Aircraft door protection devices and methods, access ports, ground equipment, electronic equipment

Abstract

This application relates to the field of ground equipment technology, and in particular to an aircraft door protection device and method, an aircraft receiving port, aviation ground equipment, and electronic equipment. The aircraft door protection device includes a deployment mechanism, a return mechanism, and a detection element. The deployment mechanism includes a deployment section and a power conversion section. One end of the deployment section is connected to the receiving platform, and the power conversion section is connected to the deployment section. The return mechanism includes a return power source and a return linkage section. One end of the return power source is connected to the receiving platform, and the other end is connected to the return linkage section, so that the return linkage section contacts and drives the deployment section to retract, and the power conversion section stores power. The power conversion section can release power to extend the deployment section. The detection element is used to detect the downward movement signal after the deployment section extends to determine whether the aircraft door protection action has been triggered. This eliminates the need for on-site deployment or retraction by personnel, reducing workload.

Description

Technical Field

[0001] This application relates to the field of ground equipment technology, and in particular to an aircraft door protection device and protection method, an access port, aviation ground equipment, and electronic equipment. Background Technology

[0002] When an aircraft docks at ground facilities and its cabin doors are opened, the doors will be above the floor of the arrival platform. During passenger boarding or cargo loading, the aircraft will descend, and the cabin doors will also descend with the aircraft. This may cause the cabin doors to fall onto the floor of the arrival platform, resulting in damage to the cabin doors.

[0003] Currently, after aircraft ground equipment docks with an aircraft, workers typically place a safety boot on the receiving platform floor to sense the descent of the aircraft door. Once the ground equipment has completed the docking and the aircraft door opens, if the safety boot's protective mechanism is triggered, it lowers the receiving platform a certain distance, preventing a collision between the aircraft door and the platform floor. Before the ground equipment removes the aircraft, workers retrieve the safety boot from the bottom of the aircraft door and return it to its original position. This manual placement and retrieval of the safety boot not only increases the workload of workers but also prevents the application of unmanned aerial ground equipment and technology. Summary of the Invention

[0004] The purpose of this application is to provide an aircraft door protection device and method, an access port, and aviation ground equipment to alleviate the technical problem of increased workload for workers caused by the manual deployment and retrieval of safety boots in the prior art.

[0005] To achieve the above objectives, this application provides an aircraft door protection device, comprising:

[0006] The delivery mechanism includes a delivery section and a power conversion section, one end of the delivery section is used to connect to the receiving platform, and the power conversion section is connected to the delivery section.

[0007] The return mechanism includes a return power source and a return linkage unit. One end of the return power source is connected to the receiving platform, and the other end of the return power source is connected to the return linkage unit, so that the return linkage unit contacts and drives the delivery unit to retract, and the power conversion unit stores power; the power conversion unit can release power to extend the delivery unit.

[0008] The detection element is used to detect the downward movement signal after the delivery part extends to determine whether the aircraft door protection action has been triggered.

[0009] In one embodiment of this application, the aircraft door protection device further includes a mounting bracket for connection to a receiving platform, wherein the deployment unit, the return linkage unit, and the return power source are all connected to the mounting bracket.

[0010] In one embodiment of this application, the delivery part includes an extension and a connecting part. The extension is located at one end of the connecting part, and the other end of the connecting part is movably connected to the mounting bracket. The return linkage part cooperates with the connecting part to drive the extension to move.

[0011] In one embodiment of this application, the power conversion unit includes an elastic element, one end of which is connected to the mounting bracket, and the other end of which is connected to the connecting portion;

[0012] or,

[0013] The power conversion unit includes a counterweight structure connected to the connecting part. The counterweight structure enables the connecting part to move, thereby causing the extending part to extend.

[0014] In one embodiment of this application, one end of the return power source is hinged to the mounting bracket, and the other end of the return power source is connected to the return linkage part. The return linkage part cooperates with the connecting part to make the delivery part move.

[0015] In one embodiment of this application, the return linkage is provided with a holding part, which can at least partially abut against the delivery part, so that the return linkage drives the delivery part to move and the power conversion part stores power.

[0016] In one embodiment of this application, the delivery part further includes a linkage engagement part connected to the connecting part; the lower surface of the return linkage part is provided with a groove, the pressing part is the bottom of the groove of the return linkage part, and the bottom of the groove can abut against the upper surface of the linkage engagement part.

[0017] In one embodiment of this application, the dispensing part further includes a linkage engagement part disposed on the connecting part, the linkage engagement part including a notch; the pressing part is a stop bar, the outer surface of the stop bar being able to abut against the notch.

[0018] In one embodiment of this application, the aircraft door protection device further includes a second sensor located below the detection element. The second sensor is used to acquire the motion signal of the delivery part moving to the activation position during the extension process, so as to activate the aircraft door protection function.

[0019] In one embodiment of this application, the aircraft door protection device further includes a third sensor, which is used to detect that the return mechanism is in a first preset stop position corresponding to the extension of the delivery part;

[0020] And / or, the aircraft door protection device further includes a fourth sensor, which is used to detect that the return mechanism is in a second preset stop position corresponding to the retraction of the delivery unit.

[0021] In one embodiment of this application, the aircraft door protection device further includes a first limiting member, which is used to limit the maximum extension height of the delivery part;

[0022] And / or, the aircraft door protection device further includes a second limiting member for supporting and limiting the deployment section when it is in the retracted position.

[0023] In one embodiment of this application, the return power source includes a reciprocating drive mechanism, a torque motor, or a rope winder;

[0024] And / or, the delivery unit is provided with a buffer for contacting the aircraft door.

[0025] For the purposes described above, this application also provides an aircraft receiving port, including a receiving platform and the aforementioned aircraft door protection device, wherein the aircraft door protection device is installed on the receiving platform, and the floor surface of the receiving platform is provided with an opening for the delivery unit to extend out.

[0026] For the purposes described above, this application also provides an aviation ground equipment, including a control system and the aforementioned aircraft door protection device.

[0027] To achieve the above objectives, this application also provides a method for protecting an aircraft cabin door, the method comprising the following steps:

[0028] Upon receiving the delivery control command, the return power source responds to the delivery control command, causing the delivery unit to extend.

[0029] The system acquires the trigger signal from the detection element to determine if the aircraft door protection action has been triggered. Once the aircraft door protection action is triggered, it issues a door protection action execution command.

[0030] Upon receiving the retraction control command, the return power source responds to the retraction control command, causing the deployment unit to retract.

[0031] In one embodiment of this application, before the step of acquiring the trigger signal of the detection element, the method further includes: acquiring an activation signal to determine that the aircraft door protection function is activated.

