Rail welding seam detection device for rail transit fault diagnosis

Abstract

The invention discloses a rail welding seam detection device for rail traffic fault diagnosis, and relates to the technical field of rail detection, the rail welding seam detection device comprises ultrasonic welding seam detectors, the ultrasonic welding seam detectors are slidably mounted on corresponding rail bodies through moving mechanisms, and a moving frame is fixedly mounted outside the ultrasonic welding seam detectors; the movable frames are connected through a synchronizing mechanism, guide bases are fixedly installed in the movable frames, the synchronizing mechanism comprises a sleeve, the two ends of the sleeve are slidably connected with a first connecting rod and a second connecting rod correspondingly, and hinge bases are fixedly installed at one end of the first connecting rod and one end of the second connecting rod correspondingly. The corresponding guide bases are hinged through the hinge seats connected with the first connecting rods and the second connecting rods which slide in the sleeves, and the ultrasonic welding seam detector can be driven to move synchronously, so that welding seams of two rail bodies on a rail are detected at the same time, return detection is not needed, and the time needed by detection is remarkably shortened.

Description

Technical Field

[0001] The present invention relates to the technical field of track detection, and in particular to a track weld detection device for rail transit fault diagnosis. Background Art

[0002] Rail transit is widely used as an efficient, environmentally friendly, safe, and comfortable public transportation mode. Rail transit fault diagnosis is a key step in ensuring the safe and efficient operation of railway systems.

[0003] Unlike traditional modes of transportation, rail transit relies on tracks to transport materials or people. Railway tracks, also known as rails, rails, or tracks, are a vital component of the railway system, supporting and guiding the movement of trains. Tracks typically consist of two parallel steel rails, usually at a fixed distance. The rails are fixed to sleepers, and railway tracks typically consist of multiple sections of rails, which are welded together to form a continuous track. This continuity is crucial for the smooth operation of trains, especially at high speeds. Seamless tracks can reduce vibration and shock during train travel.

[0004] A weld is a joint formed after welding. Incomplete butt welds are subject to less stress, but suffer from severe stress concentration, which can easily lead to weld cracking. To ensure traffic safety, rail transit welds need to be regularly inspected. However, existing inspection devices can usually only inspect a single rail. After completing the inspection of a single rail, it is necessary to return to the area to inspect another rail, which not only increases the time required for inspection but also reduces inspection efficiency. In addition, when the rail has a large curvature at a bend, the existing device is prone to getting stuck when traveling on the rail, further affecting the smooth progress of the inspection. Summary of the Invention

[0005] In view of the above problems in the prior art, the present invention is proposed.

[0006] Therefore, the purpose of the present invention is to provide a rail weld detection device for rail transit fault diagnosis. The problem to be solved is that the existing detection device can only detect rails one by one. After detecting one rail, it needs to return to detect another rail, which is time-consuming and inefficient. In addition, when the curvature of the rail is large, the device is prone to get stuck, affecting the detection.

[0007] To achieve the above-mentioned object, the present invention provides the following technical solution: a rail weld detection device for rail transit fault diagnosis, comprising an ultrasonic weld detector, wherein the ultrasonic weld detectors are slidably mounted on corresponding rail bodies via a moving mechanism, and a moving frame is fixedly mounted outside the ultrasonic weld detector, and the moving frames are connected by a synchronization mechanism;

[0008] The movable frame is fixedly mounted with an L-shaped guide base located above the rail body. The ultrasonic weld detector is also fixedly mounted with symmetrically distributed side strips, which are distributed on both sides of the rail body and have openings between them.

[0009] The synchronization mechanism includes a sleeve located between the movable frames, and the two ends of the sleeve are respectively connected with a first connecting rod and a second connecting rod along their axial sliding direction, and the ends of the first connecting rod and the second connecting rod protruding from the sleeve are fixedly installed with a hinge seat, and the first connecting rod and the second connecting rod are both hingedly connected to the corresponding guide base through the hinge seat.

