CN111007146A

CN111007146A - Steel rail vertical damage detection system and detection method

Info

Publication number: CN111007146A
Application number: CN201911182505.3A
Authority: CN
Inventors: 章罕; 李宝平; 姜伟
Original assignee: Hefei Chaoke Electronics Co ltd
Current assignee: Hefei Chaoke Electronics Co ltd
Priority date: 2019-11-27
Filing date: 2019-11-27
Publication date: 2020-04-14

Abstract

The invention provides a steel rail vertical damage detection system, which comprises at least one transmitting probe and at least one receiving probe which are sequentially arranged along a straight line; ultrasonic waves sent by the transmitting probe travel along the transmitting path and encounter a vertical damage at a certain height in the flaw detection area to generate mirror reflection, travel along the reflecting path to the bottom surface of the steel rail, and travel along the receiving path after being reflected by the mirror surface of the bottom surface of the steel rail to be received by the corresponding receiving probe; the invention also provides a method for detecting the vertical damage of the steel rail. The steel rail vertical damage detection system and the detection method provided by the invention have the advantages that: through the combination of the plurality of transmitting probes and the plurality of receiving probes, synchronous scanning of all heights in a flaw detection area is effectively achieved, so that the detection system can be directly applied to a flaw detection vehicle to continuously scan and detect the rail, and the detection speed is obviously improved.

Description

Steel rail vertical damage detection system and detection method

Technical Field

The invention relates to the technical field of rail flaw detection, in particular to a steel rail vertical flaw detection system and a steel rail vertical flaw detection method.

Background

In the welding process of the steel rail, defects such as looseness, slag inclusion and the like exist in the welding process due to the quality problems of unstable welding equipment, improper process parameter selection, steel rail base metal and the like; in order to ensure the driving safety, the defects must be detected early, such as the shape of a plane, such as micro-cracks, gray spots, unwelded parts and the like.

The current flaw detection mainly uses an ultrasonic probe, and because the medium in the track is uniform, the ultrasonic wave can generate mirror reflection after encountering the flaw; by using the principle, the current steel rail flaw detection method mainly utilizes a plurality of probes with different angles to transmit ultrasonic signals, and when the ultrasonic signals encounter damage perpendicular to the propagation direction, mirror reflection occurs to enable the ultrasonic waves to return along a transmission path to be received by the transmitting probes.

However, for the

flaws

30 and 31 shown in fig. 1, since the flaw bottom surface is perpendicular to the rail bottom surface, and the ultrasonic signals obliquely transmitted from the upper surface of the rail at any angle are subjected to mirror reflection when encountering the vertical flaw, the ultrasonic waves cannot return to the transmitting probe as they are, and if the rail has a vertical flaw, the conventional flaw detection method cannot detect the flaw, so that the rail cannot be replaced or repaired in time, and a serious safety risk is generated for the train operation.

Referring to fig. 1, for vertical flaw detection, chinese patent applications CN208721616U, CN207552826U, and CN206281846U disclose a tandem scanning frame with similar principle, two transmitting probes 10 and receiving probes 20 capable of synchronously approaching or departing from a central point of the scanning frame are arranged on the scanning frame, an ultrasonic signal is transmitted through the transmitting probe 10, if a vertical flaw 30 is encountered, the vertical flaw 30 and a bottom surface of the scanning frame are subjected to mirror reflection twice and return to the receiving probes 20, and the transmitting probe 10 and the receiving probe 20 are manually or automatically moved to positions of the transmitting probe 10 'and the receiving probe 20' synchronously, so that a vertical flaw 31 with another height can be detected, and the positions of the two probes are gradually and synchronously adjusted, so that flaw detection in the whole vertical plane of a current scanning position can be realized.

However, as described in the foregoing working principle, the scanning frame structure provided in the foregoing application can only achieve detection of full coverage within a certain height interval by manually adjusting a specific position, which is obviously time-consuming and labor-consuming. At present, flaw detection vehicles are mostly used for rapid scanning, however, when the scanning frame provided by the application is matched with the flaw detection vehicles, the vertical flaw at one height position can be detected, and the requirement for rapid and comprehensive detection cannot be met.

Disclosure of Invention

The invention aims to provide a flaw detection system and a flaw detection method capable of comprehensively scanning the height range of a flaw detection area so as to overcome the problem of low efficiency in the prior art.

The invention solves the technical problems through the following technical scheme:

a rail vertical damage detection system comprises at least three probes which are arranged in sequence along a straight line, wherein the at least three probes comprise at least one transmitting probe or at least one receiving probe; ultrasonic waves sent by the transmitting probes travel along the transmitting path and encounter vertical damage at a certain height in the flaw detection area to generate mirror reflection, the ultrasonic waves travel along the reflecting path to the bottom surface of the steel rail and then travel along the receiving path after being reflected by the mirror surface of the bottom surface of the steel rail to be received by the corresponding receiving probes, and at least three probes can simultaneously detect the vertical damage at a plurality of heights in the flaw detection area.