[0032] In one embodiment of this application, obtaining the activation signal to determine that the aircraft door protection function is activated includes:

[0033] The activation signal is acquired by a detection element;

[0034] Alternatively, the activation signal can be obtained through a second sensor.

[0035] To achieve the above objectives, this application also provides an electronic device, including a storage unit and a processing unit, wherein the storage unit is used to store program code, and the processing unit is used to call the program code to execute the aircraft door protection method.

[0036] The main benefits of this application are:

[0037] The aircraft door protection device provided in this embodiment eliminates the need for on-site deployment or retrieval by personnel, reducing their workload. In use, the device can be installed on the receiving platform. Initially, the deployment section is retracted, and the power conversion section stores power. During deployment, the power conversion section releases power, extending the deployment section. When the deployment section is driven by an external force, such as when the aircraft door descends to press against it, the deployment section moves downwards. When the detection element detects the downward movement signal after the deployment section extends, indicating that the aircraft door protection action has been triggered, the receiving platform quickly descends a preset distance to prevent the aircraft door from colliding with and damaging the platform floor, thus protecting the aircraft door. During retrieval, the return power source drives the return linkage to move, causing the return linkage to move the deployment section and storing power in the power conversion section until the deployment section returns to the retracted position, returning to its initial state for reuse. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0039] Figure 1 This is a schematic diagram of the structure of the aircraft door protection device provided in the embodiments of this application;

[0040] Figure 2 A structural schematic diagram of the aircraft door protection device provided in an embodiment of this application from another perspective;

[0041] Figure 3A schematic diagram of the deployment section in the aircraft door protection device provided in the embodiments of this application;

[0042] Figure 4 A schematic diagram showing the deployment part of the aircraft door protection device provided in the embodiment of this application in the retracted position;

[0043] Figure 5 A schematic diagram of the aircraft door protection device provided in the embodiments of this application in the state where the aircraft door protection function is activated;

[0044] Figure 6 A schematic diagram showing the extension height H1 of the release part in the aircraft door protection device provided in this application embodiment;

[0045] Figure 7 A schematic diagram of the aircraft door protection device provided in the embodiment of this application in the deployed state;

[0046] Figure 8 A schematic diagram of a modified example of the aircraft door protection device provided in this application embodiment;

[0047] Figure 9 A schematic diagram of the structure from another perspective of a modified example of the aircraft door protection device provided in the embodiments of this application;

[0048] Figure 10 A schematic diagram showing the deployment part in the retracted position in a modified example of the aircraft door protection device provided in the embodiments of this application;

[0049] Figure 11 A schematic diagram showing the extension height H1 of the release part in a modified example of the aircraft door protection device provided in this application embodiment;

[0050] Figure 12 A schematic diagram of a modified example of the aircraft door protection device provided in the embodiments of this application in the deployed state;

[0051] Figure 13 A schematic diagram of another modified example of the aircraft door protection device provided in the embodiments of this application;

[0052] Figure 14 A schematic diagram of the deployment mechanism in another variation of the aircraft door protection device provided in this application embodiment;

[0053] Figure 15 A cross-sectional view of another modified example of the aircraft door protection device provided in the embodiments of this application;

[0054] Figure 16 This is a schematic diagram of the interface structure provided in the embodiments of this application;

[0055] Figure 17 A flowchart of an aircraft door protection method provided in an embodiment of this application;

[0056] Figure 18 Another flowchart of the aircraft door protection method provided in the embodiments of this application.

[0057] Icons: 10-Deployment section; 11-Extension section; 12-Connecting section; 121-Plate structure; 1211-Notch; 122-Connecting plate; 123-Ear plate; 13-Buffer; 14-Linkage engagement section; 21-Torsion spring; 22-Tension spring; 23-Counterweight structure; 30-Return power source; 40-Return linkage section; 41-Stop bar; 50-Mounting bracket; 51-First frame; 52-Second frame; 61-First sensor; 62-Second sensor; 63-Third sensor; 64-Fourth sensor; 71-First limiting component; 72-Limiting block; 73-Stop block; 80-Receiving platform; 81-Floor surface; 90-Aircraft cabin door. Detailed Implementation

[0058] The technical solutions of this application will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0059] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0060] In the description of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0061] See Figures 1 to 15As shown, this embodiment provides an aircraft door protection device, including a deployment mechanism, a return mechanism, and a detection element. The deployment mechanism includes a deployment section 10 and a power conversion section. One end of the deployment section 10 is connected to the receiving platform 80, and the power conversion section is connected to the deployment section 10. The return mechanism includes a return power source 30 and a return linkage section 40. One end of the return power source 30 is connected to the receiving platform 80, and the other end of the return power source 30 is connected to the return linkage section 40, so that the return linkage section 40 contacts and drives the deployment section 10 to retract, and the power conversion section stores power. The power conversion section can release power to extend the deployment section 10. The detection element is used to detect the downward movement signal after the deployment section 10 extends to determine whether the aircraft door protection action has been triggered.

[0062] For example, the aircraft door protection device has a retracted position and an extended position for realizing the aircraft door protection function. The detection element is used to detect the action signal of the delivery part 10 moving to the retracted position when driven by an external force after it is in the extended position, so as to determine whether the aircraft door protection action is triggered.

[0063] The aircraft door protection device provided in this embodiment can automatically switch between a retracted position and an extended position, eliminating the need for on-site personnel to deploy or retract it, thus reducing the workload of staff. In use, the aircraft door protection device can be installed on the receiving platform 80 of the aviation ground equipment. In the initial state, the deployment part 10 is in the retracted position, and the power conversion part stores power. During deployment, the power conversion part automatically releases power, causing the deployment part 10 to move to the extended position and activating the aircraft door protection function. After the aircraft door protection function is activated, when the deployment part 10 is driven by an external force, such as when the aircraft door descends to press against the deployment part 10, the deployment part 10 can move back to the retracted position. When the detection element detects the downward movement signal after the deployment part 10 extends and determines that the aircraft door protection action has been triggered, the receiving platform 80 can quickly descend a preset distance to prevent the aircraft door 90 from colliding with and being damaged by the floor of the receiving platform 80, thereby achieving the protection function of the aircraft door 90. During retrieval, the return power source 30 drives the return linkage 40, which in turn moves the deployment unit 10 to the retrieval position. The power conversion unit stores power until the deployment unit 10 reaches the retrieval position, returning to its initial state for reuse. The stored power in the power conversion unit is automatically released without additional control. The return power source 30 is controlled by the control system of the aviation ground equipment, either automatically or manually (by personnel triggering physical or virtual buttons). This eliminates the need for on-site deployment or retrieval, reducing workload.

