Aircraft head umbrella rib and umbrella

Abstract

The utility model relates to the field of umbrella ribs, in particular to an airplane head umbrella rib and an umbrella, which comprises a secondary tail end framework and a tail end framework, and a first hinge seat is fixed on the secondary tail end framework; the aircraft head assembly comprises a connecting seat, a sliding seat and a driving pull rod; the connecting base is fixed to the other end of the tail end framework, the sliding base is arranged on the tail end framework in a sliding mode, a first hinge base is arranged on the secondary tail end framework, one end of the driving pull rod is hinged to the first hinge base, and the other end of the driving pull rod is connected to the sliding base; a first bending part and a second bending part are arranged on the two sides of the connecting base and the sliding base respectively, a supporting arm is connected between the first bending part and the second bending part on the same side, a third bending part is arranged on the supporting arm, the supporting arm is in the minimum size state under the constraint of external force, and a supporting pocket is correspondingly arranged at the end of the umbrella cover. The aircraft head assembly is driven to enter the supporting pocket in the bound state; the supporting arms incline outwards in the natural state, and it is ensured that the aircraft head assembly is not separated from the umbrella cover.

Description

Technical Field

[0001] This utility model relates to the field of umbrella ribs, specifically to an aircraft nose umbrella rib and umbrella fitting. Background Technology

[0002] The ribs are the main structure supporting the umbrella canopy. They consist of multiple thin rods distributed around the canopy to collectively support it. One end of each rib connects to the upper canopy fin, while the other end connects to the center or lower canopy fin, forming a stable support structure. The ribs are typically arranged according to the size and shape of the canopy to ensure its flatness and stability.

[0003] The umbrella ribs are mainly composed of main ribs, branch ribs, and hinges. The main ribs, as the primary support for the canopy, are typically made of high-strength materials such as aluminum alloy, stainless steel, fiberglass, or carbon fiber. These materials are chosen to ensure the ribs are strong and durable enough to withstand various weather conditions. The branch ribs are located between the main ribs, serving to connect and support the canopy, ensuring it remains flat and stable.

[0004] The connection between the edge of the umbrella canopy and the umbrella ribs is mainly achieved by sewing umbrella beads onto the edge of the canopy. The umbrella beads are then inserted into the umbrella ribs. As the usage time increases, the umbrella beads are more likely to fall off the canopy, causing the edge of the canopy to lose its connection with the umbrella ribs. At the same time, the umbrella beads may also fall off the umbrella ribs during use, affecting the use of the umbrella. Utility Model Content

[0005] The purpose of this utility model is to provide an aircraft nose parachute rib and parachute, which aims to improve the problem that as the time of use increases, the parachute beads are more likely to fall off from the parachute canopy, causing the edge of the parachute canopy to lose its connection with the parachute rib. At the same time, the parachute beads also fall off from the parachute rib during use, which affects the use of the parachute.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] An aircraft nose parachute rib includes a frame that is hinged sequentially from the center of the parachute outwards.

[0008] The frame includes a secondary end frame and an end frame, and a first hinge seat is fixed on the secondary end frame;

[0009] It also includes an aircraft nose assembly, which includes a connecting seat, a sliding seat, and a drive rod; the connecting seat is fixed to the end of the end frame, the sliding seat is slidably disposed on the end frame, one end of the drive rod is hinged to a first hinge seat, and the other end of the drive rod is connected to the sliding seat;

[0010] The connecting seat and the sliding seat are respectively provided with a first bending part and a second bending part on both sides, and a support arm is connected between the first bending part and the second bending part on the same side, and a third bending part is provided on the support arm.

[0011] Furthermore, the two ends of the support arm are provided with inclined surfaces, which are located on the sides of the first bend and the second bend, and on the side of the support arm facing the end frame.

[0012] Furthermore, the sliding seat includes a seat body, on which a guide block is connected.

[0013] The base body has a sliding channel, the guide block has a guide groove, the guide groove is connected to the sliding channel and extends in the same direction as the guide channel, and the end frame passes through the guide groove and the guide channel and extends outward.