This application uses less probe to realize the purpose of detecting a plurality of highly simultaneously in the region of detecting a flaw through the combined mode that a receiving probe received the reflection signal of a plurality of transmitting probes and a transmitting probe corresponds a plurality of receiving probes, is fixed in this system and can detects a flaw and scan the perpendicular damage of a plurality of heights of track on the flaw detection car, has overcome prior art's defect.

Preferably, the transmitting probe and the receiving probe are arranged in a straight line which does not intersect on the surface of the track, and the transmitting probe can be used as the receiving probe to receive the reflected ultrasonic signals.

Preferably, the receiving probe uniquely corresponds to the receiving path and the reflection path, and the height of the damage which the receiving probe can receive the reflection signal is at the height of the intersection point of the reflection path corresponding to the receiving probe and each transmission path.

Preferably, the flaw detection area is uniformly divided into a plurality of scanning heights along the vertical direction, each scanning height corresponds to one receiving probe or transmitting probe for receiving the vertical flaw reflection signal, and the number of the receiving probes or the transmitting probes matched with each transmitting probe for receiving the reflection signal of the transmitting probe is basically consistent.

Preferably, the relation between the number m of receiving probes and the number n of transmitting probes is expressed as

Wherein the int () operator represents the rounding, H₂Indicating the distance between the upper boundary of the rail flaw detection area and the bottom surface of the rail, H₁,H₁The distance between the lower boundary of the flaw detection area of the steel rail and the bottom surface of the steel rail is more than or equal to 0, and the height of the flaw detection area is H₂-H₁And h represents the vertical spacing of adjacent scan heights.

Preferably, all the probes are numbered sequentially starting from the first transmitting probe, the distance between adjacent probes is:

wherein l_iThe distance between the ith probe and the (i-1) th probe is shown, and α the angle of the transmission path to the vertical plane.

Preferably α e [38.65 °,45 ° ].

Preferably, h ∈ [8,12 ].

The application also provides a method for detecting the vertical damage of the steel rail, which is characterized in that at least three probes are sequentially arranged in a straight line to form a detection system, wherein the detection system comprises at least one transmitting probe or at least one receiving probe and is arranged on the upper surface of a track; ultrasonic waves sent by the transmitting probe travel along the transmitting path and encounter vertical damage at a certain height in the flaw detection area to generate mirror reflection, and ultrasonic signals travel along the reflecting path to the bottom surface of the steel rail, are reflected by the mirror again and then travel along the receiving path to be received by the receiving probe; the transmitting probe and the receiving probe are matched to simultaneously cover a plurality of heights in the flaw detection area, so that the whole system comprising the transmitting probe and the receiving probe synchronously moves along the surface of the steel rail to continuously scan the flaw detection area.

The steel rail vertical damage detection system and the detection method provided by the invention have the advantages that: through the combination of the plurality of transmitting probes and the plurality of receiving probes, synchronous scanning of all heights in a flaw detection area is effectively achieved, so that the detection system can be directly applied to a flaw detection vehicle to continuously scan and detect the rail, and the detection speed is obviously improved.

Drawings

FIG. 1 is a functional block diagram of the background art to which the present invention is applied;

FIG. 2 is a schematic diagram of a rail vertical flaw detection system with two transmitting probes according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a rail vertical flaw detection system with three transmitting probes according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of a rail vertical flaw detection system with four transmitting probes according to an embodiment of the present invention;

FIG. 5 is a schematic diagram of a rail vertical flaw detection system with increased scanning height of FIG. 2;

FIG. 6 is a schematic view of a contact probe mount for vertical flaw scanning provided by an embodiment of the present invention;

FIG. 7 is a schematic view of a mount securing system provided by an embodiment of the present invention;

FIG. 8 is a schematic view of a mount securing system provided by an embodiment of the present invention;

FIG. 9 is a schematic structural view of a rectangular side frame of a flaw detection vehicle cooperating with a mounting bracket fixing system provided in accordance with an embodiment of the present invention;

FIG. 10 is a schematic view of a wheeled probe mounting system for vertical flaw scanning according to an embodiment of the present invention in cooperation with a rail;

FIG. 11 is a schematic view of a wheel-type probe fixing system walking wheel and a water wheel seat matched for vertical injury scanning according to an embodiment of the invention;

fig. 12 is a schematic view of a wheeled probe mounting system water wheel base for vertical flaw scanning according to an embodiment of the invention.

Detailed Description

In order that the objects, technical solutions and advantages of the present invention will become more apparent, the present invention will be further described in detail with reference to the accompanying drawings in conjunction with the following specific embodiments.

