Intelligent scanning instrument for steel rail flaw detection

Abstract

The invention discloses a steel rail flaw detection intelligent scanning instrument, which belongs to the field of steel rail flaw detection, and is characterized by comprising a frame assembly and a rail waist and rail bottom probe group, the rail waist and rail bottom probe set is connected to the two sides of the frame assembly and comprises a plurality of rail waist probes and a plurality of rail bottom probes. The rail web probe is positioned on the side surface of the rail web to detect the rail web; the rail bottom probe is located above the rail bottom and detects flaws of the rail bottom; the rail waist probe close to the rail head deflects towards the rail head to detect the damage at the arc between the rail jaw and the rail waist and the damage at the upper part of the rail waist; one of the rail waist probes located in the middle deflects upwards, the other rail waist probe deflects downwards, and primary waves, secondary waves and tertiary waves are adopted for detecting the position damage of the upper middle portion and the lower middle portion of the waist respectively; and the rail waist probe close to the rail bottom detects the damage of the lower half part of the rail waist and the arc position by using primary waves and secondary waves. The method has the beneficial effects of large flaw detection coverage area and high efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of rail detection, and in particular to an intelligent rail flaw detection scanner. Background Art

[0002] As a core component of modern transportation, the safety and reliability of railway transportation are directly linked to the safety of passengers and property, as well as transportation efficiency. Rails, the core load-bearing components of railway infrastructure, are subjected to multiple forces, including dynamic train loads, temperature stresses, and environmental corrosion. This makes them susceptible to fatigue cracks, pores, inclusions, and lack of fusion in weld areas (such as those produced by flash welding, thermite welding, and gas pressure welding). If these defects are not detected promptly, they can cause rail breakage and lead to major accidents such as derailments. Therefore, weld flaw detection technology has become an indispensable and critical component of railway operations and maintenance.

[0003] Existing weld flaw detection is performed manually using a single handheld probe. This method is inefficient and requires switching between different probes for different rail areas, placing high technical demands on the operator. Alternatively, wheeled flaw detection and portable scanning rigs are used. Wheeled flaw detection can inspect the rail head, but only a portion of the rail waist. Most portable scanning rigs can also only inspect the rail head and a portion of the rail waist, with a few covering the rail bottom, which are often difficult to inspect. Existing designs also include methods that connect to flaw detection vehicles for rapid flaw detection, such as CN107505397A - A method and apparatus for full-section flaw detection of the bottom of an in-service rail. However, current flaw detection methods are mostly limited to inspecting the rail head, rail waist, or a certain portion of the rail bottom. The remaining undetected areas require additional flaw detection equipment, resulting in low efficiency and an incomplete inspection range.

[0004] The information disclosed in this background section is only intended to enhance understanding of the overall background of the invention and should not be considered as an admission or any form of suggestion that the information constitutes the prior art known to those skilled in the art. Summary of the Invention

[0005] The technical problem to be solved by the present invention is how to solve the problem that the current weld flaw detection is often difficult to detect the rail waist and rail bottom or requires additional supplementary detection.

[0006] The present invention solves the above technical problems through the following technical means:

[0007] The intelligent rail flaw detector includes a frame assembly and a rail waist and rail bottom probe group. The rail waist and rail bottom probe group is connected to both sides of the frame assembly and includes multiple rail waist probes and multiple rail bottom probes. The rail waist probe is located on the side of the rail waist to detect flaws on the rail waist; the rail bottom probe is located above the rail bottom to detect flaws on the rail bottom.

[0008] The rail waist probe close to the rail head is angled toward the rail head to detect damage in the arc between the rail jaw and the rail waist and the upper part of the rail waist; the rail waist probe located in the middle, one of the rail waist probes is angled upward, and uses the primary wave, secondary wave and tertiary wave to detect damage in the middle and upper part of the waist; the other rail waist probe is angled downward, and uses the primary wave, secondary wave and tertiary wave to detect damage in the middle and lower part of the waist; the rail waist probe close to the rail bottom uses the primary wave and secondary wave to detect damage in the lower half of the rail waist and the arc position.

[0009] In the present invention, the rail waist flaw detection is set with at least 3 groups of 6 probes of K2.5 from top to bottom for flaw detection, which supplements the flaw detection blind area caused by the inconsistent thickness of the rail waist and greatly improves the effective range of flaw detection. For the flaw detection of the rail foot, an 8-channel internal and external (4-channel each) combined probe is used to effectively detect the flaw detection range from the side of the rail bottom to 80mm inward, which can fully cover the damage detection of the rail bottom range. The present invention has a wider detection range and faster speed, which can greatly improve the detection rate of rail welds and save the skylight time of the railway system. The probe is highly integrated and the equipment is miniaturized;

[0010] Preferably, the frame assembly includes a frame body, a control box assembly, and a plurality of linear guide rails;

[0011] The two ends of the frame body are C-shaped structures, and multiple track mounting bars are connected between the C-shaped structures. Multiple linear guide rails are respectively connected to the track mounting bars. The first rail head probe group, the second rail head probe group, and the rail waist and rail bottom probe group are all connected to the linear guide rails;

[0012] The control box assembly is connected to the top of the frame body.

[0013] Preferably, the frame assembly further comprises a plurality of positioning legs, a plurality of positioning ball screws, and a positioning piece;

[0014] Multiple positioning legs are connected to both ends of both sides of the frame body, and the bottom ends of the positioning legs are clamped with the bottom of the rail; the bottom ends of the two positioning legs are rotatably connected to one end of the positioning piece;

[0015] A plurality of positioning ball screws are connected to the bottom inner side of the C-shaped structure of the frame body, and the movable steel balls in the positioning ball screws are stuck in the corner between the side of the rail head and the lower jaw of the rail head.

