Crawler belt detection system

Abstract

The invention provides a track detection system, and relates to the field of track detection, the track detection system comprises a sound wave detection module, the sound wave detection module comprises a first mounting rack, a lifting device, a horizontal telescopic rod and a sound wave detection device, the fixed end of the lifting device is connected to the first mounting rack, and the telescopic end of the lifting device is provided with a second mounting rack; the fixed end of the horizontal telescopic rod is connected to the second mounting frame, the telescopic end of the horizontal telescopic rod is connected with a sound wave detection device, and the horizontal telescopic rod is used for adjusting the contact pressure between a detection probe of the sound wave detection device and the rubber layer; when the sound wave detection module detects, the track is driven by the track driving mechanism to rotate so as to meet the requirement of the sound wave detection module on the track position. The system is provided with a probe position adjusting mechanism, so that various detection requirements are met; the contact pressure between the detection probe and the rubber layer is adjusted, so that the probe can keep a proper contact state with the rubber layer in the detection process, and a stable detection state is created for the sound wave detection module.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of track detection, in particular to a track detection system. BACKGROUND

[0002] The track is the core walking component of engineering machinery (such as excavators, crawler cranes), special vehicles, and its running stability directly affects the safety and service life of the equipment. In the track, the rubber layer and the steel wire traction layer, metal driving teeth and other components form a composite layer. Before the track is produced and delivered and new use, the track needs to be detected, and the track detection includes: checking the internal defects of the rubber layer through flaw detection (such as ultrasonic flaw detection).

[0003] The existing rubber ultrasonic detection, such as CN118067845A solid rubber ultrasonic detection device and method, has the following problems: no position adjusting mechanism is provided to adjust the position of the probe, which cannot meet the different probe requirements due to the differences in rubber types, sizes, shapes and other factors during detection, including the adjustment of detection height, the change of horizontal distance, and the adjustment of the contact pressure between the probe and the rubber surface during detection, thereby it is difficult to guarantee the accuracy and adaptability of the detection, and there are obvious limitations when facing diversified rubber detection scenes. SUMMARY

[0004] The present application provides a track detection system to solve at least one of the technical problems in the background art.

[0005] To solve the above technical problems, the present application discloses a track detection system, comprising: The sound wave detection module comprises: a mounting frame one, a lifting device, a horizontal telescopic rod, and a sound wave detection device. The fixed end of the lifting device is connected to the mounting frame one, and the telescopic end of the lifting device is provided with a mounting frame two. The fixed end of the horizontal telescopic rod is connected to the mounting frame two, and the telescopic end of the horizontal telescopic rod is connected with the sound wave detection device. The horizontal telescopic rod is used to adjust the contact pressure between the detection probe of the sound wave detection device and the rubber layer. When the sound wave detection module detects, the track is driven to rotate by the track driving mechanism to meet the requirements of the sound wave detection module for the position of the track.

[0006] Preferably, the sound wave detection device emits sound waves to the rubber layer of the track, receives and analyzes the waveform, amplitude and propagation time of the reflected sound waves, and obtains internal defect data.

[0007] Preferably, it further comprises a contact pressure control module, which comprises: The detection module is used to obtain the detection parameters of the rubber layer cutting detection material when the rubber layer cutting detection material is qualified before the rubber layer of the track structure is packaged in batches. The detection parameters include Shore hardness, elastic modulus, tensile strength, and surface roughness. The acquisition module one is used to obtain the composite layer information corresponding to each rubber detection area. The analysis module one is used to determine the contact characteristic coefficient of the rubber layer and the initial elastic coefficient of the rubber layer based on the detection parameters of the rubber layer cutting detection material. The analysis module two is used to determine the composite layer support coefficient based on the composite layer information corresponding to each rubber detection area. The determination module one is used to determine the target contact pressure when each rubber detection area is detected by the detection probe based on the contact characteristic coefficient of the rubber layer, the initial elastic coefficient of the rubber layer, and the composite layer support coefficient. The pressure sensor is embedded in the detection probe, and is used to detect the contact pressure between the detection probe and the rubber layer. The control module one is used to control the extension and retraction of the horizontal telescopic rod, so that the actual pressure sensor detection value when each rubber detection area is detected by the detection probe is the corresponding target contact pressure.

[0008] Preferably, it further comprises: The analysis module three is used to determine the damping state speed correction coefficient based on the elastic modulus, tensile strength, and surface roughness obtained by the detection module, and to determine the impact state speed correction coefficient based on the composite layer support coefficient and the initial elastic coefficient of the rubber layer. The calculation module one is used to determine the first target speed according to the damping state speed correction coefficient, and to determine the second target speed according to the impact state speed correction coefficient.

[0009] Preferably, when the detection probe contacts the rubber layer to the pressure sensor detection value reaching the target contact pressure, the control module adjusts the actual extension speed of the horizontal telescopic rod to the first target speed. When the pressure sensor detection value reaches the target contact pressure from the target contact pressure, the control module adjusts the actual extension speed of the horizontal telescopic rod to the second target speed.

[0010] Preferably, it further comprises a running detection device, which comprises: The detection mechanism comprises a detection frame, a connecting frame mounted on the detection frame, a supporting wheel and a telescopic rod mounted on the connecting frame, a frame body connected to the telescopic end of the telescopic rod, and a tensioning wheel connected to the frame body; a driving shaft is rotatably mounted on the detection frame, a driving wheel is mounted on the driving shaft, and a driving motor for driving the driving shaft to rotate is mounted on the detection frame; the track to be detected is sleeved on the driving wheel, the supporting wheel and the tensioning wheel, and is engaged with the driving wheel.

[0011] Preferably, the operation detection device further comprises: a tensioning force detection device for detecting the tensioning force of the track; a displacement sensor for detecting the extension length of the telescopic rod; a storage module storing a fitting curve of the extension length of the telescopic rod-standard tensioning force under the non-rotation state of the track; a control module two for controlling the telescopic rod to extend different extension lengths for tensioning test and controlling the tensioning force detection device to detect the tensioning force corresponding to the extension length under the non-rotation state of the track; a curve construction module for determining a fitting curve of the extension length of the telescopic rod-actual tensioning force based on the detection results of the displacement sensor and the tensioning force detection device in the tensioning test process; a curve division module for dividing the fitting curve of the extension length of the telescopic rod-standard tensioning force and the fitting curve of the extension length of the telescopic rod-actual tensioning force into rigid contact curve segments, elastic adaptation curve segments and limit buffer curve segments; an analysis module four for evaluating the tensioning difference value by combining the divided curve segments, the tensioning force change state and the difference state between the standard tensioning force and the actual tensioning force.

