Method, device, boarding bridge, equipment and medium for detecting status of aircraft door

Abstract

This disclosure provides a method, apparatus, boarding bridge, electronic device, and computer-readable storage medium for detecting the status of an aircraft door, relating to the field of boarding bridge technology. The method includes: acquiring the aircraft model; acquiring reference data, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background; acquiring real-time data measured by a detection sensor; and comparing the real-time data and the reference data according to the aircraft model to determine the status of the aircraft door. The method provided by the embodiments of this disclosure can realize the detection of the status of an aircraft door.

Description

Technical Field

[0001] This disclosure relates to the field of boarding bridge technology, and in particular to a method, apparatus, boarding bridge, electronic device, and computer-readable storage medium for detecting the status of an aircraft cabin door. Background Technology

[0002] Currently, the operation of boarding bridges docking with aircraft doors mainly relies on the operator's visual observation to determine the door's opening status. However, relying on human judgment affects the docking efficiency of boarding bridges, and human observation cannot meet the requirements for unmanned boarding bridge docking. Therefore, an automatic method for detecting the aircraft door's opening status is needed. Summary of the Invention

[0003] This disclosure provides a method, apparatus, boarding bridge, electronic device, and computer-readable storage medium for detecting the status of an aircraft cabin door, relating to the field of boarding bridge technology, and enabling the detection of the status of an aircraft cabin door.

[0004] This disclosure provides a method for detecting the status of an aircraft door, characterized by comprising: acquiring the aircraft model; acquiring reference data, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background; acquiring real-time data measured by a detection sensor; and comparing the real-time data and the reference data according to the aircraft model to determine the status of the aircraft door.

[0005] In one embodiment, the detection sensor is a scanning sensor. When the aircraft door is determined to be open inward based on the aircraft model, the scanning sensor is used to scan at least the area corresponding to the aircraft door opening. The real-time data includes the real-time width value of the area determined to be the aircraft door opening. The reference data includes the reference width value of the aircraft door opening.

[0006] In one embodiment, the detection sensor is a scanning sensor. When the aircraft door is determined to be open outward based on the aircraft model, the scanning sensor is used to scan at least the area corresponding to the aircraft door opening and the area corresponding to the opened aircraft door. The reference data includes the reference width value of the aircraft door and / or the reference width value of the aircraft door opening. The real-time data includes the real-time width value of the area determined to be the aircraft door and / or the real-time width value of the area determined to be the aircraft door opening.

[0007] In one embodiment, the detection sensor includes a first ranging sensor and a second ranging sensor corresponding to the aircraft doorway area; the real-time data includes first real-time data from the first ranging sensor and second real-time data from the second ranging sensor; the reference data includes first reference data and second reference data.

[0008] In one embodiment, comparing the reference data and the real-time data according to the aircraft model to determine the state of the aircraft door includes: determining that the aircraft door is fully open when the difference between the first real-time data and the first reference data is greater than or equal to a first threshold, and the difference between the second real-time data and the second reference data is greater than or equal to the first threshold.

[0009] In one embodiment, the detection sensor further includes a third ranging sensor and a fourth ranging sensor corresponding to the area of ​​the opened aircraft door. When the aircraft door is determined to be open outward based on the aircraft model, the real-time data further includes: the third real-time data of the third ranging sensor and the fourth real-time data of the fourth ranging sensor; the reference data further includes the third reference data and the fourth reference data.

[0010] In one embodiment, comparing the reference data and the real-time data according to the aircraft model to determine the state of the aircraft door includes: determining that the aircraft door is fully open when the difference between the first real-time data and the first reference data is greater than or equal to a first threshold, the difference between the second real-time data and the second reference data is greater than or equal to the first threshold, the difference between the third reference data and the third real-time data is greater than or equal to a second threshold, and the difference between the fourth reference data and the fourth real-time data is greater than or equal to the second threshold.

[0011] In one embodiment, the method further includes: determining that the first ranging sensor is faulty or blocked when the first real-time data is less than the first reference data or the difference between the first real-time data and the first reference data is less than a third threshold; or determining that the second ranging sensor is faulty or blocked when the second real-time data is less than the second reference data or the difference between the second real-time data and the second reference data is less than a third threshold.

[0012] This disclosure provides an aircraft door status detection device, comprising: an acquisition unit for acquiring the aircraft model; the acquisition unit is further configured to acquire reference data, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background; the acquisition unit is further configured to acquire real-time data measured by a detection sensor; and a comparison unit for comparing the real-time data and the reference data according to the aircraft model to determine the status of the aircraft door.

[0013] This disclosure provides a boarding bridge that includes a detection device for the status of the aircraft door as described in the above embodiment.

[0014] This disclosure provides an electronic device, including: one or more processors; and a storage device configured to store one or more programs, which, when executed by the one or more processors, cause the one or more processors to perform the method as described in any of the above embodiments.

