CN113433219A

CN113433219A - Train surface crack detection system

Info

Publication number: CN113433219A
Application number: CN202110845290.XA
Authority: CN
Inventors: 邓韬; 潘世祺; 周学智; 王新丹
Original assignee: Southwest Minzu University
Current assignee: Southwest Minzu University
Priority date: 2021-07-26
Filing date: 2021-07-26
Publication date: 2021-09-24

Abstract

The embodiment of the application discloses train surface crack detecting system, in its base, the mechanism sets up on base body about removing. The first telescopic rod is arranged on the base body in a foldable mode. The second telescopic rod is arranged on the left-right moving mechanism in a foldable mode. In the sensor probe support arm mechanism, a plurality of support rod assemblies are connected at an X-shaped connection position of a scissor fork structure through a first rotary connection mechanism. And a plurality of support rod assemblies are connected at the V-shaped connection position of the scissor structure through a second rotary connection mechanism. The first telescopic rod and the second telescopic rod are respectively connected to an X-shaped connecting part. An acoustic emission probe servo is movably disposed on the support rod assembly. The train surface crack detection system of this application embodiment can arrange acoustic emission sensor by quick accuracy to can realize the accurate positioning to the crackle, solve conventional magnetism and inhale probe support inoperative, can't make the sensor well laminate on the automobile body surface, laying at the large tracts of land probe and having the degree of difficulty big, inefficiency, adjust difficulty, probe relative position are difficult to accurate quick acquisition scheduling problem.

Description

Train surface crack detection system

Technical Field

The application relates to the technical field of train surface crack detection, in particular to a train surface crack detection system.

Background

With the continuous increase of the operating mileage of high-speed railways in China, the holding capacity of high-speed trains is increased, and the train maintenance and repair demand of motor train units related to operation safety is increased. Along with the continuous expansion of the maintenance market demand, the problems of excessive maintenance and insufficient maintenance caused by lack of actual state detection of the currently adopted periodic maintenance strategy are obvious. The method has the defects of insufficient grasp on the vehicle state and zero tolerance on problem finding, short replacement period of parts and high operation cost.

The adoption of a more sensitive and efficient sensing means and the full combination of a modern signal analysis method for monitoring the health state of the high-speed train and peripheral matching equipment is an important means for realizing 'state correction' and even reverse optimization design. Among these, fatigue cracks or material defects in the car body are an important aspect of health monitoring of high-speed trains, and the objects relate to car body profiles, welding surfaces, equipment suspension points, and the like. When defects exist in the parts and are subjected to certain external loads during operation, the defects can be forced to expand and acoustic emission signals are released outwards. At present, the common nondestructive detection methods for the train body cracks of the high-speed train at home and abroad comprise magnetic powder detection, penetration detection, ray detection, eddy current detection, ultrasonic detection and the like. The detection methods generally require manual scanning operation, and particularly, fluorescence penetration detection widely used at present also has certain toxicity.

The acoustic emission detection is used as a sensing means based on stress waves, and is widely applied to the fields of materials, pressure vessels, pipelines, wind power and the like. Compared with other conventional nondestructive testing methods, the method does not need scanning operation, and can capture the dynamic process of crack generation and expansion in real time; the vibration sensor is more sensitive than a vibration signal, and the waveform has locality; the AE signal has wide frequency range and large information quantity, and can find early faults of structural parts earlier; the position of a crack (sound source) can be found through multi-sensor positioning analysis, and the accurate positioning of the defect part has important significance for train operation and maintenance.

The method is characterized in that the acoustic emission sensor is used for detecting the cracks of the train body, a hydraulic device is mainly used for applying pressure to the train body within a certain range on the surface to be detected of the train (the cracks of the defective parts in the train body structure have corresponding expansion), weak acoustic emission signals generated during crack expansion are received by the acoustic emission sensor which is arranged in the area to be detected of the train body in advance, and the signals collected by the acoustic emission sensor are analyzed, so that the positions where the cracks are generated, the activity intensity of the cracks and other conditions can be accurately found.

Disclosure of Invention

In view of this, the present application provides a train surface crack detection system.

The train surface crack detection system mainly comprises a base, a sensor probe support arm mechanism, an acoustic emission probe servo device and an upper computer. The base comprises a base body, a left-right moving mechanism, a left-right moving driving device, a first supporting mechanism, a second supporting mechanism, a first telescopic rod, a second telescopic rod, a height measuring module, a position detecting module and a control device. The left-right moving mechanism is arranged on the base body. The left-right moving driving device is arranged on the base body and is respectively connected with the left-right moving mechanism and the control device. The first supporting mechanism and the second supporting mechanism are respectively arranged at the left end and the right end of the base body in a lifting manner. The first telescopic rod is arranged on the base body in a foldable mode. The second telescopic rod is arranged on the left-right moving mechanism in a foldable mode, so that the second telescopic rod can move left and right on the base body. The height measuring module is arranged on the first telescopic rod and connected with the control device. The position detection module is arranged on the left-right moving mechanism and the base body and is connected with the control device. The sensor probe arm mechanism includes a plurality of support rod assemblies. The supporting rod assemblies are connected together in a scissor fork structure. The supporting rod assemblies are connected at the X-shaped connection position of the scissor fork structure through a first rotating connection mechanism. And a plurality of support rod assemblies are connected at the V-shaped connection position of the scissor fork structure through a second rotary connection mechanism. And an angle sensor is arranged at the position of the first rotary connecting mechanism and the second rotary connecting mechanism. And a linear grating displacement sensor is arranged on the support rod assembly. The first telescopic rod and the second telescopic rod are respectively connected to one X-shaped connecting position. The acoustic emission probe servo device is movably arranged on the support rod assembly. The angle sensor and the linear grating displacement sensor are connected with the upper computer through the control device.

Compared with the prior art, the train surface crack detection system of the embodiment of the application has the following beneficial effects:

the train surface crack detection system of this application embodiment can arrange acoustic emission sensor by quick accuracy to can realize the accurate positioning to the crackle, solve conventional magnetism and inhale probe support inoperative, can't make the sensor well laminate on the automobile body surface, laying at the large tracts of land probe and having the degree of difficulty big, inefficiency, adjust difficulty, probe relative position are difficult to accurate quick acquisition scheduling problem.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. Like reference symbols in the various drawings indicate like elements. Wherein the content of the first and second substances,

fig. 1 and 2 are schematic structural diagrams of a train surface crack detection system according to an embodiment of the present application;

FIG. 3 is a schematic structural diagram of a base according to an embodiment of the present disclosure;

FIG. 4 is an exploded view of FIG. 3;

fig. 5 and 6 are schematic diagrams of the internal structure of the base according to the embodiment of the present application;

FIG. 7 is an enlarged view of a portion of the base shown in an embodiment of the present application;

fig. 8 and 9 are schematic structural diagrams of a height measurement module in a base according to an embodiment of the present application.

FIG. 10 is a schematic structural diagram of an acoustic emission probe servo device according to an embodiment of the present application;

FIG. 11 is a schematic structural diagram of an acoustic emission probe servo device in an installed state according to an embodiment of the present application;

FIGS. 12-14 are schematic views of a tube assembly according to an embodiment of the present application in an assembled state;

fig. 15 and 16 are schematic views of the tube assembly in an exploded state according to the embodiment of the present application;

fig. 17 is a schematic structural view of a switching mechanism according to an embodiment of the present application;

FIG. 18 is a schematic structural view of the switching mechanism shown in the embodiment of the present application with the mounting shaft removed;

fig. 19 is a schematic cross-sectional view of a switching mechanism according to an embodiment of the present application;

fig. 20 and 21 are schematic structural diagrams of mounting shafts in the switching mechanism according to the embodiment of the present application;

fig. 22 and 23 are schematic structural views of a quick release structure assembly according to an embodiment of the present application;

FIG. 24 is an exploded view of a quick release assembly according to an embodiment of the present application;

FIGS. 25 and 26 are schematic structural views of a sensor quick-fixing mechanism according to an embodiment of the present application;

FIG. 27 is a schematic structural view of an acoustic emission sensor mounting mechanism shown in an embodiment of the present application with the sensor attachment member removed;

FIG. 28 is a schematic structural view of an acoustic emission sensor mounting mechanism with a limit stop removed according to an embodiment of the present application;

FIG. 29 is a schematic diagram of a sensor connector according to an embodiment of the present application;

FIG. 30 is a schematic structural view of a retainer plate according to an embodiment of the present disclosure;

FIG. 31 is a schematic diagram of a sensor probe arm mechanism according to an embodiment of the present application;

FIGS. 32 and 33 are schematic structural views of an X-shaped joint in a sensor probe arm mechanism according to an embodiment of the present application;

FIG. 34 is a schematic view of a V-shaped junction in a sensor probe arm mechanism according to an embodiment of the present application;

FIG. 35 is a schematic diagram of the configuration at the free end of the scissor fork in the sensor probe arm mechanism of the present application;

FIGS. 36 and 37 are schematic structural views of a first rotary connection mechanism according to an embodiment of the present application;

FIG. 38 is a cross-sectional structural schematic view of the first rotational coupling mechanism illustrated in an embodiment of the present application;

fig. 39 and 40 are schematic structural views of the second rotating link mechanism according to the embodiment of the present application;

FIGS. 41 and 42 are schematic structural views of an end connector in a sensor probe arm mechanism according to an embodiment of the present application;

fig. 43 and 44 are schematic diagrams of the train surface crack detection system according to the embodiment of the present application calculating position information.

