Aircraft cabin door protection device and method, airport pickup port, ground equipment and electronic equipment

Abstract

The invention relates to the technical field of ground equipment, in particular to an aircraft cabin door protection device and method, an airport pickup port, aviation ground equipment and electronic equipment. The aircraft cabin door protection device comprises a first sensing assembly, a driving mechanism, at least one second sensing assembly and a motion switching mechanism, and one end of the first sensing assembly is used for being connected with an airport pickup platform; the driving mechanism is connected with the first sensing assembly so as to drive the first sensing assembly to extend or retract; one end of the second sensing assembly is connected with the airport pickup platform, and at least part of the second sensing assembly is located at one end of the first sensing assembly away from the aircraft cabin door; the movement switching mechanism is provided with a first station and a second station, the movement switching mechanism can enable the second induction assembly to be connected with the first induction assembly at the first station, the movement switching mechanism can enable the second induction assembly to be separated from the first induction assembly at the second station, and the possibility that the protection function is mistakenly triggered due to mistaken trampling of passengers is reduced.

Description

Technical Field

[0001] The present application relates to the technical field of ground equipment, and in particular to an aircraft cabin door protection device and protection method, an aircraft access port, aviation ground equipment, and electronic equipment. Background Art

[0002] When an aircraft is docked at an aerobridge or other aviation ground equipment and the aircraft door opens, it enters the arrival area and rests above the landing platform floor. During passenger boarding or cargo loading, the aircraft lowers, and the door follows it. This can cause the door to press against the landing platform floor, damaging it.

[0003] In the related art, after the boarding bridge docks with the aircraft, in order to prevent the boarding bridge from damaging the aircraft cabin door, a safety boot is usually installed at the boarding bridge receiving gate to sense the descent of the aircraft cabin door. Since the installation position of the safety boot on the receiving gate floor is basically fixed, in order to adapt to the cabin doors of more different models, the length of the safety boot is longer, but this will cause the part of the safety boot to protrude too much from the receiving gate floor, increasing the possibility of passengers accidentally stepping on the safety boot and causing the protection function to be triggered by mistake. Summary of the Invention

[0004] The purpose of this application is to provide an aircraft cabin door protection device and protection method, an aircraft access port, aviation ground equipment, and electronic equipment to enhance the protection function of the aircraft cabin door.

[0005] Based on the above objectives, the present application provides an aircraft cabin door protection device, comprising:

[0006] a first sensing component, one end of which is used to connect to the receiving platform;

[0007] a driving mechanism connected to the first sensing component to drive the first sensing component to extend or retract;

[0008] at least one second sensing component, one end of the second sensing component being configured to be connected to the aircraft reception platform, and the second sensing component being at least partially located at an end of the first sensing component away from the aircraft door; and

[0009] A motion switching mechanism, the motion switching mechanism having a first station and a second station. At the first station, the motion switching mechanism can connect the second sensing component with the first sensing component. At the second station, the motion switching mechanism can separate the second sensing component from the first sensing component.

[0010] In one embodiment of the present application, the motion switching mechanism includes a first power source and an interlocking member. The first power source is connected to the interlocking member to drive the interlocking member to switch between the first workstation and the second workstation. At the first workstation, the interlocking member is connected to the first sensing component to make the second sensing component move together with the first sensing component. At the second workstation, the interlocking member is used to connect to the receiving platform to make the second sensing component in a retracted position.

[0011] In one embodiment of the present application, the first power source includes a reciprocating drive mechanism, the interlocking member includes a latch, the reciprocating drive mechanism is mounted on the second sensing component, and the latch is connected to the reciprocating drive mechanism;

[0012] Alternatively, the first power source includes an electromagnet and a spring, the interlocking member includes a latch, the spring is sleeved on the outside of the latch, the electromagnet is energized to store energy in the spring and drive the latch to move in a first direction, and the electromagnet is de-energized to release energy in the spring and drive the latch to move in a second direction, wherein the first direction is opposite to the second direction.

