Intelligent flaw detection device for welded rails

Abstract

This utility model relates to the field of rail flaw detection technology, specifically to an intelligent flaw detection device for welded rails. It includes a robotic arm with a flaw detection component at its front end. The flaw detection component comprises an ultrasonic probe and a reciprocating oscillation component. The reciprocating oscillation component drives the ultrasonic probe to oscillate back and forth between a first oscillation position and a second oscillation position to switch the detection direction. It also includes a coupling component for delivering a coupling agent to the detection surface. This utility model optimizes the structure of the flaw detection device. The reciprocating oscillation structure of the ultrasonic probe can increase the detection area, thereby improving detection coverage. Driven by the robotic arm, the flaw detection component can be moved along the scanning path more automatically and intelligently, accurately completing the flaw detection of the rail, thus ensuring the efficiency and accuracy of the flaw detection results.

Description

Technical Field

[0001] This utility model relates to the field of rail flaw detection technology, specifically to an intelligent flaw detection device for welded rails. Background Technology

[0002] Currently, ultrasonic testing of rails mainly relies on multi-channel ultrasonic testing systems, which use array probes to identify defects.

[0003] In recent years, through extensive practical verification and technical analysis, it has been found that automated online flaw detection equipment has a weak, or even non-existent, ability to detect damage in certain special areas of the rail base, particularly in the shallow surface layer and the triangular area of ​​the rail base. Specifically:

[0004] 1. Regarding damage to the rail base surface, if there are small defects in the weld bead protrusions, they are not easily detected by rail base side flaw detection. This is mainly because the original flaw detection process of the equipment adopts K1 rail base side K-shaped flaw detection, and the test block uses R2 semi-circular groove and 0.3mm transverse through groove.

[0005] 2. Automatic rail bottom flaw detection technology is not easy to effectively detect area defects in the upper and middle layers (triangular area) of the rail bottom.

[0006] Traditional flaw detection methods involve skilled personnel holding a probe and constantly swinging it at different angles to conduct inspections. This method cannot clearly distinguish some damage signals from the grain wave region of the welded rail, leading to missed detections. Even when personnel detect suspected damage signals, the signals are often fleeting, influenced by both the optimal probe position and angle. Repeated adjustments are necessary for confirmation, requiring highly skilled and experienced personnel and making missed detections highly likely. This results in situations where rail welding factory personnel miss defects upon shipment or deem the rails unsuitable for inspection, only to have railway maintenance personnel discover the defects during their work, leading to disputes. This phenomenon is frequently observed in actual rail weld joint flaw detection work.

[0007] Given the current state of technology, significant shortcomings still exist in practical applications. These are as follows:

[0008] First, inspection efficiency is limited by the coordination between manual operation and equipment movement. Traditional equipment relies on manual cart-style operation, and the coupling state between the probe and the rail surface needs repeated adjustments, resulting in excessively long inspection times per test. Especially in complex sections such as turnouts and welds, the flaw detection speed is very low, and it is difficult to meet the requirement of full coverage inspection of rails over long sections. In addition, existing systems mostly adopt a fixed-interval intermittent scanning mode, with inspection intervals generally exceeding 20mm, which easily leads to missed detection of local defects such as micro-cracks and spalling.

[0009] Second, the detection accuracy is limited by multiple interference factors. Existing coupling media (such as water-based coupling agents) are prone to lubrication film rupture during high-speed movement, leading to ultrasonic signal instability and a signal-to-noise ratio drop of more than 40%. Oxide layers, oil stains, and other contaminants on the rail surface further exacerbate acoustic impedance mismatch, causing fluctuations in defect echo amplitude. Meanwhile, problems such as probe sway caused by environmental vibration and sound velocity drift due to temperature changes have not been effectively resolved. Existing compensation algorithms can only correct errors by ±5%, which cannot meet the quantitative detection requirements for sub-millimeter level defects in high-speed rail rails.

[0010] Third, insufficient intelligence leads to a high false alarm rate. Existing systems rely on human experience to extract defect features, resulting in low accuracy in identifying complex defect types such as railhead defects and rail web diagonal cracks. Although deep learning algorithms have been partially applied, their false alarm rate is high due to limitations in sample database size and on-site noise interference. Furthermore, the lack of dynamic correlation analysis between flaw detection data and rail service status parameters (such as axle load and wear) makes it difficult to accurately predict defect expansion trends. These problems severely restrict the transformation and upgrading of rail flaw detection from "post-inspection" to "preventive maintenance."