Detailed Description

In order to make the technical solutions better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only partial embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application. In addition, the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

The present application will be described in detail below with reference to the embodiments with reference to the attached drawings.

The embodiment of the application discloses train surface crack detection system.

As shown in fig. 1 and 2, the train surface crack detection system may include a base, a sensor probe arm mechanism, an acoustic emission probe servo device, and an upper computer.

As shown in fig. 1 to 4, the base may include a base body 10-100, a left-right moving mechanism 10-210, a left-right moving driving device 10-220, a first supporting mechanism 10-310, a second supporting mechanism 10-320, a first telescopic link 10-410, a second telescopic link 10-420, a height measuring module 10-500, a position detecting module 10-600, and a control device 10-700.

Illustratively, as shown in FIGS. 4 through 7, the base body 10-100 includes a base plate 10-110, a first mounting bracket 10-121, and second and third mounting brackets 10-122, 10-123. Wherein, the first mounting rack 10-121 and the third mounting rack 10-123 are respectively arranged at the left and right ends of the bottom plate 10-110. The second mount 10-122 is disposed on the base plate 10-110 between the first mount 10-121 and the third mount 10-123. Further, the base body 10-100 further comprises a first side plate 10-131, a second side plate 10-132 and a universal wheel 10-150. The first side plate 10-131 and the second side plate 10-132 are both L-shaped, and the top edges of the first side plate 10-131 and the second side plate 10-132 are both provided with notches 133. The bottom edges of the first side plate 10-131 and the second side plate 10-132 are rotatably connected to the front and rear ends of the bottom plate 10-110 respectively, so that the first side plate 10-131 and the second side plate 10-132 can be spliced to form a cover structure, and the notch 133 at the top of the first side plate 10-131 and the second side plate 10-132 can be spliced to form the opening 10-140. The universal wheels 10-150 are arranged at the bottom of the bottom plates 10-110. The universal wheels 10-150 may be co-lockable universal wheel sets, as shown in fig. 6. The universal wheels 10-150 can be arranged to facilitate the movement of the vehicle body.

Wherein, the left-right moving mechanism 10-200 is arranged on the base body 10-100. The left-right moving driving device 10-220 is arranged on the base body 10-100 and is respectively connected with the left-right moving mechanism 10-210 and the control device 10-700. Illustratively, as shown in FIG. 5, the left-right moving mechanism 10-210 includes a guide shaft 10-211, a driving screw 10-212, and a sliding block 10-213. The guide shafts 10-211 and the driving screw rods 10-212 are arranged in parallel, one end of each guide shaft is connected to the first mounting frame 10-121, and the other end of each guide shaft is connected to the second mounting frame 10-122. The slide blocks 10-213 are slidably coupled to the guide shafts 10-211 and to the drive screws 10-212 through screw nut holes. The left-right movement driving device 10-220 is connected with the driving screw rod 10-212. The left-right movement driving means 10-220 may employ a driving motor.

Wherein, the position detection module 10-600 is arranged on the left-right moving mechanism 10-210 and the base body 10-100 and is connected with the control device 10-700. The position detection modules 10-600 can conveniently collect and detect the data of the horizontal position and control the horizontal movement distance of the telescopic rod. Illustratively, the position detection module 10-600 includes a grating sensor 10-610 and a grating track 10-620. The grating tracks 10-620 are arranged on the base plate 10-110. The grating sensor 10-610 is movably disposed on the grating track 10-620 and connected with the slider 10-213.

Wherein, the first telescopic rod 10-410 is arranged on the base body 10-100 in a foldable way. The second telescopic rod 10-420 is foldably provided on the left-right moving mechanism 10-200 so that the second telescopic rod 10-420 can move left and right on the base body 10-100. Illustratively, as shown in FIG. 5, the first telescopic shaft 10-410 is foldably provided on the second mounting frame 10-122. The second telescopic rod 10-420 is foldably provided on the sliding block 10-213. Specifically, the first telescopic rod 10-410 and the second telescopic rod 10-420 are both electric telescopic rods, and are connected with the control device 10-700. And the first telescopic rod 10-410 and the second telescopic rod 10-420 are respectively connected to the base body 10-100 and the left-right moving mechanism 10-200 through a hinge connection mechanism 10-900. As shown in FIG. 7, the hinge connection mechanism 10-900 includes a lower connection block 10-910, an upper connection block 10-920, a hinge 10-930, and a locker 10-940. One side of the lower connecting block 10-910 is hinged with the upper connecting block 10-920 through a hinge 10-930, and the other side is detachably connected through a lock catch 10-940. In the mounted state, the first telescopic rod 10-410 is connected to the upper connecting block 10-920 of an articulated connecting mechanism, the lower connecting block 10-910 of which is fixed to the second mounting frame 10-122, so that the first telescopic rod 10-410 is foldably connected to the second mounting frame 10-122. The second telescopic rod 10-420 is connected to the upper connecting block 10-920 in another hinge connection mechanism, and the lower connecting block 10-910 of the hinge connection mechanism is fixed to the sliding block 10-213, so that the second telescopic rod 10-420 is foldably connected to the sliding block 10-213. By adopting the foldable design, the first telescopic rod 10-410 and the second telescopic rod 10-420 can be stored in the cover body when not in use. The first telescopic bar 10-410 is foldably provided to the base body 10-100. The second telescopic rod 10-420 is foldably provided on the left-right moving mechanism 10-200 so that the second telescopic rod 10-420 can move left and right on the base body 10-100. So that the measured horizontal width can be conveniently adjusted. The vertical height of detection can be conveniently adjusted by adopting the telescopic rod.

The first supporting mechanism 10-310 and the second supporting mechanism 10-320 are respectively arranged at the left end and the right end of the base body 10-100 in a lifting manner. Illustratively, as shown in FIG. 7, the first support mechanism 10-310 and the second support mechanism 10-320 are identical in structure and each includes a support base plate 10-311, a guide pin shaft 10-312 and a screw adjustment handle 10-313. The support chassis 10-311 is disposed at the lower side of the base body 10-100. The guide pin shafts 10-312 are inserted into the base body 10-100 and connected to the support base plate 10-311. The screw adjusting handle 10-313 is in threaded connection with the base body 10-100 through a screw on the screw adjusting handle. And the bottom end of the screw in the screw adjusting handle 10-313 is connected with the supporting bottom plate 10-311. The supporting bottom plates 10-311 can be lowered by rotating the screw adjusting handles 10-313, so that the universal wheels can be supported off the ground during working, and the supporting stability of the base is ensured; when the universal wheel type base is not used, the supporting bottom plates 10-311 can be lifted by rotating the screw adjusting handles 10-313, so that the universal wheels are in contact with the ground, and the base is convenient to move.

Further, the first support mechanism 10-310 and the second support mechanism 10-320 further include a first tension block 10-314 and a second tension block 10-315. The first stretching block 10-314 and the second stretching block 10-315 are respectively telescopically coupled to both sides of the support chassis 10-311. And anti-slip pads are respectively arranged at the bottoms of the first stretching block 10-314 and the second stretching block 10-315. Preferably, the non-slip mat can be arranged on the stretching block in a detachable mode such as a bolt and the like so as to be convenient to replace. The supporting stability of the base is increased by arranging the first stretching block 10-314 and the second stretching block 10-315 and arranging the anti-skid pad at the bottom of the first stretching block 10-314 and the second stretching block 10-315 respectively.

Wherein, the height measuring module 10-500 is arranged on the first telescopic rod 10-410 and is connected with the control device 10-700. The height measuring modules 10-500 can conveniently collect and detect height data and control the telescopic height of the telescopic rod. Illustratively, as shown in FIG. 1, the height measurement module 10-500 includes a collapsible strut and a laser displacement sensor 10-540. One end of the foldable support rod is connected to the first telescopic rod 10-410, and the other end of the foldable support rod is connected to the laser displacement sensor 10-540.

Wherein the collapsible strut as shown in fig. 8 and 9 comprises a transverse support 10-510, a plurality of struts 10-520, a quick release snap ring assembly 10-530 and a laser displacement sensor 10-540. One end of the transverse bracket 10-510 is connected to the first telescopic rod 10-410 through a quick release snap ring assembly. The plurality of struts 10-520 are foldably connected in series by quick release snap ring assemblies 10-530, and a laser displacement sensor 10-540 is disposed at one end thereof and is foldably connected at the other end to the transverse support 10-510.

