A track detection system

Abstract

The application provides a track detection system and relates to the field of track detection, and comprises an acoustic wave detection module, wherein the acoustic wave detection module comprises: a mounting frame one, a lifting device, a horizontal telescopic rod and an acoustic wave detection device; the fixed end of the lifting device is connected to the mounting frame one; 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; the telescopic end of the horizontal telescopic rod is connected with the acoustic wave detection device; and the horizontal telescopic rod is used for adjusting the contact pressure between the detection probe of the acoustic wave detection device and the rubber layer; when the acoustic wave detection module is detected, the track is driven to realize rotary motion through a track driving mechanism to meet the requirements of the acoustic wave detection module on the position of the track. The system is provided with a probe position adjusting mechanism, is suitable for various detection requirements, adjusts the contact pressure between the detection probe and the rubber layer, and enables the probe to maintain a suitable contact state with the rubber layer in the detection process, thereby creating a stable detection state for the acoustic wave detection module.

Description

Technical Field

[0001] This invention relates to the field of track inspection technology, specifically a track inspection system. Background Technology

[0002] Tracks are the core moving parts of construction machinery (such as excavators and tracked cranes) and special vehicles, and their operational stability directly affects the safety and service life of the equipment. Tracks consist of a composite layer composed of a rubber layer, a steel wire traction layer, and metal drive teeth. Before leaving the factory and before new use, tracks typically require inspection, which includes checking for internal defects in the rubber layer using flaw detection methods (such as ultrasonic testing).

[0003] Existing ultrasonic testing methods for rubber, such as CN118067845A solid rubber ultrasonic testing device and method, have the following problems: they lack a position adjustment mechanism to adjust the probe position, which cannot meet the different probe requirements corresponding to the differences in rubber type, size, shape, etc. when testing different rubber products. This includes adjusting the detection height, changing the horizontal distance, and adjusting the contact pressure between the probe and the rubber surface during testing. Consequently, it is difficult to guarantee the accuracy and adaptability of the test, and there are obvious limitations when facing diverse rubber testing scenarios. Summary of the Invention

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

[0005] To solve the above-mentioned technical problems, the present invention discloses a track detection system, comprising:

[0006] The acoustic wave detection module includes: a mounting frame 1, a lifting device, a horizontal telescopic rod, and an acoustic wave detection device. The fixed end of the lifting device is connected to the mounting frame 1, and the telescopic end of the lifting device is mounted on the mounting frame 2. The fixed end of the horizontal telescopic rod is connected to the mounting frame 2, and the telescopic end of the horizontal telescopic rod is connected to the acoustic wave detection device. The horizontal telescopic rod is used to adjust the contact pressure between the detection probe of the acoustic wave detection device and the rubber layer.

[0007] During the acoustic detection module's detection, the track is driven to rotate by the track drive mechanism to meet the acoustic detection module's requirements for track position.

[0008] Preferably, the acoustic detection device obtains internal defect data by emitting acoustic waves into the track rubber layer, receiving and analyzing the waveform, amplitude, and propagation time of the rebound acoustic waves.

[0009] Preferably, it also includes a contact pressure regulation module, which includes:

[0010] Detection module: Used to obtain the detection parameters of the rubber layer cutting test material when the rubber layer cutting test material is qualified before the track structure to be wrapped with rubber layer in batches: Shore hardness, elastic modulus, tensile strength, and surface roughness;

[0011] Module 1: Used to obtain composite layer information corresponding to each type of rubber detection area;

[0012] Analysis Module 1: Used to determine the contact characteristic coefficient and initial elastic coefficient of the rubber layer based on the detection parameters of the rubber layer cutting test material;

[0013] Analysis Module 2: Used to determine the composite layer support coefficient based on the composite layer information corresponding to each rubber detection area;

[0014] Module 1: Used to determine the target contact pressure of the detection probe for each rubber detection area based on the contact characteristic coefficient of the rubber layer, the initial elastic coefficient of the rubber layer, and the support coefficient of the composite layer;

[0015] A pressure sensor is embedded in a detection probe, and the pressure sensor is used to detect the contact pressure between the detection probe and the rubber layer;

[0016] Control module 1: Used to control the extension and retraction of the horizontal telescopic rod, so that the actual pressure sensor detection value when the detection probe detects each rubber detection area is the corresponding target contact pressure.

[0017] Preferred options also include:

[0018] Analysis Module 3: Used to determine the velocity correction coefficient in the damped state based on the elastic modulus, tensile strength, and surface roughness obtained from the detection module; and to determine the velocity correction coefficient in the impact state based on the composite layer support coefficient and the initial elastic coefficient of the rubber layer.

[0019] Calculation module one: used to determine the first target velocity based on the damped state velocity correction coefficient; and used to determine the second target velocity based on the impact state velocity correction coefficient.

[0020] Preferably, when the detection probe contacts the rubber layer until the pressure sensor detects a value that reaches % of the target contact pressure, the control module adjusts the actual extension speed of the horizontal telescopic rod to the first target speed;

[0021] When the pressure sensor detects a value from a percentage of the target contact pressure to the point where the target contact pressure is reached, the control module adjusts the actual extension speed of the horizontal telescopic rod to the second target speed.

[0022] Preferably, it further includes an operation detection device, the operation detection device comprising:

[0023] The testing mechanism includes a testing frame, a connecting frame mounted on the testing frame, a support roller and a telescopic rod mounted on the connecting frame, the telescopic end of the telescopic rod connected to the frame body, and a tensioning wheel connected to the frame body; a drive shaft is also rotatably mounted on the testing frame, a drive wheel is mounted on the drive shaft, and a drive motor for driving the drive shaft to rotate is mounted on the testing frame; the track to be tested is fitted onto the drive wheel, the support roller, and the tensioning wheel, and the track to be tested meshes with the drive wheel.

[0024] Preferably, the operation detection device further includes:

[0025] Tension testing device: used to test the tension of the track;

[0026] Displacement sensor: used to detect the extension length of the telescopic rod;

[0027] Storage module: Stores a fitted curve of the extension length of the telescopic rod versus the standard tension force when the tracks are not rotating;

[0028] Control module 2: Used to control the telescopic rod to extend to different extension lengths for tension testing when the track is not rotating, and to control the tension force detection device to detect the tension force at the corresponding extension length;

[0029] Curve construction module: used to determine the extension length of the telescopic rod versus the actual tension force fitting curve based on the detection results of the displacement sensor and tension force detection device during the tension test;

[0030] Curve division module: used to divide the extension length of the telescopic rod - standard tension force fitting curve and the extension length of the telescopic rod - actual tension force fitting curve into rigid contact curve segment, elastic adaptation curve segment and limit buffer curve segment.

[0031] Analysis Module 4: Used to combine the divided curve segments, and evaluate the tension difference value by combining the tension change state of the segmented curve segments with the difference state between the standard tension and the actual tension.

[0032] Preferably, the operation detection device further includes:

[0033] Multi-source acquisition device: used to acquire the real-time torque value of the drive shaft, the meshing clearance between the teeth of the drive wheel and the metal drive teeth of the track, and the linear speed of the track;

[0034] Control module 3: Used to control the drive motor to operate at the rated control parameters of the drive motor for a preset time under rated tension, and to control the multi-source acquisition device to perform multiple detections within the preset time; the rated control parameters of the drive motor correspond to the rated speed.