[0010] As a preferred solution of the rail weld detection device for rail transit fault diagnosis of the present invention, wherein: the first connecting rod and the second connecting rod are both fixedly installed with guide protrusions at one end located in the sleeve, and the sleeve is provided with a groove for limiting the sliding of the guide protrusions, and the first connecting rod is fixedly installed with a reinforcing shaft at one end close to the second connecting rod, and the reinforcing shaft extends from the end away from the first connecting rod to the second connecting rod.

[0011] As a preferred solution of the rail weld detection device for rail transit fault diagnosis of the present invention, wherein: a first spring is sleeved in the sleeve and located between the guide protrusions, and the two ends of the first spring are respectively fixedly connected to the corresponding guide protrusions, and an anti-slip grip rod is sleeved on the outer side of the sleeve, and the anti-slip grip rod is located between the guide protrusions.

[0012] As a preferred solution of the rail weld detection device for rail transit fault diagnosis of the present invention, the ultrasonic weld detector is fixedly installed with symmetrically distributed sensor modules on the side close to the rail body, and the sensor modules are provided with linearly arranged detection probes, and the control module is fixedly installed on one end of the ultrasonic weld detector protruding from the movable frame.

[0013] As a preferred solution of the rail weld detection device for rail transit fault diagnosis of the present invention, the movable mechanism includes a main column fixedly mounted on the guide base and corresponding to the opening, and a secondary base slidably connected to the opening and distributed parallel to the main column is provided below the guide base. The ends of the main column and the secondary base away from the guide base are both rotatably connected to side pulleys, and the side pulleys are distributed on both sides of the rail body.

[0014] As a preferred solution of the rail weld detection device for rail transit fault diagnosis of the present invention, wherein: a guide rod parallel to the guide base is fixedly mounted on the main column, an auxiliary pulley located above the rail body is rotatably connected to the guide rod, and a second spring is also sleeved on the guide rod, and the second spring is located between the auxiliary pulley and the auxiliary base.

[0015] As a preferred solution of the rail weld detection device for rail transit fault diagnosis of the present invention, wherein: the guide base is also rotatably connected to a fastening screw distributed parallel to the guide rod, and the guide base is slidably connected to a fastening slider corresponding to the auxiliary base, and one end of the fastening slider extends to the guide base and is connected to the fastening screw thread, and the guide rod passes through one end of the auxiliary base and extends to the outside of the fastening slider.

[0016] In summary, the present invention has at least one of the following beneficial effects:

[0017] 1. The present invention hinges the corresponding guide bases together through an articulated seat connected by a first connecting rod and a second connecting rod sliding in a sleeve, which can drive the ultrasonic weld detector to move synchronously, thereby realizing simultaneous inspection of the welds of two rail bodies on the track without the need to return for inspection, significantly shortening the inspection time.

[0018] 2. The present invention provides elastic support for the guide protrusion to slide in the sleeve through the first spring, and provides elastic support for the sub-base slidably connected to the guide base through the second spring to adapt to the shape change of the track body when it is bent, so that the device is not easily stuck when moving at the turning point of the track.

[0019] 3. The present invention, through the dual design of side pulleys and auxiliary pulleys, can effectively reduce friction during the movement of the device and maintain a stable moving speed and direction. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments described in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0021] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention;

[0022] Figure 2 A top perspective view of the present invention;

[0023] Figure 3 is a cutaway perspective view of the present invention;

[0024] Figure 4 It is a cross-sectional view of the structural synchronization mechanism of the present invention;

[0025] Figure 5 This is the structural diagram of the mobile frame and mobile mechanism of the present invention:

[0026] Figure 6 The mobile mechanism structure diagram of the present invention is as follows:

[0027] Figure 7 This is a structural diagram of the ultrasonic weld detector of the present invention.

[0028] Description of reference numerals:

[0029] 1. Rail body; 2. Ultrasonic weld detector; 201. Sensor module; 202. Detection probe; 203. Control module; 3. Mobile frame; 301. Guide base; 302. Side strip; 303. Opening; 4. Sleeve; 401. First spring; 402. Anti-slip grip; 5. First connecting rod; 501. Reinforcement shaft; 6. Second connecting rod; 7. Guide protrusion; 8. Articulated seat; 9. Main base; 901. Guide rod; 902. Auxiliary pulley; 10. Auxiliary base; 11. Side pulley; 12. Second spring; 13. Fastening slider; 14. Fastening screw. DETAILED DESCRIPTION

[0030] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0031] An embodiment of the present invention discloses a rail weld detection device for rail transit fault diagnosis.

