Method and system for evaluating wheel-rail embedded wear of high-speed railway and medium

Abstract

The invention relates to a high-speed railway wheel-rail embedded wear evaluation method and system and a medium, and the method comprises the following steps: collecting actual wheel-rail data, and carrying out the data preprocessing; constructing a wheel rail wear evaluation index according to the actual wheel rail data subjected to data preprocessing; obtaining a weight coefficient of the wheel rail wear evaluation index according to the wheel rail wear evaluation index; substituting the wheel track wear evaluation indexes and the weight coefficients of the wheel track wear evaluation indexes into a total evaluation index formula to obtain evaluation scores; and performing wheel-rail wear condition evaluation on the evaluation score according to a scoring standard to obtain a wheel-rail wear evaluation result. Compared with the prior art, synchronous analysis of the abrasion conditions of the wheels and the steel rails is achieved, the accuracy of wheel rail abrasion evaluation is improved, and powerful support is provided for optimizing the maintenance strategy, reducing the operation cost and prolonging the service life of the wheel rails.

Description

Technical Field

[0001] This invention relates to the field of high-speed railway maintenance technology, and in particular to a method, system and medium for evaluating wheel-rail phase-interlocking wear in high-speed railways. Background Technology

[0002] Wheel-rail wear on high-speed railways has always been a key factor affecting the safety and economy of train operation. As train mileage accumulates, wear on the wheel treads and rail heads gradually alters the geometry of the wheel-rail contact, leading to uneven stress distribution and decreased dynamic performance. This change not only reduces the smoothness and safety of train operation but also increases maintenance costs and operational risks.

[0003] Currently, the most commonly used inspection methods in the industry are manual periodic inspections, which have significant shortcomings: low inspection efficiency, making it difficult to meet the high-efficiency operation requirements of high-speed railways; limited inspection coverage, easily overlooking wear conditions in critical parts; and the inspection results are easily affected by human factors, resulting in poor stability and potential for missed or false detections, posing serious safety hazards to train operation. Existing technologies for evaluating wheel or rail wear are relatively simplistic. For example, patent application CN111582656A discloses a quantitative evaluation method for the shallow condition of high-speed railway rails. This method considers both dynamic and static evaluation indicators for high-speed railway rails, objectively representing the condition of rails between different sections of a high-speed railway. However, this method only scores the shallow condition of the track measured on-line for each section, including rail profile, rail surface corrugation, shallow rail surface cracks, rail surface hardness, and hardness scores, as well as scores from ride-on measurement data. It cannot simultaneously analyze the wear condition of wheels and rails, comprehensively assess their interaction, and accurately reflect the actual condition of the wheel-rail system. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology by providing a method, system and medium for evaluating wheel-rail wear in high-speed railways. This invention enables simultaneous analysis of the wear condition of wheels and rails, improves the accuracy of wheel-rail wear evaluation, and provides strong support for optimizing maintenance strategies, reducing operating costs and extending wheel-rail service life.

[0005] The objective of this invention can be achieved through the following technical solutions:

[0006] A method for evaluating wheel-rail interlocking wear in high-speed railways includes the following steps:

[0007] Collect actual wheel-rail data and perform data preprocessing;

[0008] Wheel-rail wear evaluation indicators are constructed based on actual wheel-rail data after data preprocessing.

[0009] The weighting coefficients of the wheel-rail wear evaluation index are obtained based on the wheel-rail wear evaluation index.

[0010] Substitute the wheel-rail wear evaluation index and its weight coefficient into the total evaluation index formula to obtain the evaluation score;

[0011] The wheel and rail wear condition is evaluated based on the evaluation score according to the scoring criteria, and the wheel and rail wear evaluation result is obtained.

[0012] Furthermore, the wheel-rail wear evaluation indicators include contact area, equivalent taper area, average contact stress, and the area enclosed by the difference in rolling circle radius.

[0013] Furthermore, the contact area is the contact area of ​​the wheel-rail contact point when it moves 5cm to the left or right, the equivalent taper area is the area of ​​the equivalent taper value integrated over the lateral movement within the range of 0-5mm, the average contact stress is the average wheel-rail contact stress, and the area enclosed by the difference in rolling circle radius is the area enclosed by the difference in rolling circle radius within the range of ±5mm and the y=0 axis.

