Method and system for judging flaw detection spectrum of steel rail weld joint

Abstract

The invention belongs to the technical field of train track detection, and discloses a steel rail welding seam flaw detection spectrum discrimination method and system, and the method comprises the steps: configuring detection parameters, transferring detection equipment to a trackside, and preparing scanning detection; placing a probe of detection equipment at a corresponding scanning position, performing automatic detection, and decomposing a returned acoustic beam detection signal to obtain top view mapping, cross section mapping and defect coordinates; and returning the scanned data to the terminal for re-checking. The invention provides a more convenient and more visual welding seam damage positioning method, and can improve the repetition of welding rib waves and damage waves with higher field distinguishing difficulty. Through multi-view analysis, multi-angle, visual and convenient information display can be provided for operators, meanwhile, the flaw detection and rechecking efficiency is improved, and a large amount of unnecessary work consumed by skylight point time is saved. Compared with previous sonic path distance calculation, a map mapping algorithm is adopted, welding rib waves and damage waves are clearly distinguished, and the detection efficiency is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of train track detection, and in particular, relates to a method and system for distinguishing rail weld flaw detection patterns. Background Art

[0002] As the main artery of the national economy, an important national infrastructure and a means of transportation, railways play an important role in the development of the national economy and society. After construction and development in recent years, my country's railway transportation capacity has been further expanded. By the end of 2021, the national railway operating mileage will reach about 150,000 kilometers, including about 40,000 kilometers of high-speed railways. The quality and health of rail parent materials and rail welding are directly related to the safety of railway transportation. The welding defects in the welds and the fatigue damage caused by high-intensity use have left safety hazards to the efficient operation of the railway. The safe operation of trains is closely related to the quality of the line. According to the statistics of the China Academy of Railway Sciences on broken rails in 2021, 1 / 2 of the broken rail accidents were related to welded joints, of which thermite welding accounted for 81% of the fractures of welded joints. Therefore, rail weld detection has received much attention.

[0003] The rail weld system damage judgment method was compared with the conventional ultrasonic method, and it was found that many processes and judgments were quite different. At the same time, the conventional ultrasonic judgment method uses a combination of A-scan and C-scan to quickly locate the damage, but interference such as weld rib waves cannot be judged by combining views. It is necessary to manually explore the approximate position of the ultrasonic parameter analysis to see if the A-scan wave has fluctuations to make a judgment. Summary of the invention

[0004] In view of this, the present invention provides a rail weld flaw detection pattern identification method and system to solve the above problems.

[0005] In order to solve the above technical problems, the present invention provides a rail weld flaw detection pattern identification method, comprising:

[0006] Configure the inspection parameters, transport the inspection equipment to the trackside, and prepare for scanning and inspection;

[0007] Place the probe of the detection equipment at the corresponding scanning position for automated detection, and decompose the returned acoustic beam detection signal to obtain the top view mapping, cross-sectional mapping and defect coordinates;

[0008] The scanned data is returned to the terminal for review and a report is printed.

[0009] As an optional method, the scanning inspection includes a first surface inspection and a second surface inspection of any rail surface and / or rail bottom;

[0010] The first surface inspection includes: after cleaning the dirt and rust on the rail surface and / or rail bottom, spraying coupling agent on the first surface, lowering the scanning arm of the inspection equipment, pushing the corresponding inspection probe of the inspection equipment close to the rail weld bar on the side where the first surface is located and fixing it on the rail, issuing an inspection instruction, placing it at the corresponding scanning position and then performing automatic inspection;

[0011] The second side inspection includes: after completing the first side inspection, folding the scanning arm, tilting and lifting the equipment, spraying coupling agent on the second side, lowering the scanning arm of the inspection equipment, pushing the corresponding inspection probe of the inspection equipment close to the track weld on the side where the second side is located and fixing it on the track, issuing the inspection command, placing it in the corresponding scanning position and then performing automatic inspection.

