A train surface crack detection system

Abstract

The embodiment of the present application discloses a train surface crack detection system, in which a left-right moving mechanism is arranged on the base body in the base. The first telescopic rod is foldably arranged on the base body. The second telescopic rod is foldably arranged on the left-right moving mechanism. In the sensor probe arm mechanism, a plurality of support rod assemblies are connected at the X-shaped connection of the scissor structure by a first rotating connection mechanism. A plurality of support rod assemblies are connected at the V-shaped connection of the scissor structure by a second rotating connection mechanism. The first telescopic rod and the second telescopic rod are respectively connected to an X-shaped connection. The acoustic emission probe servo device is movably arranged on the support rod assembly. The train surface crack detection system of the embodiment of the present application can quickly and accurately arrange the acoustic emission sensor, and can realize the precise positioning of the crack, so as to solve the problems that the conventional magnetic suction probe support does not work, the sensor cannot be well fitted on the surface of the vehicle body, and there are difficulties and low efficiency in large-area probe layout, adjustment is difficult, and the relative position of the probe is difficult to obtain accurately and quickly.

Description

Technical Field

[0001] The present application relates to the technical field related to train surface crack detection, and specifically to a train surface crack detection system. Background Art

[0002] As the operating mileage of my country's high-speed railways continues to increase, the number of high-speed trains has increased, and the demand for maintenance and repair of EMU trains related to operational safety has risen. As the demand for maintenance continues to expand, the current periodic maintenance strategy has become more and more prominent due to the lack of actual status detection, resulting in excessive maintenance and insufficient maintenance. Due to insufficient understanding of vehicle status and zero tolerance for problems, the replacement cycle of parts is short and the operating cost is high.

[0003] The use of more sensitive and efficient sensing methods, combined with modern signal analysis methods to monitor the health status of high-speed trains and surrounding supporting equipment, is an important means to achieve "condition repair" and even reverse optimization design. Among them, body fatigue cracks or material defects are an important aspect of high-speed train health monitoring, and the objects involve body profiles, welding surfaces, equipment suspension points, etc. When there are defects in these parts and they are subjected to certain external loads during operation, the defects may be forced to expand and release acoustic emission signals to the outside. At present, the commonly used non-destructive detection methods for body cracks in high-speed trains at home and abroad include magnetic particle testing, penetration testing, X-ray testing, eddy current testing, ultrasonic testing, etc. These detection methods generally require manual scanning operations, especially the widely used fluorescent penetration testing, which also has certain toxicity.

[0004] Different from ultrasonic, eddy current, X-ray and other non-destructive testing methods, acoustic emission testing, as a sensing method based on "stress waves", has been widely used in materials, pressure vessels, pipelines, wind power and other fields. Compared with other conventional non-destructive testing methods, it does not require scanning operations and can capture the dynamic process of crack occurrence and expansion in real time; it is more sensitive than vibration signals and has local waveforms; AE signals have a wide frequency range and a large amount of information, which can detect early structural failures earlier; the location of cracks (sound sources) can also be found through multi-sensor positioning analysis, and accurate positioning of defective parts is of great significance to train operation and maintenance.

[0005] Acoustic emission sensors are used to detect cracks in train bodies. This is mainly done by using a hydraulic device to apply pressure to the train body within a certain range of the train's test surface (to allow cracks in defective parts of the body structure to expand accordingly). The weak acoustic emission signal generated when the crack expands is received by the acoustic emission sensors that are arranged in advance in the test area of ​​the body. By analyzing the signals collected by the acoustic emission sensors, the location of the cracks, the intensity of the crack activity, etc. can be accurately found. Summary of the invention

[0006] In view of this, the present application provides a train surface crack detection system.

[0007] The train surface crack detection system mainly includes a base, a sensor probe arm mechanism, an acoustic emission probe servo device and a host computer. The base includes a base body, a left-right moving mechanism, a left-right moving driving device, a first supporting mechanism, a second supporting mechanism, a first telescopic rod, a second telescopic rod, a height measurement module, a position detection module and a control device. The left-right moving mechanism is arranged on the base body. The left-right moving driving device is arranged on the base body and is respectively connected to the left-right moving mechanism and the control device. The first supporting mechanism and the second supporting mechanism are respectively arranged at the left and right ends of the base body in a liftable manner. The first telescopic rod is foldably arranged on the base body. The second telescopic rod is foldably arranged on the left-right moving mechanism so that the second telescopic rod can move left and right on the base body. The height measurement module is arranged on the first telescopic rod and is connected to the control device. The position detection module is arranged on the left-right moving mechanism and the base body and is connected to the control device. The sensor probe arm mechanism includes a plurality of support rod assemblies. The plurality of support rod assemblies are connected together in a scissor-fork structure. Among them, at the X-shaped connection of the scissor structure, the plurality of support rod assemblies are connected by a first rotating connection mechanism. At the V-shaped connection of the scissor structure, the plurality of support rod assemblies are connected by a second rotating connection mechanism. In addition, angle sensors are arranged at the positions of the first rotating connection mechanism and the second rotating connection mechanism. A linear grating displacement sensor is arranged on the support rod assembly. The first telescopic rod and the second telescopic rod are respectively connected to one of the X-shaped connections. The acoustic emission probe servo device is movably arranged on the support rod assembly. The angle sensor and the linear grating displacement sensor are connected to the host computer through the control device.

[0008] Compared with the prior art, the train surface crack detection system of the embodiment of the present application has the following beneficial effects:

[0009] The train surface crack detection system of the embodiment of the present application can quickly and accurately arrange acoustic emission sensors and can achieve precise positioning of cracks, thereby solving the problems that conventional magnetic suction probe supports do not work, the sensors cannot fit well on the vehicle body surface, large-area probe deployment is difficult, the efficiency is low, the adjustment is difficult, and the relative position of the probes is difficult to obtain accurately and quickly. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The exemplary embodiments of the present application and their descriptions are used to explain the present application and do not constitute a limitation of the present application. In each figure, the same reference numeral represents the same component.

[0011] Figure 1 , Figure 2 It is a structural schematic diagram of a train surface crack detection system shown in an embodiment of the present application;

[0012] Figure 3 is a schematic diagram of the structure of the base shown in the embodiment of the present application;

[0013] Figure 4 yes Figure 3 Exploded diagram of

[0014] Figure 5 , Figure 6 is a schematic diagram of the internal structure of the base shown in the embodiment of the present application;

[0015] Figure 7 is a partial enlarged view of the base shown in the embodiment of the present application;

[0016] Figure 8 , Fig. 9 A schematic diagram of the structure of a height measurement module in a base shown in an embodiment of the present application.

[0017] Fig.10 is a schematic diagram of the structure of the acoustic emission probe servo device shown in an embodiment of the present application;

[0018] Fig.11 is a schematic structural diagram of the acoustic emission probe servo device in an installed state shown in an embodiment of the present application;

[0019] Figure 12 to Figure 14 is a structural schematic diagram of the sleeve assembly shown in an embodiment of the present application in an assembled state;

[0020] Fig.15 , Fig.16 is a schematic structural diagram of a sleeve assembly in an exploded state shown in an embodiment of the present application;

[0021] Fig.17 is a schematic diagram of the structure of the switching mechanism shown in the embodiment of the present application;

[0022] Fig.18 is a schematic structural diagram of the switching mechanism shown in the embodiment of the present application after the mounting shaft is removed;

[0023] Fig.19 is a schematic cross-sectional structural diagram of a switching mechanism shown in an embodiment of the present application;

[0024] Fig. 20 , Fig.21 is a schematic structural diagram of an installation shaft in a switching mechanism shown in an embodiment of the present application;

[0025] Fig. 22 , Fig.23 is a schematic structural diagram of a quick-release structural assembly shown in an embodiment of the present application;

[0026] Fig.24 It is a schematic diagram of the exploded structure of the quick-disassembly structural assembly shown in the embodiment of the present application;

[0027] Fig.25 , Fig.26 is a structural schematic diagram of a sensor quick fixing mechanism shown in an embodiment of the present application;

[0028] Fig. 27 It is a structural schematic diagram of the acoustic emission sensor fixing mechanism after the sensor connecting piece is removed as shown in the embodiment of the present application;

[0029] Fig.28 is a structural schematic diagram of the acoustic emission sensor fixing mechanism after the limit baffle is removed as shown in the embodiment of the present application;

[0030] Fig.29 is a schematic diagram of the structure of the sensor connector shown in the embodiment of the present application;

[0031] Fig.30 is a schematic diagram of the structure of the limit baffle shown in the embodiment of the present application;

[0032] Fig.31 is a schematic structural diagram of a sensor probe support arm mechanism shown in an embodiment of the present application;

[0033] Fig.32 , Fig.33 It is a structural schematic diagram of an X-shaped connection in a sensor probe support arm mechanism shown in an embodiment of the present application;

[0034] Fig.34 is a schematic structural diagram of a V-shaped connection in a sensor probe support arm mechanism shown in an embodiment of the present application;

[0035] Fig.35 It is a schematic structural diagram of the free end of the scissor fork in the sensor probe support arm mechanism shown in the embodiment of the present application;

[0036] Fig.36 , Fig.37 is a schematic structural diagram of a first rotating connection mechanism shown in an embodiment of the present application;

[0037] Fig.38 is a schematic cross-sectional structural diagram of a first rotating connection mechanism shown in an embodiment of the present application;

[0038] Fig.39 , Fig.40 is a schematic structural diagram of a second rotating connection mechanism shown in an embodiment of the present application;

[0039] Fig.41 , Fig.42 It is a schematic structural diagram of an end connecting member in a sensor probe support arm mechanism shown in an embodiment of the present application;

[0040] Fig.43 , Fig.44 It is a schematic diagram of calculating position information of a train surface crack detection system shown in an embodiment of the present application. DETAILED DESCRIPTION

[0041] In order to enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only embodiments of a part of the present application, not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work should belong to the scope of protection of the present application. In addition, the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0042] The present application will be described in detail below with reference to the accompanying drawings and in combination with embodiments.

