CN219565100U - Probe layout system and flaw detection vehicle - Google Patents
Probe layout system and flaw detection vehicle Download PDFInfo
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- CN219565100U CN219565100U CN202320534789.3U CN202320534789U CN219565100U CN 219565100 U CN219565100 U CN 219565100U CN 202320534789 U CN202320534789 U CN 202320534789U CN 219565100 U CN219565100 U CN 219565100U
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Abstract
The utility model belongs to the technical field of flaw detection equipment, and discloses a probe layout system which is used for steel rail flaw detection and comprises a first phased array probe, a first normal ultra probe, a second normal ultra probe, a third normal ultra probe and a second phased array probe which are sequentially arranged in a straight line; the refraction angle of the first phased array probe is 70 degrees; the refraction angle of the second phased array probe is 70 degrees; the refraction angle of the first normal ultra-probe is 37 degrees; the refraction angle of the second normal ultrasonic probe is 0 degrees; the refraction angle of the third normal ultra-probe is 37 degrees; the first phased array probe and the second phased array probe face opposite directions; the first and third ultra-probes face in opposite directions. The utility model has the characteristic of wide coverage of the detection area. The utility model also discloses a flaw detection vehicle with the probe layout system.
Description
Technical Field
The utility model belongs to the technical field of flaw detection equipment, and particularly relates to a probe layout system and a flaw detection vehicle.
Background
The railway transportation steel rail is easy to generate fatigue cracks, and the flaw detection operation amount is increased year by year along with the annual growth of railway transportation mileage, so that the application of the flaw detection vehicle is very important for the flaw detection of the steel rail.
The rail is detected periodically by a large-scale normal superwheel rail flaw detection vehicle which is provided with an ultrasonic detection system for detecting flaw. The ultrasonic rail flaw detection system detects rail flaws according to ultrasonic echoes reflected by the rail flaws, and when an ultrasonic probe is used for rail flaw detection, the ultrasonic probe is ensured to transmit and receive correct ultrasonic waves on the rail by using a corresponding structure, and the positions and the sizes of the flaws are judged according to pulse waveforms.
However, the above scheme has a problem that the ultrasonic detection coverage area is not wide enough.
Disclosure of Invention
In order to solve the technical problems, the utility model discloses a probe layout system which has the characteristic of wide coverage of a detection area. The utility model also discloses a flaw detection vehicle with the probe layout system.
The specific technical scheme of the utility model is as follows:
a probe layout system is used for steel rail flaw detection and comprises a first phased array probe, a first normal ultra probe, a second normal ultra probe, a third normal ultra probe and a second phased array probe which are sequentially arranged in a straight line;
the refraction angle of the first phased array probe is 70 degrees;
the refraction angle of the second phased array probe is 70 degrees;
the refraction angle of the first normal ultra-probe is 37 degrees;
the refraction angle of the second normal ultrasonic probe is 0 degrees;
the refraction angle of the third normal ultra-probe is 37 degrees;
the first phased array probe and the second phased array probe face opposite directions;
the first and third ultra-probes face in opposite directions.
Preferably, the method further comprises:
the fourth normal ultra-probe is arranged between the first normal ultra-probe and the second normal ultra-probe, and the refraction angle of the fourth normal ultra-probe is 70 degrees; and
a fifth ordinary super probe, the fifth ordinary super probe is arranged between the fourth ordinary super probe and the second ordinary super probe, and the refraction angle of the fifth ordinary super probe is 70 degrees;
wherein the fourth and fifth ultra-probes face in opposite directions.
Preferably, the fourth frequent ultrasonic probe, the fifth frequent ultrasonic probe and the second frequent ultrasonic probe are distributed in a straight line.
Preferably, the offset angle of the first phased array probe and the second phased array probe along the extending direction of the steel rail is-30 degrees to 30 degrees.
Preferably, the adaptation distance of the transverse offset of the first phased array probe and the second phased array probe is 0-8 mm.
A flaw detection vehicle comprising:
the car body runs on the steel rail;
the flaw detection trolley is arranged at the bottom of the vehicle body; and
the probe layout system is arranged in the flaw detection trolley.
Preferably, the front end and the rear end of the flaw detection trolley are respectively provided with a first driving wheel and a second driving wheel, the first driving wheel and the second driving wheel are connected through a belt, and the flaw detection trolley moves on a steel rail through the belt;
the flaw detection trolley is also provided with a sliding shoe assembly, and the probe layout system is distributed in the sliding shoe assembly;
any one of the probes in the probe layout system is in contact with the belt.