In the installation state of the base in the embodiment of the application, the acoustic emission sensor 10-1 is connected to the tops of the first telescopic rod 10-410 and the second telescopic rod 10-420 through the sensor probe support arm mechanism 10-2; when the acoustic emission device is used, the acoustic emission sensor is pushed to the side of a vehicle body to be detected through the base, after the position is adjusted, the support bottom plates 10-311 in the first support mechanism 10-310 and the second support mechanism 10-320 are respectively put down through the screw adjusting handles 10-313 in the first support mechanism 10-310 and the second support mechanism 10-320 to stabilize the vehicle body. The base is ensured to be completely stable, and the base can not move or shake and then can start follow-up work. The control device 10-700 controls the left-right movement driving device 10-220 to drive the driving screw rod 10-212 to rotate, so that the sliding block 10-213 drives the second telescopic rod 10-420 to horizontally move; the control device 10-700 can detect the moving distance of the second telescopic rod 10-420 in real time through the position detection module 10-600; when the second telescopic rod 10-420 reaches the designated position, the control device 10-700 controls the left-right movement driving device 10-220 to stop working; the control device 10-700 is used for controlling the first telescopic rod 10-410 and the second telescopic rod 10-420 to stretch, so that the detected vertical height is controlled; the control device 10-700 can detect the telescopic height in real time through the height measuring module 10-500; and when the first telescopic rod 10-410 and the second telescopic rod 10-420 reach the designated positions, the control device 10-700 controls the first telescopic rod 10-410 and the second telescopic rod 10-420 to stop working. Therefore, the base of the embodiment of the application can provide a stable operation platform for the acoustic emission sensor, so that the acoustic emission sensor can be conveniently adopted to detect the cracks of the train body. In addition, the base of the embodiment of the application pushes the vehicle body to move, and the vehicle body can be conveniently locked at a measuring position; the crack detection can be carried out on the surface of the train not only in the vertical direction of the train, but also in the horizontal direction of the train; and the vertical height and horizontal width of the detection can be conveniently adjusted.

Further, in some embodiments, as shown in fig. 2 and 5, the first telescopic rod 10-410 and the second telescopic rod 10-420 are respectively provided with a foot 10-800 having a universal wheel at the bottom. The first telescopic rod 10-410 and the second telescopic rod 10-420 are respectively provided with the support leg 10-800 with the universal wheel at the bottom, so that the first telescopic rod 10-410 and the second telescopic rod 10-420 can be supported when being in a horizontal state. And the universal wheels on the supporting legs can facilitate the movement of the base.

As shown in FIG. 31, the sensor probe arm mechanism may include a plurality of support rod assemblies 100. Illustratively, as shown in fig. 33, the support rod assembly 100 includes a first support rod 110, a second support rod 120, a lead screw 130, and a linear grating displacement sensor. The first support bar 110 and the second support bar 120 are arranged in parallel. The lead screw 130 and a linear grating displacement sensor (not shown in the drawings) are disposed in the first support bar 110 or the second support bar 120. Further, an opening 140 is provided in the axial direction in the first support rod 110 or the second support rod 120 provided with the lead screw 130. In use, the sensor probe is movably mounted on the support rod assembly 100. The sensor probe may be engaged with the lead screw 130 via a lead screw nut structure and driven by a driving device such that the sensor probe moves on the support bar assembly 100. The linear grating displacement sensor, the driving device and the controller are matched to automatically and electrically adjust the axial position of the sensor probe along the supporting rod assembly 100.

In the present embodiment, as shown in fig. 33, the support rod assembly 100 includes a first support rod 110, a second support rod 120, a screw 130 and a linear grating displacement sensor (not shown). The first support bar 110 and the second support bar 120 are arranged in parallel. The lead screw 130 and the linear grating displacement sensor may be installed in the first support bar 110 by providing a rubber pad 150. In the present embodiment, the first support bar 110 and the second support bar 120 may each employ a carbon fiber tube.

Further, a scale may be provided on the first support bar 110 or the second support bar 120.

As shown in fig. 31-35, a plurality of support rod assemblies 100 are connected together in a scissors configuration. As shown in fig. 31 to 33 and fig. 36 to 38, a plurality of support rod assemblies 100 are connected to each other at an X-shaped connection of the scissors structure by a first rotary connection mechanism 200. For example, as shown in fig. 36-38, the first rotational coupling 200 may include a connector 210, a flange bearing 220, a first sleeve assembly 230, a second sleeve assembly 240, and a first pressure bearing 250. The first sleeve assembly 230 and the second sleeve assembly 240 are sleeved on the connector 210 through the flange bearing 220. The first pressure bearing 250 is disposed between the first and

second sleeve assemblies

230 and 240. The plurality of support rod assemblies 100 are coupled to the first and

second sleeve assemblies

230 and 240, respectively, such that the plurality of support rod assemblies 100 have an X-shaped coupling structure. So that the support rod assembly 100 coupled to the first sleeve assembly 230 and the support rod assembly 100 coupled to the second sleeve assembly 240 can be relatively rotated about the connection member 210. In the present embodiment, as shown in fig. 36 to 38, the first bushing assembly 230 includes a first bushing 231, a second bushing 232, a third bushing 233, a fourth bushing 234, a first connection piece 235, and a connection pipe 236. The first, second, third and

fourth ferrules

231, 232, 233 and 234 are disposed on the first connection piece 235 in an array. The first sleeve 231, the second sleeve 232, the third sleeve 233, and the fourth sleeve 234 each have a first opening portion 237. And a first quick release tube clamp 238 is provided in the first opening portion 237. The connection pipe 236 is vertically disposed on the first connection piece 235. The second sleeve assembly 240 includes a fifth sleeve 241, a sixth sleeve 242, a seventh sleeve 243, an eighth sleeve 244, and a second connecting piece 245. The fifth sleeve 241, the sixth sleeve 242, the seventh sleeve 243, and the eighth sleeve 244 are disposed on the second coupling piece 245 in an array. The fifth sleeve 241, the sixth sleeve 242, the seventh sleeve 243, and the eighth sleeve 244 each have a second opening portion 247. And a second quick release tube clamp 248 is provided in the second opening portion 247. In the connected state, the ends of the first support rod 110 and the second support rod 120 in the first support rod assembly 100 at the X-shaped connection are inserted into the first sleeve 231 and the second sleeve 232 in the first sleeve assembly 230, and the ends of the first support rod 110 and the second support rod 120 in the second support rod assembly 100 at the X-shaped connection are inserted into the third sleeve 233 and the fourth sleeve 234 in the first sleeve assembly 230 and are clamped by the first quick release pipe clamp 238 respectively; the ends of the first support rod 110 and the second support rod 120 in the third support rod assembly 100 at the X-shaped joint are inserted into the fifth sleeve 241 and the sixth sleeve 242 in the second sleeve assembly 240, and the ends of the first support rod 110 and the second support rod 120 in the fourth support rod assembly 100 at the X-shaped joint are inserted into the seventh sleeve 243 and the eighth sleeve 244 in the second sleeve assembly 240, and are clamped by the second quick release pipe clamps 248 respectively. The second connecting piece 245 and the first pressure bearing 250 are sleeved on the connecting pipe 236. And the first pressure bearing 250 is disposed between the first connecting piece 235 and the second connecting piece 245. So that the support rod assembly 100 coupled to the first sleeve assembly 230 and the support rod assembly 100 coupled to the second sleeve assembly 240 can be relatively rotated about the connection member 210. In this embodiment, the connection pipe 236 is sleeved on the flange bearing 220, so that the first and

second sleeve assemblies

230 and 240 are sleeved on the connection member 210 through the flange bearing 220.

Further, as shown in fig. 36 to 38, the first rotatable connection mechanism 200 further includes a connection sleeve assembly 260.

Wherein the connection sleeve assembly 260 is connected to the connection member 210. A second pressure bearing 270 is also provided between the connection sleeve assembly 260 and the flange bearing 220. Illustratively, in this embodiment, the connection sleeve assembly 260 may be connected to the upper end of the connection member 210 by a threaded connection. The second pressure bearing 270 is disposed between the connection pipe 236, the top end of the flange bearing 220, and the connection sleeve assembly 260, as shown in fig. 38. In the installation state, the top parts of the first telescopic rod 10-410 and the second telescopic rod 10-420 are respectively connected to the connecting sleeve assembly 260 at an X-shaped connection position.

As shown in fig. 31 and 34, a plurality of support rod assemblies 100 are connected to each other at a V-shaped connection of the scissors structure by a second rotary connection mechanism 300. For example, as shown in fig. 39 and 40, the second rotary connection 300 may include a third sleeve assembly 310, a fourth sleeve assembly 320, and a third pressure bearing 330. The third and

fourth sleeve assemblies

310 and 320 are rotatably connected to each other by a third pressure bearing 330. The plurality of support rod assemblies 100 are respectively connected to the third and

fourth bushing assemblies

310 and 320 such that the plurality of support rod assemblies 100 have a V-shaped connection structure. So that the support rod assembly 100 connected to the third sleeve assembly 310 and the support rod assembly 100 connected to the fourth sleeve assembly 320 can be relatively rotated by the third pressure bearing 330. In the present embodiment, as shown in fig. 39 and 40, the third sleeve component 310 includes a third connecting piece 311, a ninth sleeve 312 and a tenth sleeve 313. The ninth sleeve 312 and the tenth sleeve 313 are disposed in parallel on the third connecting piece 311. The ninth sleeve 312 and the tenth sleeve 312 have a third opening 314. A third quick release pipe clamp 315 is provided at the third opening 314. The fourth sleeve assembly 320 includes a fourth coupling piece 321, an eleventh sleeve 322, and a twelfth sleeve 323. The eleventh and

twelfth bushings

322 and 323 are arranged in parallel on the third connecting piece 321. The eleventh and

twelfth bushings

322 and 323 have a fourth opening portion 324. A fourth quick release pipe clamp 325 is disposed on the fourth opening 324. In the connected state, the ends of the first support rod 110 and the second support rod 120 in the first support rod assembly 100 at the V-shaped connection are inserted into the ninth sleeve 312 and the tenth sleeve 313 in the third sleeve assembly 310 and can be clamped by the third quick release pipe clamp 315; the ends of the first support rod 110 and the second support rod 120 in the second support rod assembly 100 at the V-shaped joint are inserted into the eleventh sleeve 322 and the twelfth sleeve 323 in the fourth sleeve assembly 320, and can be clamped by the fourth quick release pipe clamp 325. The third pressure bearing 330 is disposed between the third connecting piece 311 and the fourth connecting piece 321 such that the third sleeve assembly 310 and the fourth sleeve assembly 320 can rotate relative to each other. In addition, angle sensors (not shown in the drawings) are provided at the positions of the first rotating link 200 and the second rotating link 300. These angle sensors may be provided for collecting position information of the sensor probe.