[0035] Analysis Module 5: Used to determine the coefficient of variation of meshing clearance, coefficient of variation of meshing torque, track drive synchronization coefficient, tension force-transmission influence coefficient, and the coefficient of coupling of meshing torque-track drive synchronization based on the detection results of multi-source acquisition devices within a preset time period;

[0036] Determine Module 2: Used to determine the tension difference coefficient based on the tension force-transmission influence coefficient and the tension difference value;

[0037] Module 3 is used to determine the target test speed based on the tension difference coefficient and the meshing torque-track drive synchronous coupling coefficient.

[0038] Under the rated tension, the second control module controls the drive motor to work at the target test speed for a preset time, and redetermines the coefficient of variation of meshing clearance, the coefficient of variation of meshing torque, the synchronization coefficient of track drive, and the coupling coefficient of meshing torque-track drive synchronization.

[0039] Display module: Used to display the tension difference coefficient, meshing clearance variation coefficient, meshing torque variation coefficient, track drive synchronization coefficient, and meshing torque-track drive synchronization coupling coefficient.

[0040] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0041] Compared with the prior art, the present invention has the following beneficial effects:

[0042] Equipped with a probe position adjustment mechanism, this system adapts to diverse testing needs: It features a lifting device and a horizontal telescopic rod. The lifting device adjusts the testing height, while the horizontal telescopic rod changes the horizontal distance and adjusts the contact pressure between the probe and the rubber layer. This allows for flexible adjustment of the probe position and contact pressure when testing different rubber products (which vary in type, size, and shape), meeting diverse probe requirements and effectively solving the problem of existing technologies lacking a position adjustment mechanism, making it difficult to adapt to different testing scenarios.

[0043] Ensuring detection accuracy and adaptability: 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 acoustic detection module. This helps the acoustic detection device to more accurately emit sound waves to the track rubber layer and receive and analyze the waveform, amplitude, and propagation time of the echo sound waves, thereby obtaining internal defect data more accurately and greatly improving the accuracy of detection and adaptability to different detection scenarios. Attached Figure Description

[0044] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0045] Figure 1 This is a schematic diagram of the acoustic wave detection module of the present invention;

[0046] Figure 2 This is a schematic diagram of the operation detection device of the present invention;

[0047] Figure 3 This is a schematic diagram of the connection between the telescopic rod and the tension wheel of the present invention.

[0048] In the diagram: 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. Drive wheel; 9. Connecting frame; 10. Support roller; 11. Tensioning roller; 12. Drive shaft; 13. Telescopic rod; 14. Frame. Detailed Implementation

[0049] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0050] Furthermore, in this invention, the use of terms such as "first" and "second" is for descriptive purposes only and does not specifically refer to any order or sequence, nor is it intended to limit the invention. They are merely used to distinguish components or operations described using the same technical terms and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions and features of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If a combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0051] The present invention provides the following embodiments:

[0052] Example 1: This embodiment of the invention provides a track detection system, such as... Figures 1-3 As shown, it includes:

[0053] The acoustic wave detection module includes: a mounting frame 4, a lifting device 1, a horizontal telescopic rod 2, and an acoustic wave detection device 3. The fixed end of the lifting device 1 is connected to the mounting frame 4, and the telescopic end of the lifting device 1 is equipped with a mounting frame 5. The fixed end of the horizontal telescopic rod 2 is connected to the mounting frame 5, and the telescopic end of the horizontal telescopic rod 2 is connected to the acoustic wave detection device 3. 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.

[0054] During the acoustic detection module's detection, the track is driven to rotate by the track drive mechanism to meet the acoustic detection module's requirements for track position.

[0055] The track drive mechanism can be a roller drive mechanism, with the track sleeved on the driving roller and the driven roller to realize the rotation of the track.

[0056] A similar structure to the following operation detection device can also be used, including a drive shaft 12, on which a drive wheel 8 is mounted, and a drive motor for driving the drive shaft 12 to rotate; the track 6 to be tested is sleeved on the drive wheel 8, the support wheel 10, and the tension wheel 11, and the track 6 to be tested is engaged with the drive wheel 8.

[0057] The internal structure of the track wrappings was inspected before wrapping and is a qualified product.

[0058] The acoustic detection device 3 obtains internal defect data by emitting acoustic waves into the track rubber layer, receiving and analyzing the waveform, amplitude and propagation time of the rebound acoustic waves. This is existing technology.

[0059] The beneficial effects of the above technical solution are as follows:

[0060] Equipped with a probe position adjustment mechanism to adapt to diverse testing needs: The system is equipped with a lifting device 1 and a horizontal telescopic rod 2. The lifting device 1 can adjust the testing height, while the horizontal telescopic rod 2 can change the horizontal distance and adjust the contact pressure between the testing probe 31 and the rubber layer. In this way, when testing different rubber products (due to differences in rubber type, size, shape, etc.), the probe position and contact pressure can be flexibly adjusted to meet diverse probe requirements, effectively solving the problem in existing technologies where the lack of a position adjustment mechanism makes it difficult to adapt to different testing scenarios.

[0061] Ensuring 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 detection module. This helps the acoustic detection device 3 to more accurately emit acoustic waves to the rubber layer of the track 6 and receive and analyze the waveform, amplitude, and propagation time of the echo acoustic waves, thereby obtaining internal defect data more accurately and greatly improving the accuracy of detection and adaptability to different detection scenarios.

[0062] Example 2, based on Example 1, further includes a contact pressure control module, which comprises:

[0063] Detection module: Used to obtain the detection parameters of the rubber layer cutting test material when the rubber layer cutting test material is qualified before the track structure to be wrapped with rubber layer in batches: Shore hardness, elastic modulus, tensile strength, and surface roughness;

[0064] Module 1: Used to obtain composite layer information corresponding to each type of rubber detection area;

[0065] Analysis Module 1: Used to determine the contact characteristic coefficient and initial elastic coefficient of the rubber layer based on the detection parameters of the rubber layer cutting test material;

[0066] The contact characteristic coefficient A of the rubber layer is calculated as follows: [Contact force correction coefficient corresponding to Shore hardness × ((Shore hardness detected by the detection module - reference Shore hardness) ÷ reference Shore hardness)] + [Contact force correction coefficient corresponding to surface roughness × ((Surface roughness detected by the detection module - reference surface roughness) ÷ reference surface roughness)];

[0067] The initial elastic modulus B of the rubber layer = (elastic modulus of the rubber layer detected by the detection module ÷ tensile strength of the rubber layer detected by the detection module) ÷ (reference elastic modulus of the rubber layer ÷ reference tensile strength of the rubber layer).

[0068] Analysis Module 2: Used to determine the composite layer support coefficient based on the composite layer information corresponding to each rubber detection area;

[0069] ;

[0070] Where K is the composite layer support coefficient; Let i be the elastic modulus of the i-th layer of the composite layer; The baseline elastic modulus; Let be the thickness of the i-th layer of the composite layer; M represents the reference thickness; M represents the total number of composite layers.

[0071] Module 1: Used to determine the target contact pressure of the detection probe 31 for each rubber detection area based on the contact characteristic coefficient of the rubber layer, the initial elastic coefficient of the rubber layer, and the support coefficient of the composite layer;

[0072] Target contact pressure = reference contact pressure × (1+A) × (1 / B) × (1+dK);

[0073] d is the contact pressure correction factor corresponding to the composite layer support coefficient;

[0074] A pressure sensor is embedded in the detection probe 31, and the pressure sensor is used to detect the contact pressure between the detection probe 31 and the rubber layer;

[0075] Control module: 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 when detecting each rubber detection area is the corresponding target contact pressure.

