A rail weld flaw detection and scanning device and its flaw detection method

Abstract

This invention discloses a rail weld flaw detection scanning device and its flaw detection method, including a scanning bracket that can be mounted on a 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 disposed on the scanning bracket; the guide rail slider mechanism includes a first guide rail arranged along the length of the rail, a guide rail slider disposed on the first guide rail, and a slider driving mechanism for driving the guide rail slider to reciprocate along the first guide rail, with a rail surface probe fixed at the bottom of the guide rail slider that can fit against the rail surface; 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 disposed on the second guide rail, with a rail side probe fixed inside the probe bracket, and 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 being a linked structure. The rail weld flaw detection scanning device and the flaw detection method based thereon are convenient and efficient to operate.

Description

Technical Field

[0001] This invention relates to the field of rail flaw detection technology, specifically to a rail weld flaw detection scanning device and its flaw detection method. Background Technology

[0002] Currently, the flaw detection of weld seams in in-service rails 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 aforementioned flaw detection operations on rail welds, workers need to carry a variety of tools, the actual operation steps are complex and tedious, the workload is quite heavy, and each inspection is time-consuming and inefficient. Moreover, the detection rate of weld defects and the reliability of the test results using this traditional flaw detection method are largely dependent on the professional skills and practical experience of the inspectors. The varying skill levels of inspectors can easily affect the final inspection results.

[0004] Therefore, there is an urgent need to design a rail weld flaw detection scanning device and its flaw detection method that can carry flaw detection tools, achieve automatic positioning and automatic detachment on the rail, and ensure the efficiency and accuracy of flaw detection. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the aforementioned background technology and provide a rail weld flaw detection and scanning device and its flaw detection method that can be automatically installed and positioned on the rail or detached from the rail by lifting. The rail weld flaw detection and scanning device can realize the standard flaw detection inspection of rail welds without the need for workers to carry flaw detection tools and perform manual flaw detection operations, thus ensuring detection efficiency and accuracy.

[0006] To achieve this objective, the rail weld flaw detection and scanning device designed in this 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 disposed on the scanning bracket; the guide rail slider mechanism includes a first guide rail arranged along the length of the rail, a guide rail slider disposed 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 be in contact with the rail surface 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 disposed on the second guide rail, a rail side probe is fixed inside 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 linked structures, the rail side probe can automatically contact the rail side surface by the mounting of the scanning bracket on the rail or the rail side probe can be separated from the rail side surface by the lifting of the scanning bracket.

[0007] Furthermore, the scanning bracket includes a cantilever beam bracket for hoisting and end plate brackets 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 to initially position the rail weld flaw detection scanning bracket on the rail, and two hinged end plates that are respectively hinged to the left and right sides of the end of the cantilever beam bracket and arranged parallel to the fixed end plate; the left and right sides of the fixed end plate are respectively hinged to the two hinged end plates through a first guide rail, and the first guide rail is arranged perpendicular to the fixed end plate and the hinged end plates; a self-driving structure is connected between the fixed end plate and the two hinged end plates, which enables the two hinged end plates to automatically clamp the rail web when the fixed end plate is lowered onto the rail, and automatically release the rail web when the fixed end plate is lifted upward; the hinged end plates and the guide rail probe mechanism are linked.

[0008] Furthermore, a preliminary positioning plate is fixed to the bottom left and right sides of the fixed end plate, the inner surface of which can fit against the side of the rail head of the rail, so that the fixed end plate is initially positioned on the rail surface of the rail.

[0009] Furthermore, the self-driving structure includes a crossbar hinged between the middle of the two hinged end plates and a self-lifting mechanism that drives the crossbar to move up and down by being lowered or lifted on the rail through the fixed end plate; the left and right ends of the crossbar are respectively provided with waist-shaped holes along its length direction, and a positioning rod that can slide in the waist-shaped hole is fixed in the middle of the inner side of each hinged end plate.

[0010] Furthermore, the self-lifting mechanism includes a self-lifting slide fixed to the fixed end plate, and a self-lifting slider that can move up and down is slidably disposed inside the self-lifting slide, and the self-lifting slider is fixed to the crossbar.

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

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

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

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

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

[0016] The TOFD detection method includes: placing a scanning bracket on the rail, arranging at least one probe bracket and at least one rail surface probe on both sides of the weld along the length of the rail with the weld as the center, and driving the guide rail slider to reciprocate along the first guide rail through the slider driving mechanism to perform flaw detection on the weld area of ​​the rail according to the first flaw detection rule.