[0064] It should be noted that after the dispensing part 10 extends, it moves downward when driven by an external force. Its direction or trajectory can be roughly diagonally downward along a curve, vertically downward, or any other trajectory, as long as it enables the dispensing part to move towards the retracted position. During retraction, the return linkage 40 can directly contact the dispensing part 10 and drive it to retract, or it can indirectly contact the dispensing part and drive it to retract.

[0065] In one embodiment, the aircraft door protection device further includes a mounting bracket 50 for connection to the receiving platform 80, wherein the deployment unit 10, the return linkage unit 40 and the return power source 30 are all connected to the mounting bracket 50.

[0066] In some embodiments, the mounting bracket 50 can be a separate frame structure. In use, the mounting bracket 50 is installed on the receiving platform 80 to realize the installation of the aircraft door protection device. It should be noted that there are various forms of power conversion unit. Depending on the different structural forms of the power conversion unit, its installation position can be adjusted to match, as long as it can realize energy storage when the delivery unit 10 moves to the retracted position and energy release when the delivery unit 10 moves to the extended position.

[0067] In other embodiments, the delivery unit 10, the return linkage unit 40, and the return power source 30 may all be mounted on the frame of the receiving platform 80. It should be understood that the mounting bracket 50 may also be integrally formed with the frame of the receiving platform 80.

[0068] For example, see Figure 1 As shown, the mounting frame 50 can be a rectangular frame with a first side 51 and a second side 52 facing each other. One end of the power conversion part is connected to the first side 51, and the other end of the power conversion part is connected to the delivery part 10. The second side 52 is provided with an opening for the delivery part 10 to extend or retract.

[0069] In this embodiment, the retracted position is located below or approximately flush with the mounting bracket 50, as long as the deployment part 10 does not interfere with other components in the retracted position. The extended position is located above the mounting bracket 50. When the free end of the deployment part 10 extends from the opening and moves to the maximum extension height, the deployment part 10 can be considered to be in the extended position. At this time, the aircraft door protection function is already activated.

[0070] It should be noted that the structure of the mounting bracket 50 is not limited to the one mentioned above.

[0071] In one embodiment, the delivery part 10 includes an extension part 11 and a connecting part 12. The extension part 11 is located at one end of the connecting part 12, and the other end of the connecting part 12 is movably connected to the mounting bracket 50. The return linkage part 40 cooperates with the connecting part 12 to drive the extension part 11 to move.

[0072] One end of the extension 11 is connected to the connecting part 12, and the other end of the connecting part 12 is hinged to the first frame 51 of the mounting bracket 50. When the return power source 30 drives the return linkage part 40 to move, the return linkage part 40 can cooperate with the connecting part 12 to drive the extension 11 to the retracted position and store power in the power conversion part.

[0073] In one embodiment, the delivery unit 10 is provided with a buffer 13 for contacting the aircraft door 90. The buffer 13 is connected to the extension 11 and is located at the free end of the extension 11. For example, the buffer 13 is made of rubber and has an arc-shaped surface that can be adapted to the arc surface at the bottom of the aircraft door. When the extension 11 extends from the opening and moves to the maximum extension height, the delivery unit 10 is considered to be in the extended position, at which time the aircraft door protection function is activated.

[0074] In one possible design, the power conversion unit includes an elastic element, one end of which is connected to the mounting bracket 50, and the other end of which is connected to the connecting part 12.

[0075] In one specific embodiment, see Figure 1 As shown, the elastic element includes a torsion spring 21, one elastic arm of which is connected to the mounting bracket 50, and the other elastic arm of which is connected to the connecting part 12.

[0076] For example, see Figure 3 As shown, the connecting part 12 has a rectangular frame structure. One elastic arm of the torsion spring 21 is connected to the first frame 51 of the mounting bracket 50, and the other elastic arm of the torsion spring 21 is connected to the end of the connecting part 12 away from the protrusion 11. See also Figure 4 As shown, in the initial state, the dispensing part 10 is in the retracted position, and the torsion spring 21 deforms and stores power; when dispensing, the torsion spring 21 automatically releases the power, causing the dispensing part 10 to move, and the extension part 11 extends out of the opening until the free end of the dispensing part 10 reaches the extension position.

[0077] In some embodiments, the number of torsion springs 21 can be multiple, and the multiple torsion springs 21 are spaced apart along the length direction of the first frame 51.

[0078] It should be noted that in this possible design, the elastic element can also be a spring hinge. The installation method of the spring hinge can be the same as that of the torsion spring, which will not be elaborated here.

[0079] In another specific embodiment, see Figure 8 As shown, the elastic element includes a tension spring 22. One end of the tension spring 22 is connected to the mounting bracket 50, and the other end of the tension spring 22 is connected to the connecting part 12. When the delivery part 10 is in the retracted position, the tension spring 22 is stretched, thereby storing power.

[0080] It should be noted that the tension spring in the above embodiments can also be replaced with a gas spring.

[0081] In another possible design, see Figures 13 to 15 As shown, the power conversion unit includes a counterweight structure 23, which is connected to the connecting part 12. The counterweight structure 23 can rotate the connecting part 12 so that the extending part 11 can extend.

[0082] See Figure 14 As shown, the counterweight structure 23 is connected to the side of the connecting part 12 away from the protrusion 11. By reasonably configuring the weight of the counterweight structure 23 and the position of its center of gravity, the protrusion 11 tends to extend outward from the opening under the gravity of the counterweight structure 23.

[0083] In one embodiment, one end of the return power source 30 is hinged to the mounting bracket 50, and the other end of the return power source 30 is connected to the return linkage part 40. The return linkage part 40 cooperates with the connecting part 12 to make the delivery part 10 move.

[0084] In some embodiments, the return power source 30 includes a reciprocating drive mechanism, which may be an electric push rod, a cylinder or a hydraulic cylinder, or a linear reciprocating drive mechanism such as a lead screw nut or other curved reciprocating drive mechanisms.

[0085] For example, see Figure 1 , Figure 4 , Figure 6 and Figure 7 As shown, the return power source 30 is an electric push rod. One end of the electric push rod is hinged to the first frame 51 of the mounting bracket 50, and the other end of the electric push rod is hinged to the return linkage part 40. One end of the return linkage part 40 is hinged to the end of the connecting part 12 away from the protrusion 11. When the electric push rod is shortened, it can drive the return linkage part 40 to rotate around the hinge axis between it and the connecting part 12, thereby causing the other end of the return linkage part 40 to cooperate with the connecting part 12 to drive the protrusion 11 to move downwards towards the mounting bracket 50 until the protrusion 11 is in the retracted position.

