Integrated steel rail welding seam comprehensive flaw detector

Abstract

The utility model relates to an integrated steel rail welding seam comprehensive flaw detector which comprises a frame body, a rail head scanning mechanism which is arranged at the bottom of the frame body and is used for scanning a rail head and a rail waist of a steel rail, and two rail bottom scanning mechanisms which are respectively arranged on the left side and the right side of the rail head scanning mechanism and are used for respectively scanning rail bottoms on two sides of the steel rail, the device is characterized by further comprising a linkage driving mechanism for driving the two rail bottom scanning mechanisms to move in the same direction at the same time; each rail bottom scanning mechanism comprises a probe and an angle adjusting assembly used for adjusting the deflection angle of the probe. The frame body is further provided with a first encoder and a second encoder. And the frame body is also provided with a magnetic adsorption assembly for fixing the frame body on the rail head. The integrated steel rail welding seam comprehensive flaw detector based on the steel rail welding seam can carry out more effective all-dimensional integrated flaw detection scanning on the steel rail welding seam, the overall flaw detection scanning time is shortened, and the flaw detection scanning efficiency of the steel rail welding seam is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of ultrasonic flaw detection, in particular to an integrated rail weld comprehensive flaw detector. Background Art

[0002] At present, high-speed rail tracks are made of multiple sections of seamless rails that are welded and laid. In the daily maintenance of rails, due to the characteristics of many welds, wide distribution, and long travel, the scanning operation is greatly affected by human operation, resulting in low efficiency of manual scanning of the weld rail bottom; and there are many areas with high damage at the rail bottom, which cannot be fully covered by a single scanning mode. It is necessary to use a variety of equipment to perform different types of scanning on a variety of different areas, and the workload required is very large. In some rail scanning and flaw detection operations, due to the high labor intensity of manual scanning operations, high requirements for scanning techniques, and high sensitivity to the position, angle, coupling and technique control of the probe, different inspection personnel often obtain different test results, which are greatly affected by human factors. In order to improve the detection efficiency and detection accuracy, a combination of manual scanning and electric scanning is gradually adopted for scanning operations.

[0003] With the increasing requirements for detection efficiency and detection accuracy, it is necessary to complete the inspection of rail welds within a fixed time period. This not only has time requirements, but also requires that the scanning operation range of the entire scanning device can cover the scanning area of ​​the entire rail weld within a limited time, which puts forward new requirements for the existing rail weld scanning equipment. At present, there are many flaw detection equipment with both rail bottom scanning and rail bottom scanning functions, but due to the large range of the rail bottom, rail bottom scanning requires the installation of more probes to cover the top surface of the rail bottom, which is bound to increase the weight of the entire flaw detection equipment, and the equipment structure is more complicated, increasing the difficulty of operation. Utility Model Content

[0004] The problem to be solved by the utility model is to provide an integrated rail weld comprehensive flaw detector, which can perform more effective all-round integrated flaw detection and scanning on rail welds, reduce the overall flaw detection and scanning time, and improve the flaw detection and scanning efficiency of rail welds. The adopted technical solutions are as follows:

[0005] An integrated rail weld comprehensive flaw detector comprises a frame, a rail head scanning mechanism installed at the bottom of the frame for scanning the rail head and rail waist of the rail, and two rail bottom scanning mechanisms respectively arranged on the left and right sides of the rail head scanning mechanism for scanning the rail bottoms on both sides of the rail, and is characterized in that: it also comprises a linkage driving mechanism for driving the two rail bottom scanning mechanisms to move simultaneously in the same direction; the rail bottom scanning mechanisms each comprise a probe and an angle adjustment component for adjusting the probe deflection angle; the frame is also provided with a first encoder and a second encoder; the frame is also provided with a magnetic adsorption component for fixing the frame to the rail head.

[0006] The rail head scanning mechanism is arranged at the bottom of the frame, and may include a certain number of array scanning probes and phased array scanning probes according to the scanning requirements; during scanning, the frame is placed on the surface of the rail head, and the frame is manually pushed to move along the rail, so that the various probes of the rail head scanning mechanism can scan and detect the rail head and rail waist.

[0007] The linkage drive mechanism is used to drive the two rail bottom scanning mechanisms to move in the same direction at the same time, so that the two rail bottom scanning mechanisms can perform outbound scanning at the same time or return scanning at the same time.