[0012] Preferably, the operation detection device further comprises: a multi-source collection device for collecting the real-time torque value of the driving shaft, the meshing gap between the teeth of the driving wheel and the metal driving teeth of the track, and the linear speed of the track; a control module three for controlling the driving motor to work at the rated control parameter of the driving motor for a preset time length under the rated tensioning force, and controlling the multi-source collection device to detect multiple times within the preset time length; the rated control parameter of the driving motor corresponds to a rated rotating speed; an analysis module five for determining the meshing gap variation coefficient, the meshing torque variation coefficient, the track transmission synchronization coefficient, the tensioning force-transmission influence coefficient, and the meshing torque-track transmission synchronization coupling coefficient based on the detection results of the multi-source collection device within the preset time length; a determination module two for determining a tensioning difference coefficient based on the tensioning force-transmission influence coefficient and the tensioning difference value; Determination module three: for determining the target test rotating speed based on the tension difference coefficient, the meshing torque-track drive synchronization coupling coefficient; The control module two controls the driving motor to work at the target test rotating speed for a preset time length under the rated tension force, re-determines the meshing gap variation coefficient, the meshing torque variation coefficient, the track drive synchronization coefficient, and determines the meshing torque-track drive synchronization coupling coefficient; The display module is used for displaying the tension difference coefficient, the meshing gap variation coefficient, the meshing torque variation coefficient, the track drive synchronization coefficient, and the meshing torque-track drive synchronization coupling coefficient.

[0013] The technical solutions of the present application will be further described in detail below through the accompanying drawings and examples.

[0014] Compared with the prior art, the present application has the following beneficial effects: The probe position adjusting mechanism is provided, which is suitable for various detection requirements: the system is provided with a lifting device and a horizontal telescopic rod. The lifting device can adjust the detection height, and the horizontal telescopic rod can change the horizontal distance and adjust the contact pressure between the detection probe and the rubber layer. In this way, when different rubber products (differences exist in rubber types, sizes, shapes, etc.) are detected, the probe position and the contact pressure can be flexibly adjusted to meet various probe requirements, and the problem that the prior art is difficult to adapt to different detection scenes due to the lack of a position adjusting mechanism is effectively solved.

[0015] The detection accuracy and adaptability are ensured: by adjusting the contact pressure between the detection probe and the rubber layer, the probe can maintain a suitable contact state with the rubber layer during the detection process, creating a stable detection state for the sound wave detection module, which helps the sound wave detection device to more accurately emit sound waves to the track rubber layer, receive and analyze the waveform, amplitude and propagation time of the echo sound waves, and thus more accurately obtain internal defect data, greatly improving the detection accuracy and adaptability to different detection scenes. DETAILED DESCRIPTION

[0016] The accompanying drawings are used to provide a further understanding of the present application, and constitute a part of the specification, together with the embodiments of the present application, to explain the present application, and do not constitute a limitation on the present application. In the drawings: Fig. 1 It is a structural schematic diagram of the sound wave detection module of the present application; Fig. 2 It is a structural schematic diagram of the running detection device of the present application; Fig. 3 It is a structural schematic diagram of the telescopic rod and the tensioning wheel connection of the present application.

[0017] In the figure: 1, lifting device; 2, horizontal telescopic rod; 3, acoustic wave detection device; 31, detection probe; 4, mounting frame one; 5, mounting frame two; 6, track; 7, detection frame; 8, driving wheel; 9, connecting frame; 10, carrier wheel; 11, tensioning wheel; 12, driving shaft; 13, telescopic rod; 14, frame body. DETAILED DESCRIPTION

[0018] The preferred embodiments of the present application will be described below in conjunction with the accompanying drawings, and it should be understood that the preferred embodiments described herein are only used to explain and illustrate the present application, and are not used to limit the present application.

[0019] In addition, the description such as "first", "second" and the like in the present application is only for the purpose of description, and does not mean to particularly indicate the order or sequence, nor to limit the present application, which is merely to distinguish the components or operations described by the same technical terms, and cannot be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions and technical features of various embodiments can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the protection scope required by the present application.

[0020] The present application provides the following embodiments: Embodiment 1, the track detection system provided by the embodiment of the present application comprises: Figs. 1-3 As shown in the figure, comprising: The acoustic wave detection module comprises: mounting frame one 4, lifting device 1, horizontal telescopic rod 2, acoustic wave detection device 3, the fixed end of the lifting device 1 is connected to the mounting frame one 4, the telescopic end of the lifting device 1 is provided with the mounting frame two 5, the fixed end of the horizontal telescopic rod 2 is connected to the mounting frame two 5, the telescopic end of the horizontal telescopic rod 2 is connected with the acoustic wave detection device 3, and the horizontal telescopic rod 2 is used to adjust the contact pressure between the detection probe 31 of the acoustic wave detection device 3 and the rubber layer; When the acoustic wave detection module detects, the track is driven to realize the rotary motion by the track driving mechanism, so as to meet the requirement of the acoustic wave detection module detection on the track position.

[0021] The track driving mechanism can be a roller driving mechanism, and the track is sleeved on the driving roller and the driven roller to realize the rotation of the track.

[0022] The similar structure of the operation detection device can also be used, which comprises a driving shaft 12 on which a driving wheel 8 is installed, and a driving motor for driving the rotation of the driving shaft 12; the track 6 to be detected is sleeved on the driving wheel 8, the carrier roller 10 and the tensioning wheel 11, and is engaged with the driving wheel 8.

[0023] The internal structure of the track wrapping has been detected before wrapping, and is a qualified product.

[0024] The acoustic wave detection device 3 emits acoustic waves to the track rubber layer, receives and analyzes the waveform, amplitude and propagation time of the rebound acoustic waves to obtain internal defect data, which is the prior art.

[0025] The beneficial effects of the above technical solutions are: The probe position adjusting mechanism is provided to adapt to various detection requirements: the system is provided with a lifting device 1 and a horizontal telescopic rod 2, the lifting device 1 can adjust the detection height, the horizontal telescopic rod 2 can change the horizontal distance, and the contact pressure between the detection probe 31 and the rubber layer can also be adjusted. In this way, when different rubber products (differences exist in rubber types, sizes, shapes, etc.) are detected, the probe position and contact pressure can be flexibly adjusted to meet the diversified probe requirements, and the problem that the existing technology is difficult to adapt to different detection scenes due to the lack of position adjusting mechanism is effectively solved.

[0026] Ensure detection accuracy and adaptability: by adjusting the contact pressure between the detection probe 31 and the rubber layer, the probe can maintain a suitable contact state with the rubber layer during the detection process, creating a stable detection state for the acoustic wave detection module, which helps the acoustic wave detection device 3 to emit acoustic waves to the rubber layer of the track 6 more accurately, and receive and analyze the waveform, amplitude and propagation time of the echo acoustic waves, so as to more accurately obtain internal defect data, greatly improving the accuracy of detection and adaptability to different detection scenes.