[0086] Of course, see Figure 8 and Figure 10 As shown, one end of the return linkage part 40 can also be hinged to the mounting bracket 50, or the return linkage part 40 can also be connected only to the return power source 30.

[0087] For example, see Figure 1 As shown, the electric push rod is positioned in the middle of the mounting bracket 50 to ensure balanced force distribution, thereby improving the stability of deployment and retrieval.

[0088] For example, when the return power source 30 is a lead screw nut, the lead screw nut includes a motor, a lead screw and a nut. The lead screw can be installed in the horizontal direction, and the nut is a wedge block with an abutting inclined surface. The wedge block is located above the connecting part, and the connecting part is provided with an inclined block that matches the abutting inclined surface of the wedge block. When the motor drives the lead screw to rotate around its own axis in a first direction, the nut can move away from the protrusion 11, and the abutting inclined surface of the wedge block abuts against the inclined block of the connecting part, thereby driving the protrusion 11 to retract from the outlet.

[0089] It should be noted that the accompanying drawings and this embodiment mainly illustrate the hinged installation configuration of the dispensing part 10, and the movement trajectory of the dispensing part 10 is curved. In other embodiments, the movement trajectory of the dispensing part 10 can also be set as a straight line, for example, the dispensing part 10 can rise or fall vertically relative to the mounting frame 50, so that the protrusion 11 is in the dispensing position or the retracted position.

[0090] It should be noted that the return power source 30 can also be a torque motor or a rope winder.

[0091] In one embodiment, the return linkage 40 is provided with a holding part, which can abut against at least part of the dispensing mechanism so that the return linkage 40 drives the dispensing part 10 to move and the power conversion part stores power.

[0092] In some embodiments, the return linkage part 40 is rod-shaped, with one end of the return linkage part 40 hinged to the end of the connecting part 12 away from the protrusion 11, and the other end of the return linkage part 40 close to the protrusion 11. The dispensing mechanism also includes a linkage engagement part 14, which is connected to the connecting part 12, for example, the linkage engagement part 14 is fixedly connected to the connecting part 12.

[0093] In one specific embodiment, see Figures 2 to 4As shown, the lower surface of the return linkage part 40 is provided with a groove, and the pressing part is the bottom of the groove at the other end of the return linkage part 40. When the return power source 30 shortens, it can drive the return linkage part 40 to rotate around the hinge axis between it and the connecting part 12, thereby causing the bottom of the groove at the other end of the return linkage part 40 to abut against the upper surface of the linkage engagement part 14. As the return power source 30 shortens further, the pressing part indirectly engages with the connecting part 12 through the pressing linkage engagement part 14, thereby driving the protrusion part 11 to move downwards towards the mounting bracket 50 until the protrusion part 11 is in the retracted position. It should be noted that the linkage engagement part 14 can be integrally formed with the connecting part 12. In this case, the engagement between the other end of the return linkage part 40 and the connecting part 12 is a direct engagement.

[0094] In another specific embodiment, see Figures 8-10 As shown, the pressing part is a stop rod 41, which is connected to the return linkage part 40. For example, the axis of the stop rod 41 is perpendicular to the plate surface of the return linkage part 40. See [reference needed]. Figure 8 As shown, the connecting part includes a plate-like structure 121. For example, there are two plate-like structures 121, which are spaced apart along the length of the first frame 51 of the mounting frame 50. The two plate-like structures 121 are connected by a connecting plate 122. The number of return mechanisms is one or two, and the number of power conversion parts can be two. Each return mechanism and power conversion part cooperates with one plate-like structure 121. The delivery part 10 also includes a linkage engagement part provided in the connecting part. For example, the upper edge of the plate-like structure 121 is provided with a notch 1211, which is the linkage engagement part. When the return power source 30 is shortened, it can drive the return linkage part 40 to rotate, thereby causing the outer surface of the stop rod 41 to abut against the notch 1211. As the return power source 30 is further shortened, the stop rod 41 indirectly cooperates with the notch 1211 on the plate-like structure 121, thereby driving the extension part 11 to move downwards towards the mounting frame 50 until the extension part 11 is in the retracted position.

[0095] In some embodiments, see Figure 9 As shown, the plate-shaped structure 121 is integrally formed with a downwardly extending ear plate 123. One end of the elastic member is connected to the mounting bracket 50, and the other end of the elastic member is connected to the ear plate 123.

[0096] See Figure 6 As shown, the return linkage 40 and the linkage engagement 14 are in a movable engagement. After the aircraft door protection function is activated, when the aircraft door squeezes the extension 11, causing the extension 11 to move to the retracted position, the linkage engagement 14 disengages from the return linkage 40. It is understood that, see [reference] Figure 8 As shown, the stop bar 41 and the notch 1211 on the plate structure 121 are also in a movable fit.

[0097] It should also be noted that the structure of the return linkage part 40 is not limited to the above two types, and the structure of the holding part is not limited to the above two types either.

[0098] In one embodiment, the detection element includes a first sensor 61, which is configured to detect a signal that the delivery unit 10 moves from the extended position to the retracted position after the aircraft door protection function is activated, so as to determine that the aircraft door protection action has been triggered.

[0099] For example, taking an elastic element including a torsion spring 21 as an example, see [link to relevant documentation]. Figure 1 , Figure 6 and Figure 7 As shown, the first sensor 61 is mounted on the mounting bracket 50. When the torsion spring 21 releases power and drives the extension 11 to extend from the outlet and move until the distance between the free end of the extension 11 and the floor surface 81 of the receiving platform 80 is a first set distance H1, the first sensor 61 outputs a first signal. The extension 11 continues to extend until the extension 11 extends to the maximum height H, and the aircraft door protection function is activated. Where H1 < H, the first sensor 61 continues to output the first signal, or the first sensor 61 continues to output the first signal during the process of the distance between the free end of the extension 11 and the floor surface 81 of the receiving platform 80 changing from H to H1. After the aircraft door protection function is activated, when the buffer 13 on the extension 11 is driven by an external force, such as when the aircraft door descends to squeeze the buffer 13, the extension 11 can move towards the retracted position. At this time, the distance between the free end of the extension 11 and the floor surface 81 of the receiving platform 80 will decrease. When this distance is less than H1, the first sensor 61 outputs a second signal, that is, the signal output by the first sensor 61 changes. The first sensor 61 detects that the delivery part 10 moves from the extension position to the retracted position, and determines that the aircraft door protection action has been triggered.