[0011] It is evident that the current ultrasonic flaw detection scheme for rails still has room for improvement. It should be optimized to improve the efficiency of flaw detection and ensure the accuracy of flaw detection. Therefore, it is necessary to propose a more reasonable technical solution to solve the technical problems existing in the current technology. Utility Model Content

[0012] To overcome at least one of the aforementioned defects, this utility model proposes an intelligent flaw detection device for welded rails. Combining the characteristics of automated flaw detection and the flaw detection process of the welded rail factory, and incorporating the flaw detection operation specifications of the engineering section, it proposes a structure and method for intelligent flaw detection of the upper surface of the welded rail base using a robotic arm. This aims to achieve automated flaw detection, improve flaw detection efficiency, simplify the flaw detection process, reduce the number of flaw detection operation steps, and effectively detect damage in special parts of the welded rail base.

[0013] To achieve the above objectives, the flaw detection device disclosed in this utility model can adopt the following technical solution:

[0014] The intelligent flaw detection device for welded rails includes a robotic arm with a flaw detection component at its front end. The flaw detection component includes an ultrasonic probe and a reciprocating swing component. The reciprocating swing component drives the ultrasonic probe to swing back and forth between a first swing position and a second swing position to switch the detection direction. It also includes a coupling component for delivering a coupling agent to the detection surface.

[0015] The aforementioned flaw detection device expands the detection area during the flaw detection process by tilting the flaw detection component, and forms a full-coverage flaw detection of the area to be detected after multiple scans. The flaw detection component is automatically driven by a robotic arm to perform flaw detection actions on the area to be detected, which can ensure the efficiency of execution, the accuracy of flaw detection actions, and the accuracy and reliability of the flaw detection structure.

[0016] Furthermore, the flaw detection component can adopt various schemes and be constructed in multiple forms; its structure is not uniquely limited. Here, we optimize and propose one feasible option: the flaw detection component includes a mounting base that cooperates with the robotic arm. A rotary seat is provided on the mounting base. The ultrasonic probe is mounted on the rotary seat and rotates synchronously with the rotary seat to achieve oscillation. The reciprocating oscillation component cooperates with the rotary seat and drives the rotary seat to reciprocate. With the above scheme, the mounting base moves synchronously with the robotic arm, thereby driving the flaw detection component to move synchronously. The rotary seat can adopt a rotary shaft, rotary bearing, or other structures, rotating relative to the mounting base, thereby driving the flaw detection component to rotate synchronously.

[0017] Furthermore, the reciprocating oscillating assembly is used to drive the flaw detection assembly to oscillate, thereby forming an oscillating flaw detection during travel, which can expand the detection area. The reciprocating oscillating assembly can adopt various structures, and its structure is not limited to one. Here, we optimize and propose one feasible option: The reciprocating oscillating assembly includes a fork and a rotating shaft. The rotating shaft is mounted on a mounting base, and the middle part of the fork is rotatably engaged with the rotating shaft. The rear end of the fork is engaged with a drive assembly, which causes the fork to reciprocate. The front end of the fork engages with the rotating base and drives the rotating base to oscillate. With the above scheme, the drive assembly can drive the rear end of the fork to reciprocate, and under the action of the rotating shaft, the front end of the fork reciprocates, thereby driving the rotating base to reciprocate, thus realizing the reciprocating oscillation of the ultrasonic probe head.

[0018] Furthermore, in some solutions, the rotary seat and the shift fork are engaged by a mating head and a mating post. The mating head can be set on the shift fork, and the mating post can be set on the rotary seat. In other solutions, they can be interchanged.

[0019] Furthermore, the drive assembly can adopt various schemes, and its structure is not limited to a single one. Here, we optimize and propose one feasible option: the drive assembly includes a drive motor, the drive shaft of which is connected to a cam. The rear end of the shift fork forms a switching groove, and the cam enters the switching groove and pushes the shift fork to reciprocate. When adopting the above scheme, the switching groove can be set as an oblong groove, extending along the length of the shift fork. As the cam rotates with the drive shaft, it actuates the groove wall of the oblong groove, thereby causing the shift fork to reciprocate.