[0012] As an optional method, the probes of the detection equipment are placed at the corresponding scanning positions according to preset angles to perform acoustic beam detection and the scanning data is transmitted back for calculation by a mapping algorithm, which includes the following methods:

[0013] After multiple probes are arranged beside the track, the probe positions, probe parameters and scanning angles are calibrated to obtain the scanning angle, the first deflection angle and the second deflection angle. A three-dimensional coordinate system is constructed by decomposing the scanning angle, the first deflection angle, the second deflection angle and the sound beam signal vector into components of the X-axis, Y-axis and Z-axis. Based on the coordinates of the components and the sound beam incident point, the scanning data and defect coordinates are obtained, and a top view mapping and a cross-sectional mapping are formed.

[0014] As an optional manner, the probes are distributed in binary even numbers: any plurality of probes include a first group of probes and a second group of probes, and the number of the first group of probes is equal to the number of the second group of probes.

[0015] As an optional method, obtain the top view map including:

[0016] After determining the operating status and calibration parameters of the probe, determine whether the scanning angle is positive or negative;

[0017] If the angle value of the first group of probes is negative and the sound beam is to the left, and the angle value of the second group of probes is positive and the sound beam is to the left, or if the angle value of the first group of probes is positive and the sound beam is to the right, and the angle value of the second group of probes is negative and the sound beam is to the right, then calculate the X coordinate and Y coordinate of the incident point and obtain the Y coordinate of the defect in the top view;

[0018] If the first deflection angle is positive, and the first group of probes is facing right or the second group of probes is facing left, the X coordinate of the top view defect is calculated, and the Y coordinate of the top view defect is combined to output the top view defect coordinate;

[0019] If the first deflection angle is negative, and the first group of probes is facing left or the second group of probes is facing right, it is determined whether the sound beam hits the rail bottom side in the weld area. If it does not hit the rail bottom side, the top view defect X coordinate is obtained through primary wave detection, and the top view defect Y coordinate is merged to output the top view defect coordinate; if it hits the rail bottom side, the top view defect X coordinate is obtained through secondary wave detection, and the top view defect Y coordinate is merged to output the top view defect coordinate.

[0020] As an optional method, obtain a cross-section map by:

[0021] After determining the operating status and calibration parameters of the probe, determine whether the scanning angle is positive or negative;

[0022] If the angle value of the first group of probes is negative and the sound beam is to the left, and the angle value of the second group of probes is positive and the sound beam is to the left, or if the angle value of the first group of probes is positive and the sound beam is to the right, and the angle value of the second group of probes is negative and the sound beam is to the right, then calculate the X coordinate and Z coordinate of the incident point; and obtain the Z coordinate of the cross-sectional defect;

[0023] If the first deflection angle is positive, and the first group of probes is facing right or the second group of probes is facing left, the X coordinate of the cross-sectional defect is calculated, and the Z coordinate of the cross-sectional defect is combined to output the coordinate of the cross-sectional defect;

[0024] If the first deflection angle is negative, and the first group of probes is facing left or the second group of probes is facing right, it is determined whether the sound beam hits the rail bottom side in the weld area. If it does not hit the rail bottom side, the X coordinate of the cross-sectional defect is obtained through primary wave detection, and the Z coordinate of the cross-sectional defect is combined to output the cross-sectional defect coordinate; if it hits the rail bottom side, the X coordinate of the cross-sectional defect is obtained through secondary wave detection, and the Z coordinate of the top view defect is combined to output the top view defect coordinate.

[0025] As an optional method, obtaining the Z coordinate of the cross-sectional defect also includes:

[0026] Determine whether the sound beam hits the bottom surface of the rail bottom or the bottom surface of the weld rib in the weld area; if not, obtain the Z coordinate of the cross-sectional defect through primary wave detection; if yes, obtain the Z coordinate of the cross-sectional defect through secondary wave detection.