[0014] Furthermore, the formula for the overall evaluation index is:

[0015]

[0016] In the formula, S norm To evaluate the score, w A Here, A' is the weighting coefficient for the contact area, A′ is the normalized contact area, exp is the natural exponential function, and w is the weighting coefficient for the contact area. λ λ is the weighting coefficient for the equivalent taper area, λ′ is the normalized equivalent taper area, and w σ The weighting factor for the average contact stress. w represents the average contact stress after normalization. Δr Ω′ represents the weighting coefficient for the area enclosed by the difference in the radii of the rolling circles, and Ω′ represents the area enclosed by the difference in the radii of the rolling circles after normalization.

[0017] Furthermore, the specific steps for obtaining the weighting coefficients of the wheel-rail wear evaluation index based on the wheel-rail wear evaluation index include:

[0018] A benchmark sample is selected, and the mean difference vector of the benchmark sample is L1 normalized to obtain the initial reference weights.

[0019] The initial reference weights are corrected using the least squares method to obtain the optimal weights. The error function of the least squares method is:

[0020]

[0021]

[0022] Δμ=μA-μB

[0023] In the formula, E(W) is the error function, y j Let A be the wear evaluation score of the j-th benchmark sample. j λ' represents the contact area after normalization of the j-th benchmark sample. j ′ represents the equivalent taper area after normalization of the j-th benchmark sample. Ω′ represents the average contact stress after normalization of the j-th reference sample. j Let λ be the area enclosed by the difference in the normalized rolling circle radii of the j-th benchmark sample, λ be an empirical coefficient, and W be the weight vector. 0 Let μ be the initial reference weight, Δμ be the mean difference vector, and μ be the mean difference vector. A Let μ be the mean vector of the first type of wear samples. B This is the mean vector of the second type of wear samples.

[0024] Furthermore, the benchmark samples include a first type of wear sample based on the standard 60N rail and the standard LMA tread, and a second type of wear sample based on the 60N rail before grinding and the corresponding track wheel before resurfacing under actual operating conditions. The wear evaluation score of the first type of wear sample is 100 points, and the wear evaluation score of the second type of wear sample is 60 points.

[0025] Furthermore, the scoring criteria are as follows: if the evaluation score is greater than 80 points, the wheel and rail wear evaluation result is recorded as excellent; if the evaluation score is between 60 and 80 points, the wheel and rail wear evaluation result is recorded as qualified; if the evaluation score is less than 60 points, the wheel and rail wear evaluation result is recorded as requiring wheel and rail maintenance.

[0026] Furthermore, the wheel and rail wear evaluation results are visualized using various methods, such as charts or images.

[0027] According to another aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, enables the implementation of the high-speed railway wheel-rail interlocking wear evaluation method as described above.

[0028] According to another aspect of the present invention, a high-speed railway wheel-rail interlocking wear evaluation system is provided, comprising:

[0029] The data acquisition module is used to collect actual wheel-rail data and perform data preprocessing.

[0030] The wheel-rail wear evaluation index construction module is used to construct wheel-rail wear evaluation indices based on actual wheel-rail data after data preprocessing.

[0031] The weighting coefficient acquisition module is used to acquire the weighting coefficients of the wheel-rail wear evaluation index based on the wheel-rail wear evaluation index.

[0032] The evaluation score acquisition module is used to input the wheel-rail wear evaluation index and the weight coefficient of the wheel-rail wear evaluation index into the total evaluation index formula to obtain the evaluation score;

[0033] The wheel-rail wear evaluation module is used to evaluate the wheel-rail wear based on the evaluation score according to the scoring criteria, and obtain the wheel-rail wear evaluation result.

[0034] Compared with the prior art, the present invention has the following beneficial effects:

[0035] 1. This invention constructs a total evaluation index formula by comprehensively considering key indicators such as contact area, equivalent taper, contact stress, and rolling circle radius difference, and obtains the weight coefficients of the wheel and rail wear evaluation index based on the wheel and rail wear evaluation index, thereby realizing the synchronous analysis of the wear condition of the wheel and rail and improving the accuracy of wheel and rail wear evaluation.

[0036] 2. This invention comprehensively evaluates the interaction between train wheels and rails through embedded evaluation, accurately reflecting the actual state of the wheel-rail system. It can more accurately identify the root causes of wear problems, discover potential risks in advance, and provide strong support for optimizing maintenance strategies, reducing operating costs, and extending the service life of wheels and rails. Attached Figure Description

[0037] Figure 1 This is a schematic flowchart of a high-speed railway wheel-rail interlocking wear evaluation method proposed in this invention;

[0038] Figure 2 This is a measured diagram of the wheel-rail contact point when the lateral displacement of the wheel is ±5cm.