Further, as shown in fig. 31 and 35, an end connector 400 is provided at a free end position of the scissors structure. In the present embodiment, as shown in fig. 41 and 42, the end connector 400 includes a thirteenth bushing 410 and a fourteenth bushing 420. Thirteenth sleeve 410 and fourteenth sleeve 420 are connected together side by side. Also, the thirteenth sleeve 410 and the fourteenth sleeve 420 each have an opening portion 430. A fifth quick release pipe clamp 440 is further provided at the opening portions of the thirteenth sleeve 410 and the fourteenth sleeve 420. In the connected state, the free end portions of the first and

second support rods

110 and 120 of the support rod assembly 100 are inserted into the thirteenth sleeve 410 and the fourteenth sleeve 420 of the end connector 400 and clamped by the fifth quick release pipe clamp 440. The sensor probe arm mechanism of the embodiment of the application connects a plurality of the support rod assemblies 100 together in a scissor structure; the plurality of support rod assemblies 100 at the X-shaped connection part of the scissor structure are connected through the first rotary connection mechanism 200, and the plurality of support rod assemblies 100 at the V-shaped connection part of the scissor structure are connected through the second rotary connection mechanism 300, so that the sensor probe support arm mechanism can be stretched like a scissor mechanism; in addition, the angle sensors are disposed at the positions of the first rotary connecting mechanism 200 and the second rotary connecting mechanism 300, and the sensor probe is movably disposed on the supporting rod assembly 100 and provided with the linear grating displacement sensor when in use, so that the position of the sensor probe can be conveniently and accurately adjusted.

As shown in FIG. 10, the acoustic emission probe servo may include a sleeve assembly 1, a mounting frame 4, a bladder 6, a pressure sensor 7, an acoustic emission sensor fixture 8, and an acoustic emission sensor. An acoustic emission sensor is mounted on the acoustic emission sensor fixing mechanism 8 (not shown in the figure). A transmission 2 and a first drive 3 are mounted on the sleeve assembly 1. The first drive 3 is connected to the gear mechanism 2. The mounting frame 4 is liftably mounted on the tube assembly 1 by a lifting mechanism 5. The pressure sensor 7 is installed on the acoustic emission sensor fixing mechanism 8 and is connected with the mounting frame 4 through the air bag 6.

As shown in fig. 12-16, the cannula assembly may include a first cannula 1-100 and a second cannula 1-200. Wherein the second casing 1-200 comprises an upper mounting table 1-230, a lower mounting table 1-240, an upper arcuate portion 1-250, and a lower arcuate portion 1-260. One end of the upper arc portion 1-250 is connected to the upper mounting table 1-230. One end of the lower arc portion 1-260 is connected to the lower mounting table 1-240. The lower mounting table 1-240 is provided with an opening mounting upright groove 1-241. Two connecting vertical plates 1-231 which are arranged in parallel are arranged on the upper mounting tables 1-230. In the installation state, the opening installation vertical groove 1-241 on the lower installation platform 1-240 is clamped between the two connecting vertical plates 1-231 on the upper installation platform 1-230, and the other end of the upper arc part 1-250 is buckled with the other end of the lower arc part 1-260. Wherein the first sleeve 1-100 and the second sleeve 1-200 are arranged side by side in parallel. Illustratively, a first connection plate 1-110 is provided at one side of the first bushing 1-100. A second connecting plate 1-261 is provided on the side of the lower arc-shaped portion 1-260 remote from the lower mounting table 1-240. A third connecting plate 1-251 is arranged on one side of the upper arc-shaped part 1-250 far away from the upper mounting table 1-230. In the installed state, the first connecting plate 1-110 and the second connecting plate 1-261 are arranged in the same plane, and the first connecting plate 1-110 and the second connecting plate 1-261 are respectively connected with the third connecting plate 1-251 through connecting bolts, so that the first sleeve 1-100 and the second sleeve 1-200 are arranged side by side in parallel. Further, a plurality of first balls 1-300 are provided on the inner wall of the first sleeve 1-100. A plurality of second balls 1-400 are provided on the inner wall of the second sleeve 1-200. The friction force between the sleeve and the support rod can be reduced by arranging the plurality of first balls 1-300 on the inner wall of the first sleeve 1-100 and the plurality of second balls 1-400 on the inner wall of the second sleeve 1-200, so that the sleeve assembly can move more smoothly on the support rod.

As shown in fig. 17 to 21, the transmission 2 includes a worm gear provided in the first casing 1 to 100 or the second casing 1 to 200. Illustratively, the worm gear drive includes a worm wheel 1-510 and a worm 1-520. Wherein, the worm wheel 1-510 is rotatably arranged in the second sleeve 1-200 in a manner of not contacting with the inner wall of the second sleeve 1-200, and the worm wheel 1-510 is provided with a feed screw nut hole 1-511. Illustratively, as shown in fig. 12 to 16, a first support ring 1-210 and a second support ring 1-220 are provided in the second sleeve 1-200. The worm wheel 1-510 is rotatably mounted on the first support ring 1-210 and the second support ring 1-220. Specifically, the first support ring 1-210 includes a first upper semicircular portion 1-211 and a first lower semicircular portion 1-212. One end of the first upper semicircular part 1-211 is connected to one of the riser plates on the upper installation stage 1-230. One end of the first lower semicircular part 1-212 is connected to the open installation vertical groove 1-241 of the lower installation platform 1-240. In the connected state, the other end of the first upper semicircular part 1-211 is buckled with the other end of the first lower semicircular part 1-212. And, a gap exists between the first support ring 1-210 composed of the first upper semicircular part 1-211 and the first lower semicircular part 1-212 and the inner walls of the upper arc-shaped part 1-250 and the lower arc-shaped part 1-260. Specifically, the first upper semicircular part 1-211 and the first lower semicircular part 1-212 can be buckled and connected together through a first mortise and tenon joint structure. The second support ring 1-220 includes a second upper semicircular portion 1-221 and a second lower semicircular portion 1-222. One end of the second upper semicircular part 1-221 is connected to another vertical connecting plate on the upper mounting table 1-230. One end of the second lower semicircular part 1-222 is connected to the open installation vertical groove 1-241 of the lower installation stage 1-240. In the connected state, the other end of the second upper semicircular part 1-221 is fastened with the other end of the second lower semicircular part 1-222. And, there is a gap between the second support ring 1-220 composed of the second upper semicircular part 1-221 and the second lower semicircular part 1-222 and the inner walls of the upper arc-shaped part 1-250 and the lower arc-shaped part 1-260. Specifically, the second upper semicircular parts 1-221 and the second lower semicircular parts 1-222 can be buckled and connected together through a second mortise and tenon structure. The worm wheel 1-510 is provided with a first clamping groove and a second clamping groove, and in an installation state, the first support ring 1-210 and the second support ring 1-220 are respectively sleeved in the first clamping groove and the second clamping groove, so that the worm wheel 1-510 is rotatably arranged in the second sleeve 1-200 in a mode of not contacting with the inner wall of the second sleeve 1-200. The worm 1-520 is disposed in the open mounting channel 1-241. The worm 1-520 is in transmission connection with the worm wheel 1-510. Further, a driving device mounting part 1-232 is also provided on the upper mounting table 1-230. In the use state, the first driving device is installed on the driving device installation part 1-232 and connected with the worm 1-520, so that the worm wheel 1-510 can rotate under the driving of the first driving device. Wherein, the first driving device can adopt a driving motor. In the installation state, as shown in fig. 11, the first sleeve 1-100 and the second sleeve 1-200 are sleeved on the first support rod 110, and the screw nut hole on the worm wheel 1-510 is connected with the screw 130 in the second support rod 120; and then is connected with a driving motor through a worm gear transmission mechanism, so that the sleeve assembly can move on the supporting rod under the driving of the driving motor, and other components such as a sensor and the like arranged on the sleeve assembly are driven to conveniently move.

