CN112378999B - Port machine rail damage quantitative detection method based on centroid guide threshold - Google Patents

Port machine rail damage quantitative detection method based on centroid guide threshold Download PDF

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CN112378999B
CN112378999B CN202011177146.5A CN202011177146A CN112378999B CN 112378999 B CN112378999 B CN 112378999B CN 202011177146 A CN202011177146 A CN 202011177146A CN 112378999 B CN112378999 B CN 112378999B
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朱林
张鹏
李鑫
董晓彤
王鹏
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Abstract

The invention discloses a port machine rail damage quantitative detection method based on a centroid guide threshold, which comprises the following steps: s1, determining the positive and negative offset distance value of the centroid based on ultrasonic flaw detection; s2, determining the damage guide rate of the area clamped by each cross-oblique section of the rail; s3, determining the form and position deflection amplitude; s4, determining a centroid guidance threshold value fusing the guidance rate and the centroid deflection amplitude; and S5, determining the damage degree value of the whole structural surface of the rail. The method is high in detection precision, can realize damage quantitative detection of the whole track supporting structure of the port crane structure under a real-time working condition, and has important practical significance for realizing track damage detection of port machines.

Description

Port machine rail damage quantitative detection method based on centroid guide threshold
Technical Field
The invention relates to a mechanical damage detection method, in particular to a port machine rail damage quantitative detection method based on a centroid guide threshold.
Background
With the development and progress of the society, the port machinery structure is rapidly developed towards the large-scale and intelligent directions, and the load working conditions of the auxiliary support track structure are increasingly complex and changeable. In the premise of the above, a small damage in the track full-support structure causes a huge loss of port machinery equipment, so it is necessary and urgent to detect and evaluate the damage of the port machinery track structure. A plurality of damage quantitative detection methods for a port machine track structure body are provided, but the damage quantitative detection method is usually realized only by a manual measurement method, and the accurate quantitative detection of a full track structure cannot be realized, so that the detection precision of track damage quantization is directly influenced, and the detection and evaluation efficiency is reduced. Therefore, quantitative detection and evaluation of damage of the port machine rail are necessary from the viewpoint of the centroid guide threshold of the port machine rail overall support structure.
Disclosure of Invention
The invention aims to: the invention aims to provide an accurate and real-time port machine rail damage quantitative detection method based on a centroid guide threshold, which is high in monitoring precision.
The technical scheme is as follows: the invention provides a port machine rail damage quantitative detection method based on a centroid guide threshold, which comprises the following steps:
s1, determining positive and negative centroid offset distance values based on ultrasonic flaw detection:
fixing the ultrasonic flaw detection equipment on the rail body of the port machine structure, and starting an ultrasonic flaw detection sensor to impact energy I on the cross section of the whole rail structure i Detecting (wherein i is the cross section number of flaw detection), and adjusting the angle of the flaw detection sensor to 45 DEG tangential to the redundant energy Y of the diffraction layer in the oblique section orientation q Detection is carried out (wherein q is the number of the oblique section) according to the impact energy I of the cross section i With the redundant energy Y of the diffraction layer in the oblique cross-section orientation q Determining the positive and negative deviation distance value X of the centroid of the area clamped by each transverse-oblique section m (wherein m is the number of the region sandwiched by the cross-oblique sections);
s2, determining the damage guiding rate of the area clamped by each transverse-oblique section of the track:
the centroid positive and negative offset value X of the region sandwiched by each of the transverse-oblique sections calculated in S1 m Based on the crystal orientation diffraction coefficient alpha of the orbit cross section of the area clamped by each transverse-oblique cross section by using an X-ray diffractometer m The damage guide ratio D of the area clamped by each cross-oblique section of the rail is measured (wherein the area number of the area clamped by the m cross-oblique sections is shown in the figure) m Solving is carried out;
s3, determining the shape and position deflection amplitude:
measuring the comprehensive centroid coordinates (beta, gamma) of the port machine track in the cross section after damage by using an ultrasonic flaw detection device, simultaneously introducing a three-dimensional model of the port machine track into finite element analysis software, carrying out gridding division on the three-dimensional model, inputting standard working condition load parameters after division, carrying out post-processing solution on the parameters, extracting the centroid coordinates (delta, epsilon) in the original state in the track cross section corresponding to the standard working condition load parameters from a post-processing module, and solving the form deflection amplitude P;
s4, determining a centroid guidance threshold value integrating guidance rate and a centroid deflection amplitude:
in step S2, the damage guide ratio D of the region between the cross-oblique sections of the obtained rail is calculated m Guiding the centroid to the threshold value A based on the form and position deflection amplitude P m Calculating;
s5, determining damage degree value of integral structural surface of track
And calculating the damage degree value S of the overall structural plane of the rail on the basis of the S4.