[0043] An embodiment of the present application discloses a train surface crack detection system.

[0044] like Figure 1 , Figure 2 As shown, the train surface crack detection system may include a base, a sensor probe support arm mechanism, an acoustic emission probe servo device and a host computer.

[0045] like Figures 1 to 4 As shown, the base may include a base body 10-100, a left-right moving mechanism, a left-right moving drive device 10-220, a first supporting mechanism 10-310, a second supporting mechanism 10-320, a first telescopic rod 10-410, a second telescopic rod 10-420, a height measuring module 10-500, a position detection module 10-600 and a control device 10-700.

[0046] For example, Figures 4 to 7As shown, the base body 10-100 includes a bottom plate 10-110, a first mounting frame 10-121, a second mounting frame 10-122 and a third mounting frame 10-123. Among them, the first mounting frame 10-121 and the third mounting frame 10-123 are respectively arranged at the left and right ends of the bottom plate 10-110. The second mounting frame 10-122 is arranged on the bottom plate 10-110 and is located between the first mounting frame 10-121 and the third mounting frame 10-123. Further, the base body 10-100 also includes a first side plate 10-131, a second side plate 10-132 and a universal wheel 10-150. The first side plate 10-131 and the second side plate 10-132 are both L-shaped structures, and notches 133 are arranged on the top edges of the first side plate 10-131 and the second side plate 10-132. The bottom edges of the first side panel 10-131 and the second side panel 10-132 are rotatably connected to the front and rear ends of the bottom panel 10-110, so that the first side panel 10-131 and the second side panel 10-132 can be assembled to form a cover structure, and the notches 133 at the tops of the first side panel 10-131 and the second side panel 10-132 can be assembled to form an opening 10-140. The universal wheel 10-150 is arranged at the bottom of the bottom panel 10-110. The universal wheel 10-150 can adopt a universal wheel set that can be locked, such as Figure 6 By setting the universal wheels 10-150, the vehicle body can be easily pushed to move.

[0047] The left-right moving mechanism is arranged on the base body 10-100. The left-right moving driving device 10-220 is arranged on the base body 10-100 and is connected to the left-right moving mechanism and the control device 10-700 respectively. Figure 5 As shown, the left-right moving mechanism includes a guide shaft 10-211, a driving screw 10-212 and a sliding block 10-213. The guide shaft 10-211 and the driving screw 10-212 are arranged in parallel, one end of which is connected to the first mounting frame 10-121, and the other end is connected to the second mounting frame 10-122. The sliding block 10-213 is slidably connected to the guide shaft 10-211 and connected to the driving screw 10-212 through the screw nut hole. The left-right moving driving device 10-220 is connected to the driving screw 10-212. The left-right moving driving device 10-220 can adopt a driving motor.

[0048] Wherein, the position detection module 10-600 is arranged on the left-right moving mechanism and the base body 10-100 and is connected to the control device 10-700. The position detection module 10-600 can conveniently collect and detect horizontal position data and control the horizontal movement distance of the telescopic rod. Exemplarily, the position detection module 10-600 includes a grating sensor 10-610 and a grating track 10-620. The grating track 10-620 is arranged on the base plate 10-110. The grating sensor 10-610 is movably arranged on the grating track 10-620 and is connected to the sliding block 10-213.

[0049] The first telescopic rod 10-410 is foldably arranged on the base body 10-100. The second telescopic rod 10-420 is foldably arranged on the left-right moving mechanism, so that the second telescopic rod 10-420 can move left-right on the base body 10-100. For example, Figure 5 As shown, the first telescopic rod 10-410 is foldably arranged on the second mounting frame 10-122. The second telescopic rod 10-420 is foldably arranged on the sliding block 10-213. Specifically, the first telescopic rod 10-410 and the second telescopic rod 10-420 are both electric telescopic rods, which are connected to the control device 10-700. In addition, the first telescopic rod 10-410 and the second telescopic rod 10-420 are respectively connected to the base body 10-100 and the left-right moving mechanism through a hinge connection mechanism 10-900. Figure 7As shown, the hinged connection mechanism 10-900 includes a lower connection block 10-910, an upper connection block 10-920, a hinge 10-930 and a lock 10-940. The lower connection block 10-910 and the upper connection block 10-920 are hingedly connected on one side by the hinge 10-930, and are detachably connected on the other side by the lock 10-940. In the installed state, the first telescopic rod 10-410 is connected to the upper connection block 10-920 in an hinged connection mechanism, and the lower connection block 10-910 of the hinged connection mechanism is fixed on the second mounting frame 10-122, so that the first telescopic rod 10-410 is foldably connected to the second mounting frame 10-122. The second telescopic rod 10-420 is connected to the upper connecting block 10-920 in another hinged connection mechanism, and the lower connecting block 10-910 of the hinged connection mechanism is fixed on the sliding block 10-213, so that the second telescopic rod 10-420 can be foldably connected to the sliding block 10-213. By adopting a foldable design, the first telescopic rod 10-410 and the second telescopic rod 10-420 can also be stored in the cover body when not in use. By foldably setting the first telescopic rod 10-410 on the base body 10-100. The second telescopic rod 10-420 is foldably set on the left and right moving mechanism, so that the second telescopic rod 10-420 can move left and right on the base body 10-100. Thereby, the horizontal width of the measurement can be conveniently adjusted. The vertical height of the detection can be conveniently adjusted by adopting the telescopic rod.

[0050] The first support mechanism 10-310 and the second support mechanism 10-320 are respectively arranged at the left and right ends of the base body 10-100 in a liftable manner. Figure 7 As shown, the first support mechanism 10-310 and the second support mechanism 10-320 have the same structure, and both include a support base plate 10-311, a guide pin shaft 10-312 and a screw adjustment handle 10-313. The support base plate 10-311 is arranged on the lower side of the base body 10-100. The guide pin shaft 10-312 is connected to the support base plate 10-311 through the base body 10-100. The screw adjustment handle 10-313 is threadedly connected to the base body 10-100 through the screw thereon. And the bottom end of the screw in the screw adjustment handle 10-313 is connected to the support base plate 10-311. By rotating the screw adjustment handle 10-313, the support base plate 10-311 can be lowered so that the universal wheels can be lifted off the ground during operation to ensure the support stability of the base; when not in use, the support base plate 10-311 can be raised by rotating the screw adjustment handle 10-313 so that the universal wheels can contact the ground, facilitating the movement of the base.

[0051] Further, the first support mechanism 10-310 and the second support mechanism 10-320 also include a first stretching block 10-314 and a second stretching block 10-315. The first stretching block 10-314 and the second stretching block 10-315 are respectively telescopically connected to both sides of the support base plate 10-311. In addition, anti-skid pads are respectively provided at the bottom of the first stretching block 10-314 and the second stretching block 10-315. Preferably, the anti-skid pad can be provided on the stretching block in a detachable manner such as bolts to facilitate replacement. The support stability of the base is increased by providing the first stretching block 10-314 and the second stretching block 10-315 and arranging anti-skid pads at the bottom of the first stretching block 10-314 and the second stretching block 10-315.

[0052] The height measuring module 10-500 is disposed on the first telescopic rod 10-410 and connected to the control device 10-700. The height measuring module 10-500 can conveniently collect and detect height data and control the height of the telescopic rod. For example, Figure 1 As shown, the height measurement module 10-500 includes a foldable support rod and a laser displacement sensor 10-540. One end of the foldable support rod is connected to the first telescopic rod 10-410, and the other end is connected to the laser displacement sensor 10-540.

[0053] Among them, Figure 8 , Fig. 9 The foldable support rod shown includes a transverse support 10-510, a plurality of support rods 10-520, a quick release snap ring assembly 10-530 and a laser displacement sensor 10-540. One end of the transverse support 10-510 is connected to the first telescopic rod 10-410 through a quick release snap ring assembly. The plurality of support rods 10-520 are foldably connected in sequence through the quick release snap ring assembly 10-530, and the laser displacement sensor 10-540 is arranged at one end thereof, and the other end is foldably connected to the other end of the transverse support 10-510.