[0076] The contact force correction coefficient corresponding to Shore hardness was determined through experiments. Rubber samples with different Shore hardness were selected and tested under different contact forces to find the optimal contact force that yielded the best test results (such as defect identification accuracy and signal stability). This force was then compared with the optimal contact force under the benchmark Shore hardness, and the correction coefficient was obtained by fitting the results. The value range is (0.8–1.2) to ensure that the contact force adjustment maintains a good level of test performance when Shore hardness changes.

[0077] Contact force correction coefficient corresponding to surface roughness: Rubber samples with different surface roughnesses are prepared and tested under various contact forces to determine the optimal contact force for testing results. This force is then compared with the optimal contact force under a reference surface roughness, and a correction coefficient is obtained through fitting. The value range is generally (0.9~1.3) to ensure that the contact force adapts well to changes in surface roughness, resulting in good testing results.

[0078] The contact pressure correction coefficient (d) corresponding to the composite layer support coefficient is calculated as follows: Samples with different composite layer structures (different elastic moduli and thicknesses) are prepared, the composite layer support coefficient is calculated, and the detection effect under different contact pressures is tested. The deviation relationship between the contact pressure and the reference contact pressure when the effect is optimal is determined, and the coefficient is obtained by fitting. The value range is generally (-0.15 to 0.15), so that when the composite layer support coefficient changes, the contact pressure adjustment can ensure a good detection effect.

[0079] The reference Shore hardness and reference surface roughness are standards for measuring the contact characteristics of the rubber layer itself; the reference elastic modulus and reference tensile strength of the rubber layer are references for defining the initial elastic properties of the rubber layer; the reference elastic modulus and reference thickness of the composite layer are benchmarks for evaluating the support capacity of the composite layer. The reference contact pressure is a pre-determined standard contact pressure value based on these "material performance benchmarks" that enables the detection effect (such as defect identification accuracy, signal stability, etc.) to reach the best / optimal.

[0080] The beneficial effects of the above technical solution are as follows:

[0081] Unlike traditional testing methods that rely solely on a single contact force or hardness parameter for extensive adjustment, this innovative solution 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)," constructing a dynamic correlation model of "material properties-support performance-test pressure." The first two types of coefficients precisely compensate for the influence of the rubber layer's own microscopic properties (hardness, roughness) on the contact state, while the latter two types specifically correct the effects of the rubber layer's macroscopic mechanical properties (elasticity, tensile strength) and the composite layer structure (multi-layer elastic modulus, thickness) on the support force. Ultimately, this allows the target contact pressure to be "customized" based on the unique characteristics of each type of track's "rubber-composite layer," completely solving the problem of test distortion caused by fixed pressure when testing tracks of different materials and structures.

[0082] The solution abandons the drawbacks of traditional subjective setting of correction coefficients. All core coefficients are based on the goal of "optimal detection effect" (such as defect identification accuracy ≥95% and signal fluctuation amplitude ≤5%), and are obtained through fitting multiple sets of control experiments (rubber samples with different hardness / roughness and composite layer samples with different structures). The value range is clearly defined (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 allows "contact pressure adjustment" to shift from "empirical judgment" to "quantitative calculation". For example, when the roughness of the rubber layer deviates from the benchmark value by 20%, the pressure compensation can be accurately calculated through the roughness correction coefficient, rather than relying on manual estimation. This ensures the consistency of track inspection under different batches and working conditions, and provides the industry with a reusable and verifiable coefficient calibration standard.

[0083] The solution deeply integrates various correction coefficients with the entire closed-loop control process 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, and the pressure sensor feeds back the deviation between the actual pressure and the target value to the control module, and finally achieves millisecond-level pressure adjustment through the horizontal telescopic rod.

[0084] Example 3, based on Example 2, further includes:

[0085] Analysis Module 3: Used to determine the velocity correction coefficient in the damped state based on the elastic modulus, tensile strength, and surface roughness obtained from the detection module; and to determine the velocity correction coefficient in the impact state based on the composite layer support coefficient and the initial elastic coefficient of the rubber layer.

[0086] Damped state velocity correction coefficient = first velocity correction coefficient × (elastic modulus of rubber layer detected by detection module ÷ tensile strength of rubber layer detected by detection module) + second velocity correction coefficient × ((surface roughness detected by detection module - reference surface roughness) ÷ reference surface roughness)];

[0087] Impact velocity correction factor = mK + nB + pKB;

[0088] m and n are the third and fourth velocity correction coefficients, respectively; B is the initial elastic coefficient of the rubber layer; K is the composite layer support coefficient; p is the correction coefficient for the coupling effect between the composite layer support coefficient and the initial elastic coefficient of the rubber layer (which needs to be determined through experimental fitting).

[0089] Calculation module one: used to determine the first target velocity based on the damped state velocity correction coefficient; and used to determine the second target velocity based on the impact state velocity correction coefficient;

[0090] When the detection probe 31 contacts the rubber layer until the pressure sensor detects 80% of the target contact pressure, the control module adjusts the actual extension speed of the horizontal telescopic rod 2 to the first target speed.

[0091] First target speed = First reference speed × Damped state speed correction coefficient;

[0092] Second target velocity = Second reference velocity × Impact state velocity correction factor;

[0093] The first reference speed is the horizontal telescopic rod elongation speed that optimizes the detection effect (such as contact smoothness and subsequent detection signal quality) during the stage from when the detection probe contacts the rubber layer until the pressure sensor detects 80% of the target contact pressure. This speed is specific to a particular type of reference rubber layer (possessing the corresponding reference elastic modulus, reference tensile strength, and reference surface roughness). It should be noted that the first reference speed needs to be recalibrated for different types of reference rubber layers (the same type corresponds to the same formula and manufacturing process).

[0094] The second reference speed is the horizontal telescopic rod elongation speed that optimizes the detection effect (such as pressure overshoot control and detection accuracy) during the stage from 80% of the target contact pressure to reaching the target contact pressure, specifically for a particular type of reference composite layer (with the support coefficient of that type of reference composite layer) and reference rubber layer contact characteristics (with the reference contact characteristic coefficient of that type). For different types of reference rubber layers (the same type corresponding to the same formula and production process), the second reference speed needs to be recalibrated.

[0095] First and second speed correction coefficients:

[0096] Rubber samples with different elastic moduli, tensile strengths, and surface roughness were prepared. The detection effect (e.g., the smoothness of the contact process, the impact on subsequent detection signals, etc.) was tested at different horizontal telescopic rod elongation speeds from the point where the detection probe contacts the rubber layer until the pressure sensor detects 80% of the target contact pressure. The optimal horizontal telescopic rod elongation speed for this stage was identified and compared with the first reference speed of the corresponding batch of reference rubber layers. Combining the ratio of the rubber layer's elastic modulus to its tensile strength, and the difference between the surface roughness and the reference surface roughness, a first speed correction coefficient and a second speed correction coefficient were fitted, following these trends: when the ratio of the rubber layer's elastic modulus to its tensile strength is greater than the corresponding batch reference ratio, the first speed correction coefficient is taken as (0.8–1.0) (reducing the speed to ensure smooth contact); when the ratio of the rubber layer's elastic modulus to its tensile strength is less than the corresponding batch reference ratio, the first speed correction coefficient is taken as (1.0–1.2) (increasing the speed to avoid excessively slow contact). When the ratio of the difference between the detected surface roughness and the reference surface roughness to the reference surface roughness is greater than 0, the second speed correction coefficient is taken as (0.9~1.1) (the surface is rougher, and the speed correction amplitude is reduced); when the ratio of the difference between the detected surface roughness and the reference surface roughness to the reference surface roughness is less than 0, the second speed correction coefficient is taken as (1.1~1.3) (the surface is smoother, and the speed correction amplitude is increased).