Further, the positive and negative offset distance value X of the centroid m (m is the number of the region between the horizontal and oblique sections) is calculated by:
Figure BDA0002747857840000021
in the formula, X m Positive and negative offset values of the centroid of the region sandwiched by each transverse-oblique section, m is the region number of the region sandwiched by the transverse-oblique sections, Y q Is the redundant energy of the diffraction layer in the oblique section direction, q is the serial number of the oblique section, N is the maximum number of the matched and selected horizontal-oblique sections, I i And i is the cross section impact energy, and i is the number of the cross section of the flaw detection.
Further, the damage guiding rate D m The calculation method comprises the following steps:
Figure BDA0002747857840000022
in the formula, C (X) m ) max Positive and negative offset values X of centroids of all areas clamped by transverse-inclined cross sections m Maximum value of (1), C (X) m ) min Positive and negative offset values X of centroids of all areas clamped by transverse-inclined cross sections m Minimum value of (1), α m The cross-sectional crystallographic coefficient of the track, C (alpha), for each area sandwiched by the transverse-oblique sections m ) max The crystal direction diffraction coefficient alpha of the orbit section of the area clamped by all transverse-oblique sections m Maximum value of (1), C (. alpha.) m ) min The crystal direction diffraction coefficient alpha of the orbit section of the area clamped by all transverse-oblique sections m M is the number of the area between the horizontal and oblique boundary surfaces, N is the maximum number of the horizontal and oblique boundary surfaces selected by matching, D m Guide rate of damage to the region between each cross-slope boundary of a track, X m For each cross-oblique sectionPositive and negative offset values of the centroid of the sandwiched region.
Further, the method for calculating the form and position deflection amplitude P comprises the following steps:
Figure BDA0002747857840000031
in the formula, beta is a comprehensive centroid abscissa of the port machine track in the cross section after damage, gamma is a comprehensive centroid ordinate of the port machine track in the cross section after damage, delta is a centroid abscissa in an original state in the track cross section corresponding to the standardized working condition load parameter, epsilon is a centroid ordinate in an original state in the track cross section corresponding to the standardized working condition load parameter, and P is a form deflection amplitude.
Further, the centroid guide threshold A m The calculation method comprises the following steps:
Figure BDA0002747857840000032
in the formula, A m Is a centroid guide threshold value, m is the region number of the region sandwiched by the transverse-oblique sections, P is the form and position deflection amplitude, D m The damage guiding rate of the area clamped by each transverse-oblique section of the track, q is the number of the oblique section, N is the maximum number of the matched and selected transverse-oblique sections, and Y q Redundant energy for diffraction layers in oblique cross-sectional orientation, C (Y) q ) max Is the maximum of the redundant energies of the diffraction layers in all the oblique cross-sectional orientations, C (D) m ) max Maximum value of the damage guidance ratio of the region sandwiched by all the transverse-oblique interfaces of the rail, C (D) m ) min The minimum value of the damage guide rate of the area clamped by all the cross-oblique sections of the track.
Further, the calculation method of the damage degree value S of the integral structural surface of the rail comprises the following steps:
Figure BDA0002747857840000033
wherein S is the damage degree value of the whole structural surface of the track, m is the area number of the area clamped by the transverse-oblique sections, N is the maximum number of the matched and selected transverse-oblique sections, and A m To centroid guide threshold, C (A) m ) max Is the maximum of the centroid-directed thresholds, C (A) m ) min Is the minimum of the centroid-steering thresholds.