[0100] Similarly, see Figure 11 and Figure 12 As shown, when the elastic element includes a tension spring 22, the above-mentioned motion process also applies, and will not be elaborated further here.

[0101] For example, the position of the first sensor 61 is configured such that when the first sensor 61 is blocked by the delivery unit 10, the first sensor 61 emits a first signal, and when the first sensor 61 is not blocked by the delivery unit 10, the first sensor 61 emits a second signal.

[0102] It should be noted that when the distance between the free end of the protrusion 11 and the floor surface of the receiving platform 80 reaches the first set distance H1, and during the process of moving to a distance H between the protrusion 11 and the floor surface of the receiving platform 80, the first sensor 61 is blocked by the delivery part 10.

[0103] In one embodiment, the aircraft door protection device further includes a second sensor 62, located below the detection element, i.e., the first sensor 61. The second sensor 62 is used to acquire an action signal of the deployment unit 10 moving to an activated position during its extension process, thereby activating the aircraft door protection function. The activated position refers to the position where the deployment unit is when it has moved upwards a second predetermined distance H2 from the retracted position. It should be noted that upward movement refers to the deployment unit moving towards the extended position; its direction or trajectory can be generally obliquely upwards along a curve, vertically upwards, or other trajectories.

[0104] For example, see Figure 2 and Figure 6 As shown, the second sensor 62 is mounted on the mounting bracket 50. The position of the second sensor 62 is lower than that of the first sensor 61. The second sensor 62 and the first sensor 61 can be located on the same side of the mounting bracket 50, or they can be located on opposite sides of the mounting bracket 50. When the delivery unit 10 is in the retracted position, the second sensor 62 outputs a third signal; see [link to documentation]. Figure 5 As shown, during the extension of the delivery unit 10, when the extension part 11 extends from the outlet and moves to a distance H2 between the free end of the extension part 11 and the floor surface 81 of the receiving platform 80, H2 < H1, the second sensor 62 outputs a fourth signal, that is, the signal output by the second sensor 62 changes. At this time, it is determined that the aircraft door protection function is activated (immediate activation or activation after a set time delay). Furthermore, the change in the signal output by the first sensor 61 can be used to verify whether the delivery unit 10 has extended to the extended position. It is worth noting that the aforementioned application of the position and signal of the first sensor 61 and the second sensor 62 is only an example and not a limitation. In other embodiments, the installation position and signal application can be adjusted according to changes in the control logic.

[0105] For example, the mounting position of the second sensor 62 is configured such that when the second sensor 62 is blocked by the delivery unit 10, the second sensor 62 emits a third signal, and when the second sensor 62 is not blocked by the delivery unit 10, the second sensor 62 emits a fourth signal.

[0106] It should be noted that when the distance between the free end of the extension 11 and the floor surface 81 of the receiving platform 80 reaches the second set distance H2, the second sensor 62 is not blocked by the delivery part 10. Before the distance between the free end of the extension 11 and the floor surface of the receiving platform 80 reaches the second set distance H2, the second sensor 62 is blocked by the delivery part 10.

[0107] For example, both the first sensor 61 and the second sensor 62 can be proximity switches.

[0108] In one embodiment, the aircraft door protection device further includes a third sensor 63 and a fourth sensor 64. The third sensor 63 is used to detect that the return mechanism is in a first preset stop position corresponding to the extension of the delivery part 10; the fourth sensor 64 is used to detect that the return mechanism is in a second preset stop position corresponding to the retraction of the delivery part 10.

[0109] In some embodiments, see Figure 4 As shown, the third sensor 63 and the fourth sensor 64 are built into the electric actuator.

[0110] For example, when the electric push rod is extended to its longest position, the deployment is completed. At this time, the electric push rod is in the first preset stop position, and the third sensor 63 is triggered. When the electric push rod is retracted to its shortest position, the retraction is completed. At this time, the electric push rod is in the second preset stop position, and the fourth sensor 64 is triggered.

[0111] In other embodiments, the third sensor 63 and the fourth sensor 64 may also be disposed in suitable positions on the mounting bracket 50 or the receiving platform 80, as long as the corresponding functions can be realized.

[0112] It should be noted that either the third sensor 63 or the fourth sensor 64 can be selected.

[0113] In some embodiments, the aircraft door protection device further includes a first limiting member 71, which limits the maximum extension height of the deployment section 10. For example, see... Figure 1 As shown, the first limiting member 71 is disposed on the lower surface of the mounting bracket 50. During the process of the protrusion 11 extending outward from the opening, the lower surface of the first limiting member 71 can contact the upper surface of the connecting part 12. After contact, the protrusion 11 will stop extending, thereby limiting the maximum extension height of the protrusion 11. At this time, the distance between the free end of the protrusion 11 and the floor surface 81 of the receiving platform 80 is H.

[0114] It should be noted that the first limiting member 71 can also be installed on the upper surface of the connecting part 12, and the upper surface of the first limiting member 71 can contact the lower surface of the floor of the receiving platform 80. Of course, the first limiting member 71 can also be installed on the lower surface of the receiving platform 80.

[0115] See Figure 8 As shown, the first limiting member 71 is provided on the connecting plate 122. During the process of the protrusion 11 extending outward from the opening, the upper surface of the first limiting member 71 can contact the lower surface of the floor of the receiving platform 80. After contact, the protrusion 11 will stop extending, thereby limiting the maximum extension height of the protrusion 11. At this time, the distance between the free end of the protrusion 11 and the floor surface of the receiving platform 80 is H.

[0116] In other embodiments, the aircraft door protection device includes a second limiting member for supporting and limiting the deployment section 10 when it is in the retracted position. For example, see [link to example]. Figure 4 As shown, the second limiting member can be the portion of the extension 11 that protrudes beyond the outer edge. During the retraction of the extension 11, the lower surface of the portion of the extension 11 that protrudes beyond the outer edge can abut against the floor surface 81 of the receiving platform 80. At this time, the extension 11 is in the retracted position, and the extension 11 abuts against the floor surface of the receiving platform 80, which can support and limit the delivery unit 10 and prevent the delivery unit 10 from continuing to move downwards towards the mounting frame 50.

[0117] For example, see Figure 10 As shown, the second limiting member includes a limiting block 72 and a stop block 73. The limiting block 72 is disposed on the connecting plate 122, and the stop block 73 is disposed on the mounting frame 50. During the retraction of the protrusion 11, the lower surface of the limiting block 72 can abut against the upper surface of the stop block 73. At this time, the protrusion 11 is in the retracted position, and the stop block 73 plays a supporting and limiting role for the delivery part 10, preventing the delivery part 10 from continuing to move downwards from the mounting frame 50.