[0097] Third and fourth velocity correction factors and coupling correction factors (correction factors for the coupling effect between the composite layer support factor and the initial elastic coefficient of the rubber layer):

[0098] Track samples with different composite layer structures (affecting the composite layer support coefficient) and initial elastic coefficients of the rubber layer were fabricated. The detection effects (such as pressure overshoot and detection accuracy) were tested at different horizontal telescopic rod extension speeds as the pressure sensor readings increased from 80% to the target contact pressure. The optimal horizontal telescopic rod extension speed for this stage was identified and compared with the second reference speed of the corresponding batch's benchmark composite layer and benchmark rubber layer. Combining the composite layer support coefficient and the rubber layer contact characteristic coefficient, a third speed correction coefficient, a fourth speed correction coefficient, and a coupling correction coefficient were fitted, following these trends: when the composite layer support coefficient increases, the third speed correction coefficient tends towards the (-0.2 to 0) range (reducing speed to control pressure overshoot); when the composite layer support coefficient decreases, the third speed correction coefficient tends towards the (0 to 0.2) range (increasing speed to adapt to changes in support force). When the initial elastic coefficient of the rubber layer increases, the fourth velocity correction coefficient tends to be in the range of (1.0–1.5) (increasing velocity to match the elastic response); when the initial elastic coefficient of the rubber layer decreases, the fourth velocity correction coefficient tends to be in the range of (0.5–1.0) (decreasing velocity to adapt to insufficient elasticity). The coupling correction coefficient is obtained by fitting the velocity influence law under the combined action of the composite layer support coefficient and the initial elastic coefficient of the rubber layer in the experiment, and its value range is generally (-0.1–0.1). It is used to reflect the nonlinear influence of the interaction between the composite layer support coefficient and the initial elastic coefficient of the rubber layer on the impact velocity.

[0099] The beneficial effects of the above technical solution are as follows:

[0100] By precisely controlling the elongation speed of the horizontal telescopic rod in stages (from the probe contacting the rubber layer to 80% of the target contact pressure, and from 80% of the target contact pressure to reaching the target contact pressure) and combining multiple parameters (elastic modulus of the rubber layer, tensile strength, surface roughness, composite layer support coefficient, initial elastic coefficient of the rubber layer, etc.), the contact process between the probe and the rubber layer is made more stable. This reduces problems such as abnormal deformation of the rubber layer and pressure fluctuations caused by improper speed during the contact process, thereby improving the accuracy of subsequent acoustic wave detection and reducing the probability of missed or false defects.

[0101] Considering the differences in the rubber layer's own parameters (elastic modulus, tensile strength, surface roughness) and the influence of the composite layer structure differences on the elongation speed of the horizontal telescopic rod, and through different correction coefficients and calculation logic, it can be adapted to track inspection of different rubber materials and different composite layer structures, has good adaptability, and can be widely used in the inspection of tracks of various engineering machinery.

[0102] Each speed correction coefficient was obtained through experimental fitting, and the range of values ​​was verified. It can reasonably correct the elongation speed of the horizontal telescopic rod when the parameters change, so that the detection effect at each stage of the detection process (such as contact stability, pressure overshoot control, detection accuracy, etc.) remains at a good level, thus improving the stability and reliability of the detection effect.

[0103] Example 4, based on any one of Examples 1-3, further includes a running detection device, the running detection device comprising:

[0104] The testing mechanism includes a testing frame 7, a connecting frame 9 mounted on the testing frame 7, a support roller 10 and a telescopic rod 13 mounted on the connecting frame 9, a frame body 14 connected to the telescopic end of the telescopic rod 13, and a tensioning wheel 11 connected to the frame body 14; a drive shaft 12 is also rotatably mounted on the testing frame 7, a drive wheel 8 mounted on the drive shaft 12, and a drive motor for driving the drive shaft 12 to rotate is mounted on the testing frame 7; the track 6 to be tested is fitted onto the drive wheel 8, the support roller 10, and the tensioning wheel 11, and the track 6 to be tested meshes with the drive wheel 8.

[0105] The operation and testing device also includes:

[0106] Tension testing device: used to test the tension of track 6;

[0107] Displacement sensor: used to detect the extension length of telescopic rod 13;

[0108] Storage module: Stores the fitting curve of the extension length of telescopic rod 13 versus standard tension force when the track is not rotating (drive motor is not working);

[0109] Control module 2: Used to control the telescopic rod 13 to extend to different extension lengths for tension testing when the track is not rotating, and to control the tension force detection device to detect the tension force at the corresponding extension length;

[0110] Curve construction module: used to determine the extension length of telescopic rod 13 - actual tension force fitting curve based on the detection results of displacement sensor and tension force detection device during tension test;

[0111] Curve division module: used to divide the extension length of telescopic rod 13 - standard tension force fitting curve and the extension length of telescopic rod 13 - actual tension force fitting curve into rigid contact curve segment, elastic adaptation curve segment and limit buffer curve segment.

[0112] Analysis Module 4: Used to combine the divided curve segments, and evaluate the tension difference value by combining the tension change state of the segmented curve segments with the difference state between the standard tension and the actual tension.

[0113] 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.

[0114] 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).

[0115]

[0116] 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.

[0117] The first of two identical fitted curves All options have the same extension length;

[0118] The beneficial effects of the above technical solution are as follows:

[0119] 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.

[0120] The formula for calculating tension difference combines the slope of the curve and the relative difference in tension force. The slope reflects the rate of change of tension force with the extension length of the telescopic rod, while the relative difference in tension force reflects the degree of deviation between the actual and standard tension force. Combining these two aspects allows for a comprehensive measurement of tension difference from both the "trend of change" and the "absolute numerical deviation." Compared to considering only a single dimension, this provides a more comprehensive and in-depth reflection of the deviation between the actual track tension and the standard state, helping to more accurately assess the health of the tensioning system.

[0121] Testing with the tracks stationary eliminates the need for complex dynamic simulations, simplifying the testing process and facilitating data acquisition. Furthermore, the tension difference values ​​obtained from segmented evaluations allow for more targeted testing and adjustments to the transmission system. For instance, a large tension difference in the rigid contact curve segment highlights components in the initial tensioning phase (such as the tensioning wheel and initial track engagement); a large difference in the elastic adaptation curve segment focuses on the transmission system's performance during stable operation. This avoids blindly conducting multiple tests without pinpointing the problem, improving testing and maintenance efficiency. Accurate tension difference assessment is crucial for evaluating transmission performance. Track tension directly affects the transmission system's meshing, torque transmission, and synchronization. The tension difference values ​​obtained through this method provide reliable tension data for subsequent evaluation of transmission performance using parameters such as meshing torque and transmission synchronization coupling coefficient. This helps in a more comprehensive analysis of the overall transmission system performance, timely detection of transmission anomalies, and ensuring the normal operation of the tracked transmission system.