Has the beneficial effects that: the invention can realize the damage quantitative detection of the integral track supporting structure of the port crane structure under the real-time working condition, determines the integral damage guide rate of the track through the positive and negative deviation distances of the centroid, effectively determines the guide threshold value of the centroid according to the guide rate and the form deflection amplitude, further determines the damage degree of the integral structural surface of the track through the guide threshold value, is favorable for accurately obtaining the quantitative damage condition of the port machine track, and further effectively improves the operation safety of the integral track of the port machine structure.
Drawings
FIG. 1 is a schematic flow chart of the method of the present invention.
Detailed Description
As shown in fig. 1, the detection method of the present embodiment includes the following steps:
s1, determining positive and negative centroid offset distance values based on ultrasonic flaw detection:
the ultrasonic flaw detection equipment is loaded and fixed on a track body of a port machine structure, and an ultrasonic flaw detection sensor is started to impact energy I on the cross section of the whole track structure i Detecting (wherein i is the cross section number of flaw detection), and further adjusting the angle of the flaw detection sensor to 45 DEG tangential to the redundant energy Y of the diffraction layer in the oblique section direction q Detection is carried out (where q is the number of an oblique section) based on the impact energy I of the cross section i With the redundant energy Y of the diffraction layer in the direction of the oblique section q Determining the positive and negative offset distance value X of the centroid of the area clamped by each transverse-inclined section m (wherein m is a number of a region between the cross-oblique sections)
Figure BDA0002747857840000041
In the formula, X m Positive and negative offset values of the centroid of the region sandwiched by each transverse-oblique section, m is the region number of the region sandwiched by the transverse-oblique sections, Y q Is the redundant energy of the diffraction layer in the direction of the oblique section, q is the number of the oblique section, N is the maximum number of the matched and selected transverse-oblique sections, I i And i is the cross section impact energy, and i is the cross section number of the flaw detection.
S2, determining the damage guiding rate of the area clamped by each transverse-oblique section of the track:
the centroid positive and negative offset value X of the region sandwiched by each of the transverse-oblique sections calculated in S1 m Based on the crystal orientation diffraction coefficient alpha of the orbit cross section of the area clamped by each transverse-oblique cross section by using an X-ray diffractometer m Measuring (wherein, the area number of the area clamped by the m cross-oblique sections) and substituting the parameters into the following formula to obtain the damage guide ratio D of the area clamped by each cross-oblique section of the rail m And (6) solving.
Figure BDA0002747857840000042
In the formula, C (X) m ) max Positive and negative offset values X of centroids of all areas clamped by transverse-inclined cross sections m Maximum value of (1), C (X) m ) min Positive and negative offset values X of centroids of all areas sandwiched by transverse-oblique sections m Minimum value of (1), α m The cross-sectional crystallographic coefficient of the track, C (alpha), for each area sandwiched by the transverse-oblique sections m ) max The crystal direction diffraction coefficient alpha of the orbit section of the area clamped by all the transverse-oblique sections m Maximum value of (1), C (α) m ) min The crystal direction diffraction coefficient alpha of the orbit section of the area clamped by all transverse-oblique sections m M is the number of the area between the horizontal and oblique boundary surfaces, N is the maximum number of the horizontal and oblique boundary surfaces selected by matching, D m Guiding rate of damage to the area between each cross-slope boundary of the rail, X m The positive and negative offset values of the centroid of the area sandwiched by each transverse-oblique section.
S3, determining the shape and position deflection amplitude:
and measuring the comprehensive centroid coordinates (beta, gamma) of the port machine rail in the cross section after the damage by using ultrasonic flaw detection equipment. Meanwhile, a three-dimensional model of the port machine track is imported into finite element analysis software, gridding division is carried out on the three-dimensional model, standardized working condition load parameters are input after division is finished, post-processing solving is carried out on the three-dimensional model, centroid coordinates (delta, epsilon) in an original state in the track cross section corresponding to the standardized working condition load parameters are extracted from a post-processing module, and the centroid coordinates are substituted into the following formula to solve the form and position deflection amplitude P.
