Ultrasonic detection conformal detection device for on-site welding joint of high-speed railway steel rail

Abstract

An ultrasonic detection conformal detection device for on-site welding joints of high-speed railway steel rails comprises a bracket, a host is mounted at the top of the bracket, an automatic scanning device is mounted in the middle of the bracket through a rotary connecting rod, and a dragging rod is mounted on one side of the bracket. By introducing the high-precision scanning frame and the double-probe scanning process, the on-site high-speed rail welding seam detection capability is improved. According to the device and the detection method, scanning of the rail head, the rail waist and the rail bottom can be completed through the scanning frame at the same time, the welding seam detection operation efficiency and the positioning precision can be effectively improved, and missing detection and misjudgment are reduced; the device has the functions of data storage and wound wave dynamic playback, so that result tracing is facilitated; the detection device can be pulled on a steel rail track, so that switching of detection stations is facilitated; the device has a Beidou navigation function and is used for positioning and detecting the specific position of a welding seam.

Description

Technical Field

[0001] The invention relates to the technical field of ultrasonic nondestructive testing, in particular to a conformal testing device for ultrasonic testing of on-site welded joints of high-speed railway rails. Background Art

[0002] Ultrasonic nondestructive testing is a nondestructive testing method that uses the propagation and attenuation characteristics of ultrasonic waves in the medium and the reflection and refraction characteristics on the interface. It is mainly used for the detection of internal defects and can also be used for the detection of surface defects.

[0003] Ultrasonic testing of rail welds is technically much more difficult than rail flaw detection. Various defects in rails can be detected technically, but the difficulty lies in the poor on-site working conditions. Weld flaw detection is different. Since defects such as light spots and gray spots have very weak reflections, detection is very difficult. In addition, defects in welds and various weld contour reflection surfaces are concentrated in a very small area. The reflected waves interfere with each other and are difficult to distinguish, which can easily lead to misjudgment. To carry out ultrasonic flaw detection of rail welds, we must first select a scientific and reasonable flaw detection method that can conduct a comprehensive scan of the weld and its heat-affected zone. At the same time, we must use high-frequency, high-sensitivity, and high-resolution instruments and probes to improve the detection sensitivity and resolution of defects and prevent missed detection and misjudgment.

[0004] During the long-term use of rail welded joints, small welding defects inside the weld, such as gray spots in flash welds, light spots in gas pressure welds, small pores and slag inclusions in thermite welds, etc., may gradually develop into fatigue cracks. When the root of the weld bar is not polished properly, stress concentration points will be generated, which is the main location for fatigue cracks. The fracture sources of most joint fractures are near the root of the weld bar.

[0005] Although the defects in the weld seam can be detected in terms of ultrasonic testing methods and principles, in actual testing, missed detections and misjudgments of fatigue cracks in the weld seam area often occur, especially the missed detections and misjudgments of fatigue cracks at the root of the weld rib. The main reasons are as follows: 1. The weld defects and the reflection surfaces of the weld rib contour often concentrate in a very small area. During ultrasonic testing, the defect echo and the weld contour reflection wave interfere with each other and are not easily distinguishable. The identification of defects is greatly affected by human factors and it is very easy to cause misjudgments and missed detections. On-site, the echo of a vertical crack in the rail web is easily misjudged as the echo of the weld rib, and the echo of a crack at the edge of the weld rib at the rail bottom is misjudged as the echo of the weld rib height at the rail bottom, etc. 2. The key testing technologies are incomplete. The detection of high-speed rail welds mainly relies on general ultrasonic flaw detectors. For on-site double-probe testing of welds, a portable scanning frame is generally used for scanning at the rail web part, and manual scanning is used at the rail head and rail bottom parts. Manual double-probe testing takes a long time, has low positioning accuracy, poor repeatability, is prone to missed detections and misjudgments, and is greatly affected by personal ability and operation. The positioning accuracy of the rail web tandem scanning frame used on-site is poor. The horizontal positioning resolution of some scanning frames is 3 mm, making it difficult to distinguish between the weld rib wave and the defect wave. 3. Manual double-probe scanning at the rail bottom, especially double-probe scanning of thermite welds, is troubled by the fact that due to the relatively wide weld rib at the rail bottom, the sound path of the weld rib echo at some positions during the scanning process is equal to the sound path of the normal weld defect echo, which brings difficulties to the identification of defect waves. Summary of the Invention

[0006] To overcome the existing defects, the present invention proposes a conforming detection device for ultrasonic detection of on-site welded joints of high-speed railway rails.