The embodiment provides a steel rail vertical damage detection system, which comprises at least three probes which are sequentially arranged along the surface of a rail in a substantially straight line, wherein the at least three probes comprise at least one transmitting probe or at least one receiving probe, when a plurality of transmitting probes or a plurality of receiving probes exist, the transmitting probes and the receiving probes are arranged in a non-crossed manner, the embodiment provides a detection system with 2 transmitting probes shown in fig. 2, 3 transmitting probes shown in fig. 3 and 4 transmitting probes shown in fig. 4, and numbers all the probes in sequence, so that the first 2, 3 and 4 probes in fig. 2, 3 and 4 can be confirmed to be transmitting probes, and the rest are receiving probes.

Taking fig. 2 as an example, the transmitting probe and the receiving probe are both arranged on the upper surface of the steel rail, the ultrasonic signal transmitted by the transmitting probe 1 travels along the transmitting path a and encounters a vertical flaw at a certain height D in the flaw detection area, then mirror reflection occurs, the transmitting signal travels along the transmitting path B to the bottom surface of the steel rail, mirror reflection occurs again, the reflecting signal travels along the receiving path C and is received by the corresponding receiving probe 7, and the information such as the flaw position can be confirmed by analyzing the ultrasonic signal received by the receiving probe 7, so that the unqualified rail can be replaced in time; on the basis, in fig. 2, the receiving probes 3-10 are arranged for the transmitting probe 1 to receive the reflected signals of the transmitting probe which meet vertical damage at different heights, and the receiving probes 3-10 are arranged for the transmitting probe 2 to receive the reflected signals of the transmitting probe which meet vertical damage at a plurality of heights which are not covered by the transmitting probe 1, so that damage detection at 16 heights is covered by the combination of 2 transmitting probes and 8 receiving probes, 22 probes are reduced compared with the scheme of detecting one height by two probes mentioned in the background technology, the total number of required probes is reduced on the basis of ensuring that the scanning height covers the whole flaw detection area, and the length required by probe erection can be shortened.

The vertical flaw detection system provided by the embodiment can be used for realizing comprehensive scanning of all heights in a flaw detection area, the detection system is fixed on vehicles such as flaw detection vehicles and the like which can run on the rail, the probe is placed on the surface of the rail, and the selected vertical flaw detection area in the whole rail can be continuously subjected to comprehensive flaw detection scanning by the running of the vehicles.

It can be known from the above description that the transmitting direction of the transmitting probe is parallel to the receiving direction of the receiving probe, the receiving direction of the receiving probe is inclined to the side of the transmitting probe matched with the receiving probe, the transmitting probe and the receiving probe are arranged in a straight line without intersecting on the surface of the track, and in addition, the combination of the transmitting

probes

1 and 2 is utilized in fig. 2 to realize the detection of the scanning height E of the lowest layer, i.e. the transmitting probe can also be used as the receiving probe to receive the reflected ultrasonic signal in the preferred embodiment, and in addition, the transmitting probe 1 does not have other transmitting probes before the transmitting probe 1, i.e. the transmitting probe 1 does not need to receive other ultrasonic signals, so the transmitting probe 1 may not.

In fig. 2, if there is a vertical flaw at both the height D and the height E, the ultrasonic signal emitted by the transmitting probe 1 travels along the reflection path B after being reflected by the flaw at the height D, and the flaw at the height E cannot be effectively detected. With reference to fig. 2, 3 and 4, the receiving area is divided into a plurality of scanning heights in the present embodiment, and through the above statements and drawings, a person skilled in the art can determine that the receiving probe uniquely corresponds to the receiving path and the reflection path, the vertical flaw height that can be detected by the receiving probe is the height at which the intersection point of the reflection path corresponding to the receiving probe and each transmission path is located, and by sequentially allocating the continuous detection heights to the plurality of transmission probes, when a certain position is blocked by other flaws, scanning can be performed at adjacent heights by ultrasonic signals of other transmission probes, so that the missing rate is reduced, and the detection accuracy is improved; based on this situation, those skilled in the art will not suggest that only one transmitting probe is provided when implementing the solution of the present application, but if the height of the flaw detection area is low, or if at least two vertical flaw detection systems with different transmitting angles are arranged on one flaw detection vehicle, the use of one transmitting probe is also effective in flaw detection.

Based on the requirement of complete scanning of all the scanning heights, each scanning height is preferably corresponding to a receiving probe capable of receiving vertical damage reflection signals or a transmitting probe capable of serving as a receiving probe. Based on the above, those skilled in the art should understand that multiple receiving probes matched with different transmitting probes can be arranged at each height for vertical damage detection, and although such an arrangement would increase the cost of system setup, the missing rate caused by damage of the probes and the like can be reduced.

