Steel rail welding seam flaw detection scanning device and flaw detection method thereof

Abstract

The invention discloses a steel rail welding seam flaw detection scanning device and a flaw detection method thereof. The steel rail welding seam flaw detection scanning device comprises a scanning support, a guide rail sliding block mechanism and a guide rail probe mechanism, wherein the scanning support can be mounted on a steel rail in a falling manner and is automatically positioned on the steel rail or is automatically separated from the steel rail through lifting; the guide rail sliding block mechanism comprises a first guide rail arranged in the length direction of the steel rail, a guide rail sliding block arranged on the first guide rail and a sliding block driving mechanism used for driving the guide rail sliding block to reciprocate along the first guide rail, and a rail surface probe capable of being attached to the rail surface of the steel rail is fixed to the bottom of the guide rail sliding block. The second guide rail is located below the first guide rail and is parallel to the first guide rail, the probe support is arranged on the second guide rail in a sliding mode, a rail side probe is fixed in the probe support, the guide rail sliding block can drive the probe support to reciprocate along the second guide rail, and the guide rail probe mechanism and the scanning support are of a linkage structure. The steel rail welding seam flaw detection scanning device and the flaw detection method based on the same are convenient and efficient to operate.

Description

Technical Field

[0001] The invention relates to the technical field of rail flaw detection, and in particular to a rail weld flaw detection scanning device and a flaw detection method thereof. Background Art

[0002] At present, the flaw detection work of in-service rail welds mostly relies on manual flaw detection methods such as ultrasonic single-probe reflection method, dual-probe K-type scanning method and dual-probe serial scanning method.

[0003] During the above-mentioned flaw detection of rail welds, workers need to carry a variety of work tools with them. The actual operation steps are complicated and tedious, the workload is quite heavy, and a single inspection is time-consuming and inefficient. In addition, the detection rate of weld defects and the reliability of the inspection results of this traditional flaw detection method are largely restricted by the professional skills and practical experience of the inspectors themselves. The business level of the inspectors varies greatly, which can easily affect the final inspection results.

[0004] Therefore, there is an urgent need to design a rail weld flaw detection scanning device and a flaw detection method thereof for carrying flaw detection equipment, which can realize automatic positioning and automatic detachment on the rail and ensure flaw detection efficiency and accuracy. Summary of the invention

[0005] The purpose of the present invention is to solve the shortcomings of the above-mentioned background technology and to provide a rail weld flaw detection scanning device and a flaw detection method thereof which can be automatically mounted and positioned on the rail or detached from the rail by lifting. The rail weld flaw detection scanning device can realize standard flaw detection of rail welds without the need for workers to carry flaw detection tools and manual flaw detection operations, thereby ensuring detection efficiency and accuracy.

[0006] To achieve this purpose, the rail weld flaw detection scanning device designed by the present invention includes a scanning bracket that can be mounted on the rail and automatically positioned on the rail or automatically separated from the rail by lifting, a guide rail slider mechanism and a guide rail probe mechanism arranged on the scanning bracket; the guide rail slider mechanism includes a first guide rail arranged along the length direction of the rail, a guide rail slider arranged on the first guide rail, and a slider driving mechanism for driving the guide rail slider to reciprocate along the first guide rail, and a rail surface probe that can fit with the rail surface of the rail is fixed at the bottom of the guide rail slider; the guide rail probe mechanism includes a second guide rail located below the first guide rail and arranged parallel to the first guide rail, and a probe bracket slidably arranged on the second guide rail, a rail side probe is fixed in the probe bracket, the guide rail slider can drive the probe bracket to reciprocate along the second guide rail, the guide rail probe mechanism and the scanning bracket are a linkage structure, the rail side probe can automatically fit with the rail side surface by the scanning bracket being mounted on the rail, or the rail side probe can be separated from the rail side surface by lifting the scanning bracket.

[0007] Furthermore, the scanning bracket includes a cantilever beam bracket for hoisting and an end plate bracket connected to the front and rear ends of the cantilever beam bracket; the end plate bracket includes a fixed end plate that can be vertically supported on the rail surface of the rail so that the rail weld flaw detection scanning bracket can be initially positioned on the rail, and two hinged end plates that are respectively hingedly connected to the left and right sides of the end of the cantilever beam bracket and arranged in parallel with the fixed end plate; the left and right sides of the fixed end plate are respectively hingedly connected to the two hinged end plates through a first guide rail, and the first guide rail is vertically arranged with the fixed end plate and the hinged end plate; a self-driving structure is connected between the fixed end plate and the two hinged end plates, and the self-driving structure can enable the two hinged end plates to automatically clamp the waist of the rail when the fixed end plate is installed on the rail, and when the fixed end plate is lifted upward, the two hinged end plates can automatically loosen the waist of the rail, and the hinged end plate and the guide rail probe mechanism are a linkage structure.

[0008] Furthermore, an initial positioning plate whose inner surface can be fitted with the side surface of the rail head of the rail to initially position the fixed end plate on the rail surface of the rail is fixed to the left and right sides of the bottom of the fixed end plate respectively.

[0009] Furthermore, the self-driving structure includes a cross bar hingedly connected between the middle parts of the two hinged end plates and a self-lifting mechanism that drives the cross bar to move up and down by dropping or lifting the fixed end plate on the rail; waist-shaped holes are respectively opened at the left and right ends of the cross bar along its length direction, and a positioning rod that can slide in the waist-shaped hole is fixed to the inner middle part of each hinged end plate.

[0010] Furthermore, the self-lifting mechanism comprises a self-lifting slide seat fixed on the fixed end plate, a self-lifting slider which can move up and down is slidably arranged in the self-lifting slide seat, and the self-lifting slider is fixed on the cross bar.

[0011] Furthermore, the second guide rail is vertically fixed between the two hinged end plates located at the front and rear sides of the scanning bracket, and the hinged end plate and the guide rail probe mechanism form the linkage structure through the second guide rail.

