Railway wheel nondestructive testing device and nondestructive testing method

Abstract

The invention discloses a nondestructive testing device and a nondestructive testing method for a railway wheel, and relates to the technical field of nondestructive testing of railway wheels. The nondestructive testing device for the railway wheel comprises a main body frame, a phased array probe group and a water injection pipeline, the main body frame is of a rigid bearing structure, the phased array probe group comprises a first probe group, a second probe group and a third probe group, the second probe group and the third probe group are symmetrically arranged relative to the first probe group, and each probe group is provided with a probe frame, a supporting rod, a phased array probe and an elastic structure; the main body frame is matched with an external grabbing structure, and the distance is adjusted through the elastic structure to enable the probe to be attached to a detected surface; the water injection pipeline is provided with a plurality of output ends for conveying a water-based coupling agent to the contact area of the probe and the detected surface. According to the scheme, through cooperation of the phased array probe groups, multi-region and multi-dimensional defect comprehensive coverage of the railway wheel can be realized, the detection range and efficiency can be improved, meanwhile, close attachment of the probes is guaranteed, the stability of detection signals and the accuracy of defect identification are enhanced, and the high-standard requirement of nondestructive detection of the railway wheel is met.

Description

Technical Field

[0001] This application relates to the field of nondestructive testing technology for railway wheels, and more particularly to nondestructive testing devices and methods for railway wheels. Background Technology

[0002] As a core load-bearing component of high-speed rail and other rail transit vehicles, railway wheels endure cyclic loads, mechanical wear, and thermal fatigue from high-speed operation over long periods. This makes them prone to multi-dimensional defects such as circumferential cracks in the rim, radial cracks in the spokes, and tread peeling. Their operational safety directly depends on the state of defects inside and on the surface of the wheel. Therefore, non-destructive testing of wheel defects is a crucial link in ensuring traffic safety, especially in wheel inspection scenarios where the need is urgent. Currently, ultrasonic testing technology is widely used in railway wheel defect detection due to its strong penetration and sensitivity to internal defects. Among these technologies, Phased Array Ultrasonic Testing (PAUT), with its electronic scanning and beam controllable characteristics, is gradually replacing traditional single-probe testing techniques and has become the mainstream choice for high-precision testing.

[0003] Existing wheel inspection devices based on phased array probes still have significant limitations: On the one hand, most devices use a single phased array probe or a fixed array of probes, focusing only on spoke defect detection, making it difficult to cover multidimensional defects in the wheel tread, rim, spokes, and flange transition area, and easily leading to blind spots in directional detection; on the other hand, the coupling between the probe and the wheel tread relies on a rigid structure, which cannot adapt to the microscopic wear and undulations of the tread caused by long-term operation. The instability of the coupling between the probe and the wheel tread makes it easy for the signal acquisition accuracy to be affected by the fluctuation of the coupling gap during the detection process, thereby reducing the accuracy of defect identification.

[0004] Therefore, how to provide a comprehensive and stably coupled non-destructive testing device and method for railway wheels has become an urgent technical problem to be solved. Summary of the Invention

[0005] This application provides a non-destructive testing device and method for railway wheels, which can achieve comprehensive coverage testing of multi-region and multi-dimensional defects in railway wheels, while ensuring stable coupling between the probe and the wheel tread, effectively solving the technical problems of incomplete detection coverage and poor coupling stability in the prior art.

[0006] In a first aspect, embodiments of this application provide a non-destructive testing device for railway wheels, comprising: a main frame, a phased array probe group, and a water injection pipeline; the main frame is a rigid load-bearing structure used to install the phased array probe group and provide an installation positioning reference for it; the phased array probe group includes: a first probe group, a second probe group, and a third probe group; the second probe group and the third probe group are symmetrically arranged on the left and right sides of the first probe group; the first probe group includes: a first probe frame, a first support rod, a first phased array probe, and a first elastic structure; the first phased array probe is installed on the first probe frame, the first support rod is fixedly connected or rotatably connected to the first probe frame, one end of the first elastic structure is stationary relative to the first support rod, and the other end is a free end; the second probe group includes: a second probe frame, a second support rod, a second phased array probe, and a second elastic structure; the second phased array probe is installed on... On the second probe frame, the second support rod is fixedly connected to the second probe frame. One end of the second elastic structure is stationary relative to the second support rod, and the other end is a free end. The structure of the third probe group is the same as that of the second probe group. The main frame is also used to connect and cooperate with the external gripping structure. The gripping structure drives the main frame to move. By moving the free end of the first elastic structure along the axial direction of the first support rod and the free end of the second elastic structure along the axial direction of the second support rod, the distance between the main frame and the surface to be tested of the railway wheel is adjusted, thereby making the three phased array probes fit tightly against the surface to be tested. The water injection pipeline is connected to the main frame. The water injection pipeline has multiple output ends. Each phased array probe has at least one output end corresponding to the detection end area, which is used to deliver water-based coupling agent to the contact area between each phased array probe and the surface to be tested of the railway wheel.

[0007] This scheme employs three symmetrically arranged phased array probe groups, combined with the elastic structure of each probe group and the load-bearing positioning function of the main frame, to achieve tight fit and adjustment between the probe and the tested wheel surface. Simultaneously, the water injection pipeline delivers water-based coupling agent to ensure effective coupling of the ultrasonic testing. This scheme solves the problems of low detection accuracy and high risk of missed detection caused by poor probe fit, incomplete detection range coverage, and uneven delivery of coupling agent in existing railway wheel inspection methods. The three symmetrical probe groups can comprehensively cover multiple areas of the wheel for inspection, the axial adjustment of the elastic structure adapts to different wheel surface curvatures, improving detection adaptability, and the precise delivery of the water-based coupling agent enhances the stability of ultrasonic signal transmission, providing a structural foundation for efficient and accurate non-destructive testing.

[0008] In conjunction with the first aspect, in the first possible implementation of the first aspect, the railway wheel non-destructive testing device further includes: a first distance sensor and a second distance sensor; both the first distance sensor and the second distance sensor are mounted on the main frame and are used to detect the distance between each of them and the surface to be tested of the railway wheel; the first distance sensor and the second distance sensor are connected to the controller signal and are used to transmit the detected distance data to the controller in real time; the controller generates control commands based on the acquired distance data; the control commands are used to control the external gripping structure to adjust the position of the main frame.

[0009] This solution achieves real-time monitoring and automatic adjustment of the distance between the main frame and the measured surface by adding two distance sensors to the main frame and linking them with the controller signal. This solves the problems of existing technologies that rely on manual distance adjustment, have low adjustment accuracy, and suffer from slow response. The real-time data feedback from the distance sensors enables the controller to accurately generate control commands, driving the gripping structure to dynamically adjust the position of the main frame. This ensures the probe is always at the optimal detection distance, improving the stability and accuracy of probe contact, reducing manual operation intensity, and adapting to the needs of automated detection scenarios.