[0027] In embodiment 2, on the basis of embodiment 1, a contact pressure regulating module is further included, which comprises: The detection module is used to obtain the detection parameters of the rubber layer cutting detection material when the rubber layer cutting detection material is qualified before the track structure of the rubber layer to be wrapped is wrapped in batches: Shore hardness, elastic modulus, tensile strength, surface roughness; The first acquisition module is used to obtain the composite layer information corresponding to each rubber detection area; The first analysis module is used to determine the contact characteristic coefficient of the rubber layer and the initial elastic coefficient of the rubber layer based on the detection parameters of the rubber layer cutting detection material; The contact characteristic coefficient A of the rubber layer is [the contact force correction coefficient corresponding to the Shore hardness x ((the Shore hardness detected by the detection module-the reference Shore hardness) ÷ the reference Shore hardness)] + [the contact force correction coefficient corresponding to the surface roughness x ((the surface roughness detected by the detection module-the reference surface roughness) ÷ the reference surface roughness)]; The initial elastic coefficient B of the rubber layer is ((the elastic modulus of the rubber layer detected by the detection module ÷ the tensile strength of the rubber layer detected by the detection module) ÷ (the reference elastic modulus of the rubber layer ÷ the reference tensile strength of the rubber layer)); The analysis module two is used for determining the composite layer support coefficient based on the composite layer information corresponding to each rubber detection area; ; Wherein, K is the composite layer support coefficient; Ei is the elastic modulus of the i-th layer of the composite layer; E0 is the reference elastic modulus; di is the thickness of the i-th layer of the composite layer; d0 is the reference thickness; and M is the total number of the composite layer; The determination module one is used for determining the target contact pressure of the detection probe 31 during detection based on the contact characteristic coefficient of the rubber layer, the initial elastic coefficient of the rubber layer and the composite layer support coefficient; The target contact pressure = the reference contact pressure x (1+A) x (1 / B) x (1+dK); d is the contact pressure correction coefficient corresponding to the composite layer support coefficient; The pressure sensor is embedded in the detection probe 31, and the pressure sensor is used for detecting the contact pressure of the detection probe 31 and the rubber layer; The control module is used for controlling the extension and contraction of the horizontal telescopic rod 2, so that the actual pressure sensor detection value of the detection probe 31 during detection of each rubber detection area is the corresponding target contact pressure.

[0028] The contact force correction coefficient corresponding to the Shore hardness is obtained by experiments. Rubber samples with different Shore hardnesses are detected under different contact forces, and the best contact force that makes the detection result (such as defect recognition accuracy, signal stability, etc.) optimal is found. Compared with the optimal contact force under the reference Shore hardness, the correction coefficient is fitted. The value range is (0.8-1.2), which ensures that the detection effect remains at a good level when the Shore hardness changes.

[0029] The contact force correction coefficient corresponding to the surface roughness: rubber samples with different surface roughness are prepared, and the optimal contact force is determined under different contact forces. Compared with the optimal contact force under the reference surface roughness, the correction coefficient is fitted. The value range is generally (0.9-1.3) to ensure that the detection effect is good when the surface roughness changes.

[0030] The contact pressure correction coefficient (d) corresponding to the composite layer support coefficient: samples with different composite layer structures (different elastic modulus and thickness) are made, the composite layer support coefficient is calculated, the detection effect under different contact pressures is tested, and the deviation relationship between the contact pressure and the reference contact pressure when the effect is best is determined. The coefficient is fitted. The value range is generally (-0.15-0.15), so that the contact pressure can be adjusted to ensure good detection effect when the composite layer support coefficient changes.

[0031] The reference Shore hardness and the reference surface roughness are the standards for measuring the contact characteristics of the rubber layer; the reference elastic modulus and the reference tensile strength of the rubber layer are the references for defining the initial elastic properties of the rubber layer; and the reference elastic modulus and the reference thickness of the composite layer are the benchmarks for evaluating the support ability of the composite layer. The reference contact pressure is a standard contact pressure value that can make the detection effect (such as defect recognition accuracy and signal stability) optimal / optimal based on these “material performance references”.

[0032] The beneficial effects of the above technical solutions are: Unlike the traditional detection which only relies on the rough regulation of a single contact force or hardness parameter, the scheme innovatively deeply couples four core coefficients: “Shore hardness contact force correction coefficient”, “surface roughness contact force correction coefficient”, “contact characteristic coefficient correction coefficient (b)”, and “composite layer support coefficient correction coefficient (d)”, to build a dynamic correlation model of “material characteristics-support performance-detection pressure”. Among them, the first two types of coefficients accurately compensate for the influence of the micro characteristics (hardness and roughness) of the rubber layer on the contact state, and the last two types of coefficients specifically correct the effect of the macro mechanical properties (elasticity and tensile strength) of the rubber layer and the structure (multi-layer elastic modulus and thickness) of the composite layer on the support force. Finally, the target contact pressure can be “customized” according to the “rubber-composite layer” exclusive characteristics of each track, completely solving the detection distortion problem caused by fixed pressure during detection of tracks with different materials and structures.

[0033] The scheme discards the disadvantages of traditional correction coefficient subjective setting, all core coefficients are based on the "optimal detection effect" target (such as defect recognition accuracy ≥95%, signal fluctuation amplitude ≤5%), and are obtained by fitting through multiple control experiments (rubber samples with different hardness / roughness, composite layer samples with different structures), and the value range is clear (such as Shore hardness correction coefficient 0.8-1.2, composite layer support correction coefficient-0.15-0.15). This coefficient system supported by experimental data changes the "contact pressure adjustment" from "experience judgment" to "quantitative calculation", for example, when the rubber layer roughness deviates from the reference value by 20%, the roughness correction coefficient can be used to accurately calculate the pressure compensation amount, instead of relying on manual estimation, which not only ensures the consistency of track detection under different batches and different working conditions, but also provides a reusable and verifiable coefficient calibration standard for the industry.

[0034] The scheme deeply links various correction coefficients with the whole process closed-loop control of "parameter acquisition-coefficient analysis-pressure detection-real-time adjustment": after the detection module collects the parameters of the rubber layer / composite layer in real time, the analysis module dynamically updates the target contact pressure through coefficient calculation, the pressure sensor feeds back the deviation of the actual pressure from the target value to the control module, and finally the millisecond-level adjustment of the pressure is realized through the horizontal telescopic rod.

[0035] Embodiment 3, based on embodiment 2, further comprises: The analysis module three is used to determine the damping state speed correction coefficient based on the elastic modulus, tensile strength and surface roughness obtained by the detection module; and determine the impact state speed correction coefficient based on the composite layer support coefficient and the initial elastic coefficient of the rubber layer; The damping state speed correction coefficient = [the first speed correction coefficient × (the elastic modulus of the rubber layer detected by the detection module ÷ the tensile strength of the rubber layer detected by the detection module)] + [the second speed correction coefficient × ((the surface roughness detected by the detection module-the reference surface roughness) ÷ the reference surface roughness)]; The impact speed correction coefficient = mK + nB + pKB; m and n are the third speed correction coefficient and the fourth speed correction coefficient respectively; B is the initial elastic coefficient of the rubber layer; K is the composite layer support coefficient; and p is the correction coefficient of the coupling effect of the composite layer support coefficient and the initial elastic coefficient of the rubber layer (which needs to be determined by experiment fitting).

[0036] The calculation module one is used to determine the first target speed according to the damping state speed correction coefficient; and determine the second target speed according to the impact state speed correction coefficient; When the detection probe 31 contacts the rubber layer to the pressure sensor detection value reaches 80% of the target contact pressure, the control module adjusts the actual elongation speed of the horizontal telescopic rod 2 to the first target speed. First target speed = first reference speed x damping state speed correction coefficient Second target speed = second reference speed x impact state speed correction coefficient First reference speed: the level extensible rod elongation speed that makes the detection effect (such as contact stability, subsequent detection signal quality, etc.) optimal for a specific type of reference rubber layer (having the same type of reference elastic modulus, reference tensile strength, reference surface roughness) in the stage of detecting the probe contacting the rubber layer to the pressure sensor detection value reaching 80% of the target contact pressure. It should be noted that the first reference speed needs to be recalibrated for different types (the same type corresponds to the same formula and production process) of reference rubber layer.