Since the present embodiment expects to sequentially allocate consecutive heights to different transmitting probes, the number of damages detected on different scanning heights on the transmitting path of each transmitting probe is approximately the same, which is particularly obvious in fig. 4, the reflection paths of the

receiving probes

5 and 6 are all intersected with the transmitting paths of the transmitting

probes

1, 2, 3 and 4, and the reflection path corresponding to the receiving probe 7 is only intersected with the transmitting paths of the transmitting

probes

2, 3 and 4, on the basis, other scanning heights are additionally added to the transmitting probe 1 through the cooperation of the transmitting

probes

1 and 4, and meanwhile, in fig. 4, the additional scanning heights are added to the transmitting probe 2 through the cooperation of the transmitting

probes

2 and 4, but since the transmitting

probes

2, 3 and 4 can be used as receiving probes, and do not select to receive signals sent by only one transmitting probe per se, so that this scanning height, at which the transmitting

probes

2 and 4 cooperate to cover, can likewise be detected by the combination of the

transmitting probes

1 and 3; for the same reason, the vertical flaw with the scanning height marked as covered by the transmitting

probes

1 and 2 in fig. 4 can be detected by the combination of the

transmitting probes

2 and 3 and 4, so that the probability of detecting the bottom layer flaw can be improved under the condition that the upper layer has the flaw, and the number of the flaw heights capable of being detected on the transmitting path of each transmitting probe is approximately the same under the condition of not considering the positions of repeated scanning.

The arrangement of probes shown in figure 3 is substantially the same as that of figure 4, and it can be determined that when the number of transmit and receive probes is substantially the same, the total number of probes required is less and the adjacent scan height intervals for the same transmit probe are greater. Based on the technical solutions provided by the present embodiment and the exemplary division manners of fig. 2-4, a person skilled in the art can make certain changes to the specific arrangement manner and communication combination manner of the probe according to the detection principle of the present application, and these changes should fall within the protection scope of the claims of the present application.

Based on the explanation of the probe combination mode and the scanning principle provided by the embodiment, under the condition that the flaw detection area is uniformly divided into a plurality of scanning heights with the distance of h, the number of probes satisfies the following relation,

where m is the number of receiving probes, n is the number of transmitting probes, int () operator represents the rounding, H₂Indicating the distance between the upper boundary of the rail flaw detection area and the bottom surface of the rail, H₁,H₁The distance between the lower boundary of the flaw detection area of the steel rail and the bottom surface of the steel rail is more than or equal to 0, and the height of the flaw detection area is H₂-H₁。

Because the transmitting path is directly transmitted to the bottom surface of the steel rail and reflected in the direction opposite to the position of the receiving probe, the lowest scanning height needs to be higher than the bottom surface of the steel rail, the specific numerical value can be determined according to flaw detection sensitivity, namely flaw size requirements and probe parameters, the common scanning system distribution of 60 rails is shown in figure 2, the total depth of the 60 rails is 176, and the flaw detection area is the height of the whole steel rail, namely H₁＝0，H₂176, the scanning height interval h is 10, 2 transmitting probes are selected in fig. 2, and the number of receiving probes is

All the probes are numbered sequentially starting from the first transmitting probe, and the numbering result as shown in fig. 2 is obtained, wherein the preferred scanning combination mode is as follows:

fig. 3 also shows a 60-rail division, in which the flaw detection area is still the height of the entire rail, and h is 12, then

The preferred combination of probes is:

fig. 4 only differs from fig. 3 in that 4 transmitting probes are used, and 3 receiving probes can be known according to the number relationship between the transmitting probes and the receiving probes, and the preferred combination relationship between the probes is as follows:

fig. 5 shows a schematic view of the increase of the scanning height interval in fig. 2 to 12, where n is 2 and m is 7.

It is evident from the embodiments of fig. 2-5 that the total number of probes can be reduced as the interval of scanning height increases, and it is generally required in the art that the damage of a flat-bottom hole with a diameter of 4mm can be found at the lowest, and based on this requirement, h ≧ 4 is generally set, and h ∈ [8,12] is preferably set, although other data can be selected by those skilled in the art based on the scanning requirement.

After all the probes are numbered sequentially, the distances among all the probes satisfy the following relation:

wherein l_iThe distance between the ith probe and the (i-1) th probe is shown, and the included angle between the emission path and the vertical plane is αIt can be seen from the above formula that the distance between adjacent probes has a direct relationship to the angle α, and in order to facilitate proper control of the spacing between probes, it is preferred to have α e 38.65 deg., 45 deg](ii) a Those skilled in the art will appreciate that proper extension of the above ranges will not produce significant changes in distance and that even significant changes in distance are consistent with the detection principles provided herein.

It will be understood by those skilled in the art that the distance between the probes described herein is the distance between the transmit path of the transmit probe and the intersection point of the receive path of the receive probe with the rail surface or other plane parallel to the rail surface, and not necessarily the actual spatial distance between the probes, the actual position of each probe being a combination of probe type and fixed structure considerations.

It has been said that when there is a concern about missing detection in single angle detection, at least two detection systems with different angles α can be arranged on the same rail to detect damage at different angles, so as to prevent the bottom damage from being blocked by the upper layer, and actually the horizontal distance between the intersection point of the same scanning path and the upper and lower surfaces of the rail is not too large, and the rail is generally replaced in time when there is damage, so that even if the lower damage is blocked by the upper damage, the lower damage can be replaced at the same time when replacing the section of steel rail, and therefore, the requirement for flaw detection can be met only by one detection system.