[0010] In conjunction with the first aspect, in the second possible implementation of the first aspect, the railway wheel non-destructive testing device further includes: a roller and an encoder; the roller and the encoder are mounted on the main frame via a first fixed bracket, and the height of the roller can be adjusted by adjusting the position of the first fixed bracket relative to the main frame; the rotation axis of the roller is coaxially connected to the input shaft of the encoder, and the roller maintains contact with the surface of the railway wheel under test; when the railway wheel under test rotates, the roller is driven to rotate synchronously by friction, and the encoder rotates synchronously with the roller to collect motion data of the railway wheel under test; the encoder is signal-connected to the controller to transmit the detected motion data to the controller in real time.

[0011] This solution achieves precise acquisition and synchronous transmission of wheel motion data through the coordinated setup of rollers and encoders. It solves the problems of asynchronous wheel motion and detection data, and the inability to accurately locate defects in existing inspection methods. The height-adjustable mounting bracket allows the rollers to adapt to different wheel sizes, and the close contact between the rollers and the wheels ensures the accuracy of motion data acquisition. The encoder converts mechanical motion into electrical signals and synchronizes them to the controller, accurately correlating the detection data with the wheel's position. This provides data support for precise defect location and improves the practicality and reliability of the inspection results.

[0012] In conjunction with the first aspect, in a third possible implementation of the first aspect, the first elastic structure of the non-destructive testing device for railway wheels includes a first spring; one end of the first spring is stationary relative to the first support rod, and the other end is fixedly connected to the first slider; the first support rod has a first groove extending along its axial direction, and the first slider slides within the first groove; the first slider is connected to a first mounting bracket fixed on the main frame via a first bracket, and the initial position of the first slider can be adjusted by adjusting the position of the first bracket relative to the first mounting bracket before installation; under the external force applied by the gripping structure, the first slider can slide within the first groove, and the first phased array probe frame is elastically pressed down by the first spring to control the first phased array probe to be in close contact with the surface of the railway wheel being tested.

[0013] This scheme clarifies the specific implementation of the first elastic structure. Through the cooperation of springs, sliders, and grooves, combined with an adjustable initial position support structure, precise and controllable elastic contact is achieved. The guiding effect of the groove on the slider ensures the axial stability of the elastic adjustment, while the elastic compression of the spring provides a continuous and gentle contact force. The adjustability of the initial position allows the device to be adapted to the detection of railway wheels, further improving the adaptability and reliability of the elastic structure. This helps ensure that the first phased array probe always contacts the measured surface in the optimal state.

[0014] In conjunction with the first aspect, in the fourth possible implementation of the first aspect, the second elastic structure of the railway wheel non-destructive testing device includes a second spring; one end of the second spring is stationary relative to the second support rod, and the other end is fixedly connected to the second slider; a second groove extending along its axial direction is provided on the second support rod, and the second slider slides within the second groove; the second slider is connected to a second mounting bracket fixed on the main frame via a second bracket, and the initial position of the second slider can be adjusted by adjusting the position of the second bracket relative to the second mounting bracket before installation; under the external force applied by the gripping structure, the second slider can slide within the second groove, and the second phased array probe frame is elastically pressed down by the second spring to control the second phased array probe to be in close contact with the surface of the railway wheel being tested.

[0015] This scheme echoes the structural design of the third implementation method, clarifying the specific implementation form of the second elastic structure and ensuring the elastic fit effect of the second and third phased array probes (the third probe group structure is the same as the second). Through a symmetrical spring-slider-groove structure, the probe groups on both sides can achieve precise elastic adjustment synchronously, solving the problem of inconsistent detection signals caused by uneven contact force and asynchronous adjustment between the two probes. The unified structural design facilitates the processing, manufacturing, installation, and debugging of the device. The adjustability of the initial position further enhances the device's adaptability to different wheel specifications, ensuring the consistency and stability of the collaborative detection of the three probe groups.

[0016] In conjunction with the first aspect, in the fifth possible implementation of the first aspect, the piezoelectric crystal group in the phased array probe of the first probe group of the railway wheel non-destructive testing device emits vertically incident ultrasonic longitudinal waves; the second phased array probe in the second probe group and the third phased array probe in the third probe group are both equipped with wedges, and the piezoelectric crystal group is set on the inclined surface of the wedge. The ultrasonic longitudinal waves emitted by the piezoelectric crystal group on the wedge are refracted by the surface being tested and converted into transverse waves that are injected into the railway wheel being tested.

[0017] This solution, through differentiated design, achieves coordinated detection of longitudinal and transverse waves, representing a core innovation in improving detection effectiveness. It solves the problem that existing single-waveform detection methods cannot comprehensively identify different types of defects. Vertically incident ultrasonic longitudinal waves excel at detecting defects on the wheel surface and in the circumferential direction of railway wheels; the wedge-guided phased array probe has higher sensitivity for identifying defects such as radial cracks. The three sets of phased array probes work in tandem to achieve comprehensive coverage detection of multiple types and dimensions of defects on railway wheels, significantly improving the comprehensiveness and accuracy of defect identification and reducing the risk of missed detections.

[0018] In some possible implementations, the first slider of the railway wheel non-destructive testing device is connected to the first bracket via a first connector. The first connector is fixed on the first slider. Positioning marks (such as scales) are provided on the first connector and the first bracket. Before the first connector is fixedly connected to the first bracket, the relative position of the first connector and the first bracket is adjusted according to the positioning marks.

[0019] This solution achieves precise and rapid adjustment of the initial position of the first slider by adding a first connector with a positioning mark. It avoids the problems of lack of a positioning reference when connecting the bracket and the slider, reliance on manual experience for adjustment accuracy, and low debugging efficiency. The positioning mark provides a visual reference for adjusting the relative position of the two, allowing the first slider to be quickly calibrated to the target initial position, reducing manual debugging errors, improving installation and debugging efficiency, and supporting the consistency and accuracy of testing.

[0020] In conjunction with the first aspect, in the sixth possible implementation of the first aspect, the phased array probe of at least one of the first probe group, the second probe group, and the third probe group of the railway wheel non-destructive testing device is elastically connected to the probe frame corresponding to the phased array probe through an elastic structure.

[0021] In some possible implementations, at least one probe frame of the railway wheel non-destructive testing device may include a first part and a second part; the first part is fixedly connected to a support rod, the second part is used to fix the phased array probe, and the first part and the second part are elastically connected by an elastic structure; for example, the elastic structure may include multiple springs, which are spaced apart between the first part and the second part; the probe frame may also be provided with a guide component, which may include a guide groove and a guide rod that cooperate with each other, and the guide groove and the guide rod may be respectively provided in the first part and the second part (their positions can be interchanged), which can be used to constrain the relative movement direction of the first part and the second part.

