section; and the first side template of the track bed slab of the track changing section and the second side template of the track bed slab of the track changing section located on both sides of the length direction of the track changing section.

[0247] Step S16, track fine-tuning.

[0248] Track fine-tuning uses CPⅢ control points in conjunction with Leica total station, Amberg cart, special portable military computer, and radio communication to detect track height, track direction, level, gauge and other parameters, so that the track accuracy of ballastless track construction meets the fine-tuning requirements.

[0249] Step S16-1, use the track inspection trolley and the total station to inspect the top elevation of the rail row, the centerline position of the track, the gauge, the direction, the level and other geometric forms of each rail sleeper set on the point rail section, the first connection section, the heart rail fork section, the second connection section, and the change section one by one, and make adjustments. For areas that are greatly affected by wind, for the wind protection of the total station, a color plate can be used to process the fine adjustment shed to prevent the wind from blowing directly on the total station and affecting the measurement accuracy. During the fine adjustment process, the horizontal bubble, climate and other parameters must be observed every 20 minutes, and the parameters must be input into the total station in time, and the station should be re-established in time to check the accuracy of the data that has been fine-tuned.

[0250] Step S16-2, the previous section and the next section are connected by the sequential transition method. After the adjustment of the previous section is completed, the adjustment of the next section needs to overlap the 8 to 10 sleepers adjusted in the previous section, that is, the fine-tuning data of the 8 to 10 sleepers at the beginning of the next section is the same as the fine-tuning data of the 8 to 10 sleepers at the end of the previous section, so as to ensure the continuity of the track line shape. Specifically, when the accuracy of the CPⅢ points, the station setting accuracy, the total station accuracy, and the measurement trolley accuracy meet the requirements of the specifications, the absolute deviation value of the center line and the track elevation of the same measuring point measured by the two station setting points shall not exceed 0.7mm; if the deviation is greater than the above data, it is necessary to find and analyze the reasons, first of all, check the station setting accuracy of station setting 1 and station setting 2. If there is no problem with the station setting accuracy, it is necessary to re-measure the CPⅢ control points to ensure the overall accuracy of the CPⅢ points; the transition section starts from the first rail support frame after the sequential section, and the data decreasing value of each sleeper should be less than 0.2mm until the absolute deviation is about zero.

[0251] Step S16-3, check the rail fixing device, which includes a rail support frame. Specifically, after the rail adjustment and positioning are qualified, check the rail fixing device to prevent the rail from shifting in the subsequent concrete pouring step.

[0252] Step S16-4, welding the grounding terminal 11. The grounding terminal welding should be carried out after the track is fine-tuned to ensure that the grounding terminal 11 is fixedly installed and tightly fitted with the track bed plate template in the turnout area to prevent the grounding terminal 11 from being covered by concrete in subsequent steps. The grounding terminal includes a stainless steel sleeve coaxially arranged with the external steel bar.

[0253] Step S17, pouring concrete of the turnout area ballast slab:

[0254] After step S16 is completed, that is, after the track is fine-tuned and qualified, concrete must be poured as soon as possible. Pedestrians and machinery are prohibited from walking on the track. If the track is placed for a long time (more than 6 hours) or the temperature changes by more than 15°C, or the track support frame is hit by external force, it must be rechecked and adjusted. Step S17, pouring concrete for the turnout area trackbed slab, including:

[0255] Step S17-1, preparation before pouring concrete of turnout track slab:

[0256] Step S17-1-1, before pouring concrete for the trackbed slab in the turnout area, first check and confirm the fine-tuning results. If the track has been placed for too long (more than 6 hours), or the ambient temperature changes by more than 15°C, or is affected by external conditions, it must be re-fine-tuned.

[0257] Step S17-1-2, sprinkle water to moisten the turnout base plate and the sleeper surface before pouring. Use protective covers to protect the rails, fasteners and sleepers from being contaminated by concrete.

[0258] Step S17-1-3, before pouring the turnout area ballast slab concrete, the temperature, slump, water seepage rate and air content of the concrete mixture should be tested; the concrete mixture can only be poured after its performance meets the design requirements and mix ratio requirements.

[0259] Step S17-1-4, before pouring concrete for the turnout slab, debris should be cleaned up and the sleepers should be fully wetted. When pouring concrete, avoid hitting the turnout slab formwork, the upper steel bars of the turnout slab, the bottom steel bars of the turnout slab and the insulating cards.