[0027] As an optional method, the scan data is returned to the terminal for review including:

[0028] A-scan data is introduced, and top view mapping and cross-section mapping are combined to determine whether there is damage data beyond the gate;

[0029] Detect the highest wave position and determine whether the echo is a damage echo; if it is determined to be a damage echo, determine the damage position and probe calibration parameters, select the corresponding channel and verification probe for damage verification, and record the displacement and damage equivalent.

[0030] As an optional method, the scanning inspection includes the rail bottom, rail waist, rail surface, rail head and weld wall; the probe includes an ultrasonic probe and / or an oblique probe.

[0031] On the other hand, the present invention also provides a rail weld flaw detection pattern identification system, which is used to execute the above rail weld flaw detection pattern identification method, comprising:

[0032] An operation terminal is configured with a central processing unit and a display interface for interacting the scan data with the operation instructions;

[0033] Data management system: The data management system is used to save test data, screen recording data, test tables and damage reports.

[0034] The beneficial effects of the present invention are:

[0035] The present invention proposes a method for distinguishing rail weld flaw detection patterns. The main purpose is to provide a more convenient and intuitive weld damage location function, while greatly improving the repetition of weld rib waves and damage waves that are difficult to distinguish on site. Multi-view analysis can provide operators with multi-angle, intuitive and convenient information display, while improving the efficiency of flaw detection and review, saving a lot of unnecessary work that consumes time at skylight points. Compared with the previous sound path calculation, the use of the spectrum mapping algorithm clearly distinguishes weld rib waves from damage waves, thereby improving detection efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 A schematic diagram of a flow chart of a rail weld flaw detection pattern identification method provided by an embodiment of the present invention;

[0037] Figure 2 A schematic diagram of scanning decomposition of a mapping algorithm provided in an embodiment of the present invention;

[0038] Figure 3 A schematic diagram of the probe arrangement during scanning using the mapping algorithm provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0039] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is further described in detail below in conjunction with specific implementation methods.

[0040] See also Figure 1 The present embodiment provides a method for identifying a rail weld flaw detection pattern, including: configuring detection parameters, transporting the detection equipment to the railside, and then performing a scanning detection; the scanning detection includes: extending the probes of the detection equipment to the corresponding scanning positions according to preset angles to perform acoustic beam detection, decomposing the returned acoustic beam detection signals to obtain a top view mapping, a cross-sectional mapping, and defect coordinates; returning the scanning data to the terminal for review, and printing a report.

[0041] In this embodiment, conventional weld flaw detection software is pre-configured, and a software operation process is built based on the standard operation process of rail weld flaw detection. In order to completely cover the rails and eliminate the blind spots of rail weld flaw detection, the overall process is divided into a detection process and a calibration process. The weld detection mainly includes two steps: hand-push weld rail head, rail waist and rail bottom center area scanning, and weld wall scanning and rail bottom scanning.

[0042] As an optional method, the scanning inspection includes a first surface inspection and a second surface inspection of any rail surface and / or rail bottom;

[0043] The first side inspection includes: after cleaning the dirt and rust on the rail surface and / or rail bottom, spraying coupling agent on the first side, lowering the scanning arm of the inspection equipment, pushing the inspection equipment close to the rail weld on the side where the first side is located and fixing it on the rail, issuing a detection command, and driving the inspection equipment to move along the rail for scanning. The second side inspection includes: after completing the first side inspection, retracting the scanning arm, tilting and lifting the equipment, spraying coupling agent on the second side, lowering the scanning arm of the inspection equipment, pushing the inspection equipment close to the rail weld on the side where the second side is located and fixing it on the rail, issuing a detection command, and driving the inspection equipment to move along the rail for scanning.

[0044] Based on the above scheme, the specific process of rail surface scanning in this embodiment is as follows:

[0045] Spray the coupling agent, place the device about 200mm away from the weld on one side, set the weld parameters and start testing. Push the device to perform the testing task, push the device over the weld on the opposite side, turn the device 180°, and push the device from about 200mm away from the weld on the other side until the device passes the weld area.