Preferably, the slipper assembly comprises:
the first phased array probe and the first constant ultrasonic probe are arranged in the first sliding shoe;
the fourth normal ultra-probe and the fifth normal ultra-probe are arranged in the second sliding shoe;
the second constant ultrasonic probe and the third constant ultrasonic probe are arranged in the third sliding shoe;
and the second phased array probe is arranged in the fourth sliding shoe.
Compared with the prior art, the utility model can adapt to the detection requirements of different areas of the steel rail, and the common ultra probe and the phased array probe are arranged in the sliding shoe of the flaw detection trolley, and the belt is used for isolating the probe and the steel rail, so that the problems of insufficient coverage area, poor rail property and line adaptability, low flaw detection rate and easy damage of the probe in ultrasonic detection are solved; in addition, the utility model can also improve the flaw detection performance according to the flaw detection requirements of different clients.
Drawings
FIG. 1 is a top view of a rail head of a probe layout system in accordance with an embodiment of the present utility model;
FIG. 2 is a side view of a rail probe layout system in accordance with an embodiment of the present utility model;
FIG. 3 is a schematic view of the angular offset of a first phased array probe in an embodiment of the utility model;
FIG. 4 is a schematic diagram of a distance offset of a first phased array probe in an embodiment of the utility model;
fig. 5 is a schematic diagram of a flaw detection trolley in an embodiment of the present utility model.
In the figure: 1-a steel rail; 2-a first phased array probe; 3-a first constant ultrasonic probe; 4-a second constant ultrasonic probe; 5-a third normal ultra probe; 6-a second phased array probe; 7-fourth frequent ultrasonic probe; 8-a fifth ultra probe; 9-flaw detection trolley; 10-a first drive wheel; 11-a second drive wheel; 12-a belt; 13-a first slipper; 14-a second slipper; 15-a third slipper; 16-fourth slipper.
Detailed Description
In order to make the technical scheme of the present utility model better understood by those skilled in the art, the present utility model will be further described in detail with reference to the following specific embodiments.
It is known that, for the existing wheel type common ultra-probe layout, the energy of reflected waves is dependent in principle, the method belongs to a detection method sensitive to energy, the performance in quantitative detection is poor, the probe wheel is easy to puncture, the structure of the probe wheel is complex, and the maintenance is inconvenient. Because the probe wheel is arranged on the bogie and moves in a serpentine manner along with the bogie, the probe wheel is influenced in centering, and therefore, the adaptability to a line is poor.
As shown in fig. 1 to 2, the embodiment discloses a probe layout system for flaw detection of a steel rail 1, which comprises a first phased array probe 2, a first normal ultra probe 3, a second normal ultra probe 4, a third normal ultra probe 5 and a second phased array probe 6 which are sequentially arranged in a straight line; the refraction angle of the first phased array probe 2 is 70 degrees; the refraction angle of the second phased array probe 6 is 70 degrees; the refraction angle of the first ordinary ultrasonic probe 3 is 37 degrees; the refraction angle of the second ordinary ultrasonic probe 4 is 0 degrees; the refraction angle of the third normal ultra-probe 5 is 37 degrees; the first phased array probe 2 and the second phased array probe 6 face in opposite directions; the first and third ultra-normal probes 3 and 5 are directed in opposite directions.
In this embodiment, the first phased array probe 2 and the second phased array probe 6 are used for detecting rail head nuclear injury, so that the rail head of the steel rail 1 can be covered, and the ultrasonic coverage, centering adaptability and line adaptability are greater.
The first constant ultrasonic probe 3 and the third constant ultrasonic probe 5 are used for detecting damage at the rail web and the bolt hole; the second ultra-normal probe 4 is used for horizontal cracks and longitudinal cracks of the probe head, the rail web and the rail bottom.
Further, the ultrasonic probe also comprises a fourth ultra-probe 7 and a fifth ultra-probe 8; the fourth ordinary super probe 7 is arranged between the first ordinary super probe 3 and the second ordinary super probe 4, and the refraction angle of the fourth ordinary super probe 7 is 70 degrees; the fifth ultra-probe 8 is arranged between the fourth ultra-probe 7 and the second ultra-probe 4, and the refraction angle of the fifth ultra-probe 8 is 70 degrees; the fourth and fifth ultra-probes 7 and 8 face in opposite directions.
In this embodiment, the fourth ultra-probe 7 and the fifth ultra-probe 8 are used to enhance the detection of the nuclear damage of the rail head inside the rail 1. Meanwhile, flaw detection complementation with the first phased array probe 2 and the second phased array probe 6 is realized in terms of detection precision and detection type.
In this embodiment, the fourth ultra-normal probe 7, the fifth ultra-normal probe 8, and the second ultra-normal probe 4 are distributed in a straight line.