[0014] Furthermore, the sliding seat has an adjustment channel that passes through the sliding seat and extends along the length of the end frame, and the other end of the drive rod passes through the adjustment channel.

[0015] Furthermore, the end frame is provided with a limiting block, and the limiting block has a limiting channel. The other end of the drive rod passes through the limiting channel and is connected to the sliding seat.

[0016] Furthermore, the skeleton also includes a connecting skeleton and a driving skeleton;

[0017] One end of the connecting frame is hinged to the outer upper nest, the other end of the connecting frame is hinged to one end of the secondary end frame, and the other end of the secondary end frame is hinged to one end of the end frame; one end of the driving frame is hinged to the connecting frame, a first pull rod is connected between one end of the driving frame and one end of the secondary end frame, and a second pull rod is connected between the other end of the connecting frame and one end of the end frame; the other end of the driving frame is hinged to the outer lower nest.

[0018] Furthermore, one end of the end frame is provided with a second hinge seat, the second hinge seat is provided with a first hinge arm, the other end of the sub-end frame is provided with a second hinge arm at intervals, the second hinge arm is fitted to both sides of the first hinge arm, and a first hinge rod is inserted between the second hinge arm and the first hinge arm.

[0019] The second hinge seat is provided with a first hanging arm at intervals, and a first hanging rod is inserted into the first hanging arm. One end of the second pull rod is wrapped around the periphery of the first hanging rod.

[0020] Furthermore, the end of the first hanging arm is inclined toward the direction of the secondary end frame.

[0021] Furthermore, one end of the secondary end frame is provided with a third hinge seat, the third hinge seat is provided with a third hinge arm, the other end of the connecting frame is provided with a fourth hinge arm at intervals, the fourth hinge arm is fitted to both sides of the third hinge arm, and a second hinge rod is inserted between the fourth hinge arm and the third hinge arm.

[0022] The third hinge seat is provided with a second hanging arm at intervals. The second hanging arm is located outside the third hinge arm. A second hanging rod is inserted between the second hanging arms. One end of the first pull rod is wrapped around the periphery of the second hanging rod.

[0023] To achieve the above objectives, the present invention also adopts the following technical solution:

[0024] An umbrella includes a canopy and the aircraft nose ribs, wherein a support pocket is provided at the bottom end of the canopy, the opening of the support pocket faces the inside of the canopy, and the aircraft nose assembly is inserted into the support pocket through the opening.

[0025] By adopting the above technical solution, this utility model has the following advantages compared with the prior art:

[0026] 1. The support arm is in an active state through the first, second, and third bends. Under external force restraint, it is in its minimum size state. Correspondingly, a support pocket is set at the end of the canopy. Under restraint, the aircraft nose assembly is driven into the support pocket. Since the first and second bends have a certain thickness, the support arm tilts outward at a certain angle in its natural state, so that the size of the aircraft nose assembly is larger than the opening of the support pocket, ensuring that the aircraft nose assembly does not detach from the canopy.

[0027] 2. In the closed state, the end frame and the secondary end frame move closer to each other, and the drive rod pushes the sliding seat closer to the connecting seat, causing the support arm to fold in half and reducing the size of the end of the third rib. In the open state, the angle between the third rib and the second rib increases, and the drive rod pulls the sliding seat away from the connecting seat, causing the two ends of the support arm to separate and form a triangular support structure, which increases the contact area between the aircraft nose assembly and the canopy and provides good support for the canopy. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of the aircraft nose parachute rib in the open state according to the present invention;

[0029] Figure 2 This is a schematic diagram of the retracted state structure of the aircraft nose parachute ribs according to the present invention.

[0030] Figure 3 This is a schematic diagram of the aircraft nose assembly of the aircraft nose parachute ribs described in this utility model.

[0031] Figure 4 This is a schematic diagram of the umbrella in the open state of the present invention;

[0032] Figure 5 This is a schematic diagram of the umbrella in the closed state of the present invention.

