A vehicle-road cooperative landing test system for a civil aviation airport

Abstract

The application discloses a kind of for civil aviation airport vehicle-road cooperation approach test system, including, approach component, including approach body, the detection piece of being set on approach body and the buffer protection component of being set on approach body;And, deceleration component, including speed control component being set on approach body and the speed detection piece of being electrically connected with speed control component, when approach is carried out, buffer block receives impact, will slide into storage tank, in turn will drive the angle between transfer plate and drive plate, so that the drive plate and transfer plate that originally in a straight line are dislocated, to drive the swing of last end transfer plate, then further drive the rotation of swing rod, to drive the rotation of bending rod, when bending rod rotates, limit rod is rotated synchronously, so that trigger piece is started, to realize alarm, prevent excessive approach to cause damage to aircraft.

Description

Technical Field

[0001] This invention relates to the technical field of airport vehicle-road cooperation, and more particularly to a vehicle-road cooperation testing system for civil aviation airports. Background Technology

[0002] Currently, airports lack effective technological means to reduce safety incidents. A significant portion of these incidents stem from blind spots among staff, who are unaware of the precise locations of aircraft, vehicles, and personnel, leading to operational or command errors and ultimately unsafe events. Accurately obtaining real-time location information for aircraft, vehicles, and personnel, and issuing early warnings based on risk conditions, could effectively reduce the occurrence of minor collisions, minimize economic losses, and achieve intelligent safety management at airports.

[0003] Airport ground support vehicles typically operate in outdoor, semi-indoor, and indoor environments. Outdoor environments are relatively open with good satellite signals, while semi-indoor and indoor environments are more complex, with satellite signals easily blocked, leading to larger positioning errors. Currently, there is no system that can meet the high-precision positioning requirements of airport ground support vehicles in different working environments. Summary of the Invention

[0004] The purpose of this section is to outline some aspects of embodiments of the present invention and to briefly describe some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be construed as limiting the scope of the invention.

[0005] In view of the problems existing in the current vehicle-road cooperative testing system for civil aviation airports, this invention is proposed.

[0006] Therefore, the purpose of this invention is to provide a vehicle-road cooperative testing system for civil aviation airports.

[0007] To solve the above-mentioned technical problems, the present invention provides the following technical solution: a vehicle-road cooperative landing test system for civil aviation airports, comprising a landing component, including a landing body, a detector mounted on the landing body, and a buffer protection component mounted on the landing body; and a deceleration component, including a speed control component mounted on the landing body and a speed detection component electrically connected to the speed control component.

[0008] As a preferred embodiment of the vehicle-road cooperative docking test system for civil aviation airports described in this invention, the buffer protection component includes an abutment frame connected to the docking body, an extension rod disposed on the abutment frame, and a buffer block disposed at the end of the extension rod. The extension rod has a storage slot inside, and a telescopic component is disposed in the storage slot. The detector is disposed at the end of the telescopic component.

[0009] As a preferred embodiment of the vehicle-road cooperative testing system for civil aviation airports described in this invention, the telescopic component includes several transfer plates disposed in the storage slot, a drive plate disposed in the storage slot, and a hinge plate disposed at the end of the drive plate. Each hinge plate is provided with meshing teeth, and two adjacent hinge plates are always meshed. The two ends of the transfer plate are respectively hinged to two meshing hinge plates. A limiter is provided in the storage slot, and the drive plate located at the far end is connected to a buffer block.

[0010] As a preferred embodiment of the vehicle-road cooperative testing system for civil aviation airports described in this invention, the limiting component includes a dovetail groove formed in the storage slot and dovetail blocks set on both sides of the buffer block. The dovetail blocks are provided with threaded grooves, and the buffer blocks are provided with mating holes corresponding to the threaded grooves. Bolts are provided between the mating holes and the threaded grooves.

[0011] As a preferred embodiment of the vehicle-road cooperative testing system for civil aviation airports described in this invention, the storage slot is provided with a transmission component, which includes a bracket disposed in the storage slot, a swing rod rotatably connected to the bracket, and a drive rod connected to the swing rod. The end of the drive rod is also provided with a meshing tooth, and the drive rod meshes with an adjacent hinge plate. A longitudinal groove is provided on the swing plate. A bent rod is rotatably connected to the bracket. The end of the bent rod is provided with a sliding ball that is slidably connected to the longitudinal groove. A rotating shaft is provided at the rear end of the bent rod, and a torsion spring is provided between the rotating shaft and the bracket.