[0017] The single-probe reflection detection method includes: placing a scanning bracket on the rail, arranging at least one probe bracket and at least one rail surface probe on both sides of the weld along the length of the rail with the weld as the center, 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 rail according to the second flaw detection rule.

[0018] The dual-probe K-type detection method includes: placing the scanning bracket on the rail, arranging at least one probe bracket and at least one rail surface probe on both sides of the weld along the length of the rail with the weld as the center, 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 rail according to the third flaw detection rule.

[0019] The beneficial effects of this invention are as follows: the scanning bracket is precisely mounted on the rail, and then the positioning operation is automatically completed, ensuring that the entire scanning device is in the appropriate starting position. After the operation is completed, the scanning device can be automatically separated from the rail by a simple lifting action, making the operation convenient and efficient. This automated positioning and separation mechanism greatly facilitates the commencement and termination of flaw detection operations, reducing the tedious steps and time costs of manual adjustment. The first guide rail is arranged along the length of the rail, providing a stable guiding path for the movement of the entire guide rail slider, so that the movement of subsequent related components can strictly follow the extension direction of the rail, ensuring the linearity and accuracy of the flaw detection action, enabling it to cover different positions along the rail weld and not miss any critical flaw detection areas. The guide rail slider, as a key link connecting various components and realizing the movement function, has a rail surface probe fixed at its bottom. Driven by the slider drive mechanism, it can move back and forth along the first guide rail, thereby driving the rail surface probe to smoothly scan back and forth on the rail surface, performing detailed detection of weld defects that may exist on and near the rail surface. The slider drive mechanism provides power to the guide rail slider, driving it to move precisely and stably along the first guide rail. This ensures uniform and orderly flaw detection, allowing for comprehensive and standardized scanning of rail welds according to the set flaw detection program. The second guide rail is located below and parallel to the first guide rail, creating a side flaw detection path that corresponds to rail surface flaw detection. This provides reliable guidance and support for the movement of the rail-side probe, and together with the first guide rail, forms a flaw detection framework that comprehensively covers different parts of the rail. The probe bracket is slidably mounted on the second guide rail, housing the rail-side probe, and can reciprocate along the second guide rail under the drive of the guide rail slider. This design enables flexible movement of the rail-side probe on the side surface of the rail. Combined with the rail surface probe, it allows for three-dimensional flaw detection of rail welds from different angles and orientations. The railside probe is fixed inside the probe bracket. With the help of the linkage of the scanning bracket, when the scanning bracket is lowered onto the rail, the railside probe can automatically fit against the side surface of the rail to perform flaw detection on the weld area of ​​the rail side. When the scanning bracket is raised, the railside probe can smoothly detach from the side surface of the rail. The whole process does not require any additional complicated operations and has a high degree of automation.

[0020] In summary, by using the reciprocating movement of the rail surface probe along the first guide rail and the corresponding movement of the rail side probe on the second guide rail, comprehensive and multi-angle flaw detection of rail welds can be performed from two key dimensions: the rail surface and the side surface. This avoids blind spots that may exist in single-angle flaw detection, 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 and its linkage drive to the probe bracket, realizing the automated and orderly movement of the rail surface probe and the rail side probe. Compared with the traditional method of manually holding probes to detect flaws point by point, this greatly speeds up the flaw detection process, enabling the comprehensive scanning of long rail welds to be completed in a shorter time, effectively improving the efficiency of the entire flaw detection operation. The automatic positioning and automatic separation function of the scanning bracket, coupled with the coordinated cooperation of the guide rail slider mechanism and the guide rail probe mechanism, reduces the time spent on repeated manual installation, adjustment, and disassembly of equipment, allowing the flaw detection work to be carried out more compactly and continuously. The entire device features ingenious coordination between its components. From the automatic interaction between the scanning bracket and the rail, to the coordinated operation of the internal components of the guide rail slider mechanism and the guide rail probe mechanism, the operational logic is clear and highly automated. Inspection personnel only need to perform simple startup, control, and final equipment retrieval operations, eliminating the need for complex manual alignment and fixing steps. This reduces reliance on operator skills, making inspection operations simpler and easier, and minimizing detection errors caused by human error. The stable guidance of the first guide rail in the guide rail slider mechanism and the reliable support of the second guide rail in the guide rail probe mechanism ensure that the rail surface probe and rail side probe remain stable and accurate during the moving inspection process. Combined with the excellent positioning and connection characteristics of the scanning bracket and the rail, the entire inspection and scanning device operates stably, ensuring the reliability of the inspection data and providing a solid data foundation for rail weld quality assessment. Because the structure of each part of the device is relatively flexible, especially the scanning bracket which can automatically position and separate from the rail, and the guide rail probe mechanism which can achieve the contact and separation of the rail side probe and the rail side surface through linkage, the flaw detection scanning device can adapt well to the flaw detection needs of rails of different specifications and different working conditions. It has strong versatility and practicality, and can play a good flaw detection role in different flaw detection application scenarios in railway engineering.