The embodiment also provides a method for detecting the vertical damage of the steel rail based on the detection system, which is characterized in that at least three probes are linearly arranged to form the detection system, wherein the detection system comprises at least one transmitting probe which is continuously arranged or at least one receiving probe which is continuously arranged; arranging a detection system on the upper surface of the track; ultrasonic waves sent by the transmitting probe travel along the transmitting path and encounter vertical damage at a certain height in the flaw detection area to generate mirror reflection, and ultrasonic signals travel along the reflecting path to the bottom surface of the steel rail, are reflected by the mirror again and then travel along the receiving path to be received by the receiving probe; and the whole system comprising the transmitting probe and the receiving probe synchronously advances along the surface of the steel rail to continuously scan the flaw detection area. Therefore, all heights in the rail flaw detection area can be detected comprehensively and quickly.

During the in-service use, the track is not completely straight, and the track of both sides can take place small amplitude and buckle in the turn, and the orbital height of both sides is not complete unanimous, and transmitting probe and receiving probe should keep above the track central line this moment, because big turn can not appear in the track, consequently can not produce obvious influence to detecting the precision. The embodiment further provides a structure for fixing the transmitting probe and the receiving probe, which is as follows.

Contact probe

Referring to fig. 6, the present embodiment provides a contact probe mounting bracket for vertical flaw scanning, including a probe bracket 01 capable of being placed on the surface of a rail (not shown) and a connecting plate 02 connecting the probe bracket 01 and a flaw detection vehicle (not shown), at least three contact probes 03 are sequentially arranged on the probe bracket 01 along the movement direction of the flaw detection vehicle, where the contact probes include at least one transmitting probe or at least one receiving probe, ultrasonic waves emitted by the transmitting probe can be received by the receiving probe after being reflected by two mirrors on the vertical flaw inside the rail and the bottom surface of the rail, and the probes 03 on the probe bracket 01 can cooperate to scan multiple heights in a flaw detection area.

This embodiment realizes simultaneously detecting a plurality of heights through the combination of a plurality of transmitting probe and receiving probe, after fixed through the mounting bracket, can be fixed in and follow the flaw detection car motion on the flaw detection car and realize the continuous scanning of a plurality of heights in whole flaw detection region, when specifically using, technical staff in the art can be according to the principle disclosed in applications such as CN208721616U, CN207552826U, CN206281846U mentioned in the background art, the probe arrangement mode that is shown in figure 1, how many height need be surveyed just to set up how many groups of corresponding transmitting probe and receiving probe and rationally set up the distance between every two probes of a set, can convenient realization scan a plurality of heights.

However, the method disclosed in the above application requires an excessive number of probes 03, which increases the use cost, and when the number of heights to be scanned is large, the length of the probe holder 01 needs to be set to be long to meet the use requirement, so the scheme of the vertical damage detection system provided in the present application is preferably used to set the transmitting probe and the receiving probe.

Referring to fig. 6, two ends of the probe bracket 01 in the traveling direction are respectively and fixedly provided with at least one fixed shaft 011 vertical to the surface of the track, two ends of a connecting plate 02 are sleeved on the fixed shaft 011, a limit nut 012 limiting the movement of the connecting plate 02 is screwed on the fixed shaft 011, so that the fixed connection of the probe bracket 01 and the connecting plate 02 is realized, because the bottom surface of the probe bracket 01 needs to be pressed on the surface of the track when in use, the fixed shaft 011 is further sleeved with a spring 013 limited between the probe bracket 01 and the connecting plate 02 in the preferred embodiment, after the limit nut 012 is fixed, the spring 013 is compressed so as to provide pressure for the probe bracket 01, and the probe bracket 01 can be always pressed on the surface of the track under the condition that the surface of the track is not completely flat.

The bottom of the probe bracket 01 is a long straight plate (not shown), the positions of two ends of the probe bracket 01, which are provided with the fixed shafts 011, protrude upwards to form a U-shaped structure, the probe 03 is fixed at the bottom of the U-shaped structure, the probe bracket 01 is integrally placed in a protective soft film (not shown), the protective soft film at least wraps the bottom surface of the probe bracket 01 and two side surfaces opposite to the self advancing direction, because both sides of the bottom of the probe bracket 01 provided by the embodiment are arc-shaped transition, the bottom and four side surfaces of the probe bracket are all wrapped by the protective soft film in the preferred embodiment, the side surface of the protective soft film is provided with a soft film fixing plate 014 fixedly connected with the probe bracket 01, and in order to be matched with the soft film fixing plate 014, the side surface of the probe bracket 01 can; further, a dust cover 015 which penetrates through the fixing shafts 011 at the two sides and seals the protective soft film is further arranged above the probe bracket 01.