[0039] Figure 3 The measured range of the equivalent taper is shown in the diagram.

[0040] Figure 4 This is a schematic diagram of wheel-rail contact stress.

[0041] Figure 5 This is a schematic diagram of the difference in the radius of the rolling circle. Detailed Implementation

[0042] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. These embodiments are based on the technical solution of the present invention and provide detailed implementation methods and specific operating procedures. However, the scope of protection of the present invention is not limited to the following embodiments.

[0043] The following English abbreviations are involved:

[0044] Loss of Metal Area (LMA)

[0045] Example 1

[0046] This embodiment provides a method for evaluating wheel-rail interlocking wear in high-speed railways, such as... Figure 1 As shown, it includes the following steps:

[0047] S1. Collect actual wheel-rail data and perform data preprocessing.

[0048] Actual wheel-rail data is collected using detection equipment. The collected data is then preprocessed, including data cleaning, data correction, and data standardization, to improve the accuracy and reliability of the data.

[0049] Using a high-precision optical measurement system and pressure sensor, the contact area between the wheel tread and the rail head, the equivalent taper area, the average contact stress, and the area enclosed by the difference in rolling circle radius are accurately measured.

[0050] Contact area measurement: An optical measurement system is installed beside the track. As the train passes, the contact area between the wheel and the rail is rapidly scanned and imaged. Image processing algorithms are used to accurately extract the contact area within a 5cm radius to the left and right of the contact point. Multiple sets of data are collected at each measurement point, and the average value is taken as the final measurement. The measured wheel-rail contact point diagram when the lateral displacement of the wheel is ±5cm is shown below. Figure 2 As shown, the contact area is clearly marked within 5cm on both sides for subsequent measurement of the contact area.

[0051] Measurement of equivalent taper area: By processing and analyzing images of the wheel tread and rail, relevant geometric features are extracted. For wheelset lateral displacement within the range of 0 to 5 mm, the area enclosed by the curve and the lateral displacement coordinate axis is calculated. Figure 3 The diagram shows the measured range of the equivalent taper. Centered on the contact area between the wheel tread and the rail head, the measurement range of the equivalent taper is precisely defined by extending 5mm to the right. Measurement points for the equivalent taper are marked within the 0 to +5mm range of the contact area. The equivalent taper curve is calculated from these points, and the area enclosed by the curve and the lateral displacement coordinate axis is then determined.

[0052] Measurement of average contact stress: High-precision pressure sensors are attached to the surface of the rail head. When a train passes, the contact stress data of the wheel-rail contact area is collected in real time. The data acquisition system collects and processes the data from multiple sensors simultaneously, and calculates the average contact stress within the range of ±5mm of the wheelset lateral displacement. Figure 4This is a schematic diagram of wheel-rail contact stress. The diagram shows the distribution of the wheel-rail contact normal force within the range of -10mm to +10mm of wheelset lateral displacement. Within ±5mm of wheelset lateral displacement, the average contact stress is obtained by calculating the average of the wheel-rail contact normal force at all measurement points. Figure 4 The paper details the variation trend of the wheel-rail contact normal force with the lateral displacement of the wheelset, showing data points within a range of ±5mm, providing a clear basis for calculating the average contact stress.

[0053] Measurement of the area enclosed by the difference in rolling circle radii: Using a laser measuring instrument, the radius of the rolling circle of the wheel is measured within ±5mm to obtain the curve of the change in the rolling circle radius. Then, the area enclosed by the curve and the coordinate axis is calculated by integration. Multiple sets of data are collected at each measurement point and the average value is taken as the final value. Figure 5 This is a schematic diagram of the difference in the radius of the rolling circle. Figure 5 Using the rolling circle of the wheel as the center, extend 5mm to the left and right sides to plot the curve of the change in the radius of the rolling circle. The area enclosed by this curve and the coordinate axis is the area enclosed by the difference in the radius of the rolling circle and the coordinate axis.

[0054] S2. Construct wheel-rail wear evaluation indicators based on the actual wheel-rail data after data preprocessing.

[0055] Wheel-rail wear evaluation indicators include contact area, equivalent cone area, average contact stress, and the area enclosed by the difference in rolling circle radius. The contact area is the area of ​​the wheel-rail contact point when it shifts 5 cm laterally (the lateral shift of high-speed trains is affected by a combination of factors; although under normal operating conditions, the probability of lateral shift fluctuating within ±5 cm is typically 80%-90%). The equivalent cone area is the area of ​​the equivalent cone value integrated over the lateral shift within the range of 0-5 mm. The average contact stress is the average value of the wheel-rail contact stress. The area enclosed by the difference in rolling circle radius is the area enclosed by the difference in rolling circle radius within ±5 mm and the y=0 axis.