[0020] Furthermore, the mounting base can be constructed in various forms to house corresponding components, and its structure is not limited to a single one. Here, we optimize and propose one feasible option: the mounting base includes a connecting plate that mates with the robotic arm, and the connecting plate moves synchronously with the robotic arm; the mounting base also includes a mounting plate disposed on the connecting plate, and both the flaw detection component and the coupling component are disposed on the mounting plate. When adopting the above solution, the connecting plate and the mounting plate can be connected and fixed using multiple fasteners, such as multiple bolts or connecting pins.

[0021] Furthermore, during ultrasonic testing, a coupling agent ensures stable ultrasonic wave transmission. A coupling component is used to create coupling between the flaw detection component and the surface of the rail to be tested, thereby facilitating ultrasonic wave propagation. The coupling component can employ various designs, and its structure is not limited to a single one. Here, we optimize and propose one feasible option: the coupling component includes a nozzle connected to a delivery pipe. When the flaw detection device is activated, the delivery pipe delivers the coupling agent to the nozzle, which then sprays it onto the test surface. When using this design, the coupling agent can be a liquid substance such as water or engine oil.

[0022] Furthermore, to achieve a more stable coupling between the surface to be inspected and the flaw detection assembly, and to reduce interference caused by foreign matter entering, an optimization is proposed, and one feasible option is suggested: the mounting base is also equipped with a cleaning assembly for cleaning the inspection surface. When adopting the above solution, the cleaning assembly can be a cleaning brush or similar structure.

[0023] Furthermore, to better analyze the condition of the rail surface, visual image analysis can be used. This can be achieved through various methods, and the structure is not limited to a single approach. Here, we optimize and propose one feasible option: the robotic arm's front end is also equipped with a vision component. This vision component acquires image data of the detection surface and transmits it to the processor. When using this approach, the vision component includes cameras, and the number of cameras is not limited; it includes cameras for acquiring images and videos respectively. The processor is used to collect and analyze the image data to assist in determining the extent of damage.

[0024] The above content describes the composition and structure of the flaw detection device. This utility model also discloses a flaw detection method, which will be explained in detail below.

[0025] Intelligent flaw detection methods for welded rail bases include:

[0026] The flaw detection zone of the rail bottom slope is defined, and the rail scanning path is set in the flaw detection zone, including several parallel scanning paths set at intervals on the rail bottom slope, and the scanning paths extend along the length of the rail.

[0027] The flaw detection assembly moves along one of the scanning paths. During the movement, the ultrasonic probe of the flaw detection assembly swings back and forth to the left and right sides of the movement path to scan and detect flaws on the inclined surface of the rail bottom.

[0028] When the flaw detection component completes flaw detection along a scanning path, the flaw detection component resets and switches to an adjacent scanning path and repeats the flaw detection action, forming an overlapping area in the flaw detection areas of the two adjacent scanning paths.

[0029] Once a flaw detection zone has completed its travel flaw detection, the flaw detection component moves to the next flaw detection zone and repeats the above travel flaw detection action until all flaw detection zones have been completed.

[0030] Furthermore, a one-to-one scanning path is formed in the two corresponding flaw detection areas, and the corresponding scanning paths are opposite in direction; when the flaw detection component moves along the corresponding scanning path in the two corresponding flaw detection areas, the orientation of the flaw detection component is switched by 180° accordingly.

[0031] Compared with the prior art, some of the beneficial effects of the technical solution disclosed in this utility model include:

[0032] This invention optimizes the structure of the flaw detection device. The reciprocating swing structure of the ultrasonic probe can expand the detection area, thereby improving the detection coverage. Driven by the robotic arm, the flaw detection components can be moved along the scanning path in a more automated and intelligent manner, accurately completing the flaw detection of the rail, thus ensuring the efficiency of flaw detection and the accuracy of the results. Attached Figure Description

[0033] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0034] Figure 1 This is a schematic diagram of the overall structure and an enlarged schematic diagram of a partial structure of the flaw detection device.

[0035] Figure 2 for Figure 1 A magnified schematic diagram of the local structure at point A in the middle.

[0036] Figure 3 for Figure 1 Enlarged schematic diagram of the local structure at point B.

[0037] Figure 4 This is a frontal view of the flaw detection device.

[0038] Figure 5 for Figure 4 A magnified schematic diagram of the local structure at point C.

[0039] Figure 6 This is a top view schematic diagram of the flaw detection device.

[0040] Figure 7 for Figure 6 A magnified schematic diagram of the local structure at point D.