[0033] Explanation of reference numerals in the attached figures:

[0034] 1. Connecting frame; 11. Hanging hole; 12. Fourth hinge arm;

[0035] 2. Secondary end frame; 21. First hinge seat; 22. Second hinge arm; 23. Third hinge seat; 231. Third hinge arm; 232. Second hinge rod; 233. Second hanging arm; 234. Second hanging rod;

[0036] 3. End frame; 31. Limiting block; 311. Limiting channel; 32. Second hinge seat; 321. First hinge arm; 322. First hinge rod; 323. First hanging arm; 324. First hanging rod;

[0037] 4. Drive frame;

[0038] 5. First pull rod;

[0039] 6. Second pull rod;

[0040] 7. Aircraft nose assembly; 71. Connecting seat; 711. First bend; 72. Sliding seat; 721. Seat body; 7211. Second bend; 7212. Sliding channel; 722. Guide block; 7221. Guide groove; 723. Adjustment channel; 73. Drive rod; 74. Support arm; 741. Third bend; 742. Inclined surface;

[0041] 8. Umbrella canopy; 81. Support pocket; 811. Pocket opening. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this utility model and are not intended to limit this utility model.

[0043] Additionally, it should be noted that the terms "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" are all based on the orientation or positional relationship shown in the accompanying drawings. They are merely for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element of this utility model must have a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0044] When an element is referred to as being "fixed to," "set on," or "contained on" another element, it can be directly on or indirectly on that other element. When an element is referred to as being "connected to," it can be directly connected to or indirectly connected to that other element.

[0045] Unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0046] Example

[0047] Please refer to Figure 1-5 As shown, this embodiment provides an aircraft nose parachute rib, including a frame that is hinged sequentially from the center of the parachute outwards. Specifically, the frame includes a secondary end frame 2 and an end frame 3, with a first hinge seat 21 fixed on the secondary end frame 2. Further, the aircraft nose parachute rib also includes an aircraft nose assembly 7, which includes a connecting seat 71, a sliding seat 72, and a drive rod 73. The connecting seat 71 is fixed to the end of the end frame 3; the sliding seat 72 is slidably disposed on the end frame 3; one end of the drive rod 73 is hinged to the first hinge seat 21, and the other end of the drive rod 73 is connected to the sliding seat 72. A first bend 711 and a second bend 7211 are respectively provided on both sides of the connecting seat 71 and the sliding seat 72; a support arm 74 is connected between the first bend 711 and the second bend 7211 on the same side, and a third bend 741 is provided on the support arm 74.

[0048] In this embodiment, the first bending portion 711, the second bending portion 7211, and the third bending portion 741 are all bending segments. The support arm 74, the connecting seat 71, the sliding seat 72, and the support arm 71 itself are connected through these bending segments, effectively reducing the structural complexity of the aircraft nose assembly 7 and lowering the molding difficulty and production cost. In this embodiment, the thickness of the bending segment is less than the thickness of the support arm 74. In this embodiment, there is one third bending portion 741. Similarly, there can be two or more third bending portions 741, setting the support arm as a polygonal support arm to further increase the support area of ​​the support arm. Furthermore, the number of third bending portions 741 is (2n+1), where n is a positive integer greater than or equal to 0. Setting an odd number of third bending portions 741 ensures that the support arm 74 can be folded in the parachute-folded state, reducing the size of the end of the end frame 3.

[0049] Please refer to Figure 4 and Figure 5 As shown, the support arm 74 is in an active state through the first bend 711, the second bend 7211, and the third bend 741. Under external force restraint, it is in its minimum size state. Correspondingly, a support pocket 81 is provided at the end of the canopy 8. Under the restraint state, the aircraft nose assembly 7 is driven into the support pocket 81. Since the first bend 711 and the second bend 7211 have a certain thickness, the support arm 74 tilts outward at a certain angle in its natural state, so that the size of the aircraft nose assembly 7 is larger than the opening 811 of the support pocket 81, ensuring that the aircraft nose assembly 7 does not detach from the canopy 8.