[0013] In one embodiment of the present application, the first power source includes a power supply module, the interlocking component includes an electromagnetic lock body, a first adsorption component and a second adsorption component, the electromagnetic lock body is installed on the second induction component, the first adsorption component is connected to the first induction component, and the second adsorption component is used to connect to the receiving platform; the power supply module is used to provide electrical energy to the electromagnetic lock body to generate a magnetic field, at the first workstation, the electromagnetic lock body is connected to the first adsorption component, and at the second workstation, the electromagnetic lock body is connected to the second adsorption component.

[0014] In one embodiment of the present application, the aircraft door protection device also includes a first limiting portion and a first matching portion, the first limiting portion is used to connect to the receiving platform or the second sensing component, the first matching portion is connected to the first sensing component, and the first matching portion cooperates with the first limiting portion to support and limit the first sensing component in the retracted position.

[0015] In one embodiment of the present application, the aircraft door protection device also includes a second limiting portion and a second matching portion, the second limiting portion is used to connect to the receiving platform, the second matching portion is connected to the second sensing component, and the second matching portion cooperates with the second limiting portion to support and limit the second sensing component in the retracted position.

[0016] In one embodiment of the present application, the aircraft door protection device further includes a main frame, the main frame is used to connect to the aircraft receiving platform, the main frame is provided with an opening, and the opening has an extension direction;

[0017] The first sensing component includes a first extending portion and a first connecting portion, one end of the first connecting portion is connected to the first extending portion, and the other end of the first connecting portion is movably connected to the main frame; the driving mechanism cooperates with the first connecting portion to drive the first extending portion to extend from the opening, or to drive the first extending portion to retract from the opening; after the first extending portion is extended, it can move downward when driven by an external force;

[0018] The second sensing component includes a second extending portion and a second connecting portion, the second extending portion and the first extending portion are arranged along the extension direction of the opening, and the second extending portion is at least partially located at the end of the first extending portion away from the aircraft cabin door; one end of the second connecting portion is connected to the second extending portion, and the other end of the second connecting portion is movably connected to the main frame; in the first working station, the second extending portion can move together with the first extending portion, and in the second working station, the second extending portion is in a retracted position.

[0019] In one embodiment of the present application, the aircraft door protection device further includes at least one extended extension portion, wherein the extended extension portion is located between the first extension portion and the second extension portion; the extended extension portion is connected to the first extension portion, or the extended extension portion is connected to the second extension portion.

[0020] In one embodiment of the present application, the aircraft cabin door protection device also includes a hinge structure, the hinge structure includes a main hinge, a first sub-hinge, a second sub-hinge and a rotating shaft, the main hinge is connected to a side frame of the main frame away from the opening, the first sub-hinge is connected to an end of the first connecting part away from the first extension part, the second sub-hinge is connected to an end of the second connecting part away from the second extension part, and the rotating shaft is passed through the main hinge, the first sub-hinge and the second sub-hinge, so that the first sub-hinge and the second sub-hinge can rotate around the axis of the rotating shaft relative to the main hinge.

[0021] In one embodiment of the present application, the driving mechanism includes a second power source, a power conversion part and a return linkage part, one end of the second power source is movably connected to the main frame, and the other end of the second power source is movably connected to the return linkage part, so that the return linkage part contacts and drives the first extending part to retract, and the power conversion part stores power; the power conversion part can release power to extend the first extending part.

[0022] In one embodiment of the present application, the return linkage part includes a first linkage part and a second linkage part, one end of the first linkage part is hinged to one end of the first connecting part away from the first extending part, and the other end of the first linkage part can drive the first extending part to be retracted; one end of the second linkage part is hinged to the first linkage part, and an elastic buffer part is provided between the other end of the second linkage part and the first linkage part; one end of the second power source is hinged to the main frame, and the other end of the second power source is hinged to the second linkage part.

[0023] In one embodiment of the present application, the power conversion portion includes an elastic member, one end of the elastic member is connected to the main frame, and the other end of the elastic member is connected to the first connection portion;

[0024] And / or, the second power source includes a reciprocating drive mechanism, a torque motor or a rope winder.