[0041] Figure 8 This is a side view of the flaw detection device.

[0042] Figure 9 for Figure 8 Enlarged schematic diagram of the local structure at point E in the middle.

[0043] Figure 10 The flaw detection coverage area is the baseline of the inclined plane S1 of the rail bottom, which is used as the scanning path.

[0044] Figure 11 The flaw detection coverage area is the S2 baseline of the rail bottom slope when the scanning path is used.

[0045] Figure 12 The flaw detection coverage area is the S3 baseline of the rail bottom slope when using it as the scanning path.

[0046] Figure 13 The flaw detection coverage area is the S4 baseline of the rail bottom slope when the scanning path is used.

[0047] Figure 14 The flaw detection coverage area is the S5 baseline of the rail bottom slope when using it as the scanning path.

[0048] Figure 15 The flaw detection coverage area is the S6 baseline of the rail bottom slope when using it as the scanning path.

[0049] Figure 16 This refers to the total coverage area after the intersection of the baseline flaw detection coverage areas S1-S6 on the rail bottom slope.

[0050] Figure 17 This is a blind spot for flaw detection on the inclined surface of the rail base.

[0051] Figure 18 This is a solution for supplementing the coverage of blind spots in rail bottom inspection processes.

[0052] Figure 19 This is another solution for supplementing the coverage of the flaw detection blind zone in the rail bottom process.

[0053] Figure 20 This is a schematic diagram of the echo of the 1000-1 defect in the head.

[0054] Figure 21 This is a schematic diagram of the echo of defect 674-4 in the head.

[0055] Figure 22 This is a schematic diagram of the echo of defect A2 in the head.

[0056] Figure 23 This is a schematic diagram of the echo of defect 1003-3 in the head.

[0057] In the above attached figures, the meanings of each label are as follows:

[0058] 1. Rail; 2. Robotic arm; 3. Flaw detection assembly; 301. Mounting base; 3011. Connecting plate; 3012. Mounting plate; 302. Rotary base; 3021. Mating column; 303. Rotary shaft; 304. Shift fork; 3041. Mating chuck; 305. Cam; 306. Ultrasonic probe; 307. Cleaning assembly; 308. Nozzle. Detailed Implementation

[0059] The following description, in conjunction with the accompanying drawings and specific embodiments, further illustrates this embodiment.

[0060] To address the shortcomings of existing ultrasonic flaw detection methods for rails, such as low efficiency and large errors, the following embodiments are optimized and overcome the defects of the prior art.

[0061] Example 1

[0062] This embodiment provides an intelligent flaw detection device for welded rails, including a robotic arm 2. The front end of the robotic arm 2 is provided with a flaw detection component 3. The flaw detection component 3 includes an ultrasonic probe 306 and a reciprocating swing component. The reciprocating swing component drives the ultrasonic probe 306 to reciprocate between a first swing position and a second swing position to switch the detection direction. It also includes a coupling component for delivering a coupling agent to the detection surface.

[0063] The flaw detection device disclosed in this embodiment expands the detection area during the flaw detection process by tilting the flaw detection component 3. After multiple scans, the area to be detected is fully covered. The flaw detection component 3 is automatically driven by the robotic arm 2 to perform flaw detection actions on the area to be detected, which can ensure the efficiency of execution, the accuracy of the flaw detection actions, and the accuracy and reliability of the flaw detection structure.

[0064] The flaw detection component 3 can be implemented in various ways and constructed in multiple forms; its structure is not uniquely limited. This embodiment optimizes and adopts one feasible option: the flaw detection component 3 includes a mounting base 301 that cooperates with the robotic arm 2. A rotary seat 302 is provided on the mounting base 301. The ultrasonic probe 306 is mounted on the rotary seat 302 and rotates synchronously with the rotary seat 302 to achieve oscillation. The reciprocating oscillation component cooperates with the rotary seat 302 and drives the rotary seat 302 to reciprocate. When the above scheme is adopted, the mounting base 301 moves synchronously with the robotic arm 2, thereby driving the flaw detection component 3 to move synchronously. The rotary seat 302 can adopt a rotary shaft 303, a rotary shaft 303 bearing, or other structures, rotating relative to the mounting base 301, thereby driving the flaw detection component 3 to rotate synchronously.