Further, the transmission mechanism 2 further includes a switching mechanism. The switching mechanism may be provided in the driving device mounting portion 1-232. As shown in fig. 17 to 21, the switching mechanism may include a mounting shaft 2-100, a first plug 2-200, and a transmission 2-300. Wherein, the transmission piece 2-300 is arranged on the mounting shaft 2-100. Also, mounting holes 2 to 110 are provided in the mounting shafts 2 to 100 in the axial direction. The first pin 2-200 is coupled to the mounting hole 2-110 in such a manner as to be movable only in the axial direction, so that the first pin 2-200 can be coupled to or decoupled from the driving mechanism by inserting or withdrawing the first pin 2-200, thereby accomplishing the switching between the manual mode and the automatic mode. For example, the mounting holes 2-110 may be polygonal holes, such as hexagonal holes. The second large diameter section 2-220 of the first pin 2-200 may be a polygonal pin, such as a hexagonal pin, that matches the polygonal hole. In the installation state, the polygonal pin shaft is matched with the polygonal hole, so that the relative rotation between the installation shaft 2-100 and the first bolt 2-200 can be prevented, and the driving mechanism can drive the installation shaft 2-100 to rotate through the first bolt 2-200. Similarly, the mounting holes 2-110 may be internally geared, and the second large-diameter section 2-220 may be externally geared, so that the first latch 2-200 is connected to the mounting holes 2-110 in such a way as to be movable only in the axial direction, and so that the driving mechanism can rotate the mounting shafts 2-100 via the first latch 2-200. In addition, the installation hole 2-110 and the second large-diameter section 2-220 may be connected to each other by forming a key groove connection structure such that the first pin 2-200 is connected to the installation hole 2-110 in a manner of being movable only in the axial direction, and such that the driving mechanism may drive the installation shaft 2-100 to rotate through the first pin 2-200. Illustratively, the transmission 2-300 is of unitary construction with the mounting shaft 2-100. Wherein, the transmission pieces 2-300 adopt gears, chain wheels or belt wheels. The transmission member 2-300 is in transmission connection with the first driving device. Illustratively, a connecting groove 2-711 is axially arranged on the worm 1-520 in the worm gear mechanism. The shape of the coupling groove 2-711 matches the shape of the second large-diameter section 2-220 of the first plug pin 2-200. For example, the second large diameter section 2-220 may be a hexagonal pin, and the coupling groove 2-711 may be an internal hexagonal groove. In the connected state, the second large diameter section 2-220 is inserted into the connecting groove 2-711, so that power can be transmitted between the worm gear and the transmission member 2-300 on the mounting shaft 2-100.

Further, in some embodiments, the switching mechanism for switching between the manual mode and the automatic mode further includes a second latch 2-400. Wherein the first plug 2-200 is arranged in the mounting hole 2-110 in such a way that it can only move in the axial direction. The second pin 2-400 has a first small diameter section 2-410. The lower end of the first small-diameter section 2-410 is inserted into the mounting hole 2-110 and connected with the upper end of the first pin 2-200, so that the first pin 2-200 can be connected or disconnected with the driving mechanism by inserting and withdrawing the second pin 2-400, thereby accomplishing the switching between the manual mode and the automatic mode. Wherein the first plug pin 2-200 has a second small diameter section 2-210 and a second large diameter section 2-220. The second small-diameter section 2-210 is connected at its upper end to the first small-diameter section 2-410 and at its lower end to the second large-diameter section 2-220. The upper ends of the mounting holes 2-110 are provided with resisting parts 2-120. Illustratively, the resisting portions 2-120 are annular protrusions formed on the inner wall of the mounting holes 2-110 and protruding inward in the radial direction. Alternatively, the mounting shaft 2-100 includes a shaft body 2-130 and a cover 2-140. The cover 2-140 is provided on the upper end of the shaft body 2-130. The middle of the cap 2-140 is provided with a through hole 2-141 for the first small diameter section 2-410 and the second small diameter section 2-210 to pass through and form a stopper 2-120 around the through hole 2-141 as shown in fig. 19. A spring 2-500 is arranged between the abutment 2-120 and the second large diameter section 2-220 so that the first pin 2-200 can be connected to the drive mechanism under the action of the spring 2-500. The second pin 2-400 has a first large diameter portion 2-420 connected to the upper end of the first small diameter portion 2-410 to prevent the second pin 2-400 from being completely inserted into the mounting hole 2-110 by the spring 2-500. And the second bolt 2-400 is rotatably connected with the first bolt 2-200 through a hinged connection structure, so that the second bolt 2-400 can rotate to be radially overlapped on the mounting shaft 2-100 after being pulled out of the mounting hole 2-110, and the first bolt 2-200 is prevented from moving along the axial direction. Illustratively, as shown in FIG. 19, a first semi-cylindrical hinge 2-411 is provided at the lower end of the first small diameter section 2-410. A second semi-cylindrical hinge 2-211 is arranged at the upper end of the second small-diameter section 2-210. The first semi-cylindrical hinge 2-411 and the second semi-cylindrical hinge 2-211 are rotatably connected in a complementary manner by a connecting rod 2-610 to form a hinge connection.

The switching mechanism for switching between the manual mode and the automatic mode in the embodiment of the application has the following working process:

in the automatic mode, the transmission member 2-300 is in transmission connection with the driving motor, the second pin 2-400 is in an axial state, the first small-diameter section 2-410 of the second pin 2-400 is inserted into the mounting hole 2-110, under the action of the second pin 2-400 and/or the spring 2-500, the first pin 2-200 is moved axially downwards, so that the lower end of the second large-diameter section 2-220 of the first plug 2-200 is inserted into the coupling groove 2-711 on the worm 2-710 of the worm gear, so that the driving motor can drive the first bolt 2-200 to rotate through the transmission piece 2-300 and the mounting shaft 2-100, and further drive the worm 1-520 to rotate, then the worm 1-520 drives the worm wheel to rotate, thereby realizing the electric drive of the position movement of the component; when the automatic mode state needs to be switched to the manual mode state, the second bolt 2-400 is pulled upwards along the axial direction, the first small-diameter section 2-410 of the second bolt 2-400 is pulled out of the mounting hole 2-110, so that the second large-diameter section 2-220 of the first bolt 2-200 is driven to move upwards to be separated from the connecting groove 2-711 on the worm 1-520 in the worm gear mechanism, then the second bolt 2-400 is rotated by 90 degrees through the hinged connection structure, so that the second bolt 2-400 is rotated to be radially overlapped on the sealing cover 2-140 of the mounting shaft 2-100, the first bolt 2-200 is prevented from moving downwards along the axial direction under the action of the spring, the driving motor is disconnected from the worm gear mechanism, and the manual mode is switched. The switching mechanism for switching between the manual mode and the automatic mode, which is disclosed by the embodiment of the application, is used for connecting and disconnecting the driving motor and the worm through plugging and pulling and rotating the second bolt 2-400, and during connection, a driven part is locked by the driving motor and cannot be moved manually, and at the moment, automatic movement can only be realized by the driving motor. When the device is pulled out and separated, the driven component is unlocked, and manual position adjustment can be realized. The second bolt 2-400 is pulled out and then rotated 90 degrees, so that the first bolt 2-200 can be manually controlled to be separated from the worm and be clamped to keep the shape unchanged. At the moment, the driven part can be dragged to move by hands; the first pin 2-200 can be manually controlled to be coupled with the worm when the second pin 2-400 is not drawn out, and the movement of the driven member can be controlled by the driving motor. The design can avoid the phenomenon that the hand is difficult to directly drag due to overlarge resistance of the speed reducing motor, and can play a role in locking and protecting the whole structure. By adopting the switching mechanism for switching the manual mode and the automatic mode, the movement of the equipment component can be switched between the manual mode and the automatic mode, so that the equipment component can still be manually adjusted in position when the driving motor is powered off or fails.

As shown in fig. 11, the elevating mechanism 5 may include a hollow shaft motor 5-100 and a first lead screw 5-200. Wherein, the first screw rod 5-200 is connected with the hollow shaft motor 5-100 through a screw rod connecting piece 5-300. And the hollow shaft motor 5-100 is connected to the mounting frame 4 through the slider 5-300.

As shown in fig. 10, the sleeve assembly 1 and the lifting mechanism 5 can be connected by a quick release assembly 9. As shown in fig. 22-24, the quick release structure assembly 9 may include an upper plate 9-100, a lower plate 9-200, and a detachable snap connection structure. Wherein the tube assembly 1 is arranged on the upper plate 9-100. The lower plate 9-200 is connected to the hollow shaft motor 5-100. The upper plate 9-100 is connected with the lower plate 9-200 through a detachable clamping connection structure. Illustratively, the releasable snap connection comprises a first snap member 9-310 and a second snap member 9-320. The first latch member 9-310 and the second latch member 9-320 are rotatably and symmetrically disposed on the upper plate 9-100 through the rotating shaft 9-510, respectively. A torsion spring (not shown) is provided on the rotating shaft. Furthermore, the quick release structure assembly 9 further comprises a first quick release button 9-410 and a second quick release button 9-420. The first quick release button 9-410 is connected to the first locking member 9-310 through a first button connecting member 9-430, so that the first locking member 9-310 can be driven to rotate around the rotation axis thereof by pressing the first quick release button 9-410. The second quick release button 9-420 is connected to the second locking member 9-320 through a second button connecting member 9-440, so that the second locking member 9-320 can be driven to rotate around the rotation axis thereof by pressing the second quick release button 9-420. When in connection, the lower plate 9-200 is clamped between the first clamping part 9-310 and the second clamping part 9-320, and the lower plate 9-200 is clamped under the action of the torsion spring; when the quick release button 9-410 and the second quick release button 9-420 are removed, the upper parts of the first buckle 9-310 and the second buckle 9-320 are relatively close to each other, and the lower parts of the first buckle 9-310 and the second buckle 9-320 clamping the lower plate 9-200 are opened, so that the lower plate 9-200 can be conveniently removed. In some embodiments, the upper plate 9-100 and the lower plate 9-200 may be connected by a plurality of detachable snap connections, as shown in fig. 22-24, and the upper plate 9-100 and the lower plate 9-200 are connected by four detachable snap connections.