[0032] Example 1

[0033] Reference Figure 1-7, which is a first embodiment of the present invention, provides a rail weld detection device for rail transit fault diagnosis, the rail weld detection device for rail transit fault diagnosis includes an ultrasonic weld detector 2, which is slidably installed on the corresponding rail body 1 through a moving mechanism, and a moving frame 3 is fixedly installed outside the ultrasonic weld detector 2, and the moving frames 3 are connected by a synchronization mechanism, and a guide base 301 is fixedly installed on the moving frame 3 and is located above the rail body 1 and is L-shaped. The ultrasonic weld detector 2 is also fixedly installed with symmetrically distributed side strips 302, and the side strips 302 are distributed on both sides of the rail body 1, and an opening 303 is opened between the side strips 302. The synchronization mechanism includes a sleeve 4 located between the moving frames 3, and the two ends of the sleeve 4 are respectively connected to the first connecting rod 5 and the second connecting rod 6 along the axial direction thereof, and the ends of the first connecting rod 5 and the second connecting rod 6 protruding from the sleeve 4 are fixedly installed with a hinge seat 8, and the first The connecting rod 5 and the second connecting rod 6 are both hingedly connected to the corresponding guide base 301 through the hinge seat 8. The two groups of single rail bodies 1 together constitute the traffic track. The ultrasonic weld detector 2 is used to detect the integrity and quality of the rail welds and detect defects inside the welds through ultrasonic technology. The mobile frame 3 is used to support and protect the device and provide a structural basis for synchronous movement. The guide base 301 can drive the mobile frame 3 to achieve synchronous movement. The side strip 302 can cooperate with the mobile frame 3 to form an inverted U-mounted structure for stabilizing the position of the ultrasonic weld detector 2 when it moves along the rail body 1. The opening 303 is used to adapt to the shape of the rail body 1. The sleeve 4 is used to connect the first connecting rod 5 and the second connecting rod 6 to achieve synchronous movement. The first connecting rod 5 and the second connecting rod 6 are used to transmit motion to ensure the synchronous movement of the two ultrasonic weld detectors 2. The hinge seat 8 can be hingedly matched with the guide base 301 to ensure the flexibility and stability of the movement of the device at turning angles.

[0034] The first connecting rod 5 and the second connecting rod 6 are both fixedly installed with a guide protrusion 7 at one end located in the sleeve 4, and the sleeve 4 is provided with a groove for limiting the sliding of the guide protrusion 7, and the end of the first connecting rod 5 close to the second connecting rod 6 is fixedly installed with a reinforcing shaft 501, and the reinforcing shaft 501 extends into the second connecting rod 6 away from the end of the first connecting rod 5, and the guide protrusion 7 is used to slide in the groove of the sleeve 4, restricting the first connecting rod 5 and the second connecting rod 6 from rotating and can only move along the axial direction of the sleeve 4. The reinforcing shaft 501 is inserted into the second connecting rod 6 to increase the structural strength between the first connecting rod 5 and the second connecting rod 6 and increase the connection stability.

[0035] A first spring 401 is sleeved in the sleeve 4 and located between the guide protrusions 7, and the two ends of the first spring 401 are respectively fixedly connected to the corresponding guide protrusions 7. An anti-slip gripping rod 402 is sleeved on the outer side of the sleeve 4, and the anti-slip gripping rod 402 is located between the guide protrusions 7. The first spring 401 is used to provide elastic support to ensure that the guide protrusions 7 can slide elastically in the sleeve 4 to adapt to the track spacing formed by the rail body 1.

[0036] The ultrasonic weld detector 2 is fixedly installed with symmetrically distributed sensor modules 201 on one side close to the rail body 1, and a linearly arranged detection probe 202 is provided on the sensor module 201. A control module 203 is fixedly installed on one end of the ultrasonic weld detector 2 protruding from the mobile frame 3. The sensor module 201 is used to collect weld detection data, and there are two groups of sensor modules 201. The first group performs weld detection on the rail body 1, and the second group compares and verifies the data after detection. The detection probe 202 is used to transmit and receive ultrasonic signals to detect defects inside the weld. The control module 203 is used to control the operation of the detector, process detection data, and provide a user interface.