[0015] This disclosure provides a computer-readable storage medium storing a computer program, characterized in that the computer program, when executed by a processor, implements the method as described in any of the above embodiments.

[0016] The method for detecting the status of an aircraft cabin door disclosed herein involves: acquiring the aircraft model; acquiring reference data, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background; acquiring real-time data measured by a detection sensor; and comparing the real-time data with the reference data according to the aircraft model to determine the status of the aircraft cabin door, thereby enabling the detection of the aircraft cabin door status. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this disclosure. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a flowchart of a method for detecting the status of an aircraft cabin door provided in an embodiment of this disclosure;

[0019] Figure 2 A schematic diagram of the installation of a detection device for a detection method for detecting the state of an aircraft cabin door according to an embodiment of this disclosure is shown.

[0020] Figure 3 A schematic diagram illustrating an embodiment of the aircraft door status detection method of the present disclosure is shown.

[0021] Figure 4 It shows Figure 3 A front-view diagram of an aircraft cabin door scan;

[0022] Figure 5 This diagram illustrates a method for detecting the state of an aircraft cabin door according to an embodiment of the present disclosure before the cabin door is opened.

[0023] Figure 6 A schematic diagram is shown illustrating a fully open aircraft door using the aircraft door status detection method of this disclosure according to an embodiment of the present disclosure.

[0024] Figure 7 This diagram illustrates a method for detecting the state of an aircraft cabin door according to an embodiment of the present disclosure before the cabin door is opened.

[0025] Figure 8 A schematic diagram is shown illustrating a fully open aircraft door using the aircraft door status detection method of this disclosure according to an embodiment of the present disclosure.

[0026] Figure 9 This is a schematic diagram of the structure of an aircraft cabin door status detection device provided in an embodiment of this disclosure;

[0027] Figure 10 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure. Detailed Implementation

[0028] The technical solutions of the embodiments of this disclosure will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this disclosure, and not all embodiments. Based on the embodiments of this disclosure, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this disclosure.

[0029] Figure 1 This is a flowchart of a method for detecting the status of an aircraft cabin door provided in an embodiment of this disclosure. The method provided in this embodiment can be executed by any computer terminal or server with computing capabilities, or interactively executed by a terminal or server.

[0030] like Figure 1 As shown in the embodiments of this disclosure, the method for detecting the status of an aircraft cabin door may include the following steps.

[0031] In step S110, the aircraft model is obtained.

[0032] In this step, the terminal or server can obtain the aircraft model. In one embodiment, the aircraft model can be obtained by retrieving data from the VDGS (Aircraft Parking Guidance System), or it can be obtained from the boarding bridge docking task or other methods; this disclosure is not limited to these. After obtaining the aircraft model, it can be determined whether the aircraft door opens inwards or outwards, and corresponding reference data can also be obtained based on the aircraft model.

[0033] In step S120, reference data is acquired, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background.

[0034] In this step, the terminal or server can acquire reference data, which may be temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background. Temporarily acquired reference measurement data may be data temporarily measured by a detection sensor, such as the width value of the cabin door temporarily measured by the sensor when the aircraft model is open outwards. Historically acquired reference measurement data may be data historically measured by the detection sensor, such as the width value of the cabin door measured by the detection sensor during the opening process when the aircraft model is open outwards. The reference data stored in the background may be the reference width value of the aircraft cabin door or doorway stored in memory, or it may be the reference data of the distance between the detection sensor and the aircraft surface when the aircraft cabin door is closed. This disclosure is not limited to these categories; the data stored in the background may be various data stored during the aircraft cabin door status detection process.

[0035] In step S130, real-time data measured by the detection sensor is acquired.

[0036] In this step, the terminal or server can acquire real-time data measured by the detection sensor. Real-time data refers to the data measured by the detection sensor during the measurement process. Different aircraft models have different types of real-time data.

[0037] In step S140, the real-time data and the reference data are compared according to the aircraft model to determine the status of the aircraft door.

[0038] In this step, the terminal or server can compare the real-time data with the reference data based on the aircraft model to determine the status of the aircraft door. The status of the aircraft door can include closed, partially open, and fully open. The status of the aircraft door can be determined by comparing the reference data with the real-time data.

[0039] Figure 1 The method for detecting the status of aircraft cabin doors involves: acquiring the aircraft model; acquiring reference data, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background; acquiring real-time data measured by detection sensors; and comparing the real-time data with the reference data according to the aircraft model to determine the status of the aircraft cabin door. This method enables the detection of the aircraft cabin door status, thereby facilitating the automatic reception of passengers by the boarding bridge.

[0040] The method for detecting the status of aircraft cabin doors disclosed herein will be described below with reference to specific embodiments.

[0041] Figure 2 A schematic diagram of the installation of a detection device for an aircraft door status detection method according to an embodiment of this disclosure is shown. Figure 2 As shown, the detection device 201 can be installed, for example, at the interface location shown in the illustration of the boarding bridge 200, but this disclosure is not limited thereto; the detection device 201 can be installed at any suitable location on the boarding bridge 200. The detection device 201 may include one or more detection sensors.