[0021] The rail weld flaw detection and scanning device can implement three different flaw detection methods, including but not limited to TOFD detection, single-probe reflection detection, and dual-probe K-type detection. Each method relies on the structural characteristics of the device to carry out flaw detection operations on the rail weld area, and while they share similar preparatory steps, their detection rules differ. This allows for comprehensive and detailed inspection of rail welds from different angles and using different principles, maximizing the defect detection rate. By integrating multiple flaw detection methods, rail welds can be inspected from multiple physical principle perspectives, avoiding the detection blind spots that may exist with a single method. Whether it's TOFD detection based on diffraction principles, single-probe reflection detection relying on reflection signals, or the detection method using dual probes, each method can leverage its advantages and complement each other, achieving comprehensive and in-depth quality inspection of rail welds and maximizing railway operation safety. Multiple methods can rely on the same rail weld flaw detection and scanning device, only differing in the flaw detection rules and principles. In actual flaw detection operations, there is no need to frequently change different flaw detection equipment. By utilizing the movement function of components such as the guide rail slider mechanism of the device, flaw detection can be carried out in an orderly manner according to the requirements of different methods, improving equipment utilization and reducing the time cost and operational complexity caused by equipment switching, thereby improving overall flaw detection efficiency. Each flaw detection method has clear operating procedures, from the installation of the scanning bracket and the arrangement of the probe to the driving of the guide rail slider and the corresponding flaw detection rules. These standardized procedures are easy for flaw detection personnel to learn and master, and also facilitate the formation of a standardized and unified operating mode in actual flaw detection work. This reduces detection errors caused by differences in human operation, ensures the accuracy and reliability of flaw detection results, and facilitates subsequent comparative analysis and quality assessment of flaw detection data. Attached Figure Description

[0022] Figure 1 A perspective view of the rail weld flaw detection and scanning device designed in this invention installed on a rail.

[0023] Figure 2 A three-dimensional view of the rail weld flaw detection and scanning device designed in this invention being lifted upwards and detached from the rail;

[0024] Figure 3 This is a perspective view of the probe bracket directly driven by the guide rail slider in this invention;

[0025] Figure 4 This is a side view of the rail weld flaw detection and scanning device designed in this invention installed on a rail.

[0026] Figure 5 This is a side view of the rail weld flaw detection and scanning device designed in this invention being lifted upwards and detached from the rail.

[0027] Figure 6This is an external perspective view of the connection between the self-lifting mechanism and the crossbar in this invention;

[0028] Figure 7 This is an inner perspective view of the connection between the self-lifting mechanism and the crossbar in this invention;

[0029] Figure 8 This is a perspective view of the scanning bracket in this invention;

[0030] Figure 9 This is a three-dimensional view of the structure of the two guide rail sliders in this invention, which are respectively connected to synchronous belts with opposite directions of motion.

[0031] Figure 10 This is a perspective view of the probe bracket driven by two guide rail sliders through an L-shaped connecting plate in this invention.

[0032] Figure 11 This is a top view of the rail weld flaw detection and scanning device designed according to the present invention;

[0033] Wherein, 1—rail, 2—scanning bracket (2.1—cantilever beam bracket, 2.2—end plate bracket), 3—first guide rail, 4—guide rail slider, 5—rail surface probe, 6—second guide rail, 7—probe bracket, 8—rail side probe (8.1—rail jaw and rail waist combined probe, 8.2—rail waist and rail bottom combined probe), 9—fixed end plate, 10—hinged end plate, 11—initial positioning plate, 12—crossbar, 13—positioning rod, 14—self-lifting slide, 15—self-lifting slider, 16—synchronous belt 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—Stepper motor, 25—Reducer, 26—Rail waist positioning half groove, 27—Magnetic base, 28—Rail head positioning half groove, 29—Guide rail sliding bracket, 30—L-shaped connecting plate, 31—Connecting spring, 32—Coupling fluid assembly (32.1—Assembly support, 32.2—Coupling fluid distribution pipe), 33—Hinge rod. Detailed Implementation