[0056] S3. Obtain the weight coefficients of the wheel-rail wear evaluation index based on the wheel-rail wear evaluation index.

[0057] The specific steps for obtaining the weighting coefficients of the wheel-rail wear evaluation index based on the wheel-rail wear evaluation index include:

[0058] A baseline sample was selected, and the mean difference vector of the baseline sample was L1 normalized to obtain the initial reference weights. The baseline sample included a first type of wear sample based on the standard 60N rail and standard LMA tread, and a second type of wear sample based on the 60N rail before grinding and the corresponding track wheels before resurfacing under actual operating conditions. The wear evaluation score for the first type of wear sample was 100 points, and the wear evaluation score for the second type of wear sample was 60 points. There were no fewer than 50 sets of each type of wear sample, for a total of 100 sets. In the simulation process of generating the wear evaluation index based on the dynamic performance of the standard 60N rail and standard LMA tread, factors such as train speed, load, and track irregularities were considered to ensure the accuracy and reliability of the simulation results. In the simulation process of generating the wear evaluation index based on the dynamic performance of the 60N rail before grinding and the corresponding track wheels before resurfacing under actual operating conditions, factors such as train speed range, actual load conditions, and track irregularities were considered to ensure the accuracy and reliability of the simulation results.

[0059] For each baseline sample, the mean values ​​of the four wheel-rail wear evaluation indicators after normalization are calculated.

[0060] The mean vector of the first type of wear samples is:

[0061] The mean vector of the second type of wear samples is:

[0062] Calculate the mean difference vector and perform L1 normalization. The mean difference vector is:

[0063]

[0064] In the formula, μ A Let μ be the mean vector of the first type of wear samples. B Let A′ be the mean vector of the second type of wear samples. A A′ represents the contact area after normalization of the first type of wear sample. B λ′ represents the contact area after normalization of the second type of wear sample. A λ represents the equivalent taper area after normalization of the first type of wear sample. B ′ represents the equivalent taper area after normalization of the second type of wear sample. This represents the average contact stress after normalization of the first type of wear samples. Ω′ represents the average contact stress after normalization of the second type of wear samples. A The area enclosed by the difference in rolling circle radii after normalization of the first type of wear samples is Ω′. B The area enclosed by the difference in the rolling circle radius after normalization of the second type of wear samples.

[0065] The initial reference weights are corrected using the least squares method to obtain the optimal weights. The error function of the least squares method is:

[0066]

[0067]

[0068] In the formula, E(W) is the error function, y j Let A be the wear evaluation score of the j-th benchmark sample. j λ' represents the contact area after normalization of the j-th benchmark sample. j ′ represents the equivalent taper area after normalization of the j-th benchmark sample. Ω′ represents the average contact stress after normalization of the j-th reference sample. j Let λ be the area enclosed by the difference in the normalized rolling circle radii of the j-th benchmark sample, λ be an empirical coefficient, and W be the weight vector. 0 Let μ be the initial reference weight, Δμ be the mean difference vector, and μ be the mean difference vector. A Let μ be the mean vector of the first type of wear samples. B This is the mean vector of the second type of wear samples.

[0069] The optimal weight vector is obtained by minimizing the error function:

[0070] W = (X T X+λI) -1 (X T y+λW 0 )

[0071] In the formula, X is an N×4 matrix, with each row corresponding to the normalized index vector of a sample; I is the identity matrix; and y is an N×1 vector containing the wear evaluation scores of all wear samples. The final weight vector is a four-dimensional vector that includes the weight coefficients of the contact area, the equivalent taper area, the average contact stress, and the area enclosed by the difference in rolling circle radii.

[0072] S4. Substitute the wheel-rail wear evaluation index and the weight coefficient of the wheel-rail wear evaluation index into the total evaluation index formula to obtain the evaluation score.

[0073] The formula for the overall evaluation index is:

[0074]

[0075] In the formula, S norm To evaluate the score, w A Here, A' is the weighting coefficient for the contact area, A′ is the normalized contact area, exp is the natural exponential function, and w is the weighting coefficient for the contact area. λλ is the weighting coefficient for the equivalent taper area, λ′ is the normalized equivalent taper area, and w σ The weighting factor for the average contact stress. w represents the average contact stress after normalization. Δr Ω′ represents the weighting coefficient for the area enclosed by the difference in the radii of the rolling circles, and Ω′ represents the area enclosed by the difference in the radii of the rolling circles after normalization.