[0012] Furthermore, the slider driving mechanism includes a synchronous pulley mechanism fixed on the front and rear sides of the scanning bracket, which includes synchronous pulleys located on the front and rear sides of the scanning bracket, a synchronous belt wrapped between the synchronous pulleys on the front and rear sides of the scanning bracket, and a motor reduction mechanism that drives the synchronous pulleys to rotate, and the guide rail slider is fixed on the synchronous belt.

[0013] Furthermore, the guide rail slider includes at least two first guide rail sliders and a second guide rail slider respectively fixed on two sections of synchronous belts with opposite movement directions of the synchronous belt pulley mechanism, and the left and right sides of the first guide rail slider and the left and right sides of the second guide rail slider are both drivingly connected to a probe bracket.

[0014] Furthermore, one side of the first guide rail slider is directly driven to connect to the probe bracket closest to it, and the other side of the first guide rail slider is directly driven to connect to the probe bracket closest to the second guide rail slider; one side of the second guide rail slider is directly driven to connect to the probe bracket closest to it, and the other side of the second guide rail slider is directly driven to connect to the probe bracket closest to the first guide rail slider.

[0015] Furthermore, the flaw detection method based on the rail weld flaw detection scanning device includes a TOFD detection method, a single probe reflection detection method and a dual probe K-type detection method;

[0016] The TOFD detection method comprises: installing a scanning bracket on a rail, taking the weld as the center, arranging at least one probe bracket and at least one rail surface probe on both sides of the weld along the length direction of the rail, driving the guide rail slider to reciprocate along the first guide rail by the slider driving mechanism, and performing flaw detection on the weld area of ​​the rail according to the first flaw detection rule;

[0017] The single-probe reflection detection method comprises: installing a scanning bracket on a steel rail, taking the weld as the center, arranging at least one probe bracket and at least one rail surface probe on both sides of the weld along the length direction of the steel rail, driving the guide rail slider to reciprocate along the first guide rail by the slider driving mechanism, and performing flaw detection on the weld area of ​​the steel rail according to the second flaw detection rule;

[0018] The dual-probe K-type detection method includes: installing a scanning bracket on a steel rail, taking the weld as the center, arranging at least one probe bracket and at least one rail surface probe on both sides of the weld along the length direction of the steel rail, driving the guide rail slider to reciprocate along the first guide rail through the slider driving mechanism, and performing flaw detection on the weld area of ​​the steel rail according to a third flaw detection rule.

[0019] The beneficial effects of the present invention are: the scanning bracket is accurately mounted on the rail, and then the positioning operation is automatically completed to ensure that the entire scanning device is in a suitable working starting position. After the operation is completed, the scanning device can be automatically separated from the rail by a simple lifting action, which is convenient and efficient to operate. This automated positioning and separation mechanism provides great convenience for the development and completion of flaw detection operations, and reduces the cumbersome steps and time cost of manual adjustment. The first guide rail is arranged along the length direction of the rail, providing a stable guide path for the movement of the entire guide rail slider, so that the subsequent movement of related components can be carried out strictly in the extension direction of the rail, ensuring the linearity and accuracy of the flaw detection action, so that it can cover different positions along the rail weld, and not miss any key flaw detection area. The guide rail slider is a key link to connect various components and realize the moving function. The rail surface probe is fixed at the bottom. Through the drive of the slider driving mechanism, it can move back and forth along the first guide rail, thereby driving the rail surface probe to scan back and forth smoothly on the rail surface of the rail, and carefully detect the weld defects that may exist on the rail surface and its vicinity. The slider drive mechanism is responsible for providing power to the guide rail slider, driving it to move accurately and stably along the first guide rail, ensuring that the flaw detection action is uniform and orderly, and that the rail weld can be scanned comprehensively and standardizedly according to the set flaw detection procedure. The second guide rail is located below the first guide rail and arranged parallel to it, constructing a side flaw detection path that corresponds to the rail surface flaw detection, providing reliable guiding support for the movement of the rail side probe, and together with the first guide rail, forming a flaw detection framework that fully covers different parts of the rail. The probe bracket is slidably set on the second guide rail, with the rail side probe fixed inside, and can move back and forth along the second guide rail under the drive of the guide rail slider. This design realizes the flexible movement of the rail side probe on the side surface of the rail. In conjunction with the rail surface probe, three-dimensional flaw detection of the rail weld can be performed from different angles and different directions. The rail side probe is fixed in the probe bracket. With the linkage effect of the scanning bracket, when the scanning bracket is installed on the rail, the rail side probe can automatically fit the rail side surface and perform flaw detection on the weld area on the rail side; and when the scanning bracket is lifted, the rail side probe can be smoothly detached from the rail side surface. The whole process does not require additional complex operations and has a high degree of automation.

[0020] In summary, through the reciprocating movement of the rail surface probe along the first rail and the corresponding movement of the rail side probe on the second rail, the rail weld can be inspected from all directions and angles from two key dimensions: the rail surface and the side surface of the rail, avoiding the blind spots that may exist in single-angle inspection, greatly improving the accuracy of weld defect detection, and helping to discover potential quality problems more comprehensively and accurately. The slider drive mechanism drives the rail slider and its linkage drive to the probe bracket, realizing the automatic and orderly movement of the rail surface probe and the rail side probe. Compared with the traditional manual handheld probe point-by-point inspection method, it greatly speeds up the inspection speed, and can complete the comprehensive inspection of the longer rail weld in a short time, effectively improving the efficiency of the entire inspection operation. The automatic positioning and automatic separation functions of the scanning bracket, coupled with the coordinated cooperation of the rail slider mechanism and the rail probe mechanism, reduce the time consumption of repeated manual installation, adjustment and disassembly of the equipment, allowing the inspection work to be carried out more compactly and coherently. The various components of the entire device work ingeniously, from the automatic interaction between the scanning bracket and the rail to the linkage operation of the various components inside the guide slider mechanism and the guide probe mechanism. The operation logic is clear and the degree of automation is high. The flaw detection staff only needs to perform simple startup, control operations and the final equipment recovery action, without the need for complex manual alignment, fixation and other steps, which reduces the dependence on the professional skills of the operator, makes the flaw detection operation easier and reduces the detection errors caused by human operation errors. The stable guidance of the first rail to the guide slider in the guide slider mechanism and the reliable support of the second rail to the probe bracket in the guide probe mechanism ensure that the rail surface probe and the rail side probe always maintain a stable and accurate state during the mobile flaw detection process. Combined with the good positioning and connection characteristics of the scanning bracket and the rail, the entire flaw detection scanning device can operate stably during operation, ensuring the reliability of the flaw detection data and providing a solid data foundation for the quality assessment of rail welds. Since the structural design of each part of the device is relatively flexible, especially the scanning bracket can be automatically positioned and separated from the rail, and the guide rail probe mechanism can realize the fitting and separation of the rail side probe and the rail side surface through linkage, the flaw detection scanning device can better adapt to the flaw detection needs of rails of different specifications and under different working conditions. It has strong versatility and practicality, and can exert good flaw detection effects in different flaw detection application scenarios in railway engineering.