[0034] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. In the description of the present invention, it should be understood that the terms "upper," "lower," "front," "rear," "left," "right," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0035] like Figure 1 As shown in Figure 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 disposed 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 disposed 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, the bottom of the guide rail slider 4 being fixed with a rod that can be connected to the rail. The rail surface probe 5 is attached to the rail surface of the first rail 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 set on the second guide rail 6. A rail side probe 8 is fixed inside 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. The rail side probe 8 can automatically attach to the side surface of the rail by the scanning bracket 2 being installed on the rail 1, or the rail side probe 8 can be separated from the side surface of the rail by the lifting of the scanning bracket 2.

[0036] Example 1

[0037] Based on certain embodiments, the scanning bracket 2 includes a cantilever beam bracket 2.1 for hoisting and end plate brackets 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 initially position the rail weld flaw detection scanning bracket on the rail 1, and two hinged end plates 10 that are respectively hinged 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. The first guide rail 3 is arranged perpendicularly to the fixed end plate 9 and the hinged end plates 10. A self-driving structure connects the fixed end plate 9 and the two hinged end plates 10. Through the self-driving structure, the two hinged end plates 10 automatically clamp the rail web 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 automatically release the rail web of the rail 1. The hinged end plates 10 and the guide rail probe mechanism are linked. A hinge rod 33 is connected between the top of the hinged end plate 10 and the cantilever beam support 2.1. The two ends of the hinge rod 33 are hinged to the cantilever beam support 2.1 and the hinged end plate 10, respectively. The hinged end plate 10 and the hinge rod 33 form a skeleton-like hinged structure with the cantilever beam support 2.1, which facilitates the clamping of the hinged end plate 10 onto the rail 1. Each hinged end plate 10 has a rail head positioning half-groove 28 on its inner middle side, corresponding to the rail head of the rail 1. Each hinged end plate 10 also has a rail waist positioning half-groove 26 on its inner lower side, corresponding to the rail web of the rail 1. The two rail head positioning half-groos 28 form a rail head positioning groove that mates with the rail head of the rail 1, and the two rail waist positioning half-groos 26 form a rail waist positioning groove that mates with the rail web of the rail 1. The rail head positioning groove and the rail waist positioning groove together form an I-shaped groove structure that mates with the rail 1. Through the rational structural design of the hinged end plate 10, the mutual clamping and cooperation between the hinged end plate 10 and the rail 1 is ensured. A scale 20 can also be installed on the scanning bracket 2, and corresponding scale rods can be installed on the guide rail slider 4, allowing for real-time observation and control of the movement distance and position of the guide rail slider 4 on the first guide rail 3.

[0038] Example 2

[0039] Based on certain embodiments or Embodiment 1, a preliminary positioning plate 11 is fixed on the left and right sides of the bottom of the fixed end plate 9, the inner surface of which can fit against the side of the rail head of the rail 1, so that the fixed end plate 9 is initially positioned on the rail surface of the rail 1. The structure of the preliminary positioning plate 11 allows the fixed end plate 9 to be better secured to the rail head of the rail 1.

[0040] Example 3

[0041] Based on certain embodiments, or Embodiment 1 or Embodiment 2, the self-driving structure includes a crossbar 12 hinged between the middle portions of two hinged end plates 10 and a self-lifting mechanism that drives the crossbar 12 to move up and down via a fixed end plate 9 on a rail 1. The left and right ends of the crossbar 12 are respectively provided with oblong holes along its length, and a positioning rod 13 that can slide within the oblong hole is fixed to the inner middle portion of each hinged end plate 10. The self-lifting mechanism includes a self-lifting slide block 14 fixed to the fixed end plate 9, and a self-lifting slider 15 that can move up and down is slidably disposed within the self-lifting slide block 14, which is fixed to the crossbar 12. The crossbar 12 is hinged between the middle portions of the two hinged end plates 10, and oblong holes are provided at both ends of the crossbar 12 along its length, with the positioning rod 13 in the inner middle portion of each hinged end plate 10 able to slide within the oblong hole. This design allows the crossbar 12 to have a certain adaptive adjustment space when subjected to external force or driven by the self-lifting mechanism. The positioning rod 13 slides within the oblong hole, guiding the hinged end plate 10. When the crossbar 12 moves up and down, it drives the hinged end plate 10 to clamp or release the rail 1. The self-lifting slide 14 is fixed to 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 within the self-lifting slide 14 and is fixed to the crossbar 12. This structure allows the self-lifting mechanism to directly and effectively drive the crossbar 12 to move up and down. Furthermore, the self-lifting mechanism uses a combination of slide and slider, a relatively compact design. Compared to some complex lifting devices (such as large hydraulic lifting platforms), it has a significant advantage in space utilization. This allows the entire self-driven structure to be installed and used in relatively small spaces, making it particularly suitable for equipment or work scenarios with high space requirements, such as the internal equipment installation of some rail vehicles or compact workstations in industrial automated production lines.