[0076] S5. Evaluate the wheel and rail wear condition based on the evaluation scores according to the scoring criteria, and obtain the wheel and rail wear evaluation results.

[0077] The specific scoring criteria are as follows: if the evaluation score is greater than 80 points, the wheel-rail wear evaluation result is recorded as excellent; if the evaluation score is between 60 and 80 points, the wheel-rail wear evaluation result is recorded as qualified; if the evaluation score is less than 60 points, the wheel-rail wear evaluation result is recorded as requiring wheel-rail maintenance. The wheel-rail wear evaluation results can be visualized through various methods such as charts or images. Furthermore, the wheel-rail wear status of different sections is ranked according to the evaluation score, providing a scientific basis for formulating reasonable wheel-rail maintenance plans and allocating maintenance resources.

[0078] The actual measured contact area is 680 mm². 2 The equivalent taper area is 45mm. 2 The average contact stress is 125 MPa, and the area enclosed by the difference in rolling circle radii is 15 mm. 2 Wear evaluation is conducted using the following example: the weighting coefficient for contact area is 0.35, the weighting coefficient for equivalent taper area is 0.25, the weighting coefficient for average contact stress is 0.30, and the weighting coefficient for the area enclosed by the difference in rolling circle radius is 0.10.

[0079] After analyzing a large number of samples on-site, the following results were obtained:

[0080] A max =1000mm 2 A min =200mm 2

[0081] λ max =60mm 2 ,λ min =10mm 2

[0082]

[0083] Ω max =20mm 2 ,Ω min =0mm 2

[0084] The normalized contact area is 0.60, the normalized equivalent taper area is 0.70, the normalized average contact stress is 0.75, and the normalized rolling circle radius difference enclosed area is 0.75. Substituting the normalized values ​​into the overall evaluation index formula, the calculated evaluation score is 87.1, indicating that the current wheel-rail condition is "excellent" and wheel turning or rail replacement is not required at this time.

[0085] Example 2

[0086] This embodiment provides a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, it can realize the high-speed railway wheel-rail phase-embedded wear evaluation method proposed in Embodiment 1.

[0087] The rest is the same as in Example 1.

[0088] Example 3

[0089] This embodiment provides a high-speed railway wheel-rail interlocking wear evaluation system, including:

[0090] The data acquisition module is used to collect actual wheel-rail data and perform data preprocessing.

[0091] The wheel-rail wear evaluation index construction module is used to construct wheel-rail wear evaluation indices based on actual wheel-rail data after data preprocessing.

[0092] The weighting coefficient acquisition module is used to obtain the weighting coefficients of the wheel-rail wear evaluation index based on the wheel-rail wear evaluation index.

[0093] The evaluation score acquisition module is used to input the wheel-rail wear evaluation index and the weight coefficient of the wheel-rail wear evaluation index into the total evaluation index formula to obtain the evaluation score;

[0094] The wheel and rail wear evaluation module is used to evaluate the wheel and rail wear based on the evaluation score according to the scoring criteria, and obtain the wheel and rail wear evaluation result.

[0095] The rest is the same as in Example 1.

[0096] The preferred embodiments of the present invention have been described in detail above. It should be understood that those skilled in the art can make numerous modifications and variations based on the concept of the present invention without creative effort. Therefore, all technical solutions that can be obtained by those skilled in the art based on the concept of the present invention through logical analysis, reasoning, or limited experimentation on the basis of existing technology should be within the scope of protection defined by the claims.

Claims

1. A method for evaluating wheel-rail interlocking wear in high-speed railways, characterized in that, Includes the following steps: Collect actual wheel-rail data and perform data preprocessing; Wheel-rail wear evaluation indicators are constructed based on actual wheel-rail data after data preprocessing. The weighting coefficients of the wheel-rail wear evaluation index are obtained based on the wheel-rail wear evaluation index. Substitute the wheel-rail wear evaluation index and its weight coefficient into the total evaluation index formula to obtain the evaluation score; The wheel and rail wear condition is evaluated based on the evaluation score according to the scoring criteria, and the wheel and rail wear evaluation result is obtained.