[0016] Preferably, the rail waist and rail bottom probe assembly includes a linear motion component, a mounting seat, a probe mounting frame, a rail waist probe assembly, and a rail bottom probe assembly;

[0017] The linear motion assembly is fixedly connected to the frame assembly, the mounting seat is slidingly connected to the frame assembly, the driving end of the linear motion assembly is connected to the mounting seat, the bottom of the mounting seat is connected to the probe mounting frame, and the side of the probe mounting frame close to the rail is connected to the rail waist probe assembly and the rail bottom probe assembly in sequence.

[0018] Preferably, the linear motion assembly includes a first motor, a screw body, a screw nut, and a motor mounting plate. The motor mounting plate is connected to the frame assembly, the first motor is connected to the motor mounting plate, the output end of the first motor is connected to the screw body, the screw body is connected to the screw nut, the screw body and the linear guide rail of the frame assembly are horizontally arranged, the screw nut is fixedly connected to the mounting seat, and one side of the mounting seat is fixedly connected to the slider of the linear guide rail of the frame assembly.

[0019] In terms of detection speed, the present invention sets up two sets of motors, which are distributed on both sides of the rails, respectively driving the probes at the waist and bottom of the rails on both sides to achieve fast and stable movement of the probes.

[0020] Preferably, the rail waist probe assembly includes a rotary adjustment column, a rail waist spring clip, and a rail waist probe; one end of the rotary adjustment column is inserted into the probe mounting frame and locked by a side locking screw, the other end of the rotary adjustment column is connected to the rail waist spring clip, and the other end of the rail waist spring clip is connected to the rail waist probe.

[0021] Preferably, the rail bottom probe assembly includes a rotary adjustment column, a rail bottom spring clip, and a rail bottom probe; one end of the rotary adjustment column is inserted into the probe mounting bracket and locked by a side locking screw, the other end of the rotary adjustment column is connected to the rail bottom spring clip, and the other end of the rail bottom spring clip is connected to the rail bottom probe.

[0022] The probes and other easily worn parts are modularized to form a detachable structure to achieve lightweight and volume reduction.

[0023] Preferably, the rail waist and rail bottom probe group further includes a locking assembly capable of locking the position of the probe mounting frame, the locking assembly is connected to the mounting seat, and the bottom end of the locking assembly is connected to the probe mounting frame.

[0024] Preferably, the locking assembly includes a handle, a third driving screw, a rotating shaft sleeve, a cam rod, and a rotating shaft. The rotating shaft sleeve is a T-shaped cylindrical tube structure. The small end of the rotating shaft sleeve is inserted into the mounting seat and fixed thereto. The rotating shaft is a T-shaped column. The rotating shaft passes through the rotating shaft sleeve and extends to the bottom of the mounting seat. The probe mounting frame is connected to the bottom end of the rotating shaft; one end of the handle is sleeve-shaped, and the sleeve end is inserted into the top of the rotating shaft sleeve, and the handle is fixedly connected to the handle and the top end of the rotating shaft by the third driving screw; the rotating shaft sleeve includes a spiral groove, which passes through the wall of the rotating shaft sleeve. The handle is radially connected to the cam rod, and the cam rod passes through the spiral groove.

[0025] Preferably, multiple rail bottom probes are used to detect the area from the rail bottom corner side to 80 mm from the rail bottom triangular area.

[0026] The advantages of the present invention are:

[0027] The rail waist flaw detection system uses three groups of six K2.5 probes from top to bottom to fill in the blind spots caused by inconsistent rail waist thickness and significantly increase the effective detection range. For rail foot flaw detection, an eight-channel internal and external probe (four channels each) is used to effectively detect flaws from the side of the rail bottom to 80 mm inward, fully covering the rail bottom area and truly achieving full-section automatic flaw detection of welds in a compact device.

[0028] It is easy to use. After placing the flaw detection bracket at the designated position, simple settings on the flaw detection host can realize one-click flaw detection. No complicated operations are required, and all damages can be automatically determined.

[0029] The probe shrapnel is simple and compact in design, which can ensure that the probe obtains a certain downward force in a small and compact space and can move stably in the designed direction.

[0030] The present invention offers a more comprehensive inspection range: By equipping both the rail waist and rail bottom with rail probes, both rail waist and rail bottom can be inspected simultaneously. Inspection speed is high: All probes are driven by motors, and the rail waist and rail bottom motors complete a full stroke in approximately 20 seconds. Including preparation, inspecting a single weld only takes about 5 minutes. Convenient to use: Only the positioning of the inspection bracket requires manual operation; probe movement and damage identification are all performed automatically by the inspection host.