[0046] The specific process of rail bottom scanning in this embodiment is as follows:

[0047] Clean the rail bottom surface, spray coupling agent, place the device on one side of the weld, lower the left and right swing arms, gently push the device so that the rail bottom probe is close to the weld bar on this side, and then press the two fixing plates on the front and rear panels of the device to fix the device on the rail. After setting the rail bottom parameters and weld parameters, set the detection distance according to the actual fastener conditions on site, and start the automatic detection of the rail bottom on this side. Save after the detection is completed. After that, put away the swing arm, reverse the device, and repeat the above steps to complete the entire rail bottom detection.

[0048] When performing defect detection, this embodiment uses a mapping algorithm to scan the rail defects. Figure 3 , Figure 2The following is a schematic diagram of the decomposition of the mapping principle of the acoustic beam scanning in this embodiment. With point A as the probe position, the first deflection angle AP and the second deflection angle AR can be obtained according to the probe position, probe parameters and scanning angle, so that the acoustic beam signal AC received by the probe is decomposed in a three-dimensional rectangular coordinate system to obtain the X-direction component BD, the Y-direction component DC and the Z-direction component AB. Among them, AP is the angle between the projection of the acoustic beam on the horizontal plane and the longitudinal direction of the rail, AR is the angle between the projection of the acoustic beam on the vertical plane and the straight line passing through the acoustic beam incident point and vertically downward, and AS is the acoustic beam deflection angle of the probe. Based on the three components and the coordinates of point A, the position of the defect C can be obtained through judgment and calculation, and the top view mapping (X coordinate and Y coordinate) and cross-sectional mapping (X coordinate and Z coordinate) can be obtained. For details, please refer to Figure 3 , this embodiment is implemented as follows:

[0049] A plurality of probes are arranged beside the rail in a binary even-number distribution, so that any plurality of probes includes a first group of probes and a second group of probes, and the number of the first group of probes and the number of the second group of probes are equal. In this embodiment, the probe deflection angle is -30 degrees to 30 degrees, and when the probe deflection angle is negative, the sound beam deflects to the left, and when it is positive, the sound beam deflects to the right.

[0050] The process of obtaining the top view mapping is:

[0051] After judging the running state and calibration parameters of the probe, judge the positive or negative of the scanning angle; if the angle value of the first group of probes is negative and the sound beam is to the left, the angle value of the second group of probes is positive and the sound beam is to the left, or if the angle value of the first group of probes is positive and the sound beam is to the right, and the angle value of the second group of probes is negative and the sound beam is to the right, then calculate the X coordinate and Y coordinate of the incident point, and obtain the Y coordinate of the top view defect; if the first deflection angle is positive, and the first group of probes is to the right or the second group of probes is to the left, then calculate the X coordinate of the top view defect, merge the Y coordinate of the top view defect and output the top view defect coordinate; if the first deflection angle is negative, and the first group of probes is to the left or the second group of probes is to the right, then judge whether the sound beam hits the rail bottom side in the weld area. If it does not hit the rail bottom side, obtain the top view defect X coordinate through primary wave detection, merge the top view defect Y coordinate and output the top view defect coordinate; if it hits the rail bottom side, obtain the top view defect X coordinate through secondary wave detection, merge the top view defect Y coordinate and output the top view defect coordinate. This is because this embodiment determines the distance between the X component and the incident point to the rail bottom side according to the X, Y, and Z components obtained by decomposing the sound beam. If the X component is smaller than the incident point, it is a primary wave, otherwise it is a secondary wave.