[0118] It should be noted that the first limiting member 71 and the second limiting member can also be set simultaneously. It should also be noted that the aircraft door protection device can be used as a standalone device, nested within various control modes and operating conditions of aviation ground equipment (such as boarding bridges). For example, the aircraft door protection device can be used in the local control mode of the boarding bridge via a local control console on the boarding bridge; it can also be used in a fully automatic boarding control mode by combining it with a door status detection device; and it can also be used in the remote control mode of the boarding bridge via a remote control console. The local control console, the door status detection device, and the remote control console are all existing technologies.

[0119] See Figure 16 As shown, this embodiment also provides an aircraft receiving port, including a receiving platform 80 and an aircraft door protection device provided in this embodiment. The aircraft door protection device is installed on the receiving platform 80, and the floor surface of the receiving platform 80 is provided with an opening for the delivery unit 10 to extend out.

[0120] The receiving port provided in this embodiment, due to the use of the aircraft door protection device provided in this embodiment, eliminates the need for staff to deploy or retract the aircraft door protection device on-site, reducing the workload of staff. In the initial state, the deployment part 10 is in the retracted position, and the power conversion part stores power; during deployment, the power conversion part releases power, causing the deployment part 10 to move to the extended position, and activating the aircraft door protection function during the movement to the extended position. After the aircraft door protection function is activated, when the deployment part 10 is driven by an external force, such as when the aircraft door descends to squeeze the deployment part 10, the deployment part 10 can move to the retracted position. When the detection element determines that the aircraft door protection action has been triggered by detecting the downward movement of the deployment part 10 after it extends, the receiving platform 80 can quickly descend a preset distance to prevent the aircraft door 90 from colliding with and being damaged by the floor of the receiving platform 80, thereby achieving the protection function of the aircraft door 90. During retrieval, the return power source 30 drives the return linkage 40 to move, which in turn drives the delivery unit 10 to move and stores power in the power conversion unit until the delivery unit 10 moves to the retrieval position, that is, returns to the initial state, so that it can be used again.

[0121] In one embodiment, the aviation ground equipment installing the aircraft docking port is also equipped with a control system. When the aircraft door protection function is activated, after the detection element detects the downward movement signal of the extended deployment unit 10, indicating that the aircraft door protection action has been triggered, the control system can control the docking platform 80 to quickly descend a preset distance to prevent the aircraft door 90 from colliding with and being damaged by the floor surface 81 of the docking platform 80, thereby achieving the protection function of the aircraft door 90. In addition, the return power source 30 can be controlled to open and close by the control system.

[0122] For example, the control system can be a PLC control system.

[0123] In one embodiment, the docking port is equipped with a video acquisition device (not shown in the figure), which transmits the acquired video signal to a video display in a remote control room. The remote control room is equipped with a remote control console, which includes a deploy button and a retract button (either physical or virtual). The deploy button sends a deploy control command to the control system, and the retract button sends a retract control command. Remote operators can observe the docking status between the docking port and the aircraft, as well as the opening or closing status of the aircraft door 90, through the video display in the remote control room. When the remote operator observes that the aircraft door protection device meets the deployment or retraction conditions through the video display, they can remotely deploy or retract the aircraft door protection device by triggering the deploy or retract button.

[0124] This embodiment also provides an aviation ground equipment, including a control system and an aircraft door protection device provided in this embodiment.

[0125] The aviation ground equipment provided in this embodiment uses the aircraft door protection device provided in this embodiment, which eliminates the need for staff to deploy or retrieve the aircraft door protection device on-site, thus reducing the workload of staff.

[0126] In one embodiment, the aviation ground equipment may be a boarding bridge, which includes the arrival port provided in this embodiment.

[0127] In other embodiments, the aviation ground equipment may also be any of the various types of aviation ground equipment that come into contact with the aircraft, such as boarding stairs, passenger stairs, boarding vehicles, food trucks, and cargo loaders.

[0128] This embodiment also provides an aircraft cabin door protection method, applied to an aircraft cabin door protection device, see [link / reference]. Figure 17 As shown, the aircraft cabin door protection method includes the following steps:

[0129] Step S102: Obtain the delivery control command and control the return power source 30 to respond to the delivery control command, so that the delivery part 10 extends;

[0130] Step S104: Obtain the trigger signal of the detection element to determine that the aircraft door protection action has been triggered. When the aircraft door protection action is triggered, issue a door protection action execution command.

[0131] Step S106: Obtain the retraction control command. The return power source 30 responds to the retraction control command and causes the delivery unit 10 to retract.

[0132] The aircraft door protection method provided in this embodiment automatically deploys or retracts the deployment unit 10 according to the acquired deployment control command or retraction control command. Furthermore, when the aircraft door protection device enters the deployment state, it can determine that the aircraft door protection action has been triggered by acquiring the trigger signal of the detection element, thereby sensing the descent of the aircraft door. When the descent of the aircraft door 90 is detected, causing the aircraft door protection action to be triggered, the aircraft door protection device sends a door protection action execution command to the control system. The control system then controls the receiving platform 80 to descend rapidly, thereby protecting the aircraft door. After receiving the aircraft, a retraction control command is acquired, and the return power source 30 responds to the retraction control command, thereby achieving the automatic retraction of the deployment unit 10.

[0133] In one embodiment, prior to the step of acquiring the trigger signal of the detection element, the aircraft door protection method further includes:

[0134] Step S103: Obtain an activation signal to determine that the aircraft door protection function has been activated.

[0135] In some embodiments, the activation signal can be obtained by a detection element to determine that the aircraft door protection function is activated.

[0136] In other embodiments, the activation signal can also be obtained by a second sensor to determine that the aircraft door protection function has been activated.

[0137] For example, the aircraft door protection method provided in this embodiment is applied to the aircraft door protection device provided in this embodiment. The following description uses an electric push rod as the return power source 30, a torsion spring 21 as the power conversion part, and a first sensor 61 as the detection element to illustrate the aircraft door protection method provided in this embodiment.

[0138] See Figure 18 As shown, the aircraft cabin door protection method includes the following steps:

[0139] Step S102: Obtain the delivery control command and control the return power source 30 to respond to the delivery control command, so that the delivery part 10 extends;

[0140] Step S103: Obtain an activation signal to determine that the aircraft door protection function has been activated;

[0141] Step S104: Obtain the trigger signal of the detection element to determine that the aircraft door protection action has been triggered. When the aircraft door protection action is triggered, issue a door protection action execution command.

[0142] Step S106: Obtain the retraction control command. The return power source 30 responds to the retraction control command and causes the delivery unit 10 to retract.