[0031] The invention is used for daily maintenance and inspection of laid railways and is a movable miniaturized device that is easy to carry and use. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 2 is a schematic structural diagram of an intelligent rail flaw detector according to an embodiment of the present invention;

[0033] Figure 2 1 is an exploded diagram of an intelligent rail flaw detector according to an embodiment of the present invention;

[0034] Figure 3 1 is an exploded diagram of an intelligent rail flaw detector according to an embodiment of the present invention;

[0035] Figure 4 This is a front view of the intelligent rail flaw detector according to an embodiment of the present invention;

[0036] Figure 5 It is a structural diagram of the framework components of an embodiment of the present invention;

[0037] Figure 6 is an exploded schematic diagram of a frame assembly according to an embodiment of the present invention;

[0038] Figure 7 It is a structural diagram of the framework body of an embodiment of the present invention;

[0039] Figure 8 It is a structural diagram of the framework body of an embodiment of the present invention;

[0040] Figure 9 is a schematic structural diagram of a first rail head probe group according to an embodiment of the present invention;

[0041] Figure 10 is a front view of a first rail head probe assembly according to an embodiment of the present invention;

[0042] Figure 11 is a schematic structural diagram of a second rail head probe group according to an embodiment of the present invention;

[0043] Figure 12 is a front view of the second rail head probe assembly according to an embodiment of the present invention;

[0044] Figure 13 Schematic diagram of the connection between the frame assembly and the first rail head probe group and the second rail head probe group according to an embodiment of the present invention;

[0045] Figure 14 2 is a schematic structural diagram of a rail head drive assembly according to an embodiment of the present invention;

[0046] Figure 15 This is a schematic structural diagram of a rail waist and rail bottom probe assembly according to an embodiment of the present invention;

[0047] Figure 16 This is a schematic structural diagram of a rail waist and rail bottom probe assembly according to an embodiment of the present invention;

[0048] Figure 17 This is a schematic structural diagram of a rail waist and rail bottom probe assembly according to an embodiment of the present invention;

[0049] Figure 18 This is a schematic diagram of the position of the rail waist drag chain in an embodiment of the present invention;

[0050] Figure 19 is a schematic structural diagram of a locking assembly according to an embodiment of the present invention;

[0051] Figure 20 is a cross-sectional view of a locking assembly according to an embodiment of the present invention;

[0052] Figure 21 This is a schematic structural diagram of a rail waist probe according to an embodiment of the present invention;

[0053] Figure 22 This is a schematic diagram showing the names of various parts of a rail according to an embodiment of the present invention;

[0054] Figure 23 Schematic diagram of a weld according to an embodiment of the present invention;

[0055] Figure 24 This is a schematic diagram of the probe distribution of an embodiment of the present invention;

[0056] Figure 25 This is a schematic diagram of the probe distribution of an embodiment of the present invention;

[0057] Figure 26 This is a schematic diagram of the detection position of the first rail head probe according to an embodiment of the present invention;

[0058] Figure 27 This is a schematic diagram of the detection position of the second rail head probe according to an embodiment of the present invention;

[0059] Figure 28 Schematic diagram of the detection positions of the fifth rail head probe and the third rail head probe according to an embodiment of the present invention;

[0060] Figure 29 This is a schematic diagram of a group of rail waist probe detection positions in an embodiment of the present invention;

[0061] Figure 30 This is a schematic diagram of the detection position of the rail waist probe in an embodiment of the present invention;

[0062] Figure 31 This is a schematic diagram of the detection position of the rail waist probe in an embodiment of the present invention;

[0063] Figure 32 This is a schematic diagram of the detection positions of a group of rail waist probes in an embodiment of the present invention;

[0064] Figure 33 This is a schematic diagram of the detection position of the rail bottom probe according to an embodiment of the present invention;

[0065] Numbers in the figure:

[0066] 1. Frame assembly; 101. Handle; 102. Control box cover; 103. First end cover; 104. Frame body; 1041. C-shaped structure; 1042. First track mounting strip; 1043. Second track mounting strip; 105. Ball-end positioning screw; 106. Stopper; 107. Second positioning leg; 108. First plug screw; 109. Positioning piece; 110. First positioning leg; 111. Second end cover; 112. Access cover; 113. Control box; 114. Control circuit board; 115. First linear guide; 116. Second linear guide

[0067] 2. First rail head probe assembly; 201. First rail head moving block; 202. First synchronous belt pressure block; 203. First rail head probe; 204. Second rail head probe; 205. Second plug screw; 206. Guide sleeve; 207. First spring; 208. Second synchronous belt pressure block; 209. Third synchronous belt pressure block; 210. Adjusting screw; 211. First rail head side probe bracket; 212. Third rail head probe; 213. First rail head shrapnel;

[0068] 3. Second rail head probe assembly; 301. Third drag chain bracket; 302. Second rail head moving block; 303. Fifth synchronous belt pressure block; 304. Fourth synchronous belt pressure block; 305. Second rail head side probe bracket; 306. Second rail head spring clip; 307. Fourth rail head probe; 308. Fifth rail head probe; 309. Third rail head spring clip;

[0069] 4. Rail waist and rail bottom probe assembly; 401. Linear motion assembly; 4011. First motor; 4012. Screw body; 4013. Screw nut; 4014. Motor mounting plate; 402. Mounting seat; 403. Probe mounting bracket; 404. Rail waist probe assembly; 4041. Rotary adjustment column; 4042. Rail waist spring; 4043. Rail waist probe; 4044. Reinforcement plate; 405. Rail bottom probe assembly; 406. First drag chain bracket; 407. Second drag chain bracket; 408. Locking assembly; 4081. Handle; 4082. Third driving screw; 4083. Shaft sleeve; 4084. Cam rod; 4085. Shaft; 409. Knob;

[0070] 5. Rail head drive assembly; 501. Bearing; 502. Synchronous wheel shaft; 503. Reciprocating synchronous wheel; 504. First synchronous belt; 505. Second synchronous belt; 506. First reduction wheel; 507. Rail head drive motor; 508. Second reduction wheel; 6. Wire trough assembly; 7. Rail head drag chain; 8. Rail waist drag chain; 9. Rail. DETAILED DESCRIPTION

[0071] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0072] Example 1:

[0073] like Figure 1-Figure 4 As shown, the intelligent rail flaw detector includes a frame component 1, a first rail head probe group 2, a second rail head probe group 3, rail waist and rail bottom probe groups 4 on both sides, a rail head drive component 5, a rail head drag chain 7, and a rail waist drag chain 8.