[0054] When the base of the embodiment of the present application is installed, the acoustic emission sensor 10-1 is connected to the top of the first telescopic rod 10-410 and the second telescopic rod 10-420 through the sensor probe arm mechanism 10-2; when in use, the acoustic emission sensor is pushed to the side of the vehicle to be detected through the base, and after adjusting the position, the support base plates 10-311 in the first support mechanism 10-310 and the second support mechanism 10-320 are lowered respectively through the screw adjustment handles 10-313 in the first support mechanism 10-310 and the second support mechanism 10-320 to stabilize the vehicle body. After ensuring that the base is completely stable and will not move or shake, subsequent work can be started. The control device 10-700 controls the left and right moving drive device 10-220 to drive the driving screw 10-212 to rotate, so that the sliding block 10-213 drives the second telescopic rod 10-420 to move horizontally; the control device 10-700 can detect the moving distance of the second telescopic rod 10-420 in real time through the position detection module 10-600; and when the second telescopic rod 10-420 reaches the specified position, the control device 10-700 controls the left and right moving drive device 10-220 to stop working; the control device 10-700 controls the extension and retraction of the first telescopic rod 10-410 and the second telescopic rod 10-420, so as to control the vertical height of the detection; the control device 10-700 can detect the extension height in real time through the height measurement module 10-500; and when the first telescopic rod 10-410 and the second telescopic rod 10-420 reach the specified position, the control device 10-700 controls the first telescopic rod 10-410 and the second telescopic rod 10-420 to stop working. Therefore, the base of the embodiment of the present application can provide a stable working platform for the acoustic emission sensor, so as to facilitate the use of the acoustic emission sensor to detect cracks in the train body. In addition, the base of the embodiment of the present application can push the body to move and can also conveniently lock it in the measurement position; it can not only perform crack detection on the train surface vertically, but also on the train surface horizontally; and it can conveniently adjust the vertical height and horizontal width of the detection.

[0055] Further, in some embodiments, Figure 2 , Figure 5 As shown, the first telescopic rod 10-410 and the second telescopic rod 10-420 are also provided with supporting feet 10-800 with universal wheels at the bottom. By providing the supporting feet 10-800 with universal wheels at the bottom on the first telescopic rod 10-410 and the second telescopic rod 10-420, the first telescopic rod 10-410 and the second telescopic rod 10-420 can be supported when they are in a horizontal state. And the universal wheels on the supporting feet can facilitate the movement of the base.

[0056] like Fig.31As shown, the sensor probe arm mechanism may include a plurality of support rod assemblies 100. For example, Fig.33 As shown, the support rod assembly 100 includes a first support rod 110, a second support rod 120, a screw rod 130 and a linear grating displacement sensor. The first support rod 110 and the second support rod 120 are arranged in parallel. The screw rod 130 and the linear grating displacement sensor (not shown in the figure) are arranged in the first support rod 110 or the second support rod 120. In addition, an opening 140 is axially arranged on the first support rod 110 or the second support rod 120 provided with the screw rod 130. In the use state, the sensor probe is movably mounted on the support rod assembly 100. The sensor probe can be matched with the screw rod 130 through the screw nut structure and driven by the driving device, so that the sensor probe moves on the support rod assembly 100. The linear grating displacement sensor, the driving device and the controller can cooperate to perform automatic electric control adjustment of the axial position of the sensor probe along the support rod assembly 100.

[0057] In this embodiment, if Fig.33 As shown, the support rod assembly 100 includes a first support rod 110, a second support rod 120, a screw rod 130 and a linear grating displacement sensor (not shown in the figure). The first support rod 110 and the second support rod 120 are arranged in parallel. The screw rod 130 and the linear grating displacement sensor can be installed in the first support rod 110 by setting a rubber pad 150. In this embodiment, the first support rod 110 and the second support rod 120 can both adopt carbon fiber tubes.

[0058] Furthermore, a scale mark may be provided on the first support rod 110 or the second support rod 120 .

[0059] like Figure 31 to Figure 35 As shown, a plurality of support rod assemblies 100 are connected together in a scissor-fork structure. Figures 31 to 33 , Figure 36 to Figure 38 As shown, a plurality of support rod assemblies 100 are connected at the X-shaped connection of the scissor structure through a first rotating connection mechanism 200. For example, Figure 36 to Figure 38As shown, the first rotating connection mechanism 200 may include a connecting member 210, a flange bearing 220, a first sleeve assembly 230, a second sleeve assembly 240 and a first pressure bearing 250. The first sleeve assembly 230 and the second sleeve assembly 240 are sleeved on the connecting member 210 through the flange bearing 220. The first pressure bearing 250 is arranged between the first sleeve assembly 230 and the second sleeve assembly 240. A plurality of support rod assemblies 100 are respectively connected to the first sleeve assembly 230 and the second sleeve assembly 240, so that the plurality of support rod assemblies 100 are in an X-shaped connection structure. Thereby, the support rod assembly 100 connected to the first sleeve assembly 230 and the support rod assembly 100 connected to the second sleeve assembly 240 can rotate relative to each other around the connecting member 210. In this embodiment, as Figure 36 to Figure 38As shown, the first sleeve assembly 230 includes a first sleeve 231, a second sleeve 232, a third sleeve 233, a fourth sleeve 234, a first connecting piece 235 and a connecting pipe 236. The first sleeve 231, the second sleeve 232, the third sleeve 233 and the fourth sleeve 234 are arranged on the first connecting piece 235 in an array. The first sleeve 231, the second sleeve 232, the third sleeve 233 and the fourth sleeve 234 all have a first opening 237. And a first quick-release pipe clamp 238 is arranged on the first opening 237. The connecting pipe 236 is vertically arranged on the first connecting piece 235. The second sleeve assembly 240 includes a fifth sleeve 241, a sixth sleeve 242, a seventh sleeve 243, an eighth sleeve 244 and a second connecting piece 245. The fifth sleeve 241, the sixth sleeve 242, the seventh sleeve 243 and the eighth sleeve 244 are arranged on the second connecting piece 245 in an array. The fifth sleeve 241 , the sixth sleeve 242 , the seventh sleeve 243 and the eighth sleeve 244 all have a second opening 247 , and a second quick-release pipe clamp 248 is disposed on the second opening 247 . In the connected state, the ends of the first support rod 110 and the second support rod 120 in the first support rod assembly 100 at the X-shaped connection are inserted into the first sleeve 231, the second sleeve 232, and the ends of the first support rod 110 and the second support rod 120 in the second support rod assembly 100 at the X-shaped connection are inserted into the third sleeve 233 and the fourth sleeve 234 in the first sleeve assembly 230, and are clamped by the first quick-release tube clamp 238 respectively; the ends of the first support rod 110 and the second support rod 120 in the third support rod assembly 100 at the X-shaped connection are inserted into the fifth sleeve 241 and the sixth sleeve 242 in the second sleeve assembly 240, and the ends of the first support rod 110 and the second support rod 120 in the fourth support rod assembly 100 at the X-shaped connection are inserted into the seventh sleeve 243 and the eighth sleeve 244 in the second sleeve assembly 240, and are clamped by the second quick-release tube clamp 248 respectively. The second connecting piece 245 and the first pressure bearing 250 are sleeved on the connecting pipe 236. And the first pressure bearing 250 is arranged between the first connecting piece 235 and the second connecting piece 245. Thus, the support rod assembly 100 connected to the first sleeve assembly 230 and the support rod assembly 100 connected to the second sleeve assembly 240 can rotate relative to each other around the connecting member 210. In this embodiment, the connecting pipe 236 is sleeved on the flange bearing 220, so that the first sleeve assembly 230 and the second sleeve assembly 240 are sleeved on the connecting member 210 through the flange bearing 220.

[0060] Further, such as Figure 36 to Figure 38 As shown, the first rotating connection mechanism 200 further includes a connecting sleeve assembly 260 .

[0061] The connecting sleeve assembly 260 is connected to the connecting member 210. A second pressure bearing 270 is also provided between the connecting sleeve assembly 260 and the flange bearing 220. Exemplarily, in this embodiment, the connecting sleeve assembly 260 can be connected to the upper end of the connecting member 210 through a threaded connection structure. The second pressure bearing 270 is provided between the connecting pipe 236, the top end of the flange bearing 220 and the connecting sleeve assembly 260, as shown in FIG. Fig.38 In the installed state, the tops of the first telescopic rod 10-410 and the second telescopic rod 10-420 are respectively connected to a connecting sleeve assembly 260 at an X-shaped connection.

[0062] Among them, Fig.31 , Fig.34 As shown, a plurality of support rod assemblies 100 are connected at the V-shaped connection of the scissor structure through a second rotating connection mechanism 300. For example, Fig.39 , Fig.40 As shown, the second rotating connection mechanism 300 may include a third sleeve assembly 310, a fourth sleeve assembly 320 and a third pressure bearing 330. The third sleeve assembly 310 and the fourth sleeve assembly 320 are rotatably connected to each other via the third pressure bearing 330. A plurality of support rod assemblies 100 are respectively connected to the third sleeve assembly 310 and the fourth sleeve assembly 320, so that the plurality of support rod assemblies 100 are in a V-shaped connection structure. Thus, the support rod assembly 100 connected to the third sleeve assembly 310 and the support rod assembly 100 connected to the fourth sleeve assembly 320 can rotate relative to each other via the third pressure bearing 330. In this embodiment, as Fig.39 , Fig.40As shown, the third sleeve assembly 310 includes a third connecting piece 311, a ninth sleeve 312 and a tenth sleeve 313. The ninth sleeve 312 and the tenth sleeve 313 are arranged in parallel on the third connecting piece 311. The ninth sleeve 312 and the tenth sleeve 312 have a third opening portion 314. A third quick-release pipe clamp 315 is arranged on the third opening portion 314. The fourth sleeve assembly 320 includes a fourth connecting piece 321, an eleventh sleeve 322 and a twelfth sleeve 323. The eleventh sleeve 322 and the twelfth sleeve 323 are arranged in parallel on the third connecting piece 321. The eleventh sleeve 322 and the twelfth sleeve 323 have a fourth opening portion 324. A fourth quick-release pipe clamp 325 is arranged on the fourth opening portion 324. In the connected state, the ends of the first support rod 110 and the second support rod 120 in the first support rod assembly 100 at the V-shaped connection are inserted into the ninth sleeve 312 and the tenth sleeve 313 in the third sleeve assembly 310, and can be clamped by the third quick-release pipe clamp 315; the ends of the first support rod 110 and the second support rod 120 in the second support rod assembly 100 at the V-shaped connection are inserted into the eleventh sleeve 322 and the twelfth sleeve 323 in the fourth sleeve assembly 320, and can be clamped by the fourth quick-release pipe clamp 325. The third pressure bearing 330 is arranged between the third connecting piece 311 and the fourth connecting piece 321, so that the third sleeve assembly 310 and the fourth sleeve assembly 320 can rotate relative to each other. In addition, angle sensors (not shown in the figure) are arranged at the positions of the first rotating connection mechanism 200 and the second rotating connection mechanism 300. The arrangement of these angle sensors can be used to collect the position information of the sensor probe.

