Friction roller and friction assembly structure for paint surface wear experiment

Abstract

The utility model relates to the technical field of paint surface detection, in particular to a friction roller and a friction assembly structure for a paint surface wear experiment. The friction roller for the paint surface wear experiment comprises a friction belt and a roller core, the roller core is of a cylindrical structure and forms a rotating center of the friction roller; a friction belt is fixed and wound on the roller core, and the wound friction belt and the roller core form a cylindrical structure with a friction layer on the side face to form the friction roller. When detection is needed, the friction roller is driven to rotate stably, the friction layer on the side wall of the friction roller is made to make contact with the paint surface sample, the rotating direction of the friction belt is made to be consistent with the winding direction, and the rotating friction roller rubs the paint surface sample. A uniform friction trace is formed by moving a sample, and then detection and evaluation are performed. When the side face of the friction roller is abraded, a paint surface sample cannot be accurately evaluated, and the abraded friction belt can be uncovered and torn off, so that the service life of the friction roller can be prolonged, and the experiment cost is reduced.

Description

Technical Field

[0001] This utility model relates to the field of paint surface testing technology, specifically to a friction roller and friction assembly structure for paint surface wear testing. Background Technology

[0002] Camouflage coatings are special coatings used to simulate and deceive enemy reconnaissance methods. These coatings are typically made from materials with special visual effects, simulating the appearance of various natural environments and object surfaces, making them undetectable to the naked eye. Camouflage coatings are widely used in the military field, primarily to protect military equipment and facilities, making them difficult for the enemy to detect. The main characteristics of camouflage coatings are as follows: 1. High Simulation: Camouflage coatings need to imitate the appearance of various natural environments and object surfaces, therefore they usually have strong visual simulation capabilities, making it difficult for the human eye to distinguish between real and fake targets. 2. Anti-interference: To improve the camouflage effect, modern camouflage coatings usually contain multiple anti-interference materials such as radiation-resistant, heat-resistant, and visible light-resistant materials, making it difficult for enemy detectors to detect the target. 3. Maintainability: Camouflage coatings are highly maintainable, and damaged parts can be repaired to a certain extent to maintain the camouflage state. 4. Versatility: Different camouflage coatings need to be developed according to different camouflage targets and scenarios, therefore camouflage coatings have high research and development and production costs. 5. Rapid Upgradability: As enemy detection technologies evolve, camouflage coatings also need constant updates to adapt to new detection methods. my country has extensive research and application experience in the field of camouflage coatings and has successfully developed a variety of high-performance camouflage coatings, providing effective protection for military equipment.

[0003] Paint testing is the process of inspecting the technical specifications of paint products. Here are some common paint testing methods: 1. Appearance inspection: Checking the paint's color, odor, density, viscosity, and other physical properties, as well as for defects such as bubbles and sediment. 2. Color difference inspection: Detecting the color deviation of the paint under different light sources and whether it conforms to the specified color difference range. 3. Weather resistance inspection: Checking the paint's performance under different weather conditions (such as sunlight, rain, cold, etc.), and whether problems such as fading, chalking, and cracking occur. 4. Adhesion inspection: Checking the adhesion between the paint and the surface of the coated object, including whether the coating is uniform and whether it will peel off. 5. Abrasion resistance inspection: Checking whether the paint will experience wear, peeling, blistering, or other problems during use. 6. Corrosion resistance inspection: Checking the paint's resistance to contact with chemicals such as acids, alkalis, and salts. 7. Flame retardancy inspection: Checking the paint's stability under combustion conditions, and whether it will produce dense smoke or toxic gases. 8. Impact resistance inspection: Checking the paint's durability under impact. 9. Rust Resistance Test: This tests the coating's ability to prevent rust when exposed to water or in humid environments. These are some common coating testing methods. Of course, there are other specialized testing methods; the specific method should be selected based on the characteristics of the coating product and its intended use.