[0074] like Figure 5 、 Figure 6As shown, the frame assembly 1 includes a handle 101, a control box cover 102, a first end cover 103, a frame body 104, a positioning ball screw 105, a stopper 106, a second positioning leg 107, a first hit screw 108, a positioning piece 109, a first positioning leg 110, a second end cover 111, an inspection cover 112, a control box 113, a control circuit board 114, a first linear guide rail 115, and a second linear guide rail 116.

[0075] like Figure 7 、 Figure 8 As shown, the frame body 104 is the basic support member of the entire frame assembly 1. The frame body 104 is symmetrical along two vertically orthogonal symmetry planes, that is, symmetrical left-right and front-back. The two ends of the frame body 104 are C-shaped structures 1041 with their openings facing downward. The bottom between the two ends is connected to two first track mounting bars 1042, and the middle between the two ends is also connected to two second track mounting bars 1043. The first track mounting bars 1042 and the second track mounting bars 1043 are used to install the first linear guide rail 115 and the second linear guide rail 116, respectively. There are also two first linear guide rails 115 and two second linear guide rails 116. The first linear guide rail 115 is used for sliding the rail waist and rail bottom probe groups 4 on both sides, and the second linear guide rail 116 is used for moving the first rail head probe group 2 and the second rail head probe group 3. The first linear guide rail 115 and the second linear guide rail 116 each include a guide rail and a slider. The guide rail is fixed to the first track mounting bar 1042 and the second track mounting bar 1043, and the slider is slidably connected to the guide rail.

[0076] The top ends of the C-shaped structures 1041 at both ends of the frame body 104 are connected to the first end cap 103 and the second end cap 111, respectively. The first and second end caps 103, 111 have identical structures, and the top ends of the first and second end caps 103, 111 are connected to handles 101. The handles 101 facilitate handling of the entire frame assembly 1. A control box 113 is connected between the first and second end caps 103, 111. The control box 113 is located above the first rail mounting bar 1042. The top opening of the control box 113 is connected to the control box cover 102, and a control circuit board 114 is located within the control box 113. A removable inspection cover 112 is attached to the bottom of the control box 113. Below the inspection cover 112 are the first and second rail head probe groups 2, 3. The inspection cover 112 facilitates removal for maintenance and installation of the first and second rail head probe groups 2, 3.

[0077] The two ends of the bottom of the frame body 104 are respectively connected to the first positioning leg 110 and the second positioning leg 107. The bottom ends of the first positioning leg 110 and the second positioning leg 107 can be snapped onto the bottom corners of the rail 9, thereby positioning the rail 9. A slot is provided in the horizontal direction at the bottom of the second positioning leg 107. The positioning piece 109 is snapped into the slot and connected to the second positioning leg 107 via a first screw 108. The positioning piece 109 can rotate at a certain angle within the vertical plane. During operation, after moving the flaw detection bracket, the positioning piece 109 is rotated inward to a horizontal state so that the positioning piece 109 is snapped onto the edge of the thermite welding seam or the end face of the positioning piece 109 is aligned with the center of the flash welding (or factory welding) seam.

[0078] Four positioning ball screws 105 are respectively installed at the end corners of the C-shaped structure 1041 of the frame body 104. When the flaw detection bracket is in working condition, the movable steel ball in the positioning ball screw 105 will be stuck in the corner between the side of the rail head and the lower jaw of the rail head, which can provide a downward pressure to the flaw detection bracket to prevent the flaw detection bracket from shaking in all directions.

[0079] The stopper 106 is connected to the end of the second linear guide rail 116 to prevent the probes in the first rail head probe group 2 and the second rail head probe group 3 from exceeding the maximum stroke and being damaged.

[0080] like Figure 9 、 Figure 10 As shown, the first rail head probe group 2 includes a first rail head moving block 201, a first synchronous belt pressure block 202, a first rail head probe 203, a second rail head probe 204, a second plug screw 205, a guide sleeve 206, a first spring 207, a second synchronous belt pressure block 208, a third synchronous belt pressure block 209, an adjusting screw 210, a first rail head side probe bracket 211, a third rail head probe 212, and a first rail head spring 213.

[0081] The first rail head moving block 201 is a concave plate structure, and the first rail head moving block 201 is connected to the first linear guide rail 115 .

[0082] The top surface of the first rail head moving block 201 is connected to the first synchronous belt pressure block 202, the second synchronous belt pressure block 208 and the third synchronous belt pressure block 209 along the length direction of the rail 9. The first synchronous belt pressure block 202 is an L-shaped plate, which is connected to the top surface of the first rail head moving block 201 by screws or bolts. The second synchronous belt pressure block 208 and the third synchronous belt pressure block 209 are located on the opposite side of the first synchronous belt pressure block 202. The second synchronous belt pressure block 208 and the third synchronous belt pressure block 209 are horizontally penetrated by bolts from the first synchronous belt pressure block 202 to achieve a tight connection with the first synchronous belt 504, so that the entire first rail head moving block 201 is reliably connected to the first synchronous belt 504, thereby enabling the first synchronous belt 504 to drive the entire first rail head probe group 2 to move. The pressing surfaces of the second synchronous belt pressure block 208 and the third synchronous belt pressure block 209 can be toothed to improve the reliability of the connection. At the same time, the tightness of the first synchronous belt 504 can be adjusted by rotating the adjustment screw 210.