[0052] The process of obtaining a cross-section map is:

[0053] After judging the running state and calibration parameters of the probe, judge the positive or negative of the scanning angle; if the angle value of the first group of probes is negative and the sound beam is to the left, the angle value of the second group of probes is positive and the sound beam is to the left, or if the angle value of the first group of probes is positive and the sound beam is to the right, and the angle value of the second group of probes is negative and the sound beam is to the right, then calculate the X coordinate and Z coordinate of the incident point; and obtain the Z coordinate of the cross-sectional defect; if the first deflection angle is positive, and the first group of probes is to the right or the second group of probes is to the left, then calculate the X coordinate of the cross-sectional defect, merge the Z coordinate of the cross-sectional defect to output the cross-sectional defect coordinate; if the first deflection angle is negative, and the first group of probes is to the left or the second group of probes is to the right, then judge whether the sound beam hits the rail bottom side in the weld area, if not, then obtain the X coordinate of the cross-sectional defect through primary wave detection, merge the Z coordinate of the cross-sectional defect to output the cross-sectional defect coordinate; if it hits the rail bottom side, then obtain the X coordinate of the cross-sectional defect through secondary wave detection, merge the Z coordinate of the top view defect to output the top view defect coordinate. Wherein, obtaining the Z coordinate of the cross-sectional defect also includes: determining whether the sound beam hits the bottom surface of the rail bottom or the bottom surface of the weld bar in the weld area; if not, obtaining the Z coordinate of the cross-sectional defect through primary wave detection, and if yes, obtaining the Z coordinate of the cross-sectional defect through secondary wave detection. This embodiment determines the distance between the Z component and the incident point to the bottom surface of the rail bottom or the bottom surface of the weld bar. If it is less than, it is a primary wave, otherwise it is a secondary wave. In addition, the position of the probe needs to be determined. When the probe is greater than a certain position, it is calculated based on the bottom surface of the rail bottom, and when it is less than, it is calculated based on the bottom surface of the weld bar.

[0054] Through the above process, the present embodiment obtains scanning data and defect data. At this time, since the weld rib wave generally appears fixedly at the position of the opposite weld rib, while the position of the defect echo is not fixed, the weld rib wave and the defect echo can be distinguished. Therefore, the present embodiment will review the returned data in the system or terminal.

[0055] In an optional scenario, the operator enters the playback interface and there is suspected data that exceeds the gate. By observing the horizontal and top view interfaces, the operator preliminarily determines whether it is damaged. Then select the suspected data and confirm whether it is damaged by associating the horizontal, top view, and A scan. If it is not damaged, enter the next detection interface. (Whether there is damage or not, you can print a report). You can also select the bottom of the rail to replay the data, use the automated equipment to locate the highest wave output position, and use the channel operation direction keys to control the scanning movement to confirm the displacement and waveform changes. Then conduct a damage review: After basically confirming that the echo is a damage wave, first read out the corresponding damage position, detection probe position, detection angle and other parameters from the playback view, switch to the manual review interface, use the corresponding probe, select the corresponding channel to review the damage, and confirm the displacement and equivalent (light or severe injury). Finally, after the review and confirmation, save the interface and fill in the relevant report information. You can save the data by printing the report or taking a real-time screenshot.

[0056] In the process of this embodiment, the operator can click Start in the rail surface detection mode of the system or terminal, push the equipment, and check the rail head, rail waist, rail bottom center and weld wall area. The echo exceeding the gate is mapped to the rail B scan image below the interface and the vertical cross-section image on the right. During the pushing process, due to the encoder, the B scan updates the data in real time following the pushing of the equipment. When replaying the data, the playback personnel can quickly locate the distance between the echo damage position and the weld bar through the ruler measurement of the B scan interface, which is convenient for personnel to quickly locate and confirm; after completing the rail bottom detection, the interface displays the flaw detection results, and the flaw detector can make a comprehensive judgment by viewing the weld mapping C scan / S scan / A scan and cross-section image in the interface. If the damage wave and the weld bar wave appear at the same time when the weld is judged, making it difficult to judge, the software separates the weld bar wave from the damage wave through the mapping algorithm, and the damage and the opposite side weld bar wave can be intuitively distinguished on the view, and the damage judgment is more direct, which improves the efficiency of on-site flaw detection. During the review, the operator can also quickly locate the damage through the damage information in the view. If the operator has any questions about the detection echo during data analysis, he can click Manual Review to enter the review mode and connect the Changchao probe for review and confirmation.