[0122] Example 5, based on Example 4, further includes the following in the operation of the detection device:

[0123] Multi-source acquisition device: used to acquire the real-time torque value of drive shaft 12, the meshing clearance between the teeth of drive wheel 8 and the metal drive teeth of track 6, and the linear velocity of track 6.

[0124] Control module 3: Used to control the drive motor to operate at the rated control parameters of the drive motor for a preset time under rated tension, and to control the multi-source acquisition device to perform multiple detections within the preset time; the rated control parameters of the drive motor correspond to the rated speed.

[0125] Analysis Module 5: Used to determine the coefficient of variation of meshing clearance, coefficient of variation of meshing torque, synchronous coefficient of track 6 transmission, and influence coefficient of tension force-transmission based on the detection results of multi-source acquisition devices within a preset time period, and to determine the coupling coefficient of meshing torque-synchronous coupling of track 6 transmission.

[0126] Determine Module 2: Used to determine the tension difference coefficient based on the tension force-transmission influence coefficient and the tension difference value;

[0127] Module 3 is used to determine the target test speed based on the tension difference coefficient and the meshing torque-track 6 transmission synchronous coupling coefficient.

[0128] Under the rated tension, the second control module controls the drive motor to work at the target test speed for a preset time, and redetermines the coefficient of variation of meshing clearance, the coefficient of variation of meshing torque, the synchronous coefficient of track 6 transmission, and determines the coupling coefficient of meshing torque-track 6 transmission synchronization.

[0129] Display module: Used to display the tension difference coefficient, meshing clearance variation coefficient, meshing torque variation coefficient, track 6 transmission synchronization coefficient, and meshing torque-track 6 transmission synchronization coupling coefficient.

[0130] Meshing clearance specifically refers to the non-contacting gap between the "working side" of the drive wheel tooth and the "mating side" of the corresponding metal drive tooth, along the "tooth width direction" (perpendicular to the track movement direction), when the convex tooth of the drive wheel (referred to as "drive wheel tooth") and the metal drive tooth of the track are in normal meshing state.

[0131] Coefficient of variation of meshing clearance = standard deviation of the measured values ​​of meshing clearance within a preset time period ÷ average value of the measured values ​​of meshing clearance within a preset time period;

[0132] The coefficient of variation of meshing torque = the standard deviation of the detected torque of drive shaft 12 within a preset time period ÷ the average value of the detected torque of drive shaft 12 within a preset time period;

[0133] The synchronization coefficient of track 6 is equal to the average value of the linear velocity of track 6 within a preset time period ÷ the theoretical value of the linear velocity of track 6 (corresponding to the rated speed mentioned above, determined based on qualified tracks).

[0134] Meshing torque - Track 6 transmission synchronization coupling coefficient = Correlation coefficient between meshing torque and track linear velocity within a preset time period ÷ Meshing torque variation coefficient ÷ Track 6 transmission synchronization coefficient;

[0135] Tension force - transmission influence coefficient k = (average value of the detected torque of drive shaft 12 within the time period ÷ theoretical torque corresponding to the rated control parameters of the drive motor) ÷ [1 - (theoretical linear speed of the track - detected linear speed value of the track) ÷ theoretical linear speed of the track]; the theoretical linear speed of the track is the corresponding value under the rated control parameters of the drive motor.

[0136] Tension difference coefficient k= ; The weight of the i-th curve segment (used to reflect the degree of influence of different curve segments on the overall tension difference, which can be determined according to factors such as the importance of the curve segment; the value is greater than 0 and less than 1). );

[0137] Target test speed = Rated speed of drive motor × (1 + Target test speed adjustment coefficient corresponding to tension difference × Tension difference coefficient + Meshing torque - Target test speed adjustment coefficient corresponding to track 6 transmission synchronous coupling × Meshing torque - Track 6 transmission synchronous coupling coefficient).

[0138] Adjustment coefficient for target test speed corresponding to tension difference:

[0139] Determine the logic: For track samples with different tension differences (such as skipped teeth due to excessive looseness, and a sudden increase in resistance caused by excessive tightness), conduct multiple sets of speed tests, focusing on observing "the clarity of abnormal features at different speeds". For example, record at which speeds the skipped teeth of the excessively loose track are more frequent and easier to observe, and at which speeds the resistance fluctuations of the excessively tight track are more significant.

[0140] Specific operation: For each group of tension differences, select the speed that "makes the corresponding abnormality most obvious", calculate the deviation relationship between the speed and the rated speed; then, through fitting multiple sets of data, determine the "correspondence law between the number of tension differences and the deviation ratio", and finally obtain the adjustment coefficient (the value is usually 0.1 to 0.5).

[0141] Meaning of the coefficient: When the tension difference is greater and the corresponding abnormality is more hidden, the coefficient value is larger to ensure that the corrected target test speed can accurately match the tension state and avoid the abnormality being difficult to show due to improper speed.

[0142] The adjustment coefficient of the target test speed corresponding to the meshing torque-track drive synchronous coupling:

[0143] Determine the logic: For track drive systems with different meshing torques and track 6 transmission synchronization coupling coefficients (such as speed synchronization lag caused by excessive coupling and unstable torque transmission caused by insufficient coupling), test the "identifiability of coupling anomalies" at different speeds. For example, observe which speeds the phenomenon of speed difference exceeding the threshold is more frequent when the coupling is too strong; and which speeds the torque abrupt change is more easily captured by the detection equipment when the coupling is too weak.

[0144] Specific operation: For each set of coupling coefficients, select the speed that "makes the coupling anomaly most easily identifiable", and analyze the correlation between this speed and the rated speed; combine the data of multiple sets of coupling coefficients and speed deviations to fit and obtain the adjustment coefficient (the value is generally 0.2 to 0.6).

[0145] Meaning of coefficient: When the coupling relationship is more special and the corresponding anomaly is more easily masked by normal transmission noise, the coefficient value is larger, so that the target test speed can specifically amplify the coupling anomaly characteristics and ensure that the anomaly can be captured efficiently during the test.

[0146] The aforementioned correlation coefficient is determined by conducting track drive tests, continuously collecting meshing torque and track linear velocity data within a preset time period, and using statistical analysis or correlation algorithms (such as the Pearson correlation coefficient method) to calculate the degree of correlation between the two.

[0147] The beneficial effects of the above technical solution are as follows:

[0148] By acquiring various key parameters through multi-source acquisition devices and combining them with various coefficients of variation, synchronization coefficients, and coupling coefficients, the performance of the track drive system is comprehensively and accurately evaluated from multiple dimensions, including meshing clearance stability, torque stability, transmission synchronization, and the coupling relationship between torque and transmission synchronization. Compared to single-parameter evaluation, this multi-dimensional evaluation method can more meticulously identify potential problems in the drive system, providing richer and more accurate data for subsequent fault diagnosis and performance optimization.

[0149] The target test speed is determined by using the tension difference coefficient and the meshing torque-track drive synchronous coupling coefficient, which solves the problem that the initial test speed may not be able to clearly reflect transmission abnormalities. By adjusting the speed, the test speed can better highlight abnormalities in the transmission system, avoiding situations where multiple tests fail to detect abnormalities. This improves the effectiveness and efficiency of transmission abnormality detection, helps to identify potential problems in the transmission system in a timely manner, and ensures the normal operation of the equipment.