[0260] Step S17-2, pouring concrete of the turnout track slab: Fig.17 As shown, the bucket delivery method is used to pour the concrete of the track bed slab in the turnout area. The material is released in an appropriate amount according to the thickness of the track bed slab, and the material is evenly distributed in a strict "Z"-shaped pouring sequence. The concrete should flow from one side of the sleeper through the bottom of the sleeper to the other side to discharge the air under the sleeper.

[0261] Three pouring points 12 are set in the middle position of every two adjacent sleepers. Specifically, the concrete pouring is shown in the figure below. The first pouring point is set between the sleepers at the first end; the second pouring point is set on the track axis; the third pouring point is set between the sleepers at the second end. When pouring, the pouring directions of the pouring points in two adjacent columns are opposite. That is, grouting is carried out from the first pouring point to the third pouring point, and when it comes to the pouring points in another adjacent column, grouting is carried out from the third pouring point to the first pouring point, and when it comes to the pouring points in another adjacent column, grouting is carried out from the first pouring point to the third pouring point, and the concrete pouring of the track bed slab is carried out in this cycle. Until the concrete pouring work of the point rail section, the first connection section, the heart rail fork section, the second connection section, and the track change section is completed.

[0262] When pouring concrete on the turnout slab, measures should be taken to avoid impact on the turnout slab formwork, adjusting screws and sleepers. If a collision occurs, pouring should be stopped immediately and the track must be re-measured and adjusted. Only after passing the test can pouring continue.

[0263] Step S17-3: vibrate the concrete of the turnout track slab. Specifically, the present application adopts a secondary vibration process such as Fig.18 shown.

[0264] Step S17-3-1, perform the first vibration of the turnout area ballast slab concrete. The first vibration of the turnout area ballast slab concrete is performed using a φ50 vibrating rod 13 between the vibrations of the turnout area ballast slab concrete: the first vibration points of the turnout area ballast slab concrete are evenly set between each row of sleepers, on both sides of the length direction of the ballast slab, and at the axis of the turnout area ballast slab; the φ50 vibrating rod 13 is used to perform the first vibration of the turnout area ballast slab concrete.

[0265] Among them, the number of inserted high-frequency vibrators at the pouring site should not be less than 4. When vibrating, avoid the tamping rod touching the rail and the rail support frame, and the insertion points should be arranged evenly without missing vibration. At the same time, arrange special personnel to pay attention to the changes in the geometric state of the rail and whether the insulation card has fallen off, to ensure the stability and firmness of the rail, formwork, rail support frame and the insulation effect of the steel bars. If there is any displacement, stop pouring and vibration immediately, and complete the adjustment work before the initial setting of the concrete. At the same time, during the vibration process, strengthen the vibration of the concrete at the bottom of the sleeper and its surroundings to ensure that the concrete is dense. In order to reduce cracks at the eight-shaped angle and cracks around the sleeper block.

[0266] Step S17-3-2, second vibration of the turnout area slab concrete. The vibration of the slab concrete in the present application should adopt a secondary vibration process, and the first vibration is performed between the sleepers using a φ50 vibrating rod 13. The second vibration points of the turnout area slab concrete are evenly set around the sleepers, and the second vibration of the turnout area slab concrete is performed around the sleepers using a φ30 vibrating rod 14.

[0267] Step S17-4, finishing the concrete surface of the trackbed slab in the turnout area.

[0268] Step S17-4-1, the roadbed slab concrete is roughly leveled with a wooden trowel within half an hour after being put into the mold, and then leveled with a steel trowel within 1-2 hours (at least 2 times). In order to prevent the roadbed slab concrete surface from losing water and causing fine cracks, the roadbed slab concrete in the turnout area is smoothed for the second time when it is close to initial setting (about 3-4 hours after being put into the mold), and the number of smoothing times should not be less than 3 times. It is strictly forbidden to sprinkle water during smoothing.

[0269] Step S17-4-2: During the finishing process, attention should be paid to the construction of the track support frame, the surrounding areas of the sleepers, expansion joints, etc. A dedicated person should be arranged to use an inspection ruler to check the flatness and elevation control lines of the concrete at the joints between the longitudinal tracks and the transverse joints between sections to avoid quality problems such as flatness not meeting requirements and misalignment.

[0270] Step S17-4-3, after pouring the concrete of the turnout area ballast slab, the surface is plastered as required, and the transverse drainage slope on the top surface of the turnout area ballast slab is set according to the design requirements, and the slope of the drainage slope is 1%.