[0063] Further, such as Fig.31 , Fig.35 As shown, an end connector 400 is provided at the free end of the scissor structure. Fig.41 , Fig.42As shown, the end connector 400 includes a thirteenth sleeve 410 and a fourteenth sleeve 420. The thirteenth sleeve 410 and the fourteenth sleeve 420 are connected side by side. In addition, the thirteenth sleeve 410 and the fourteenth sleeve 420 both have an opening 430. A fifth quick-release tube clamp 440 is also provided on the openings of the thirteenth sleeve 410 and the fourteenth sleeve 420. In the connected state, the free ends of the first support rod 110 and the second support rod 120 in the support rod assembly 100 are inserted into the thirteenth sleeve 410 and the fourteenth sleeve 420 in the end connector 400, and can be clamped by the fifth quick-release tube clamp 440. The sensor probe arm mechanism of the embodiment of the present application connects multiple support rod assemblies 100 together in a scissors-fork structure; by connecting multiple support rod assemblies 100 at the X-shaped connection of the scissors-fork structure through a first rotating connection mechanism 200, and connecting multiple support rod assemblies 100 at the V-shaped connection of the scissors-fork structure through a second rotating connection mechanism 300, the sensor probe arm mechanism can be extended and retracted like a scissors-fork mechanism; and angle sensors are provided at the positions of the first rotating connection mechanism 200 and the second rotating connection mechanism 300. When in use, the sensor probe is movably set on the support rod assembly 100 and a linear grating displacement sensor is provided, so that the position of the sensor probe can be conveniently and accurately adjusted.

[0064] like Fig.10 As shown, the acoustic emission probe servo device may include a sleeve assembly 1, a mounting frame 4, an airbag 6, a pressure sensor 7, an acoustic emission sensor fixing mechanism 8 and an acoustic emission sensor. The acoustic emission sensor is mounted on the acoustic emission sensor fixing mechanism 8 (not shown in the figure). A transmission mechanism 2 and a first drive device 3 are mounted on the sleeve assembly 1. The first drive device 3 is connected to the transmission mechanism 2. The mounting frame 4 is mounted on the sleeve assembly 1 in a liftable manner through a lifting mechanism 5. The pressure sensor 7 is mounted on the acoustic emission sensor fixing mechanism 8 and is connected to the mounting frame 4 through the airbag 6.

[0065] like Figures 12 to 16As shown, the sleeve assembly may include a first sleeve 1-100 and a second sleeve 1-200. The second sleeve 1-200 includes an upper mounting platform 1-230, a lower mounting platform 1-240, an upper arc-shaped portion 1-250 and a lower arc-shaped portion 1-260. One end of the upper arc-shaped portion 1-250 is connected to the upper mounting platform 1-230. One end of the lower arc-shaped portion 1-260 is connected to the lower mounting platform 1-240. An open mounting vertical groove 1-241 is provided on the lower mounting platform 1-240. Two parallel connecting vertical plates 1-231 are provided on the upper mounting platform 1-230. In the installed state, the open mounting vertical groove 1-241 on the lower mounting platform 1-240 is engaged between the two connecting vertical plates 1-231 on the upper mounting platform 1-230, and the other end of the upper arc-shaped portion 1-250 is engaged with the other end of the lower arc-shaped portion 1-260. Among them, the first sleeve 1-100 and the second sleeve 1-200 are arranged side by side in parallel. Exemplarily, a first connecting plate 1-110 is arranged on one side of the first sleeve 1-100. A second connecting plate 1-261 is arranged on the side of the lower arc portion 1-260 away from the lower mounting platform 1-240. A third connecting plate 1-251 is arranged on the side of the upper arc portion 1-250 away from the upper mounting platform 1-230. In the installed state, the first connecting plate 1-110 and the second connecting plate 1-261 are arranged in the same plane, and the first connecting plate 1-110 and the second connecting plate 1-261 are respectively connected to the third connecting plate 1-251 by connecting bolts, so that the first sleeve 1-100 and the second sleeve 1-200 are arranged side by side in parallel. Further, a plurality of first balls 1-300 are arranged on the inner wall of the first sleeve 1-100. A plurality of second balls 1-400 are arranged on the inner wall of the second sleeve 1-200. By arranging a plurality of first balls 1-300 on the inner wall of the first sleeve 1-100 and a plurality of second balls 1-400 on the inner wall of the second sleeve 1-200, the friction between the sleeve and the support rod can be reduced, so that the sleeve assembly moves more smoothly on the support rod.

[0066] like Figures 17 to 21 As shown, the transmission mechanism 2 includes a worm gear transmission mechanism disposed in the first sleeve 1-100 or the second sleeve 1-200. Exemplarily, the worm gear transmission mechanism includes a worm wheel 1-510 and a worm 1-520. The worm wheel 1-510 is rotatably disposed in the second sleeve 1-200 in a manner that does not contact the inner wall of the second sleeve 1-200, and a screw nut hole 1-511 is disposed on the worm wheel 1-510. Exemplarily, as Figures 12 to 16As shown, a first support ring 1-210 and a second support ring 1-220 are provided in the second sleeve 1-200. The worm gear 1-510 is rotatably mounted on the first support ring 1-210 and the second support ring 1-220. Specifically, the first support ring 1-210 includes a first upper semicircular portion 1-211 and a first lower semicircular portion 1-212. One end of the first upper semicircular portion 1-211 is connected to a connecting vertical plate on the upper mounting platform 1-230. One end of the first lower semicircular portion 1-212 is connected to an open mounting vertical groove 1-241 of the lower mounting platform 1-240. In the connected state, the other end of the first upper semicircular portion 1-211 is buckled with the other end of the first lower semicircular portion 1-212. Furthermore, there is a gap between the first support ring 1-210 composed of the first upper semicircular portion 1-211 and the first lower semicircular portion 1-212 and the inner walls of the upper arc-shaped portion 1-250 and the lower arc-shaped portion 1-260. Specifically, the first upper semicircular portion 1-211 and the first lower semicircular portion 1-212 can be buckled together by a first mortise and tenon structure. The second support ring 1-220 includes a second upper semicircular portion 1-221 and a second lower semicircular portion 1-222. One end of the second upper semicircular portion 1-221 is connected to another connecting vertical plate on the upper mounting platform 1-230. One end of the second lower semicircular portion 1-222 is connected to the open mounting vertical groove 1-241 of the lower mounting platform 1-240. In the connected state, the other end of the second upper semicircular portion 1-221 is buckled with the other end of the second lower semicircular portion 1-222. Furthermore, there is a gap between the second support ring 1-220 composed of the second upper semicircular portion 1-221 and the second lower semicircular portion 1-222 and the inner walls of the upper arc-shaped portion 1-250 and the lower arc-shaped portion 1-260. Specifically, the second upper semicircular portion 1-221 and the second lower semicircular portion 1-222 can be fastened together by a second mortise and tenon structure. A first card slot and a second card slot are provided on the worm wheel 1-510. In the installed state, the first support ring 1-210 and the second support ring 1-220 are respectively sleeved in the first card slot and the second card slot, so that the worm wheel 1-510 is rotatably arranged in the second sleeve 1-200 in a manner that it does not contact the inner wall of the second sleeve 1-200. The worm 1-520 is arranged in the open mounting vertical groove 1-241. The worm 1-520 is transmission-connected to the worm wheel 1-510. Furthermore, a drive device mounting portion 1-232 is also provided on the upper mounting platform 1-230. In the use state, the first drive device is installed on the drive device installation portion 1-232 and connected to the worm 1-520, so that the worm wheel 1-510 can rotate under the drive of the first drive device. The first drive device can use a drive motor. In the installed state, Fig.11As shown, the first sleeve 1-100 and the second sleeve 1-200 are sleeved on the first support rod 110, and the screw nut hole on the worm wheel 1-510 is connected to the screw 130 in the second support rod 120; and then connected to the drive motor through the worm gear transmission mechanism, so that under the drive of the drive motor, the sleeve assembly can move on the support rod, thereby driving other components such as sensors installed on the sleeve assembly to move conveniently.