[0150] The calculation and display of various coefficients allow technicians to clearly understand the working status and interrelationships of each part of the transmission system. For example, a large coefficient of variation in meshing clearance may indicate wear or installation problems in the meshing components; an abnormal tension difference coefficient may suggest a fault in the tensioning system. This information provides a strong basis for the optimized design and maintenance of the transmission system, helping to make targeted improvements to the transmission system and enhance its overall performance and service life.

[0151] In the scheme, control module 2 first operates at the rated speed for a preset time under the rated tension, and then controls the drive motor to operate at the target test speed for a preset time to re-detect and determine the correlation coefficient. This dynamic detection and analysis method can reflect the performance changes of the transmission system at different speeds, which helps to study the influence of speed on the transmission system and provides support for the dynamic control and adaptive adjustment of the transmission system.

[0152] Example 6, based on Example 1, further includes a running detection device, which includes:

[0153] The testing mechanism includes a testing frame 7, a connecting frame 9 mounted on the testing frame 7, a support roller 10 and a telescopic rod 13 mounted on the connecting frame 9, a frame body 14 connected to the telescopic end of the telescopic rod 13, and a tensioning roller 11 on the frame body 14; a drive shaft 12 is also rotatably mounted on the testing frame 7, a drive wheel 8 mounted on the drive shaft 12, and a drive motor for driving the drive shaft 12 to rotate is mounted on the testing frame 7; the track 6 to be tested is fitted onto the drive wheel 8, the support roller 10, and the tensioning roller 11, and the track 6 to be tested meshes with the drive wheel 8.

[0154] Also includes:

[0155] The vibration parameter pre-configuration module is used to retrieve the historically optimal vibration parameter library from stored historical data based on the track model to determine the initial vibration reference. The initial vibration reference includes the vibration frequency bandwidth, vibration amplitude overshoot suppression ratio, and initial vibration force.

[0156] Vibration frequency bandwidth = track natural frequency range × historical adaptation coefficient; the historical adaptation coefficient is determined by selecting historical detection data of the same type of track, statistically analyzing the effective extraction rate of vibration characteristic parameters under different frequency bandwidths, and the ratio of the bandwidth corresponding to the interval with the highest effective extraction rate to the track natural frequency range (value range 0.3-0.7).

[0157] Vibration amplitude overshoot suppression ratio = target amplitude value ÷ maximum allowable overshoot value; the maximum allowable overshoot value is determined by conducting gradient impact tests on tracks of the same material, recording the maximum amplitude impact value of the track without plastic deformation, and setting 80% of this value as the maximum allowable overshoot value;

[0158] The target amplitude is the amplitude value that is pre-set in track vibration testing or related tests and is expected to be reached by the track during vibration.

[0159] Initial vibration force = basic vibration force × frequency bandwidth adaptation coefficient × overshoot suppression coefficient; where, frequency bandwidth adaptation coefficient = vibration frequency bandwidth ÷ standard frequency bandwidth (standard frequency bandwidth is the optimal detection frequency bandwidth of the same type of track); overshoot suppression coefficient = 1 - (overshoot adjustment coefficient × vibration amplitude overshoot suppression ratio);

[0160] Overshoot adjustment coefficient: Multiple variable tests were conducted on the same type of track: With fixed parameters such as base vibration force and frequency bandwidth adaptation coefficient, only the overshoot adjustment coefficient was changed. The corresponding initial vibration force was calculated and applied to the track. The track performance under different initial vibration forces was observed—recording whether it could effectively induce vibration anomalies (such as frequency mutations caused by structural defects), and simultaneously monitoring for non-detectable damage (such as material fatigue or minor deformation). Through statistical analysis, the overshoot adjustment coefficient that makes the initial vibration force fall precisely within the range of "inducible anomalies without damage" was selected, and finally determined based on engineering verification data of similar tracks; the value range is 0.05–0.2.

[0161] The baseline vibration force is a benchmark vibration force value that is obtained through extensive testing and verification of the same model track under standard testing conditions (such as standard ambient temperature and humidity, and the track being brand new and without fatigue damage). It can effectively induce track vibration without causing non-detectable damage to the track.

[0162] A vibration application device is used to apply vibration force to the track on the detection mechanism according to the initial vibration reference provided by the vibration parameter pre-configuration module;

[0163] The vibration sensing module includes several vibration detection units, which are arranged along the length of the track. The vibration detection units are used to detect the original vibration signal at their location.

[0164] The signal processing module is used to receive the raw vibration signal collected by the vibration sensing module, filter and denoise the raw vibration signal in sequence, and extract track vibration-related feature parameters from the processed signal through time-domain-frequency domain conversion; the track vibration-related feature parameters include: dominant frequency, peak amplitude, and vibration energy distribution;

[0165] The feature acquisition module is used to receive the track vibration-related feature parameters from the signal processing module;

[0166] The vibration analysis module is used to calculate and determine the vibration transmission efficiency and equivalent vibration effect value using the feature parameters obtained by the feature acquisition module.

[0167] Multiple vibration detection units are arranged along the length of the track, each detecting the vibration signal at its respective location. The vibration analysis module first calculates the vibration transmission efficiency at each location based on the signal from each detection unit—that is, the ratio of the vibration energy received at that detection point to the applied vibration energy.

[0168] Then, based on the importance of each detection unit's location (such as critical stress points or vulnerable parts of the track), a corresponding weight is assigned to the transmission efficiency at each location (the sum of all weights is 1). The final vibration transmission efficiency is the sum of all products, multiplied by the transmission efficiency of each detection point and its corresponding weight.

[0169] The equivalent vibration effect value is obtained by comprehensively considering multiple characteristic parameters, assigning a corresponding weight to each characteristic parameter (the sum of the weights is 1, and the weights are determined according to the importance of each characteristic parameter to the vibration effect), then multiplying each characteristic parameter by its weight, and finally adding these products together.

[0170] Vibration energy calculation is divided into two steps: First, for the vibration signal of a single detection point (the time domain signal after filtering and denoising), the amplitude value is squared and integrated over the detection time to obtain the vibration energy of that point; when calculating the equivalent vibration effect value, the vibration energy of each detection point is used as one of the characteristic parameters, and after being assigned a weight, it participates in the calculation together with other parameters, so that the energy factor directly affects the overall effect evaluation.

[0171] The parameter correction module is used to call the preset defect-vibration feature mapping model, and combine the vibration transmission efficiency and equivalent vibration effect value obtained by the vibration analysis module to intelligently adjust the vibration frequency bandwidth and vibration amplitude overshoot suppression ratio in the initial vibration reference. At the same time, the adjusted vibration frequency bandwidth and vibration amplitude overshoot suppression ratio are used to determine the corrected vibration force.

[0172] The parameter correction module calls a preset defect-vibration feature mapping model. This model stores the correspondence between vibration parameters (including vibration frequency bandwidth, vibration amplitude overshoot suppression ratio, etc.) and vibration force under different defect types (such as track cracks, pin hole wear, track pitch deviation, etc.), different vibration transmission efficiencies, and different equivalent vibration effect values. Then, combining the vibration transmission efficiency and equivalent vibration effect values ​​obtained from the vibration analysis module, it searches for matching adjustment amounts for the vibration frequency bandwidth and vibration amplitude overshoot suppression ratio in the defect-vibration feature mapping model. Next, based on the adjusted vibration frequency bandwidth and vibration amplitude overshoot suppression ratio, and the initial vibration force calculation method, the corrected vibration force is calculated.