[0271] Step S17-4-4, when cleaning the rails, sleepers and fasteners after finishing the surface finishing, it is strictly forbidden to use water for cleaning.

[0272] Step S17-4-5: After the concrete is poured, it should be sprayed, watered and covered for moisturizing maintenance within 12 hours.

[0273] Step S18, track data collection. After the concrete pouring of the turnout track slab is completed, the track support frame is re-measured in time to ensure the track accuracy, and the data is analyzed to guide the next fine-tuning operation.

[0274] Step S19, dismantling, transporting and cleaning the track bed plate template in the turnout area.

[0275] Step S19-1, loosening of the rail assembly.

[0276] After the initial setting of the concrete of the turnout slab, and before the final setting, the clamping bolts and fasteners used to fix the slab template in the turnout area should be promptly unfastened to release the stress of the rails to prevent concrete cracking due to the temperature stress of the rail support frame. The time to loosen the fasteners is determined according to the test (the initial setting time of the concrete of the turnout slab is determined by the laboratory based on the steel ball indentation test. A 2.5kg iron ball with a diameter of 75mm is gently placed on the concrete surface and left to stand for a while, then the iron ball is picked up and the indentation on the concrete surface is measured. When the diameter is less than 30mm, it means that the concrete has initially set). After the concrete construction of the slab in the pointed rail section is completed, the best time to loosen the clamping bolts and fastener system of the slab template in the turnout area is determined.

[0277] Step S19-2, the trackbed slab formwork of the turnout area is removed. Before the concrete of the trackbed slab of the turnout area is finally set, the transverse formwork of the trackbed slab of the turnout area is lifted and loosened in small amounts. After the compressive strength of the trackbed slab concrete reaches 10MPa or more, the connection between the longitudinal formwork of the trackbed slab of the turnout area and the transverse formwork of the trackbed slab of the turnout area is loosened first, and then the trackbed slab formwork of the turnout area is removed manually with the lifting equipment. During the removal, the base plate formwork of the track change section, the base plate formwork of the second connection section, the trackbed slab formwork of the heart rail fork section, the trackbed slab formwork of the first connection section, and the trackbed slab formwork of the point rail section are removed in sequence from back to front in the construction direction. Various types of formworks and other auxiliary fixed components are stored and transported in a centralized manner. After removing the trackbed slab formwork and the track row support frame of the turnout area, the next step should be implemented immediately to cover and maintain the trackbed slab of the turnout area.

[0278] Step S20, curing the turnout area ballast concrete. After pouring the turnout area ballast concrete, avoid direct contact with flowing water. Curing should be carried out in time 1 hour after the concrete pouring is completed, and the curing period is 14 days.

[0279] The maintenance method adopts drip irrigation maintenance, and the water bucket is placed on a 2m high steel pipe rack. Every 60 meters is regarded as a maintenance unit, and one unit is equipped with a 4m 3 The water bucket, the hose leading out of the water bucket is connected to the booster pump, and then connected to four drip irrigation pipes. The drip irrigation pipes are placed under the cloth and film, and the cloth and film are compacted with sandbags around to prevent water evaporation.

[0280] This application is designed as a right-hand turnout, and the left-hand turnout is designed symmetrically with this application. And this application is the front half of the center of the turnout area, and the rear half is designed symmetrically with this application.

[0281] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention are within the scope of protection of the pending claims of the present invention.