[0042] Example 1:

[0043] In Embodiment 1, the aircraft model is, for example, an outward-opening door, and the detection sensor is a scanning sensor, such as a laser scanner or millimeter-wave radar. In this embodiment, when the aircraft door is determined to be outward-opening based on the aircraft model, the scanning sensor is used to scan at least the area corresponding to the aircraft door opening and the area corresponding to the opened aircraft door; the reference data includes the aircraft door reference width value and / or the aircraft door opening reference width value; wherein, the aircraft door reference width value can be a temporary or historically acquired aircraft door width value, or it can be an aircraft door width value stored in the background; the aircraft door opening reference width value can be a temporary or historically acquired aircraft door opening reference width value, or it can be an aircraft door opening reference width value stored in the background; the reference data may also include the difference or ratio between the aircraft door reference width value and the aircraft door opening reference width value; the real-time data includes the real-time width value of the area determined to be the aircraft door area and / or the real-time width value of the area determined to be the aircraft door opening area.

[0044] In this embodiment, comparing the real-time data and the reference data according to the aircraft model to determine the state of the aircraft door may include: comparing the real-time width value of the area determined to be the aircraft door area measured by the scanning sensor with the reference width value of the aircraft door and / or comparing the real-time width value of the aircraft door opening determined to be the aircraft door opening area with the reference width value of the aircraft door opening to determine the state of the aircraft door.

[0045] In this embodiment, the step of comparing the real-time data and the reference data according to the aircraft model to determine the state of the aircraft door may further include: comparing the difference or ratio between the real-time width value determined to be the aircraft door area and the real-time width value determined to be the aircraft door opening area with the difference or ratio between the aircraft door reference width value and the aircraft door opening reference width value stored in the background to determine the state of the aircraft door.

[0046] Figure 3 A schematic diagram illustrating an embodiment of the method for detecting the status of an aircraft cabin door according to this disclosure is shown. Figure 4 It shows Figure 3 A forward-looking diagram of an aircraft cabin door scan. (Reference) Figure 3 and Figure 4The boarding bridge 301 is equipped with a scanning sensor 303, which detects the status of the aircraft door by scanning the area of ​​the corresponding aircraft door opening 3021 and the area of ​​the corresponding opened aircraft door 3022 of the aircraft 302.

[0047] refer to Figure 4 The scanning area S of the scanning sensor 303 includes at least the opened aircraft door 3022 and the aircraft doorway 3021.

[0048] refer to Figure 3 and Figure 4 The aircraft model has a door 3022 that opens outwards. The scanning sensor 303 can be a laser scanner or millimeter-wave radar, etc. The scanning sensor 303 is used to scan at least the area corresponding to the aircraft door opening 3021 and the area corresponding to the opened aircraft door 3022. The reference data includes the reference width value of the aircraft door 3022 and the reference width value of the aircraft door opening; the reference width value of the aircraft door opening includes the reference width value of the aircraft door opening 3021 stored in the background. The real-time data includes the real-time width value of the area determined to be the aircraft door opening 3021 and / or the real-time width value of the area determined to be the aircraft door 3022. For example, when the reference data is the reference width value of the aircraft door 3022, after obtaining the real-time width value of the area determined to be the aircraft door 3022 measured by the scanning sensor, the real-time width value of the area determined to be the aircraft door 3022 measured by the scanning sensor is compared with the reference width value of the aircraft door 3022 to determine the state of the aircraft door. When the real-time width value of the area identified as aircraft door 3022 is equal to the real-time width value of the area identified as aircraft door opening 3021, or when the difference is within a threshold range, the aircraft door is determined to be fully open.

[0049] The following is combined Figure 3 and Figure 4 Explanation of the principle behind scanning sensors measuring the status of aircraft cabin doors:

[0050] like Figure 3 and Figure 4 As shown, when the boarding bridge 301 is correctly docked with the aircraft 302, the scanning sensor 303 can obtain the point cloud data D of the aircraft 302 within the scanning range S through laser scanning. When the aircraft door 3022 is closed, the aircraft 302 is a continuous curved surface within the scanning range S, and the point cloud data D scanned by the scanning sensor 303 is also continuous, without any sudden changes in data. Figure 4As shown, when the aircraft door 3022 is opened, the aircraft 302 within the scanning range S can be divided into three discontinuous parts: the scanned part A of the outer surface of the aircraft 302, the scanned part B of the door 3022, and the scanned part C of the aircraft door opening 3021. The point cloud data D scanned by the sensor 303 will show abrupt changes at the junctions of A and B, A and C, and B and C. The opening status of the aircraft door 3022 can be determined by analyzing the point cloud data D.