[0050] In the closed state, the end frame 3 and the secondary end frame 2 move closer to each other, and the drive rod 73 pushes the sliding seat 72 closer to the connecting seat 71, causing the support arm 74 to fold in half and reducing the size of the end of the third rib. In the open state, the angle between the third rib and the second rib increases, and the drive rod 73 pulls the sliding seat 72 away from the connecting seat 71, causing the two ends of the support arm 74 to separate, forming a triangular support structure, which increases the contact area between the aircraft nose assembly 7 and the canopy 8, and provides good support for the canopy 8.

[0051] Specifically, the skeleton also includes a connecting skeleton 1 and a driving skeleton 4. One end of the connecting skeleton 1 is hinged to the external upper nest, and the other end of the connecting skeleton 1 is hinged to one end of the secondary end skeleton 2. The other end of the secondary end skeleton 2 is hinged to one end of the end skeleton 3, that is, the secondary end skeleton 2 and the connecting seat are respectively connected to the two ends of the end skeleton. One end of the driving skeleton 4 is hinged to the connecting skeleton 1. A first pull rod 5 is connected between one end of the driving skeleton 4 and one end of the secondary end skeleton 2, and a second pull rod 6 is connected between the other end of the connecting skeleton 1 and one end of the end skeleton 3; the other end of the driving skeleton 4 is hinged to the external lower nest.

[0052] The first pull rod 5 connects the ends of the drive frame 4 and the secondary end frame 2, and the second pull rod 6 connects the ends of the connecting frame 1 and the end frame 3. Under the drive of the lower nest, the drive frame 4 drives the opening and closing of the connecting frame 1, the secondary end frame 2 and the end frame 3 through the first pull rod 5 and the second pull rod 6.

[0053] Please refer to Figure 1-3As shown, furthermore, the support arm 74 has inclined surfaces 742 at both ends. The inclined surfaces 742 are located on the sides of the first bend 711 and the second bend 7211, and on the side of the support arm 74 facing the end frame 3. The inclined surfaces 742 at the ends of the support arm 74 facing the end frame 3 allow the support arm 74 to fit as closely as possible to the end frame 3 when the aircraft nose assembly 7 is in a restrained state, thereby minimizing the size of the aircraft nose assembly 7 in the restrained state, thus reducing the size of the opening 811 of the support pocket 81, and further ensuring that the aircraft nose assembly 7 does not detach from the canopy 8.

[0054] In this embodiment, the sliding seat 72 includes a seat body 721, on which a guide block 722 is connected. A sliding channel 7212 is formed on the seat body 721, and a guide groove 7221 is formed on the guide block 722. The guide groove 7221 communicates with the sliding channel 7212 and extends in the same direction as the guiding channel. The end frame 3 passes through the guide groove 7221 and the guiding channel and extends outward. The sliding seat 72 reciprocates on the end frame 3 via the sliding channel 7212. The guide groove 7221 on the guide block 722 increases the contact length between the sliding seat 72 and the end frame 3, guiding the sliding seat 72 and ensuring the accuracy of the sliding seat 72 in the direction of movement.

[0055] An adjustment channel 723 is provided on the sliding seat 72, extending through the sliding seat 72 and along the length of the end frame 3. The other end of the drive rod 73 passes through the adjustment channel 723. The other end of the drive rod 73 moves back and forth within the adjustment channel 723. In the closed state, the other end of the drive rod 73 abuts against the front side wall of the adjustment channel 723, providing a pushing force to the sliding seat 72 toward the connecting seat 71, pushing the sliding seat 72 closer to the connecting seat 71, controlling the front and rear ends of the support arm 74 to move closer together, causing the support arm 74 to close and reducing the size of the end of the end frame 3. In the open state, the other end of the drive rod 73 abuts against the rear side wall of the adjustment channel 723, providing a pulling force to the sliding seat 72 away from the connecting seat 71, pulling the sliding seat 72 away from the connecting seat 71, controlling the front and rear ends of the support arm 74 to separate, causing the support arm 74 to open and support the umbrella surface 8.