Claims

1. A ballastless track construction method in a turnout area, characterized in that: The switch section comprises a plurality of sections connected in sequence; the plurality of sections comprise: a point rail section (1), a first connecting section (2), a center rail frog section (3), a second connecting section (4), and a track change section (5); in accordance with the direction of the train, the train can turn from the first straight track to the curved track in the switch section and then transition to the second straight track; The ballastless track construction method in the turnout area comprises the following steps: Step S1, construction preparation; Step S2, measurement and layout; including: according to the CPⅢ measurement results, obtaining the edge contour line and expansion joint position line of the turnout area base plate, and then obtaining the template position of the turnout area base plate; the turnout area base plate includes: the point rail section base plate; the first connection section base plate; the heart rail frog section base plate; the second connection section base plate; the change section base plate; Step S3, installing the turnout area base plate steel bars and the switch machine steel bars, including: sequentially installing the point rail section base plate steel bars (1-1), the first connection section base plate steel bars (2-1), the center rail frog section base plate steel bars (3-1), the second connection section base plate steel bars (4-1), and the track change section base plate steel bars (5-1); the turnout area base plate steel bars include a double-layer steel mesh formed by overlapping and binding transverse steel bars and longitudinal steel bars; Step S3-1, installing the pointed rail section base plate steel bars (1-1), wherein the pointed rail section base plate steel bars (1-1) are laid axially along the roadbed surface according to the design and construction requirements; the surface of the pointed rail section base plate steel bars (1-1) is rectangular, including two layers of overlapping transverse steel bars of the pointed rail section base plate steel bars (1-1) of uniform length and longitudinal steel bars of the pointed rail section base plate steel bars (1-1) of uniform length; The pointed rail section base plate reinforcement (1-1) further comprises: pointed rail section switch reinforcement (1-2); the pointed rail section switch reinforcement (1-2) comprises: two layers of mutually overlapping pointed rail section switch transverse reinforcements of the same length and pointed rail section switch longitudinal reinforcements of the same length; a plurality of the pointed rail section switch reinforcements (1-2) are arranged on the same side of the pointed rail section base plate reinforcement (1-1) and are arranged at designed intervals; Step S3-2, installing the first connection section base plate steel bar (2-1); the first end of the first connection section base plate steel bar (2-1) is coaxially connected to the end of the point rail section base plate steel bar (1-1); the first connection section base plate steel bar (2-1) comprises two layers of first connection section base plate steel bar transverse steel bars and first connection section base plate steel bar longitudinal steel bars overlapping each other; the first connection section base plate steel bar (2-1) gradually widens from the first end to the second end; Step S3-3, installing the heart rail frog section base plate steel bar (3-1); the first end of the heart rail frog section base plate steel bar (3-1) is coaxially connected to the end of the first connecting section base plate steel bar (2-1); the heart rail frog section base plate steel bar (3-1) comprises two layers of heart rail frog section base plate steel bar transverse steel bars and heart rail frog section base plate steel bar longitudinal steel bars overlapping each other; the heart rail frog section base plate steel bar gradually widens from the first end to the second end; The said center rail frog base plate reinforcement also includes: center rail frog section switch machine reinforcement (3-2), including: two layers of center rail frog section switch machine transverse reinforcement and center rail frog section switch machine longitudinal reinforcement overlapped with each other; a plurality of the center rail frog section switch machine reinforcements (3-2) are arranged on the same side of the center rail frog section base plate reinforcement (3-1) and are arranged according to the designed intervals; Step S3-4, installing the second connection section base plate reinforcement (4-1), wherein the first end of the second connection section base plate reinforcement (4-1) is coaxially connected to the end of the center rail frog section base plate reinforcement (3-1); the second connection section base plate reinforcement (4-1) comprises two layers of second connection section base plate reinforcement transverse reinforcements and second connection section base plate reinforcement longitudinal reinforcements overlapping each other; the second connection section base plate reinforcement gradually widens from the first end to the second end; Step S3-5, installing the lane-changing section base plate reinforcement (5-1), wherein the first end of the lane-changing section base plate reinforcement (5-1) is coaxially connected to the end of the second connecting section base plate reinforcement (4-1); the lane-changing section base plate reinforcement (5-1) comprises two layers of lane-changing section base plate reinforcement transverse reinforcements and lane-changing section base plate reinforcement longitudinal reinforcements overlapping each other; the lane-changing section base plate reinforcement (5-1) gradually widens from the first end to the second end; Step S4, installing the force transmission rod (8) and the foam plate (7), comprises: Step S4-1, installing a foam plate (7), wherein the foam plate (7) is respectively arranged at the connection between the base plate steel bar (1-1) of the point rail section and the base plate steel bar (2-1) of the first connection section, at the connection between the base plate steel bar (2-1) of the first connection section and the base plate steel bar (3-1) of the center rail fork section, at the connection between the base plate steel bar (3-1) of the center rail fork section and the base plate steel bar (4-1) of the second connection section, and at the connection between the base plate steel bar (4-1) of the second connection section and the base plate steel bar (5-1) of the lane change section; Step S4-2, installing dowel rods (8), wherein a plurality of dowel rods (8) are vertically connected to the foam plate (7); the plurality of dowel rods (8) are