Figure BDA0002747857840000051
Wherein beta is the comprehensive centroid abscissa of the port machine track in the cross section after damage, gamma is the comprehensive centroid ordinate of the port machine track in the cross section after damage, delta is the centroid abscissa of the track in the original state in the cross section corresponding to the standardized working condition load parameter, and epsilon is the centroid ordinate of the track in the original state in the cross section corresponding to the standardized working condition load parameter. P is the form and position deflection amplitude.
S4, determining a centroid guidance threshold value integrating guidance rate and a centroid deflection amplitude:
in step S2, the damage guide ratio D of the region between the cross-oblique sections of the obtained rail is calculated m A centroid steering threshold A based on the form and position deflection amplitude P m And (6) performing calculation.
Figure BDA0002747857840000052
In the formula, A m Is a centroid guide threshold value, m is the region number of the region sandwiched by the transverse-oblique sections, P is the form and position deflection amplitude, D m The damage guide rate of the area clamped by each cross-oblique section of the track, q is the serial number of the oblique section, N is the maximum number of the matched and selected cross-oblique sections, and Y q For the diffraction layer redundant energy in the oblique cross-sectional orientation, C (Y) q ) max Is the maximum of the redundant energies of the diffraction layers in all the oblique cross-sectional orientations, C: (D m ) max Maximum value of the damage guidance ratio of the region sandwiched by all the transverse-oblique interfaces of the rail, C (D) m ) min The minimum value of the damage guiding rate of the area clamped by all the cross-oblique sections of the track.
S5, determining damage degree value of integral structural surface of track
And calculating the damage degree value S of the overall structural plane of the rail on the basis of the S4.
Figure BDA0002747857840000061
Wherein S is the damage degree value of the whole structural surface of the track, m is the area number of the area clamped by the transverse-oblique sections, N is the maximum number of the matched and selected transverse-oblique sections, and A m To the centroid guide threshold, C (A) m ) max Is the maximum of the centroid-directed thresholds, C (A) m ) min Is the minimum of the centroid-steering thresholds.

Claims (1)

1. A port machine rail damage quantitative detection method based on a centroid guide threshold is characterized by comprising the following steps: the method comprises the following steps:
s1, determining the positive and negative centroid offset distance values based on ultrasonic flaw detection:
fixing the ultrasonic flaw detection equipment on the rail body of the port machine structure, and starting an ultrasonic flaw detection sensor to impact energy I on the cross section of the whole rail structure i Detecting, wherein i is the serial number of the cross section of the flaw detection, and adjusting the angle of the flaw detection sensor to the tangential direction of 45 degrees to the redundant energy Y of the diffraction layer in the oblique cross section direction q Detecting, wherein q is the number of an oblique section according to the impact energy I of the cross section i With the redundant energy Y of the diffraction layer in the oblique cross-section orientation q Determining the positive and negative deviation distance value X of the centroid of the area clamped by each transverse-oblique section m Wherein m is the area number of the area clamped by the transverse-oblique section;
s2, determining the damage guiding rate of the area clamped by each transverse-oblique section of the rail:
each cross-oblique section calculated in S1Positive and negative offset value X of centroid of clamping area m Based on the crystal orientation diffraction coefficient alpha of the orbit cross section of the area clamped by each transverse-oblique cross section by using an X-ray diffractometer m Measuring m is the area number of the area clamped by the transverse-oblique section, and then measuring the damage guiding rate D of the area clamped by each transverse-oblique section of the track m Solving is carried out;
s3, determining the form and position deflection amplitude:
measuring the comprehensive centroid coordinates (beta, gamma) of the port machine track in the cross section after damage by using an ultrasonic flaw detection device, simultaneously introducing a three-dimensional model of the port machine track into finite element analysis software, carrying out gridding division on the three-dimensional model, inputting standard working condition load parameters after division, carrying out post-processing solution on the parameters, extracting the centroid coordinates (delta, epsilon) in the original state in the track cross section corresponding to the standard working condition load parameters from a post-processing module, and solving the form deflection amplitude P;