The probe 03 is fixed on the probe bracket 01 by adopting a fixing mode in the prior art, for example, in a mode of installing a phased array ultrasonic wedge block on a phased array ultrasonic probe disclosed in chinese patent application CN106198760A (a method and a system for detecting rail weld ultrasonic imaging based on a dual-array probe), according to the distance formula between adjacent probes 03, the distance between transmitting probes is relatively short, and in order to simplify the structure, a plurality of transmitting probes can be installed on the same wedge block or other installation structures in the preferred embodiment.

Through fixing the probe mounting bracket that this embodiment provided at the flaw detection car or installing on the flaw detection car through other intermediate structure, can realize not the not continuous flaw detection scanning of co-altitude of track, for the purpose that realizes accurate flaw detection, can arrange corresponding processing system and come the signal time or the position that recording probe 03 received to accurate fix a position the position of damage, make things convenient for the operation personnel to change the track of damage.

Further, the embodiment further provides a fixing system for matching the probe mounting rack and the flaw detection vehicle together to work, referring to fig. 7, the fixing system comprises a probe frame 04 fixedly connected with the connecting plate 02, the probe frame 04 is arranged on a fixing frame 05, the fixing frame 05 is fixedly connected with the flaw detection vehicle, two walking wheels 06 are respectively arranged at two ends of at least the bottom of the fixing frame 05, and the walking wheels 06 can drive the probe frame 01 to work along the track when walking along the track.

Specifically, combine fig. 7 and fig. 8, mount 05 is including arranging the inner fixed plate 051 and the outer fixed plate 052 of track both sides in the branch, and the both ends of inner fixed plate 051 and outer fixed plate 052 are the fixed walking wheel optical axis 053 who is provided with connection inner fixed plate 051 and outer fixed plate 052 respectively, the pivot both ends of walking wheel 06 are fixed with respectively by spacing cover establish the otic placode 061 on walking wheel optical axis 053, the walking wheel 06 sets up between two otic placodes 061, the inboard one end of walking wheel 06 has outstanding in the wheel body and with the spacing side shield 062 of track medial surface butt, the cover is equipped with reset spring 054 between otic placode 061 and the inner fixed plate 051 of being restricted in walking wheel 06 inboard on walking wheel optical axis 053.

The fixed frame 05 is also provided with a probe optical axis 056 fixedly connected with an inner fixed plate 051 and an outer fixed plate 052, the probe frame 04 is sleeved on the probe optical axis 056 and is freely matched with the probe optical axis 056 along the axial direction, ear plates 061 on the same side of the two walking wheels 06 are fixedly connected with a reinforcing plate 063, a motor 07 is fixed on the reinforcing plate 063, a power end (not shown) of the motor 07 is fixedly connected with the probe frame 04, and under the condition that the position of the walking wheels 06 placed on the track is determined, the position of the probe 03 on the track can be adjusted by adjusting the extending length of the power end of the motor 07, so that the probe 03 is positioned at the center of the track as much as possible; when passing through a curve or other places which can change the distance of the track, the travelling wheels 06 can be pressed against the side wall of the track under the action of the return springs 054, so that the probe 03 is kept at the center of the track.

The probe frame 04 is at least provided with two pin shafts 041, the upper surface of the connecting plate 02 is provided with a pin shaft fixing plate 021 which is respectively matched with each pin shaft 041, so that the connecting plate 02 is fixedly connected with the probe frame 04, the axial direction of each pin shaft 041 is parallel to the movement direction, and when the probe passes through a track with height difference at two sides, the connecting plate 02 can deflect relative to the probe frame 04 to adapt to the inclination of the surface of the track, so that the bottom surface of the probe support 01 is ensured to be in good contact with the surface of the track.

The ear plates 061 on the inner sides of the walking wheels 06 at the two ends respectively extend forwards and backwards along the walking direction to form pear heads 064 lapped on the surface of the rail, when the walking wheels 06 pass through a fork and the like, the whole fixing frame 05 can be supported across the fork through the pear heads 064 at the front and the rear, the passing performance is improved, based on the above functions, when the walking wheels 06 walk on the rail, the pear heads 064 can have a gap with the surface of the rail, so that the abrasion is reduced, the specific shape of the pear heads 064 is not strictly limited, and only stable supporting force can be provided when the pear heads are in contact with the rail. Further, a brush 065 and a spray head 066 which are positioned in front of the traveling wheels 06 and act on the surface of the track are fixed on an ear plate 061 of the front traveling wheel 06, the track is cleaned, friction between a soft protective film and the surface of the track is reduced, and when the water tank is used, the water tank is placed on a flaw detection vehicle and is connected with the spray head 066 through a pipeline.