[0022] This solution, building upon the existing elastic adjustment mechanism between the support rod and main frame, incorporates a segmented probe holder design with a composite structure combining elasticity and guide components, creating a dual elastic structure. This provides stable elastic buffering force, achieving an elastic connection between the probe and the probe holder. It adapts to the complex curvature and minute irregularities of wheel surfaces, allowing for better probe contact. Simultaneously, the guide groove and guide rod constrain the relative movement trajectory of the two parts of the probe holder, effectively preventing offset or wobbling during elastic adjustment. Compared to single elastic adjustment, this design improves contact accuracy, better adapts to complex surfaces, avoids rigid probe collisions, reduces vibration and impact, and enhances detection stability. Furthermore, the segmented structure facilitates disassembly and maintenance, protects the probe from damage, extends equipment lifespan, and enhances the device's practicality and debugging efficiency.

[0023] In conjunction with the first aspect, in the seventh possible implementation of the first aspect, at least one of the first probe group, the second probe group, and the third probe group of the railway wheel non-destructive testing device has a phased array probe with an annular elastic structure that matches its outer shell; at least a portion of the annular elastic structure protrudes from the end of the corresponding outer shell, so as to make the corresponding phased array probe and the tested surface of the railway wheel form an elastic fit.

[0024] This solution utilizes a ring-shaped elastic structure that matches the phased array probe's housing, protruding from the end of the housing to achieve elastic contact between the probe and the measured surface. This solves the problems of loose contact and gaps caused by uneven surfaces in traditional probes with hard contact. The ring-shaped elastic structure can adapt to slight undulations in the measured surface, forming a stable elastic support and ensuring a tight fit between the probe's detection end and the surface. Simultaneously, the ring structure encloses a relatively sealed coupling area, reducing leakage of water-based coupling agents, ensuring the stability of ultrasonic signal transmission, and thus improving detection accuracy. Furthermore, the elastic contact buffers minor impacts during the detection process, providing some protection for the probe.

[0025] In conjunction with the first aspect, in the eighth possible implementation of the first aspect, the phased array probe housing with an annular elastic structure in the railway wheel non-destructive testing device is provided with a support wheel on the outside of the housing; the radial height of the edge of the support wheel is between the radial height of the end of the phased array probe housing facing the test surface and the radial height of the end of the annular elastic structure facing the test surface, and is used to support the corresponding phased array probe during testing.

[0026] This design incorporates support wheels to provide support and protection for the phased array probe. This avoids the problems of deformation of the ring-shaped elastic structure under long-term pressure and probe misalignment during testing. The radial height design of the support wheels ensures that the ring-shaped elastic structure can maintain a proper elastic fit while providing stable support for the probe during testing, preventing probe misalignment due to gravity or vibration. Simultaneously, it reduces the load on the ring-shaped elastic structure, extending its service life and ensuring the stability of the testing process.

[0027] Secondly, this application provides a method for non-destructive testing of railway wheels, applied to a controller. The controller controls a non-destructive testing device for railway wheels. The non-destructive testing device includes: a main frame, a phased array probe group, a water injection pipeline, a first distance sensor, and a second distance sensor. The main frame is a rigid load-bearing structure used to install the phased array probe group and provide an installation positioning reference for it. The phased array probe group includes: a first probe group, a second probe group, and a third probe group. The second and third probe groups are symmetrically arranged on the left and right sides of the first probe group. The first probe group includes: a first probe frame, a first support rod, a first phased array probe, and a first elastic structure. The first phased array probe is mounted on the first probe frame, and the first support rod... The first probe assembly is fixedly connected to the first probe frame. One end of the first elastic structure is stationary relative to the first support rod, and the other end is a free end. The second probe assembly includes a second probe frame, a second support rod, a second phased array probe, and a second elastic structure. The second phased array probe is mounted on the second probe frame. The second support rod is fixedly connected to the second probe frame. One end of the second elastic structure is stationary relative to the second support rod, and the other end is a free end. The structure of the third probe assembly is the same as that of the second probe assembly. The main frame is also used to connect and cooperate with an external gripping structure. The gripping structure drives the main frame to move. By moving the free end of the first elastic structure along the axial direction of the first support rod and the free end of the second elastic structure along the axial direction of the second support rod, the main frame is adjusted. The method involves measuring the distance between the tested surfaces of the railway wheel and ensuring close contact between the three phased array probes and the tested surfaces. A water injection pipeline connected to the main frame has multiple output ends; each phased array probe has at least one output end corresponding to its detection area, used to deliver water-based coupling agent to the contact area between each phased array probe and the tested surface of the railway wheel. A first distance sensor and a second distance sensor are mounted on the main frame to detect their respective distances from the tested surfaces of the railway wheel. The first and second distance sensors are connected to a controller signal. The method includes the following steps: acquiring real-time distance data detected by the first and second distance sensors; generating a control signal based on the real-time distance data. The system controls the position of the main frame of the grasping structure to move to a preset position. Through the axial movement of the first and second elastic structures, each phased array probe is elastically and tightly fitted with the surface being tested. The preset position corresponds to real-time spacing data within a set range. The system controls the water injection pipeline to be connected, delivering water-based coupling agent to the contact area between the phased array probe and the surface being tested through multiple output ends. The system controls the piezoelectric crystal group in the phased array probe of the first probe group to emit vertically incident ultrasonic longitudinal waves. The system controls the piezoelectric crystal group in the phased array probe of the second and third probe groups to emit ultrasonic longitudinal waves obliquely relative to the vertical direction. These ultrasonic longitudinal waves are converted into transverse waves after being guided by wedges and refracted by the surface being tested, and then injected into the tested railway wheel.The system receives ultrasonic signals reflected from the surface being inspected and the interior of the railway wheel. Based on the waveform characteristics of the reflected ultrasonic signals, it determines the location and size of defects in the railway wheel under inspection.