[0056] A limiting block 31 is provided on the end frame 3, and a limiting channel 311 is formed on the limiting block 31. In this embodiment, the limiting channel 311 is located below the end frame 3. The other end of the drive rod 73 passes through the limiting channel 311 and is connected to the sliding seat 72. The limiting channel 311 guides the drive rod 73 to ensure that the force provided by the drive rod 73 to the sliding seat 72 is in the same direction as the extension of the third rod, thereby reducing energy loss.

[0057] In this embodiment, one end of the end frame 3 is provided with a second hinge seat 32, and the second hinge seat 32 is provided with a first hinge arm 321. The other end of the secondary end frame 2 is provided with a second hinge arm 22 at a distance, and the second hinge arm 22 is fitted against both sides of the first hinge arm 321. A first hinge rod 322 is inserted between the second hinge arm 22 and the first hinge arm 321. The first hinge rod 322 limits the second hinge arm 22 and the first hinge arm 321, ensuring that one end of the end frame 3 can be flipped around the first hinge arm 321 and the second hinge arm 22.

[0058] A first hanging arm 323 is spaced apart on the second hinge seat 32, and a first hanging rod 324 is inserted into the first hanging arm 323. One end of the second pull rod 6 is wrapped around the periphery of the first hanging rod 324. In this embodiment, the end of the first hanging arm 323 is inclined toward the direction of the secondary end frame 2. This ensures that the pulling force provided by the second pull rod 6 to the end frame 3 in the umbrella-open state is consistent with its own extension direction, ensuring that the second pull rod 6 provides a stable pulling force to the end frame 3 and avoids deformation of itself, which would affect the linkage between the end frame 3 and the connecting frame 1.

[0059] One end of the secondary end frame 2 is provided with a third hinge seat 23, on which a third hinge arm 231 is provided. The other end of the connecting frame 1 is provided with a fourth hinge arm 12 at intervals. The fourth hinge arm 12 is fitted against both sides of the third hinge arm 231. A second hinge rod 232 is inserted between the fourth hinge arm 12 and the third hinge arm 231. The second hinge rod 232 limits the fourth hinge arm 12 and the third hinge arm 231, ensuring that one end of the secondary end frame 2 can be flipped around the fourth hinge arm 12 and the third hinge arm 231.

[0060] The third hinge seat 23 is provided with second hanging arms 233 at intervals. The second hanging arms 233 are located outside the third hinge arm 231. Second hanging rods 234 are inserted between the second hanging arms 233. One end of the first pull rod 5 is wrapped around the circumference of the second hanging rod 234. Further, the other end of the connecting frame 1 has multiple hanging holes 11, which are arranged at intervals along the length of the connecting frame 1. The other end of the second pull rod 6 is hung on one of the hanging holes 11. In this embodiment, there are three hanging holes 11, and the other end of the second pull rod 6 is hung in the hanging hole 11 located on the outside. By changing the hanging position of the other end of the second pull rod 6, the tension of the second pull rod 6 can be adjusted to accommodate second pull rods 6 of different lengths, while ensuring that the end frame 3 moves stably with the movement of the connecting frame 1.

[0061] Please refer to Figure 4 and Figure 5As shown, this embodiment also discloses an umbrella, including an umbrella canopy 8 and the aforementioned aircraft nose ribs. A support pocket 81 is provided at the bottom end of the umbrella canopy 8, with the opening 811 of the support pocket facing inwards towards the umbrella canopy 8. The aircraft nose assembly 7 passes through the opening 811 and is embedded within the support pocket 81. The support pocket 81 on the umbrella canopy 8 connects to the aircraft nose assembly 7 of the aircraft nose ribs. The elasticity of the aircraft nose assembly 7 allows it to be secured within the support pocket 81, ensuring a stable connection between the umbrella canopy 8 and the aircraft nose ribs.