As shown in fig. 10, one side of the airbag 6 is attached to the axial end portion of the mounting bracket 4 through an airbag upper plate 6-100. The other side of the air bag 6 is connected with the acoustic emission sensor fixing mechanism 8 through an air bag lower plate 6-200.

As shown in fig. 25 to 30, the acoustic emission sensor fixing mechanism 8 may include an adjusting ring 8-100, a spiral spring 8-200, a plurality of movable fixing pieces 8-300, a limit stop 8-400, and a sensor connecting member 8-500. Wherein an annular platform 8-110 with a central bore 8-111 is provided in the adjusting ring 8-100. The scroll spring 8-200 is disposed on the upper side of the annular platform 8-110. Wherein, a plurality of movable fixing pieces 8-300 are uniformly arranged at the lower side of the annular platform 8-110 and are respectively connected with the scroll springs 8-200. And, a plurality of movable fixing pieces 8-300 are respectively connected with the adjusting rings 8-100 through gear connection structures. Illustratively, a ring of gear teeth 8-120 is provided on the inner wall of the underside of the annular platform 8-110. The movable fixing member 8-300 has a gear tooth structure portion 8-310. The plurality of movable fixtures 8-300 are engaged with the gear teeth 8-120 through the gear tooth structure parts 8-310 thereon, respectively, to form a gear coupling structure. Wherein the limit baffle 8-400 is arranged at the lower side of the plurality of movable fixing pieces 8-300. And a first limit structure is arranged among the adjusting ring 8-100, the movable fixing part 8-300 and the limit baffle 8-400. Illustratively, a plurality of limiting blocks 8-130 are uniformly arranged on the inner wall of the adjusting ring 8-100 on the lower side of the gear teeth 8-120. The movable fixing piece 8-300 is also provided with a limit vertical plate 8-320. A plurality of limiting bulges 8-410 are uniformly arranged on the circumference of the limiting baffle 8-400 along the radial direction and outwards, and a limiting notch 8-420 is formed between every two adjacent limiting bulges 8-410. The limiting vertical plates 8-320 are positioned in the limiting notches 8-420. In the relative rotation process of the adjusting ring 8-100, the movable fixing part 8-300 and the limit baffle 8-400, the limit blocks 8-130, the limit vertical plates 8-320 and the limit bulges 8-410 can limit mutually to form a first limit structure so as to limit the rotation range of the adjusting ring 8-100 and the movable fixing part 8-300. Wherein the sensor connector 8-500 has a plurality of connecting posts 8-510. A plurality of connecting columns 8-510 are connected with the limit baffle 8-400 through the scroll springs 8-200 and the middle holes 8-111. And, each of the movable fixtures 8-300 is connected to one of the connection posts 8-510. Illustratively, the sensor quick-attach mechanism includes three movable fasteners 8-300, a first movable fastener, a second movable fastener, and a third movable fastener. The sensor connector 8-500 has three connection posts 8-510, a first connection post, a second connection post and a third connection post. The first movable fixing piece, the second movable fixing piece and the third movable fixing piece are uniformly arranged on the lower side of the annular platform 8-110 and are respectively connected with different positions of the volute spiral spring 8-200. And the first movable fixing piece, the second movable fixing piece and the third movable fixing piece are respectively connected with the adjusting rings 8-100 through gear connection structures. The first connecting post passes through the volute spiral spring 8-200, the middle hole 8-111 and the first movable fixing piece from top to bottom and is connected with the limit baffle plate 8-400. The second connecting column passes through the volute spiral spring 8-200, the middle hole 8-111 and the second movable fixing piece from top to bottom and is connected with the limiting baffle 8-400. The third connecting column passes through the volute spiral spring 8-200, the middle hole 8-111 and the third movable fixing piece from top to bottom and is connected with the limiting baffle plate 8-400.

Further, a second limit structure is provided between the adjusting ring 8-100 and the sensor connection member 8-500. Illustratively, an annular groove 8-140 is provided on the adjusting ring 8-100 and an annular projection 8-530 is provided on the sensor connection 8-500. The annular protrusion 8-530 is rotatably connected with the annular groove 8-140 to form a second limit structure. The second limit structure is arranged to prevent the adjustment ring 8-100 and the sensor connection member 8-500 from deviating when the adjustment ring 8-100 is rotated.

Further, in some embodiments, the sensor quick-attach mechanism further comprises a permanent magnet 8-600. Permanent magnets 8-600 are provided on the sensor connections 8-500. Illustratively, the sensor interface 8-500 also has a permanent magnet mounting post 8-520. Through holes 8-410 are arranged on the limit baffle 8-400. The permanent magnet mounting post 8-520 extends through the spiral spring 8-200 and the central hole 8-111 to the through hole 8-410. Permanent magnets 8-600 are disposed within the through holes 8-410 and attached to the permanent magnet mounting posts 8-520.

According to the sensor rapid fixing mechanism, the plurality of movable fixing pieces 8-300 are uniformly arranged on the lower sides of the annular platforms 8-110 and are respectively connected with the volute spiral springs 8-200, and the plurality of movable fixing pieces 8-300 are respectively connected with the adjusting rings 8-100 through the gear connection structures. When the adjusting ring 8-100 rotates, the plurality of movable fixing pieces 8-300 can drive the volute spiral spring to wind tightly to clamp the sensor connecting piece, and the tightness degree of clamping can be controlled through gear meshing, so that the volute spiral spring can automatically clamp the sensor connecting pieces with different sizes, and the installation of the non-magnetic shell sensor is realized.

Further, the sensor quick fixing mechanism of the embodiment of the application actively adsorbs the iron shell sensor through the permanent magnet 8-600 arranged in use, so that the installation of the magnetic shell sensor is realized.

Furthermore, the sensor quick fixing mechanism of the embodiment of the application can enable the adjusting ring 8-100 to be always in a safe range when the tightness degree of manual adjustment is achieved through the arrangement of the first limiting structure.

A plurality of the acoustic emission probe servos are movably disposed on the support rod assembly 100. Specifically, in the installation state, as shown in fig. 11, the first sleeve 1-100 and the second sleeve 1-200 are sleeved on the first support rod 110, and the screw nut hole on the worm wheel 1-510 is connected with the screw 130 in the second support rod 120; and then is connected with a driving motor through a worm gear transmission mechanism, so that the sleeve assembly can move on the supporting rod under the driving of the driving motor, and the acoustic emission probe servo device arranged on the sleeve assembly is driven to conveniently move. And the moving distance and the position of the linear grating on the supporting rod are detected by a linear grating displacement sensor. The angle sensor and the linear grating displacement sensor are connected with an upper computer (not shown in the figure) through the control device 10-700.

The train surface crack detection system provided by the embodiment of the application can support the acoustic emission probe to perform crack detection on the side wall and the bottom beam of the train in the vertical direction (shown in figure 1) and the horizontal direction (shown in figure 2).

The whole system is basically installed and tested in the vertical and horizontal measurement processes. Taking the vertical detection of the side cracks of the car body as an example, the following steps are developed for specific description:

the first step is as follows: and (6) assembling the equipment. The invention considers the quick disassembly and the mobility of the equipment, and can realize the integral quick assembly and storage on the detection site; the sensor probe support arm mechanism is provided with the quick-release components at the joint and the end part, and can be stacked into the base cover body together with the acoustic emission probe servo device, the first telescopic rod, the second telescopic rod and the like after being disassembled, so that the device is convenient to transfer and lay. Can select to carry a plurality of acoustic emission probe servo device according to the test needs on the single bracing piece to carry more sensors, realize the super-positioning of defect.

The second step is that: and adjusting the first telescopic rod and the second telescopic rod to be in a vertical state, and moving the base to enable a probe array formed by the acoustic emission probe servo device to be close to the surface of the train and to be approximately parallel to the train body. A laser distance sensor is arranged below the vehicle body and used for detecting the lifting height of the first telescopic rod and the second telescopic rod.

The third step: and the base is fixed to prevent the whole system from moving. The screw adjusting handles on the two sides of the base are manually rotated, so that the base (the whole system) is completely supported by the supporting bottom plate, and the universal wheels on the bottom surface of the base leave the ground.