[0028] This approach integrates the structural features of the device with the testing process, achieving automated, precise, and non-destructive testing of railway wheels through standardized procedures. It addresses the problems of non-standardized processes, excessive manual intervention, and poor consistency in results found in existing testing methods. The method first achieves precise positioning and elastic bonding using a distance sensor, followed by coupling agent delivery and differentiated waveform detection. Finally, signal analysis determines defect information. The rigorous process logic and coordinated steps ensure the orderliness and stability of the testing process. Differentiated waveform detection enhances the comprehensiveness of defect identification, while real-time data feedback and adjustment guarantee testing accuracy. This approach is adaptable to automated testing scenarios for railway wheels, improving testing efficiency and result reliability. Attached Figure Description

[0029] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of a partial cross-section of the railway wheel being inspected and a wheel on one side. Figure 2A This is a schematic diagram of the main structure of a wheel defect detection device based on a phased array probe group in one embodiment of this application; Figure 2B for Figure 2A The diagram shows a wheel defect detection device based on a phased array probe group without a probe. Figure 2C for Figure 2B The diagram shows the main structural components of the wheel defect detection device based on a phased array probe group. Figure 2D for Figure 2A A schematic diagram of the intermediate probe and its connection structure. Figure 2E for Figure 2A A schematic diagram of either probe located on either side and its connection structure; Figure 2F for Figure 2E A schematic diagram of some of the structures in it; Figure 2G for Figure 2A A schematic diagram of part of the structure of the angled probe; Figure 2H forFigure 2A The diagram includes a structural schematic of the angled probe and its support. Figure 2I for Figure 2A A schematic diagram of part of the sound waves emitted by the angle probe in one embodiment; Figure 3A This is a schematic diagram of electrical signals in one embodiment of this application; Figure 3B This is a partial water flow diagram in one embodiment of this application. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings.

[0032] It should be understood that the term "multiple" in this invention refers to two or more. In the description of this invention, unless otherwise stated, " / " indicates "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist, for example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, to facilitate a clear description of the technical solutions of this application, terms such as "first" and "second" are used to distinguish identical or similar items with essentially the same function and effect. Those skilled in the art will understand that terms such as "first" and "second" do not limit the quantity or execution order, and that "first" and "second" do not necessarily imply differences.

[0033] In the field of non-destructive testing of railway wheels, existing testing devices still face significant technical bottlenecks. Most devices employ a single non-phased array probe, and even those using phased array ultrasonic testing technology suffer from layout design flaws. On one hand, the detection range is limited to localized areas such as wheel spokes, failing to comprehensively cover critical components like the wheel tread, rim, and spokes. This easily creates blind spots in directional detection, failing to meet the multi-dimensional defect detection requirements of railway wheels. On the other hand, the coupling between the probe and the wheel's inspected surface relies heavily on rigid structures, making it difficult to adapt to the microscopic wear, undulations, and curvature changes on the wheel surface caused by long-term operation. This leads to fluctuations in the coupling gap, affecting the accuracy of ultrasonic signal acquisition and reducing the accuracy of defect identification. The root cause lies in the fact that existing devices fail to balance the comprehensiveness of probe layout with the adaptability of coupling structures, lacking targeted flexible adjustment mechanisms and collaborative detection designs, thus failing to balance the dual requirements of detection coverage and signal stability.

[0034] To address the aforementioned problems in existing technologies, this application provides a non-destructive testing device and method for railway wheels. The core solution involves: employing three symmetrically arranged phased array probe groups, coupled with at least one level of elastic adjustment structure to achieve close contact between the probes and the tested surface; achieving coordinated detection of longitudinal and transverse waves through differentiated waveform design; and utilizing distance sensing and motion data acquisition modules for automated and precise control. Additionally, a directional water injection pipeline is added to ensure effective coupling. This solution optimizes multiple dimensions, including probe layout, contact adjustment, signal acquisition, and automated control. It not only effectively solves the core problems of incomplete detection coverage and poor coupling stability in existing technologies but also significantly improves the automation level and defect identification accuracy. It can fully adapt to the high-standard testing requirements of scenarios such as railway wheel inspection and maintenance, providing reliable technical support for railway wheel operation safety.

[0035] The railway wheel non-destructive testing device and method provided in this application can overcome the shortcomings of existing technologies, such as incomplete detection coverage, poor coupling stability, and low degree of automation. The railway wheel non-destructive testing device and method according to the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0036] Figure 1 This is a partial cross-sectional schematic diagram of a railway wheel and a single-sided wheel under inspection in one embodiment of this application. It should be noted that during inspection, both sides of the railway wheel can be inspected simultaneously, or only one side can be inspected. Simultaneous inspection requires two sets of non-destructive testing equipment for railway wheels. For simplicity, this embodiment uses a single-sided wheel 100 as an example. Figure 1 As shown, the railway wheel 100 includes a flange 101, a surface to be inspected 102, a rim 103, spokes 104, and a hub 105. The following is in conjunction with... Figures 2A to 2I The relevant structure of the non-destructive testing device for railway wheels is described.

[0037] Figure 2A This is a schematic diagram of the structure of a railway wheel non-destructive testing device 200 provided in an embodiment of this application. During testing, the railway wheel non-destructive testing device 200 is placed... Figure 1 On the inspected surface 102 of the railway wheel 100, an external gripping structure (such as a robotic arm, not shown in the figure) can interact with... Figure 2A The main frame 201 of the railway wheel non-destructive testing device 200 is fixed, and the gripping structure drives the main frame 201 to move.

[0038] In this embodiment, the railway wheel non-destructive testing device 200 includes: a main frame 201, a phased array probe group, and a water injection pipeline; the main frame 201 is a rigid load-bearing structure used to install the phased array probe group and provide it with an installation positioning reference; the phased array probe group includes: a first probe group 202, a second probe group 203, and a third probe group 204; the second probe group 203 and the third probe group 204 are symmetrically arranged on the left and right sides of the first probe group 202; the first probe group 202 includes: a first probe frame 2021, a first support rod 2027, a first phased array probe 2028, and a first elastic structure 2029; the first phased array probe 2028 is installed on the first probe frame 2021 (it can be fixedly connected or rotatably connected, such as...). Figure 2D In the first phased array probe 2028, the first support rod 2027 is rotatably connected to the first probe frame via a rotating shaft. This connection can be fixed or rotatable (e.g., the first support rod 2027 can rotate relative to the first probe frame 2021). A first elastic structure (e.g., ...) Figure 2D One end of the spring 2029 is stationary relative to the first support rod 2027, while the other end is a free end.

[0039] The second probe group 203 includes: a second probe frame 2031, a second support rod 20310, a second phased array probe 20317, and a second elastic structure 20312; the second phased array probe 20317 is mounted on the second probe frame 2033, the second support rod 20310 is fixedly connected to the top fixation 20313 of the second probe frame 2031, one end of the second elastic structure 20312 is stationary relative to the second support rod 20210, and the other end is a free end; the structure of the third probe group 204 is the same as that of the second probe group. The third phased array probe is mounted on the third probe bracket 2041; the main frame is also used to connect and cooperate with the external gripping structure. The gripping structure drives the main frame to move, and through the free end of the first elastic structure 2029 moving along the axial direction of the first support rod 2027, and the free end of the second elastic structure 20312 moving along the axial direction of the second support rod 20310, the distance between the main frame 201 and the detection surface 102 of the railway wheel being tested is adjusted, thereby making the three phased array probes fit tightly against the detection surface; water injection pipeline (such as Figure 3B (The blue line in the middle shows a schematic diagram of the water flow pipeline) It is connected to the main frame. The water injection pipeline has multiple output ends. Each phased array probe has at least one output end corresponding to the detection end area, which is used to deliver water-based coupling agent to the contact area between each phased array probe and the detected surface of the railway wheel.