[0083] The first rail head moving block 201 is bolted to the second linear guide 116 at both ends of its support legs. A second rail head probe 204 is connected to the middle of the bottom surface of the top plate of the first rail head moving block 201. A first rail head probe 203 is connected to each side of the second rail head probe 204. The first rail head probe 203 and the second rail head probe 204 are connected to the first rail head moving block 201 through the same height compensation system. The height compensation system includes a second driving screw 205, a guide sleeve 206, and a first spring 207. The guide sleeve 206 is located on the top surface of the first rail head moving block 201. The second driving screw 205 passes through the guide sleeve 206 and penetrates the first rail head moving block 201 and is connected to the first rail head probe 203 and the second rail head probe 204. The first spring 207 is sleeved on the second driving screw 205 and abuts the bottom surface of the first rail head moving block 201 and the top surface of the first rail head probe 203 or the second rail head probe 204. The height compensation system is adopted so that the first rail head probe 203 and the second rail head probe 204 can always fit with the rail head surface.

[0084] The first rail head side probe bracket 211 is installed on one side of the first rail head moving block 201 and is used to install the first rail head spring piece 213 and the third rail head probe 212. The two M3 mounting holes reserved on the first rail head side probe bracket 211 are used to install the rail head drag chain 7. The rail head drag chain 7 can place the probe wiring harness inside to prevent it from being exposed to the outside and causing damage.

[0085] The first rail head probe 203 is located in the middle of the rail top of the rail 9. The first rail head probe 203 integrates a K0.8 serial scanning probe and a zero-degree probe for detecting the rail waist and upper and lower projection parts; the second rail head probe 204 is a K2.5 probe, which can realize flaw detection on both sides of the rail head, that is, a K2.5 probe is set on each side of the K0.8 serial scanning probe and the zero-degree probe to detect damage in the second zone of the weld.

[0086] The third rail head probe 212 is a K-type scanning probe for detecting rail head welds with transverse angle damage.

[0087] like Figure 11 、 Figure 12 As shown, the second rail head probe group 3 includes a third drag chain bracket 301, a second rail head moving block 302, a fifth synchronous belt pressure block 303, a fourth synchronous belt pressure block 304, a second rail head side probe bracket 305, a second rail head spring clip 306, a fourth rail head probe 307, a fifth rail head probe 308, and a third rail head spring clip 309.

[0088] The second rail head moving block 302 also has a concave plate structure. The two end legs of the second rail head moving block 302 are installed on the slider of the second linear guide rail 116, so that the second rail head probe group 3 can only move linearly along the guide rail direction. The fifth synchronous belt pressure block 303 and the fourth synchronous belt pressure block 304 are connected to the top surface of the second rail head moving block 302 and are located on both sides of the first synchronous belt 504. They are used to clamp the first synchronous belt 504 in the rail head driving assembly 5, so that the second rail head probe group 3 as a whole can move with the first synchronous belt 504; combined with Figure 13 As shown, the third drag chain bracket 301 is mounted on the top surface of the second rail head moving block 302 and is used to mount the rail head drag chain 7. The drag chain can concentrate the wiring inside the chain, avoiding external friction and scratches, effectively extending the service life of the wiring. In addition, the drag chain prevents wiring from tangling and knotting, and protects the wiring from environmental influences.

[0089] The fourth rail head probe 307 is installed on the bottom surface of the second rail head moving block 302 through the second rail head spring piece 306; the second rail head side probe bracket 305 is installed on one side of the second rail head moving block 302, and the inner side of the end of the second rail head side probe bracket 305 is connected to the third rail head spring piece 309 and the fifth rail head probe 308.

[0090] The fifth rail head probe 308 and the third rail head probe 212 are both K-type scanning probes, which are used in conjunction with each other to detect rail head welds with transverse angle damage.

[0091] like Figure 14As shown, the rail head drive assembly 5 includes a bearing 501, a synchronous wheel shaft 502, a reciprocating synchronous wheel 503, a first synchronous belt 504, a second synchronous belt 505, a first reduction wheel 506, a rail head drive motor 507, and a second reduction wheel 508. In this embodiment, the rail head drive motor 507 is mounted within the C-shaped structure 1041 of the frame body 104. The output end of the rail head drive motor 507 is connected to the first reduction wheel 506. The first reduction wheel 506 and the second reduction wheel 508 are connected via the second synchronous belt 505. The second reduction wheel 508 is connected to the reciprocating synchronous wheel 503 via the synchronous wheel shaft 502, transmitting power to drive the reciprocating synchronous wheel 503 to rotate. The two reciprocating synchronous wheels 503 are connected via the first synchronous belt 504, transmitting power to the first synchronous belt 504 to drive the first rail head probe group 2 and the second rail head probe group 3 to perform linear motion in opposite directions. The ends of the synchronous wheel shaft 502 are mounted within the C-shaped structure 1041 via bearings 501.