[0007] A conforming detection device for ultrasonic detection of on-site welded joints of high-speed railway rails, the conforming detection device for ultrasonic detection of on-site welded joints of high-speed railway rails includes a bracket, a main machine is installed on the top of the bracket, an automatic scanning device is installed in the middle of the bracket through a rotating link, and a towing rod is installed on one side of the bracket.

[0008] Wherein, rail running wheels are respectively arranged at the lower parts of both ends of the bracket, and rail lateral stabilizer wheels and ground running wheels are respectively arranged on both sides of the rail running wheels.

[0009] Wherein, the automatic scanning device includes a driving motor, a transmission guide rail is installed below the driving motor, a front probe support group is arranged at the front end of the transmission guide rail; a rear probe support group is arranged at the rear end of the transmission guide rail.

[0010] Among them, the front and rear probe support groups are respectively provided with a first rail head probe support, a first rail web probe support, and a first rail bottom probe support. The first rail head probe support and the first rail web probe support are arranged on one side of the transmission guide rail, and the first rail bottom probe support is arranged on one side of the transmission guide rail through the first rail bottom probe support arm. Among them, the first rail head detection probe is arranged on the first rail head probe support, the first rail web detection probe is arranged on the first rail web probe support, and the first rail bottom detection probe is arranged on the first rail bottom probe support; the front and rear probe support groups are respectively provided with a second rail head probe support, a second rail web probe support, and a second rail bottom probe support. The second rail head probe support and the second rail web probe support are arranged on the other side of the transmission guide rail, and the second rail bottom probe support is arranged on the other side of the transmission guide rail through the second rail bottom probe support arm. Among them, the second rail head detection probe is arranged on the second rail head probe support, the second rail web detection probe is arranged on the second rail web probe support, and the second rail bottom detection probe is arranged on the second rail bottom probe support.

[0011] This device and detection method can simultaneously achieve full-section detection of the rail head, rail web, and rail bottom. Due to the introduction of the conformable scanning device part, the horizontal positioning resolution can reach 0.5 mm, and the weld bead wave and defect wave can be distinguished.

[0012] Among them, the automatic scanning device rotates 360° in the middle of the bracket through a rotating link.

[0013] A method for a conformable detection device for ultrasonic detection of on-site welded joints of high-speed railway rails includes simultaneously detecting the full section of the rail head, rail web, and rail bottom;

[0014] Debug the device sensitivity and present the waveform, and present the whole-process dynamic detection through an ultrasonic flaw detector and record the defect echo image;

[0015] Judge whether there are defects in the weld.

[0016] Among them, the full-section method for simultaneously detecting the rail head, rail web, and rail bottom lies in that the first rail head detection probe and the second rail head detection probe are K1.2 transverse wave inclined probes. Among them, the first rail head detection probe is a self-transmitting and self-receiving probe, which performs single-probe scanning mainly for detecting volumetric defects; the second rail head detection probe is responsible for receiving acoustic waves and forms a double-probe K-type scan with the first rail head detection probe for detecting planar defects on the rail head; the first rail web detection probe and the second rail web detection probe are K0.75 transverse wave inclined probes, which are arranged one after the other on the rail tread. Among them, the first rail web detection probe is a self-transmitting and self-receiving probe, which performs single-probe scanning mainly for detecting volumetric defects; the second rail web detection probe is responsible for receiving acoustic waves and forms a tandem scan with the first rail web detection probe for detecting planar defects on the rail web; the first rail bottom detection probe and the second rail bottom detection probe are K0.88 transverse wave inclined probes, which are respectively placed on two sides of the rail bottom. Among them, the first rail bottom detection probe is a self-transmitting and self-receiving probe, which performs single-probe scanning mainly for detecting volumetric defects, and the second rail bottom detection probe is responsible for receiving acoustic waves and forms a double-probe K-type scan with the first rail bottom detection probe for detecting planar defects on the rail bottom.