[0040] This scheme employs three symmetrically arranged phased array probe groups, combined with the elastic structure of each probe group and the load-bearing positioning function of the main frame, to achieve tight fit and adjustment between the probe and the tested wheel surface. Simultaneously, the water injection pipeline delivers water-based coupling agent to ensure effective coupling of the ultrasonic testing. This scheme solves the problems of low detection accuracy and high risk of missed detection caused by poor probe fit, incomplete detection range coverage, and uneven delivery of coupling agent in existing railway wheel inspection methods. The three symmetrical probe groups can comprehensively cover multiple areas of the wheel for inspection, the axial adjustment of the elastic structure adapts to different wheel surface curvatures, improving detection adaptability, and the precise delivery of the water-based coupling agent enhances the stability of ultrasonic signal transmission, providing a structural foundation for efficient and accurate non-destructive testing.

[0041] In some possible implementations, the railway wheel non-destructive testing device further includes: a first distance sensor 205 and a second distance sensor 206; both the first distance sensor 205 and the second distance sensor 206 are mounted on the main frame 201. Specifically, the first distance sensor 205 is connected via... Figure 2B The bracket 2051 and the second distance sensor 206 shown are fixed to the main frame 201 via the bracket 2061. The first distance sensor 205 and the second distance sensor 206 are used to detect the distance between themselves and the detected surface of the railway wheel being measured; the first distance sensor 205 and the second distance sensor 206 are connected to the controller signal (e.g., Figure 3A The diagram shows the signal connections between each module and the controller (the controller is not shown in the diagram). The controller transmits the detected spacing data to the controller in real time. The controller generates control commands based on the acquired spacing data. The control commands are used to control the external gripping structure to adjust the position of the main frame.

[0042] This solution achieves real-time monitoring and automatic adjustment of the distance between the main frame and the measured surface by adding two distance sensors to the main frame and linking them with the controller signal. This solves the problems of existing technologies that rely on manual distance adjustment, have low adjustment accuracy, and suffer from slow response. The real-time data feedback from the distance sensors enables the controller to accurately generate control commands, driving the gripping structure to dynamically adjust the position of the main frame. This ensures the probe is always at the optimal detection distance, improving the stability and accuracy of probe contact, reducing manual operation intensity, and adapting to the needs of automated detection scenarios.

[0043] like Figure 2AAs shown, the railway wheel non-destructive testing device 200 also includes: a roller 207 and an encoder 208; the roller 207 and the encoder 208 are mounted on the main frame 201 via a first fixed bracket 2081. By adjusting the position of the first fixed bracket 2081 relative to the main frame 201, the height of the roller 207 can be adjusted. The rotation axis of the roller 207 is coaxially connected to the input shaft of the encoder 208, and the roller 207 maintains contact with the surface of the railway wheel under test. When the railway wheel under test rotates, the roller 207 rotates synchronously due to friction, and the encoder 208 rotates synchronously with the roller 207 to collect motion data of the railway wheel under test. The encoder 208 is connected to the controller signal to transmit the detected motion data to the controller in real time.

[0044] This solution achieves precise acquisition and synchronous transmission of wheel motion data through the coordinated setup of rollers and encoders. It solves the problems of asynchronous wheel motion and detection data, and the inability to accurately locate defects in existing inspection methods. The height-adjustable mounting bracket allows the rollers to adapt to different wheel sizes, and the close contact between the rollers and the wheels ensures the accuracy of motion data acquisition. The encoder converts mechanical motion into electrical signals and synchronizes them to the controller, accurately correlating the detection data with the wheel's position. This provides data support for precise defect location and improves the practicality and reliability of the inspection results.

[0045] In some possible implementations, such as Figure 2D As shown, the first elastic structure of the railway wheel non-destructive testing device includes a first spring 2029; one end of the first spring 2029 is stationary relative to the first support rod 2027, and the other end is fixedly connected to the first slider 20210; the first support rod 2027 has a first groove extending along its axial direction, and the first slider 20210 slides within the first groove; as shown... Figure 2CAs shown, the first slider 20210 is connected to the first mounting bracket 2012 fixed on the main frame 201 via the first bracket 2011. Before installation, the initial position of the first slider 20210 can be adjusted by adjusting the position of the first bracket 2011 relative to the first mounting bracket 2012. Under the external force applied by the gripping structure, the first slider 20210 can slide in the first groove and elastically press down on the first phased array probe bracket 2021 by the first spring 2029 to control the first phased array probe 2028 to fit tightly against the surface of the railway wheel being tested. The lower end of the first slider can be mounted on an annular plate, which can be fitted around the first support rod 2027. The first slider 20210 can be fixedly connected to the first bracket via the connector 2026. The first phased array probe 2028 can be connected to the controller signal via the communication terminal 2025 (similarly, the second phased array probe 20317 is connected to the controller signal via the communication segment 20314), and can be connected to the water injection pipeline via the port 2024. A bracket 209 with a through hole 211 can also be installed on the main frame 201. Related communication lines can pass through the through hole 211. In order to protect the lines passing through the through hole 211, a hollow sleeve 210 can be installed inside the through hole.

[0046] This scheme clarifies the specific implementation of the first elastic structure. Through the cooperation of springs, sliders, and grooves, combined with an adjustable initial position support structure, precise and controllable elastic contact is achieved. The guiding effect of the groove on the slider ensures the axial stability of the elastic adjustment, while the elastic compression of the spring provides a continuous and gentle contact force. The adjustability of the initial position allows the device to be adapted to the detection of railway wheels, further improving the adaptability and reliability of the elastic structure. This helps ensure that the first phased array probe always contacts the measured surface in the optimal state.

[0047] In some possible implementations, such as Figure 2G As shown, the second elastic structure of the railway wheel non-destructive testing device includes a second spring 20312; one end of the second spring 20312 is stationary relative to the second support rod 20310, and the other end is fixedly connected to the second slider 2039; a second groove extending along its axial direction is provided on the second support rod, and the second slider 2039 slides within the second groove; the second slider 2039 is connected to the second mounting bracket 20371 fixed on the main frame 201 via the second bracket 2037; before installation, the initial position of the second slider 2039 can be adjusted by adjusting the position of the second bracket 2037 relative to the second mounting bracket 20371; under the action of the external force applied by the gripping structure, the second slider 2039 can slide within the second groove, and the second spring 20312 elastically presses down on the top 20313 of the second phased array probe frame 2031 to control the second phased array probe 20317 to be in close contact with the surface of the railway wheel being tested.