[0143] Specifically, in the initial state, the delivery unit 10 is in the retracted position, that is, the extension 11 is below the mounting bracket 50, and the torsion spring 21 deforms and stores power. At this time, the second sensor 62 is blocked by the delivery unit 10.

[0144] In step S102, the acquired delivery control command can be issued by the local control console, the automatic control system, or a remote control console. After the delivery control command is acquired, the electric push rod is controlled to execute the delivery control command. The electric push rod extends, the torsion spring 21 releases power, causing the delivery part 10 to move, thereby causing the extension part 11 to extend from the opening to the extension position.

[0145] When the electric push rod extends to its maximum length, the deployment is complete. As shown in Table 1, when the deployment is complete, the first sensor 61 and the third sensor 63 are triggered, while the second sensor 62 and the fourth sensor 64 are not triggered.

[0146] In step S103, signals from the second sensor 62, the third sensor 63, and the fourth sensor 64 are received. In one embodiment, the activation signal is acquired to determine whether the aircraft door protection function is activated, as follows: the activation signal is acquired through the second sensor 62, see [link to relevant documentation]. Figure 5 As shown, during the extension of the delivery unit 10, when the extension unit 11 extends from the outlet and moves to a point where the distance between the free end of the extension unit 11 and the floor surface of the receiving platform 80 is greater than or equal to the second preset distance H2, the detection signal of the second sensor 62 changes. This change can be from a triggered state to a non-triggered state, or vice versa. Referring to Table 1, in this embodiment, the second sensor 62 changes from a triggered state to a non-triggered state. At this time, it is determined that the aircraft door protection function is activated. Referring to Table 1, when the aircraft door protection function is activated, the second sensor 62, the third sensor 63, and the fourth sensor 64 are not triggered.

[0147] In other embodiments, the method of obtaining the activation signal to determine whether the aircraft door protection function is activated can also be: obtaining the activation signal through the first sensor 61, see [link to relevant documentation]. Figure 6 As shown, when the protrusion 11 extends from the outlet and moves until the first sensor 61 is blocked by the delivery part 10, that is, when the distance between the free end of the protrusion 11 and the floor of the receiving platform 80 reaches the first set distance H1, it is determined that the aircraft door protection function is activated; when the aircraft door protection function is activated, the first sensor 61 is triggered, while the second sensor 62, the third sensor 63 and the fourth sensor 64 are not triggered.

[0148] In step S104, after the aircraft door protection function is activated, signals from the first sensor 61, the third sensor 63, and the fourth sensor 64 are received to determine whether the aircraft door protection action has been triggered. After the aircraft door protection function is activated, when the buffer 13 on the extension 11 is driven by an external force, such as when the aircraft door descends to press against the buffer 13, the extension 11 can move towards the retracted position. At this time, the distance between the free end of the extension 11 and the floor surface of the receiving platform 80 decreases. When this distance is less than H1, the first sensor 61 is not blocked by the deployment part 10, that is, the signal output by the first sensor 61 changes. The first sensor 61 detects that the deployment part 10 moves from the extended position to the retracted position, determining that the aircraft door protection action has been triggered. Referring to Table 1, when the aircraft door protection action is triggered, the first sensor 61 and the fourth sensor 64 are not triggered, while the third sensor 63 is triggered.

[0149] When the aircraft door protection action is triggered, a door protection action execution command is issued, controlling the receiving platform 80 to rapidly descend a preset distance to prevent the aircraft door 90 from colliding with and being damaged by the floor of the receiving platform 80, thereby achieving the protection function of the aircraft door 90. For example, the rapid descent time is 1 second, and the descent is automatically interrupted afterward, stopping the descent. Then, under the elastic force of the torsion spring 21, the extension part 11 can extend upward again to return to the completed deployment state.

[0150] In step S106, the acquired retraction control command can be issued by the local control console, the automatic control system, or a remote control console. Upon receiving the retraction control command, a retraction execution command is sent to the electric actuator. (See [link to relevant documentation]). Figure 4 As shown, the electric push rod shortens, causing the return linkage part 40 to rotate, which in turn causes the bottom of the groove at the other end of the return linkage part 40 to abut against the upper surface of the linkage engagement part 14. As the electric push rod shortens further, the holding part engages with the connecting part 12 through the holding linkage engagement part 14, thereby driving the protruding part 11 to move downwards towards the mounting bracket 50 until the protruding part 11 is in the retracted position, that is, back to the initial state, so that it can be used again.

[0151] It should be noted that if the aircraft door 90 repeatedly descents and crushes the buffer 13 after completing step S102 and before proceeding to step S106, step S104 can be repeated to protect the aircraft door 90 throughout the entire receiving process.

[0152] Table 1 Status of Electric Linear Actuator and Sensor

[0153]

[0154] In Table 1, "1" represents that the corresponding sensor is triggered (i.e., blocked by the delivery unit 10), "0" represents that the corresponding sensor is not triggered (i.e., not blocked by the delivery unit 10), and "-" represents that the corresponding sensor does not need to be considered.

[0155] This embodiment also provides an electronic device, including a storage unit and a processing unit. The storage unit is used to store program code, and the processing unit is used to call the program code to execute the aircraft door protection method provided in this embodiment.

[0156] Electronic devices are manifested in the form of general-purpose computing devices. Components of electronic devices may include, but are not limited to: at least one processing unit, at least one storage unit, and a bus connecting different system components (including storage units and processing units).

[0157] The storage unit stores program code, which can be executed by the processing unit to perform the steps described in the "Exemplary Methods" section of this specification according to various exemplary embodiments of this application. For example, the processing unit can perform the following steps of the above method embodiments:

[0158] Step S102: Obtain the delivery control command and control the return power source 30 to respond to the delivery control command, so that the delivery part 10 extends;

[0159] Step S104: Obtain the trigger signal of the detection element to determine that the aircraft door protection action has been triggered. When the aircraft door protection action is triggered, issue a door protection action execution command.

[0160] Step S106: Obtain the retraction control command. The return power source 30 responds to the retraction control command and causes the delivery unit 10 to retract.

[0161] The storage unit may include a readable medium in the form of a volatile storage unit, and may also include a program / utility having a set (at least one) of program modules. The bus may be one or more of several types of bus structures, including a storage unit bus or storage unit controller, a peripheral bus, a graphics acceleration port, a processing unit, or a local bus using any of the various bus structures.