[0065] The reciprocating oscillating assembly is used to drive the flaw detection assembly 3 to oscillate, thereby forming an oscillating flaw detection during travel, which can expand the detection area. The reciprocating oscillating assembly can adopt various structures, and its structure is not limited to a single one. This embodiment optimizes and adopts one feasible option: the reciprocating oscillating assembly includes a fork 304 and a rotating shaft 303. The rotating shaft 303 is disposed on the mounting base 301, and the middle part of the fork 304 is rotatably engaged with the rotating shaft 303. The rear end of the fork 304 is engaged with a driving assembly, which causes the fork 304 to reciprocate. The front end of the fork 304 engages with the rotating base 302 and drives the rotating base 302 to oscillate. With the above scheme, the driving assembly can drive the rear end of the fork 304 to reciprocate, and under the action of the rotating shaft 303, the front end of the fork 304 reciprocates, thereby driving the rotating base 302 to reciprocate, thus realizing the reciprocating oscillation of the ultrasonic probe head 306.

[0066] In some embodiments, the rotary seat 302 and the shift fork 304 are correspondingly engaged by a locking head 3041 and a locking post 3021. The locking head 3041 can be set on the shift fork 304, and the locking post 3021 can be set on the rotary seat 302. In other embodiments, they can be interchanged.

[0067] The drive assembly can also adopt various schemes, and its structure is not limited to a single one. This embodiment optimizes and adopts one feasible option: the drive assembly includes a drive motor, the drive shaft of the drive motor is connected to a cam 305, and the rear end of the shift fork 304 forms a switching groove. The cam 305 enters the switching groove and pushes the shift fork 304 to reciprocate. When adopting the above scheme, the switching groove can be set as an oblong groove, extending along the length direction of the shift fork 304. During the rotation of the drive shaft, the cam 305 actuates the groove wall of the oblong groove, thereby causing the shift fork 304 to reciprocate.

[0068] The mounting base 301 can be constructed in various forms to house corresponding components, and its structure is not limited to a single one. This embodiment optimizes and adopts one feasible option: the mounting base 301 includes a connecting plate 3011 that cooperates with the robotic arm 2, and the connecting plate 3011 moves synchronously with the robotic arm 2; the mounting base 301 also includes a mounting plate 3012 disposed on the connecting plate 3011, and the flaw detection component 3 and the coupling component are both disposed on the mounting plate 3012. When adopting the above scheme, the connecting plate 3011 and the mounting plate 3012 can be connected and fixed by multiple fasteners, such as multiple bolts or connecting pins.

[0069] During ultrasonic testing, a coupling agent ensures stable ultrasonic wave transmission. A coupling component is used to form a coupling between the flaw detection component 3 and the surface of the rail 1 to be tested, thereby facilitating ultrasonic wave propagation. The coupling component can employ various designs, and its structure is not uniquely limited. This embodiment optimizes and adopts one feasible option: the coupling component includes a nozzle 308 connected to a delivery pipe. When the flaw detection device is activated, the delivery pipe delivers the coupling agent to the nozzle 308, which then sprays it onto the test surface. When using the above design, the coupling agent can be a liquid substance such as water or engine oil.

[0070] To achieve a more stable coupling between the surface to be inspected and the flaw detection component 3, and to reduce interference caused by foreign matter entering, this embodiment optimizes the process and adopts one feasible option: the mounting base 301 is further provided with a cleaning component 307, which is used to clean the inspection surface. When using the above solution, the cleaning component 307 can be a structure such as a cleaning brush.

[0071] To better analyze the surface condition of rail 1, visual image analysis can be used. This can be achieved through various methods, and the structure is not uniquely limited. This embodiment optimizes and adopts one feasible option: the robotic arm 2 is further equipped with a vision component at its front end. This vision component acquires image data of the detection surface and transmits it to the processor. When using the above method, the vision component includes cameras, and the number of cameras is not uniquely limited, including cameras for acquiring images and videos respectively. The processor collects and analyzes the image data to assist in determining the damage situation.

[0072] Example 2

[0073] The above embodiment 1 describes the composition and structure of the flaw detection device. This embodiment discloses the flaw detection method, which will be described in detail below.

[0074] Intelligent flaw detection methods for welded rail bases include:

[0075] The flaw detection zone of the rail bottom slope of rail 1 is defined, and the scanning path of rail 1 is set in the flaw detection zone, including several parallel scanning paths set at intervals on the rail bottom slope, and the scanning paths extend along the length of rail 1.