[0051] like Figure 3 and Figure 4 As shown, a coordinate system can be established for the scanning sensor 303, where the X-axis represents the scanning direction of the scanning sensor 303, the Y-axis represents the left-right direction of the scanning sensor 303, and the Z-axis represents the up-down direction of the scanning sensor 303. When the scanning sensor 303 scans the aircraft 302, it will obtain the position of the aircraft 302 at each scanning point D. k The data from all scanned points forms point cloud data D. When the control system indicates that the boarding bridge 301 has come to a complete stop and the door is about to open, but the aircraft door 3022 has not yet opened, the existing data information D1 is stored, and subsequent data comparisons are performed using D1 as the reference data.

[0052] When aircraft door 3022 opens, the scanned real-time data D2 is compared with the previous D1, and the scanned point D... k The region M where the distance between points in the X-axis direction decreases is defined as D1X - D2X > G; where G is the minimum distance between the aircraft door and the aircraft surface after the door is opened for different aircraft models, and its value depends on the parameters of different aircraft. Region M is the area of ​​the aircraft door. At this time, the width information of the aircraft door 3022 is stored, and the changing region is continuously tracked to determine the position of the aircraft door. After the aircraft door 3022 is opened, the scanned point D... k The region N where the distance from the point in the X-axis direction increases is defined as D2X - D1X > H, where H is the thickness of the aircraft cabin and region N is the location of the doorway. Furthermore, as aircraft cabin door 3022 opens, the region of aircraft doorway 3021 also increases until it eventually remains unchanged.

[0053] When the aircraft door 3022 is fully opened, the aircraft door 3022 stops moving. The scanned data D3 is compared with the previous D1. The M region no longer changes, and the N region no longer changes. Based on the step characteristics of the distance sensor, the width of the region where the distance in the X-axis direction decreases and the width of the region where the distance in the X-axis direction increases are calculated. The widths of the two are compared. When the difference between the two is less than the preset threshold F, it is determined that the aircraft door 3022 is fully open.

[0054] Example 2:

[0055] In Embodiment 2, the aircraft model is, for example, an inward-opening door, and the detection sensor is a scanning sensor, such as a laser scanner or millimeter-wave radar. In this embodiment, when the aircraft door is determined to be inward-opening based on the aircraft model, the detection sensor is used to scan at least the area corresponding to the aircraft door opening; the real-time data includes the real-time width value of the area determined to be the aircraft door opening, for example, the scanning sensor measures the width value of the aircraft door opening in real time by scanning; the reference data includes the reference width value of the aircraft door opening, which can be stored in the background for later retrieval; in this embodiment, comparing the real-time data and the reference data based on the aircraft model to determine the state of the aircraft door may include: comparing the real-time width value of the aircraft door opening measured by the scanning sensor with the reference width value of the aircraft door opening stored in the background to determine the state of the aircraft door. When the real-time width value of the aircraft door opening is equal to or within a threshold range of the reference width value of the aircraft door opening stored in the background, the aircraft door is determined to be fully open.

[0056] Example 3:

[0057] In Embodiment 3, the detection sensors include a first ranging sensor and a second ranging sensor corresponding to the aircraft door opening area; the real-time data includes first real-time data from the first ranging sensor and second real-time data from the second ranging sensor; the reference data includes first reference data and second reference data. Comparing the real-time data and the reference data according to the aircraft model to determine the state of the aircraft door includes: when the difference between the first real-time data and the first reference data is greater than or equal to a first threshold, and the difference between the second real-time data and the second reference data is greater than or equal to the first threshold, the aircraft door is determined to be in a fully open state.

[0058] When the first real-time data is less than the first reference data or the difference between the first real-time data and the first reference data is less than a third threshold, the first ranging sensor is determined to be faulty or blocked; or when the second real-time data is less than the second reference data or the difference between the second real-time data and the second reference data is less than a third threshold, the second ranging sensor is determined to be faulty or blocked.

[0059] Figure 5 A schematic diagram is shown before the aircraft cabin door is opened, illustrating an embodiment of the present disclosure's method for detecting the state of the aircraft cabin door. (See reference...) Figure 5 The boarding bridge 501 is equipped with a first ranging sensor 503 and a second ranging sensor 504, which are used to measure the distance to the aircraft door 5022.

[0060] Figure 6A schematic diagram illustrating the fully open aircraft door using the aircraft door status detection method of this disclosure, according to an embodiment of this disclosure, is shown. (See reference...) Figure 6 The aircraft door 5022 is fully open relative to the aircraft door opening 5021.

[0061] refer to Figure 5 and Figure 6 The detection sensors include a first ranging sensor 503 and a second ranging sensor 504 corresponding to the area of ​​the aircraft door 5021; the real-time data includes first real-time data from the first ranging sensor 503 and second real-time data from the second ranging sensor 504; the reference data includes first reference data and second reference data, wherein the first reference data and the second reference data are the distance values ​​measured by the first ranging sensor 503 and the second ranging sensor 504 before the aircraft door 5022 is opened. When the difference between the first real-time data and the first reference data is greater than or equal to a first threshold, and the difference between the second real-time data and the second reference data is greater than or equal to the first threshold, the aircraft door 5022 is determined to be in a fully open state.