[0021] Based on the rail weld flaw detection scanning device, three different flaw detection methods can be implemented, including but not limited to TOFD detection method, single probe reflection detection method and dual probe K-type detection method. Each method relies on the structural characteristics of the device to implement the flaw detection operation of the rail weld area, and has similar preliminary preparation steps in the operation process, but the flaw detection rules are different, so as to achieve comprehensive and detailed detection of rail welds from different angles and using different principles, and maximize the defect detection rate. By integrating a variety of different flaw detection methods, rail welds can be detected from multiple physical principle angles, avoiding the possible detection blind spots of a single method. Whether it is TOFD detection based on the diffraction principle, single probe reflection detection relying on reflection signals, or detection methods using dual probes, they can each play their own advantages and complement each other, realizing all-round and in-depth quality detection of rail welds, and ensuring the safety of railway operation to the greatest extent. A variety of methods can rely on the same set of rail weld flaw detection scanning device, but the flaw detection rules and detection principles are different. In actual flaw detection operations, there is no need to frequently replace different flaw detection equipment. By using the moving functions of the device's guide rail slider mechanism and other components, orderly flaw detection can be carried out according to the requirements of different methods, which improves the utilization rate of the equipment and reduces the time cost and operation complexity caused by equipment switching, thereby improving the overall flaw detection efficiency. Each flaw detection method has clear operating steps, from the installation of the scanning bracket, the arrangement of the probe to the drive of the guide rail slider and the corresponding flaw detection rules. These standardized processes are easy for flaw detection personnel to learn and master, and are also conducive to forming a standardized and unified operation mode in actual flaw detection work, reducing the detection error caused by differences in human operation, ensuring the accuracy and reliability of the flaw detection results, and facilitating subsequent comparative analysis and quality assessment of flaw detection data. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A stereoscopic diagram of the rail weld flaw detection scanning device designed for the present invention installed on a rail;

[0023] Figure 2 A three-dimensional diagram of the rail weld flaw detection scanning device designed for the present invention being lifted upward and separated from the rail;

[0024] Figure 3 A stereoscopic diagram of the guide rail slider directly driving and connecting the probe bracket in the present invention;

[0025] Figure 4 A side view of the rail weld flaw detection scanning device designed for the present invention installed on a rail;

[0026] Figure 5 A side view of the rail weld flaw detection scanning device designed for the present invention being lifted upward and separated from the rail;

[0027] Figure 6It is an outer perspective view of the connection between the self-lifting mechanism and the cross bar in the present invention;

[0028] Figure 7 It is a three-dimensional view of the inner side of the connection between the self-lifting mechanism and the cross bar in the present invention;

[0029] Figure 8 A three-dimensional diagram of the scanning bracket in the present invention;

[0030] Fig. 9 It is a structural stereogram of two guide rail sliders in the present invention respectively connected to synchronous belts with opposite movement directions;

[0031] Fig.10 A three-dimensional diagram of two guide rail sliders in the present invention being driven and connected to a probe bracket through an L-shaped connecting plate;

[0032] Fig.11 A top view of the rail weld flaw detection scanning device designed for the present invention;

[0033] Among them, 1 is rail, 2 is scanning bracket (2.1 is cantilever beam bracket, 2.2 is end plate bracket), 3 is first guide rail, 4 is guide rail slider, 5 is rail surface probe, 6 is second guide rail, 7 is probe bracket, 8 is rail side probe (8.1 is rail jaw and rail waist combined probe, 8.2 is rail waist and rail bottom combined probe), 9 is fixed end plate, 10 is hinged end plate, 11 is initial positioning plate, 12 is cross bar, 13 is positioning rod, 14 is self-lifting slide seat, 15 is self-lifting slider, 16 is synchronous pulley, 17—synchronous belt, 18—first guide rail slider, 19—second guide rail slider, 20—scale, 21—cantilever beam, 22—cantilever beam end block, 23—encoder, 24—stepping motor, 25—reducer, 26—rail waist positioning half groove, 27—magnetic table base, 28—rail head positioning half groove, 29—guide rail sliding bracket, 30—L-shaped connecting plate, 31—connecting spring, 32—coupling liquid assembly (32.1—assembly support, 32.2—coupling liquid distribution pipe), 33—articulated rod. DETAILED DESCRIPTION

[0034] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. In the description of the present invention, it should be understood that the orientations or positional relationships indicated by the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside", etc. are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention.