[0048] Similar to the first elastic structure in the first probe group, this scheme clarifies the specific implementation of the second elastic structure, ensuring the elastic fit of the second and third phased array probes (the third probe group has the same structure as the second). Through a symmetrical spring-slider-groove structure, the probe groups on both sides can achieve precise elastic adjustment synchronously, solving the problem of inconsistent detection signals caused by uneven contact force and asynchronous adjustment between the two probes. The unified structural design facilitates the processing, manufacturing, installation, and debugging of the device. The adjustability of the initial position further enhances the device's adaptability to different wheel sizes, ensuring the consistency and stability of the collaborative detection by the three probe groups.

[0049] In some possible implementations, the piezoelectric crystal array in the phased array probe of the first probe group of the railway wheel non-destructive testing device emits vertically incident ultrasonic longitudinal waves; wedges are provided in the second phased array probe of the second probe group and the third phased array probe of the third probe group, such as... Figure 2I As shown, the control signal controls the piezoelectric crystal group through the cable 20314. The piezoelectric crystal group 20316 is provided on the inclined surface of the wedge 20315. The ultrasonic longitudinal wave emitted by the piezoelectric crystal group on the wedge 20315 is refracted by the surface under test 102 and converted into a transverse wave that enters the railway wheel under test.

[0050] This solution, through differentiated design, achieves coordinated detection of longitudinal and transverse waves, representing a core innovation in improving detection effectiveness. It solves the problem that existing single-waveform detection methods cannot comprehensively identify different types of defects. Vertically incident ultrasonic longitudinal waves excel at detecting defects on the wheel surface and in the circumferential direction of railway wheels; the wedge-guided phased array probe has higher sensitivity for identifying defects such as radial cracks. The three sets of phased array probes work in tandem to achieve comprehensive coverage detection of multiple types and dimensions of defects on railway wheels, significantly improving the comprehensiveness and accuracy of defect identification and reducing the risk of missed detections. In some possible implementations, the first slider 20210 of the railway wheel non-destructive testing device is connected to the first bracket 2011 via a first connector 2026. The first connector 2026 is fixed to the first slider 20210. Positioning marks (such as scales) are provided on the first connector 2026 and the first bracket 2011. Before the first connector is fixedly connected to the first bracket, the relative positions of the first connector and the first bracket are adjusted according to the positioning marks. Similarly, positioning marks (such as scales) are also provided on the second connector 2038 and the second bracket 2037. Figure 2G (as shown in the image).

[0051] This solution achieves precise and rapid adjustment of the initial position of the first slider by adding a first connector with a positioning mark. It avoids the problems of lack of a positioning reference when connecting the bracket and the slider, reliance on manual experience for adjustment accuracy, and low debugging efficiency. The positioning mark provides a visual reference for adjusting the relative position of the two, allowing the first slider to be quickly calibrated to the target initial position, reducing manual debugging errors, improving installation and debugging efficiency, and supporting the consistency and accuracy of testing.

[0052] In some possible implementations, the phased array probes of at least one of the first, second, and third probe groups of the railway wheel non-destructive testing device are elastically connected to the corresponding probe frame via an elastic structure.

[0053] exist Figure 2A In the illustrated embodiment, the second and third phased array probes in the second and third probe groups are elastically connected to their corresponding probe holders. In some possible implementations, this elastic connection can be achieved as follows: the probe holder includes a first part 2032 and a second part 2033; the first part 2032 is fixedly connected to a support rod, the second part is used to fix the phased array probe 20317, and the first and second parts are elastically connected through an elastic structure; for example, such as... Figure 2E As shown, the elastic structure may include four springs 20314, which are arranged around the probe holder to connect the first part and the second part; as Figure 2F As shown, the probe holder can also be equipped with a guide assembly, which may include a cooperating guide groove 2036 and a guide rod 2035. The guide groove and guide rod can be respectively set in the first part and the second part (their positions can be interchanged), as shown. Figure 2F As shown, the guide rod is set on the side connector 2034 of the probe frame, and the guide groove 2036 is set on the second part 2033, which can be used to constrain the relative movement direction of the first part and the second part.

[0054] This solution, building upon the existing elastic adjustment mechanism between the support rod and main frame, incorporates a segmented probe holder design with a composite structure combining elasticity and guide components, creating a dual elastic structure. This provides stable elastic buffering force, achieving an elastic connection between the probe and the probe holder. It adapts to the complex curvature and minute irregularities of wheel surfaces, allowing for better probe contact. Simultaneously, the guide groove and guide rod constrain the relative movement trajectory of the two parts of the probe holder, effectively preventing offset or wobbling during elastic adjustment. Compared to single elastic adjustment, this design improves contact accuracy, better adapts to complex surfaces, avoids rigid probe collisions, reduces vibration and impact, and enhances detection stability. Furthermore, the segmented structure facilitates disassembly and maintenance, protects the probe from damage, extends equipment lifespan, and enhances the device's practicality and debugging efficiency.

[0055] In some possible implementations, at least one of the first, second, and third probe groups of the railway wheel non-destructive testing device has a phased array probe with an annular elastic structure that matches its housing; at least a portion of the annular elastic structure protrudes from the end of the corresponding housing, allowing the corresponding phased array probe to elastically engage with the surface of the railway wheel being tested. Figure 2D As shown, the material of the elastic ring structure 2023 can be sponge.

[0056] This solution utilizes a ring-shaped elastic structure that matches the phased array probe's housing, protruding from the end of the housing to achieve elastic contact between the probe and the measured surface. This solves the problems of loose contact and gaps caused by uneven surfaces in traditional probes with hard contact. The ring-shaped elastic structure can adapt to slight undulations in the measured surface, forming a stable elastic support and ensuring a tight fit between the probe's detection end and the surface. Simultaneously, the ring structure encloses a relatively sealed coupling area, reducing leakage of water-based coupling agents, ensuring the stability of ultrasonic signal transmission, and thus improving detection accuracy. Furthermore, the elastic contact buffers minor impacts during the detection process, providing some protection for the probe.

[0057] In some possible implementations, the phased array probe housing with a ring-shaped elastic structure in the railway wheel non-destructive testing device has a support wheel on its outer side. The radial height of the edge of the support wheel is between the radial height of the end of the phased array probe housing facing the test surface and the radial height of the end of the ring-shaped elastic structure facing the test surface, serving to support the corresponding phased array probe during testing. Figure 2D As shown, a support wheel 2022 is provided on the outside of the housing of the first phased array probe 2028.