arranged in parallel on the center plane of the base plate steel bars (1-1) of the point rail section, the base plate steel bars (2-1) of the first connection section, the base plate steel bars (3-1) of the center rail frog section, the base plate steel bars (4-1) of the second connection section, and the base plate steel bars (5-1) of the lane change section, which are parallel to the ground; Step S5, installing the turnout area base plate template, including sequentially installing: the point rail section base plate template; the first connection section base plate template; the center rail frog section base plate template; the second connection section base plate template; and the track change section base plate template; The base plate template of the pointed rail section includes: a first side template of the pointed rail section and a second side template of the pointed rail section located on both sides of the length direction of the pointed rail section; a tip template of the pointed rail section located on the end surface of the width direction of the pointed rail section; and a first transverse template located at the connection between the pointed rail section and the first connecting section; The base plate template of the first connection section includes: a first side template of the first connection section and a second side template of the first connection section located on both sides of the length direction of the first connection section; and a second transverse template located at the connection between the first connection section and the heart rail frog section; The heart rail frog section base plate template includes: a heart rail frog section first side template and a heart rail frog section second side template located on both sides of the heart rail frog section in the length direction; and a third transverse template located at the connection between the heart rail frog section and the second connecting section; The second connecting section base plate template includes: a second connecting section first side template and a second connecting section second side template located on both sides of the second connecting section in the length direction; and a fourth transverse template located at the connection between the second connecting section and the lane changing section; The lane-changing section base plate template includes: a lane-changing section first side template and a lane-changing section second side template located on both sides of the lane-changing section in the length direction; and a lane-changing section end template located on the end surface of the lane-changing section in the width direction; Step S6, pouring concrete on the steel bars of the turnout base plate; Step S7, dismantle the template of the turnout area base plate; the template of the turnout area base plate is dismantled twice, the first time the template of the turnout area base plate is dismantled 2-3.5 hours after the pouring is completed, the horizontal template of the turnout area base plate is dismantled, and the second time the template of the turnout area base plate is dismantled 12 hours after the pouring is completed to dismantle the side template of the turnout area base plate; Step S8, maintaining the base plate in the turnout area; Step S8-1, laying geotextile; Step S8-2, laying maintenance drip pipes; Step S8-3, covering with plastic film; Step S9, measuring and setting out the trackbed plate in the turnout area, locating the turnout center position of the turnout area, and then determining the turnout head and turnout tail positions according to the turnout center position; locating the turnout center position in the first connection section, the turnout head part is divided into the start end from the turnout center position to the point rail section, and the turnout tail part is the end end from the turnout center position to the track change section; Step S10, installing the bottom steel bars of the track bed slab in the turnout area, sequentially installing the bottom steel bars of the track bed slab in the point rail section (1-3), the bottom steel bars of the track bed slab in the first connection section, the bottom steel bars of the track bed slab in the center rail frog section (3-3), the bottom steel bars of the track bed slab in the second connection section (4-2), and the bottom steel bars of the track bed slab in the track change section; Step S11, setting sleepers, wherein the sleepers include sleeper concrete respectively set at both ends of the truss steel bars; each of the sleeper concretes is provided with a sleeper fastener system; sleepers are sequentially set on the bottom steel bars of the turnout area ballast plate and along the axial direction of the turnout area ballast plate; each of the sleepers is individually adjusted according to the design requirements; The length of the sleepers in the pointed rail section meets the design requirements for setting single-strand sleepers; The length of the sleeper in the first connection section will gradually increase as the offset between the axis of the curved strand and the axis of the straight strand increases; the length of the sleeper in the first connection section is sufficient to simultaneously arrange a single straight strand and a single curved strand side by side; The sleepers in the heart rail frog section are gradually separated into independent single-strand straight sleepers and independent single-strand curved sleepers according to design requirements; The sleepers in the second connection section are independent single-strand straight sleepers and independent single-strand curved sleepers arranged according to design requirements; The sleepers of the base plate of the track change section are arranged according to the design requirements and are arranged in two independent single-strand straight sleepers on both sides of the track and an independent single-strand curved sleeper in the middle of the track; Step S12, assembling the turnout area track, includes the following steps: Step S12-1, installing the pointed rail section track; Step S12-1-1, installing the straight outer rail (1-4) of the pointed rail section as a standard rail; Step S12-1-2, installing the straight inner rail (1-5) of the pointed rail section; Step S12-1-3, installing the curved outer rail (1-6) of the pointed rail section; Step S12-1-4, installing the curved inner track (1-7) of the pointed rail section; Step S12-2, installing the first connecting section track; Step S12-2-1, installing the straight outer track of the first connecting section; the straight outer track of the first connecting section is coaxially connected with the straight outer track (1-4) of the pointed rail section; Step S12-2-2, installing the