[0057] Through the above scheme, this embodiment can provide operators with multi-angle, intuitive and convenient information display through multi-view analysis. At the same time, it improves the efficiency of flaw detection and review, and saves a lot of unnecessary work that consumes time at the skylight point. Compared with the previous sound path calculation, the mapping algorithm clearly distinguishes the weld rib wave from the damage wave, and the damage positioning is within the error range of 1mm. The software is integrated into the on-site flaw detection process, and the weld flaw detection operation can be completed in 2 minutes. Through the trial, on-site operators quickly became familiar with the equipment and got started quickly.

[0058] On the other hand, this embodiment also provides a rail weld flaw detection pattern identification system for executing the above rail weld flaw detection pattern identification method, including: an operation terminal, the operation terminal is equipped with a central processing unit and a display interface, and is used to interact with scanning data and operation instructions; a data management system, and the data management system is used to save detection data, screen recording data, detection tables and damage reports. The specific model and type are not set in this embodiment, and can be configured according to the actual situation on site.

[0059] The above are only preferred embodiments of the present invention. It should be noted that the above preferred embodiments should not be regarded as limiting the present invention, and the protection scope of the present invention should be based on the scope defined by the claims. For ordinary technicians in this technical field, several improvements and modifications can be made without departing from the spirit and scope of the present invention, and these improvements and modifications should also be regarded as the protection scope of the present invention.

Claims

1. A rail weld flaw detection pattern identification method, characterized in that: include: Configure the inspection parameters, transport the inspection equipment to the trackside, and prepare for scanning and inspection; Place the probe of the detection equipment at the corresponding scanning position for automated detection, and decompose the returned acoustic beam detection signal to obtain the top view mapping, cross-sectional mapping and defect coordinates; The scanned data is returned to the terminal for graph review and a report is printed.

2. A rail weld flaw detection pattern identification method according to claim 1, characterized in that: The scanning inspection includes a first surface inspection and a second surface inspection of any rail surface and / or rail bottom; The first surface detection includes: after cleaning the dirt and rust on the rail surface and / or the rail bottom, spraying a coupling agent on the first surface, lowering the scanning arm of the detection device, pushing the corresponding detection probe of the detection device close to the rail weld rib on the side where the first surface is located and fixing it on the rail, issuing a detection instruction, and driving the detection probe to move along the bottom surface of the rail for scanning; The second surface detection includes: after completing the first surface detection, folding the scanning arm, tilting and lifting the equipment, spraying coupling agent on the second surface, lowering the scanning arm of the detection equipment, pushing the corresponding detection probe of the detection equipment close to the rail weld on the side where the second surface is located and fixing it on the rail, issuing a detection instruction, and driving the detection equipment to drive the detection probe to move along the bottom surface of the rail for scanning.

3. A rail weld flaw detection pattern identification method according to claim 1, characterized in that: The method of placing the probes of the detection equipment at the corresponding scanning positions according to the preset angles to detect the sound beam and transmitting the scanning data back to be calculated by the mapping algorithm includes the following methods: After multiple probes are arranged beside the track, the probe positions, probe parameters and scanning angles are calibrated to obtain the scanning angle, the first deflection angle and the second deflection angle; a three-dimensional coordinate system is constructed by decomposing the scanning angle, the first deflection angle, the second deflection angle and the acoustic beam signal vector into components of the X-axis, the Y-axis and the Z-axis; Based on the coordinates of the components and the incident point of the acoustic beam, the scanning data and the defect coordinates are acquired, and a top view mapping and a cross-sectional mapping are formed.

4. A rail weld flaw detection pattern identification method according to claim 3, characterized in that: The probes are binary even-numbered: any plurality of probes include a first group of probes and a second group of probes, and the number of the first group of probes is equal to the number of the second group of probes.