[0058] This design incorporates support wheels to provide support and protection for the phased array probe. This avoids the problems of deformation of the ring-shaped elastic structure under long-term pressure and probe misalignment during testing. The radial height design of the support wheels ensures that the ring-shaped elastic structure can maintain a proper elastic fit while providing stable support for the probe during testing, preventing probe misalignment due to gravity or vibration. Simultaneously, it reduces the load on the ring-shaped elastic structure, extending its service life and ensuring the stability of the testing process.

[0059] In some possible implementations, the profile of the probe bottom is configured as a curved surface that matches the surface being inspected, such as... Figure 2D As shown, the bottom contour of the first probe located in the middle is designed to match the surface being inspected as a curved surface.

[0060] This design sets the bottom of the probe to a curved surface that matches the surface being inspected, allowing it to conform to the curved surface of the wheel. This solves the problem of poor fit of planar probes, improving coupling stability and detection accuracy. It also helps reduce probe wear and extend its service life.

[0061] This application embodiment also provides a non-destructive testing method for railway wheels, applied to a controller. The controller controls a non-destructive testing device for railway wheels. The non-destructive testing device for railway wheels includes: a main frame, a phased array probe group, a water injection pipeline, a first distance sensor, and a second distance sensor. The main frame is a rigid load-bearing structure used to install the phased array probe group and provide it with an installation positioning reference. The phased array probe group includes: a first probe group, a second probe group, and a third probe group. The second and third probe groups are symmetrically arranged on the left and right sides of the first probe group. The first probe group includes: a first probe frame, a first support rod, a first phased array probe, and a first elastic structure. The first phased array probe is mounted on the first probe frame, and the first support rod is connected to the first... The probe frame is fixedly connected. One end of the first elastic structure is stationary relative to the first support rod, and the other end is a free end. The second probe group includes: a second probe frame, a second support rod, a second phased array probe, and a second elastic structure. The second phased array probe is mounted on the second probe frame. The second support rod is fixedly connected to the second probe frame. One end of the second elastic structure is stationary relative to the second support rod, and the other end is a free end. The structure of the third probe group is the same as that of the second probe group. The main frame is also used to connect and cooperate with an external gripping structure. The gripping structure drives the main frame to move. By moving the free end of the first elastic structure along the axial direction of the first support rod and the free end of the second elastic structure along the axial direction of the second support rod, the main frame and the object being measured are adjusted. The method involves measuring the distance between the tested surfaces of the railway wheel, thereby ensuring close contact between the three phased array probes and the tested surfaces; a water injection pipeline connected to the main frame, having multiple output ends, with at least one output end corresponding to the detection end area of ​​each phased array probe, used to deliver water-based coupling agent to the contact area between each phased array probe and the tested surface of the railway wheel; a first distance sensor and a second distance sensor are both mounted on the main frame, used to detect the distance between themselves and the tested surface of the railway wheel; the first distance sensor and the second distance sensor are connected to the controller signal; the method includes the following steps: acquiring real-time distance data detected by the first distance sensor and the second distance sensor; generating control signals based on the real-time distance data. The command controls the main frame of the grasping structure to move to a preset position. Through the axial movement of the first and second elastic structures, each phased array probe is elastically and tightly fitted with the surface being tested. The preset position corresponds to real-time spacing data within a set range. The command controls the water injection pipeline to be connected, delivering water-based coupling agent to the contact area between the phased array probe and the surface being tested through multiple output ends. The command controls the piezoelectric crystal group in the phased array probe of the first probe group to emit vertically incident ultrasonic longitudinal waves. The command controls the piezoelectric crystal group in the phased array probe of the second and third probe groups to emit ultrasonic longitudinal waves obliquely relative to the vertical direction. These ultrasonic longitudinal waves are converted into transverse waves after being guided by wedges and refracted by the surface being tested and then injected into the tested railway wheel.The system receives ultrasonic signals reflected from the surface being inspected and the interior of the railway wheel. Based on the waveform characteristics of the reflected ultrasonic signals, it determines the location and size of defects in the railway wheel under inspection.

[0062] This approach integrates the structural features of the device with the testing process, achieving automated, precise, and non-destructive testing of railway wheels through standardized procedures. It addresses the problems of non-standardized processes, excessive manual intervention, and poor consistency in results found in existing testing methods. The method first achieves precise positioning and elastic bonding using a distance sensor, followed by coupling agent delivery and differentiated waveform detection. Finally, signal analysis determines defect information. The rigorous process logic and coordinated steps ensure the orderliness and stability of the testing process. Differentiated waveform detection enhances the comprehensiveness of defect identification, while real-time data feedback and adjustment guarantee testing accuracy. This approach is adaptable to automated testing scenarios for railway wheels, improving testing efficiency and result reliability.

[0063] The above-described embodiments are optional embodiments provided by this application and are not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the technical scope disclosed in this application should be included within the protection scope of this application.

Claims

1. A non-destructive testing device for railway wheels, characterized in that, include: Main frame, phased array probe group and water injection pipeline; The main frame is a rigid load-bearing structure, used to install the phased array probe group and provide it with an installation positioning reference; The phased array probe group includes: a first probe group, a second probe group, and a third probe group; the second probe group and the third probe group are symmetrically arranged on the left and right sides of the first probe group; The first probe assembly includes: a first probe frame, a first support rod, a first phased array probe, and a first elastic structure; the first phased array probe is mounted on the first probe frame, the first support rod is fixedly connected or rotatably connected to the first probe frame, one end of the first elastic structure is stationary relative to the first support rod, and the other end is a free end; The second probe assembly includes: a second probe frame, a second support rod, a second phased array probe, and a second elastic structure; the second phased array probe is mounted on the second probe frame, the second support rod is fixedly connected to the second probe frame, one end of the second elastic structure is stationary relative to the second support rod, and the other end is a free end; The structure of the third probe group is the same as that of the second probe group; The main frame is also used to connect and cooperate with the external gripping structure. The gripping structure drives the main frame to move. The free end of the first elastic structure moves along the axial direction of the first support rod, and the free end of the second elastic structure moves along the axial direction of the second support rod. This adjusts the distance between the main frame and the surface to be tested of the railway wheel, thereby making the three phased array probes fit tightly against the surface to be tested. The water injection pipeline is connected to the main frame. The water injection pipeline has multiple output ends. Each phased array probe has at least one output end corresponding to its detection end area, which is used to deliver water-based coupling agent to the contact area between each phased array probe and the detected surface of the railway wheel being tested.

2. The railway wheel non-destructive testing device according to claim 1, characterized in that, Also includes: First distance sensor and second distance sensor; The first distance sensor and the second distance sensor are both mounted on the main frame and are used to detect the distance between each of them and the detected surface of the railway wheel being tested; The first distance sensor and the second distance sensor are connected to the controller for transmitting the detected spacing data to the controller in real time. The controller generates control commands based on the acquired spacing data, and the control commands are used to control the gripping structure to adjust the position of the main frame.