[0062] The following is combined Figure 5 and Figure 6 Explanation of the principle of measuring the aircraft cabin door status in Example 3:

[0063] refer to Figure 5 and Figure 6 When the aircraft door 5022 is closed, the distances measured by the first ranging sensor 503 and the second ranging sensor 504 are distances L1 and L2 to the aircraft door 5022. When the aircraft door 5022 is open, the distances measured by the first ranging sensor 503 and the second ranging sensor 504 are distances L1' and L2' to the interior of the aircraft. The detection distances of the first ranging sensor 503 and the second ranging sensor 504 will change significantly when the aircraft door 5022 changes from closed to open.

[0064] like Figure 5As shown, after the boarding bridge 501 completes docking with the aircraft 502, the boarding bridge control system immediately collects the distance data of the first distance measurement sensor 503 and the second distance measurement sensor 504, obtaining the initial detection distance L1o of the first distance measurement sensor 503 as the first reference data and the initial detection distance L2o of the second distance measurement sensor 504 as the second reference data. After that, the boarding bridge control system continuously collects the distance data of the first distance measurement sensor 503 and the second distance measurement sensor 504, obtaining the real-time detection distance L1t of the first distance measurement sensor 503 and the real-time detection distance L2t of the second distance measurement sensor 504; then compares the real-time detection distance of the first distance measurement sensor 503 with the initial detection distance to obtain ΔL1 = L1t - L1o, and compares the real-time detection distance of the second distance measurement sensor 504 with the initial detection distance to obtain ΔL2 = L2t - L2o. As shown in Table 1 below, if the detection distance change ΔL1 or ΔL2 of one of the distance measurement sensors 503 or 504 changes within the [D, E] region, while at the same time the detection distance change ΔL2 or ΔL1 of the other distance measurement sensor 504 or 503 is less than E, it indicates that the aircraft cabin door 5022 remains in the closed state. If ΔL1 > E, it indicates that the aircraft cabin door 5022 has been fully opened. If ΔL2 > E and at the same time ΔL1 < E, if previously, the detection distance changes of the first distance measurement sensor 503 and the second distance measurement sensor 504 are ΔL1 < E, ΔL2 < E, it indicates that the cabin door is opening; but if ΔL2 > E and ΔL1 < E remain for a time T exceeding a relatively long time F, it indicates that the aircraft cabin door 5022 has been fully opened, but the first distance measurement sensor 503 is blocked by a person or an object; if previously, the detection distance changes of the first distance measurement sensor 503 and the second distance measurement sensor 504 are ΔL1 > E, ΔL2 > E, it indicates that the aircraft cabin door 21 is in the fully opened state, but the first distance measurement sensor 503 is blocked by a person or an object. Among them, [D, E] is the maximum change range of the distance change from the cabin door sensor to the aircraft 502 due to changing factors such as wind force and the load of the aircraft 502. For different aircraft models, the values of D and E can be different, and specific values are set during testing and system calibration. If ΔL1 < D, it indicates that the first distance measurement sensor 503 is blocked by a person or an object, and if ΔL2 < D, it indicates that the second distance measurement sensor 504 is blocked by a person or an object. Among them, D is, for example, the third threshold, and E is, for example, the first threshold.

[0065] Table 1:

[0066]

[0067]

[0068] Embodiment 4:

[0069] In Embodiment 4, compared to Embodiment 3, the detection sensor further includes a third ranging sensor and a fourth ranging sensor corresponding to the opened aircraft door area. When the aircraft door is determined to be open outward based on the aircraft model, the real-time data further includes: third real-time data from the third ranging sensor and fourth real-time data from the fourth ranging sensor; the reference data further includes third reference data and fourth reference data. The step of comparing the reference data and the real-time data based on the aircraft model to determine the state of the aircraft door includes: determining that the aircraft door is fully open when the difference between the first real-time data and the first reference data is greater than or equal to a first threshold, the difference between the second real-time data and the second reference data is greater than or equal to the first threshold, the difference between the third reference data and the third real-time data is greater than or equal to a second threshold, and the difference between the fourth reference data and the fourth real-time data is greater than or equal to the second threshold.

[0070] Figure 7 A schematic diagram is shown before the aircraft cabin door is opened, illustrating an embodiment of the present disclosure's method for detecting the state of the aircraft cabin door. (See reference...) Figure 7 The boarding bridge 701 is equipped with a first ranging sensor 703, a second ranging sensor 704, a third ranging sensor 705, and a fourth ranging sensor 706. The first ranging sensor 703, the second ranging sensor 704, the third ranging sensor 705, and the fourth ranging sensor 706 are used to measure the distance to the aircraft door 7022.

[0071] Figure 8 A schematic diagram illustrating the fully open aircraft door using the aircraft door status detection method of this disclosure, according to an embodiment of this disclosure, is shown. (See reference...) Figure 8 The aircraft door 7022 is fully open relative to the aircraft door opening 7021.