[0008] The angle adjustment component is used to adjust the angle of the probe of the rail bottom scanning mechanism after completing the outbound scan and before performing the return scan, so that the coverage area of ​​the outbound scan and the coverage area of ​​the return scan cover the entire rail bottom area.

[0009] The first encoder is used to record the real-time position of the rail bottom scanning mechanism when the rail bottom scanning mechanism performs outward scanning or return scanning manually; the second encoder is used to record the real-time position of the rail bottom scanning mechanism when the rail bottom scanning mechanism performs outward scanning or return scanning electrically.

[0010] The above-mentioned rail bottom scanning mechanism is used to scan the rail bottom of one side of the rail; when the rail bottom scanning mechanism is performing the rail bottom scanning operation, the linkage drive mechanism drives the two rail bottom scanning mechanisms to move in the same direction at the same time, so as to perform the outward scanning and the return scanning at the same time, and the outward scanning and the return scanning are only performed once; after completing the outward scanning, the deflection angles of the probes of the two rail bottom scanning mechanisms are adjusted by the angle adjustment component at the same time, and then the return scanning is performed. The utility model utilizes the back-and-forth travel of the probe, and allows the probe to perform scanning at different deflection angles within a time period of one back-and-forth travel of the probe. Even if two rail bottom scanning mechanisms perform forward scanning and return scanning at the same time, the forward scanning and return scanning are each performed only once. After the forward scanning is completed, the deflection angles of the probes of the two rail bottom scanning mechanisms are adjusted simultaneously, and then the return scanning is performed. The coverage area of ​​the forward scanning and the coverage area of ​​the return scanning cover the entire rail bottom, so that the rail bottom is fully inspected and scanned within one back-and-forth cycle of the rail bottom scanning mechanism, thereby reducing the overall inspection time and improving the inspection efficiency of the rail weld.

[0011] When the above-mentioned rail bottom scanning mechanism performs outbound scanning or return scanning at the same time, a manual scanning mode or an electric scanning mode is selected: during manual scanning, a first encoder is used to encode and record the real-time position of the rail bottom scanning mechanism; during electric scanning, a second encoder is used to encode and record the real-time position of the rail bottom scanning mechanism.

[0012] Since the linkage drive mechanism drives the two rail bottom scanning mechanisms to perform outbound scanning or return scanning at the same time, as a preferred solution of the utility model, the second encoder is installed on the power output end of the linkage drive mechanism for linkage to encode and record the real-time position of the two rail bottom scanning mechanisms.

[0013] As a further preferred embodiment of the utility model, the linkage drive mechanism is a synchronous belt drive mechanism, which is provided with two installation sections along the front-to-back direction and in the same direction, the two installation sections are respectively located on the left and right sides of the bottom of the frame, and the two rail bottom scanning mechanisms are respectively installed on the corresponding installation sections; the second encoder is linked with the synchronous belt. Two installation sections along the front-to-back direction and in the same direction are provided on the synchronous belt drive mechanism to drive the two rail bottom scanning mechanisms to move in the same direction at the same time. The second encoder is linked with the synchronous belt to accurately encode and record the real-time positions of the two rail bottom scanning mechanisms.

[0014] In order to make the structure of the entire flaw detection equipment more compact, as a further preferred solution of the utility model, the rail head scanning mechanism is located between the two installation sections.

[0015] As a preferred solution of the utility model, the rail bottom scanning mechanism is retractably mounted on the power output end of the linkage drive mechanism. When performing a rail head scanning operation, the two rail bottom scanning mechanisms are retracted and away from the rail bottom; when performing a rail bottom scanning operation, the two rail bottom scanning mechanisms are lowered, and the probes of the rail bottom scanning mechanisms are closely attached to the rail bottom surface through height adaptation adjustment.

[0016] As a further preferred embodiment of the present invention, the rail bottom scanning mechanism includes a fixed part, a movable part, a height adjustment assembly, the angle adjustment assembly, a probe frame and a probe, the fixed part is connected to the power output end of the linkage drive mechanism; one end of the movable part is rotatably connected to the fixed part, the upper part of the height adjustment assembly is adjustably connected to the other end of the movable part, the angle adjustment assembly and the probe frame are arranged at the lower part of the height adjustment assembly, and the probe is fixedly mounted on the probe frame.

