道岔融雪系统电加热元件传热模型构建及分析  

Construction and analysis of heat transfer model for electric heating elements in switch snow melting system

作　　者：贺清[1] 李宗霖 黄勇 李飞 HE Qing;LI Zonglin;HUANG Yong;LI Fei(School of Automation and Electrical Engineering,Lanzhou Jiaotong University,Lanzhou 730070,China;Lanzhou High Speed Rail Infrastructure Section,Lanzhou 730070,China;China Railway 25th Bureau Group Electric Engineering Co.,Ltd.,Guangzhou 510600,China)

机构地区：[1]兰州交通大学自动化与电气工程学院,甘肃兰州730070 [2]兰州高铁基础设施段,甘肃兰州730070 [3]中铁二十五局集团电务工程有限公司,广东广州510600

出　　处：《铁道科学与工程学报》2025年第2期841-851,共11页Journal of Railway Science and Engineering

基　　金：甘肃省科技计划项目(23JRRA876)。

摘　　要：为了研究道岔融雪的基本原理,解决电加热道岔融雪系统热效率低、融雪不充分、电加热元件故障率高等问题,以60 kg/m钢轨12号道岔为研究对象,基于MATLAB和COMSOL分析软件构建出“道岔尖轨结构-电加热元件-积雪-空气”的融雪模型。将融雪模型分为无积雪的一般情况和有积雪的极端情况,按照现场环境数据和参数进行模型仿真,将一般情况的仿真结果与现场实验收集的轨温数据进行对比,并模拟极端情况下原电加热元件的融雪效果,对温度分布,轨温变化和积雪融化程度进行分析。研究结果表明:通过对道岔尖轨轨腰加热方式进行建模,融雪模型与现场数据有较好的拟合度,温度差在±2℃内,相对误差保持在7%以内,验证了模型的可靠性。一般情况下,系统首次加热需要40 min左右将钢轨加热至目标温度,电加热元件冷却后再次加热至目标温度需要25 min左右。极端情况下,使用与一般情况首次加热的相同条件,此时轨温上升较为缓慢,与目标温度相差10℃左右,积雪相变程度在0.3以下,不能达到融雪的目的。极端情况下增加无积雪的对照组进行轨温模拟,积雪是影响轨温变化的主要因素。依据现场条件对道岔尖轨完成了传热模型构建,并验证了模型的准确性,同时实验证明了现有系统应对极端情况融雪效果不理想,为后续加热元件材料改进、安装方式优化、系统功率分时多路配置等方面提供了理论依据。In order to study the basic principle of turnout snow melting and solve the problems of low thermal efficiency of electric heating turnout snow melting system,insufficient snow melting,and high failure rate of electric heating element.A 60 kg/m No.12 rail turnout was selected as the research object based on MATLAB and COMSOL analysis software.We constructed the snow melting model of“turnout tip rail structure-electric heating element-snow-air”.The snow melting model was divided into the general case without snow and the extreme case with snow,and the model simulation was carried out according to the field environment data and parameters,and the simulation results of the general case were compared with the rail temperature data collected from the field experiment.The snow melting effect of the original electric heating element was simulated in the extreme case,and the temperature distribution,the rail temperature change and the degree of snow melting were analyzed.Results showed that by modeling the rail waist heating method of the turnout tip rail,the snow melting model has a good fit with the field data,the temperature difference is within±2℃,and the relative error is kept within 7%.This verifies the reliability of the model.In the general case,the first heating of the system requires about 40 min to heat the rail to the target temperature,and about 25 min to heat it again to the target temperature after the electric heating element cools down.In the extreme case,using the same conditions as the first heating in the general case,the rail temperature rose slowly,with a difference of about 10℃ from the target temperature,and the degree of snow phase change is below 0.3,which cannot achieve the purpose of snow melting.Extreme cases increase no snow control group for rail temperature simulation,snow is the main factor affecting rail temperature change.According to the field conditions of the turnout tip rail completed the construction of heat transfer model,and verified the accuracy of the model,while the e

关 键 词：铁路道岔 融雪系统 电加热 模拟仿真 传热模型 温度分布 

分 类 号：U213.6[交通运输工程—道路与铁道工程]