[0012] As a preferred embodiment of the vehicle-road cooperative docking test system for civil aviation airports described in this invention, the detection element includes an infrared distance detector disposed at the end of an extension rod, a signal transmission module electrically connected to the infrared distance detector, and a central processing unit connected to the signal transmission module. The speed control component includes a speed limiting module disposed within the main body of the machine and a signal receiving module electrically connected to the speed limiting module. The signal transmission module is connected to the signal receiving module.

[0013] As a preferred embodiment of the vehicle-road cooperative testing system for civil aviation airports described in this invention, the following features are provided: a limit rod is provided at the rear end of the rotating shaft; a baffle is provided on the bracket; a gear ring is provided on the baffle; a plurality of limiting grooves are provided on the gear ring; a retaining ball is provided on the side of the limit rod near the gear ring; a spring is provided between the retaining ball and the limit rod; and a trigger is provided in each limiting groove.

[0014] As a preferred embodiment of the vehicle-road cooperative testing system for civil aviation airports described in this invention, the triggering element includes an abutment rod slidably connected in a limiting groove, a trigger key disposed at the rear end of the abutment rod, and a spring disposed outside the abutment rod, wherein the rear end of the trigger key is connected to a central processing unit.

[0015] As a preferred embodiment of the vehicle-road cooperative testing system for civil aviation airports described in this invention, the buffer block includes a main block connected to the drive board and a buffer plate connected to the main block.

[0016] The beneficial effects of this invention are as follows: When the aircraft is approached, the buffer block receives an impact and slides into the storage slot, which in turn causes the angle between the transfer plate and the drive plate to shift, making the drive plate and the transfer plate, which were originally in a straight line, misalign. This causes the transfer plate at the rear end to swing, which in turn causes the swing rod to rotate, thereby causing the bending rod to rotate. When the bending rod rotates, it will simultaneously drive the limit rod to rotate, causing the trigger to activate, thereby realizing an alarm and preventing excessive approach from damaging the aircraft. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Wherein: Figure 1 This is a schematic diagram of the overall structure of the vehicle-road cooperative testing system for civil aviation airports according to the present invention.

[0018] Figure 2 This is a schematic diagram of the docking body described in the vehicle-road cooperative docking test system for civil aviation airports according to the present invention.

[0019] Figure 3 The present invention is used in the vehicle-road cooperative aircraft docking test system for civil aviation airports. Figure 2 Enlarged diagram of part A in the middle.

[0020] Figure 4 This is a schematic diagram of the telescopic component structure of the vehicle-road cooperative landing test system for civil aviation airports according to the present invention.

[0021] Figure 5 This is an exploded view of the trigger structure of the vehicle-road cooperative docking test system for civil aviation airports according to the present invention.

[0022] Figure 6 This is a schematic diagram of the dovetail block used in the civil aviation airport vehicle-road cooperative docking test system of the present invention. Detailed Implementation

[0023] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0024] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0025] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The phrase "in one embodiment" appearing in different places in this specification does not necessarily refer to the same embodiment, nor is it a single or selective embodiment that is mutually exclusive with other embodiments.

[0026] Secondly, the present invention is described in detail with reference to the schematic diagrams. When detailing the embodiments of the present invention, for ease of explanation, the cross-sectional views illustrating the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of the present invention. In addition, actual fabrication should include three-dimensional spatial dimensions of length, width, and depth.

[0027] Example 1 Reference Figure 1-6 This invention discloses a vehicle-road cooperative aircraft docking test system for civil aviation airports, including a docking component 100. In this embodiment, the docking component 100 includes a docking body 101, which has an overall shape of an inclined staircase, allowing pedestrians to board and disembark. A detector 102 is provided on the docking body 101, which is mainly used to detect the distance between the entire docking body 101 and the aircraft to prevent damage to the aircraft due to excessive proximity. A buffer protection component 300 is also provided on the docking body 101, which is used to slow down the approach speed and reduce the force when the docking body 101 approaches the aircraft.