[0035] like Figure 1 As shown in FIG. 11, in some embodiments, the rail weld flaw detection scanning device designed by the present invention includes a scanning bracket 2 that can be mounted on the rail 1 and automatically positioned on the rail 1 or automatically separated from the rail 1 by lifting, a guide rail slider mechanism and a guide rail probe mechanism arranged on the scanning bracket 2; the guide rail slider mechanism includes a first guide rail 3 arranged along the length direction of the rail 1, a guide rail slider 4 arranged on the first guide rail 3, and a slider driving mechanism for driving the guide rail slider 4 to move back and forth along the first guide rail 3, and a slider driving mechanism that can be engaged with the rail is fixed at the bottom of the guide rail slider 4. 1; the guide rail probe mechanism includes a second guide rail 6 located below the first guide rail 3 and arranged parallel to the first guide rail 3, and a probe bracket 7 slidably arranged on the second guide rail 6, a rail side probe 8 is fixed in the probe bracket 7, the guide rail slider 4 can drive the probe bracket 7 to reciprocate along the second guide rail 6, the guide rail probe mechanism and the scanning bracket 2 are a linkage structure, the rail side probe 8 can automatically fit the rail side surface by the scanning bracket 2 being dropped on the rail 1, or the rail side probe 8 can be separated from the rail side surface by the lifting of the scanning bracket 2.

[0036] Embodiment 1

[0037] Based on some embodiments, the scanning bracket 2 includes a cantilever beam bracket 2.1 for hoisting and an end plate bracket 2.2 connected to the front and rear ends of the cantilever beam bracket 2.1; the end plate bracket 2.2 includes a fixed end plate 9 that can be vertically supported on the rail surface of the rail 1 to enable the rail weld flaw detection scanning bracket to be initially positioned on the rail 1, and two hinged end plates 10 that are respectively hingedly connected to the left and right sides of the end of the cantilever beam bracket 2.1 and arranged parallel to the fixed end plate 9; the left and right sides of the fixed end plate 9 are respectively connected by A first guide rail 3 is hingedly connected to two hinged end plates 10, and the first guide rail 3 is arranged vertically with the fixed end plate 9 and the hinged end plate 10; a self-driving structure is connected between the fixed end plate 9 and the two hinged end plates 10, and the self-driving structure can automatically clamp the waist of the rail 1 when the fixed end plate 9 is installed on the rail 1. When the fixed end plate 9 is lifted upward, the two hinged end plates 10 can automatically loosen the waist of the rail 1. The hinged end plate 10 and the guide rail probe mechanism are a linkage structure. A hinged rod 33 is connected between the top of the hinged end plate 9 and the cantilever beam bracket 2.1, and the two ends of the hinged rod 33 are hingedly connected to the cantilever beam bracket 2.1 and the hinged end plate 9 respectively. The hinged end plate 9 and the hinged rod 33 form a skeleton-type hinged structure with the cantilever beam bracket 2.1, which is convenient for the hinged end plate 9 to be clamped on the rail 1. The middle inner side of each hinged end plate 9 is provided with a rail head positioning half groove 28 corresponding to the rail head of the rail 1, and the lower inner side of each hinged end plate 9 is provided with a rail waist positioning half groove 26 corresponding to the rail waist of the rail 1. The two rail head positioning half grooves 28 can form a rail head positioning groove that matches the rail head of the rail 1, and the two rail waist positioning half grooves 26 can form a rail waist positioning groove that matches the rail waist of the rail 1. The rail head positioning groove and the rail waist positioning groove can form an I-shaped groove structure that matches the rail 1. The reasonable structural design of the hinged end plate 9 ensures the mutual coordination and clamping of the hinged end plate 9 and the rail 1. A scale 20 can also be set on the scanning bracket 2, and a corresponding scale rod is set on the guide rail slider 4, so that the moving distance and position of the guide rail slider 4 on the first guide rail 3 can be observed and controlled in real time.

[0038] Embodiment 2

[0039] On the basis of some embodiments or embodiment 1, a preliminary positioning plate 11 is fixed to the left and right sides of the bottom of the fixed end plate 9, and the inner surface thereof can be fitted with the side of the rail head of the rail 1 to initially position the fixed end plate 9 on the rail surface of the rail 1. The structure of the preliminary positioning plate 11 can better clamp the fixed end plate 9 on the rail head of the rail 1.

[0040] Embodiment 3

[0041] On the basis of some embodiments or embodiment 1 or embodiment 2, the self-driving structure includes a cross bar 12 hingedly connected between the middle parts of the two hinged end plates 10 and a self-lifting mechanism that drops or lifts the cross bar 12 on the rail 1 through the fixed end plate 9 to drive the cross bar 12 to move up and down; the left and right ends of the cross bar 12 are respectively provided with waist-shaped holes along the length direction thereof, and a positioning rod 13 that can slide in the waist-shaped hole is fixed to the inner middle part of each hinged end plate 10. The self-lifting mechanism includes a self-lifting slide 14 fixed to the fixed end plate 9, and a self-lifting slider 15 that can move up and down is slidably arranged in the self-lifting slide 14, and the self-lifting slider 15 is fixed to the cross bar 12. The cross bar 12 is hinged between the middle parts of the two hinged end plates 10, and at the same time, the left and right ends of the cross bar 12 are provided with waist-shaped holes along the length direction, and the positioning rod 13 in the inner middle part of each hinged end plate 10 can slide in the waist-shaped hole. This design allows the cross bar 12 to have a certain adaptive adjustment space when it is subjected to external force or driven by the self-lifting mechanism. The positioning rod 13 slides in the waist-shaped hole, guiding the hinged end plate 10. When the cross bar 12 moves up and down, the hinged end plate 10 can be driven to interlock, so that the hinged end plate 10 clamps the rail 1 or releases the rail 1. The self-lifting slide 14 is fixed on the fixed end plate 9, providing a stable support base for the self-lifting slider 15. The self-lifting slider 15 can slide up and down in the self-lifting slide 14 and is fixed to the cross bar 12. This structure enables the self-lifting mechanism to directly and effectively drive the cross bar 12 up and down. In addition, the self-lifting mechanism adopts a combination of a slide and a slider, and this design is relatively compact. Compared with some complex lifting devices (such as large hydraulic lifting platforms, etc.), it has obvious advantages in space occupancy. This allows the entire self-driving structure to be installed and used in a relatively small space, which is particularly suitable for equipment or work scenes with high space requirements, such as the internal equipment installation of some rail vehicles or compact workstations in industrial automation production lines.