[0076] The flaw detection component 3 is made to move along one of the scanning paths. During the movement, the ultrasonic probe 306 of the flaw detection component 3 swings back and forth to the left and right sides of the movement path to scan and detect flaws on the inclined surface of the rail bottom.

[0077] When the flaw detection component 3 completes flaw detection along a scanning path, the flaw detection component 3 resets and switches to an adjacent scanning path and repeats the flaw detection action, forming an overlapping area in the flaw detection areas of the two adjacent scanning paths.

[0078] Once a flaw detection zone has completed its traveling flaw detection, flaw detection component 3 moves to the next flaw detection zone and repeats the traveling flaw detection action until all flaw detection zones have been completed.

[0079] A one-to-one scanning path is formed in two opposite flaw detection zones, and the directions of the corresponding scanning paths are opposite; when the flaw detection component 3 moves along the corresponding scanning path in the two opposite flaw detection zones, the orientation of the flaw detection component 3 is switched by 180° accordingly.

[0080] The flaw detection method provided in this embodiment can be applied to flaw detection operations on the tread and bottom surface of welded rails. The following examples and data illustrate the effectiveness of this embodiment.

[0081] Case 1

[0082] In this case, the flaw detection device provided by the utility model is used to scan and detect flaws on the inclined surface of the rail base. The specific device configuration and the effect after scanning and detection are as follows:

[0083] Ultrasonic probe: 5P10X12 K2.5 angle probe.

[0084] The scanning method is as follows: the probe is oscillated at ±20° to the left and right along the baseline S1-S6.

[0085] The test showed that the single-area flaw detection time was 32 seconds, and the single-side flaw detection time could be controlled within 2 minutes (each side of the robotic arm is responsible for detecting 2 areas, i.e. 64 seconds, and preparation work such as alignment and oiling during the detection process requires time).

[0086] The flaw detection uses a robotic arm that travels in a straight line, with an external motor controlling the probe's yaw. Testing showed that the robotic arm maintained good flaw detection performance at a motor speed of 750 rpm, therefore the tooth pitch L of the probe traveling along the baseline can be calculated to be 2.26 mm.

[0087] The inspection time for each baseline is t = 32 ÷ 6 = 5.3 seconds. The number of motor rotations during each baseline inspection is N = 750 ÷ 60 × t = 66.25 rotations. The tooth pitch is L = 150 ÷ ​​N = 2.26 mm.

[0088] During the flaw detection process, the tooth pitch L formed by the oscillation movement of the ultrasonic probe can be adjusted in combination with the walking speed of the robotic arm and the rotation speed of the oscillation motor.

[0089] When a 2mm radius groove is made on the bottom of the rail, this device is used to perform a flaw detection operation. The specific flaw detection process is as follows:

[0090] 1) Along each scanning path, according to the area covered by the flaw detection during the movement, such as... Figures 10-15 As shown, the inspection area covered by each scanning path is as follows: Figure 16 As shown.

[0091] 2) Combining Figure 16 It can be seen that scanning and inspection along the inclined surface of the rail bottom cannot completely cover the entire inspection area of ​​the rail. Three blind spots remain uncovered, such as... Figure 17 As shown, blind zones 1 and 2 can be supplemented by scanning the ground surface along the track bottom using other flaw detection mechanisms, such as... Figure 18 , Figure 19 As shown, two different ultrasonic probe deployment methods can be used to perform scanning and flaw detection; while blind zone 3 is supplemented and covered by the traditional waist rail flaw detection process, which will not be elaborated here.

[0092] The specific results of the rail bottom scanning and flaw detection performed in accordance with the above method are shown in Table 1 below.

[0093] Table 1. Robotic flaw detection results of the rail base bevel of the welded rail joint.

[0094]

[0095] Case 2

[0096] According to the method disclosed in the above embodiments, other parts of the rail are scanned for flaw detection. The device provided by this utility model can also perform flaw detection on the surface structure of different locations. In this case, flaw detection can be performed on the tread and both sides of the rail head. Therefore, test blocks (flaw heads with different markings) at different scanning and flaw detection positions are set up for scanning and flaw detection comparison to confirm the actual effect of flaw detection through comparative verification. After actual testing, the specific flaw detection results are shown in Table 2 below.

[0097] Table 2. Flaw detection results of the rail base bevel of the welded rail joint.