[0017] Among them, debugging the equipment sensitivity and presenting the full-process dynamic detection waveform through an ultrasonic flaw detector and recording the defect echo image lies in

[0018] The sensitivity calibration method for double-probe flaw detection K-type scan of the rail head part is: adjust the reflection wave height of the No. 2 flat-bottomed hole 20 mm away from the rail head on the GHT-1 test block to 80% of the full amplitude, and then make appropriate surface coupling compensation according to the detection surface situation, which is 2 dB - 6 dB, as the flaw detection sensitivity of the rail head part;

[0019] The sensitivity calibration method for double-probe tandem scan of the rail web part is: adjust the reflection wave height of the No. 5 flat-bottomed hole 40 mm away from the rail bottom on the GHT-1 test block to 80% of the full amplitude, and then make appropriate surface coupling compensation according to the detection surface situation, which is 2 dB - 6 dB, as the flaw detection sensitivity of the rail web part;

[0020] The sensitivity calibration method for double-probe scan of the rail bottom part is: adjust the reflection wave height of the No. 6 flat-bottomed hole 10 mm away from the rail bottom on the GHT-1 test block to 80% of the full amplitude, and then make appropriate surface coupling compensation according to the detection surface situation, which is 2 dB - 6 dB, as the flaw detection sensitivity of the rail bottom part;

[0021] After adjusting the sensitivity, perform weld scan. Place the conforming detection device on the weld, align the laser positioning with the weld center, turn on the automatic scan device switch to start scanning, and increase by 4 dB - 6 dB on the basis of the flaw detection sensitivity as the scan sensitivity, and perform scans from both sides of the weld respectively;

[0022] By storing the dynamic flaw wave B-scan images in real time and storing information such as high-precision probe position information and ultrasonic A-scan signals, the dynamic data playback function can select specific A-scan waveforms for detailed analysis, can perform on-site storage at a higher sensitivity, and perform off-line re-analysis.

[0023] Through the function of full-process dynamic recording and defect echo image display, the flaw detection results can be analyzed and traced. Due to the high position resolution, the weld rib echo and defect echo can be effectively distinguished.

[0024] At the same time, the device can store the dynamic flaw wave B-scan images in real time and store information such as high-precision probe position information and ultrasonic A-scan signals. The dynamic data playback function can select specific A-scan waveforms for detailed analysis, can perform on-site storage at a higher sensitivity, and perform off-line re-analysis, improving the on-line detection efficiency and saving the on-line skylight time.

[0025] An ultrasonic conforming detection device for on-site welding joints of high-speed railway rails introduced in this application improves the on-site high-speed railway weld detection ability by introducing a high-precision scanning frame and a dual-probe scanning process. The device and the detection method can simultaneously complete the scanning of the scanning frames at three parts of the rail head, rail waist and rail bottom, can effectively improve the weld detection operation efficiency and positioning accuracy, and reduce missed detections and misjudgments; the device has a data storage and flaw wave dynamic playback function, which is convenient for result tracing; the detection device can be pulled on the rail track to facilitate the switching of detection workstations; the device has a Beidou navigation function for positioning the specific position of the detected weld. Brief Description of the Drawings

[0026] Figure 1 It is a schematic diagram of an ultrasonic conforming detection device for on-site welding joints of high-speed railway rails.

[0027] Figure 2 It is a schematic diagram of the structure of the automatic scanning device.

[0028] Figure 3 It is a schematic diagram of the transmission guide rail and the probe part.

[0029] Figure 4 It is a schematic diagram of the flaw detection method for the rail bottom and rail head.

[0030] Figure 5 It is a schematic diagram of the flaw detection method for the rail waist.