[0072] refer to Figure 7 and Figure 8The detection sensors include a first ranging sensor 703 and a second ranging sensor 704 corresponding to the area of ​​the aircraft door 7021, and a third ranging sensor 705 and a fourth ranging sensor 706 corresponding to the area of ​​the opened aircraft door. When the aircraft door is determined to be open outward based on the aircraft model, the real-time data includes: the first real-time data of the first ranging sensor 703 and the second real-time data of the second ranging sensor 704, the third real-time data of the third ranging sensor 705 and the fourth real-time data of the fourth ranging sensor 706; the reference data includes first reference data, second reference data, third reference data and fourth reference data, wherein the first reference data and the second reference data are the distance values ​​measured by the first ranging sensor 703 and the second ranging sensor 704 before the aircraft door 7022 is opened, and the third reference data and the fourth reference data are the distance values ​​measured by the third ranging sensor 705 and the fourth ranging sensor 706 before the aircraft door 7022 is opened. The step of comparing the reference data and the real-time data according to the aircraft model to determine the state of the aircraft door 7022 includes: determining that the aircraft door is in a fully open state when the difference between the first real-time data and the first reference data is greater than or equal to a first threshold, the difference between the second real-time data and the second reference data is greater than or equal to the first threshold, the difference between the third reference data and the third real-time data is greater than or equal to a second threshold, and the difference between the fourth reference data and the fourth real-time data is greater than or equal to the second threshold.

[0073] The following is combined Figure 7 and Figure 8 Explanation of the principle of measuring the aircraft cabin door status in Example 4:

[0074] refer to Figure 7 and Figure 8 When the aircraft door 7022 is closed, the distances measured by the first sensor 703, the second sensor 704, the third sensor 705, and the fourth sensor 706 are the distances L1, L2, L3, and L4 to the aircraft door 7022, respectively. Figure 8 As shown, when the aircraft door 7022 is just opened, L1 and L2 become smaller due to the opening of the aircraft door, while L3 and L4 remain unchanged; when the aircraft door is half open, L1 becomes larger, L2 and L3 become shorter, while L4 remains unchanged; when the aircraft door is fully open, L1 and L2 become larger, while L3 and L4 become smaller.

[0075] The state is determined as follows: After boarding bridge 701 docks with aircraft 702, the initial distances L1, L2, L3, and L4 are recorded as L0. H is the thickness of the aircraft cabin, and G is the minimum distance between the cabin door and the aircraft surface after the cabin door is opened for different aircraft models; its value depends on the parameters of different aircraft. When ΔL1 (L1-L0 < H), ΔL2 (L2-L0 < H), ΔL3 (L0-L3 = 0), and ΔL4 (L0-L4 = 0), this is the stage when the aircraft cabin door is just opened. When ΔL1 ≥ H, ΔL2 ≥ H, ΔL3 ≥ G, and ΔL4 ≥ G, this is the stage when the cabin door is fully open. Here, H is, for example, the first threshold, and G is, for example, the second threshold.

[0076] Figure 9 This is a schematic diagram of the structure of an aircraft cabin door status detection device provided in an embodiment of this disclosure.

[0077] like Figure 9 As shown, the aircraft door status detection device 900 provided in this embodiment may include:

[0078] Acquisition unit 910 is used to acquire the aircraft model;

[0079] The acquisition unit 910 is further configured to acquire reference data, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background.

[0080] The acquisition unit 910 is also used to acquire real-time data measured by the detection sensor;

[0081] The comparison unit 920 is used to compare the real-time data and the reference data according to the aircraft model to determine the status of the aircraft door.

[0082] Figure 9 The aircraft door status detection device includes an acquisition unit for acquiring the aircraft model; the acquisition unit is also used to acquire reference data, which may be temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background; the acquisition unit is also used to acquire real-time data measured by the detection sensor; and a comparison unit is used to compare the real-time data and the reference data according to the aircraft model to determine the status of the aircraft door, thereby enabling the detection of the aircraft door status and thus achieving automatic boarding bridge reception.

[0083] In one embodiment, the detection sensor is a scanning sensor. When the aircraft door is determined to be open inward based on the aircraft model, the detection sensor is used to scan at least the area corresponding to the aircraft door opening. The real-time data includes the real-time width value of the area determined to be the aircraft door opening. The reference data includes the reference width value of the aircraft door opening.

[0084] In one embodiment, the detection sensor is a scanning sensor. When the aircraft door is determined to be open outward based on the aircraft model, the detection sensor is used to scan at least the area corresponding to the aircraft door opening and the area corresponding to the opened aircraft door. The reference data includes the reference width value of the aircraft door and / or the reference width value of the aircraft door opening. The real-time data includes the real-time width value of the area determined to be the aircraft door and / or the real-time width value of the area determined to be the aircraft door opening.