Therefore, in this embodiment, the first phased array probe 2, the first frequent ultrasonic probe 3, the fourth frequent ultrasonic probe 7, the fifth frequent ultrasonic probe 8, the second frequent ultrasonic probe 4, the third frequent ultrasonic probe 5 and the second phased array probe 6 are sequentially distributed in a straight line, after the 5 frequent ultrasonic probes and the 2 phased array probes are laid out, detection requirements of different areas can be met without carrying out dislocation setting on each probe in a layout system, more detection types are dealt with, and pain point requirements of customers are met.
It is known that the conventional ultra-probe has poor detection effects on fatigue defects, cracks and the like of the steel rail 1, and the main defect is that the ultrasonic detection coverage area of the steel rail 1 is not wide enough, so that the defect detection rate is low, meanwhile, the adaptability to different types and sizes of steel rails 1 is low, the defect detection effect on part of the shape and the type of the steel rail 1 is good, and the defect detection effect on the other part of the shape and the type of the steel rail 1 is poor, especially in the case of poor centering.
Therefore, after the phased array probe is introduced, the problems can be solved by utilizing the characteristics of the phased array probe. Specifically, in this embodiment, the offset angle of the first phased array probe 2 and the second phased array probe 6 along the extending direction of the steel rail 1 is between-30 ° and 30 °. The adaptation distance of the transverse offset of the first phased array probe 2 and the second phased array probe 6 is 0-8 mm. In the practical application process, the transverse offset distance of the first phased array probe 2 and the second phased array probe 6 is 0mm, but when the offset reaches 8mm, the practical application requirements can still be met.
As shown in fig. 3 and fig. 4, the beam angle of the phased array probe is adjustable, and the offset within a certain range does not affect the specific use, so that the embodiment can adapt to different rail types and line conditions. Therefore, the embodiment can solve the problem of poor rail type and line adaptability besides the problem of insufficient ultrasonic detection coverage area, thereby solving the problem of low defect detection rate.
It should be noted that, when adjusting the beam angle of the phased array probe, the mechanical structure is not adopted to rotate the relative angle between the probe body and the steel rail 1, but the phased array probe itself has multi-angle beams, and can be selected by the customer in different application scenarios.
It is known that the common sliding shoe type ultrasonic probe slides along the surface of the steel rail 1 along with the prying plate, and the probe is directly contacted with the steel rail 1, so that the probe cannot be protected, and the probe is easy to damage.
Thus, on the basis of the embodiment, the embodiment also discloses a flaw detection vehicle, as shown in fig. 5, comprising a vehicle body and a flaw detection trolley 9; the vehicle body runs on the steel rail 1; the flaw detection trolley 9 is arranged at the bottom of the vehicle body; the probe layout system is arranged in the flaw detection trolley 9.
The embodiment adopts a belt 12 wheel type structure, adopts a phased array ultrasonic probe and normal ultrasonic probe combination to cover the area of the steel rail 1, overcomes the defects of a large flaw detection vehicle with a detection wheel type, and has the advantages of wide coverage of the detection area, good rail type and line adaptability and the like.
Specifically, a first driving wheel 10 and a second driving wheel 11 are respectively arranged at the front end and the rear end of the flaw detection trolley 9, the first driving wheel 10 and the second driving wheel 11 are connected through a belt 12, and the flaw detection trolley 9 moves on the steel rail 1 through the belt 12; the flaw detection trolley 9 is also provided with a sliding shoe assembly, and the probe layout system is distributed in the sliding shoe assembly; any one of the probes in the probe layout system is in contact with the belt 12.
In this embodiment, the body of the inspection trolley 9 is connected to a vehicle body, and a first driving wheel 10, a second driving wheel 11, a belt 12, a slipper assembly, and the like are disposed inside the body of the inspection trolley 9. In the embodiment, any probe is tightly attached to the tread of the steel rail 1, and the belt 12 is positioned between any probe and the steel rail 1, so that the protection and coupling effects are achieved, and meanwhile, the sound path waste is avoided.
For better use of the present embodiment, the shoe assembly comprises a first shoe 13, a second shoe 14, a third shoe 15 and a fourth shoe 16; the first phased array probe 2 and the first ordinary ultrasonic probe 3 are arranged in the first sliding shoe 13; the fourth normal ultra-probe 7 and the fifth normal ultra-probe 8 are arranged in the second sliding shoe 14; the second constant ultrasonic probe 4 and the third constant ultrasonic probe 5 are arranged in a third sliding shoe 15; the second phased array probe 6 is disposed within a fourth shoe 16.
The four sliding shoes can reasonably utilize the volume of the flaw detection trolley 9, and can avoid the mutual influence between adjacent probes.