The fourth step: and adjusting the position distribution of the probe of the acoustic emission probe servo device. The power supply is switched on, the upper computer is provided with and adjusts the horizontal moving distance of the second telescopic rod (the servo motor in the base drives the screw rod to rotate to drive the sliding block to move left and right, thereby driving the second telescopic rod to move horizontally and controlling the opening and closing of the sensor probe support arm mechanism), the relative position of the probes of the acoustic emission probe servo devices on the respective supporting rods and parameters such as the downward pressure of the probes (the movement of the probes on the carbon fiber tubes where the probes are located can be controlled in a manual mode and an automatic mode, the positions of the probes on the supporting rods can be adjusted in a manual and manual adjusting mode when the probes are in the manual mode, and the automatic electronic control adjustment of the positions of the probes in the parallel direction of the supporting rods can be carried out by a closed-loop position control mechanism consisting of a control device in a base, a first driving device and a linear grating sensor when the probes are in the automatic control state and through the control arrangement of an upper computer and the communication with the control device). The acoustic emission probe distribution structures required by various tests can be freely combined by controlling the opening and closing degree of the sensor probe support arm mechanism and the position of each probe on the support rod where the probe is located. According to the invention, the angle sensors are arranged at each joint of the sensor probe support arm mechanism, the position detection module for detecting the horizontal position of the second telescopic rod is arranged in the base, and the high-precision position information of each probe (acoustic emission sensor) can be accurately acquired after the device is adjusted through the data of the two types of position and angle sensors.

For example, the following method may be adopted in the present application to obtain the location information:

(1) the fixed rod, the moving rod and the supporting arm part: the embodiment comprises 1 fixed rod (a first telescopic rod 10-410) and 1 moving rod (a second telescopic rod 10-420), and the supporting arm in the sensor probe supporting arm mechanism changes along with the left-right change of the position of the moving rod. Let the pole length be l, set the pole midpoint coordinate to be (x5, y5), move the pole midpoint coordinate to be (x6, y6), the midpoint coordinate of 4 branch arms of support arm is respectively (x1, y1), (x2, y2), (x3, y3), (x4, y4), corresponding rotation angle is alpha 1, alpha 2, alpha 3, alpha 4 respectively. The position coordinate leading variable is the moving bar midpoint coordinate (x6, y6), and the following equation set is a function corresponding to the x, y coordinates and the rotation angle of the 4 sub-arms.

α＝arccosα

(2) The probe position section: in this example, there are 8 acoustic emission sensors, which are set to coordinates of (px1, py1), (px2, py2), (px3, py3), (px4, py4), (px5, py5), (px6, py6), (px7, py7), (px8, py 8). Aiming at a circular sensor, the radius of the circular sensor is r, the slope of the position where a rod is located is k, the abscissa px of a probe is a variable, a function of which the ordinate py changes along with the px can be written, in wincc, the coordinates of a graph are defined by the upper left vertex of the boundary of the graph, and in order to obtain a more accurate position display effect, the algorithm is converted into the motion equation of the upper left vertex of a circle by the motion equation of the center of the circle. The equation for the motion of each sensor along the rod can thus be derived by the following equation:

(3) crossed circular crack coordinate algorithm

And calculating the value of each sensor from the crack by external parameter input (a third-party synchronous data acquisition unit), screening three sensors closest to the crack, taking respective coordinates of the three sensors as the center of a circle and respective distances from the sensors to the crack as three circles formed by radii, and solving the intersection point of the three circles to be the position of the crack required by people. And therefore, the crack position is displayed in real time in the winc.

The following is a specific method for finding the crack position, which is the intersection of the three circles (three sensors) a, B, and C closest to the crack.

In fig. 43, a (x _1, y _1), B (x _2, y _2), and I (x _3, y _3) are centers of A, B, I three circles, respectively, and A, B circles intersect C (x _ C, y _ C) and D (x _ D, y _ D). B. The I circle intersects G (x _ G, y _ G), H (x _ H, y _ H). C. D and A, B intersect perpendicularly at point E (x _0, y _ 0). The radius AC of circle a is r1 and the radius BC of circle B is r 2. Let CF be perpendicular to the X-axis and EF be parallel to the X-axis.

And transmitting the time difference of arrival and the sound velocity value of the 8 sensors into an array, and sequencing the sizes of the sensors through bubble sorting to obtain the center coordinates and the code numbers of three circles closest to the crack. And (3) simultaneously solving the intersection point of any one circle and the other two circles by using the equations of the three circles to obtain the crack position.

Let the distance AB-L between sensors a, B as shown in fig. 44; the slope of AB is K₁The slope of a straight line CD formed by two circles C and D, wherein the two circles C and D are formed by taking the distances from the A and B sensors as the centers of circles to the cracks as the radii

Is provided with

The three equations simultaneously eliminate CE and BE to obtain AE andr₁，r₂the relationship of L is solved:

the coordinate of the point A is known as A (x)₁，y₁) Thereby obtaining E (x)₀，y₀) Point coordinates

And because of

The above three equations are combined, thereby having

According to the coordinate relation, the method comprises the following steps:

get it solved

The same can be obtained by G (x)_g,y_g)、H(x_h,y_h) Seat ofAnd (4) marking.

The intersection point of three circles nearest to the crack, namely A, B circles, is C (x) according to the method_c，y_c)、D(x_d，y_d) B, I intersection G (x) of circles_o，y_o)、H(x_h，y_h). In a special case, when two identical points appear in the four points, the three sensors use their own coordinates as the center of a circle, and the respective distances from the crack are the common intersection point of three circles formed by radii.

And a sixth step: each acoustic emission probe servo device has a telescopic function, and can automatically and electrically control and adjust the vertical position of the probe after being controlled and arranged by an upper computer and communicated with a control device (such as a PLC) by means of a closed-loop position control mechanism consisting of the control device, the hollow shaft motors 5-100 and the pressure sensors so as to ensure that the sensors on each probe can be in good contact with the surface of a train and the contact pressure cannot deviate from an optimal set value.

And after the setting is finished, the surface crack detection of the train can be carried out.

in order to enable the probe part, the support arm part and the base part to be suitable for detection of different vehicle types such as urban rail transit vehicles, motor train units and trains and the like and better adapt to various use environments and scenes, the probe part, the support arm part and the base part have good detachability and quick assembly.

The base both sides are equipped with the curb plate, and the curb plate amalgamation forms the cover body, and its inner space can be used to parts such as bracing piece, telescopic link after the system of placing is disassembled. In order to meet the requirement for detection, the universal wheels and the supporting mechanism are respectively arranged at the left bottom and the right bottom of the base, and the universal wheels can be lifted by lifting the base plates at the two sides through the supporting mechanism during detection, so that the effects of stable support and leveling are achieved, and a stable operation platform is provided for detection.

The sensor probe support arm mechanism is connected to the base through a first telescopic rod and a second telescopic rod, a screw rod and a sliding block are arranged at the bottom of the second telescopic rod, the opening and closing degree of the sensor probe support arm mechanism can be adjusted through a motor in the base, a linear distance sensor is arranged on the sliding block in the base, and the linear distance sensor can transmit the transverse position coordinate of the moving rod to the upper computer. The first telescopic rod and the second telescopic rod are telescopic rods and have synchronous electric control lifting capacity.

The probe part is arranged on the sensor probe support arm mechanism, the acoustic emission probe servo device drives the screw rod through the hollow shaft motor to further control the distance between the acoustic emission sensor and the surface of the train, and the pressure sensor monitors the contact pressure between the probe and the surface of the train in real time to realize accurate closed-loop control of the contact of the probe. The position arrangement of each probe on the whole detection surface can be obtained by carrying out triangle geometric conversion on the included angle and distance sensing data among different support rods of the sensor probe support arm mechanism and the position of the probe in each section of support rod.

Moreover, the acoustic emission probes can be well attached to the surface to be detected of the train, the relative position of each probe on the train body can be detected in real time, and the contact pressure of the probes is accurate and controllable.

Therefore, the train surface crack detection system of this application embodiment can arrange acoustic emission sensor fast and accurately to can realize the accurate positioning to the crackle, solve conventional magnetism and inhale probe support inoperative, can't make the sensor well laminate on the automobile body surface, carry out large tracts of land probe and lay and have the degree of difficulty big, inefficiency, adjust the difficulty, the relative position of probe is difficult to accurate quick acquisition scheduling problem.

It should be noted that all of the features disclosed in this specification, or all of the steps in any method or process so disclosed, may be combined in any combination, except for mutually exclusive features and/or steps. In addition, the above-described embodiments are exemplary, and those skilled in the art, having benefit of this disclosure, will appreciate numerous solutions that are within the scope of the disclosure and that fall within the scope of the invention. It should be understood by those skilled in the art that the present specification and figures are illustrative only and are not limiting upon the claims. The scope of the invention is defined by the claims and their equivalents.