[0017] As a further preferred solution of the utility model, the fixed part is a translation seat, the movable part is a swing arm, the upper end of the swing arm is swingably mounted on the translation seat through a rotating shaft, a through hole along the left and right direction is opened on the upper part of the swing arm, a swing locking pin is inserted in the through hole, and a horizontal positioning hole and a vertical positioning hole are provided on the translation seat. When the swing arm is in a horizontal position, the swing locking pin is plugged into the horizontal positioning hole, and when the swing arm is in a vertical position, the swing locking pin is plugged into the vertical positioning hole.

[0018] As a further preferred embodiment of the present invention, the height adjustment assembly includes a height adjustment rod and a height locking screw. The lower part of the swing arm is hollow, and the upper part of the height adjustment rod is sleeved in the lower part of the swing arm. The lower part of the swing arm is provided with a screw hole along its length direction. The height locking screw is threadedly matched with the screw hole, and the inner end of the height locking screw is tightened against the surface of the height adjustment rod.

[0019] As a further preferred embodiment of the present invention, the angle adjustment assembly includes an angle fixing frame and an angle positioning pin; the angle fixing frame is fixedly mounted on the lower part of the height adjustment rod, and the angle fixing frame is provided with at least two probe positioning sockets corresponding to different probe deflection angles; the probe frame can be rotatably mounted on the lower end of the height adjustment rod and is located below the angle fixing frame, and the angle positioning pin is movably plugged into the probe frame, and the inner end of the angle positioning pin is plugged into and matched with one of the probe positioning sockets. When adjusting the deflection angle of the probe, the probe frame is rotated, and the angle positioning pin is aligned with a desired probe positioning socket and then inserted, so that the inner end of the angle positioning pin is matched with the probe positioning socket, thereby fixing the deflection angle of the probe.

[0020] Compared with the prior art, the utility model has the following advantages:

[0021] (1) When the integrated rail weld comprehensive flaw detector of the utility model performs a rail bottom scanning operation, the probe is used to perform scanning at different deflection angles within a time period of one round trip of the probe. Even if two rail bottom scanning mechanisms perform forward scanning and return scanning at the same time, the forward scanning and return scanning are performed only once. After the forward scanning is completed, the deflection angles of the probes of the two rail bottom scanning mechanisms are adjusted by the angle adjustment component at the same time, and then the return scanning is performed; the coverage area of ​​the forward scanning and the coverage area of ​​the return scanning cover the entire rail bottom, so that the rail bottom is fully inspected within one round trip cycle of the rail bottom scanning mechanism, thereby reducing the overall inspection time and improving the inspection efficiency of the rail weld;

[0022] (2) A first encoder and a second encoder are provided respectively. The first encoder encodes and records the real-time position of the frame during manual scanning, and the second encoder encodes and records the real-time position of the rail bottom scanning mechanism during electric scanning, so as to ensure that the encoding records of manual scanning and electric scanning do not interfere with each other, thereby improving the accuracy of flaw detection scanning.

[0023] (3) The frame is equipped with a magnetic adsorption component. When the rail bottom scanning mechanism adopts the electric scanning mode, the magnetic adsorption component is turned on so that the frame is adsorbed and fixed on the surface of the rail head through the magnetic adsorption component, thereby improving the stability of the entire flaw detection equipment during electric scanning and ensuring the accuracy of the flaw detection scanning operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 This is a state diagram of the preferred embodiment of the utility model when performing rail head scanning operation;

[0025] Figure 2 This is a state diagram of the preferred embodiment of the utility model when performing the outbound scanning of the rail bottom scanning operation;

[0026] Figure 3 This is a state diagram of the preferred embodiment of the utility model when performing a return scan of the rail bottom scanning operation;

[0027] Figure 4 for Figures 1 to 3 Bottom view of the middle frame;

[0028] Figure 5 for Figure 4 Bottom view of the middle frame without the shell;

[0029] Figure 6 for Figure 1 Schematic diagram of the mid-rail bottom scanning mechanism in the retracted state;

[0030] Figure 7 for Figure 2 and Figure 3 Schematic diagram of the mid-rail bottom scanning mechanism in the lowered state;

[0031] Figure 8 for Figure 2 A top view of the probe frame of the mid-rail bottom scanning mechanism during outbound scanning;