[0028] Furthermore, the present invention also includes a deceleration assembly 200. In this embodiment, the deceleration assembly 200 includes a speed control component 201 disposed on the docking machine body 101. The speed control component 201 is used to control the overall approach speed, reduce the speed of the transport vehicle at the lower end of the docking machine body 101, and achieve precise speed control. A speed detection component 202 is electrically connected to the speed control component 201. The speed detection component 202 can detect the approach speed of the docking machine body 101 in real time.

[0029] Furthermore, in this embodiment, the buffer protection component 300 includes an abutment frame 301 connected to the aircraft body 101. The abutment frame 301 is disposed at the upper end of the aircraft body 101 and extends outward in a horizontal direction. There are two abutment frames 301, which are respectively disposed on both sides of the aircraft body 101 to provide support. An extension rod 302 is also provided on the abutment frame 301. The extension rod 302 extends outward horizontally. A buffer block 303 is provided at the end of each extension rod 302. The buffer block 303 is the part that mainly abuts against the extension rod 302. A storage groove 304 is provided inside the extension rod 302. A telescopic component 400 is provided in the storage groove 304. The telescopic component 400 can control the extension and retraction position of the buffer block 303, thereby controlling the position of the buffer block 303. Since the buffer block 303 actually abuts against the aircraft, controlling the extension position of the buffer block 303 can control the approach distance between the aircraft body 101 and the aircraft.

[0030] Furthermore, in this embodiment, the telescopic component 400 includes several transfer plates 400a disposed in the storage slot 304, several drive plates 401 disposed inside the storage slot 304, and hinge plates 402 disposed at both ends of each drive plate 401. Each hinge plate 402 is provided with meshing teeth 403, and two adjacent hinge plates 402 are always meshed. The two drive teeth swing through the meshing action of the hinge plates 402.

[0031] Furthermore, the two ends of the transfer plate 400a are respectively hinged to two meshing hinge plates 402. The transfer plate 400a is initially on the same straight line, but when the hinge plates 402 are engaged, the transfer plate 400a will be misaligned, and a limiting member 400 is provided in the storage slot 304. In this embodiment, the limiting member 404 includes a dovetail groove opened on the side wall of the storage slot 304 and dovetail blocks 404b provided on both sides of the buffer block 303. A threaded groove 404c is opened on the dovetail block 404b, and a mating hole 405 corresponding to the threaded groove 404c is provided on the buffer block 303. A bolt is provided between the mating hole 405 and the threaded groove 404c. The threaded end of the bolt is connected to the threaded groove 404c, and the other end of the bolt is connected to the mating hole 405.

[0032] Furthermore, a transfer component 500 is provided within the storage slot 304. In this embodiment, the transfer component 500 includes a support 501 disposed within the storage slot 304, and a swing rod 502 rotatably connected to the support 501. The rotation plane of the swing rod 502 is a horizontal plane, but the swing rod 502 is fan-shaped and vertically arranged. A drive rod 503 is provided at the end of the swing rod 502, and the end of the drive rod 503 is also provided with a meshing tooth 403. The drive rod 503 meshes with an adjacent hinge plate 402, and one of the intermediate transfer plates 400a... It is also set on the drive rod 503 and the hinge plate 402, but the rotating plate 400a will not slide in the horizontal direction. A longitudinal groove 504 is provided on the swing plate. A bent rod 505 is rotatably connected to the bracket 501. The rotation plane of the bent rod 505 is set vertically and bends towards the swing rod 502. A sliding ball 506 is provided at the end of the bent rod 505 and slides in the longitudinal groove 504, so that when the bent rod 505 rotates, the sliding ball 506 in the longitudinal groove 504 drives the swing rod 502 to swing back and forth.

[0033] Furthermore, a rotating shaft 507 is provided at the rear end of the bent rod 505, a torsion spring is provided between the rotating shaft 507 and the bracket 501, and a limiting rod 600 is provided at the rear end of the rotating shaft 507. The limiting rod 600 extends outward along the axial direction of the rotating shaft 507, so that when the rotating shaft 507 rotates, it will also drive the limiting rod 600 to rotate synchronously, so that the rotation plane of the limiting rod 600 is a vertical plane.