In order to further improve the stability of the fixing frame 05, an appropriate number of reinforcing rods 057 connecting the inner fixing plate 051 and the outer fixing plate 052 can be arranged on the fixing frame 05 in the preferred embodiment; the top end of the inner fixing plate 051 is also fixedly provided with at least two connecting blocks 058 which are fixedly matched with the flaw detection vehicle; for the flaw detection vehicle with the rectangular side frame 0583 shown in fig. 9, the connection block 058 provided in this embodiment includes a buckle 0581 fixedly connected to the top end of the inner fixing plate 051 and overhanging outside the fixing frame 05, and a clamp plate 0582 fixed below the buckle 0581 and parallel to the inner fixing plate 051, the connection block 058 is clamped on the rectangular side frame 0583 of the flaw detection vehicle, so that the clamp plate 0582 and the inner fixing plate 051 are respectively matched with two side faces of the rectangular side frame 0583, and the matching between the fixing frame 05 and the flaw detection vehicle can be conveniently realized, and in order to prevent the relative sliding between the fixing frame 05 and the flaw detection vehicle, a containing hole 0584 for containing the clamp plate 0582 can be provided on the rectangular side frame 0583 thereof.

Wheel type probe

The embodiment is based on the wheel type probe bracket disclosed in the chinese patent application CN206114598U, and further provides a specific scheme for constructing the detection system provided by the embodiment by using a wheel type probe; referring to fig. 10, the present embodiment provides a wheel type probe fixing system for vertical lesion scanning, including a fixing frame 08, a pair of traveling wheels 06 and a water wheel mount 09, the traveling wheels 06 are arranged at the lower end of the fixed frame 08 to support the fixed frame 08 to travel along a track, the fixed frame 08 is fixed on a track flaw detection vehicle (not shown), the water wheel seat 09 follows the traveling wheels 06 to travel along the track, the water wheels on the water wheel seat 09 are tightly pressed on the surface of the track 067, at least three probes arranged along the traveling direction of the traveling wheels are arranged on the water wheel seat 09, wherein, the device comprises at least one transmitting probe or at least one receiving probe, the transmitting probe and the receiving probe are distributed in at least one water wheel, ultrasonic waves emitted by the transmitting probe can be received by a receiving probe after being subjected to vertical damage in the track 067 and two-time mirror reflection on the bottom surface of the track 067, and a plurality of probes on the probe bracket are matched to scan vertical injuries at a plurality of heights in an inspection area.

Similarly, the probe layout scheme on the water wheel seat 09 can also adopt the prior art shown in fig. 1, but when the scheme of the vertical damage detection system provided by this embodiment is used, the number of probes can be significantly reduced, the hardware cost can be reduced, and the length of the water wheel seat 09 can be shortened.

The fixed frame 08 comprises an inner support plate 081 and an outer support plate 082 which are respectively arranged at two sides of a track, and a walking wheel slide rod 083 connected with the inner support plate 081 and the outer support plate 082, wherein lug plates 061 which are limited and sleeved on the walking wheel slide rod 083 are respectively fixed at two ends of a rotating shaft of the walking wheel 06, the walking wheel 06 is arranged between the two lug plates 061, one end of the inner side of the walking wheel 06 is provided with a side baffle 062 which protrudes out of a wheel body and is abutted and limited with the inner side surface of the track 067, and a return spring 084 which is limited between the lug plate 061 and the inner support plate 082 at the inner side of the walking wheel 06 is sleeved.

With reference to fig. 11 and 12, a support slide rod 085 for connecting an inner support plate 081 and an outer support plate 082 is further arranged on the fixed frame 08, a water wheel support 091 connected with a water wheel seat 09 is sleeved on the support slide rod 085, a reinforcing plate 063 is fixedly connected to an ear plate 061 on the same side of the front and rear traveling wheels 06, a motor 07 is fixed on the reinforcing plate 063, and a power end 071 of the motor 07 is fixedly connected with the water wheel support 091. When the traveling wheel 06 travels on the track 067, the side baffle 062 abuts against the side face of the track 067, the relative position of the traveling wheel 06 and the track 067 can be determined in sequence, the position of a water wheel on the surface of the track 067 can be adjusted by adjusting the extending length of the power end 071 of the motor 07, the probe is ensured to act on the middle position of the track 067, and after the side baffle 062 is worn after long-term use, the probe can still be kept at the middle position of the upper surface of the track 067 by increasing the extending length of the power end 071; and when the walking wheel 06 passes through the place where the track 067 turns, the distance between the two tracks 067 is increased, at the moment, the side baffle 062 of the walking wheel 06 can still be pressed on the side surface of the track 067 under the action of the return spring 084, and meanwhile, the motor 07 can also keep the probe at the center of the surface of the track 067, so that good contact between the probe and the track 067 is ensured.

Referring to fig. 12, when viewed in a direction perpendicular to the surface of the rail 067, the water wheel seat 09 and the water wheel support 091 are both substantially rectangular structures, the front end and the rear end of the water wheel seat 09 in the traveling direction are respectively provided with a fixing through hole, and the front end and the rear end of the water wheel support 091 in the traveling direction are respectively provided with a hanging plate 093 extending downward to be matched with the fixing through hole; thereby forming a structure that the water wheel seat 09 is suspended below the water wheel support 091.