[0031] Figure 6 It is a schematic diagram of the ultrasonic waveform diagram of a rail weld with defects and weld ribs.

[0032] Figure 7 It is a schematic diagram of the ultrasonic waveform diagram of a rail weld with weld ribs but without defects. Detailed Implementation Modes

[0033] The following provides a detailed description of a conforming detection device for ultrasonic inspection of on-site welded joints of high-speed railway rails in combination with the accompanying drawings and specific embodiments.

[0034] Figure 1-3 As shown, a conforming detection device for ultrasonic inspection of on-site welded joints of high-speed railway rails, the conforming detection device for ultrasonic inspection of on-site welded joints of high-speed railway rails includes a bracket 1, a host 2 is installed on the top of the bracket 1, an automatic scanning device 3 is installed in the middle of the bracket (1) through a rotating link 31, and a towing rod 4 is installed on one side of the bracket 1.

[0035] Rail running wheels 11 are respectively arranged at the lower parts of both ends of the bracket 1, and rail lateral stabilizing wheels 12 and ground running wheels 13 are respectively arranged on both sides of the rail running wheels 11.

[0036] The automatic scanning device 3 includes a driving motor 32, a transmission guide rail 33 is installed below the driving motor 32, a front probe support group 34 is arranged at the front end of the transmission guide rail 33; a rear probe support group 35 is arranged at the rear end of the transmission guide rail 33.

[0037] The front and rear probe support groups are respectively provided with a first rail head probe support 341, a first rail web probe support 343 and a first rail bottom probe support 345. The first rail head probe support 341 and the first rail web probe support 343 are arranged on one side of the transmission guide rail 33, and the first rail bottom probe support 345 is arranged on one side of the transmission guide rail 33 through a first rail bottom probe support arm 3450. Among them, a first rail head detection probe 3411 is arranged on the first rail head probe support 341, a first rail web detection probe 3431 is arranged on the first rail web probe support 343, and a first rail bottom detection probe 3451 is arranged on the first rail bottom probe support 345; the front and rear probe support groups are respectively provided with a second rail head probe support 344, a second rail web probe support 342 and a second rail bottom probe support 346. The second rail head probe support 344 and the second rail web probe support 342 are arranged on the other side of the transmission guide rail 33, and the second rail bottom probe support 346 is arranged on the other side of the transmission guide rail 33 through a second rail bottom probe support arm 3460. Among them, a second rail head detection probe 3441 is arranged on the second rail head probe support 344, a second rail web detection probe 3421 is arranged on the second rail web probe support 342, and a second rail bottom detection probe 3461 is arranged on the second rail bottom probe support 346.

[0038] The automatic scanning device 3 rotates 360° in the middle of the bracket 1 through the rotating link 31.

[0039] A method for a conforming detection device for ultrasonic inspection of on-site welded joints of high-speed railway rails is to simultaneously detect the entire cross-section of the rail head, rail web and rail bottom;

[0040] Debug the device sensitivity and present the waveform, and present the whole-process dynamic detection through an ultrasonic flaw detector and record the defect echo image;

[0041] Judge whether there are defects in the weld.

[0042] As in 4 and 5, the method for simultaneously detecting the entire cross-section of the rail head, rail web, and rail bottom is that the first rail head detection probe 3411 and the second rail head detection probe 3441 are K1.2 transverse wave inclined probes. Among them, the first rail head detection probe 3411 is a self-transmitting and self-receiving probe for single-probe scanning, mainly detecting volumetric defects; the second rail head detection probe 3441 is responsible for receiving sound waves and forms a double-probe K-type scan with the first rail head detection probe 3411 for detecting planar defects in the rail head; the first rail web detection probe 3431 and the second rail web detection probe 3421 are K0.75 transverse wave inclined probes, arranged one in front of the other on the rail tread. Among them, the first rail web detection probe 3431 is a self-transmitting and self-receiving probe for single-probe scanning, mainly detecting volumetric defects; the second rail web detection probe 3421 is responsible for receiving sound waves and forms a front-to-back tandem scan with the first rail web detection probe 3431 for detecting planar defects in the rail web; the first rail bottom detection probe 3451 and the second rail bottom detection probe 3461 are K0.88 transverse wave inclined probes, respectively placed on two sides of the rail bottom. Among them, the first rail bottom detection probe 3451 is a self-transmitting and self-receiving probe for single-probe scanning, mainly detecting volumetric defects, and the second rail bottom detection probe 3461 is responsible for receiving sound waves and forms a double-probe K-type scan with the first rail bottom detection probe 3451 for detecting planar defects in the rail bottom.