[0092] like Figure 15 、 Figure 16 、 Figure 17 As shown, the rail waist and rail bottom probe assembly 4 includes a linear motion component 401, a mounting base 402, a probe mounting frame 403, a rail waist probe assembly 404, a rail bottom probe assembly 405, a first drag chain bracket 406, a second drag chain bracket 407, a locking assembly 408, and a knob 409;

[0093] The linear motion assembly 401 includes a first motor 4011, a screw body 4012, a screw nut 4013, and a motor mounting plate 4014. The motor mounting plate 4014 is connected to the frame body 104 and is located at the end of the first linear guide rail 115; the first motor 4011 is connected to the motor mounting plate 4014, the output end of the first motor 4011 is connected to the screw body 4012, the screw body 4012 is connected to the screw nut 4013, the screw body 4012 is horizontally arranged with the first linear guide rail 115, the screw nut 4013 is fixedly connected to the mounting seat 402, and one side of the mounting seat 402 is fixedly connected to the slider of the first linear guide rail 115; thus, the first motor 4011 drives the screw body 4012 to rotate, and the screw nut 4013 drives the mounting seat 402 to move horizontally along the guide rail of the first linear guide rail 115.

[0094] The knob 409 is connected to the other end of the screw body 4012, and the position of the mounting base 402 can be adjusted by hand-tightening.

[0095] The locking assembly 408 is connected to the mounting base 402 , and the locking assembly 408 passes through the mounting base 402 and is connected to the probe mounting bracket 403 .

[0096] The probe mounting frame 403 extends toward the bottom, and three rail waist probe assemblies 404 and two rail bottom probe assemblies 405 are connected one by one from top to bottom on the inner side of the probe mounting frame 403 .

[0097] like Figure 18 As shown, the first drag chain bracket 406 and the second drag chain bracket 407 are respectively connected to one side of the mounting seat 402 and one side of the motor mounting plate 4014 , and the rail waist drag chain 8 is connected between the first drag chain bracket 406 and the second drag chain bracket 407 .

[0098] like Figure 21 As shown, the rail waist probe assembly 404 includes a rotation adjustment column 4041, a rail waist spring 4042, a rail waist probe 4043, and a reinforcement plate 4044. One end of the rotation adjustment column 4041 is inserted into the probe mounting bracket 403 and is tightened with the locking screw on the side to complete the installation. The other end of the rotation adjustment column 4041 is connected to the middle of the rail waist spring 4042. The center mounting hole of the rail waist spring 4042 is square, which corresponds exactly to the square protrusion on the rotation adjustment column 4041. After being locked, the two can prevent relative rotation. The rail waist spring 4042 is a thin plate bent into a C shape. The two ends of the rail waist spring 4042 are bent inward and connected to the rail waist probe 4043. The inner side surface of the rail waist spring piece 4042 close to the rotating adjustment column 4041 is connected to the reinforcement piece 4044. The rail waist spring piece 4042 and the reinforcement piece 4044 are relatively fixed using rivets, so that during operation, only the arc part of the rail waist spring piece 4042 can bend and deform, which can prevent the rail waist probe 4043 from warping due to friction with the rail, so that the rail waist probe 4043 can completely fit the rail surface.

[0099] The rail waist probe 4043 is inserted into the hole of the probe mounting bracket 403 in a cylindrical concentric manner and is locked using a locking screw. The deflection angle of the rail waist probe 4043 can be adjusted by loosening the locking screw.

[0100] Three groups of six probes are set up inside and outside both sides of the rail waist to perform supplementary flaw detection on the rail waist positions that cannot be detected by serial detection.

[0101] The rail bottom probe assembly 405 and the rail waist probe assembly 404 have the same mounting structure and method. To distinguish them, the probe of the rail bottom probe assembly 405 is referred to as the rail bottom probe 4051, and the spring clip of the rail bottom probe assembly 405 is referred to as the rail bottom spring clip. The rail bottom probes 4051 are mounted on the probe mounting bracket 403 at a certain angle so that the two rail bottom probes 4051 can completely contact the rail bottom surface.

[0102] like Figure 19 、 Figure 20As shown, the locking assembly 408 includes a handle 4081, a third driving screw 4082, a rotating shaft sleeve 4083, a cam rod 4084, and a rotating shaft 4085. The rotating shaft sleeve 4083 is a T-shaped cylindrical tube structure. The smaller outer diameter portion of the rotating shaft sleeve 4083 is inserted into the mounting seat 402 and fixed thereto. The rotating shaft 4085 is a T-shaped column. The rotating shaft 4085 passes through the rotating shaft sleeve 4083 and extends to the bottom of the mounting seat 402. When the rotating shaft 4085 is fixed, its top can be just engaged with the internal step surface of the rotating shaft sleeve 4083; the rotating shaft 4085 can rotate in the rotating shaft sleeve 4083. One end of the handle 4081 is sleeve-shaped and inserted into the top of the rotating shaft sleeve 4083. The handle 4081 is fixedly connected to the handle 4081 and the top of the rotating shaft 4085 via a third screw 4082. The rotating shaft sleeve 4083, located above the mounting base 402, includes a spiral groove that extends through the wall of the rotating shaft sleeve 4083. The handle 4081 is radially connected to a cam rod 4084, which passes through the spiral groove. Rotating the handle 4081 clockwise causes the locking handle 4081 to move downward, driven by the spiral groove and pressing downward against the rotating shaft 4085. The cam rod 4084 on the rotating shaft 4085 is precisely restrained by the end of the spiral groove in the rotating shaft sleeve 4083, preventing the rotating shaft 4085 from rotating or moving up and down. The rotating shaft 4085 is now fixed, and the mounting base 402 is then fixed. The rail waist probe assembly 404 and the rail bottom probe assembly 405 are now coupled to the rail for flaw detection. The locking handle 4081 moves upward along with the spiral groove, and the rotating shaft 4085 also moves upward driven by the third driving screw 4082. At this time, the rotating shaft 4085 and the cam rod 4084 of the rotating shaft sleeve 4083 are separated from the end of the spiral groove, and the rotating shaft 4085 is also driven to rotate to one side. The rail waist probe assembly 404 and the rail bottom probe assembly 405 are separated from the rail, and the flaw detection operation is no longer performed.