Claims

1. A train surface crack detection system is characterized by comprising a base, a sensor probe support arm mechanism, an acoustic emission probe servo device and an upper computer;

the base comprises a base body (10-100), a left-right moving mechanism (10-210), a left-right moving driving device (10-220), a first supporting mechanism (10-310), a second supporting mechanism (10-320), a first telescopic rod (10-410), a second telescopic rod (10-420), a height measuring module (10-500), a position detecting module (10-600) and a control device (10-700);

the left-right moving mechanism (10-200) is arranged on the base body (10-100); the left-right moving driving device (10-220) is arranged on the base body (10-100) and is respectively connected with the left-right moving mechanism (10-210) and the control device (10-700);

the first supporting mechanism (10-310) and the second supporting mechanism (10-320) are respectively arranged at the left end and the right end of the base body (10-100) in a lifting manner;

the first telescopic rod (10-410) is arranged on the base body (10-100) in a foldable manner; the second telescopic rod (10-420) is foldably arranged on the left-right moving mechanism (10-200), so that the second telescopic rod (10-420) can move left and right on the base body (10-100);

the height measuring module (10-500) is arranged on the first telescopic rod (10-410) and is connected with the control device (10-700); the position detection module (10-600) is arranged on the left-right moving mechanism (10-210) and the base body (10-100) and is connected with the control device (10-700);

the sensor probe arm mechanism includes a plurality of support rod assemblies (100); the support rod assemblies (100) are connected together in a scissor fork structure; wherein a plurality of support rod assemblies (100) are connected at the X-shaped connection position of the scissor structure through a first rotating connection mechanism (200); a plurality of support rod assemblies (100) are connected at the V-shaped connection position of the scissor structure through a second rotary connection mechanism (300); and, an angle sensor is provided at the position of the first rotary connection mechanism (200) and the second rotary connection mechanism (300); a linear grating displacement sensor is arranged on the support rod assembly (100);

the first telescopic rod (10-410) and the second telescopic rod (10-420) are respectively connected to one X-shaped connecting position;

the acoustic emission probe servo device is movably arranged on the supporting rod assembly (100);

the angle sensor and the linear grating displacement sensor are connected with the upper computer through the control device (10-700).

2. The train surface crack detection system of claim 1, wherein the acoustic emission probe servo comprises a sleeve assembly (1), a mounting bracket (4), an air bag (6), a pressure sensor (7), an acoustic emission sensor fixture (8), and an acoustic emission sensor;

wherein, a transmission mechanism (2) and a first driving device (3) are arranged on the sleeve assembly (1); the first driving device (3) is connected with the transmission mechanism (2); the mounting rack (4) is arranged on the sleeve assembly (1) in a lifting way through a lifting mechanism (5); the pressure sensor (7) is installed on the acoustic emission sensor fixing mechanism (8) and is connected with the mounting rack (4) through an air bag (6); the acoustic emission sensor is installed on the acoustic emission sensor fixing mechanism (8).

3. The train surface crack detection system of claim 2, wherein the sleeve assembly (1) comprises a first sleeve (1-100) and a second sleeve (1-200) arranged side by side in parallel;

a plurality of balls are arranged on the inner walls of the first sleeve (1-100) and the second sleeve (1-200);

the transmission mechanism (2) and the first driving device (3) are arranged on the first sleeve (1-100) or the second sleeve (1-200);

the transmission mechanism (2) comprises a worm gear transmission mechanism and a switching mechanism which are arranged in the first sleeve (1-100) or the second sleeve (1-200);

the switching mechanism comprises a mounting shaft (2-100), a first bolt (2-200) and a transmission piece (2-300);

the transmission piece (2-300) is arranged on the mounting shaft (2-100);

and, there are mounting holes (2-110) axially in the said mounting shaft (2-100);

the first bolt (2-200) is connected with the mounting hole (2-110) in a manner of only moving along the axial direction, so that the first bolt (2-200) can be connected with or disconnected from a worm and gear transmission mechanism by inserting and pulling the first bolt (2-200), and the switching between a manual mode and an automatic mode is completed.

4. The train surface crack detection system of claim 3, wherein the lifting mechanism (5) comprises a hollow shaft motor (5-100) and a first lead screw (5-200);

the first screw rod (5-200) is connected to the hollow shaft motor (5-100) through a screw rod connecting piece (5-300); moreover, the hollow shaft motor (5-100) is connected to the mounting frame (4) through a sliding block (5-300);

the sleeve assembly (1) is connected with the lifting mechanism (5) through a quick-release structure assembly (9);

the quick-release structure assembly (9) comprises an upper plate (9-100), a lower plate (9-200) and a detachable clamping connection structure;

the sleeve assembly (1) is arranged on the upper plate (9-100); the lower plate (9-200) is connected to the hollow shaft motor (5-100);

the upper plate (9-100) is connected with the lower plate (9-200) through the detachable clamping connection structure.

5. The train surface crack detection system of claim 2, wherein the acoustic emission sensor fixing mechanism (8) comprises an adjusting ring (8-100), a volute spring (8-200), a plurality of movable fixing pieces (8-300), a limit stop (8-400), and a sensor connector (8-500);

an annular platform (8-110) having a central bore (8-111) is arranged in the adjusting ring (8-100); the scroll spring (8-200) is arranged on the upper side of the annular platform (8-110); the movable fixing pieces (8-300) are uniformly arranged on the lower sides of the annular platforms (8-110) and are respectively connected with the volute spiral springs (8-200); and a plurality of the movable fixing pieces (8-300) are respectively connected with the adjusting ring (8-100) through a gear connection structure; the limiting baffle (8-400) is arranged at the lower side of the movable fixing pieces (8-300); and a first limit structure is arranged among the adjusting ring (8-100), the movable fixing part (8-300) and the limit baffle (8-400); the sensor connection (8-500) has a plurality of connection columns (8-510); a plurality of connecting columns (8-510) are connected with the limit baffle (8-400) through the scroll spring (8-200) and the middle hole (8-111); and each of the movable fixtures (8-300) is connected to one of the connection columns (8-510).

6. The train surface crack detection system of claim 1 wherein the strut assembly (100) comprises a first strut (110), a second strut (120), a lead screw (130), and the linear grating displacement sensor;

the first supporting rod (110) and the second supporting rod (120) are arranged in parallel; the screw rod (130) and the linear grating displacement sensor are arranged in the first support rod (110) or the second support rod (120); an opening (140) is axially formed in the first support rod (110) or the second support rod (120) on which the lead screw (130) is provided;

the first rotary connection mechanism (200) comprises a connector (210), a flange bearing (220), a first sleeve component (230), a second sleeve component (240) and a first pressure bearing (250); the first sleeve component (230) and the second sleeve component (240) are sleeved on the connecting piece (210) through the flange bearing (220); the first pressure bearing (250) is disposed between the first sleeve assembly (230) and the second sleeve assembly (240); the plurality of support rod assemblies (100) are respectively connected to the first sleeve assembly (230) and the second sleeve assembly (240), so that the plurality of support rod assemblies (100) are in an X-shaped connection structure.

7. The train surface crack detection system of claim 6 wherein the second rotary connection (300) comprises a third sleeve assembly (310), a fourth sleeve assembly (320), and a third pressure bearing (330);

the third sleeve component (310) and the fourth sleeve component (320) are rotatably connected through the third pressure bearing (330); the plurality of support rod assemblies (100) are respectively connected to the third sleeve assembly (310) and the fourth sleeve assembly (320), so that the plurality of support rod assemblies (100) are in a V-shaped connection structure.

8. The train surface crack detection system of claim 1, wherein the base body (10-100) comprises a bottom plate (10-110), a first mounting bracket (10-121) and a second mounting bracket (10-122) and a third mounting bracket (10-123);

the first mounting rack (10-121) and the third mounting rack (10-123) are respectively arranged at the left end and the right end of the bottom plate (10-110); the second mounting bracket (10-122) is arranged on the base plate (10-110) and is located between the first mounting bracket (10-121) and the third mounting bracket (10-123).

9. The train surface crack detection system of claim 8 wherein the side-to-side mechanism (10-210) comprises a guide shaft (10-211), a drive screw (10-212) and a slide block (10-213);

the guide shaft (10-211) and the driving screw rod (10-212) are arranged in parallel, one end of the guide shaft is connected to the first mounting frame (10-121), and the other end of the guide shaft is connected to the second mounting frame (10-122);

the sliding block (10-213) is connected to the guide shaft (10-211) in a sliding mode and connected to the driving screw rod (10-212) through a screw rod nut hole;

the left-right movement driving device (10-220) is connected with the driving screw rod (10-212);

the first telescopic rod (10-410) is arranged on the second mounting frame (10-122) in a foldable mode; the height measuring module (10-500) comprises a foldable support bar and a laser displacement sensor (10-540); one end of the foldable support rod is connected to the first telescopic rod (10-410), and the other end of the foldable support rod is connected with the laser displacement sensor (10-540);

the second telescopic rod (10-420) is arranged on the sliding block (10-213) in a foldable mode; the position detection module (10-600) comprises a grating sensor (10-610) and a grating track (10-620);

the first telescopic rod (10-410) and the second telescopic rod (10-420) are respectively provided with a support leg (10-800) with a universal wheel at the bottom;

the grating track (10-620) is arranged on the bottom plate (10-110); the raster sensor (10-610) is movably arranged on the raster track (10-620) and connected with the sliding block (10-213).

10. The train surface crack detection system of claim 1, wherein the first support mechanism (10-310) and the second support mechanism (10-320) are identical in structure and each comprises a support base plate (10-311), a guide pin shaft (10-312) and a screw adjusting handle (10-313);

the supporting bottom plate (10-311) is arranged at the lower side of the base body (10-100);

the guide pin shaft (10-312) is connected on the base body (10-100) in a penetrating way and is connected with the support bottom plate (10-311);

the screw adjusting handle (10-313) is in threaded connection with the base body (10-100) through a screw on the screw adjusting handle; and the bottom end of the screw in the screw adjusting handle (10-313) is connected with the supporting bottom plate (10-311).