[0004] The existing paint surface friction device requires complete replacement of the friction rollers after they wear out, which increases the testing cost. Summary of the Invention

[0005] To solve the above-mentioned technical problems, this utility model provides a friction roller for paint surface abrasion testing, used to conduct friction tests on paint surface samples. The friction roller for paint surface abrasion testing may include:

[0006] Friction belt and roller core;

[0007] The roller core has a cylindrical structure and forms the rotation center of the friction roller; a friction belt is fixed and wound on the roller core, and the wound friction belt and the roller core form a cylindrical structure with a friction layer on the side, thus constituting a friction roller.

[0008] Preferably, the thickness of the friction band is 0.5mm-5mm.

[0009] Preferably, the friction strip includes a friction part and an adhesive part, and a friction layer is provided on the outer side of the friction part, and the adhesive parts on the inner and outer layers can be bonded to each other.

[0010] Preferably, two adhesive portions can be provided and are disposed opposite to each other on both sides of the friction portion.

[0011] Preferably, the roller core is provided with a one-way bearing rod inside to restrict the grinding direction of the friction roller, and the one-way bearing rod is located at the center of the roller core.

[0012] Preferably, the two ends of the one-way bearing rod are coaxially fixedly connected to a polygonal prism.

[0013] This utility model also proposes a friction assembly structure for paint surface wear testing. When the friction assembly structure for paint surface wear testing is in operation, it includes: a mounting frame, a transmission part, and the friction roller for paint surface wear testing.

[0014] Mounting rack;

[0015] One side of the mounting bracket is equipped with a rotating bearing, and the central shaft of the transmission unit is coaxially fixedly connected to a multi-faceted hole; the other side of the mounting bracket has a through hole, and a sliding sleeve is slidably connected inside the through hole. The inner side of the sliding sleeve is connected to a rotating bearing, and the inner ring of the rotating bearing is fixedly connected to a multi-faceted hole column.

[0016] Preferably, a mounting groove is provided on the inner side of the mounting bracket below the sliding sleeve.

[0017] Preferably, the mounting bracket and the sliding sleeve can be attracted to each other by a magnet.

[0018] Preferably, the sliding sleeve is provided with a handle.

[0019] Preferably, the sliding sleeve is a multi-faceted structure or a cylindrical structure with a disc that restricts rotation.

[0020] The technical effects and advantages of this invention are as follows: When a friction test is required, the rotating friction roller contacts the surface of the paint sample. The rotation direction of the friction roller must be consistent with the winding direction of the friction tape to prevent the tape from loosening due to rotational friction. Uniform friction marks are formed by moving the sample, and then evaluation is performed. When the side of the friction roller wears down, the paint sample cannot be accurately evaluated. The worn friction tape can be peeled off, thus improving the service life of the friction roller and reducing the experimental cost. Attached Figure Description

[0021] Figure 1 This is a three-dimensional structural diagram of a friction roller for paint surface wear testing proposed in this utility model.

[0022] Figure 2 This is a three-dimensional structural diagram of a friction assembly structure for paint surface wear testing proposed in this utility model.

[0023] Figure 3 This is a schematic diagram of the internal structure of a friction assembly structure for paint surface wear testing proposed in this utility model.

[0024] Figure 4 for Figure 3 A magnified schematic diagram of the local structure of element a.

[0025] Figure 5 This is a schematic diagram of the use structure of a friction assembly structure for paint surface wear testing proposed in this utility model.