[0037] Second reference speed: the level extensible rod elongation speed that makes the detection effect (such as pressure overshoot control, detection accuracy, etc.) optimal for a specific type of reference composite layer (having the same type of reference composite layer support coefficient) and reference rubber layer contact characteristics (having the same type of reference contact characteristic coefficient) in the stage of detecting the pressure sensor detection value from 80% of the target contact pressure to the target contact pressure. The second reference speed needs to be recalibrated for different types (the same type corresponds to the same formula and production process) of reference rubber layer First and second speed correction coefficients: Prepare rubber samples with different elastic modulus, tensile strength, and surface roughness. In the stage of detecting the probe contacting the rubber layer to the pressure sensor detection value reaching 80% of the target contact pressure, test the detection effect (such as the stability of the contact process, the influence on the subsequent detection signal, etc.) under different level extensible rod elongation speeds. Find the level extensible rod elongation speed that makes the detection effect optimal in this stage, compare it with the first reference speed of the corresponding batch of reference rubber layer, combine the ratio of the elastic modulus and tensile strength of the rubber layer to the difference between the surface roughness and the reference surface roughness, and fit the first and second speed correction coefficients, following the following trends: when the ratio of the elastic modulus and tensile strength of the rubber layer is greater than the reference ratio of the corresponding batch, the first speed correction coefficient is taken as (0.8-1.0) (reduce the speed to ensure stable contact); when the ratio of the elastic modulus and tensile strength of the rubber layer is less than the reference ratio of the corresponding batch, the first speed correction coefficient is taken as (1.0-1.2) (increase the speed to avoid slow contact). When the difference between the detected surface roughness and the reference surface roughness and the ratio of the reference surface roughness is greater than 0, the second speed correction coefficient is taken as (0.9-1.1) (the surface is rougher, reduce the speed correction amplitude); when the difference between the detected surface roughness and the reference surface roughness and the ratio of the reference surface roughness is less than 0, the second speed correction coefficient is taken as (1.1-1.3) (the surface is smoother, increase the speed correction amplitude).

[0038] Third, fourth speed correction coefficient and coupling correction coefficient (composite layer support coefficient and the coupling correction coefficient of the initial elastic coefficient of the rubber layer): Make track samples with different composite layer structures (affecting the composite layer support coefficient) and initial elastic coefficients of the rubber layer. Test the detection effect (such as pressure overshoot, detection accuracy, etc.) under different horizontal telescopic rod elongation speeds in the stage from 80% of the target contact pressure to the target contact pressure. Find the horizontal telescopic rod elongation speed that makes the detection effect in this stage optimal. Compare it with the second reference speed of the corresponding batch of reference composite layer and reference rubber layer. Combine the composite layer support coefficient and the rubber layer contact characteristic coefficient to fit the third speed correction coefficient, the fourth speed correction coefficient, and the coupling correction coefficient, and follow the following trends: when the composite layer support coefficient increases, the third speed correction coefficient tends to the (-0.2-0) interval (reduce the speed to control the pressure overshoot); when the composite layer support coefficient decreases, the third speed correction coefficient tends to the (0-0.2) interval (increase the speed to adapt to the support force change). When the initial elastic coefficient of the rubber layer increases, the fourth speed correction coefficient tends to the (1.0-1.5) interval (increase the speed to match the elastic response); when the initial elastic coefficient of the rubber layer decreases, the fourth speed correction coefficient tends to the (0.5-1.0) interval (reduce the speed to adapt to the lack of elasticity). The coupling correction coefficient is fitted according to the speed influence law of the composite layer support coefficient and the initial elastic coefficient of the rubber layer in the experiment, and generally takes the value range of (-0.1-0.1), which is used to reflect the nonlinear influence of the interaction of the composite layer support coefficient and the initial elastic coefficient of the rubber layer on the impact speed.

[0039] The beneficial effects of the above technical solutions are: By adjusting the horizontal telescopic rod elongation speed in stages (from the stage of the detection probe contacting the rubber layer to 80% of the target contact pressure, to the stage from 80% of the target contact pressure to the target contact pressure) and combining multiple parameters (rubber layer elastic modulus, tensile strength, surface roughness, composite layer support coefficient, initial elastic coefficient of the rubber layer, etc.), the contact process of the detection probe and the rubber layer is more stable, and the problems of abnormal deformation of the rubber layer and pressure fluctuation caused by improper speed during the contact process are reduced, thereby improving the accuracy of subsequent acoustic wave detection, and reducing the probability of defect omission and false detection.

[0040] Considering the influence of the differences in the parameters of the rubber layer (elastic modulus, tensile strength, surface roughness) and the differences in the composite layer structure on the horizontal telescopic rod elongation speed, through different correction coefficients and calculation logic, it can adapt to the detection of tracks with different rubber materials and different composite layer structures, has good adaptability, and can be widely applied to the detection of various engineering machinery tracks.

[0041] The velocity correction coefficients are obtained by experiment fitting, and the value range is verified. The velocity correction coefficients can reasonably correct the extension velocity of the horizontal telescopic rod when the parameters change, so that the detection effect (such as contact stability, pressure overshoot control, detection accuracy, etc.) in each stage of the detection process can be maintained at a good level, and the stability and reliability of the detection effect are improved.

[0042] In embodiment 4, on the basis of any one of embodiments 1-3, the running detection device further comprises: The detection mechanism comprises a detection frame 7, a connecting frame 9 mounted on the detection frame 7, a carrier wheel 10 and a telescopic rod 13 mounted on the connecting frame 9, a telescopic end of the telescopic rod 13 being connected with a frame body 14, a tensioning wheel 11 being connected to the frame body 14; a driving shaft 12 is rotatably mounted on the detection frame 7, a driving wheel 8 is mounted on the driving shaft 12, and a driving motor is mounted on the detection frame 7 to drive the driving shaft 12 to rotate; the track 6 to be detected is sleeved on the driving wheel 8, the carrier wheel 10 and the tensioning wheel 11, and the track 6 to be detected is engaged with the driving wheel 8.

[0043] The running detection device further comprises: A tensioning force detection device for detecting the tensioning force of the track 6; A displacement sensor for detecting the extension length of the telescopic rod 13; A storage module storing a fitting curve of the extension length of the telescopic rod 13-standard tensioning force under the condition that the track is not rotating (the driving motor is not working); A control module two for controlling the telescopic rod 13 to extend different extension lengths for tensioning test under the condition that the track is not rotating, and controlling the tensioning force detection device to detect the tensioning force corresponding to the extension length; A curve construction module for determining a fitting curve of the extension length of the telescopic rod 13-actual tensioning force based on the detection results of the displacement sensor and the tensioning force detection device in the tensioning test process; A curve division module for dividing the fitting curve of the extension length of the telescopic rod 13-standard tensioning force and the fitting curve of the extension length of the telescopic rod 13-actual tensioning force into a rigid contact curve segment, an elastic adaptation curve segment and a limit buffer curve segment; An analysis module four for evaluating the tensioning difference value by combining the divided curve segments and the tensioning force change state and the difference state between the standard tensioning force and the actual tensioning force.