[0062] The above description is merely a preferred embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. An aircraft nose parachute rib, comprising a frame hinged sequentially from the center of the parachute outwards, characterized in that, The frame includes a secondary end frame and an end frame, and a first hinge seat is fixed on the secondary end frame; It also includes an aircraft nose assembly, which includes a connecting seat, a sliding seat, and a drive rod; the connecting seat is fixed to the end of the end frame, the sliding seat is slidably disposed on the end frame, one end of the drive rod is hinged to a first hinge seat, and the other end of the drive rod is connected to the sliding seat; The connecting seat and the sliding seat are respectively provided with a first bending part and a second bending part on both sides, and a support arm is connected between the first bending part and the second bending part on the same side, and a third bending part is provided on the support arm.

2. The aircraft nose parachute rib according to claim 1, characterized in that: The support arm has inclined surfaces at both ends. The inclined surfaces are located on the sides of the first bend and the second bend, and on the side of the support arm facing the end frame.

3. The aircraft nose parachute rib according to claim 1, characterized in that: The sliding seat includes a seat body, on which a guide block is connected. The base body has a sliding channel, the guide block has a guide groove, the guide groove is connected to the sliding channel and extends in the same direction as the guide channel, and the end frame passes through the guide groove and the guide channel and extends outward.

4. The aircraft nose parachute rib according to claim 1, characterized in that: An adjustment channel is provided on the sliding seat. The adjustment channel passes through the sliding seat and extends along the length of the end frame. The other end of the drive rod passes through the adjustment channel.

5. The aircraft nose parachute rib according to claim 1, characterized in that: The end frame is provided with a limiting block, and a limiting channel is opened on the limiting block. The other end of the drive rod passes through the limiting channel and is connected to the sliding seat.

6. The aircraft nose parachute rib according to claim 1, characterized in that: The skeleton also includes a connecting skeleton and a driving skeleton; One end of the connecting frame is hinged to the outer upper nest, the other end of the connecting frame is hinged to one end of the secondary end frame, and the other end of the secondary end frame is hinged to one end of the end frame; one end of the driving frame is hinged to the connecting frame, a first pull rod is connected between one end of the driving frame and one end of the secondary end frame, and a second pull rod is connected between the other end of the connecting frame and one end of the end frame; the other end of the driving frame is hinged to the outer lower nest.

7. The aircraft nose parachute rib according to claim 6, characterized in that: One end of the end frame is provided with a second hinge seat, and the second hinge seat is provided with a first hinge arm. The other end of the sub-end frame is provided with a second hinge arm at intervals. The second hinge arm is fitted to both sides of the first hinge arm, and a first hinge rod is inserted between the second hinge arm and the first hinge arm. The second hinge seat is provided with a first hanging arm at intervals, and a first hanging rod is inserted into the first hanging arm. One end of the second pull rod is wrapped around the periphery of the first hanging rod.

8. The aircraft nose parachute rib according to claim 7, characterized in that: The end of the first hanging arm is inclined toward the direction of the secondary end frame.

9. The aircraft nose parachute rib according to claim 1, characterized in that: One end of the secondary end frame is provided with a third hinge seat, and the third hinge seat is provided with a third hinge arm. The other end of the connecting frame is provided with a fourth hinge arm at intervals. The fourth hinge arm is fitted to both sides of the third hinge arm. A second hinge rod is inserted between the fourth hinge arm and the third hinge arm. The third hinge seat is provided with a second hanging arm at intervals. The second hanging arm is located outside the third hinge arm. A second hanging rod is inserted between the second hanging arms. One end of the first pull rod is wrapped around the periphery of the second hanging rod.

10. An umbrella, characterized in that, The canopy includes an umbrella canopy and the aircraft nose ribs as described in any one of claims 1-9. A support pocket is provided at the bottom end of the umbrella canopy, with the opening of the support pocket facing the inside of the umbrella canopy. The aircraft nose assembly passes through the opening and is embedded in the support pocket.

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