[0067] Furthermore, the transmission mechanism 2 also includes a switching mechanism. The switching mechanism can be arranged in the drive device mounting portion 1-232. Figures 17 to 21, the switching mechanism may include a mounting shaft 2-100, a first latch 2-200 and a transmission member 2-300. The transmission member 2-300 is arranged on the mounting shaft 2-100. In addition, a mounting hole 2-110 is axially arranged in the mounting shaft 2-100. The first latch 2-200 is connected to the mounting hole 2-110 in a manner that it can only move in the axial direction, so that the first latch 2-200 can be connected or disconnected from the drive mechanism by pulling and inserting the first latch 2-200, thereby completing the switching between the manual mode and the automatic mode. Exemplarily, the mounting hole 2-110 may be a polygonal hole, such as a hexagonal hole. The second largest diameter section 2-220 of the first latch 2-200 may be a polygonal pin shaft that matches the polygonal hole, such as a hexagonal pin shaft. In the installed state, the polygonal pin shaft cooperates with the polygonal hole to prevent the relative rotation between the installation shaft 2-100 and the first latch 2-200, so that the driving mechanism can drive the installation shaft 2-100 to rotate through the first latch 2-200. Similarly, the installation hole 2-110 can also adopt an internal gear hole, and the second large diameter section 2-220 can adopt an external gear structure, so that the first latch 2-200 can be connected to the installation hole 2-110 in a manner that can only move in the axial direction, and the driving mechanism can drive the installation shaft 2-100 to rotate through the first latch 2-200. In addition, the installation hole 2-110 and the second large diameter section 2-220 can also form a keyway connection structure so that the first latch 2-200 can be connected to the installation hole 2-110 in a manner that can only move in the axial direction, and the driving mechanism can drive the installation shaft 2-100 to rotate through the first latch 2-200. Exemplarily, the transmission member 2-300 and the installation shaft 2-100 are an integral structure. Among them, the transmission member 2-300 adopts a gear, a sprocket or a pulley. The transmission member 2-300 is connected to the first drive device in a transmission manner. Exemplarily, a connecting groove 2-711 is axially arranged on the worm 1-520 in the worm gear mechanism. The shape of the connecting groove 2-711 matches the shape of the second large diameter section 2-220 of the first pin 2-200. For example, the second large diameter section 2-220 can adopt a hexagonal pin shaft, and the connecting groove 2-711 can adopt a hexagonal inner groove. In the connected state, the second large diameter section 2-220 is inserted into the connecting groove 2-711, so that power can be transmitted between the worm gear mechanism and the transmission member 2-300 on the mounting shaft 2-100.

[0068] Further, in some embodiments, the switching mechanism for switching between manual mode and automatic mode also includes a second latch 2-400. Wherein, the first latch 2-200 is arranged in the mounting hole 2-110 in a manner that it can only move in the axial direction. The second latch 2-400 has a first small diameter section 2-410. The lower end of the first small diameter section 2-410 is inserted into the mounting hole 2-110 and connected to the upper end of the first latch 2-200, so that the first latch 2-200 can be connected or disconnected from the drive mechanism by pulling and inserting the second latch 2-400, completing the switching between the manual mode and the automatic mode. Wherein, the first latch 2-200 has a second small diameter section 2-210 and a second large diameter section 2-220. The upper end of the second small diameter section 2-210 is connected to the first small diameter section 2-410, and the lower end is connected to the second large diameter section 2-220. A stopper 2-120 is provided at the upper end of the mounting hole 2-110. Exemplarily, the stopper 2-120 is an annular protrusion formed on the inner wall of the mounting hole 2-110 and protruding radially inward. Alternatively, the mounting shaft 2-100 includes a shaft body 2-130 and a cover 2-140. The cover 2-140 is disposed at the upper end of the shaft body 2-130. A through hole 2-141 is disposed in the middle of the cover 2-140, so that the first small diameter section 2-410 and the second small diameter section 2-210 pass through and the through hole 2-141 is formed around the stopper 2-120, as shown in FIG. Fig.19 As shown. A spring 2-500 is disposed between the resisting portion 2-120 and the second large diameter section 2-220, so that under the action of the spring 2-500, the first latch 2-200 can be connected to the driving mechanism. The second latch 2-400 has a first large diameter section 2-420 connected to the upper end of the first small diameter section 2-410 to prevent the second latch 2-400 from being fully inserted into the mounting hole 2-110 under the action of the spring 2-500. In addition, the second latch 2-400 and the first latch 2-200 are rotatably connected via a hinged connection structure, so that after the second latch 2-400 is pulled out of the mounting hole 2-110, it can be rotated to radially overlap the mounting shaft 2-100 to prevent the first latch 2-200 from moving axially. For example, as Fig.19 As shown, a first semi-cylindrical hinge portion 2-411 is provided at the lower end of the first small diameter section 2-410. A second semi-cylindrical hinge portion 2-211 is provided at the upper end of the second small diameter section 2-210. The first semi-cylindrical hinge portion 2-411 and the second semi-cylindrical hinge portion 2-211 are rotatably connected to each other through a connecting rod 2-610 in a complementary manner to form a hinged connection structure.

[0069] The working process of the switching mechanism for switching between the manual mode and the automatic mode in the embodiment of the present application is as follows:

[0070] In the automatic mode, the transmission member 2-300 is connected to the drive motor, and the second pin 2-400 is in an axial state. The first small diameter section 2-410 of the second pin 2-400 is inserted into the mounting hole 2-110. Under the action of the second pin 2-400 and / or the spring 2-500, the first pin 2-200 moves downward in the axial direction, so that the lower end of the second large diameter section 2-220 of the first pin 2-200 is inserted into the connecting groove 2-711 on the worm 2-710 in the worm gear mechanism, so that the drive motor can drive the first pin 2-200 to rotate through the transmission member 2-300 and the mounting shaft 2-100, and then drive the worm 1-520 to rotate, and then the worm 1-520 drives the worm wheel to rotate, thereby realizing the position movement of the component. The electric drive is used to drive the motor; when it is necessary to switch from the automatic mode to the manual mode, the second pin 2-400 is pulled axially upward to pull the first small diameter section 2-410 of the second pin 2-400 out of the mounting hole 2-110, thereby driving the second large diameter section 2-220 of the first pin 2-200 to move upward and separate from the connecting groove 2-711 on the worm 1-520 in the worm gear mechanism, and then the second pin 2-400 is rotated 90 degrees through the hinged connection structure to rotate the second pin 2-400 to radially overlap the cover 2-140 of the mounting shaft 2-100, thereby preventing the first pin 2-200 from moving axially downward under the action of the spring, thereby disconnecting the drive motor from the worm gear mechanism and switching to manual mode. The switching mechanism for switching between manual mode and automatic mode in the embodiment of the present application connects and disconnects the drive motor and the worm by plugging and pulling out and rotating the second latch 2-400. When connected, the driven component is locked by the drive motor and cannot be moved manually. At this time, it can only be moved automatically by the drive motor. When pulled out and disengaged, the driven component is unlocked and manual position adjustment can be achieved. The second latch 2-400 is pulled out and then rotated 90 degrees to manually control the first latch 2-200 to separate from the worm, and it is stuck and keeps the shape unchanged. At this time, the driven component can be dragged by hand to move; when the second latch 2-400 is not pulled out, the first latch 2-200 can be manually controlled to combine with the worm, and the movement of the driven component can be controlled by the drive motor. This design can avoid the phenomenon that it is difficult to drag directly by hand due to the excessive resistance of the reduction motor, and it can also play a locking protection role for the overall structure. By adopting the switching mechanism for switching between manual mode and automatic mode in the embodiment of the present application, the movement of the equipment components can be switched between manual mode and automatic mode, thereby ensuring that when the drive motor is powered off or fails, the position of the equipment components can still be adjusted manually.

[0071] like Fig.11As shown, the lifting mechanism 5 may include a hollow shaft motor 5-100 and a first screw rod 5-200. The first screw rod 5-200 is connected to the hollow shaft motor 5-100 through a screw rod connector. In addition, the hollow shaft motor 5-100 is connected to the mounting frame 4 through a slider 5-300.

[0072] like Fig.10 As shown, the sleeve assembly 1 and the lifting mechanism 5 can be connected through a quick-release structural assembly 9. Figure 22 to Figure 24 As shown, the quick-release structural assembly 9 may include an upper plate 9-100, a lower plate 9-200, and a detachable snap-fit ​​connection structure. Among them, the sleeve assembly 1 is arranged on the upper plate 9-100. The lower plate 9-200 is connected to the hollow shaft motor 5-100. The upper plate 9-100 and the lower plate 9-200 are connected by a detachable snap-fit ​​connection structure. Exemplarily, the detachable snap-fit ​​connection structure includes a first snap member 9-310 and a second snap member 9-320. The first snap member 9-310 and the second snap member 9-320 are symmetrically arranged on the upper plate 9-100 in a rotatable manner through the rotating shaft 9-510. In addition, a torsion spring (not shown in the figure) is arranged on the rotating shaft. Further, the quick-release structural assembly 9 also includes a first quick-release button 9-410 and a second quick-release button 9-420. The first quick release button 9-410 is connected to the first fastener 9-310 through the first button connector 9-430, so that the first fastener 9-310 can be driven to rotate around its rotation axis by pressing the first quick release button 9-410. The second quick release button 9-420 is connected to the second fastener 9-320 through the second button connector 9-440, so that the second fastener 9-320 can be driven to rotate around its rotation axis by pressing the second quick release button 9-420. When connecting, the lower plate 9-200 is inserted between the first fastener 9-310 and the second fastener 9-320, and the lower plate 9-200 is clamped under the action of the torsion spring; when disassembling, the first quick release button 9-410 and the second quick release button 9-420 are pressed so that the upper parts of the first fastener 9-310 and the second fastener 9-320 are relatively close to each other, and the lower parts of the first fastener 9-310 and the second fastener 9-320 that clamp the lower plate 9-200 are opened to conveniently remove the lower plate 9-200. In some embodiments, the upper plate 9-100 and the lower plate 9-200 can be connected by multiple detachable snap-fit ​​connection structures, such as Figure 22 to Figure 24 As shown, the upper plate 9-100 and the lower plate 9-200 are connected by four detachable snap-fit ​​connection structures.