[0026] Explanation of reference numerals in the attached drawings: Friction belt 1, Friction part 2, Adhesive part 3, Roller core 4, One-way bearing rod 5, Polygonal prism 6, Mounting bracket 7, Transmission part 8, Rotating bearing 9, Polygonal hole 10, Prism prism 11, Sliding sleeve 12, Handle 13, Magnet 14, Base 15, Detection frame 16, Pushing component 17, Mounting bracket 18, Lifting drive component 19, Rotating drive component 20. Detailed Implementation

[0027] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are used only to explain this disclosure, and should not be construed as limiting this disclosure. Rather, embodiments of this disclosure include all variations, modifications, and equivalents falling within the spirit and scope of the appended claims. Example

[0028] refer to Figure 1 This embodiment proposes a friction roller for paint surface abrasion testing, used to conduct friction tests on paint surface samples. The friction roller for paint surface abrasion testing may include:

[0029] Friction belt 1 and roller core 4;

[0030] The roller core 4 is a cylindrical structure and forms the rotation center of the friction roller. The roller core 4 can be made of plastic or metal, requiring a certain degree of rigidity to prevent easy deformation; specific details are omitted here. A friction belt 1 is fixedly and wound around the roller core 4. The wound friction belt 1 and the roller core 4 form a cylindrical structure with a friction layer on the side, thus constituting the friction roller. When a friction experiment is required, the rotating friction roller is brought into contact with the surface of the paint sample. At this time, the rotation direction of the friction roller must be consistent with the winding direction of the friction belt 1 to prevent the friction belt 1 from loosening due to rotational friction. As is well known, when the rotation direction of the friction roller is consistent with the winding direction of the friction belt 1, the wound friction belt 1 will not loosen due to rotational friction; it will only tighten or stabilize to a taut state; specific details are omitted here. To avoid fluctuations in friction during the rotation of the friction roller, the rotation speed of the friction roller needs to be limited, specifically based on the diameter of the friction roller (details omitted here). Simultaneously, the thickness of the friction belt 1 can be reduced, typically maintained between 0.5mm and 5mm, although other thicknesses are possible (details omitted here). To increase the stability of the friction belt 1, it includes a friction part 2 and an adhesive part 3. A friction layer is provided on the outward-facing side of the friction part 2, and the adhesive parts 3 on the inner and outer layers can adhere to each other, thus forming a stable cylindrical structure between the friction belt 1 and the roller core 4, preventing the friction roller from becoming loose. Two adhesive parts 3 can be provided, positioned opposite each other on both sides of the friction part 2. The friction part 2 and adhesive parts 3 can be integrally formed, facilitating processing and increasing the stability of the friction roller. The thickness of the friction part 2 is greater than that of the adhesive part 3 to avoid frictional interference. Alternatively, only one adhesive part 3 can be provided, but the stability is not as good as symmetrically arranged two adhesive parts 3. The roller core 4 and the friction belt 1 can be fixedly clamped together (details omitted here).

[0031] The roller core 4 can be nested with a one-way bearing rod 5, which is located at the center of the roller core 4. The one-way bearing rod 5 restricts the grinding direction of the friction roller, thereby preventing the friction belt 1 from loosening due to reverse rotation of the friction roller and ensuring the integrity and stability of the friction roller. Both ends of the one-way bearing rod 5 are coaxially fixedly connected to polygonal prisms 6, which facilitate the installation and transmission of the friction roller. When testing is required, the friction roller is driven to rotate stably, and its sidewall friction layer contacts the paint sample, making the rotation direction of the friction belt 1 consistent with the winding direction. The rotating friction roller rubs the paint sample. By moving the sample, uniform friction marks are formed, which are then evaluated. When the side of the friction roller is worn, the paint sample cannot be accurately evaluated. The worn friction belt 1 can be peeled off, thereby improving the service life of the friction roller and reducing the experimental cost. Example

[0032] refer to Figures 2-4 The friction assembly structure for the paint wear test includes: a mounting frame 7, a transmission part 8, and the friction roller for the paint wear test.