[0034] Furthermore, a baffle 601 is provided on the bracket 501, a gear ring 602 is provided on the baffle 601, and a number of limiting grooves 605 are provided on the gear ring 602. The limiting grooves 605 are arc-shaped and are equidistant along the arc. A ball 603 is provided on the side of the limiting rod 600 near the gear ring 602. A spring 703 is provided between the ball 603 and the limiting rod 600. The spring 703 always drives the ball 603 to move away from the limiting rod 600. At the same time, a trigger 700 is provided in each limiting groove 605.

[0035] Preferably, in this embodiment, the trigger 700 includes an abutment rod 701 slidably connected in the limiting groove 605, a trigger key 702 disposed at the rear end of the abutment rod 701, and a spring 703 disposed outside the abutment rod 701. The rear end of the trigger key 702 is connected to the central processing unit 102c. The buffer block 303 includes a main block 303a connected to the drive board 401 and a buffer plate 303b connected to the main block 303a.

[0036] Furthermore, the detection element 102 includes an infrared distance detector 102a disposed at the end of the extension rod 302. The infrared distance detector 102a mainly emits infrared rays outward, and these infrared rays extend from the end of the extension rod 302 to the contact position of the aircraft. A signal transmission module 102b is electrically connected to the infrared distance detector 102a. The signal transmission module 102b is used to store and transmit the distance information detected by the infrared distance detector. A central processing unit 102c is connected to the signal transmission module 102b. The speed control element 201 includes a speed limiting module disposed in the aircraft body 101 and a signal receiving module electrically connected to the speed limiting module. The signal transmission module 102b is connected to the signal receiving module.

[0037] Preferably, the speed limiting module mainly transmits electrical signals to the braking system inside the vehicle to perform braking.

[0038] In this embodiment, the buffer block 303 includes a main block 303a connected to the drive plate 401 and a buffer plate 303b connected to the main block 303a. The buffer plate 303b is made of rubber and is relatively soft, which can reduce damage to the aircraft when it comes into contact with it.

[0039] Operation process: When approaching the aircraft, the buffer block 303 receives an impact and slides into the storage slot 304. This causes the angle between the transfer plate 400a and the drive plate 401 to shift, resulting in misalignment between the drive plate 401 and the transfer plate 400a, which were originally in a straight line. This causes the transfer plate 400a at the rear end to swing, which in turn causes the swing rod 502 to rotate, thereby causing the bending rod 505 to rotate. When the bending rod 505 rotates, it simultaneously causes the limit rod 600 to rotate, triggering the trigger 700 to activate the alarm and prevent excessive approaching from damaging the aircraft.

[0040] It is important to note that the constructions and arrangements of this application shown in several different exemplary embodiments are merely illustrative. Although only a few embodiments are described in detail in this disclosure, those who consult this disclosure will readily understand that many modifications are possible (e.g., changes in the size, dimensions, structure, shape, and proportions of various elements, as well as parameter values ​​(e.g., temperature, pressure, etc.), mounting arrangements, use of materials, color, orientation, etc.) without substantially departing from the novel teachings and advantages of the subject matter described in this application). For example, an element shown as integrally formed may be composed of multiple parts or elements, the position of elements may be inverted or otherwise altered, and the nature or number or position of discrete elements may be changed or altered. Therefore, all such modifications are intended to be included within the scope of the invention. The order or sequence of any process or method steps may be changed or rearranged according to alternative embodiments. In the claims, any "device plus function" clause is intended to cover the structure described herein that performs the function, and not only structurally equivalent but also equivalent in structure. Other substitutions, modifications, alterations, and omissions may be made in the design, operation, and arrangement of the exemplary embodiments without departing from the scope of the invention. Therefore, the present invention is not limited to the specific embodiments, but extends to various modifications that still fall within the scope of the appended claims.

[0041] Furthermore, in order to provide a concise description of exemplary embodiments, not all features of actual embodiments (i.e., those features that are not relevant to the currently considered best mode for carrying out the invention, or those features that are not relevant to implementing the invention) may be omitted.