[0103] The probe mounting bracket 403 is clamped to the bottom of the rotating shaft 4085, moving up and down and rotating with it. To operate, the rotating shaft 4085 is rotated, and the probe mounting bracket 403 simultaneously moves the probes on the rail waist probe assembly 404 and the rail bottom probe assembly 405 to the operating position. The handle 4081 is then rotated to secure the probe mounting bracket 403 relative to the rail.

[0104] Four rail bottom probes 4051 are set on both sides of the rail bottom foot to detect the area 80mm from the rail bottom corner side to the rail bottom triangle area.

[0105] In this embodiment, multiple probes are provided to detect the entire cross section of the rail 9, as follows:

[0106] like Figure 22 As shown, the various regions of the rail 9 are shown in FIG. When the weld is inspected, as shown in FIG. Figure 23As shown, when inspecting thermite welds, the flaw detector's zero position is aligned with the weld edge, the weld center, and the opposite weld edge, performing three scans. During inspection, motors drive the probes at the rail head, rail waist, and rail foot, also performing synchronous motion inspections. When the probe reaches the weld edge, the motor at the rail head continues to drive the probe forward. The probes at the rail waist and rail foot, blocked by the thermite weld, automatically stop when they reach the weld edge. After inspection, the flaw detector is reversed and positioned at the other end of the weld, and inspection is repeated using the same method and procedures.

[0107] like Figure 24 、 Figure 25 As shown in the figure, the distribution status of each probe is as follows; Figure 26 As shown, the first rail head probe 203 of the first rail head probe group 2 is located at the middle position of the rail top of the rail 9. The first rail head probe 203 integrates a K0.8 series scanning probe and a zero-degree probe for detecting the rail waist and the upper and lower projection parts; Figure 24 , the fourth rail head probe 307 of the second rail head probe group 3 is a K0.8 series scan probe; Figure 27 As shown, the second rail head probe 204 is a K2.5 probe, which can detect flaws on both sides of the rail head. Figure 28 As shown, the fifth rail head probe 308 and the third rail head probe 212 are both K-type scanning probes, which are used together to detect rail head welds with transverse angle damage, such as Figure 29 As shown, the upper set of rail waist probes 4043 are angled upwards and are designed to be symmetrical inside and outside. They are mainly used to detect damage in the arc between the rail jaw and the rail waist and on the upper part of the rail waist. Figure 30 As shown, the rail waist probe 4043' is tilted upwards, and the primary wave, secondary wave and tertiary wave are used to detect damage in the upper middle part of the waist. Figure 31 As shown, the rail waist probe 4043" is tilted downward, and the primary wave, secondary wave and tertiary wave are used to detect damage in the lower middle part of the waist. Figure 30 and Figure 31 In the figure, one of the two probes in the middle has an upward deflection angle, and the other has a downward deflection angle. This is mainly because most of the middle area of ​​the rail waist can be detected by the serial probe, and only some areas near the edge are difficult to detect by serial probe. Therefore, the design uses probes with primary, secondary and tertiary waves, one with an upward deflection angle to detect the middle and upper part of the rail waist, and the other with a downward deflection angle to detect the middle and lower part of the rail waist. Figure 32 As shown, the lower set of rail waist probes 4043"' are angled downward to detect damage in the lower half of the rail waist and the arc position using primary and secondary waves. Figure 29 and Figure 32 The upper and lower sets of probes are designed to be symmetrical, mainly because it is impossible to detect damage to the inner and outer arcs using one probe, so it is more reasonable to design an inner and outer symmetrical structure. Figure 33As shown, the rail bottom probes 4051 on both sides of the rail foot are used to detect the area from the rail bottom corner side to the 80mm area of ​​the rail bottom triangle area.

[0108] This embodiment truly enables full-section automatic flaw detection of welds on small equipment. Other brackets only perform partial flaw detection, leaving most areas undetected or requiring manual inspection with the probe. It's easy to use: after placing the flaw detection bracket in the designated location, a simple setting on the flaw detection host enables one-click flaw detection, eliminating the need for complex operations. All damage is automatically determined. The probe's simple and compact spring design ensures that the probe maintains a certain downward force in a small, compact space and can move stably in the designed direction.

[0109] This embodiment offers a more comprehensive inspection range: While other weld inspection brackets often have probes only at the rail head, or at both the rail head and rail foot, this embodiment features probes at all three locations. It also boasts high inspection speed: All probes in this embodiment are driven by motors, with the slowest motor (the rail waist and rail foot motor) completing a full stroke in approximately 20 seconds. Including preparation, inspecting a single weld only takes about 5 minutes. It's also easy to use: Only manual positioning of the inspection bracket is required; probe movement and damage identification are automatically performed by the inspection host.

[0110] Example 2:

[0111] Based on the first embodiment, this embodiment further includes a wire trough assembly 6. The wire trough assembly 6 includes a wire trough and a wire trough cover. The wire trough assembly 6 is connected to the side of the frame body 104 for wiring and can be set as needed.