[0042] Embodiment 4

[0043] Based on the above-mentioned embodiment 1, embodiment 2 or embodiment 3, a linkage structure is designed: a second guide rail 6 is vertically fixed between the two hinged end plates 10 located on the front and rear sides of the scanning bracket 2, and the hinged end plate 10 and the guide rail probe mechanism form a linkage structure through the second guide rail 6.

[0044] Embodiment 5

[0045] Based on some of the above embodiments or embodiment 1 or embodiment 2 or embodiment 3 or embodiment 4, a slider driving mechanism is provided. The slider driving mechanism includes a synchronous pulley mechanism fixed to the front and rear sides of the scanning bracket 2, which includes synchronous pulleys 16 located at the front and rear sides of the scanning bracket 2, a synchronous belt 17 wound between the synchronous pulleys 16 at the front and rear sides of the scanning bracket 2, and a motor reduction mechanism driving the synchronous pulley 16 to rotate, and the guide rail slider 4 is fixed on the synchronous belt 17.

[0046] Embodiment 6

[0047] On the basis of the above-mentioned fifth embodiment, a driving connection structure of a guide rail slider 4 is provided. The guide rail slider 4 includes at least two first guide rail sliders 18 and second guide rail sliders 19 respectively fixed on two sections of synchronous belts 17 with opposite movement directions of the synchronous pulley mechanism, and the left and right sides of the first guide rail slider 18 and the left and right sides of the second guide rail slider 19 are both driven and connected with a probe bracket 7. One side of the first guide rail slider 18 is directly driven and connected to the probe bracket 7 closest to it, and the other side of the first guide rail slider 18 is directly driven and connected to the probe bracket 7 closest to the second guide rail slider 19; one side of the second guide rail slider 19 is directly driven and connected to the probe bracket 7 closest to it, and the other side of the second guide rail slider 19 is directly driven and connected to the probe bracket 7 closest to the first guide rail slider 18. As shown in Figure 3 and 10 As shown, the structure of the direct driving connection between the first guide rail slider 18 or the second guide rail slider 19 and the probe bracket 7 is: one end of the first guide rail slider 18 or one end of the second guide rail slider 19 is clamped on the top of the probe bracket 7, and the sliding of the first guide rail slider 18 or the second guide rail slider 19 can directly drive the probe bracket 7 to slide along the second guide rail 6. In order to increase the stability of the probe bracket 7, the top of the probe bracket 7 is slidably set on the first guide rail 3. Figure 1 and Fig.10 As shown, one end of the first guide rail slider 18 or one end of the second guide rail slider 19 is clamped in the guide rail sliding bracket 29, and the guide rail sliding bracket 29 is fixedly connected to the probe bracket 7 away from one end of the first guide rail slider 18 or one end of the second guide rail slider 19 through an L-shaped connecting plate 30.

[0048] like Fig.11As shown, through the direct and indirect connection structure between the first guide rail slider 18 and the second guide rail slider 19 and the probe bracket 7, the opposite movement of the probe brackets 7 on the left and right sides of the scanning device can be achieved, and when the two probe brackets 7 on the right side of the scanning device move relative to each other, the two probe brackets 7 on the left side of the scanning device move back to each other. Similarly, when the two probe brackets 7 on the right side of the scanning device move back to each other, the two probe brackets 7 on the left side of the scanning device move relative to each other. The advantage of this design is that the distance between the probe brackets 7 on the left and right sides of the scanning device can be maximized, so that when using the dual-probe K-type detection method, the detection area on both sides of the front and back of the weld can be expanded as much as possible.

[0049] Embodiment 7

[0050] A flaw detection method of the rail weld flaw detection scanning device designed based on the above-mentioned embodiment 1 or embodiment 2 or embodiment 3 or embodiment 4 or embodiment 5 or embodiment 6, including a TOFD detection method, a single-probe reflection detection method and a dual-probe K-type detection method;

[0051] The probe bracket 7 is provided with a rail jaw-rail waist combination probe 8.1 and a rail waist-rail bottom combination probe 8.2. Multiple rail side probes are fixed from bottom to top in the rail jaw-rail waist combination probe 8.1 and the rail waist-rail bottom combination probe 8.2, so as to realize comprehensive detection of the side surface of the rail 1. The rail jaw-rail waist combination probe 8.1 and the rail waist-rail bottom combination probe 8.2 can be connected to the probe bracket 7 through transverse and vertical connection springs, which not only ensures the position of the combination probe in the probe bracket 7, but also allows an adjustment gap between the upper and lower combination probes. On this basis, a flow channel can be arranged inside the probe bracket 7 and the combination probe, and a coupling liquid component 32 can be arranged on the probe bracket, which includes a component support 32.1 and a coupling liquid distribution pipe 32.2. The coupling liquid can be transported to the coupling liquid distribution pipe 32.2 by a water pump, and then the coupling liquid is sprayed to the side surface of the track through the flow channel to optimize the flaw detection performance.

[0052] The TOFD detection method includes: placing a scanning bracket 2 on the rail 1, taking the weld as the center, arranging a probe bracket 7 and a rail surface probe 5 on both sides of the weld along the length direction of the rail 1, driving the guide rail slider 4 to reciprocate along the first guide rail 3 through the slider driving mechanism, and performing flaw detection on the weld area of ​​the rail 1 according to the first flaw detection rule. The flaw detection sequence can be manually set based on the first flaw detection rule. The present invention provides an embodiment: with the weld as the center, the rail side probes (located inside the probe bracket 7) on one side of the outer surface of the rail 1 are triggered in sequence from bottom to top or from top to bottom, so that the rail side probes on the other side of the outer surface of the rail 1 receive the corresponding ultrasonic signals in sequence; the zero-degree rail surface probe of the rail surface probe 5 on one side of the rail 1 is triggered; with the weld as the center, the rail side probes on one side of the inner surface of the rail 1 are triggered in sequence from bottom to top or from top to bottom, so that the rail side probes on the other side of the inner surface of the rail 1 receive the corresponding ultrasonic signals in sequence; the zero-degree rail surface probe of the rail surface probe 5 on the other side of the rail 1 is triggered; with the weld as the center, the rail surface probe 5 on one side of the rail 1 is triggered, so that the rail surface probe 5 on the other side of the rail 1 receives the corresponding ultrasonic signals.