[0042] It should be understood that numerous specific implementation decisions can be made during the development of any practical implementation, such as in any engineering or design project. Such development efforts may be complex and time-consuming, but for those skilled in the art who benefit from this disclosure, the development effort will be a routine work of design, manufacturing, and production without requiring much experimentation.

[0043] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A vehicle-road cooperative testing system for civil aviation airports, characterized in that: include, The host assembly (100) includes a host body (101), a detector (102) disposed on the host body (101), and a buffer protection component (300) disposed on the host body (101). The deceleration assembly (200) includes a speed control component (201) disposed on the main body (101) and a speed detection component (202) electrically connected to the speed control component (201). The buffer protection component (300) includes an abutment frame (301) connected to the main body (101), an extension rod (302) disposed on the abutment frame (301), and a buffer block (303) disposed at the end of the extension rod (302). The extension rod (302) has a storage slot (304) inside, and a telescopic component (400) is disposed in the storage slot (304). The probe (102) is disposed at the end of the telescopic component (400). The telescopic component (400) includes several transfer plates (400a) disposed in the storage slot (304), a drive plate (401) disposed in the storage slot (304), and a hinge plate (402) disposed at the end of the drive plate (401). Each hinge plate (402) is provided with a meshing tooth (403), and two adjacent hinge plates (402) are always meshed. The two ends of the transfer plate (400a) are respectively hinged to two meshing hinge plates (402). A limit member (404) is provided in the storage slot (304). The drive plate (401) located at the far end is connected to the buffer block (303). The storage slot (304) is provided with a transmission component (500). The transmission component (500) includes a bracket (501) provided in the storage slot (304), a swing rod (502) rotatably connected to the bracket (501), and a drive rod (503) connected to the swing rod (502). The end of the drive rod (503) is also provided with a meshing tooth (403). The drive rod (503) meshes with the adjacent hinge plate (402). The swing rod (502) is provided with a longitudinal groove (504). A bent rod (505) is rotatably connected to the bracket (501). The end of the bent rod (505) is provided with a sliding ball (506) that is slidably connected to the longitudinal groove (504). The rear end of the bent rod (505) is provided with a rotating shaft (507). A torsion spring is provided between the rotating shaft (507) and the bracket (501). A limit rod (600) is provided at the rear end of the rotating shaft (507), a baffle (601) is provided on the bracket (501), a gear ring (602) is provided on the baffle (601), a plurality of limiting grooves (605) are provided on the gear ring (602), a retaining ball (603) is provided on the side of the limit rod (600) near the gear ring (602), a spring (703) is provided between the retaining ball (603) and the limit rod (600), and a trigger (700) is provided in each limiting groove (605). The trigger (700) includes an abutment rod (701) slidably connected in a limiting groove (605), a trigger key (702) disposed at the rear end of the abutment rod (701), and a spring (703) disposed outside the abutment rod (701). The rear end of the trigger key (702) is connected to a central processing unit (102c).

2. The vehicle-road cooperative testing system for civil aviation airports as described in claim 1, characterized in that: The limiting member (404) includes a dovetail groove formed in the storage slot (304) and dovetail blocks (404b) set on both sides of the buffer block (303). The dovetail blocks (404b) are provided with threaded grooves (404c). The buffer block (303) is provided with mating holes (405) corresponding to the threaded grooves (404c). Bolts are provided between the mating holes (405) and the threaded grooves (404c).

3. The vehicle-road cooperative aircraft docking test system for civil aviation airports as described in claim 2, characterized in that: The detector (102) includes an infrared distance detector (102a) disposed at the end of the extension rod (302), a signal transmission module (102b) electrically connected to the infrared distance detector (102a), and a central processing unit (102c) connected to the signal transmission module (102b). The speed control component (201) includes a speed limiting module disposed in the main body (101) and a signal receiving module electrically connected to the speed limiting module. The signal transmission module (102b) is connected to the signal receiving module.

4. The vehicle-road cooperative aircraft docking test system for civil aviation airports as described in claim 3, characterized in that: The buffer block (303) includes a main block (303a) connected to the drive board (401) and a buffer plate (303b) connected to the main block (303a).

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