[0044] The curve segmentation module specifically divides the extension length-standard tension force fitting curve of the telescopic rod according to the minimum and maximum standard tension forces corresponding to different curve segments, resulting in rigid contact curve segments, elastic adaptation curve segments, and limit buffer curve segments corresponding to the extension length-standard tension force fitting curve of the telescopic rod. The total number of selectable extension lengths corresponding to the rigid contact curve segments is less than the total number of selectable extension lengths corresponding to the limit buffer curve segments, which is less than the total number of selectable extension lengths corresponding to the elastic adaptation curve segments. The selectable extension length for the current curve segment is the extension length selected within the current curve segment's extension length range. Then, the extension length of the telescopic rod is fitted with the actual tension force. The curve is divided according to the rigid contact curve segment, elastic adaptation curve segment, and limit buffer curve segment corresponding to the extension length of the telescopic rod and the standard tension force fitting curve. The division rule is that the extension length range of the telescopic rod corresponds to the curve segment of the two fitting curves of the same type (such as both being rigid contact curve segments).

[0045] This represents the tension difference value corresponding to the i-th curve segment; The i-th curve segment corresponds to the th The selected extension length corresponds to the standard tension force based on the extension length of the telescopic rod and the standard tension force fitting curve. The i-th curve segment corresponds to the th The selected extension length corresponds to the actual tension force in the curve of extension length of the telescopic rod minus actual tension force. Let be the slope of the i-th segment of the fitted curve of the extension length of the telescopic rod versus the standard tension force; Let be the slope of the i-th segment of the fitted curve of the extension length of the telescopic rod minus the actual tension force; This represents the total number of selected extension lengths corresponding to the i-th curve segment.

[0046] The first of two identical fitted curves All options have the same extension length; The beneficial effects of the above technical solution are as follows: By dividing the extension length of the telescopic rod into three segments—rigid contact, elastic adaptation, and ultimate buffer—tension differences can be assessed separately for different stages of track tension. The tension characteristics of the track differ at different stages (e.g., rapid tension changes and insufficient engagement in the rigid contact stage; stable tension changes and good transmission adaptability in the elastic adaptation stage). Segmented assessment avoids interference between characteristics of different stages during overall assessment, thus more accurately pinpointing tension problems at each stage and providing a more accurate basis for subsequent tension adjustments or fault diagnosis.

[0047] In the tension difference value calculation formula, the slope of the curve and the relative difference of the tension are combined. The slope reflects the rate characteristic of the change of the tension with the extension length of the telescopic rod, and the relative difference of the tension reflects the numerical deviation degree of the actual and standard tension. The combination of the two can comprehensively measure the tension difference from the two dimensions of "trend" and "absolute numerical deviation", compared with considering only a single dimension, can more comprehensively and deeply reflect the deviation of the actual tension state of the track from the standard state, and is helpful to more accurately judge the health condition of the tension system.

[0048] The test is performed in the non-rotating state of the track, without complex dynamic working condition simulation, and the test process is relatively simple, facilitating operation and data acquisition. At the same time, based on the tension difference value obtained by the segmented evaluation, subsequent detection or adjustment of the transmission system can be more targeted. For example, if the tension difference value of the rigid contact curve segment is large, the components in the initial tensioning stage (such as the tensioning wheel and the initial meshing part of the track) can be checked; if the difference of the elastic adaptation curve segment is large, the performance of the transmission system in the stable working stage can be focused on, thereby avoiding the situation of blindly performing multiple tests and still being unable to locate the problem, and improving the efficiency of testing and maintenance. Providing basic and accurate tension difference evaluation for transmission effect evaluation is an important basis for transmission effect evaluation. The tension state of the track directly affects the performance of the transmission system such as meshing, torque transmission, and synchronization. The tension difference value obtained by the scheme can provide reliable tension state data support for evaluating the transmission effect in combination with the meshing torque, transmission synchronization coupling coefficient and other parameters, and is helpful to more comprehensively analyze the overall performance of the transmission system, timely find the transmission effect abnormality, and ensure the normal operation of the track transmission system.

[0049] In embodiment 5, on the basis of embodiment 4, the running detection device further comprises: Multi-source acquisition device: for acquiring the real-time torque value of the driving shaft 12, the meshing gap between the teeth of the driving wheel 8 and the metal driving teeth of the track 6, and the linear speed of the track 6; Control module three: for controlling the driving motor to work at the rated control parameter of the driving motor for a preset time length under the rated tension, and controlling the multi-source acquisition device to detect multiple times within the preset time length; the rated control parameter of the driving motor corresponds to the rated speed; Analysis module five: for determining the meshing gap variation coefficient, the meshing torque variation coefficient, the track 6 transmission synchronization coefficient, and the tension-transmission influence coefficient based on the detection results of the multi-source acquisition device within the preset time length, and determining the meshing torque-track 6 transmission synchronization coupling coefficient; Determination module two: for determining the tension difference coefficient based on the tension-transmission influence coefficient and the tension difference value; Determination module three: for determining the target test speed based on the tension difference coefficient and the meshing torque-track 6 transmission synchronization coupling coefficient; The control module two controls the drive motor to work at the target test rotating speed under the rated tension force for a preset time length, re-determines the meshing clearance variation coefficient, the meshing torque variation coefficient, the track 6 transmission synchronization coefficient, and determines the meshing torque-track 6 transmission synchronization coupling coefficient; The display module is used for displaying the tension difference coefficient, the meshing clearance variation coefficient, the meshing torque variation coefficient, the track 6 transmission synchronization coefficient, and the meshing torque-track 6 transmission synchronization coupling coefficient.

[0050] The meshing clearance refers to a clearance distance formed between the “working side surface” of the driving wheel tooth and the “matching side surface” of the corresponding metal driving tooth along the “tooth width direction” (perpendicular to the track movement direction) when the protruding tooth (referred to as “driving wheel tooth”) of the driving wheel and the metal driving tooth carried by the track are in a normal meshing state.

[0051] The meshing clearance variation coefficient = the standard deviation of the detection value of the meshing clearance in the preset time length ÷ the average value of the detection value of the meshing clearance in the preset time length; The meshing torque variation coefficient = the standard deviation of the detection torque of the drive shaft 12 in the preset time length ÷ the average value of the detection torque of the drive shaft 12 in the preset time length; The track 6 transmission synchronization coefficient = the average value of the linear speed detection value of the track 6 in the preset time length ÷ the theoretical value of the linear speed of the track 6 (corresponding to the above-mentioned rated rotating speed, which is determined based on the qualified track); The meshing torque-track 6 transmission synchronization coupling coefficient = the correlation coefficient of the meshing torque and the track linear speed in the preset time length ÷ the meshing torque variation coefficient ÷ the track 6 transmission synchronization coefficient; The tension force-transmission influence coefficient k = (the average value of the detection torque of the drive shaft 12 in the preset time length ÷ the corresponding theoretical torque under the rated control parameter of the drive motor) ÷ [1- (the theoretical linear speed of the track - the linear speed detection value of the track) ÷ the theoretical linear speed of the track]; the theoretical linear speed of the track corresponds to the rated control parameter of the drive motor; The tension difference coefficient k = ; The weight of the i-th curve segment (used to reflect the influence degree of different curve segments on the overall tension difference, which can be determined according to the importance of the curve segment and other factors; the value is greater than 0 and less than 1, ); The target test rotating speed = the rated rotating speed of the drive motor × (1+ the target test rotating speed adjustment coefficient corresponding to the tension difference × the tension difference coefficient + the target test rotating speed adjustment coefficient corresponding to the meshing torque-track 6 transmission synchronization coupling × the meshing torque-track 6 transmission synchronization coupling coefficient).