[0037] The moving mechanism includes a main column 9 fixedly mounted on the guide base 301 and corresponding to the opening 303. A sub-base 10 is also slidably connected to the opening 303 and parallel to the main column 9 below the guide base 301. The main column 9 and the sub-base 10 are both rotatably connected to the end away from the guide base 301 with side pulleys 11, and the side pulleys 11 are distributed on both sides of the rail body 1. The sub-base 10 can approach the main column 9 to cooperate with each other to complete the clamping of the rail body 1. The side pulleys 11 are used to reduce friction during movement and ensure smooth movement.

[0038] A guide rod 901 is also fixedly mounted on the main column 9 and is distributed parallel to the guide base 301. The guide rod 901 is rotatably connected to an auxiliary pulley 902 located above the rail body 1. A second spring 12 is also sleeved on the guide rod 901, and the second spring 12 is located between the auxiliary pulley 902 and the auxiliary base 10. The guide rod 901 is used to avoid direct contact between the guide base 301 and the rail body 1. The auxiliary pulley 902 is used to cooperate with the side pulley 11 to further reduce friction during movement and ensure smooth movement. The second spring 12 is used to provide elastic support between the auxiliary pulley 902 and the auxiliary base 10, so that the auxiliary base 10 can move within a certain range without affecting the rotation of the auxiliary pulley 902 to adapt to the shape change of the rail body when it bends.

[0039] The guide base 301 is also rotatably connected to a fastening screw 14 distributed parallel to the guide rod 901. A fastening slider 13 corresponding to the sub-base 10 is slidably connected in the guide base 301. The fastening slider 13 extends to one end of the guide base 301 and is connected to the fastening screw 14 through threaded engagement. The guide rod 901 passes through one end of the sub-base 10 and extends to the outside of the fastening slider 13. The fastening screw 14 is used to adjust the position of the fastening slider 13 through threaded engagement. The fastening slider 13 can be engaged with the sub-base 10 and limit the range of motion of the sub-base 10.

[0040] When inspecting the track welds composed of the rail body 1, the corresponding ultrasonic weld detector 2 is placed on a single rail body 1 of the track, and the guide base 301 fixed to the mobile frame 3 is located above the rail body 1. The side bars 302 are located on both sides of the rail body 1 to form an inverted U-shaped structure, and the opening 303 is adapted to the shape of the rail body 1 to ensure the stability of the ultrasonic weld detector 2. The first connecting rod 5 and the second connecting rod 6 protrude from the sleeve 4 and are hingedly connected to the corresponding guide base 301 through the hinge seat 8, thereby realizing simultaneous inspection of the welds of the two rail bodies 1 on the track without returning for inspection, thereby shortening the inspection time.

[0041] During this process, the first spring 401 provides elastic support for the guide protrusion 7 to slide in the sleeve 4. The guide protrusion 7 elastically slides in the sleeve 4 to adapt to the track spacing. The second spring 12 also provides elastic support for the auxiliary base 10 slidably connected to the guide base 301, allowing the auxiliary base 10 to move within a certain range to adapt to the shape change of the track body 1 when it bends. This makes it difficult for the device to get stuck when moving around a track bend.

[0042] When the device moves along the track, by rotating the fastening screw 14 in the guide base 301, the threaded fastening slider 13 moves closer to the auxiliary base 10 in the guide base 301 and is engaged with the auxiliary base 10, thereby limiting the range of motion of the auxiliary base 10. The dual design of the side pulley 11 and the auxiliary pulley 902 effectively reduces friction during the movement of the device, maintaining a stable moving speed and direction.

[0043] When the ultrasonic weld detector 2 detects the rail weld through ultrasonic signal detection, the ultrasonic signal is emitted and received by the detection probe 202 responsible for the first group of sensor modules 201 to detect defects inside the weld. After being collected and sorted by the corresponding sensor module 201, it is transmitted to the control module 203 for processing and display. The weld detected by the first group of detection probes 202 is compared and verified by the detection probe 202 responsible for the second group of sensor modules 201 to ensure the accuracy of the detection results. At the same time, the operation of the detector is controlled by the user interface provided by the control module 203.