[0098]

[0099] During the scanning and flaw detection verification, the defect echoes of each flaw head, such as... Figures 20-23 As shown, these are defect echoes for defects 1000-1, 674-4, A2, and 1003-3, respectively.

[0100] According to the data shown in Table 2, the defects of the four heads with natural damage can be effectively detected after scanning and flaw detection by the device in this utility model.

[0101] Furthermore, in Case 1 or Case 2 above, considering the selection of the coupling agent, engine oil is currently used as the coupling medium for flaw detection scanning of the upper surface of the rail base. In actual automated and intelligent flaw detection, water, which is more environmentally friendly and recyclable, can be used as the coupling medium. However, the ultrasonic probe needs to swing back and forth at a certain speed during the flaw detection process. The oscillation of water during the swing affects the acquisition and identification of flaw detection information. Therefore, excess water needs to be blown away in a timely manner during the flaw detection process. Specifically, the cleaning components can be optimized, for example, by setting up structures such as air nozzles to blow away excess water.

[0102] In practical applications, the flaw detection device provided by this invention achieves the beneficial effects shown in Table 3 below compared with conventional technologies:

[0103] Table 3 Comparative Analysis of Flaw Detection Results of This Device and Manual Flaw Detection

[0104]

[0105]

[0106] The above are the embodiments listed in this example. However, this example is not limited to the optional embodiments described above. Those skilled in the art can arbitrarily combine the above methods to obtain other various embodiments. Anyone can derive other various forms of embodiments based on the teachings of this example. The above specific embodiments should not be construed as limiting the scope of protection of this example. The scope of protection of this example should be defined in the claims.

Claims

1. A rail welding intelligent flaw detection device, characterized in that: The device includes a robotic arm (2), with a flaw detection component (3) at the front end of the robotic arm (2). The flaw detection component (3) includes an ultrasonic probe (306) and a reciprocating swing component. The reciprocating swing component drives the ultrasonic probe (306) to reciprocate between a first swing position and a second swing position to switch the detection direction. The device also includes a coupling component for delivering a coupling agent to the detection surface.

2. The welded rail intelligent flaw detection device according to claim 1, characterized in that: The flaw detection component (3) includes a mounting base (301) that cooperates with the robotic arm (2). A rotary seat (302) is provided on the mounting base (301). The ultrasonic probe (306) is set on the rotary seat (302) and rotates synchronously with the rotary seat (302) to achieve yaw. The reciprocating yaw component cooperates with the rotary seat (302) and drives the rotary seat (302) to reciprocate.

3. The welded rail intelligent flaw detection device according to claim 2, characterized in that: The reciprocating oscillating assembly includes a shift fork (304) and a rotary shaft (303). The rotary shaft (303) is mounted on a mounting base (301). The middle part of the shift fork (304) is rotatably engaged with the rotary shaft (303). The rear end of the shift fork (304) is engaged with a drive assembly. The drive assembly causes the shift fork (304) to reciprocate. The front end of the shift fork (304) engages with a rotary seat (302) and drives the rotary seat (302) to deflect.

4. The welded rail intelligent flaw detection device according to claim 3, characterized in that: The drive assembly includes a drive motor, the drive shaft of which is connected to a cam (305). The rear end of the shift fork (304) forms a switching groove. The cam (305) enters the switching groove and pushes the shift fork (304) to reciprocate.

5. The welded rail intelligent flaw detection device according to claim 4, characterized in that: The mounting base (301) includes a connecting plate (3011) that cooperates with the robotic arm (2), and the connecting plate (3011) moves synchronously with the robotic arm (2); the mounting base (301) also includes a mounting plate (3012) disposed on the connecting plate (3011), and the flaw detection component (3) and the coupling component are both disposed on the mounting plate (3012).

6. The welded rail intelligent flaw detection device according to claim 1, characterized in that: The coupling component includes a nozzle (308), which is connected to a delivery pipe. When the flaw detection device is turned on, the delivery pipe delivers coupling agent to the nozzle (308) and sprays it onto the detection surface through the nozzle (308).

7. The intelligent rail weld inspection apparatus of any one of claims 2-5, wherein: The mounting base (301) is also provided with a cleaning component (307) for cleaning the detection surface.

8. The welded rail intelligent flaw detection device according to claim 1, characterized in that: The robotic arm (2) is also equipped with a vision component at its front end. The vision component is used to acquire image data of the detection surface and transmit it to the processor.

Images