[0085] In one embodiment, the detection sensors include a first ranging sensor and a second ranging sensor corresponding to the aircraft door opening area; the real-time data includes first real-time data from the first ranging sensor and second real-time data from the second ranging sensor; the reference data includes first reference data and second reference data. The comparison unit 920 is further configured to determine that the aircraft door is fully open when the difference between the first real-time data and the first reference data is greater than or equal to a first threshold, and the difference between the second real-time data and the second reference data is greater than or equal to the first threshold.

[0086] In one embodiment, the detection sensor further includes a third ranging sensor and a fourth ranging sensor corresponding to the opened aircraft door area. When the aircraft door is determined to be open outward based on the aircraft model, the real-time data further includes: third real-time data from the third ranging sensor and fourth real-time data from the fourth ranging sensor; the reference data further includes third reference data and fourth reference data. The comparison unit 920 is further configured to determine that the aircraft door is in a fully open state when the difference between the first real-time data and the first reference data is greater than or equal to a first threshold, the difference between the second real-time data and the second reference data is greater than or equal to the first threshold, the difference between the third reference data and the third real-time data is greater than or equal to a second threshold, and the difference between the fourth reference data and the fourth real-time data is greater than or equal to the second threshold.

[0087] In one embodiment, the comparison unit 920 is further configured to determine that the first ranging sensor is faulty or blocked when the first real-time data is less than the first reference data or the difference between the first real-time data and the first reference data is less than a third threshold; or to determine that the second ranging sensor is faulty or blocked when the second real-time data is less than the second reference data or the difference between the second real-time data and the second reference data is less than a third threshold.

[0088] This application also provides a boarding bridge, including, as follows: Figure 9 The device shown is for detecting the status of the aircraft cabin door.

[0089] The boarding bridge of this application can detect the status of the aircraft cabin door, thereby enabling the boarding bridge to automatically receive passengers.

[0090] See Figure 10 , Figure 10 This is a schematic diagram of the structure of an electronic device 1000 provided in an embodiment of this disclosure. For example... Figure 10 As shown, the electronic device in this embodiment may include one or more processors 1001, a memory 1002, and an input / output interface 1003. The processor 1001, memory 1002, and input / output interface 1003 are connected via a bus 1004. The memory 1002 stores a computer program, which includes program instructions. The input / output interface 1003 receives and outputs data, such as for data interaction between a host machine and an electronic device, or for data interaction between various virtual machines within the host machine. The processor 1001 executes the program instructions stored in the memory 1002.

[0091] The processor 1001 can perform the following operations:

[0092] Obtain the aircraft model; obtain reference data, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background; obtain real-time data measured by detection sensors; compare the real-time data and the reference data according to the aircraft model to determine the status of the aircraft door.

[0093] In some feasible implementations, the processor 1001 may be a central processing unit (CPU), but it can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor.

[0094] The memory 1002 may include read-only memory and random access memory, and provides instructions and data to the processor 1001 and the input / output interface 1003. A portion of the memory 1002 may also include non-volatile random access memory. For example, the memory 1002 may also store device type information.

[0095] In practice, the electronic device can execute the implementation methods provided by the steps in the above embodiments through its built-in functional modules. For details, please refer to the implementation methods provided by the steps in the above embodiments, which will not be repeated here.

[0096] This disclosure provides an electronic device including a processor, an input / output interface, and a memory. The processor retrieves a computer program from the memory and executes the steps of the method shown in the above embodiments to perform a transmission operation.

[0097] This disclosure also provides a computer-readable storage medium storing a computer program adapted to be loaded by a processor and execute the methods provided in the steps of the above embodiments. Specific implementations of the steps in the above embodiments can be found therein and will not be repeated here. Furthermore, the beneficial effects of using the same method will not be repeated here either. For technical details not disclosed in the embodiments of the computer-readable storage medium involved in this disclosure, please refer to the description of the method embodiments of this disclosure. As an example, the computer program can be deployed to execute on an electronic device, or on multiple electronic devices located at one location, or on multiple electronic devices distributed across multiple locations and interconnected via a communication network.

[0098] The computer-readable storage medium can be the apparatus provided in any of the foregoing embodiments or the internal storage unit of the electronic device, such as a hard disk or memory of the electronic device. The computer-readable storage medium can also be an external storage device of the electronic device, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the electronic device. Furthermore, the computer-readable storage medium can include both internal and external storage units of the electronic device. The computer-readable storage medium is used to store the computer program and other programs and data required by the electronic device. The computer-readable storage medium can also be used to temporarily store data that has been output or will be output.

[0099] This disclosure also provides a computer program product or computer program including computer instructions stored in a computer-readable storage medium. A processor of an electronic device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the electronic device to perform the methods provided in the various alternative embodiments described above.

[0100] The terms "first," "second," etc., used in the specification, claims, and drawings of this disclosure are used to distinguish different objects, not to describe a specific order. Furthermore, the term "comprising," and any variations thereof, are intended to cover non-exclusive inclusion. For example, a process, method, apparatus, product, or device that includes a series of steps or units is not limited to the listed steps or modules, but may optionally include steps or modules not listed, or may optionally include other step units inherent to these processes, methods, apparatuses, products, or devices.