straight inner track of the first connecting section; the straight inner track of the first connecting section is connected to the straight inner track (1-5) of the pointed track section; Step S12-2-3, installing the curved outer track of the first connecting section; the curved outer track of the first connecting section is connected to the curved outer track (1-6) of the pointed rail section according to the design curvature requirements; Step S12-2-4, installing the curved inner track of the first connecting section; the curved inner track of the first connecting section is connected to the curved inner track (1-7) of the pointed rail section according to the design curvature requirements; Step S12-3, installing the center rail and frog section track; Step S12-3-1, installing the straight outer track (3-4) of the heart rail frog section; the straight outer track (3-4) of the heart rail frog section is connected to the straight outer track of the first connecting section; Step S12-3-2, installing the straight inner track (3-5) of the heart rail frog section; the straight inner track (3-5) of the heart rail frog section is connected to the straight inner track of the first connecting section; Step S12-3-3, installing the curved outer track (3-6) of the heart rail frog section; the curved outer track (3-6) of the heart rail frog section is connected to the curved outer track of the first connection section according to the design curvature requirement; Step S12-3-4, installing the curved inner track (3-7) of the heart rail frog section; the curved inner track (3-7) of the heart rail frog section is connected with the curved inner track of the first connection section according to the design curvature requirement; Step S12-4, installing the second connecting section track; Step S12-4-1, installing the straight outer track (4-3) of the second connecting section; the straight outer track (4-3) of the second connecting section is connected to the straight outer track (3-4) of the center rail frog section; Step S12-4-2, installing the straight inner track (4-4) of the second connecting section; the straight inner track (4-4) of the second connecting section is connected to the straight inner track (3-5) of the center rail frog section; Step S12-4-3, installing the curved outer track (4-5) of the second connecting section; the curved outer track (4-5) of the second connecting section is connected to the curved outer track (3-6) of the center rail frog section according to the design curvature requirements; Step S12-4-4, installing the curved inner track (4-6) of the second connecting section; the curved inner track (4-6) of the second connecting section is connected to the curved inner track (3-7) of the center rail frog section according to the design curvature requirements; Step S12-5, installing the lane change section track; Step S12-5-1, installing the straight outer track (5-3) of the lane changing section; the straight outer track (5-3) of the lane changing section is connected to the straight outer track (4-3) of the second connecting section; Step S12-5-2, installing the straight inner track (5-4) of the lane changing section; the straight inner track (5-4) of the lane changing section is connected to the straight inner track (4-4) of the second connecting section; Step S12-5-3, installing the curved outer track (5-5) of the lane changing section; the curved outer track (5-5) of the lane changing section is connected to the curved outer track (4-5) of the second connecting section according to the design curvature requirements; Step S12-5-4, installing the inner track (5-6) of the lane changing section; the inner track (5-6) of the lane changing section is connected with the inner track (4-6) of the second connecting section according to the design curvature requirement; Step S13, rough adjustment of the track in the turnout area; Step S14, installation of upper steel bars of the turnout area ballast slab, comprehensive grounding welding and insulation testing; The upper steel bars of the turnout section ballast plate include: the upper steel bars of the point rail section ballast plate, the upper steel bars of the first connection section ballast plate, the upper steel bars of the heart rail frog section ballast plate, the upper steel bars of the second connection section ballast plate, and the upper steel bars of the ballast plate of the change section; the upper steel bars of the turnout section ballast plate include a double-layer steel mesh formed by overlapping the upper transverse steel bars of the turnout section ballast plate and the upper longitudinal steel bars of the turnout section ballast plate; the bottom surface of the upper steel bars of the ballast plate is connected to the bottom steel bars of the ballast plate; the top surface of the upper steel bars of the ballast plate is flush with the surface of the sleeper; Step S15, installing the track bed plate template of the turnout area, sequentially installing the track bed plate template of each section; the track bed plate of the turnout area includes: the track bed plate template of the point rail section, the track bed plate template of the first connection section, the track bed plate template of the point rail fork section, the track bed plate template of the second connection section, and the track bed plate template of the change section; Step S16, fine-tuning the track, connecting the previous section with the next section using a sequential transition method; Step S17, pouring concrete of the turnout area ballast slab, includes the following steps: Step S17-1, preparation before pouring concrete of the turnout track slab; Step S17-2, pouring concrete of the track bed slab in the turnout area; setting three pouring points in the middle of every two adjacent sleepers, including: the first pouring point is set between the sleepers at the first end; the second pouring point is set on the track axis; the third pouring point is set between the sleepers at the second end; when pouring, the pouring directions of the pouring points in two adjacent rows are opposite; Step S17-3, vibrating the turnout area ballast slab concrete by a secondary vibration method; the first vibration of the turnout area ballast slab concrete is performed by a φ50 vibrating rod (13) between the vibrations of the turnout area ballast slab concrete; the second vibration of the turnout area ballast slab concrete is performed by a φ30 vibrating rod (14) around the sleepers; Step S17-4, finishing the concrete surface of the track bed slab in the turnout area; Step S18, orbit data collection; Step S19, dismantling, transporting and cleaning the track bed plate template in the turnout area; Step S20, maintaining the track slab concrete in the turnout area.