[0042] Example 4

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

[0044] Example 5

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

[0046] Example 6

[0047] Based on the above embodiment five, a drive connection structure for the 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 to two segments of synchronous belt 17 with opposite directions of movement of the synchronous belt pulley mechanism. A probe bracket 7 is driven connected to both sides of the first guide rail slider 18 and both sides of the second guide rail slider 19. One side of the first guide rail slider 18 is directly driven connected to the nearest probe bracket 7, and the other side of the first guide rail slider 18 is directly driven connected to the nearest probe bracket 7 of the second guide rail slider 19; one side of the second guide rail slider 19 is directly driven connected to the nearest probe bracket 7 of its own, and the other side of the second guide rail slider 19 is directly driven connected to the nearest probe bracket 7 of the first guide rail slider 18. Figure 3 and 10 As shown, the structure in which the first guide rail slider 18 or the second guide rail slider 19 is directly driven to the probe bracket 7 is as follows: one end of the first guide rail slider 18 or one end of the second guide rail slider 19 is engaged with the top of the probe bracket 7. 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. To increase the stability of the probe bracket 7, the top of the probe bracket 7 is slidably mounted on the first guide rail 3. Figure 1 and Figure 10 As shown, one end of the first guide rail slider 18 or one end of the second guide rail slider 19 is locked inside the guide rail sliding bracket 29, and the guide rail sliding bracket 29 is fixedly connected to the probe bracket 7 at the end away from the first guide rail slider 18 or the end away from the second guide rail slider 19 through the L-shaped connecting plate 30.

[0048] like Figure 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 movements of the probe brackets 7 on the left and right sides of the scanning device can be achieved. Specifically, 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 in opposite directions; similarly, when the two probe brackets 7 on the right side of the scanning device move in opposite directions, 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 it maximizes the distance between the probe brackets 7 on the left and right sides of the scanning device, thereby expanding the detection area on both sides of the weld when using the dual-probe K-type detection method.

[0049] Example 7

[0050] The flaw detection methods based on the rail weld flaw detection and scanning device designed in the above-mentioned Embodiment 1, Embodiment 2, Embodiment 3, Embodiment 4, Embodiment 5, or Embodiment 6 include TOFD detection method, single probe reflection detection method, and dual probe K-type detection method;

[0051] The probe bracket 7 houses a rail jaw and rail waist combined probe 8.1 and a rail waist and rail bottom combined probe 8.2. Multiple rail side probes, arranged from bottom to top, are fixed within both the rail jaw and rail waist combined probe 8.1 and the rail waist and rail bottom combined probe 8.2, enabling comprehensive inspection of the side surface of the rail 1. The rail jaw and rail waist combined probe 8.1 and the rail waist and rail bottom combined probe 8.2 are connected to the probe bracket 7 via horizontal and vertical connecting springs, ensuring the position of the combined probes within the probe bracket 7 while allowing for adjustment gaps between the upper and lower combined probes. Furthermore, flow channels can be arranged inside the probe bracket 7 and the combined probes. A coupling fluid assembly 32, including an assembly support 32.1 and a coupling fluid distribution pipe 32.2, can be arranged on the probe bracket. A water pump can deliver the coupling fluid to the coupling fluid distribution pipe 32.2, and then the coupling fluid is sprayed onto the side surface of the rail through the flow channels, optimizing the flaw detection performance.