[0033] Mounting frame 7 forms the mounting base. Mounting frame 7 can be a gantry structure. A rotating bearing 9 is installed inside one side of mounting frame 7. A multi-faceted hole 10 is coaxially and fixedly connected to the central shaft of the transmission unit 8. The multi-faceted hole 10 is fixedly connected inside the inner ring of the rotating bearing 9. A multi-faceted prism 6 can be fitted into the multi-faceted hole 10 to mount the friction roller. A through hole is provided on the other side of mounting frame 7. A sliding sleeve 12 is slidably connected inside the through hole. The sliding sleeve 12 can be a multi-faceted structure or a cylindrical structure with a disc that restricts rotation. The sliding sleeve 12 can slide on mounting frame 7. A rotating bearing 9 is connected to the inner side of the sliding sleeve 12. A prism 11 is fixedly connected to the inner ring of the rotating bearing 9. The multi-faceted prism 6 of the friction roller can be fitted into the prism 11. The multi-faceted prism 6, the multi-faceted hole 10, and the prism 11 cannot rotate relative to each other, thus completing the transmission. Pulling the sliding sleeve 12 outward increases the distance between the two rotating bearings 9, making the gap greater than the length between the two polygonal prisms 6. The friction roller is then placed between the two sides of the mounting frame 7. Pushing the sliding sleeve 12 inward brings the two rotating bearings 9 closer together, allowing the polygonal prisms 6 at both ends of the friction roller to fit between the polygonal holes 10 and the prism 11, thus completing the installation of the friction roller. Transmission is achieved through the transmission unit 8, driving the friction roller to rotate. To increase the stability of the sliding sleeve 12, an installation groove is provided on the inner side of the mounting frame 7 below the sliding sleeve 12, facilitating the installation of the polygonal prisms 6. Magnets 14 can be installed between the mounting frame 7 and the sliding sleeve 12 for attraction. This attraction prevents the sliding sleeve 12 from slipping off. Two magnets 14 can be provided, positioned between corresponding mounting frames 7 and magnets 14, or one magnet can be provided, for example, installed on the sliding sleeve 12. Corresponding positions on the mounting frame 7 are provided with iron plates, etc., details of which are not elaborated here. The sliding sleeve 12 may also be provided with a handle 13. The handle 13 facilitates the pushing and pulling of the sliding sleeve 12, making its installation convenient and quick. Example

[0034] refer to Figure 5 When assembling the friction assembly structure for the paint wear test into experimental equipment, additional components are required, including a base 15, a mounting frame 18, a lifting drive component 19, and a pusher component 17.

[0035] The base 15 is used to form a supporting foundation. The base 15 can be a horizontally placed flat plate structure, which will not be described in detail here.

[0036] Mounting bracket 18 is fixedly connected to base 15 to facilitate the installation and support of components. Mounting bracket 18 can be a gantry structure, which will not be described in detail here.

[0037] Mounting bracket 7 is height-adjustable and mounted on mounting bracket 18. A rotary drive structure and a friction roller are mounted on it. The rotary drive structure and the friction roller are connected by a transmission unit 8, which can be a belt combination structure or a gear combination structure. Details will not be elaborated here.

[0038] The lifting drive component 19 is mounted on the mounting frame 18, and its output end is fixedly connected to the mounting frame 7. It is used to drive the mounting frame 7 to lift and lower. The lifting drive component 19 can be an electric telescopic rod, a hydraulic rod, etc., which will not be described in detail here. A pressure sensor for sensing frictional pressure can be installed between the output end of the lifting drive component 19 and the mounting frame 7. The pressure sensor can sense the downward frictional force of the mounting frame 7 and then perform quantitative pressure control.

[0039] The testing frame 16 is slidably placed on the base 15. The testing frame 16 can be a horizontally placed plate structure. The testing frame 16 is used to place paint samples. The testing frame 16 is provided with clamps for fixing the paint samples. When it is necessary to test the paint samples, the paint samples can be fixed on the testing frame 16 by the clamps. The clamps are existing technology and will not be described in detail here.