2. The ballastless track construction method in the turnout area according to claim 1, characterized in that: Step S4 includes: The foam plate (7) is made of polyethylene foam plastic, and the top end surface of the foam plate (7) is sealed with a polyurethane sealant (7-1) with a thickness of 15 mm; a through hole for installing a force transmission rod (8) is provided at the center of the foam plate (7); The force transmission rod (8) comprises: a cylindrical steel rod with a diameter of 28 mm and a total length of 760 mm; a sheath (8-2) is arranged at one end of the force transmission rod (8); the sheath (8-2) is 430 mm long; an end sleeve (8-3) is arranged at the end of the force transmission rod (8); the end sleeve (8-3) is connected to the sheath (8-2); the end sleeve (8-3) is 60 mm long; The dowel bar (8) is arranged symmetrically with the center line of the base plate reinforcement of the turnout area; The force transmission rods (8) are arranged at designed intervals and the installation direction of each force transmission rod (8) is opposite to the installation direction of the adjacent force transmission rods (8).

3. The ballastless track construction method in the turnout area according to claim 1, characterized in that: Step S8: Step S8-1 also includes covering the surface of the turnout area base plate with a moistened geotextile, wherein the geotextile fully wraps the top surface and the side surfaces of the turnout area base plate; Step S8-2 also includes: laying two drip pipes on the base plate of the point rail section and the base plate of the change track section, respectively arranged at 70 cm on both sides of the center line of the base plate; laying a drip pipe axially on the outer rail side of the curved strand of the first connecting section, on the outer rail side of the curved strand of the heart rail fork section, and on the outer rail side of the curved strand of the second connecting section; the drip pipe is connected to a health water bucket, and the distance between the health water bucket and the drip pipe shall not be greater than 70 m; Step S8-3 also includes covering the turnout area base plate with a plastic film; the plastic film completely wraps the top and side surfaces of the turnout area base plate, and the axial sides of the turnout area base plate are pressed tightly with sand bags, and the lateral spacing of the sand bags is not greater than 2m.

4. The ballastless track construction method in the turnout area according to claim 1, characterized in that: Step S9 also includes: measuring and staking out every 10m on both sides of the track bed slab in the point rail section, both sides of the track bed slab in the track change section, the track bed slab in the first connection section, the track bed slab in the center rail fork section, and the track bed slab in the second connection section near the straight section; measuring and staking out every 5m on the track bed slab in the first connection section, the track bed slab in the center rail fork section, and the track bed slab in the second connection section near the curved section; and locating the positions of the longitudinal reinforcements and the transverse reinforcements of the track bed slab with ink lines after measurement and positioning.