[0101] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of each example have been generally described in terms of functionality. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this disclosure.

[0102] The methods and related apparatuses provided in this disclosure are described with reference to the method flowcharts and / or structural diagrams provided in this disclosure. Specifically, each block of the method flowchart and / or structural diagram, as well as combinations of blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions are provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable transmission device to create a machine, such that the instructions, which execute via the processor of the computer or other programmable transmission device, generate instructions for implementing the process. Figure 1 A schematic diagram of one or more processes and / or structures. Figure 1 The computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable transmission device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 A schematic diagram of one or more processes and / or structures. Figure 1 The functions specified in one or more boxes. These computer program instructions may also be loaded onto a computer or other programmable transmission device to cause a series of operational steps to be performed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable device for implementing the process. Figure 1 A process or multiple processes and / or structures illustrate the steps of the functions specified in one or more boxes.

[0103] The above-disclosed embodiments are merely preferred embodiments of this disclosure and should not be construed as limiting the scope of this disclosure. Therefore, any equivalent variations made in accordance with the claims of this disclosure shall still fall within the scope of this disclosure.

Claims

1. A method of detecting the status of an aircraft door, characterized in that, include: Obtain the aircraft model; Acquire benchmark data, wherein the benchmark data is temporarily acquired benchmark measurement data, historically acquired benchmark measurement data, or benchmark data stored in the background; Acquire real-time data measured by a detection sensor, wherein the detection sensor is a scanning sensor; The real-time data and the reference data are compared according to the aircraft model to determine the status of the aircraft door. The reference data includes the reference width value of the aircraft door and / or the reference width value of the aircraft door opening. Wherein, when the aircraft door is determined to be inwardly open based on the aircraft model, the scanning sensor is used to scan at least the area corresponding to the aircraft door opening; the real-time data includes the real-time width value of the area determined to be the aircraft door opening; the reference data includes the reference width value of the aircraft door opening. The step of comparing the real-time data and the reference data according to the aircraft model to determine the state of the aircraft door includes: comparing the real-time width value of the aircraft door opening measured by the scanning sensor with the reference width value of the aircraft door opening stored in the background to determine the state of the aircraft door. When the aircraft door is determined to be open outward based on the aircraft model, the scanning sensor is used to scan at least the area of ​​the corresponding aircraft door opening and the area of ​​the corresponding opened aircraft door; the real-time data includes the real-time width value of the area determined to be the aircraft door area and / or the real-time width value of the area determined to be the aircraft door opening area.

2. The method of claim 1, wherein, The step of comparing the real-time data and the reference data according to the aircraft model to determine the state of the aircraft door includes: comparing the difference or ratio between the real-time width value determined to be the aircraft door area and the real-time width value determined to be the aircraft door opening area with the difference or ratio between the aircraft door reference width value and the aircraft door opening reference width value stored in the background to determine the state of the aircraft door.

3. An apparatus for detecting the status of an aircraft door, characterized in that, include: The acquisition unit is used to acquire the aircraft model. The acquisition unit is further configured to acquire reference data, wherein the reference data is temporarily acquired reference measurement data, historically acquired reference measurement data, or reference data stored in the background. The acquisition unit is also used to acquire real-time data measured by the detection sensor, wherein the detection sensor is a scanning sensor; A comparison unit is used to compare the real-time data and the reference data according to the aircraft model to determine the status of the aircraft door, wherein the reference data includes the reference width value of the aircraft door and / or the reference width value of the aircraft door opening. The comparison unit is further configured to, when the aircraft door is determined to be inwardly open based on the aircraft model, at least scan the area corresponding to the aircraft door opening; the real-time data includes the real-time width value of the area determined to be the aircraft door opening; the reference data includes the reference width value of the aircraft door opening. The comparison unit is also used to compare the real-time width value of the aircraft door opening measured by the scanning sensor with the reference width value of the aircraft door opening stored in the background to determine the status of the aircraft door. The comparison unit is also used to determine, based on the aircraft model, that when the aircraft door is open outwards, the scanning sensor is used to scan at least the area corresponding to the aircraft door opening and the area corresponding to the opened aircraft door; the real-time data includes the real-time width value of the area determined to be the aircraft door area and / or the real-time width value of the area determined to be the aircraft door opening area.

4. A boarding bridge, characterized in that Includes the aircraft door status detection device as described in claim 3.

5. An electronic device, comprising: include: One or more processors; A storage device configured to store one or more programs, which, when executed by one or more processors, cause the one or more processors to implement the method as described in any one of claims 1 to 2.

6. A computer-readable storage medium storing a computer program, the computer program comprising instructions that, when executed by a computer, cause the computer to perform the method of any one of claims 1 to 5. When the computer program is executed by a processor, it implements the method as described in any one of claims 1 to 2.

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