Thus, in this embodiment, with the moving direction of the inspection vehicle being the first direction and the direction opposite to the moving direction of the inspection vehicle being the second direction, the first phased array probe 2, the first very high probe 3, the fourth very high probe 7, the fifth very high probe 8, the second very high probe 4, the third very high probe 5, and the second phased array probe 6 are sequentially distributed in a straight line, and on the basis that the first phased array probe 2 and the second phased array probe 6 face the opposite direction, the first very high probe 3 and the third very high probe 5 face the opposite direction, and the fourth very high probe 7 and the fifth very high probe 8 face the opposite direction, the first phased array probe 2, the first very high probe 3, the fourth very high probe 7 face the first direction, the fifth very high probe 8, the third very high probe 5, the second phased array probe 6 face the second direction, and the second very high probe 4 is perpendicular to the first direction. Therefore, the flaw detection vehicle can simultaneously solve the problems of the prior art that the ultrasonic detection coverage area is not wide, the rail and line adaptability is poor and the defect detection rate is low through the probe layout, and can also realize the protection of the probe in the flaw detection process and avoid damage.
The foregoing is merely a preferred embodiment of the present utility model, and it should be noted that the above-mentioned preferred embodiment should not be construed as limiting the utility model, and the scope of the utility model should be defined by the appended claims. It will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the spirit and scope of the utility model, and such modifications and adaptations are intended to be comprehended within the scope of the utility model.
Claims (8)
1. The probe layout system is used for rail flaw detection and is characterized by comprising a first phased array probe, a first normal ultra probe, a second normal ultra probe, a third normal ultra probe and a second phased array probe which are sequentially arranged in a straight line;
the refraction angle of the first phased array probe is 70 degrees;
the refraction angle of the second phased array probe is 70 degrees;
the refraction angle of the first normal ultra-probe is 37 degrees;
the refraction angle of the second normal ultrasonic probe is 0 degrees;
the refraction angle of the third normal ultra-probe is 37 degrees;
the first phased array probe and the second phased array probe face opposite directions;
the first and third ultra-probes face in opposite directions.
2. A probe layout system in accordance with claim 1, further comprising:
the fourth normal ultra-probe is arranged between the first normal ultra-probe and the second normal ultra-probe, and the refraction angle of the fourth normal ultra-probe is 70 degrees; and
a fifth ordinary super probe, the fifth ordinary super probe is arranged between the fourth ordinary super probe and the second ordinary super probe, and the refraction angle of the fifth ordinary super probe is 70 degrees;
wherein the fourth and fifth ultra-probes face in opposite directions.
3. A probe layout system according to claim 2 wherein the fourth, fifth and second ultra-probes are in a linear distribution.
4. A probe layout system according to claim 1 wherein the first and second phased array probes are offset by an angle of-30 ° to 30 ° along the rail extension direction.
5. A probe layout system in accordance with claim 1 wherein the first and second phased array probes are laterally offset by an adaptive distance of 0 to 8mm.
6. A flaw detection vehicle, comprising:
the car body runs on the steel rail;
the flaw detection trolley is arranged at the bottom of the vehicle body; and
the probe placement system of claim 3, disposed within a flaw detection cart.
7. The flaw detection vehicle according to claim 6, wherein the flaw detection vehicle is provided with a first driving wheel and a second driving wheel at the front end and the rear end respectively, the first driving wheel and the second driving wheel are connected through a belt, and the flaw detection vehicle moves on a steel rail through the belt;
the flaw detection trolley is also provided with a sliding shoe assembly, and the probe layout system is distributed in the sliding shoe assembly;
any one of the probes in the probe layout system is in contact with the belt.
8. The inspection vehicle of claim 7, wherein said slipper assembly comprises:
the first phased array probe and the first constant ultrasonic probe are arranged in the first sliding shoe;
the fourth normal ultra-probe and the fifth normal ultra-probe are arranged in the second sliding shoe;
the second constant ultrasonic probe and the third constant ultrasonic probe are arranged in the third sliding shoe;
and the second phased array probe is arranged in the fourth sliding shoe.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320534789.3U CN219565100U (en) | 2023-03-13 | 2023-03-13 | Probe layout system and flaw detection vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320534789.3U CN219565100U (en) | 2023-03-13 | 2023-03-13 | Probe layout system and flaw detection vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN219565100U true CN219565100U (en) | 2023-08-22 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320534789.3U Active CN219565100U (en) | 2023-03-13 | 2023-03-13 | Probe layout system and flaw detection vehicle |
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| Country | Link |
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| CN (1) | CN219565100U (en) |
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2023
- 2023-03-13 CN CN202320534789.3U patent/CN219565100U/en active Active
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