[0173] The vibration application device applies a modified vibration force to the track on the detection mechanism to redetermine the vibration transmission efficiency and equivalent vibration effect value.

[0174] The beneficial effects of the above technical solution are as follows:

[0175] The initial vibration parameters (vibration frequency bandwidth, amplitude overshoot suppression ratio, etc.) are determined based on the track model, size, and historical best parameter library. This allows the initial vibration application to better match the inherent characteristics of the track, laying the foundation for subsequent accurate testing. For example, matching the vibration frequency bandwidth to the track's natural frequency range allows the track to produce a more easily identifiable vibration response during testing.

[0176] The signal processing module effectively purifies the original vibration signal through filtering, denoising, and time-domain-frequency conversion, extracting more accurate characteristic parameters (dominant frequency, peak amplitude, vibration energy distribution, etc.) and reducing the impact of noise and other interference on the detection results.

[0177] Vibration transmission efficiency calculation integrates multiple detection units and position weights. The equivalent vibration effect value combines multiple feature parameters and weights, which can more comprehensively and accurately reflect the track vibration state and avoid the one-sidedness caused by a single detection point or a single feature.

[0178] The parameter correction module calls the "defect-vibration characteristic mapping model" and intelligently adjusts the vibration force by combining vibration transmission efficiency and equivalent vibration effect value. This dynamic adjustment mechanism can optimize parameters in real time according to the actual vibration of the track (including possible defects and other factors), enabling vibration detection and control to adapt to track conditions under different conditions and improving the system's adaptability.

[0179] The adjusted parameters are fed back to the vibration parameter pre-configuration module to update the historical optimal parameter library. As the system runs, historical data is continuously enriched and optimized, and subsequent initial parameter configurations will be more accurate, forming a virtuous cycle of "learning-optimization".

[0180] Setting the vibration amplitude overshoot suppression ratio, and adjusting the vibration force based on this ratio, can effectively prevent the actual vibration amplitude value from exceeding the maximum allowable overshoot value, prevent non-detectable impact damage to the track due to excessive vibration force, protect the track structure, and extend its service life.

[0181] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A track detection system, characterized in that: include: The acoustic wave detection module includes: a mounting frame 1, a lifting device, a horizontal telescopic rod, and an acoustic wave detection device. The fixed end of the lifting device is connected to the mounting frame 1, and the telescopic end of the lifting device is mounted on the mounting frame 2. The fixed end of the horizontal telescopic rod is connected to the mounting frame 2, and the telescopic end of the horizontal telescopic rod is connected to the acoustic wave detection device. The horizontal telescopic rod is used to adjust the contact pressure between the detection probe of the acoustic wave detection device and the rubber layer. During the acoustic detection module's detection, the track is driven to rotate by the track drive mechanism to meet the acoustic detection module's requirements for track position. The track detection system also includes a contact pressure control module, which includes: Detection module: Used to obtain the detection parameters of the rubber layer cutting test material when the rubber layer cutting test material is qualified before the track structure to be wrapped with rubber layer in batches: Shore hardness, elastic modulus, tensile strength, and surface roughness; Module 1: Used to obtain composite layer information corresponding to each type of rubber detection area; Analysis Module 1: Used to determine the contact characteristic coefficient and initial elastic coefficient of the rubber layer based on the detection parameters of the rubber layer cutting test material; Analysis Module 2: Used to determine the composite layer support coefficient based on the composite layer information corresponding to each rubber detection area; Module 1: Used to determine the target contact pressure of the detection probe for each rubber detection area based on the contact characteristic coefficient of the rubber layer, the initial elastic coefficient of the rubber layer, and the support coefficient of the composite layer; A pressure sensor is embedded in a detection probe, and the pressure sensor is used to detect the contact pressure between the detection probe and the rubber layer; Control module 1: Used to control the extension and retraction of the horizontal telescopic rod, so that the actual pressure sensor detection value when the detection probe detects each rubber detection area is the corresponding target contact pressure; The contact characteristic coefficient A of the rubber layer is calculated as follows: [Contact force correction coefficient corresponding to Shore hardness × ((Shore hardness detected by the detection module - reference Shore hardness) ÷ reference Shore hardness)] + [Contact force correction coefficient corresponding to surface roughness × ((Surface roughness detected by the detection module - reference surface roughness) ÷ reference surface roughness)]; The initial elastic modulus B of the rubber layer = (elastic modulus of the rubber layer detected by the detection module ÷ tensile strength of the rubber layer detected by the detection module) ÷ (reference elastic modulus of the rubber layer ÷ reference tensile strength of the rubber layer); Where K is the composite layer support coefficient; E i Ei is the elastic modulus of the i-th layer of the composite layer; E0 is the reference elastic modulus; t i ti is the thickness of the i-th layer in the composite layer; t0 is the reference thickness; M is the total number of composite layers; Target contact pressure = Reference contact pressure × (1+A) × (1 / B) × (1+dK); d is the contact pressure correction factor corresponding to the composite layer support coefficient.

2. The track detection system according to claim 1, characterized in that: The acoustic detection device emits sound waves of a specific frequency into the rubber layer of the track, receives and analyzes the waveform, amplitude, and propagation time of the rebound sound waves to obtain internal defect data.

3. The track detection system according to claim 1, characterized in that: Also includes: Analysis Module 3: Used to determine the damping state velocity correction coefficient based on the elastic modulus, tensile strength, and surface roughness obtained by the detection module; The impact velocity correction coefficient is determined based on the composite layer support coefficient and the initial elastic coefficient of the rubber layer. Calculation Module 1: Used to determine the first target velocity based on the damped state velocity correction coefficient; And used to determine the second target velocity based on the velocity correction coefficient under impact conditions; Damped state velocity correction coefficient = first velocity correction coefficient × (elastic modulus of rubber layer detected by detection module ÷ tensile strength of rubber layer detected by detection module) + second velocity correction coefficient × ((surface roughness detected by detection module - reference surface roughness) ÷ reference surface roughness)]; Impact velocity correction factor = mK + nB + pKB; m and n are the third and fourth velocity correction coefficients, respectively; B is the initial elastic coefficient of the rubber layer; K is the composite layer support coefficient. p is the correction factor for the coupling effect between the composite layer support coefficient and the initial elastic coefficient of the rubber layer; First target speed = First reference speed × Damped state speed correction coefficient; Second target velocity = Second reference velocity × Impact state velocity correction factor.

4. The track detection system according to claim 3, characterized in that: When the detection probe contacts the rubber layer until the pressure sensor detects 80% of 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 detects a value from 80% of the target contact pressure to the point where the target contact pressure is reached, the control module adjusts the actual extension speed of the horizontal telescopic rod to the second target speed.

5. The track detection system according to claim 1, characterized in that: It also includes a performance testing device, which comprises: The testing mechanism includes a testing frame, a connecting frame mounted on the testing frame, a support roller and a telescopic rod mounted on the connecting frame, the telescopic end of the telescopic rod connected to the frame body, and a tensioning wheel connected to the frame body; a drive shaft is also rotatably mounted on the testing frame, a drive wheel is mounted on the drive shaft, and a drive motor for driving the drive shaft to rotate is mounted on the testing frame; the track to be tested is fitted onto the drive wheel, the support roller, and the tensioning wheel, and the track to be tested meshes with the drive wheel.