2. The method for evaluating wheel-rail interlocking wear in high-speed railways according to claim 1, characterized in that, The wheel-rail wear evaluation indicators include contact area, equivalent taper area, average contact stress, and the area enclosed by the difference in rolling circle radius.

3. The method for evaluating wheel-rail interlocking wear in high-speed railways according to claim 2, characterized in that, The contact area is the contact area when the wheel-rail contact point moves 5cm to the left or right. The equivalent taper area is the area of ​​the equivalent taper value integrated over the lateral movement within the range of 0-5mm. The average contact stress is the average wheel-rail contact stress. The area enclosed by the difference in rolling circle radius is the area enclosed by the difference in rolling circle radius within the range of ±5mm and the y=0 axis.

4. The method for evaluating wheel-rail interlocking wear in high-speed railways according to claim 1, characterized in that, The formula for the overall evaluation index is: In the formula, S norm To evaluate the score, w A Here, A' is the weighting coefficient for the contact area, A′ is the normalized contact area, exp is the natural exponential function, and w is the weighting coefficient for the contact area. λ λ is the weighting coefficient for the equivalent taper area, λ′ is the normalized equivalent taper area, and w σ The weighting factor for the average contact stress. w represents the average contact stress after normalization. Δr Ω′ represents the weighting coefficient for the area enclosed by the difference in the radii of the rolling circles, and Ω′ represents the area enclosed by the difference in the radii of the rolling circles after normalization.

5. The method for evaluating wheel-rail interlocking wear in high-speed railways according to claim 1, characterized in that, The specific steps for obtaining the weighting coefficients of the wheel-rail wear evaluation index based on the wheel-rail wear evaluation index include: A benchmark sample is selected, and the mean difference vector of the benchmark sample is L1 normalized to obtain the initial reference weights. The initial reference weights are corrected using the least squares method to obtain the optimal weights. The error function of the least squares method is: Dm=m A -m B In the formula, E(W) is the error function, y j Let A be the wear evaluation score of the j-th benchmark sample. j λ' represents the contact area after normalization of the j-th benchmark sample. j ′ represents the equivalent cone area after normalization of the j-th benchmark sample. Ω′ represents the average contact stress after normalization of the j-th reference sample. j Let λ be the area enclosed by the difference in the normalized rolling circle radii of the j-th benchmark sample, λ be an empirical coefficient, and W be the weight vector. 0 Let μ be the initial reference weight, Δμ be the mean difference vector, and μ be the mean difference vector. A Let μ be the mean vector of the first type of wear samples. B This is the mean vector of the second type of wear samples.

6. The method for evaluating wheel-rail interlocking wear in high-speed railways according to claim 5, characterized in that, The benchmark samples include a first type of wear sample based on the standard 60N rail and the standard LMA tread, and a second type of wear sample based on the 60N rail before grinding and the corresponding track wheel before resurfacing under actual operating conditions. The wear evaluation score of the first type of wear sample is 100 points, and the wear evaluation score of the second type of wear sample is 60 points.

7. The method for evaluating wheel-rail interlocking wear in high-speed railways according to claim 1, characterized in that, The specific scoring criteria are as follows: if the evaluation score is greater than 80 points, the wheel and rail wear evaluation result is recorded as excellent; if the evaluation score is between 60 and 80 points, the wheel and rail wear evaluation result is recorded as qualified; if the evaluation score is less than 60 points, the wheel and rail wear evaluation result is recorded as requiring wheel and rail maintenance.

8. The method for evaluating wheel-rail interlocking wear in high-speed railways according to claim 1, characterized in that, The wheel and rail wear evaluation results are visualized using various methods, such as charts or images.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, which, when executed by a processor, enables the high-speed railway wheel-rail interlocking wear evaluation method as described in any one of claims 1 to 8.

10. A high-speed railway wheel-rail interlocking wear evaluation system, characterized in that, include: The data acquisition module is used to collect actual wheel-rail data and perform data preprocessing. The wheel-rail wear evaluation index construction module is used to construct wheel-rail wear evaluation indices based on actual wheel-rail data after data preprocessing. The weighting coefficient acquisition module is used to acquire the weighting coefficients of the wheel-rail wear evaluation index based on the wheel-rail wear evaluation index. The evaluation score acquisition module is used to input the wheel-rail wear evaluation index and the weight coefficient of the wheel-rail wear evaluation index into the total evaluation index formula to obtain the evaluation score; The wheel-rail wear evaluation module is used to evaluate the wheel-rail wear based on the evaluation score according to the scoring criteria, and obtain the wheel-rail wear evaluation result.

Images