3. The railway wheel non-destructive testing device according to claim 2, characterized in that, Also includes: Rollers and encoders; The roller and the encoder are mounted on the main frame via a first fixed bracket. The height of the roller can be adjusted by adjusting the position of the first fixed bracket relative to the main frame. The rotation axis of the roller is coaxially connected to the input axis of the encoder, and the roller maintains contact with the surface of the railway wheel being tested. When the railway wheel under test rotates, the roller is driven to rotate synchronously by friction. The encoder rotates synchronously with the roller to collect the motion data of the railway wheel under test. The encoder is connected to the controller and is used to transmit the detected motion data to the controller in real time.

4. The railway wheel non-destructive testing device according to claim 1, characterized in that, The first elastic structure includes a first spring; one end of the first spring is stationary relative to the first support rod, and the other end is fixedly connected to the first slider; The first support rod has a first groove extending along its axial direction, and the first slider is slidably engaged in the first groove; The first slider is connected to the first mounting bracket fixed on the main frame via the first bracket. Before installation, the initial position of the first slider can be adjusted by adjusting the position of the first bracket relative to the first mounting bracket. Under the external force applied by the gripping structure, the first slider can slide in the first groove and press down the first phased array probe frame elastically by the first spring to control the first phased array probe to be in close contact with the surface to be tested of the railway wheel.

5. The railway wheel non-destructive testing device according to claim 1, characterized in that, The second elastic structure includes a second spring; one end of the second spring is stationary relative to the second support rod, and the other end is fixedly connected to the second slider; the second support rod has a second groove extending along its axial direction, and the second slider slides within the second groove; the second slider is connected to a second mounting bracket fixed on the main frame via a second bracket, and the initial position of the second slider can be adjusted by adjusting the position of the second bracket relative to the second mounting bracket before installation; under the external force applied by the gripping structure, the second slider can slide within the second groove, and the second spring elastically presses down on the second phased array probe frame to control the second phased array probe to be in close contact with the surface to be tested of the railway wheel.

6. The railway wheel non-destructive testing device according to claim 1, characterized in that, The piezoelectric crystal group in the phased array probe of the first probe group emits vertically incident ultrasonic longitudinal waves. Both the second phased array probe in the second probe group and the third phased array probe in the third probe group are equipped with wedges. Piezoelectric crystal groups are provided on the inclined surface of the wedges. The ultrasonic longitudinal waves emitted by the piezoelectric crystal groups on the wedges are refracted by the surface being tested and converted into transverse waves that are injected into the tested railway wheel.

7. The railway wheel non-destructive testing device according to any one of claims 1-6, characterized in that, The phased array probes of at least one of the first probe group, the second probe group, and the third probe group are elastically connected to the probe holder corresponding to the phased array probe through an elastic structure.

8. The railway wheel non-destructive testing device according to any one of claims 1-6, characterized in that, The phased array probes of at least one of the first probe group, the second probe group, and the third probe group are provided with an annular elastic structure that matches their outer shell; at least a portion of the annular elastic structure protrudes from the end of the corresponding outer shell, so as to make the corresponding phased array probe and the test surface of the railway wheel under test form an elastic fit.

9. The railway wheel non-destructive testing device according to claim 8, characterized in that, The phased array probe housing with the aforementioned annular elastic structure has a support wheel on its outer side; the radial height of the edge of the support wheel is between the radial height of the end of the phased array probe housing facing the measured surface and the radial height of the end of the annular elastic structure facing the measured surface, and is used to support the corresponding phased array probe during detection.

10. A method for non-destructive testing of railway wheels, characterized in that, This invention relates to a controller for controlling a railway wheel non-destructive testing device. The device comprises a main frame, a phased array probe group, a water injection pipeline, a first distance sensor, and a second distance sensor. The main frame is a rigid load-bearing structure used to mount the phased array probe group and provide an installation positioning reference. The phased array probe group includes a first probe group, a second probe group, and a third probe group. The second and third probe groups are symmetrically arranged on the left and right sides of the first probe group. The first probe group includes a first probe frame, a first support rod, a first phased array probe, and a first elastic structure. The first phased array probe is mounted on the first probe frame, the first support rod is fixedly connected to the first probe frame, and one end of the first elastic structure is stationary relative to the first support rod, while the other end is free. The second probe group includes a second probe frame, a second support rod, a second phased array probe, and a second elastic structure. The second phased array probe is mounted on the second probe frame, the second support rod is fixedly connected to the second probe frame, and one end of the second elastic structure is free. The first end of the main frame is stationary relative to the second support rod, while the other end is free. The structure of the third probe group is the same as that of the second probe group. The main frame is also used to connect and cooperate with an external gripping structure. The gripping structure drives the main frame to move. By moving the free end of the first elastic structure along the axial direction of the first support rod and the free end of the second elastic structure along the axial direction of the second support rod, the distance between the main frame and the surface to be tested of the railway wheel is adjusted, thereby making the three phased array probes fit tightly against the surface to be tested. The water injection pipe is connected to the main frame and has multiple output ends. Each phased array probe has at least one output end corresponding to its detection end area, which is used to deliver water-based coupling agent to the contact area between each phased array probe and the surface to be tested of the railway wheel. The first distance sensor and the second distance sensor are both mounted on the main frame and are used to detect the distance between themselves and the surface to be tested of the railway wheel. The first distance sensor and the second distance sensor are connected to the controller signal. The method includes the following steps: Acquire real-time distance data detected by the first distance sensor and the second distance sensor; Based on the real-time spacing data, control commands are generated to control the gripping structure to adjust the position of the main frame to a preset position. Through the axial movement of the first elastic structure and the second elastic structure, each phased array probe is elastically and tightly attached to the surface being tested. The preset position corresponds to the real-time spacing data being within a set range. Control the water injection pipeline to conduct water-based coupling agent to the contact area between the phased array probe and the surface being tested through the multiple output terminals; The piezoelectric crystal group in the phased array probe of the first probe group is controlled to emit vertically incident ultrasonic longitudinal waves. The piezoelectric crystal group in the phased array probes of the second probe group and the third probe group is controlled to emit ultrasonic longitudinal waves obliquely relative to the vertical direction. After being guided by the wedge block and refracted by the surface being tested, the ultrasonic longitudinal waves are converted into transverse waves and injected into the railway wheel being tested. The system receives ultrasonic signals reflected from the surface being inspected and the interior of the railway wheel. Based on the waveform characteristics of the reflected ultrasonic signals, it determines the location and size of the defects in the railway wheel being inspected.

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