[0073] like Fig.10 As shown, one side of the airbag 6 is connected to the axial end of the mounting frame 4 through the airbag upper plate 6-100. The other side of the airbag 6 is connected to the acoustic emission sensor fixing mechanism 8 through the airbag lower plate 6-200.

[0074] like Figures 25 to 30As shown, the acoustic emission sensor fixing mechanism 8 may include an adjusting ring 8-100, a spiral spring 8-200, a plurality of movable fixing parts 8-300, a limit baffle 8-400 and a sensor connecting part 8-500. Among them, an annular platform 8-110 with a central hole 8-111 is arranged in the adjusting ring 8-100. The spiral spring 8-200 is arranged on the upper side of the annular platform 8-110. Among them, a plurality of movable fixing parts 8-300 are evenly arranged on the lower side of the annular platform 8-110 and are respectively connected to the spiral spring 8-200. In addition, a plurality of movable fixing parts 8-300 are respectively connected to the adjusting ring 8-100 through a gear connection structure. Exemplarily, a circle of gear teeth 8-120 is arranged on the inner wall of the lower side of the annular platform 8-110. The movable fixing part 8-300 has a gear tooth structure part 8-310. A plurality of movable fixing members 8-300 are respectively meshed with the gear teeth 8-120 through the gear tooth structure parts 8-310 thereon to form a gear connection structure. Among them, the limit baffle 8-400 is arranged on the lower side of the plurality of movable fixing members 8-300. In addition, a first limit structure is arranged between the adjustment ring 8-100, the movable fixing member 8-300 and the limit baffle 8-400. Exemplarily, a plurality of limit blocks 8-130 are evenly arranged on the inner wall of the adjustment ring 8-100 on the lower side of the gear teeth 8-120. A limit vertical plate 8-320 is also arranged on the movable fixing member 8-300. A plurality of limit protrusions 8-410 are evenly arranged radially outward on the circumference of the limit baffle 8-400, and a limit notch 8-420 is formed between two adjacent limit protrusions 8-410. The limit vertical plate 8-320 is located in the limit notch 8-420. When the adjusting ring 8-100, the movable fixing part 8-300 and the limiting baffle 8-400 are in the process of relative rotation, the limiting block 8-130, the limiting plate 8-320 and the limiting protrusion 8-410 can limit each other to form a first limiting structure to limit the rotation range of the adjusting ring 8-100 and the movable fixing part 8-300. Among them, the sensor connecting part 8-500 has a plurality of connecting columns 8-510. The plurality of connecting columns 8-510 pass through the volute spring 8-200 and the middle hole 8-111 to be connected to the limiting baffle 8-400. Moreover, each movable fixing part 8-300 is connected to a connecting column 8-510. Exemplarily, the sensor quick fixing mechanism includes three movable fixing parts 8-300, namely, a first movable fixing part, a second movable fixing part and a third movable fixing part. The sensor connecting part 8-500 has three connecting columns 8-510, namely, a first connecting column, a second connecting column and a third connecting column. The first movable fixing member, the second movable fixing member and the third movable fixing member are evenly arranged on the lower side of the annular platform 8-110 and are respectively connected to different positions of the volute spring 8-200. In addition, the first movable fixing member, the second movable fixing member and the third movable fixing member are respectively connected to the adjustment ring 8-100 through a gear connection structure.The first connecting column passes through the volute spring 8-200, the middle hole 8-111 and the first movable fixing part from top to bottom and is connected to the limit baffle 8-400. The second connecting column passes through the volute spring 8-200, the middle hole 8-111 and the second movable fixing part from top to bottom and is connected to the limit baffle 8-400. The third connecting column passes through the volute spring 8-200, the middle hole 8-111 and the third movable fixing part from top to bottom and is connected to the limit baffle 8-400.

[0075] Furthermore, a second limiting structure is provided between the adjusting ring 8-100 and the sensor connecting member 8-500. Exemplarily, an annular groove 8-140 is provided on the adjusting ring 8-100 and an annular protrusion 8-530 is provided on the sensor connecting member 8-500. The annular protrusion 8-530 is rotatably connected to the annular groove 8-140 to form a second limiting structure. By providing the second limiting structure, deviation between the adjusting ring 8-100 and the sensor connecting member 8-500 can be prevented when the adjusting ring 8-100 is rotated.

[0076] Further, in some embodiments, the sensor quick fixing mechanism also includes a permanent magnet 8-600. The permanent magnet 8-600 is disposed on the sensor connector 8-500. Exemplarily, the sensor connector 8-500 also has a permanent magnet mounting post 8-520. A through hole 8-410 is provided in the limit baffle 8-400. The permanent magnet mounting post 8-520 extends through the volute spring 8-200 and the middle hole 8-111 to the through hole 8-410. The permanent magnet 8-600 is disposed in the through hole 8-410 and is connected to the permanent magnet mounting post 8-520.

[0077] The sensor quick fixing mechanism of the embodiment of the present application evenly arranges multiple movable fixings 8-300 on the lower side of the annular platform 8-110 and is respectively connected to the volute spring 8-200, and the multiple movable fixings 8-300 are respectively connected to the adjustment ring 8-100 through a gear connection structure. When the adjustment ring 8-100 rotates, the multiple movable fixings 8-300 can drive the volute spring to tighten to clamp the sensor connector, and the degree of clamping can be controlled by gear meshing, so that the volute spring can automatically clamp sensor connectors of different sizes to achieve the installation of the non-magnetic housing sensor.

[0078] Furthermore, the sensor quick fixing mechanism of the embodiment of the present application is provided with a permanent magnet 8-600, and when in use, the permanent magnet will actively adsorb the iron shell sensor to achieve the installation of the magnetic shell sensor.

[0079] Furthermore, the sensor quick fixing mechanism of the embodiment of the present application can ensure that the tightness of the adjustment ring 8-100 is always within a safe range when it is manually adjusted by setting a first limiting structure.

[0080] A plurality of the acoustic emission probe servo devices are movably arranged on the support rod assembly 100. Specifically, in the installed state, Fig.11 As shown, the first sleeve 1-100 and the second sleeve 1-200 are sleeved on the first support rod 110, and the screw nut hole on the worm wheel 1-510 is connected to the screw 130 in the second support rod 120; and then connected to the drive motor through the worm gear transmission mechanism, so that under the drive of the drive motor, the sleeve assembly can move on the support rod, thereby driving the acoustic emission probe servo device installed on the sleeve assembly to move conveniently. And the moving distance and position on the support rod are detected by the linear grating displacement sensor. The angle sensor and the linear grating displacement sensor are connected to the host computer (not shown in the figure) through the control device 10-700.

[0081] The train surface crack detection system of the embodiment of the present application can support the acoustic emission probe in the vertical direction (such as Figure 1 as shown) and horizontally (as Figure 2 The side walls and bottom beams of the train are inspected for cracks.

[0082] The installation and testing process of the entire system is basically the same for vertical and horizontal measurements. The following takes the vertical detection of side cracks on a vehicle body as an example and describes the process in detail in the following steps:

[0083] Step 1: Equipment assembly. The present invention takes into account the rapid disassembly and mobility of the equipment, and can achieve rapid assembly and storage of the whole at the testing site; the sensor probe arm mechanism is equipped with quick-release components at its joints and ends, which can be stacked into the base cover together with the acoustic emission probe servo device, the first telescopic rod, the second telescopic rod, etc. after disassembly, so as to facilitate the transfer and deployment of the device. According to the test needs, multiple acoustic emission probe servo devices can be selected on a single support rod, so as to mount more sensors and achieve super-positioning of defects.

[0084] Step 2: Adjust the first telescopic rod and the second telescopic rod to a vertical state, move the base, and make the probe array formed by the acoustic emission probe servo device close to the surface of the train and roughly parallel to the body. There is a laser distance sensor under the body to detect the lifting height of the first telescopic rod and the second telescopic rod.

[0085] Step 3: Fix the base to prevent the entire system from moving. Manually rotate the screw adjustment handles on both sides of the base to make the support base fully support the base (the entire system), and the universal wheels on the bottom of the base leave the ground.