[0043] Debugging the device sensitivity and presenting the whole-process dynamic detection waveform through an ultrasonic flaw detector and recording the defect echo image lies in

[0044] The calibration method for the double-probe flaw detection K-type scan sensitivity in the rail head part is: adjust the reflection wave height of the No. 2 flat-bottomed hole 20 mm away from the rail head on the GHT-1 test block to 80% of the full amplitude, and then make appropriate surface coupling compensation of 2 dB to 6 dB according to the detection surface condition as the flaw detection sensitivity in the rail head part;

[0045] The calibration method for the double-probe tandem scan sensitivity in the rail web part is: adjust the reflection wave height of the No. 5 flat-bottomed hole 40 mm away from the rail bottom on the GHT-1 test block to 80% of the full amplitude, and then make appropriate surface coupling compensation of 2 dB to 6 dB according to the detection surface condition as the flaw detection sensitivity in the rail web part;

[0046] The calibration method for the double-probe scan sensitivity in the rail bottom part is: adjust the reflection wave height of the No. 6 flat-bottomed hole 10 mm away from the rail bottom on the GHT-1 test block to 80% of the full amplitude, and then make appropriate surface coupling compensation of 2 dB to 6 dB as the flaw detection sensitivity in the rail bottom part;

[0047] After adjusting the sensitivity, perform weld seam scanning. Place the conforming detection device on the weld seam, align the laser positioning with the center of the weld seam, turn on the automatic scanning device switch to start scanning. Increase the sensitivity by 4 dB to 6 dB based on the flaw detection sensitivity as the scanning sensitivity, and perform scanning from both sides of the weld seam respectively;

[0048] Figure 6 、 7 As shown, by real-time storing the dynamic flaw wave B-scan image and storing information such as high-precision probe position information and ultrasonic A-scan signal, the dynamic data playback function can select a specific A-scan waveform for detailed analysis, and can be stored on-site at a higher sensitivity and analyzed offline again.

[0049] Through the whole-process dynamic recording and defect echo image display function, the flaw detection result can be analyzed and traced. Due to the high position resolution, the weld bead echo and defect echo can be effectively distinguished.

[0050] The method for judging whether there are defects in the weld seam is realized comprehensively through dynamic recognition during dynamic scanning, and at the same time, combined with the scanning imaging result on the other side of the weld seam to judge whether there are defects at the root of the weld bead and the size of the defects. Specifically,

[0051] The weld bead echo generally appears on the opposite side of the scanning frame. When an echo appears on one side, if it is not certain whether it is caused by the weld bead, the detection direction can be changed and confirmed again. When the echo appears on this side, it is necessary to suspect that it is caused by a defect;

[0052] When there is a suspected defect echo at the weld bead position, after the single-side scanning of the weld seam is completed, observe the change trend of the entire weld bead echo imaging color. The echo amplitude at the defective part at the root of the weld bead is higher than that of the weld bead echo at the non-defective part, and the imaging color of the weld bead wave is deeper. At the same time, combined with the scanning imaging result on the other side of the weld seam to judge whether there are defects at the root of the weld bead and the size of the defects, and then judge the defective flaw wave in the rail.

[0053] Finally, it should be noted that the above embodiments are only used to describe the technical solution of the present invention rather than to limit the technical method. The present invention can be extended to other modifications, changes, applications and embodiments in application, and therefore it is considered that all such modifications, changes, applications and embodiments are within the scope of the present invention.