[0052] The TOFD inspection method includes: placing the scanning bracket 2 on the rail 1, arranging a probe bracket 7 and a rail surface probe 5 on both sides of the weld along the length of the rail 1 with the weld as the center, and driving the guide rail slider 4 to reciprocate along the first guide rail 3 through the slider driving mechanism to perform 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. This invention provides an embodiment: Centered on the weld, the rail-side probes on one side of the outer surface of the rail 1 (located inside the probe bracket 7) are triggered sequentially from bottom to top or from top to bottom, causing the rail-side probes on the other side of the outer surface of the rail 1 to receive their 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; Centered on the weld, the rail-side probes on one side of the inner surface of the rail 1 are triggered sequentially from bottom to top or from top to bottom, causing the rail-side probes on the other side of the inner surface of the rail 1 to receive their 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; Centered on the weld, the rail surface probe 5 on one side of the rail 1 is triggered, causing the rail surface probe 5 on the other side of the rail 1 to receive its corresponding ultrasonic signal.

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

[0054] The dual-probe K-type inspection method includes: placing the scanning bracket 2 on the rail 1; arranging a probe bracket 7 and a rail surface probe 5 on both sides of the weld along the length of the rail 1, with the weld as the center; driving the guide rail slider 4 to reciprocate along the first guide rail 3 via a slider drive mechanism; and inspecting 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. One embodiment of this invention is as follows: triggering the rail side probes on one side of the outer surface of the rail 1 sequentially from bottom to top or top to bottom, causing the rail side probes on one side of the inner surface of the rail 1 to receive their corresponding ultrasonic signals; triggering the oblique probes of the rail surface probes 5 on one side of the rail 1, causing the oblique probes of the rail surface probes 5 on the other side of the rail 1 to receive their corresponding ultrasonic signals; and triggering the rail side probes on the other side of the outer surface of the rail 1 sequentially from bottom to top or top to bottom, causing the rail side probes on the other side of the inner surface of the rail 1 to receive their corresponding ultrasonic signals.

[0055] All of the above-mentioned flaw detection methods can be driven by a slider drive mechanism to drive the guide rail slider 4 to reciprocate along the first guide rail 3, thereby driving the rail side probe and rail surface probe 5 inside the probe bracket 7 to move, so as to realize flaw detection within the coverage area of ​​the rail weld flaw detection scanning device.

[0056] In this invention, the scanning bracket 2 is precisely mounted on the rail 1, and then automatically completes the positioning operation to ensure that the entire scanning device is in the appropriate starting position. After the operation is completed, the scanning device can be automatically separated from the rail 1 by a simple lifting action, making the operation convenient and efficient. This automated positioning and separation mechanism greatly facilitates the commencement and termination of flaw detection operations, reducing the tedious steps and time costs of manual adjustment. The first guide rail 3 is arranged along the length of the rail 1, providing a stable guiding path for the movement of the entire guide rail slider 4, so that the movement of subsequent related components can strictly follow the extension direction of the rail, ensuring the linearity and accuracy of the flaw detection action, enabling it to cover different positions along the rail weld and not miss any critical flaw detection areas. The guide rail slider 4, as a key link connecting various components and realizing the movement function, has a rail surface probe 5 fixed at its bottom. Driven by the slider drive mechanism, it can move back and forth along the first guide rail 3, thereby driving the rail surface probe 5 to smoothly scan back and forth on the rail surface of the rail 1, and perform detailed detection of weld defects that may exist on the rail surface and in the vicinity. The slider drive mechanism provides power to the guide rail slider 4, driving it to move precisely and stably along the first guide rail 3. This ensures uniform and orderly flaw detection, allowing for a comprehensive and standardized scan of the rail welds according to the set flaw detection program. The second guide rail 6 is located below and parallel to the first guide rail 3, creating a side flaw detection path that corresponds to the rail surface flaw detection. This provides reliable guidance and support for the movement of the rail-side probe, and together with the first guide rail 3, forms a flaw detection framework that comprehensively covers different parts of the rail 1. The probe bracket 7 is slidably mounted on the second guide rail 6, with the rail-side probe fixed inside. Driven by the guide rail slider 4, it can reciprocate along the second guide rail 6. This design enables flexible movement of the rail-side probe on the side surface of the rail 1. In conjunction with the rail surface probe 5, it allows for three-dimensional flaw detection of the rail welds from different angles and orientations. The railside probe is fixed inside the probe bracket 7. With the help of the linkage of the scanning bracket 2, when the scanning bracket 2 is installed on the rail 1, the railside probe can automatically fit against the rail side surface to perform flaw detection on the weld area of ​​the rail side. When the scanning bracket 2 is lifted, the railside probe can smoothly detach from the rail side surface. The whole process does not require any additional complicated operations and has a high degree of automation.