s4, determining the centroid guidance threshold value of the fusion guidance rate and the centroid deflection amplitude:
in step S2, the damage guide ratio D of the region between the cross-oblique sections of the obtained rail is calculated m Guiding the centroid to the threshold value A based on the form and position deflection amplitude P m Calculating;
s5, determining damage degree value of integral structural surface of rail
On the basis of S4, calculating the damage degree value S of the whole structural surface of the track;
positive and negative offset value X of said centroid m The calculation method of the area number of the area which is m and is clamped by the transverse-oblique section comprises the following steps:
Figure FDA0003681211960000011
in the formula, X m Positive and negative offset values of the centroid of the region sandwiched by each transverse-oblique section, m is the region number of the region sandwiched by the transverse-oblique sections, Y q For the redundant energy of the diffraction layer in the direction of the oblique section, q is the number of the oblique section, and N is the maximum number of the matched selected transverse-oblique sections，I i The cross section impact energy is shown, i is the number of the cross section of the flaw detection;
the damage guide ratio D m The calculating method comprises the following steps:
Figure FDA0003681211960000021
in the formula, C (X) m ) max Positive and negative offset values X of centroids of all areas clamped by transverse-inclined cross sections m Maximum value of (1), C (X) m ) min Positive and negative offset values X of centroids of all areas sandwiched by transverse-oblique sections m Minimum value of (1), α m The crystal direction diffraction coefficient of the orbital section of the region sandwiched by each transverse-oblique section, C (alpha) m ) max The crystal direction diffraction coefficient alpha of the orbit section of the area clamped by all transverse-oblique sections m Maximum value of (1), C (. alpha.) m ) min The crystal direction diffraction coefficient alpha of the orbit section of the area clamped by all the transverse-oblique sections m M is the area number of the area sandwiched by the transverse-oblique interfaces, N is the maximum number of the matched and selected transverse-oblique sections, D m Guide rate of damage to the region between each cross-slope boundary of a track, X m Positive and negative offset values of the centroid of the area clamped by each transverse-oblique section;
the calculation method of the form and position deflection amplitude P comprises the following steps:
Figure FDA0003681211960000022
wherein beta is the comprehensive centroid abscissa of the port machine track in the cross section after damage, gamma is the comprehensive centroid ordinate of the port machine track in the cross section after damage, delta is the centroid abscissa of the track in the original state in the cross section corresponding to the standardized working condition load parameter, epsilon is the centroid ordinate of the track in the original state in the cross section corresponding to the standardized working condition load parameter, and P is the form deflection amplitude;
the centroid guidance threshold A m The calculation method comprises the following steps:
Figure FDA0003681211960000023
in the formula, A m Is a centroid guide threshold value, m is the region number of the region sandwiched by the transverse-oblique sections, P is the form and position deflection amplitude, D m The damage guide rate of the area clamped by each cross-oblique section of the track, q is the serial number of the oblique section, N is the maximum number of the matched and selected cross-oblique sections, and Y q For the diffraction layer redundant energy in the oblique cross-sectional orientation, C (Y) q ) max Is the maximum of the redundant energies of the diffraction layers in all the oblique cross-sectional orientations, C (D) m ) max Maximum value of the damage guide ratio of the region sandwiched by all the cross-skew boundary surfaces of the track, C (D) m ) min The minimum value of the damage guiding rate of the area clamped by all transverse-oblique sections of the track is obtained;
the method for calculating the damage degree value S of the integral structural surface of the track comprises the following steps:
Figure FDA0003681211960000024
wherein S is the damage degree value of the whole structural surface of the track, m is the area number of the area clamped by the transverse-oblique sections, N is the maximum number of the matched and selected transverse-oblique sections, and A m To centroid guide threshold, C (A) m ) max Is the maximum of the centroid-steering thresholds, C (A) m ) min Is the minimum of the centroid-steering thresholds.
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