[0053] The single-probe reflection detection method includes: placing a scanning bracket 2 on the rail 1, taking the weld as the center, arranging a probe bracket 7 and a rail surface probe 5 on both sides of the weld along the length direction of the rail 1, driving the guide rail slider 4 to reciprocate along the first guide rail 3 through the slider driving mechanism, and performing flaw detection on the weld area of ​​the rail 1 according to the second flaw detection rule. The flaw detection sequence can be artificially set based on the second flaw detection rule. The present invention provides an embodiment: with the weld as the center, the rail side probes on one side of the outer surface of the rail 1 are triggered in sequence from bottom to top or from top to bottom, so that the triggered rail side probes receive the ultrasonic signals emitted by themselves; the zero-degree probe of the rail surface probe 5 on one side of the rail 1 is triggered; the rail side probes on the other side of the outer surface of the rail 1 are triggered in sequence from bottom to top or from top to bottom, so that the triggered rail side probes receive the ultrasonic signals emitted by themselves; the rail side probes on one side of the inner surface of the rail 1 are triggered in sequence from bottom to top or from top to bottom, so that the triggered rail side probes receive the ultrasonic signals emitted by themselves; the zero-degree rail surface probe on the other side of the rail 1 is triggered; the rail side probes on the other side of the inner surface of the rail 1 are triggered in sequence from bottom to top or from top to bottom, so that the triggered rail side probes receive the ultrasonic signals emitted by themselves.

[0054] The dual-probe K-type detection method includes: installing the scanning bracket 2 on the rail 1, taking the weld as the center, arranging a probe bracket 7 and a rail surface probe 5 on both sides of the weld along the length direction of the rail 1, and driving the guide rail slider 4 to move back and forth along the first guide rail 3 through the slider driving mechanism, and performing flaw detection on the weld area of ​​the rail 1 according to the third flaw detection rule. The flaw detection sequence can be manually set based on the third flaw detection rule. The present invention provides an embodiment: triggering the rail side probe on one side of the outer surface of the rail 1 from bottom to top or from top to bottom, so that the rail side probe on one side of the inner surface of the rail 2 receives the corresponding ultrasonic signal in turn; triggering the oblique probe of the rail surface probe 5 on one side of the rail 1, so that the oblique probe of the rail surface probe 5 on the other side of the rail 1 receives the corresponding ultrasonic signal; triggering the rail side probe on the other side of the outer surface of the rail 1 from bottom to top or from top to bottom, so that the rail side probe on the other side of the inner surface of the rail 1 receives the corresponding ultrasonic signal in turn.

[0055] The above flaw detection methods can all drive the guide rail slider 4 to reciprocate along the first guide rail 3 through the slider driving mechanism, thereby driving the rail side probe and the rail surface probe 5 inside the probe bracket 7 to move, thereby realizing flaw detection within the coverage area of ​​the rail weld flaw detection scanning device.

[0056] In the present invention, the scanning bracket 2 is accurately mounted on the rail 1, and then the positioning operation is automatically completed to ensure that the entire scanning device is in a suitable working starting position. After the operation is completed, the scanning device can be automatically separated from the rail 1 by a simple lifting action, which is convenient and efficient to operate. This automated positioning and separation mechanism provides great convenience for the development and completion of the flaw detection operation, and reduces the cumbersome steps and time cost of manual adjustment. The first guide rail 3 is arranged along the length direction of the rail 1, providing a stable guide path for the movement of the entire guide rail slider 4, so that the subsequent movement of related components can be carried out strictly in the extension direction of the rail, ensuring the linearity and accuracy of the flaw detection action, so that it can cover different positions along the rail weld, and not miss any key flaw detection area. The guide rail slider 4 is a key link for connecting various components and realizing the moving function. The rail surface probe 5 is fixed at the bottom. Through the drive of the slider driving mechanism, it can move back and forth along the first guide rail 3, thereby driving the rail surface probe 5 to scan back and forth smoothly on the rail surface of the rail 1, and carefully detect the weld defects that may exist on the rail surface and its vicinity. The slider drive mechanism is responsible for providing power to the guide rail slider 4, driving it to move accurately and stably along the first guide rail 3, ensuring that the flaw detection action is uniform and orderly, and that the rail weld can be comprehensively and standardizedly scanned according to the set flaw detection procedure. The second guide rail 6 is located below the first guide rail 3 and arranged parallel to it, constructing a side flaw detection path that corresponds to the rail surface flaw detection, providing reliable guiding support for the movement of the rail side probe, and together with the first guide rail 3, forming a flaw detection framework that fully covers different parts of the rail 1. The probe bracket 7 is slidably set on the second guide rail 6, with a rail side probe fixed inside, and can move back and forth along the second guide rail 6 under the drive of the guide rail slider 4. This design realizes the flexible movement of the rail side probe on the side surface of the rail 1. In conjunction with the rail surface probe 5, three-dimensional flaw detection of the rail weld can be performed from different angles and different orientations. The rail side probe is fixed in the probe bracket 7. With the linkage effect of the scanning bracket 2, when the scanning bracket 2 is installed on the rail 1, the rail side probe can automatically fit the side surface of the rail to perform flaw detection on the weld area on the side of the rail; and when the scanning bracket 2 is lifted, the rail side probe can be smoothly detached from the side surface of the rail. The whole process does not require additional complicated operations and has a high degree of automation.