5. The ballastless track construction method in the turnout area according to claim 1, characterized in that: Step S10 also includes: step S10-1, installing the bottom steel bars (1-3) of the pointed rail section ballast plate, the bottom steel bars (1-3) of the pointed rail section ballast plate are coaxially arranged with the pointed rail section base plate, and the bottom surface of the bottom steel bars (1-3) of the pointed rail section ballast plate matches the remaining part of the pointed rail section base plate excluding the switch machine area; the bottom steel bars (1-3) of the pointed rail section ballast plate include two layers of overlapping and uniform length of the bottom steel bars transverse steel bars of the pointed rail section ballast plate and uniform length of the bottom steel bars longitudinal steel bars of the pointed rail section ballast plate; Step S10-2, installing the bottom steel bars of the first connecting section roadbed slab, the bottom steel bars of the first connecting section roadbed slab and the first connecting section base plate are coaxially arranged, the first end of the bottom steel bars of the first connecting section roadbed slab is connected to the end of the bottom steel bars (1-3) of the roadbed slab of the point rail section; the bottom steel bars of the first connecting section roadbed slab include two layers of overlapping first connecting section roadbed slab bottom steel bars transverse steel bars and first connecting section roadbed slab bottom steel bars longitudinal steel bars; the bottom steel bars of the first connecting section roadbed slab gradually widen from the first end to the second end; Step S10-3, installing the bottom steel bars (3-3) of the track bed plate of the center rail fork section; the first end of the bottom steel bars (3-3) of the track bed plate of the center rail fork section is coaxially connected with the end of the bottom steel bars of the track bed plate of the first connecting section; the bottom surface of the bottom steel bars of the track bed plate of the center rail fork section matches the remaining part of the base plate of the center rail fork section excluding the switch machine area; the bottom steel bars (3-3) of the track bed plate of the center rail fork section include two layers of overlapping bottom steel bars of the track bed plate of the center rail fork section transverse steel bars and bottom steel bars of the track bed plate of the center rail fork section longitudinal steel bars; the bottom steel bars (3-3) of the track bed plate of the center rail fork section gradually widens from the first end to the second end; Step S10-4, installing the bottom steel bar (4-2) of the second connecting section track bed slab, wherein the first end of the bottom steel bar (4-2) of the second connecting section track bed slab is coaxially connected to the end of the bottom steel bar (3-3) of the track bed slab of the center rail fork section; the bottom steel bar (4-2) of the second connecting section track bed slab comprises two layers of second connecting section track bed slab bottom steel bar transverse steel bars overlapped with each other and second connecting section track bed slab bottom steel bar longitudinal steel bars; the bottom steel bar (4-2) of the second connecting section track bed slab gradually widens from the first end to the second end; Step S10-5, installing the bottom steel bar (5-2) of the track bed slab of the lane changing section, wherein the first end of the bottom steel bar (5-2) of the track bed slab of the lane changing section is coaxially connected to the end of the bottom steel bar (4-2) of the track bed slab of the second connecting section; the bottom steel bar (5-2) of the track bed slab of the lane changing section comprises two layers of transverse steel bars of the bottom steel bar of the track bed slab of the lane changing section and longitudinal steel bars of the bottom steel bar of the track bed slab of the lane changing section which are overlapped with each other; the bottom steel bar (5-2) of the track bed slab of the lane changing section gradually widens from the first end to the second end.

6. The ballastless track construction method in the turnout area according to claim 1, characterized in that: Step S11 includes: Step S11-1, checking the sleepers; Step S11-2, hoisting the sleepers; hoist the sleepers to be used to the sleeper distribution platform using a car crane and a special sleeper hoist, and then the sleeper distribution platform places each sleeper at a specified position; Step S11-3, installing the sleepers; the staff sets the lateral position of the sleepers according to the numbered position required by the design and the installation line of the trackbed template in the turnout area, and checks the longitudinal distance between the sleepers with a steel ruler, adjusts each sleeper to the position required by the design and cleans the sleeper surface; Step S11-4, installing the sleeper fastener system.

7. The ballastless track construction method in the turnout area according to claim 1, characterized in that: Step S13 also includes: Step S13-1, installing the adjusting bolts; installing a vertical adjusting screw perpendicular to the ground and a horizontal adjusting screw parallel to the ground for every two sleepers; Step S13-2, adjust the track centerline and track elevation; use a total station and a track gauge specifically used to adjust the sleeper spacing to complete the preliminary adjustment of the track in the turnout area; first adjust the track centerline, then adjust the track elevation; the centerline is coaxial with the track design axis.

8. The ballastless track construction method in the turnout area according to claim 1, characterized in that: Step S16 also includes: the fine-tuning data of the 8 to 10 sleepers at the beginning of the next section are the same as the fine-tuning data of the 8 to 10 sleepers at the end of the previous section.

9. The ballastless track construction method in a turnout area according to claim 1, characterized in that: The step S17-3 also includes: step S17-3-1, evenly setting the first turnout area track bed slab concrete vibration points between each row of sleepers, on both sides of the track bed slab in the length direction, and at the axis of the turnout area track bed slab; step S17-3-2, evenly setting the second turnout area track bed slab concrete vibration points around the sleepers.

10. The method for constructing a ballastless track in a turnout area according to claim 1, characterized in that: The first connecting section includes a first connecting section first unit, a first connecting section second unit and a first connecting section third unit which are connected in sequence; the second connecting section includes a second connecting section first unit and a second connecting section second unit which are connected in sequence.

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