[0162] The electronic device can also communicate with one or more external devices (e.g., keyboards, pointing devices, Bluetooth devices, etc.), one or more devices that enable a user to interact with the electronic device, and / or any device that enables the electronic device to communicate with one or more other computing devices (e.g., routers, modems, etc.). This communication can be performed via input / output (I / O) interfaces. Furthermore, the electronic device can also communicate with one or more networks (e.g., local area networks (LANs), wide area networks (WANs), and / or public networks, such as the Internet) via a network adapter. It should be noted that although several modules or units for the execution of actions have been mentioned in the detailed description above, this division is not mandatory. In fact, according to embodiments of this application, the features and functions of two or more modules or units described above can be embodied in one module or unit. Conversely, the features and functions of one module or unit described above can be further divided and embodied by multiple modules or units.

[0163] Furthermore, although the steps of the method in this application are described in a specific order in the accompanying drawings, this does not require or imply that the steps must be performed in that specific order, or that all the steps shown must be performed to achieve the desired result. Additional or alternative steps may be omitted, multiple steps may be combined into one step, and / or a step may be broken down into multiple steps.

[0164] From the above description of the embodiments, those skilled in the art will readily understand that the exemplary embodiments described herein can be implemented by software or by combining software with necessary hardware. Therefore, the technical solutions according to the embodiments of this application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.) or on a network, including several instructions to cause a computing device (such as a personal computer, server, mobile terminal, or network device, etc.) to execute the methods according to the embodiments of this application.

[0165] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. An aircraft cabin door protection device, characterized in that, include: The delivery mechanism includes a delivery section and a power conversion section, one end of the delivery section is used to connect to the receiving platform, and the power conversion section is connected to the delivery section. The return mechanism includes a return power source and a return linkage. One end of the return power source is connected to the receiving platform, and the other end is connected to the return linkage, so that the return linkage contacts and drives the delivery part to retract, and the power conversion part stores power. The power conversion part can release power to extend the delivery part. After the delivery part extends, it moves downward when driven by an external force. The detection element is used to detect the downward movement signal after the delivery part extends to determine whether the aircraft door protection action has been triggered.

2. The aircraft door protection device according to claim 1, characterized in that, It also includes a mounting frame for connecting to the receiving platform, and the delivery unit, the return linkage unit and the return power source are all connected to the mounting frame.

3. The aircraft door protection device according to claim 2, characterized in that, The delivery part includes an extension part and a connecting part. The extension part is located at one end of the connecting part, and the other end of the connecting part is movably connected to the mounting frame. The return linkage part cooperates with the connecting part to drive the extension part to move.

4. The aircraft door protection device according to claim 3, characterized in that, The power conversion unit includes an elastic element, one end of which is connected to the mounting bracket, and the other end of which is connected to the connecting part; or, The power conversion unit includes a counterweight structure connected to the connecting part. The counterweight structure enables the connecting part to move, thereby causing the extending part to extend.

5. The aircraft door protection device according to claim 3, characterized in that, One end of the return power source is hinged to the mounting bracket, and the other end of the return power source is connected to the return linkage part. The return linkage part cooperates with the connecting part to make the delivery part move.

6. The aircraft door protection device according to claim 3, characterized in that, The return linkage is provided with a holding part, which can at least partially abut against the delivery part, so that the return linkage drives the delivery part to move and the power conversion part stores power.

7. The aircraft door protection device according to claim 6, characterized in that, The delivery part also includes a linkage engagement part connected to the connecting part; the lower surface of the return linkage part is provided with a groove, and the pressing part is the bottom of the groove of the return linkage part, and the bottom of the groove can abut against the upper surface of the linkage engagement part.

8. The aircraft door protection device according to claim 6, characterized in that, The dispensing part further includes a linkage engagement part disposed on the connecting part, the linkage engagement part including a notch; the pressing part is a stop bar, the outer surface of the stop bar being able to abut against the notch.

9. The aircraft door protection device according to any one of claims 1 to 8, characterized in that, The aircraft door protection device also includes a second sensor located below the detection element. The second sensor is used to acquire the motion signal of the delivery part moving to the activation position during the extension process, so as to activate the aircraft door protection function.

10. The aircraft door protection device according to any one of claims 1 to 8, characterized in that, The aircraft door protection device also includes a third sensor, which is used to detect that the return mechanism is in a first set stop position corresponding to the extension of the delivery part; And / or, the aircraft door protection device further includes a fourth sensor, which is used to detect that the return mechanism is in a second preset stop position corresponding to the retraction of the delivery unit.

11. The aircraft door protection device according to any one of claims 1 to 8, characterized in that, The aircraft door protection device further includes a first limiting member, which is used to limit the maximum extension height of the delivery part; And / or, the aircraft door protection device further includes a second limiting member for supporting and limiting the deployment section when it is in the retracted position.

12. The aircraft door protection device according to any one of claims 1 to 8, characterized in that, The return power source includes a reciprocating drive mechanism, a torque motor, or a rope winder. And / or, the delivery unit is provided with a buffer for contacting the aircraft door.

13. A receiving port, characterized in that, The device includes a receiving platform and an aircraft door protection device as described in any one of claims 1 to 12, wherein the aircraft door protection device is installed on the receiving platform and the floor surface of the receiving platform is provided with an opening for the delivery unit to extend out.

14. An aviation ground equipment, characterized in that, It includes a control system and an aircraft door protection device as described in any one of claims 1 to 12.

15. A method for protecting an aircraft cabin door, characterized in that, The aircraft door protection method is applied to the aircraft door protection device according to any one of claims 1 to 12, and the aircraft door protection method includes the following steps: The system receives a delivery control command, and the return power source responds to the delivery control command to extend the delivery unit; wherein, when the delivery unit moves to the maximum extension height, the delivery is completed, and after the delivery unit extends, it moves downward when driven by an external force. The system acquires a trigger signal from a detection element to determine if the aircraft door protection action has been triggered. The detection element is used to detect the downward movement signal after the delivery unit extends. When the aircraft door protection action is triggered, a door protection action execution command is issued. Upon receiving the retraction control command, the return power source responds to the retraction control command, causing the deployment unit to retract.

16. The aircraft door protection method according to claim 15, characterized in that, Before the step of acquiring the trigger signal of the detection element, the method further includes: Receive activation signals to determine if the aircraft door protection function has been activated.

17. The aircraft door protection method according to claim 16, characterized in that, The detection element includes a first sensor; The step of acquiring the activation signal to determine that the aircraft door protection function is activated includes: The activation signal is acquired through the first sensor; Alternatively, the activation signal may be obtained through the second sensor of the aircraft door protection device.

18. An electronic device, characterized in that, It includes a storage unit and a processing unit, wherein the storage unit is used to store program code, and the processing unit is used to call the program code to execute the aircraft door protection method according to any one of claims 15 to 17.

Images