[0057] In summary, through the reciprocating movement of the rail surface probe 5 along the first guide rail 3 and the corresponding movement of the rail side probe on the second guide rail 6, the rail weld can be inspected from two key dimensions, the rail surface and the side surface of the rail 1, in an all-round and multi-angle manner, avoiding the blind spots that may exist in single-angle inspection, greatly improving the accuracy of weld defect detection, and helping to discover potential quality problems more comprehensively and accurately. The slider drive mechanism drives the guide rail slider 4 and its linkage drive to the probe bracket 7, realizing the automatic and orderly movement of the rail surface probe 5 and the rail side probe. Compared with the traditional manual handheld probe point-by-point inspection method, the inspection speed is greatly accelerated, and the comprehensive scanning of the longer rail weld can be completed in a short time, effectively improving the efficiency of the entire inspection operation. The automatic positioning and automatic separation functions of the scanning bracket 2, coupled with the coordinated cooperation of the guide rail slider mechanism and the guide rail probe mechanism, reduce the time consumption of manual repeated installation, adjustment and disassembly of the equipment, so that the inspection work can be carried out more compactly and coherently. The various components of the entire device cooperate ingeniously, from the automatic interaction between the scanning bracket 2 and the rail 1 to the linkage operation of the various components inside the guide slider mechanism and the guide probe mechanism. The operation logic is clear and the degree of automation is high. The flaw detection staff only needs to perform simple startup, control operations and the final equipment recovery action, without the need for complex manual alignment, fixation and other steps, which reduces the degree of dependence on the professional skills of the operator, makes the flaw detection operation simpler and easier, and also reduces the detection error caused by human operation errors. The stable guidance of the first guide rail 3 to the guide slider 4 in the guide slider mechanism and the reliable support of the second guide rail 6 to the probe bracket 7 in the guide probe mechanism ensure that the rail surface probe 5 and the rail side probe always maintain a stable and accurate state during the mobile flaw detection process. Combined with the good positioning and connection characteristics of the scanning bracket 2 and the rail 1, the entire flaw detection scanning device can operate stably during operation, ensuring the reliability of the flaw detection data and providing a solid data foundation for the quality assessment of the rail weld. Since the structural design of each part of the device is relatively flexible, especially the scanning bracket 2 can be automatically positioned and separated from the rail 1, and the guide rail probe mechanism can realize the fitting and separation of the rail side probe and the rail side surface through linkage, the flaw detection scanning device can better adapt to the flaw detection needs of rails of different specifications and under different working conditions, has strong versatility and practicality, and can exert good flaw detection effects in different flaw detection application scenarios of railway engineering.

[0058] Based on the rail weld flaw detection scanning device, three different flaw detection methods can be implemented, including but not limited to TOFD detection method, single probe reflection detection method and dual probe K-type detection method. Each method relies on the structural characteristics of the device to implement the flaw detection operation of the rail weld area, and has similar preliminary preparation steps in the operation process, but the flaw detection rules are different, so as to achieve comprehensive and detailed detection of rail welds from different angles and using different principles, and maximize the defect detection rate. By integrating a variety of different flaw detection methods, rail welds can be detected from multiple physical principle angles, avoiding the possible detection blind spots of a single method. Whether it is TOFD detection based on the diffraction principle, single probe reflection detection relying on reflection signals, or detection methods using dual probes, they can each play their own advantages and complement each other, realizing all-round and in-depth quality detection of rail welds, and ensuring the safety of railway operation to the greatest extent. A variety of methods can rely on the same set of rail weld flaw detection scanning devices, but the flaw detection rules and detection principles are different. In actual flaw detection operations, there is no need to frequently replace different flaw detection equipment. By using the moving functions of the device's guide rail slider mechanism and other components, orderly flaw detection can be performed according to the requirements of different methods, which improves the utilization rate of the equipment and reduces the time cost and operation complexity caused by equipment switching, thereby improving the overall flaw detection efficiency. Each flaw detection method has clear operating steps, from the installation of the scanning bracket 2, the arrangement of the probe to the drive of the guide rail slider 4 and the corresponding flaw detection rules. These standardized processes are easy for flaw detection personnel to learn and master, and are also conducive to forming a standardized and unified operation mode in actual flaw detection work, reducing the detection error caused by differences in human operation, ensuring the accuracy and reliability of the flaw detection results, and facilitating subsequent comparative analysis and quality assessment of flaw detection data.

[0059] Here, it should be noted that the description of the above technical solution is exemplary, and this specification can be embodied in different forms and should not be interpreted as being limited to the technical solution set forth herein. On the contrary, providing these descriptions will make the disclosure of the present invention thorough and complete, and will fully convey the scope disclosed in this specification to those skilled in the art. In addition, the technical solution of the present invention is limited only by the scope of the claims. In the case of using "including", "having" and "comprising" described in this specification, another part or other parts may also be provided, and the terms used may generally be singular but may also represent plural forms. It should be noted that although the terms "first", "second", "top", "bottom", "one side", "other side", "one end", "other end", etc. may appear and be used in this specification to describe various components, these components and parts should not be limited by these terms. These terms are only used to distinguish one component and part from another component and part. For example, without departing from the scope of this specification, the first component may be referred to as the second component, and similarly, the second component may be referred to as the first component, and the components at the top and bottom may also be interchanged or converted with each other under certain circumstances; the components at one end and the other end may have the same or different performances.

[0060] Finally, it should be pointed out that the above embodiments are only representative examples of the present invention. Obviously, the present invention is not limited to the above embodiments, and there are many variations. Any simple modification, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention should be considered to belong to the protection scope of the present invention.

Claims

1. A rail weld flaw detection scanning device, characterized in that: It comprises a scanning bracket (2) which can be mounted on a steel rail (1) and automatically positioned on the steel rail (1) or automatically separated from the steel rail (1) by lifting, a guide rail slider mechanism and a guide rail probe mechanism arranged on the scanning bracket (2); The guide rail slider mechanism comprises a first guide rail (3) arranged along the length direction of the steel rail (1), a guide rail slider (4) arranged on the first guide rail (3), and a slider driving mechanism for driving the guide rail slider (4) to reciprocate along the first guide rail (3); a rail surface probe (5) that can be in contact with the rail surface of the steel rail (1) is fixed at the bottom of the guide rail slider (4); The guide rail probe mechanism comprises a second guide rail (6) located below the first guide rail (3) and arranged parallel to the first guide rail (3), and a probe bracket (7) slidably arranged on the second guide rail (6); a rail side probe (8) is fixed in the probe bracket (7); the guide rail slider (4) can drive the probe bracket (7) to move back and forth along the second guide rail (6); the guide rail probe mechanism and the scanning bracket (2) are linked structures; the rail side probe (8) can automatically adhere to the side surface of the rail by dropping the scanning bracket (2) on the rail (1) or separate the rail side probe (8) from the side surface of the rail by lifting the scanning bracket (2).