[0057] In summary, by reciprocating along the first guide rail 3 with the rail surface probe 5 and correspondingly moving along the second guide rail 6 with the rail side probe, comprehensive and multi-angle flaw detection of the rail weld can be performed from two key dimensions: the rail surface and the side surface of the rail 1. This avoids blind spots that may exist in single-angle flaw detection, greatly improves the accuracy of weld defect detection, and helps 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 automated and orderly movement of the rail surface probe 5 and the rail side probe. Compared with the traditional manual point-by-point flaw detection method, this greatly speeds up the flaw detection process, enabling a comprehensive scan of long rail welds to be completed in a shorter time, effectively improving the efficiency of the entire flaw detection operation. The automatic positioning and automatic separation function of the scanning bracket 2, combined with the coordinated cooperation of the guide rail slider mechanism and the guide rail probe mechanism, reduces the time spent on repeated manual installation, adjustment, and disassembly of equipment, allowing the flaw detection work to be carried out more compactly and continuously. The entire device features ingenious coordination between its components. From the automatic interaction between the scanning bracket 2 and the rail 1 to the coordinated operation of the internal components of the guide rail slider mechanism and the guide rail probe mechanism, the operational logic is clear and highly automated. Inspection personnel only need to perform simple startup, control, and final equipment retrieval operations, eliminating the need for complex manual alignment and fixing steps. This reduces reliance on operator skills, making inspection operations simpler and easier, and minimizing detection errors caused by human error. The stable guidance of the first guide rail 3 to the guide rail slider 4 in the guide rail slider mechanism, and the reliable support of the second guide rail 6 to the probe bracket 7 in the guide rail probe mechanism, ensure that the rail surface probe 5 and the rail side probe remain stable and accurate during the moving inspection process. Combined with the excellent positioning and connection characteristics of the scanning bracket 2 and the rail 1, the entire inspection and scanning device operates stably, ensuring the reliability of the inspection data and providing a solid data foundation for rail weld quality assessment. Because the structure of each part of the device is relatively flexible, especially the scanning bracket 2 which can automatically position and separate from the rail 1, and the guide rail probe mechanism which can achieve the contact and separation of the rail side probe and the side surface of the rail through linkage, the flaw detection scanning device can adapt well to the flaw detection needs of rails of different specifications and different working conditions. It has strong versatility and practicality, and can play a good flaw detection effect in different flaw detection application scenarios in railway engineering.

[0058] The rail weld flaw detection and scanning device can implement three different flaw detection methods, including but not limited to TOFD detection, single-probe reflection detection, and dual-probe K-type detection. Each method relies on the structural characteristics of the device to carry out flaw detection operations on the rail weld area, and while they share similar preparatory steps, their detection rules differ. This allows for comprehensive and detailed inspection of rail welds from different angles and using different principles, maximizing the defect detection rate. By integrating multiple flaw detection methods, rail welds can be inspected from multiple physical principle perspectives, avoiding the detection blind spots that may exist with a single method. Whether it's TOFD detection based on diffraction principles, single-probe reflection detection relying on reflection signals, or the detection method using dual probes, each method can leverage its advantages and complement each other, achieving comprehensive and in-depth quality inspection of rail welds and maximizing railway operation safety. Multiple methods can rely on the same rail weld flaw detection and scanning device, only differing in the flaw detection rules and principles. In actual flaw detection operations, there is no need to frequently change different flaw detection equipment. By utilizing the movement function of components such as the guide rail slider mechanism of the device, flaw detection can be carried out in an orderly manner according to the requirements of different methods, improving equipment utilization and reducing the time cost and operational complexity caused by equipment switching, thereby improving overall flaw detection efficiency. Each flaw detection method has clear operating procedures, from the installation of the scanning bracket 2 and the arrangement of the probe to the driving of the guide rail slider 4 and the corresponding flaw detection rules. These standardized procedures are easy for flaw detection personnel to learn and master, and also facilitate the formation of a standardized and unified operating mode in actual flaw detection work. This reduces detection errors caused by differences in human operation, ensures the accuracy and reliability of flaw detection results, and facilitates subsequent comparative analysis and quality assessment of flaw detection data.