[0052] The target test rotating speed adjustment coefficient corresponding to the tension difference: Determination logic: For track samples with different tension differences (such as tooth skipping caused by looseness and sudden increase in resistance caused by tightness), carry out multiple groups of rotation speed tests, and focus on observing the clarity of abnormal characteristics at different rotation speeds, for example, record the rotation speeds at which the tooth skipping frequency of the loose track is higher and more easily observed, and the rotation speeds at which the resistance fluctuation of the tight track is more significant.

[0053] Specific operation: For each group of tension differences, select the rotation speed that can make the corresponding abnormality most obvious, calculate the deviation relationship between this rotation speed and the rated rotation speed, and then determine the corresponding rule of the tension difference and the deviation ratio through multiple data fitting, and finally obtain the adjustment coefficient (the value is usually 0.1-0.5).

[0054] Coefficient significance: When the tension difference is larger and the corresponding abnormality is more concealed, the coefficient value is larger, ensuring that the target test rotation speed after correction can accurately adapt to the tension state and avoiding the difficulty of abnormality appearing due to improper rotation speed.

[0055] Engagement torque-track drive synchronous coupling corresponding target test rotation speed adjustment coefficient: Determination logic: For track drive systems with different engagement torque-track drive synchronous coupling coefficients (such as rotation speed synchronous lag caused by excessive coupling and torque transmission instability caused by weak coupling), test the identifiability of coupling abnormalities at different rotation speeds, for example, observe which rotation speeds have the phenomenon of rotation speed difference exceeding the threshold more frequently when the coupling is too strong, and which rotation speeds have the phenomenon of torque sudden change more easily captured by the detection device when the coupling is too weak.

[0056] Specific operation: For each group of coupling coefficients, select the rotation speed that can make the coupling abnormality most easily identified, analyze the correlation between this rotation speed and the rated rotation speed, and then fit the adjustment coefficient (the value is generally 0.2-0.6) by combining multiple groups of coupling coefficients and rotation speed deviation data.

[0057] Coefficient significance: When the coupling relationship is more special and the corresponding abnormality is more easily covered by normal transmission noise, the coefficient value is larger, so that the target test rotation speed can specifically amplify the coupling abnormality characteristics, ensuring that the abnormality can be efficiently captured during testing.

[0058] The above correlation coefficient: Carry out track drive tests, continuously collect engagement torque and track linear speed data within a predetermined time, and use statistical analysis or correlation algorithms (such as Pearson correlation coefficient method) to calculate the correlation between the two, to determine the coefficient.

[0059] The beneficial effects of the above technical solutions are: A plurality of key parameters are obtained through a multi-source acquisition device, and then combined with various coefficients of variation, synchronization coefficients, coupling coefficients, etc. to comprehensively and accurately evaluate the performance of the track drive system from multiple dimensions such as meshing gap stability, torque stability, transmission synchronization, and the coupling relationship between torque and transmission synchronization. Compared with single parameter evaluation, this multi-dimensional evaluation method can more carefully find possible problems in the drive system, providing more accurate basis for subsequent fault diagnosis and performance optimization.

[0060] The target test speed is determined based on the tension difference coefficient and the meshing torque-track drive synchronization coupling coefficient, which solves the problem that the initial test speed may not clearly reflect the transmission abnormalities. By adjusting the speed, the test speed can better highlight the abnormal conditions of the drive system, avoiding the situation that multiple tests still cannot detect abnormalities, improving the effectiveness and efficiency of transmission abnormality detection, and helping to timely discover hidden dangers in the drive system to ensure normal operation of the equipment.

[0061] The calculation and display of various coefficients enable technical personnel to clearly understand the working state and mutual relationship of each part of the drive system. For example, a large meshing gap variation coefficient may indicate that the meshing components have wear or installation problems; an abnormal tension difference coefficient may indicate that the tensioning system has a fault. These information provides a strong basis for the optimal design, maintenance and repair of the drive system, and helps to improve the drive system in a targeted manner to improve its overall performance and service life.

[0062] In the scheme, the control module two works at the rated speed for a preset time under the rated tension, and then controls the drive motor to work at the target test speed for a preset time to re-detect and determine the relevant coefficients. This dynamic detection and analysis method can reflect the performance changes of the drive system at different speeds, and helps to study the influence of speed on the drive system, providing support for dynamic control and adaptive adjustment of the drive system.

[0063] In embodiment 6, on the basis of embodiment 1, it further comprises a running detection device, wherein the running detection device comprises: The detection mechanism comprises a detection frame 7, a connecting frame 9 is installed on the detection frame 7, a carrier roller 10 and a telescopic rod 13 are installed on the connecting frame 9, the telescopic end of the telescopic rod 13 is connected with a frame body 14, and the tensioning wheel 11 is on the frame body 14; a drive shaft 12 is rotatably installed on the detection frame 7, a drive wheel 8 is installed on the drive shaft 12, and a drive motor for driving the drive shaft 12 to rotate is installed on the detection frame 7; the track 6 to be detected is sleeved on the drive wheel 8, the carrier roller 10 and the tensioning wheel 11, and the track 6 to be detected is engaged with the drive wheel 8.

[0064] Further comprising: The vibration parameter pre-configuration module is configured to determine an initial vibration reference based on the track model from a historical optimal vibration parameter library in stored historical data, the initial vibration reference including a vibration frequency bandwidth, a vibration amplitude overshoot suppression ratio, and an initial vibration force; wherein: The vibration frequency bandwidth = track inherent frequency range × historical adaptation coefficient; the historical adaptation coefficient is determined by selecting historical detection data of the same model track, statistically analyzing the effective extraction rate of the vibration characteristic parameters under different frequency bandwidths, and determining the ratio of the bandwidth corresponding to the highest effective extraction rate interval to the track inherent frequency range (value range 0.3-0.7); The vibration amplitude overshoot suppression ratio = target amplitude value ÷ allowed maximum overshoot value; the allowed maximum overshoot value is determined by performing gradient impact tests on tracks of the same material, recording the maximum amplitude impact value of the track without plastic deformation, and taking 80% of the value as the allowed maximum overshoot value; The target amplitude is a pre-set amplitude value that the track is expected to reach during vibration in track vibration detection or related tests.

[0065] The initial vibration force = basic vibration force × frequency bandwidth adaptation coefficient × overshoot suppression coefficient; wherein the frequency bandwidth adaptation coefficient = vibration frequency bandwidth ÷ standard frequency bandwidth (the standard frequency bandwidth is the optimal detection frequency bandwidth of the same model track); the overshoot suppression coefficient = 1 - (overshoot adjustment coefficient × vibration amplitude overshoot suppression ratio); The overshoot adjustment coefficient: a plurality of variable tests are performed on the same model track: the parameters such as the basic vibration force and the frequency bandwidth adaptation coefficient are fixed, only the overshoot adjustment coefficient is changed, the corresponding initial vibration force is calculated and applied to the track. Observe the performance of the track under different initial vibration forces - record whether the vibration anomaly (such as frequency mutation caused by structural defects) can be effectively excited, and at the same time monitor whether non-detection damage (such as material fatigue, micro deformation) occurs. Through statistical analysis, the overshoot adjustment coefficient that can make the initial vibration force just in the "abnormal excitation and no damage" interval is selected, and the same type of track engineering verification data is finally determined; the value range is 0.05-0.2; The basic vibration force is a benchmark vibration force value that can effectively excite the track vibration and will not cause non-detection damage to the track under standard detection conditions (such as standard ambient temperature, humidity, the track is brand new and has no fatigue damage, etc.) of the same model track.