5. A rail weld flaw detection pattern identification method according to claim 4, characterized in that: Obtaining a top view map includes: After determining the operating status and calibration parameters of the probe, determine whether the scanning angle is positive or negative; If the angle value of the first group of probes is negative and the sound beam is to the left, and the angle value of the second group of probes is positive and the sound beam is to the left, or if the angle value of the first group of probes is positive and the sound beam is to the right, and the angle value of the second group of probes is negative and the sound beam is to the right, then calculate the X coordinate and Y coordinate of the incident point and obtain the Y coordinate of the defect in the top view; If the first deflection angle is positive, and the first group of probes is facing right or the second group of probes is facing left, the X coordinate of the top view defect is calculated, and the Y coordinate of the top view defect is combined to output the top view defect coordinate; If the first deflection angle is negative, and the first group of probes is facing left or the second group of probes is facing right, it is determined whether the sound beam hits the rail bottom side in the weld area. If it does not hit the rail bottom side, the top view defect X coordinate is obtained through primary wave detection, and the top view defect Y coordinate is merged to output the top view defect coordinate; if it hits the rail bottom side, the top view defect X coordinate is obtained through secondary wave detection, and the top view defect Y coordinate is merged to output the top view defect coordinate.

6. A rail weld flaw detection pattern identification method according to claim 1, characterized in that: Obtaining a cross-section map includes: After determining the operating status and calibration parameters of the probe, determine whether the scanning angle is positive or negative; If the angle value of the first group of probes is negative and the sound beam is to the left, and the angle value of the second group of probes is positive and the sound beam is to the left, or if the angle value of the first group of probes is positive and the sound beam is to the right, and the angle value of the second group of probes is negative and the sound beam is to the right, then calculate the X coordinate and Z coordinate of the incident point; and obtain the Z coordinate of the cross-sectional defect; If the first deflection angle is positive, and the first group of probes is facing right or the second group of probes is facing left, the X coordinate of the cross-sectional defect is calculated, and the Z coordinate of the cross-sectional defect is combined to output the cross-sectional defect coordinate; If the first deflection angle is negative, and the first group of probes is facing left or the second group of probes is facing right, it is determined whether the sound beam hits the rail bottom side in the weld area. If it does not hit the rail bottom side, the X coordinate of the cross-sectional defect is obtained through primary wave detection, and the Z coordinate of the cross-sectional defect is combined to output the cross-sectional defect coordinate; if it hits the rail bottom side, the X coordinate of the cross-sectional defect is obtained through secondary wave detection, and the Z coordinate of the top view defect is combined to output the top view defect coordinate.

7. A rail weld flaw detection pattern identification method according to claim 6, characterized in that: Obtaining the Z coordinate of the cross-sectional defect also includes: Determine whether the sound beam hits the bottom surface of the rail bottom or the bottom surface of the weld rib in the weld area; if not, obtain the Z coordinate of the cross-sectional defect through primary wave detection; if yes, obtain the Z coordinate of the cross-sectional defect through secondary wave detection.

8. A rail weld flaw detection pattern identification method according to claim 1, characterized in that: The returning the scanned data to the terminal for review includes: A-scan data is introduced, and top view mapping and cross-section mapping are combined to determine whether there is damage data beyond the gate; Detect the highest wave position and determine whether the echo is a damage echo; if it is determined to be a damage echo, determine the damage position and probe calibration parameters, select the corresponding channel and verification probe for damage verification, and record the displacement and damage equivalent.

9. A rail weld flaw detection pattern identification method according to claim 1, characterized in that: The scanning inspection includes the rail bottom, rail waist, rail surface, rail head and weld wall; the probe includes an ultrasonic probe and / or an oblique probe.

10. A rail weld flaw detection pattern identification system, used to execute the rail weld flaw detection pattern identification method according to any one of claims 1 to 9, characterized in that: include: An operation terminal, which is equipped with a central processing unit and a display interface for interacting with scan data and operation instructions; A data management system, wherein the data management system is used to store test data, screen recording data, test tables and damage reports.

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