[0059] It should be noted that the above description of the technical solutions is exemplary, and this specification may be embodied in different forms and should not be construed as limiting itself to the technical solutions set forth herein. Rather, providing these descriptions will ensure that the disclosure of this invention is thorough and complete, and will fully convey the scope of this specification to those skilled in the art. Furthermore, the technical solutions of this invention are defined only by the scope of the claims. When using terms such as "comprising," "having," and "including" as described in this specification, there may also be another part or other components, and the terms used are generally singular but may also represent plural forms. It should be pointed out that although various different components may appear and be described in this specification using terms such as "first," "second," "top," "bottom," "one side," "the other side," "one end," "the other end," etc., 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, a first component may be referred to as a second component, and similarly, a second component may be referred to as a first component; top and bottom components may, in certain cases, be interchanged or converted; components at one end and at the other end may have the same or different performance characteristics.

[0060] Finally, it should be noted that the above embodiments are merely representative examples of the present invention. Obviously, the present invention is not limited to the above embodiments and many variations are possible. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention should be considered within the protection scope of the present invention.

Claims

1. A rail weld flaw detection and scanning device, characterized in that: It 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 set 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) set 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). The bottom of the guide rail slider (4) is fixed with a rail surface probe (5) that can fit with the rail surface of the rail (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 disposed on the second guide rail (6). A rail-side probe (8) is fixed inside 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 linked. The rail-side probe (8) can automatically adhere to the rail side surface by the scanning bracket (2) being lowered onto the rail (1) or by the lifting of the scanning bracket (2) causing the rail-side probe (8) to detach from the rail side surface. The scanning bracket (2) includes a tool for... The cantilever beam support (2.1) is hoisted and the end plate support (2.2) is connected to the front and rear ends of the cantilever beam support (2.1); the end plate support (2.2) includes a fixed end plate (9) that can be vertically supported on the rail surface of the rail (1) and allows the rail weld flaw detection and scanning support to be initially positioned on the rail (1), and two hinged end plates (10) that are respectively hinged to the left and right sides of the end of the cantilever beam support (2.1) and arranged parallel to the fixed end plate (9); the left and right sides of the fixed end plate (9) are respectively hinged to the two hinged end plates (10) by a first guide rail (3), and the first guide rail (3) is arranged perpendicular to the fixed end plate (9) and the hinged end plate (10); A self-driving structure connects the fixed end plate (9) and the two hinged end plates (10). This self-driving structure allows the two hinged end plates (10) to automatically clamp the rail web of the rail (1) when the fixed end plate (9) is placed on the rail (1). When the fixed end plate (9) is lifted upwards, the two hinged end plates (10) can automatically release the rail web of the rail (1). The hinged end plates (10) and the guide rail probe mechanism are linked. The self-driving structure includes a crossbar (12) hinged between the middle parts of the two hinged end plates (10) and a self-lifting mechanism that drives the crossbar (12) to move up and down when the fixed end plate (9) is placed on or lifted on the rail (1). The left and right ends of the rod (12) are respectively provided with waist-shaped holes along its length direction. A positioning rod (13) that can slide in the waist-shaped hole is fixed in the middle of the inner side of each hinge end plate (10). The self-lifting mechanism includes a self-lifting slide (14) fixed on the fixed end plate (9). A self-lifting slider (15) that can move up and down is slidably arranged in the self-lifting slide (14). The self-lifting slider (15) is fixed on the cross bar (12). The second guide rail (6) is vertically fixed between the two hinge end plates (10) located on the front and rear sides of the scanning bracket (2). The hinge end plate (10) and the guide rail probe mechanism form the linkage structure through the second guide rail (6).

2. The rail weld flaw detection and scanning device as described in claim 1, characterized in that: The bottom left and right sides of the fixed end plate (9) are respectively fixed with an initial positioning plate (11) whose inner surface can fit with the side of the rail head of the rail (1) so that the fixed end plate (9) is initially positioned on the rail surface of the rail (1).

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

4. The rail weld flaw detection and scanning device as described in claim 3, characterized in that: The guide rail slider (4) includes at least two first guide rail sliders (18) and second guide rail sliders (19) that are respectively fixed on two sections of synchronous belt (17) with opposite directions of movement of the synchronous belt pulley mechanism. 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 driven to be connected to a probe bracket (7).

5. The rail weld flaw detection and scanning device as described in claim 4, characterized in that: One side of the first guide rail slider (18) is directly driven to connect to the nearest probe bracket (7), and the other side of the first guide rail slider (18) is directly driven to connect to the nearest probe bracket (7) to the second guide rail slider (19); one side of the second guide rail slider (19) is directly driven to connect to the nearest probe bracket (7), and the other side of the second guide rail slider (19) is directly driven to connect to the nearest probe bracket (7) to the first guide rail slider (18).

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

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