Further, referring to fig. 11 and 12, the power end 071 of the motor 07 is hinged to the water wheel support 091, the water wheel seat 09 extends upward along either side of the traveling direction to form a hinge frame 094, the side of the water wheel support 091 opposite to the hinge frame 094 is hinged to the second motor 072, and the power end 073 of the second motor 072 is hinged to the hinge frame 094; the fixed through hole is hinged and matched with the hanging plate 093; two articulated shafts of second motor 072, the articulated shaft of motor power end 071 and hanger plate and fixed through hole 093's articulated shaft all are parallel with walking wheel 06 advancing direction to when track surface height is uneven, water wheel support 091, water wheel seat 09 all can take place to deflect, finally make water wheel follow track 067 surface slope and deflect, guarantee the contact effect.

The ear plates 061 on the inner sides of the traveling wheels 06 at the two ends respectively extend forwards and backwards along the traveling direction to form a pear head 064 capable of being lapped on the surface of the rail 067, when the pear head 064 passes through a fork and the like, the whole fixing system can be supported across the fork through the pear heads 064, the passing performance is improved, based on the above effects, when the traveling wheels 06 normally travel on the rail 067, the pear head 064 can have a gap with the surface of the rail 067, so that the abrasion is reduced, the specific shape of the pear head 064 is not strictly limited, and only the stable supporting force can be provided when the pear head 064 is in contact with the rail 067. Further, a brush 065 and a spray head 066 which are positioned in front of the traveling wheel 06 and act on the surface of the rail 067 are fixed on an ear plate 061 of the front traveling wheel 06, the rail 067 is cleaned to reduce abrasion on the surface of the water wheel, and when the water tank is used, the water tank is placed on a flaw detection vehicle and is connected with the spray head 066 through a pipeline.

In order to further improve the stability of the fixing frame 08, in a preferred embodiment, a proper number of fixing rods 086 connecting the inner support plate 081 and the outer support plate 082 are further arranged on the fixing frame 08, and at least two connecting blocks 087 fixedly matched with the flaw detection vehicle are further fixed at the top end of the inner fixing plate 081, and the specific shape of the connecting blocks can refer to the scheme of a contact probe.

Claims

1. A rail vertical damage detecting system is characterized in that: the device comprises at least three probes which are arranged in a substantially straight line along the surface of a track, wherein the at least three probes comprise at least one transmitting probe which is arranged in series or at least one receiving probe which is arranged in series; ultrasonic waves sent by the transmitting probes travel along the transmitting path and encounter vertical damage at a certain height in the flaw detection area to generate mirror reflection, the ultrasonic waves travel along the reflecting path to the bottom surface of the steel rail and then travel along the receiving path after being reflected by the mirror surface of the bottom surface of the steel rail to be received by the corresponding receiving probes, and at least three probes can simultaneously detect the vertical damage at a plurality of heights in the flaw detection area.

2. A rail vertical flaw detection system according to claim 1, wherein: the transmitting probe can be used as a receiving probe to receive the reflected ultrasonic signals.

3. A rail vertical flaw detection system according to claim 2, wherein: the receiving probe is uniquely corresponding to the receiving path and the reflection path, and the height of the damage of the receiving probe capable of receiving the reflection signal is the height of the intersection point of the reflection path corresponding to the receiving probe and each transmission path.

4. A rail vertical flaw detection system according to claim 3, wherein: the flaw detection area is uniformly divided into a plurality of scanning heights along the vertical direction, each scanning height corresponds to one receiving probe or one transmitting probe used for receiving the vertical flaw reflection signal, and the number of the receiving probes or the transmitting probes matched with each transmitting probe and used for receiving the reflection signal of the transmitting probe is basically consistent.

5. A rail vertical flaw detection system according to claim 4, wherein:

the relation between the number m of receiving probes and the number n of transmitting probes is expressed as

6. A rail vertical flaw detection system according to claim 5, wherein: numbering all probes in sequence starting from the first transmitting probe, the distance between adjacent probes is:

7. A steel rail vertical damage detection system as claimed in claim 6, wherein α e [38.65 degree, 45 degree ].

8. A rail vertical flaw detection system according to claim 3, wherein: h is epsilon [8,12 ].

9. A steel rail vertical damage detection method is characterized by comprising the following steps: at least three probes are arranged in a straight line to form a detection system, wherein the detection system comprises at least one transmitting probe arranged in series or at least one receiving probe arranged in series; arranging a detection system on the upper surface of the track; ultrasonic waves sent by the transmitting probe travel along the transmitting path and encounter vertical damage at a certain height in the flaw detection area to generate mirror reflection, and ultrasonic signals travel along the reflecting path to the bottom surface of the steel rail, are reflected by the mirror again and then travel along the receiving path to be received by the receiving probe; the transmitting probe and the receiving probe are matched to simultaneously cover a plurality of heights in the flaw detection area, so that the whole system comprising the transmitting probe and the receiving probe synchronously moves along the surface of the steel rail to continuously scan the flaw detection area.