[0032] Fig. 9 for Figure 3 A top view of the probe holder of the mid-rail bottom scanning mechanism during the return scan;

[0033] Among them, the labels are: 1-frame, 2-rail head scanning mechanism, 201-array scanning probe, 202-phased array scanning probe; 3-linked driving mechanism, 301-driving motor, 302-driving wheel, 303-driven wheel, 304-synchronous belt, 305-guide rail, 300-installation section; 4-rail bottom scanning mechanism, 401-translation seat, 4011-horizontal positioning hole, 4012-vertical positioning hole, 402-swing arm, 4021-screw hole, 403-height adjustment assembly, 4031-height adjustment rod, 4032-height locking screw, 404-angle adjustment assembly, 4041-angle fixing bracket, 4042-angle positioning pin, 4043-probe positioning socket, 405-probe bracket, 406-probe (rail bottom scanning), 407-rotating shaft, 408-swing locking pin; 5-switch magnet, 6-first encoder, 7-second encoder. DETAILED DESCRIPTION

[0034] The following is a further description of the preferred embodiments of the present invention in conjunction with the accompanying drawings.

[0035] like Figures 1 to 5 As shown, the integrated rail weld comprehensive flaw detector includes a frame 1, a rail head scanning mechanism 2, a linkage drive mechanism 3 and two rail bottom scanning mechanisms 4; the linkage drive mechanism 3 is arranged on the frame 1. In this embodiment, the linkage drive mechanism 3 adopts a synchronous belt drive mechanism, specifically including a driving motor 301, a driving wheel 302, a plurality of driven wheels 303, a synchronous belt 304, and two guide rails 305. The driving motor 301 is fixedly installed on the frame 1, the driving wheel 302 is drivingly connected to the output shaft of the driving motor 301, and the plurality of driven wheels 303 are rotatably installed on the frame 1. The driving wheel 302 and the plurality of driven wheels 303 jointly tension the synchronous belt 304; as shown Figure 5 As shown, the synchronous belt 304 is provided with two mounting sections 300 along the front-to-back direction and in the same direction, the two mounting sections 300 are respectively located on the left and right sides of the bottom of the frame 1, two guide rails 305 are respectively arranged on the left and right sides of the bottom of the frame 1 and correspond one-to-one to the two mounting sections 300, and two rail bottom scanning mechanisms 4 are respectively installed on the corresponding mounting sections 300 and can move forward and backward along the corresponding guide rails 305 driven by the synchronous belt 304; the second encoder 7 cooperates with the synchronous belt 304.

[0036] like Figure 4 and Figure 5As shown, the frame 1 is also provided with a magnetic adsorption component and a mutually independent first encoder 6 and a second encoder 7. The magnetic adsorption component can use a plurality of switch magnets 5; the rail head scanning mechanism 2 is installed at the bottom of the frame 1 and between the two mounting sections 300. In this embodiment, the rail head scanning mechanism 2 includes a plurality of array scanning probes 201 and two phased array scanning probes 202, which are used to scan the rail head and rail waist of the rail. Usually, the frame 1 is also provided with a plurality of small walking wheels, which are used to enable the frame 1 to move forward and backward along the rail.

[0037] like Figure 6 to Figure 7 As shown, the rail bottom scanning mechanism 4 can be retracted and comprises a fixed part, a movable part, a height adjustment component 403, an angle adjustment component 404, a probe frame 405 and a probe 406; the fixed part is a translation seat 401, which is slidably mounted on the corresponding guide rail 305 and connected to the corresponding mounting section 300 of the synchronous belt 304; the movable part is a swing arm 402, the upper end of which is swingably mounted on the translation seat 401 through a rotating shaft 407, a through hole in the left and right direction (blocked and not marked in the figure) is opened on the upper part of the swing arm 402, a swing locking pin 408 is inserted in the through hole, and a horizontal positioning hole 4011 and a vertical positioning hole 4011 are provided on the translation seat 401. Positioning hole 4012, when the swing arm 402 is in a horizontal position, the swing locking pin 408 is plugged into and matched with the horizontal positioning hole 4011, and when the swing arm 402 is in a vertical position, the swing locking pin 408 is plugged into and matched with the vertical positioning hole 4012; the height adjustment component 403 includes a height adjustment rod 4031 and a height locking screw 4032, the lower part of the swing arm 402 is hollow, the upper part of the height adjustment rod 4031 is sleeved in the lower part of the swing arm 402, and the lower part of the swing arm 402 is provided with a screw hole 4021 along its length direction, the height locking screw 4032 is threadedly matched with the screw hole 4021, and the inner end of the height locking screw 4032 is tightly pressed against the surface of the height adjustment rod 4031.