[0086] Step 4: Adjust the position distribution of the probe of the servo device of the acoustic emission probe. Turn on the power, set and adjust the horizontal movement distance of the second telescopic rod on the host computer (the servo motor inside the base drives the screw to rotate and drive the sliding block to move left and right, thereby driving the second telescopic rod to move horizontally, thereby controlling the opening and closing of the sensor probe support arm mechanism), the relative position of the probe of the servo device of the acoustic emission probe on each support rod, and the downward pressure of the probe and other parameters (the movement of the probe on the carbon fiber tube where it is located can be controlled by manual and automatic methods. The support rod is equipped with a printed scale. In the manual state, the position of the probe on the support stem can be adjusted by manual adjustment; in the automatic control state, the closed-loop position control mechanism composed of the control device in the base, the first drive device and the linear grating sensor can be automatically electrically controlled to adjust the position of the probe in the parallel direction of the support rod after being controlled and set by the host computer and communicating with the control device). By controlling the opening and closing degree of the sensor probe support arm mechanism and the position of each probe on its support rod, the distribution structure of the acoustic emission probe required for various tests can be freely combined. The present invention installs angle sensors at each joint of the sensor probe arm mechanism and provides a position detection module for detecting the horizontal position of the second telescopic rod in the base. Through these two types of position and angle sensor data, high-precision position information of each probe (acoustic emission sensor) can be accurately obtained after the device is adjusted.

[0087] For example, the following method can be used to obtain location information in this application:

[0088] (1). Fixed rod, movable rod and support arm part: This embodiment includes 1 fixed rod (first telescopic rod 10-410) and 1 movable rod (second telescopic rod 10-420). The support arm in the sensor probe arm mechanism changes with the left and right changes of the movable rod position. Assume that the rod length is l, the coordinates of the midpoint of the rod are set to (x5, y5), the coordinates of the midpoint of the movable rod are (x6, y6), and the midpoint coordinates of the four arms of the support arm are (x1, y1), (x2, y2), (x3, y3), (x4, y4), and the corresponding rotation angles are α1, α2, α3, and α4, respectively. Among them, the dominant variable of the position coordinate is the coordinates of the midpoint of the movable rod (x6, y6). The following set of equations is the function corresponding to the x, y coordinates and rotation angle of the four arms.

[0089]

[0090] α=arccosα

[0091]

[0092] (2). Probe position part: In this embodiment, there are 8 acoustic emission sensors, and their coordinates are (px1, py1), (px2, py2), (px3, py3), (px4, py4), (px5, py5), (px6, py6), (px7, py7), (px8, py8). For the circular sensor, its radius is r, and the slope of the rod is k. The horizontal coordinate px of the probe is a variable. We can write a function of the vertical coordinate py changing with px. In wincc, the coordinates of the graphic are defined by the upper left vertex of the boundary of the graphic. In order to obtain a more accurate position display effect, this algorithm converts the motion equation of the center of the circle into the motion equation of the upper left vertex of the circle. Therefore, we can derive the equation of each sensor moving along the rod through the following formula:

[0093]

[0094] (3) Cross-circle crack coordinate algorithm

[0095] Through external parameter input (third-party synchronous data collector), the distance value of each sensor to the crack is calculated, and the three sensors closest to the crack are selected. Then, three circles are formed with the coordinates of the three sensors as the center and the distance from the crack as the radius. The intersection of the three circles is the crack position we need. This is used to realize the real-time display of the crack position in WinCC.

[0096] The following is a specific method for solving the intersection of the three circles (three sensors) A, B, and C closest to the crack, that is, the crack position.

[0097] exist Fig.43 In the equation, let A(x_1,y_1), B(x_2,y_2), and I(x_3,y_3) be the centers of circles A, B, and I respectively. Circles A and B intersect at C(x_c,y_c) and D(x_d,y_d). Circles B and I intersect at G(x_g,y_g) and H(x_h,y_h). C and D intersect A and B perpendicularly at point E(x_0,y_0). The radius AC of circle A is r1, and the radius BC of circle B is r2. Let CF be perpendicular to the X-axis and EF be parallel to the X-axis.

[0098] The sonic time difference and sound velocity values ​​of the eight sensors are passed into an array, and their sizes are sorted by bubble sort to obtain the coordinates and codes of the centers of the three circles closest to the crack. Using the equations of the three circles, the intersection point of any circle and the other two circles can be solved to obtain the crack location.

[0099] like Fig.44As shown in the figure, the distance between sensors A and B is AB = L; the slope of AB is K1, and the slope of the straight line CD formed by the intersection points C and D of the two circles with A and B sensors as the center and the distance from the crack as the radius is have

[0100]

[0101]

[0102] The above three equations are combined to eliminate CE and BE to obtain the relationship between AE and r1, r2, and L:

[0103]

[0104] The coordinates of point A are known to be A(x1, y1), so the coordinates of point E(x0, y0) are obtained

[0105]

[0106] Also because

[0107]

[0108] Combining the above three equations, we have

[0109]

[0110] According to the coordinate relationship:

[0111]

[0112] Solved

[0113]

[0114] Similarly, we can conclude that G(x g ,y g )、H(x h ,y h )’s coordinates.

[0115] The above method can be used to solve the three circles closest to the crack, that is, the intersection of circles A and B is C(x0, y0), D(x d ,y d ), the intersection point of circles B and I G(x o ,y o ))、H(x h ,y h ). In special cases, when two of the four points are the same, they are the common intersection of three circles formed by the three sensors with their own coordinates as the center and their respective distances from the crack as the radius.

[0116] Step 6: Each acoustic emission probe servo device has a telescopic function. It relies on a closed-loop position control mechanism composed of a control device, a hollow shaft motor 5-100 and a pressure sensor. After being controlled and set by a host computer and communicating with the control device (such as PLC), the vertical position of the probe can be automatically adjusted by electronic control to ensure that the sensor on each probe can have good contact with the train surface and the contact pressure will not deviate from the optimal set value.

[0117] After the setting is completed, the train surface crack detection can be carried out.

[0118] Compared with the prior art, the train surface crack detection system of the embodiment of the present application has the following beneficial effects:

[0119] In order to make the present invention applicable to the detection of different types of vehicles such as urban rail transit vehicles and EMU trains, and better adapt to various usage environments and scenarios, the probe part, support arm part and base part involved in the present invention all have good disassembly and quick assembly.

[0120] There are side panels on both sides of the base, which are assembled to form a cover, and the internal space can be used to place the support rods, telescopic rods and other components after the system is disassembled. In order to meet the mobile position requirements during testing, universal wheels and support mechanisms are respectively provided at the left and right bottoms of the base. During testing, the universal wheels can be lifted by raising the pads on both sides through the support mechanism, which plays a role in stable support and leveling, providing a stable working platform for testing.

[0121] Connected to the vehicle body is the sensor probe arm mechanism for placing the acoustic emission probe servo device, which is connected to the base through the first telescopic rod and the second telescopic rod. The bottom of the second telescopic rod is provided with a screw and a sliding block. The opening and closing degree of the sensor probe arm mechanism can be adjusted by driving the screw through the motor inside the base. The sliding block inside the base is provided with a linear distance sensor, which can transmit the lateral position coordinates of the moving rod to the upper computer. The first telescopic rod and the second telescopic rod are telescopic rods with synchronous electric control lifting capabilities.

[0122] The probe part is placed on the sensor probe arm mechanism. The hollow shaft motor in the acoustic emission probe servo device drives the screw to control the distance between the acoustic emission sensor and the train surface. The pressure sensor monitors the contact pressure between the probe and the train surface in real time to achieve precise closed-loop control of the probe contact. By performing trigonometric conversion on the angles between different support rods of the sensor probe arm mechanism, distance sensing data, and the position of the probe in each support rod, the position arrangement of each probe on the entire detection surface can be obtained.

[0123] In addition, the acoustic emission probe can be well attached to the test surface of the train, and the relative position of each probe on the car body can be detected in real time, and the contact pressure of the probe can be accurately controlled.

[0124] Therefore, the train surface crack detection system of the embodiment of the present application can quickly and accurately arrange acoustic emission sensors and can achieve precise positioning of cracks, thereby solving the problems that conventional magnetic suction probe supports do not work, the sensors cannot fit well on the vehicle body surface, large-area probe deployment is difficult, the efficiency is low, the adjustment is difficult, and the relative position of the probes is difficult to obtain accurately and quickly.

[0125] It should be noted that all features disclosed in this specification, or steps in all methods or processes disclosed, except for mutually exclusive features and / or steps, can be combined in any way. In addition, the above specific embodiments are exemplary, and those skilled in the art can come up with various solutions inspired by the disclosure of the present invention, and these solutions also belong to the disclosure scope of the present invention and fall within the protection scope of the present invention. Those skilled in the art should understand that the present invention specification and its drawings are illustrative and do not constitute a limitation on the claims. The scope of protection of the present invention is defined by the claims and their equivalents.