Claims

1. An ultrasonic inspection conforming inspection device for on-site welded joints of high-speed railway rails, characterized in that, The ultrasonic conforming detection device for on-site welded joints of high-speed railway rails includes a bracket (1). A main machine (2) is installed on the top of the bracket (1). An automatic scanning device (3) is installed in the middle of the bracket (1) through a rotating connecting rod (31). A towing rod (4) is installed on one side of the bracket (1).

2. The ultrasonic detection conforming detection device for on-site welded joints of high-speed railway rails according to claim 1, wherein Rail running wheels (11) are respectively arranged at the lower parts of both ends of the bracket (1). Rail lateral stabilizing wheels (12) and ground running wheels (13) are respectively arranged on both sides of the rail running wheels (11).

3. The ultrasonic detection conforming detection device for on-site welded joints of high-speed railway rails according to claim 1, characterized in that, The automatic scanning device (3) includes a driving motor (32). A transmission guide rail (33) is installed under the driving motor (32). A front probe support group (34) is arranged at the front end of the transmission guide rail (33); a rear probe support group (35) is arranged at the rear end of the transmission guide rail (33).

4. The ultrasonic detection conforming detection device for on-site welded joints of high-speed railway rails according to claim 3, characterized in that, The front and rear probe support groups are respectively provided with a first rail head probe support (341), a first rail web probe support (343) and a first rail bottom probe support (345). The first rail head probe support (341) and the first rail web probe support (343) are arranged on one side of the transmission guide rail (33). The first rail bottom probe support (345) is arranged on one side of the transmission guide rail (33) through a first rail bottom probe support arm (3450). Among them, a first rail head detection probe (3411) is arranged on the first rail head probe support (341), a first rail web detection probe (3431) is arranged on the first rail web probe support (343), and a first rail bottom detection probe (3451) is arranged on the first rail bottom probe support (345); the front and rear probe support groups are respectively provided with a second rail head probe support (344), a second rail web probe support (342) and a second rail bottom probe support (346). The second rail head probe support (344) and the second rail web probe support (342) are arranged on the other side of the transmission guide rail (33). The second rail bottom probe support (346) is arranged on the other side of the transmission guide rail (33) through a second rail bottom probe support arm (3460). Among them, a second rail head detection probe (3441) is arranged on the second rail head probe support (344), a second rail web detection probe (3421) is arranged on the second rail web probe support (342), and a second rail bottom detection probe (3461) is arranged on the second rail bottom probe support (346).

5. The ultrasonic detection conforming detection device for on-site welded joints of high-speed railway rails according to claim 1, wherein The automatic scanning device (3) rotates 360° in the middle of the bracket (1) through the rotating connecting rod (31).

6. The ultrasonic inspection conforming inspection device for on-site welded joints of high-speed railway rails according to claim 1, characterized in that, The first rail head detection probe (3411) and the second rail head detection probe (3441) are K1.2 shear wave inclined probes. Among them, the first rail head detection probe (3411) is a self-initiating and self-receiving probe for single-probe scanning, mainly for detecting volumetric defects; the second rail head detection probe (3441) is responsible for receiving acoustic waves and forms a double-probe K-type scan with the first rail head detection probe (3411) for detecting planar defects on the rail head; the first rail web detection probe (3431) and the second rail web detection probe (3421) are K0.75 shear wave inclined probes, arranged one in front of the other on the rail tread. Among them, the first rail web detection probe (3431) is a self-initiating and self-receiving probe for single-probe scanning, mainly for detecting volumetric defects; the second rail web detection probe (3421) is responsible for receiving acoustic waves and forms a tandem scan with the first rail web detection probe (3431) for detecting planar defects on the rail web; the first rail base detection probe (3451) and the second rail base detection probe (3461) are K0.88 shear wave inclined probes, respectively placed on two sides of the rail base. Among them, the first rail base detection probe (3451) is a self-initiating and self-receiving probe for single-probe scanning, mainly for detecting volumetric defects, and the second rail base detection probe (3461) is responsible for receiving acoustic waves and forms a double-probe K-type scan with the first rail base detection probe (3451) for detecting planar defects on the rail base.

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