6. The track detection system according to claim 5, characterized in that: The operation and testing device also includes: Tension testing device: used to test the tension of the track; Displacement sensor: used to detect the extension length of the telescopic rod; Storage module: Stores a fitted curve of the extension length of the telescopic rod versus the standard tension force when the tracks are not rotating; Control module 2: Used to control the telescopic rod to extend to different extension lengths for tension testing when the track is not rotating, and to control the tension force detection device to detect the tension force at the corresponding extension length; Curve construction module: used to determine the extension length of the telescopic rod versus the actual tension force fitting curve based on the detection results of the displacement sensor and tension force detection device during the tension test; Curve division module: used to divide the extension length of the telescopic rod - standard tension force fitting curve and the extension length of the telescopic rod - actual tension force fitting curve into rigid contact curve segment, elastic adaptation curve segment and limit buffer curve segment. Analysis Module 4: Used to combine the divided curve segments, and evaluate the tension difference value by combining the tension change state of the segmented curve segments with the difference state between the standard tension and the actual tension. Meshing clearance specifically refers to the non-contacting gap between the "working side" of the drive wheel tooth and the "mating side" of the corresponding metal drive tooth along the "tooth width direction" when the protruding tooth of the drive wheel and the metal drive tooth of the track are in normal meshing state; the protruding tooth of the drive wheel is the drive wheel tooth. Coefficient of variation of meshing clearance = standard deviation of the measured values ​​of meshing clearance within a preset time period ÷ average value of the measured values ​​of meshing clearance within a preset time period; The coefficient of variation of meshing torque = the standard deviation of the detected torque of the drive shaft within a preset time period ÷ the average value of the detected torque of the drive shaft within a preset time period; Track drive synchronization coefficient = average value of track linear velocity detection within a preset time period ÷ theoretical value of track linear velocity; Meshing torque - track drive synchronization coupling coefficient = correlation coefficient between meshing torque and track linear velocity within a preset time period ÷ meshing torque variation coefficient ÷ track drive synchronization coefficient; Tension force - transmission influence coefficient k = (average value of the detected torque of the drive shaft within the preset time period ÷ theoretical torque corresponding to the rated control parameters of the drive motor) ÷ [1 - (theoretical linear speed of the track - detected linear speed of the track) ÷ theoretical linear speed of the track]; the theoretical linear speed of the track is the linear speed of the track corresponding to the rated control parameters of the drive motor. Tension Difference Coefficient θ i θ represents the weight of the i-th curve segment. i The value can be greater than 0 and less than 1. Target test speed = Rated speed of drive motor × (1 + Target test speed adjustment coefficient corresponding to tension difference × Tension difference coefficient + Meshing torque - Target test speed adjustment coefficient corresponding to track drive synchronous coupling × Meshing torque - Track drive synchronous coupling coefficient).

7. A track detection system according to claim 6, characterized in that: The operation and testing device also includes: Multi-source acquisition device: used to acquire the real-time torque value of the drive shaft, the meshing clearance between the teeth of the drive wheel and the metal drive teeth of the track, and the linear speed of the track; Control module 3: Used to control the drive motor to operate at the rated control parameters of the drive motor for a preset time under rated tension, and to control the multi-source acquisition device to perform multiple detections within the preset time; the rated control parameters of the drive motor correspond to the rated speed. Analysis Module 5: Used to determine the coefficient of variation of meshing clearance, coefficient of variation of meshing torque, track drive synchronization coefficient, tension force-transmission influence coefficient, and the coefficient of coupling of meshing torque-track drive synchronization based on the detection results of multi-source acquisition devices within a preset time period; Determine Module 2: Used to determine the tension difference coefficient based on the tension force-transmission influence coefficient and the tension difference value; Module 3 is used to determine the target test speed based on the tension difference coefficient and the meshing torque-track drive synchronous coupling coefficient. Under the rated tension, the second control module controls the drive motor to work at the target test speed for a preset time, and redetermines the coefficient of variation of meshing clearance, the coefficient of variation of meshing torque, the synchronization coefficient of track drive, and the coupling coefficient of meshing torque-track drive synchronization. Display module: Used to display the tension difference coefficient, meshing clearance variation coefficient, meshing torque variation coefficient, track drive synchronization coefficient, and meshing torque-track drive synchronization coupling coefficient.

8. The track detection system according to claim 5, characterized in that: Also includes: Vibration parameter pre-configuration module: used to retrieve the historical best vibration parameter library from the stored historical data based on the track model, and determine the initial vibration reference. The initial vibration reference includes the vibration frequency bandwidth, vibration amplitude overshoot suppression ratio and initial vibration force. Vibration application device: used to apply initial vibration force to the track; Vibration sensing module: includes several vibration detection units, which are arranged along the length of the track. The vibration detection units are used to detect the original vibration signal at their location. Signal processing module: Used to receive the raw vibration signal collected by the vibration sensing module, filter and denoise the raw vibration signal in sequence, and extract the track vibration-related feature parameters from the processed signal through time-domain-frequency domain conversion; Feature acquisition module: used to receive the track vibration-related feature parameters from the signal processing module; Vibration analysis module: used to calculate and determine vibration transmission efficiency and equivalent vibration effect value using the feature parameters obtained by the feature acquisition module; Parameter correction module: It is used to call the preset defect-vibration feature mapping model, and combine the vibration transmission efficiency and equivalent vibration effect value obtained by the vibration analysis module to intelligently adjust the vibration frequency bandwidth and vibration amplitude overshoot suppression ratio in the initial vibration reference. At the same time, the adjusted vibration frequency bandwidth and vibration amplitude overshoot suppression ratio determine the corrected vibration force. The vibration application device applies a modified vibration force to the track on the detection mechanism to redetermine the vibration transmission efficiency and equivalent vibration effect value. Vibration frequency bandwidth = track natural frequency range × historical adaptation coefficient; the historical adaptation coefficient is determined by selecting historical detection data of the same type of track, statistically analyzing the effective extraction rate of vibration characteristic parameters under different frequency bandwidths, and based on the ratio of the bandwidth corresponding to the interval with the highest effective extraction rate to the track natural frequency range. Vibration amplitude overshoot suppression ratio = target amplitude value ÷ maximum allowable overshoot value; the maximum allowable overshoot value is determined by conducting gradient impact tests on tracks of the same material, recording the maximum amplitude impact value of the track without plastic deformation, and setting 80% of this value as the maximum allowable overshoot value; The target amplitude is the amplitude value that is pre-set and expected to be reached by the track during vibration testing or related tests. Initial vibration force = basic vibration force × frequency bandwidth adaptation coefficient × overshoot suppression coefficient; where, frequency bandwidth adaptation coefficient = vibration frequency bandwidth ÷ standard frequency bandwidth; overshoot suppression coefficient = 1 - (overshoot adjustment coefficient × vibration amplitude overshoot suppression ratio); The standard frequency bandwidth is the optimal detection frequency bandwidth for the same type of track; Overshoot adjustment coefficient: Multiple sets of variable tests were conducted on the same type of track: the foundation vibration force and frequency bandwidth adaptation coefficient were fixed, and only the overshoot adjustment coefficient was changed. The corresponding initial vibration force was calculated and applied to the track. Observe the track performance under different initial vibration forces—record whether it can effectively induce vibration abnormalities, and monitor whether non-detectable damage occurs; through statistical analysis, screen out the overshoot adjustment coefficient that makes the initial vibration force exactly in the range of "inducible abnormality without damage".

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