[0044] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit the present invention. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A rail weld detection device for rail transit fault diagnosis, characterized by: The ultrasonic weld detector (2) is slidably mounted on a corresponding rail body (1) via a moving mechanism, and a moving frame (3) is fixedly mounted outside the ultrasonic weld detector (2), and the moving frames (3) are connected via a synchronization mechanism. A guide base (301) in an L shape and located above the rail body (1) is fixedly mounted in the mobile frame (3); symmetrically distributed side strips (302) are also fixedly mounted on the ultrasonic weld detector (2); the side strips (302) are distributed on both sides of the rail body (1), and openings (303) are provided between the side strips (302); The synchronization mechanism includes a sleeve (4) located between the movable frames (3), and the two ends of the sleeve (4) are respectively connected to a first connecting rod (5) and a second connecting rod (6) in an axially sliding manner, and the ends of the first connecting rod (5) and the second connecting rod (6) protruding from the sleeve (4) are fixedly installed with a hinge seat (8), and the first connecting rod (5) and the second connecting rod (6) are both hingedly connected to the corresponding guide base (301) through the hinge seat (8).

2. The rail weld detection device for rail transit fault diagnosis according to claim 1, characterized in that: A guide protrusion (7) is fixedly mounted on one end of the first connecting rod (5) and the second connecting rod (6) located in the sleeve (4), and a groove for limiting the sliding of the guide protrusion (7) is provided on the sleeve (4), and a reinforcing shaft (501) is fixedly mounted on one end of the first connecting rod (5) close to the second connecting rod (6), and the reinforcing shaft (501) extends from one end of the first connecting rod (5) to the second connecting rod (6).

3. The rail weld detection device for rail transit fault diagnosis according to claim 2, characterized in that: A first spring (401) is sleeved in the sleeve (4) and located between the guide protrusions (7), and both ends of the first spring (401) are fixedly connected to the corresponding guide protrusions (7). An anti-slip gripping rod (402) is sleeved on the outer side of the sleeve (4), and the anti-slip gripping rod (402) is located between the guide protrusions (7).

4. The rail weld detection device for rail transit fault diagnosis according to claim 1, characterized in that: A symmetrically distributed sensor module (201) is fixedly mounted on one side of the ultrasonic weld detector (2) close to the rail body (1), and a linearly arranged detection probe (202) is provided on the sensor module (201). A control module (203) is fixedly mounted on one end of the ultrasonic weld detector (2) protruding from the movable frame (3).

5. The rail weld detection device for rail transit fault diagnosis according to claim 1, characterized in that: The moving mechanism comprises a main column (9) fixedly mounted on a guide base (301) and corresponding to an opening (303); a secondary column (10) is slidably connected below the guide base (301) and is parallel to the opening (303) and the main column (9); the ends of the main column (9) and the secondary column (10) away from the guide base (301) are both rotatably connected to side pulleys (11), and the side pulleys (11) are distributed on both sides of the rail body (1).

6. The rail weld detection device for rail transit fault diagnosis according to claim 5, characterized in that: A guide rod (901) is fixedly mounted on the main column (9) and is distributed in parallel with the guide base (301). The guide rod (901) is rotatably connected to an auxiliary pulley (902) located above the rail body (1). A second spring (12) is also sleeved on the guide rod (901), and the second spring (12) is located between the auxiliary pulley (902) and the auxiliary base (10).

7. The rail weld detection device for rail transit fault diagnosis according to claim 6, characterized in that: The guide base (301) is also rotatably connected to a fastening screw (14) distributed in parallel with the guide rod (901), and a fastening slider (13) corresponding to the auxiliary base (10) is slidably connected in the guide base (301), and one end of the fastening slider (13) extends to the guide base (301) and is threadedly connected to the fastening screw (14), and the guide rod (901) passes through one end of the auxiliary base (10) and extends to the outside of the fastening slider (13).

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