[0066] The vibration applying device is configured to apply a vibration force to the track on the detection mechanism according to the initial vibration reference provided by the vibration parameter pre-configuration module; The vibration sensing module includes a plurality of vibration detection units arranged along the length direction of the track, and the vibration detection units are configured to detect the original vibration signals at their positions; The signal processing module is configured to receive the original vibration signal collected by the vibration sensing module, sequentially perform filtering and denoising on the original vibration signal, and extract a characteristic parameter related to track vibration from the processed signal through time domain-frequency domain conversion; the characteristic parameter related to track vibration includes a main frequency, an amplitude peak value, and a vibration energy distribution; The feature acquisition module is configured to receive the characteristic parameter related to track vibration from the signal processing module. The vibration analysis module is configured to calculate and determine a vibration transmission efficiency and an equivalent vibration effect value by using the characteristic parameter acquired by the feature acquisition module. The plurality of vibration detection units are arranged along the length direction of the track and detect vibration signals at respective positions. The vibration analysis module first calculates the vibration transmission efficiency corresponding to each detection unit according to the signal of the detection unit, i.e., the ratio of the vibration energy received by the detection point to the vibration energy applied.

[0067] Then, according to the importance of the position of each detection unit (such as a key stress part of the track, a vulnerable part, etc.), a corresponding weight (the sum of the weights is 1) is given to the transmission efficiency of each position. The final vibration transmission efficiency is the sum of the products of the transmission efficiencies of all detection points and the corresponding weights.

[0068] The equivalent vibration effect value is obtained by comprehensively considering a plurality of characteristic parameters, giving each characteristic parameter a corresponding weight (the sum of the weights is 1, and the weight is determined according to the importance of the influence of each characteristic parameter on the vibration effect), multiplying each characteristic parameter by its weight, and finally adding the products.

[0069] The vibration energy calculation is divided into two steps: first, the vibration signal (time domain signal after filtering and denoising) of a single detection point is squared and integrated in the detection time to obtain the vibration energy of the point; when calculating the equivalent vibration effect value, the vibration energy of each detection point is taken as one of the characteristic parameters, and after being given a weight, it participates in the calculation together with other parameters, so that the energy factor directly affects the overall effect evaluation.

[0070] The parameter correction module is configured to call a preset defect-vibration characteristic mapping model, intelligently adjust the vibration frequency bandwidth and vibration amplitude overshoot suppression ratio in the initial vibration reference in combination with the vibration transmission efficiency and the equivalent vibration effect value obtained by the vibration analysis module, and determine the adjusted vibration frequency bandwidth and the vibration amplitude overshoot suppression ratio as the corrected vibration force. The parameter correction module calls a preset defect-vibration characteristic mapping model, in which the corresponding relationship between the vibration parameters (including vibration frequency bandwidth, vibration amplitude overshoot suppression ratio, etc.) and the vibration force under different defect types (such as track crack, pin hole wear, track pitch deviation, etc.), different vibration transmission efficiencies and different equivalent vibration effect values is stored. Then, combined with the vibration transmission efficiency and the equivalent vibration effect value obtained by the vibration analysis module, the adjustment amount of the vibration frequency bandwidth and the vibration amplitude overshoot suppression ratio that match them in the defect-vibration characteristic mapping model is found. Then, the corrected vibration force is calculated according to the adjusted vibration frequency bandwidth and vibration amplitude overshoot suppression ratio, and the calculation method of the initial vibration force; The vibration applying device applies the corrected vibration force to the track on the detection mechanism to re-determine the vibration transmission efficiency and the equivalent vibration effect value.

[0071] The above technical scheme has the following beneficial effects: The initial vibration parameters (vibration frequency bandwidth, amplitude overshoot suppression ratio, etc.) are determined based on the track model, size and historical optimal parameter library, which can make the initial vibration application more suitable for the inherent characteristics of the track, and lay a foundation for subsequent accurate detection. For example, the vibration frequency bandwidth is adapted to the inherent frequency range of the track, which can make the track produce more identifiable vibration response during detection.

[0072] The signal processing module effectively purifies the original vibration signal through filtering, denoising and time-frequency domain conversion, extracts more accurate feature parameters (main frequency, amplitude peak value, vibration energy distribution, etc.), and reduces the influence of noise and other interference on the detection result.

[0073] The vibration transmission efficiency calculation comprehensively considers multiple detection units and position weights, and the equivalent vibration effect value combines multiple feature parameters and weights, which can more comprehensively and accurately reflect the vibration state of the track, and avoid the one-sidedness caused by a single detection point or a single feature.

[0074] The parameter correction module calls the "defect-vibration characteristic mapping model" and combines the vibration transmission efficiency and the equivalent vibration effect value to intelligently adjust the vibration force. This dynamic adjustment mechanism can optimize the parameters in real time according to the actual vibration state of the track (including possible defects and other factors), so that the vibration detection and regulation can adapt to the track in different states, and improve the adaptability of the system.

[0075] The adjusted parameters are fed back to the vibration parameter pre-configuration module to update the historical optimal parameter library. As the system runs, the historical data is continuously enriched and optimized, and the subsequent initial parameter configuration will be more accurate, forming a virtuous cycle of "learning and optimization".

[0076] The setting of the vibration amplitude overshoot inhibition ratio and the regulation of the vibration force based on the ratio can effectively avoid the actual value of the vibration amplitude from exceeding the maximum allowed overshoot value, prevent the non-detectable impact damage to the track caused by the excessive vibration force, protect the track structure, and prolong the service life thereof.

[0077] Obviously, various modifications and changes can be made to the present application by those skilled in the art without departing from the spirit and scope of the present application. Thus, it is intended that the present application cover the modifications and changes as long as they come within the scope of the appended claims and their equivalents.

Claims

1. A track detection system characterized by: It comprises: The sound wave detection module comprises: a mounting frame one (4), a lifting device (1), a horizontal telescopic rod (2), and a sound wave detection device (3). The fixed end of the lifting device (1) is connected to the mounting frame one (4), and the telescopic end of the lifting device (1) is provided with a mounting frame two (5). The fixed end of the horizontal telescopic rod (2) is connected to the mounting frame two (5), and the telescopic end of the horizontal telescopic rod (2) is connected with the sound wave detection device (3). The horizontal telescopic rod (2) is used to adjust the contact pressure of the detection probe (31) of the sound wave detection device (3) with the rubber layer. When the sound wave detection module is detecting, the track is driven to rotate by the track driving mechanism to meet the requirements of the sound wave detection module for the track position.