[0040] The pusher 17 is mounted on the base 15 and connected to the testing frame 16. The pusher 17 is used to drive the testing frame 16 to slide linearly. The pusher 17 can be an electric telescopic rod, a hydraulic rod, or other rods that can be quantitatively controlled to drive the device; details will not be elaborated here.

[0041] The lifting drive 19, pushing component 17, rotating drive 20, and pressure sensor can be electrically connected to a controller. The controller can be used to control the extension and retraction of the lifting drive 19 and pushing component 17, and to obtain the pressure from the pressure sensor. When a paint sample needs to be tested, the paint sample is placed on the testing frame 16, and then the paint sample is fixed on the testing frame 16 by a clamping component. Then, according to the testing requirements, the friction pressure F is set by the controller. The corresponding testing pressure values ​​for various paint samples are existing technologies and will not be elaborated here. Then, the lifting drive 19 is extended by the controller to make the friction roller contact the paint sample on the testing frame 16, and the lifting drive 19 stops driving when the pressure sensor reaches F. The details are not elaborated here. According to the preset friction amount, the rotating drive 20 is activated to drive the friction roller to rotate and rub the paint sample, and the pushing component 17 is activated to push the testing frame 16 and the paint sample to move and form linear friction marks. The friction marks formed have uniform friction and are easy to observe. They can adapt to sloping paint samples and the testing is fast.

[0042] It should be understood that the various forms of processes shown above can be used to rearrange, add, or delete steps. For example, the steps described in this disclosure can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution disclosed in this disclosure can be achieved, and this is not limited herein.

[0043] The specific embodiments described above do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this disclosure should be included within the scope of protection of this disclosure.

Claims

1. A friction roller for a paint abrasion test, characterized by, The friction roller used for the paint surface abrasion test includes: Friction belt and roller core; The roller core has a cylindrical structure and forms the rotation center of the friction roller; a friction belt is fixed and wound on the roller core, and the wound friction belt and the roller core form a cylindrical structure with a friction layer on the side.

2. The friction roller for a paint abrasion test according to claim 1, wherein The thickness of the friction band is 0.5mm-5mm.

3. The friction roller for paint surface abrasion testing according to claim 1, characterized in that, The friction strip includes a friction part and an adhesive part. A friction layer is provided on the outer side of the friction part, and the adhesive parts on the inner and outer layers are bonded to each other.

4. The friction roller for paint surface abrasion testing according to claim 3, characterized in that, Two adhesive portions are provided and located on both sides of the friction portion.

5. A friction roller for paint surface abrasion testing according to claim 1, characterized in that, The roller core is equipped with a one-way bearing rod that restricts the grinding direction of the friction roller.

6. A friction roller for paint surface abrasion testing according to claim 5, characterized in that, The two ends of the one-way bearing rod are coaxially fixedly connected to polygonal prisms.

7. A friction assembly structure for paint surface wear testing, characterized in that, The friction assembly structure used in the paint wear test includes, during operation: a mounting bracket, a transmission unit, and... The friction roller for paint surface abrasion testing as described in claim 6; The mounting bracket has a rotating bearing installed on one side, and the central shaft of the transmission unit is coaxially fixedly connected to a multi-faceted hole; the other side of the mounting bracket has a through hole, and a sliding sleeve is slidably connected inside the through hole. The rotating bearing is connected to the inner side of the sliding sleeve, and a multi-faceted hole column is fixedly connected to the inner ring of the rotating bearing.

8. The friction assembly structure for paint surface wear testing according to claim 7, characterized in that, An installation groove is provided on the inner side of the mounting bracket below the sliding sleeve.

9. The friction assembly structure for paint surface wear testing according to claim 7, characterized in that, The mounting bracket and the sliding sleeve are fixed together by magnetic attraction.

10. The friction assembly structure for paint surface wear testing according to claim 7, characterized in that, The sliding sleeve is a multi-faceted structure or a cylindrical structure with a disc that restricts rotation.

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