2. The rail weld flaw detection scanning device according to claim 1, characterized in that: The scanning bracket (2) comprises a cantilever beam bracket (2.1) for hoisting and an end plate bracket (2.2) connected to the front and rear ends of the cantilever beam bracket (2.1); the end plate bracket (2.2) comprises a fixed end plate (9) which can be vertically supported on the rail surface of the rail (1) so that the rail weld flaw detection scanning bracket can be initially positioned on the rail (1) and two hinged end plates (10) which are respectively hingedly connected to the left and right sides of the end of the cantilever beam bracket (2.1) and arranged parallel to the fixed end plate (9); the left and right sides of the fixed end plate (9) are respectively connected to the two said first guide rails (3) and the two said first guide rails (3). The hinged end plate (10) is hingedly connected, and the first guide rail (3) is arranged vertically with the fixed end plate (9) and the hinged end plate (10); a self-driving structure is connected between the fixed end plate (9) and the two hinged end plates (10), and the self-driving structure can automatically clamp the waist of the steel rail (1) when the fixed end plate (9) is installed on the steel rail (1); when the fixed end plate (9) is lifted upward, the two hinged end plates (10) can automatically loosen the waist of the steel rail (1); the hinged end plate (10) and the guide rail probe mechanism are a linkage structure.

3. The rail weld flaw detection scanning device according to claim 2, characterized in that: An initial positioning plate (11) is fixed to the left and right sides of the bottom of the fixed end plate (9), the inner surface of which can be fitted with the side surface of the rail head of the steel rail (1) to enable the fixed end plate (9) to be initially positioned on the rail surface of the steel rail (1).

4. The rail weld flaw detection scanning device according to claim 2, characterized in that: The self-driving structure comprises a cross bar (12) hingedly connected between the middle parts of the two hinged end plates (10) and a self-lifting mechanism that drives the cross bar (12) to move up and down by dropping or lifting on the rail (1) through the fixed end plate (9); waist-shaped holes are respectively opened at the left and right ends of the cross bar (12) along its length direction, and a positioning rod (13) that can slide in the waist-shaped hole is fixed to the inner middle part of each hinged end plate (10).

5. The rail weld flaw detection scanning device according to claim 4, characterized in that: The self-lifting mechanism comprises a self-lifting slide seat (14) fixed on the fixed end plate (9), a self-lifting slider (15) which can move up and down is slidably arranged in the self-lifting slide seat (14), and the self-lifting slider (15) is fixed on the cross bar (12).

6. The rail weld flaw detection scanning device according to claim 2, characterized in that: The second guide rail (6) is vertically fixed between the two hinged end plates (10) located at the front and rear sides of the scanning bracket (2), and the hinged end plates (10) and the guide rail probe mechanism form the linkage structure through the second guide rail (6).

7. The rail weld flaw detection scanning device according to claim 1, characterized in that: The slider driving mechanism comprises a synchronous pulley mechanism fixed to the front and rear sides of the scanning bracket (2), which comprises synchronous pulleys (16) located at the front and rear sides of the scanning bracket (2), a synchronous belt (17) wound between the synchronous pulleys (16) at the front and rear sides of the scanning bracket (2), and a motor reduction mechanism driving the synchronous pulleys (16) to rotate, and the guide rail slider (4) is fixed on the synchronous belt (17).

8. The rail weld flaw detection scanning device according to claim 7, characterized in that: The guide rail slider (4) comprises at least two first guide rail sliders (18) and second guide rail sliders (19) respectively fixed on two sections of synchronous belts (17) with opposite movement directions of the synchronous belt pulley mechanism, and the left and right sides of the first guide rail slider (18) and the left and right sides of the second guide rail slider (19) are both drivingly connected to a probe bracket (7).

9. The rail weld flaw detection scanning device according to claim 8, characterized in that: One side of the first guide rail slider (18) is directly driven to connect to the probe holder (7) closest to it, and the other side of the first guide rail slider (18) is directly driven to connect to the probe holder (7) closest to the second guide rail slider (19); one side of the second guide rail slider (19) is directly driven to connect to the probe holder (7) closest to it, and the other side of the second guide rail slider (19) is directly driven to connect to the probe holder (7) closest to the first guide rail slider (18).

10. A flaw detection method based on the rail weld flaw detection scanning device according to any one of claims 1 to 9, characterized in that: It includes TOFD detection method, single probe reflection detection method and dual probe K-type detection method; The TOFD detection method comprises: placing a scanning bracket (2) on a steel rail (1), taking the weld as the center, arranging at least one probe bracket (7) and at least one rail surface probe (5) on both sides of the weld along the length direction of the steel rail (1), driving the guide rail slider (4) to reciprocate along the first guide rail (3) by the slider driving mechanism, and performing flaw detection on the weld area of ​​the steel rail (1) according to a first flaw detection rule; The single-probe reflection detection method comprises: placing a scanning bracket (2) on a steel rail (1), taking the weld as the center, arranging at least one probe bracket (7) and at least one rail surface probe (5) on both sides of the weld along the length direction of the steel rail (1), driving the guide rail slider (4) to reciprocate along the first guide rail (3) by the slider driving mechanism, and performing flaw detection on the weld area of ​​the steel rail (1) according to a second flaw detection rule; The dual-probe K-type detection method comprises: placing a scanning bracket (2) on a steel rail (1), taking the weld as the center, arranging at least one probe bracket (7) and at least one rail surface probe (5) on both sides of the weld along the length direction of the steel rail (1), driving the guide rail slider (4) to reciprocate along the first guide rail (3) by the slider driving mechanism, and performing flaw detection on the weld area of ​​the steel rail (1) according to a third flaw detection rule.

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