Claims

1. A train surface crack detection system, characterized in that: It includes a base, a sensor probe support arm mechanism, an acoustic emission probe servo device and a host computer; The base comprises a base body (10-100), a left-right moving mechanism, a left-right moving driving device (10-220), a first supporting mechanism (10-310), a second supporting mechanism (10-320), a first telescopic rod (10-410), a second telescopic rod (10-420), a height measuring module (10-500), a position detecting module (10-600) and a control device (10-700); The left-right moving mechanism is arranged on the base body (10-100); the left-right moving driving device (10-220) is arranged on the base body (10-100) and is respectively connected to the left-right moving mechanism and the control device (10-700); The first supporting mechanism (10-310) and the second supporting mechanism (10-320) are respectively arranged at the left and right ends of the base body (10-100) in a liftable manner; The first telescopic rod (10-410) is foldably arranged on the base body (10-100); the second telescopic rod (10-420) is foldably arranged on the left-right moving mechanism, so that the second telescopic rod (10-420) can move left-right on the base body (10-100); The height measurement module (10-500) is arranged on the first telescopic rod (10-410) and is connected to the control device (10-700); the position detection module (10-600) is arranged on the left-right moving mechanism and the base body (10-100) and is connected to the control device (10-700); The sensor probe arm mechanism comprises a plurality of support rod assemblies (100); the plurality of support rod assemblies (100) are connected together in a scissor-fork structure; wherein, at an X-shaped connection of the scissor-fork structure, the plurality of support rod assemblies (100) are connected via a first rotating connection mechanism (200); and at a V-shaped connection of the scissor-fork structure, the plurality of support rod assemblies (100) are connected via a second rotating connection mechanism (300); and angle sensors are arranged at the positions of the first rotating connection mechanism (200) and the second rotating connection mechanism (300); and a linear grating displacement sensor is arranged on the support rod assembly (100); The first telescopic rod (10-410) and the second telescopic rod (10-420) are respectively connected to one of the X-shaped connections; The acoustic emission probe servo device is movably arranged on the support rod assembly (100); The angle sensor and the linear grating displacement sensor are connected to the host computer via the control device (10-700); the acoustic emission probe servo device comprises a sleeve assembly (1), a mounting frame (4), an airbag (6), a pressure sensor (7), an acoustic emission sensor fixing mechanism (8) and an acoustic emission sensor; Wherein, a transmission mechanism (2) and a first drive device (3) are installed on the sleeve assembly (1); the first drive device (3) is connected to the transmission mechanism (2); the mounting frame (4) is mounted on the sleeve assembly (1) in a liftable manner via a lifting mechanism (5); the pressure sensor (7) is mounted on the acoustic emission sensor fixing mechanism (8) and is connected to the mounting frame (4) via an airbag (6); the acoustic emission sensor is mounted on the acoustic emission sensor fixing mechanism (8); The support rod assembly (100) comprises a first support rod (110), a second support rod (120), a lead screw (130) and the linear grating displacement sensor; The first support rod (110) and the second support rod (120) are arranged in parallel; the lead screw (130) and the linear grating displacement sensor are arranged in the first support rod (110) or the second support rod (120); and an opening (140) is axially arranged on the first support rod (110) or the second support rod (120) on which the lead screw (130) is arranged; The first rotating connection mechanism (200) comprises a connecting member (210), a flange bearing (220), a first sleeve assembly (230), a second sleeve assembly (240) and a first pressure bearing (250); the first sleeve assembly (230) and the second sleeve assembly (240) are sleeved on the connecting member (210) via the flange bearing (220); the first pressure bearing (250) is arranged between the first sleeve assembly (230) and the second sleeve assembly (240); and the plurality of support rod assemblies (100) are respectively connected to the first sleeve assembly (230) and the second sleeve assembly (240), so that the plurality of support rod assemblies (100) are in an X-shaped connection structure.

2. The train surface crack detection system according to claim 1, characterized in that: The sleeve assembly (1) comprises a first sleeve (1-100) and a second sleeve (1-200) which are arranged side by side in parallel; A plurality of balls are arranged on the inner walls of the first sleeve (1-100) and the second sleeve (1-200); The transmission mechanism (2) and the first driving device (3) are arranged on the first sleeve (1-100) or the second sleeve (1-200); The transmission mechanism (2) comprises a worm gear transmission mechanism and a switching mechanism arranged in the first sleeve (1-100) or the second sleeve (1-200); The switching mechanism comprises a mounting shaft (2-100), a first latch (2-200) and a transmission member (2-300); The transmission member (2-300) is arranged on the installation shaft (2-100); Furthermore, a mounting hole (2-110) is axially arranged in the mounting shaft (2-100); The first latch (2-200) is connected to the mounting hole (2-110) in a manner that it can only move in the axial direction, so that the first latch (2-200) can be connected or disconnected from the worm gear transmission mechanism by pulling out and inserting the first latch (2-200), thereby completing the switching between the manual mode and the automatic mode.

3. The train surface crack detection system according to claim 2, characterized in that: The lifting mechanism (5) comprises a hollow shaft motor (5-100) and a first screw rod (5-200); The first screw rod (5-200) is connected to the hollow shaft motor (5-100) via a screw rod connector; and the hollow shaft motor (5-100) is connected to the mounting frame (4) via a slider (5-300); The sleeve assembly (1) is connected to the lifting mechanism (5) via a quick-release structural assembly (9); The quick-release structural assembly (9) comprises an upper plate (9-100), a lower plate (9-200), and a detachable snap-fit ​​connection structure; The sleeve assembly (1) is arranged on the upper plate (9-100); the lower plate (9-200) is connected to the hollow shaft motor (5-100); The upper plate (9-100) and the lower plate (9-200) are connected via the detachable snap-fit ​​connection structure.

4. The train surface crack detection system according to claim 1, characterized in that: The acoustic emission sensor fixing mechanism (8) comprises an adjusting ring (8-100), a scroll spring (8-200), a plurality of movable fixing parts (8-300), a limit baffle (8-400) and a sensor connecting part (8-500); An annular platform (8-110) having a central hole (8-111) is arranged in the adjusting ring (8-100); the volute spring (8-200) is arranged on the upper side of the annular platform (8-110); a plurality of movable fixing members (8-300) are evenly arranged on the lower side of the annular platform (8-110) and are respectively connected to the volute spring (8-200); and a plurality of movable fixing members (8-300) are respectively connected to the adjusting ring (8-100) via a gear connection structure; the limit baffle (8-400) is arranged on a plurality of movable fixing members (8-300) and a plurality of movable fixing members (8-300) are respectively connected to the adjusting ring (8-100) via a gear connection structure; The movable fixing member (8-300) is disposed on the lower side; and a first limiting structure is provided between the adjusting ring (8-100), the movable fixing member (8-300) and the limiting baffle (8-400); the sensor connecting member (8-500) has a plurality of connecting columns (8-510); the plurality of connecting columns (8-510) pass through the volute spring (8-200) and the middle hole (8-111) and are connected to the limiting baffle (8-400); and each of the movable fixing members (8-300) is connected to one of the connecting columns (8-510).

5. The train surface crack detection system according to claim 1, characterized in that: The second rotating connection mechanism (300) comprises a third sleeve assembly (310), a fourth sleeve assembly (320) and a third pressure bearing (330); The third sleeve assembly (310) and the fourth sleeve assembly (320) are rotatably connected to each other via the third pressure bearing (330); a plurality of support rod assemblies (100) are respectively connected to the third sleeve assembly (310) and the fourth sleeve assembly (320), so that the plurality of support rod assemblies (100) form a V-shaped connection structure.

6. The train surface crack detection system according to claim 1, characterized in that: The base body (10-100) comprises a bottom plate (10-110), a first mounting frame (10-121), a second mounting frame (10-122), and a third mounting frame (10-123); The first mounting frame (10-121) and the third mounting frame (10-123) are respectively arranged at the left and right ends of the bottom plate (10-110); the second mounting frame (10-122) is arranged on the bottom plate (10-110) and is located between the first mounting frame (10-121) and the third mounting frame (10-123).

7. The train surface crack detection system according to claim 6, characterized in that: The left-right moving mechanism comprises a guide shaft (10-211), a driving screw rod (10-212) and a sliding block (10-213); The guide shaft (10-211) and the driving screw rod (10-212) are arranged in parallel, one end of which is connected to the first mounting frame (10-121), and the other end of which is connected to the second mounting frame (10-122); The sliding block (10-213) is slidably connected to the guide shaft (10-211) and is connected to the driving screw (10-212) through a screw nut hole; The left-right moving driving device (10-220) is connected to the driving screw rod (10-212); The first telescopic rod (10-410) is foldably arranged on the second mounting frame (10-122); the height measurement module (10-500) comprises a foldable support rod and a laser displacement sensor (10-540); one end of the foldable support rod is connected to the first telescopic rod (10-410), and the other end is connected to the laser displacement sensor (10-540); The second telescopic rod (10-420) is foldably arranged on the sliding block (10-213); the position detection module (10-600) comprises a grating sensor (10-610) and a grating track (10-620); The first telescopic rod (10-410) and the second telescopic rod (10-420) are also respectively provided with supporting feet (10-800) with universal wheels at the bottom; The grating track (10-620) is arranged on the base plate (10-110); the grating sensor (10-610) is movably arranged on the grating track (10-620) and is connected to the sliding block (10-213).

8. The train surface crack detection system according to claim 1, characterized in that: The first supporting mechanism (10-310) and the second supporting mechanism (10-320) have the same structure, and both include a supporting base plate (10-311), a guide pin shaft (10-312) and a screw adjustment handle (10-313); The supporting base plate (10-311) is arranged on the lower side of the base body (10-100); The guide pin shaft (10-312) is connected to the base body (10-100) and is connected to the supporting base plate (10-311); The screw adjustment handle (10-313) is threadedly connected to the base body (10-100) via the screw thereon; and the bottom end of the screw in the screw adjustment handle (10-313) is connected to the supporting base plate (10-311).

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