[0038] like Figures 6 to 9 As shown, the angle adjustment component 404 includes an angle fixing frame 4041 and an angle positioning pin 4042. The angle fixing frame 4041 is fixedly installed at the lower part of the height adjustment rod 4031. The angle fixing frame 4041 is provided with at least two probe positioning holes 4043 corresponding to different probe deflection angles; the probe frame 405 is rotatably installed at the lower end of the height adjustment rod 4031 and is located below the angle fixing frame 4041. The angle positioning pin 4042 is movably plugged into the probe frame 405, and the inner end of the angle positioning pin 4042 is plugged into one of the probe positioning holes 4043; the probe 406 is fixedly installed on the probe frame 405.

[0039] Based on the integrated rail weld comprehensive flaw detector provided in this embodiment, the corresponding flaw detection method includes the following steps:

[0040] (1) Rail head scanning operation:

[0041] Place the flaw detection equipment on the rail head surface, turn off all the switch magnets 5 at the bottom of the frame 1, so that each array scanning probe 201 and the phased array scanning probe 202 can be attached to the rail head surface; retract the rail bottom scanning mechanism 4, push the frame 1 to move forward and backward along the rail, and perform flaw detection and scanning operations on the rail head and rail waist; at the same time, the first encoder 6 encodes and records the real-time position of the frame 1;

[0042] (2) Track bottom scanning operation:

[0043] When manual scanning is selected, the switch magnet 5 at the bottom of the frame 1 remains in a closed state; when electric scanning is selected, all the switch magnets 5 at the bottom of the frame 1 are turned on, so that the frame 1 is fixed on the rail and remains motionless;

[0044] Lower the rail bottom scanning mechanism 4 so that the probe 406 for rail bottom scanning faces the surface of the rail bottom; adjust the height of the probe 406 for rail bottom scanning to ensure that the probe 406 is attached to the corresponding rail bottom surface; rotate the probe holder 405, align the angle positioning pin 4042 with the same probe positioning socket 4043 as required, and then insert it so that the inner end of the angle positioning pin 4042 cooperates with the probe positioning socket 4043, so that the deflection angles of the probes 406 of the two rail bottom scanning mechanisms 4 are consistent;

[0045] The two rail bottom scanning mechanisms 4 move in the same direction, so that the probes 406 of the two rail bottom scanning mechanisms 4 perform a forward scan of the rail bottom surface while keeping the same deflection angle; after reaching the end point of the forward scan, the deflection angles of the two probes 406 are adjusted simultaneously by the angle adjustment component 404, so that the probes 406 can cover the entire rail bottom surface during the return scan and the forward scan; the two rail bottom scanning mechanisms 4 are driven to move in the same direction again, so that the probes 406 of the two rail bottom scanning mechanisms 4 perform a return scan of the rail bottom surface while keeping the same deflection angle.

[0046] When the integrated rail weld comprehensive flaw detector of the utility model performs a rail bottom scanning operation, the back-and-forth distance of the probe 406 is utilized. Within a time period of one back-and-forth distance of the probe 406, the probe 406 is allowed to perform scanning at different deflection angles. Even if the two rail bottom scanning mechanisms 4 perform the outward scanning and the return scanning at the same time, the outward scanning and the return scanning are each performed only once. After the outward scanning is completed, the deflection angles of the probes 406 of the two rail bottom scanning mechanisms 4 are adjusted simultaneously, and then the return scanning is performed. The coverage area of ​​the outward scanning and the coverage area of ​​the return scanning cover the entire rail bottom, so that the rail bottom is fully flaw-detected and scanned within one back-and-forth distance of the rail bottom scanning mechanism 4, thereby reducing the overall flaw-detection scanning time and improving the flaw-detection scanning efficiency of the rail weld.

[0047] In addition, this embodiment only provides a specific implementation method of the height adjustment component and the angle adjustment component. In other embodiments, other specific structures for adjusting the height and angle can be adopted according to different scanning requirements or specific conditions of the scanning equipment. No limitation is made here, as long as the purpose of adjusting the height and adjusting the angle can be achieved.