2. A track detection system according to claim 1, characterised in that: The sound wave detection device (3) emits sound waves to the track rubber layer, receives and analyzes the waveform, amplitude, and propagation time of the rebound sound waves to obtain internal defect data.

3. The track detection system of claim 1, wherein: It also comprises a contact pressure regulation module, which comprises: The detection module is used to obtain the detection parameters of the rubber layer cutting detection material when the rubber layer cutting detection material is qualified before the track structure with the rubber layer to be wrapped is wrapped in batches: Shore hardness, elastic modulus, tensile strength, and surface roughness. The acquisition module one is used to obtain the composite layer information corresponding to each rubber detection area; The analysis module one is used to determine the contact characteristic coefficient of the rubber layer and the initial elastic coefficient of the rubber layer based on the detection parameters of the rubber layer cutting detection material; The analysis module two is used to determine the composite layer support coefficient based on the composite layer information corresponding to each rubber detection area; The determination module one is used to determine the target contact pressure of the detection probe (31) during detection based on the contact characteristic coefficient of the rubber layer, the initial elastic coefficient of the rubber layer, and the composite layer support coefficient; The pressure sensor is embedded in the detection probe (31), and is used to detect the contact pressure of the detection probe (31) and the rubber layer; The control module one is used to control the extension and retraction of the horizontal telescopic rod (2) so that the actual pressure sensor detection value of the detection probe (31) during detection of each rubber detection area is the corresponding target contact pressure.

4. A track detection system according to claim 3, wherein: It also comprises: The analysis module three is used to determine the damping state speed correction coefficient based on the elastic modulus, tensile strength, and surface roughness obtained by the detection module; The impact state speed correction coefficient is determined based on the composite layer support coefficient and the initial elastic coefficient of the rubber layer; The calculation module one is used to determine the first target speed according to the damping state speed correction coefficient; And the second target speed is determined according to the impact state speed correction coefficient.

5. The track detection system according to claim 4, wherein: When the detection probe (31) contacts the rubber layer to 80% of the target contact pressure detected by the pressure sensor, the control module one adjusts the actual extension speed of the horizontal telescopic rod (2) to the first target speed. The control module adjusts the actual extension speed of the horizontal telescopic rod (2) to the second target speed from 80% of the target contact pressure to the target contact pressure.

6. The track detection system of claim 1, wherein: The running detection device further comprises: The detection mechanism comprises a detection frame (7), a connecting frame (9) mounted on the detection frame (7), a carrier wheel (10) and a telescopic rod (13) mounted on the connecting frame (9), a telescopic end of the telescopic rod (13) being connected with a frame body (14), a tensioning wheel (11) being connected to the frame body (14); a driving shaft (12) is also rotatably mounted on the detection frame (7), a driving wheel (8) is mounted on the driving shaft (12), and a driving motor for driving the driving shaft (12) to rotate is mounted on the detection frame (7); the track (6) to be detected is sleeved on the driving wheel (8), the carrier wheel (10) and the tensioning wheel (11), and the track (6) to be detected is engaged with the driving wheel (8).

7. A track detection system according to claim 6, wherein: The running detection device further comprises: The tensioning force detection device is used for detecting the tensioning force of the track (6); The displacement sensor is used for detecting the extension length of the telescopic rod (13); The storage module stores a fitting curve of the extension length of the telescopic rod (13) versus the standard tensioning force in a non-rotation state of the track; The control module two is used for controlling the telescopic rod (13) to extend to different extension lengths for tensioning test in the non-rotation state of the track, and controlling the tensioning force detection device to detect the tensioning force corresponding to the extension length; The curve construction module is used for determining a fitting curve of the extension length of the telescopic rod (13) versus the actual tensioning force based on the detection results of the displacement sensor and the tensioning force detection device in the tensioning test process; The curve division module is used for dividing the fitting curve of the extension length of the telescopic rod (13) versus the standard tensioning force and the fitting curve of the extension length of the telescopic rod (13) versus the actual tensioning force into a rigid contact curve segment, an elastic adaptation curve segment and a limit buffer curve segment; The analysis module four is used for evaluating a tensioning difference value in combination with the divided curve segments and the change state of the tensioning force and the difference state of the standard tensioning force and the actual tensioning force.

8. A track detection system according to claim 7, wherein: The running detection device further comprises: The multi-source acquisition device is used for acquiring a real-time torque value of the driving shaft (12), a meshing gap between the teeth of the driving wheel (8) and the metal driving teeth of the track (6), and a linear speed of the track (6); The control module three is used for controlling the driving motor to work for a preset time length at a rated control parameter of the driving motor under a rated tensioning force, and controlling the multi-source acquisition device to detect multiple times within the preset time length; the rated control parameter of the driving motor corresponds to a rated rotating speed; The analysis module five is used for determining a meshing gap variation coefficient, a meshing torque variation coefficient, a track (6) transmission synchronization coefficient, a tensioning force-transmission influence coefficient, and a meshing torque-track (6) transmission synchronization coupling coefficient based on the detection results of the multi-source acquisition device within the preset time length; The determination module two is used for determining a tensioning difference coefficient based on the tensioning force-transmission influence coefficient and the tensioning difference value. Determination module three: for determining the target test rotating speed based on the tension difference coefficient, the meshing torque-track (6) transmission synchronization coupling coefficient; The control module two controls the driving motor to work at the target test rotating speed for a preset time length under the rated tension force, re-determines the meshing gap variation coefficient, the meshing torque variation coefficient, the track (6) transmission synchronization coefficient, and determines the meshing torque-track (6) transmission synchronization coupling coefficient; Display module: for displaying the tension difference coefficient, the meshing gap variation coefficient, the meshing torque variation coefficient, the track (6) transmission synchronization coefficient, and the meshing torque-track (6) transmission synchronization coupling coefficient.

9. A track detection system according to claim 6, wherein: Also comprising: Vibration parameter pre-configuration module: for determining the initial vibration reference based on the track model from the historical optimal vibration parameter library in the stored historical data, the initial vibration reference including the vibration frequency bandwidth, the vibration amplitude overshoot suppression ratio, and the initial vibration force; Vibration applying device: for applying the initial vibration force to the track; Vibration sensing module: comprising a plurality of vibration detection units arranged along the length direction of the track, the vibration detection units being used for detecting the original vibration signal at the position thereof; Signal processing module: for receiving the original vibration signal collected by the vibration sensing module, sequentially performing filtering and denoising processing on the original vibration signal, and extracting the track vibration-related characteristic parameters from the processed signal through time-frequency domain conversion; Characteristic acquisition module: for receiving the track vibration-related characteristic parameters from the signal processing module; Vibration analysis module: for calculating and determining the vibration transmission efficiency and the equivalent vibration effect value by using the characteristic parameters acquired by the characteristic acquisition module; Parameter correction module: for calling the preset defect-vibration characteristic mapping model, combining the vibration transmission efficiency and the equivalent vibration effect value obtained by the vibration analysis module, intelligently adjusting the vibration frequency bandwidth and the vibration amplitude overshoot suppression ratio in the initial vibration reference, and simultaneously determining the adjusted vibration frequency bandwidth and the vibration amplitude overshoot suppression ratio as the corrected vibration force; The vibration applying device applies the corrected vibration force to the track on the detection mechanism, and re-determines the vibration transmission efficiency and the equivalent vibration effect value.

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