[0112] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present invention.

Claims

1. Intelligent rail flaw detector, characterized by: It includes a frame assembly and a rail waist and rail bottom probe group. The rail waist and rail bottom probe group is connected to both sides of the frame assembly. The rail waist and rail bottom probe group includes multiple rail waist probes and multiple rail bottom probes. The rail waist probe is located on the side of the rail waist to detect flaws on the rail waist. The rail bottom probe is located above the rail bottom to detect flaws on the rail bottom. The rail waist probe close to the rail head is angled toward the rail head to detect damage in the arc between the rail jaw and the rail waist and the upper part of the rail waist; the rail waist probe located in the middle, one of the rail waist probes is angled upward, and uses the primary wave, secondary wave and tertiary wave to detect damage in the middle and upper part of the waist; the other rail waist probe is angled downward, and uses the primary wave, secondary wave and tertiary wave to detect damage in the middle and lower part of the waist; the rail waist probe close to the rail bottom uses the primary wave and secondary wave to detect damage in the lower half of the rail waist and the arc position.

2. The intelligent rail flaw detector according to claim 1, characterized in that: The frame assembly includes a frame body, a control box assembly, and multiple linear guide rails; The two ends of the frame body are C-shaped structures, and multiple track mounting bars are connected between the C-shaped structures. Multiple linear guide rails are respectively connected to the track mounting bars. The first rail head probe group, the second rail head probe group, and the rail waist and rail bottom probe group are all connected to the linear guide rails; The control box assembly is connected to the top of the frame body.

3. The intelligent rail flaw detector according to claim 2, characterized in that: The frame assembly also includes a plurality of positioning legs, a plurality of positioning ball screws, and a positioning piece; Multiple positioning legs are connected to both ends of both sides of the frame body, and the bottom ends of the positioning legs are clamped with the bottom of the rail; the bottom ends of the two positioning legs are rotatably connected to one end of the positioning piece; A plurality of positioning ball screws are connected to the bottom inner side of the C-shaped structure of the frame body, and the movable steel balls in the positioning ball screws are stuck in the corner between the side of the rail head and the lower jaw of the rail head.

4. The intelligent rail flaw detector according to claim 1, characterized in that: The rail waist and rail bottom probe assembly includes a linear motion component, a mounting seat, a probe mounting frame, a rail waist probe assembly, and a rail bottom probe assembly; The linear motion assembly is fixedly connected to the frame assembly, the mounting seat is slidingly connected to the frame assembly, the driving end of the linear motion assembly is connected to the mounting seat, the bottom of the mounting seat is connected to the probe mounting frame, and the side of the probe mounting frame close to the rail is connected to the rail waist probe assembly and the rail bottom probe assembly in sequence.

5. The intelligent rail flaw detector according to claim 4, characterized in that: The linear motion assembly includes a first motor, a screw body, a screw nut, and a motor mounting plate. The motor mounting plate is connected to the frame assembly, the first motor is connected to the motor mounting plate, the output end of the first motor is connected to the screw body, the screw body is connected to the screw nut, the screw body and the linear guide rail of the frame assembly are horizontally arranged, the screw nut is fixedly connected to the mounting seat, and one side of the mounting seat is fixedly connected to the slider of the linear guide rail of the frame assembly.

6. The intelligent rail flaw detector according to claim 4, characterized in that: The rail waist probe assembly includes a rotating adjustment column, a rail waist spring clip, and a rail waist probe; one end of the rotating adjustment column is inserted into the probe mounting frame and locked by a side locking screw, and the other end of the rotating adjustment column is connected to the rail waist spring clip, and the other end of the rail waist spring clip is connected to the rail waist probe.

7. The intelligent rail flaw detector according to claim 4, characterized in that: The rail bottom probe assembly includes a rotating adjustment column, a rail bottom spring clip, and a rail bottom probe; one end of the rotating adjustment column is inserted into the probe mounting bracket and locked by a side locking screw, and the other end of the rotating adjustment column is connected to the rail bottom spring clip, and the other end of the rail bottom spring clip is connected to the rail bottom probe.

8. The intelligent rail flaw detector according to claim 5, characterized in that: The rail waist and rail bottom probe group also includes a locking component that can lock the position of the probe mounting frame. The locking component is connected to the mounting seat, and the bottom end of the locking component is connected to the probe mounting frame.

9. The intelligent rail flaw detector according to claim 8, characterized in that: The locking assembly includes a handle, a third driving screw, a rotating shaft sleeve, a cam rod, and a rotating shaft. The rotating shaft sleeve is a T-shaped cylindrical tube structure. The small end of the rotating shaft sleeve is inserted into the mounting seat and fixed thereto. The rotating shaft is a T-shaped column. The rotating shaft passes through the rotating shaft sleeve and extends to the bottom of the mounting seat. The probe mounting frame is connected to the bottom end of the rotating shaft; one end of the handle is sleeve-shaped, and the sleeve end is inserted into the top of the rotating shaft sleeve, and the handle is fixedly connected to the handle and the top end of the rotating shaft by the third driving screw; the rotating shaft sleeve includes a spiral groove, which passes through the wall of the rotating shaft sleeve. The radial part of the handle is connected to the cam rod, and the cam rod passes through the spiral groove.

10. The intelligent rail flaw detector according to claim 1, characterized in that: Multiple rail bottom probes are used to detect the area from the rail bottom corner side to the 80mm rail bottom triangular area.

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