[0048] In addition, it should be noted that the names of the various parts of the specific embodiments described in this specification may be different, and any equivalent or simple changes made based on the structure, features and principles described in the utility model patent concept are included in the protection scope of the utility model patent. The technical personnel of the technical field to which the utility model belongs can make various modifications or supplements to the specific embodiments described or replace them in a similar manner, as long as they do not deviate from the structure of the utility model or exceed the scope defined by the claims, they should all fall within the protection scope of the utility model.

Claims

1. An integrated rail weld comprehensive flaw detector, comprising a frame, a rail head scanning mechanism installed at the bottom of the frame for scanning the rail head and rail waist of the rail, and two rail bottom scanning mechanisms respectively arranged on the left and right sides of the rail head scanning mechanism for scanning the rail bottoms on both sides of the rail, characterized in that: It also includes a linkage drive mechanism for driving the two rail bottom scanning mechanisms to move simultaneously in the same direction; the rail bottom scanning mechanisms each include a probe and an angle adjustment component for adjusting the probe deflection angle; the frame is also provided with a first encoder and a second encoder; the frame is also provided with a magnetic adsorption component for fixing the frame to the rail head.

2. The integrated rail weld comprehensive flaw detector according to claim 1 is characterized in that: The second encoder is installed on the power output end of the linkage drive mechanism for linkage, so as to encode and record the real-time positions of the two rail bottom scanning mechanisms.

3. The integrated rail weld comprehensive flaw detector according to claim 2 is characterized in that: The linkage drive mechanism is a synchronous belt drive mechanism, which is provided with two installation sections along the front-to-back direction and in the same direction, the two installation sections are respectively located on the left and right sides of the bottom of the frame, and the two rail bottom scanning mechanisms are respectively installed on the corresponding installation sections; the second encoder cooperates with the synchronous belt.

4. The integrated rail weld comprehensive flaw detector according to claim 3 is characterized in that: The rail head scanning mechanism is located between the two installation sections.

5. The integrated rail weld comprehensive flaw detector according to any one of claims 1 to 4, characterized in that: The rail bottom scanning mechanism can be retractably mounted on the power output end of the linkage driving mechanism.

6. The integrated rail weld comprehensive flaw detector according to claim 5 is characterized in that: The rail bottom scanning mechanism includes a fixed part, a movable part, a height adjustment component, the angle adjustment component, a probe frame and a probe, the fixed part is connected to the power output end of the linkage drive mechanism; one end of the movable part is rotatably connected to the fixed part, the upper part of the height adjustment component is adjustably connected to the other end of the movable part, the angle adjustment component and the probe frame are arranged at the lower part of the height adjustment component, and the probe is fixedly installed on the probe frame.

7. The integrated rail weld comprehensive flaw detector according to claim 6 is characterized in that: The fixed part is a translation seat, and the movable part is a swing arm. The upper end of the swing arm is swingably mounted on the translation seat through a rotating shaft. A through hole along the left and right directions is opened on the upper part of the swing arm, and a swing locking pin is inserted in the through hole. The translation seat is provided with a horizontal positioning hole and a vertical positioning hole.

8. The integrated rail weld comprehensive flaw detector according to claim 7 is characterized in that: The height adjustment assembly includes a height adjustment rod and a height locking screw. The lower part of the swing arm is hollow, and the upper part of the height adjustment rod is sleeved in the lower part of the swing arm. The lower part of the swing arm is provided with a screw hole along its length direction. The height locking screw is threadedly matched with the screw hole, and the inner end of the height locking screw is tightened against the surface of the height adjustment rod.

9. The integrated rail weld comprehensive flaw detector according to claim 8, characterized in that: The angle adjustment assembly includes an angle fixing frame and an angle positioning pin; the angle fixing frame is fixedly mounted on the lower part of the height adjustment rod, and the angle fixing frame is provided with at least two probe positioning holes corresponding to different probe deflection angles; the probe frame can be rotatably mounted on the lower end of the height adjustment rod and is located below the angle fixing frame, the angle positioning pin is movably plugged into the probe frame, and the inner end of the angle positioning pin is plugged into and matched with one of the probe positioning holes.

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