[0025] In one embodiment of the present application, the aircraft door protection device also includes a first sensor and a second sensor, the first sensor is used to detect the action signal of the first sensing component extending upward to a certain position and the action signal of the first sensing component extending downward after extending, so as to determine whether the aircraft door protection function is activated and whether the aircraft door protection action is triggered; the second sensor is located below the first sensor, and the second sensor is used to detect whether the first sensing component is extended normally, and / or, the second sensor is used to detect whether the first sensing component is retracted into place.

[0026] Based on the above purpose, the present application also provides a pick-up port, including a pick-up platform and the aircraft door protection device described in any of the above embodiments, the aircraft door protection device is installed on the pick-up platform, and the floor surface of the pick-up platform is provided with an opening for extending the first sensing component and the second sensing component.

[0027] Based on the above purpose, the present application also provides an aviation ground equipment, which includes the aircraft cabin door protection device described in any of the above embodiments, or the aviation ground equipment includes the aircraft receiving port described in any of the above embodiments.

[0028] Based on the above objectives, the present application also provides an aircraft cabin door protection method, which includes the following steps:

[0029] Obtaining a first control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a first position in response to the first control instruction, in which the motion switching mechanism can connect the second sensing component with the first sensing component; or obtaining a second control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a second position in response to the second control instruction, in which the motion switching mechanism can separate the second sensing component from the first sensing component; wherein the first control instruction and the second control instruction are generated based on the aircraft model;

[0030] A delivery control instruction for controlling a driving mechanism is obtained, and the driving mechanism extends the first sensing component in response to the delivery control instruction, wherein when the second sensing component is connected to the first sensing component, the second sensing component can be extended together with the first sensing component.

[0031] In one embodiment of the present application, the aircraft door protection method further includes:

[0032] Obtaining an activation signal to determine whether the aircraft door protection function is activated;

[0033] Obtaining a trigger signal to determine whether an aircraft door protection action is triggered, and outputting a door protection action execution instruction when the aircraft door protection action is triggered;

[0034] A retraction control instruction for controlling the driving mechanism is obtained, so that the driving mechanism retracts the first sensing component in response to the retraction control instruction.

[0035] Based on the above purpose, the present 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 cabin door protection method.

[0036] The beneficial effects of this application are mainly:

[0037] The aircraft cabin door protection device provided by the present application can, when in use, select to extend the first sensing component or extend the first sensing component and the second sensing component simultaneously according to actual needs, thereby reducing the possibility of the protection function being accidentally triggered due to passengers stepping on it, and enhancing the protection function of the aircraft cabin door protection device for the aircraft cabin door. Specifically, when the motion switching mechanism is in the first working position, the motion switching mechanism connects the second sensing component to the first sensing component. When the driving mechanism drives the first sensing component to extend, the second sensing component can be extended together with the first sensing component. When the driving mechanism drives the first sensing component to retract, the second sensing component can be retracted together with the first sensing component. When the first sensing component can meet the requirements of protecting the aircraft cabin door, the motion switching mechanism is switched to the second working position, so that the second sensing component is separated from the first sensing component. At this time, the driving mechanism only drives the first sensing component to extend or retract. Since the second sensing component does not extend, it is equivalent to reducing the portion of the aircraft cabin door protection device protruding from the floor of the airport terminal, thereby reducing the possibility of the protection function being accidentally triggered due to passengers stepping on it. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific implementation methods or the description of the prior art. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0039] Figure 1 A schematic diagram of the structure of the aircraft door protection device provided in an embodiment of the present application in the extended position (the motion switching mechanism is in the first position);

[0040] Figure 2 for Figure 1 A partial enlarged view of point A in the middle;

[0041] Figure 3 A schematic diagram of the structure of the aircraft door protection device provided in an embodiment of the present application in the retracted position (the motion switching mechanism is in the first position);

[0042] Figure 4 A top view of the aircraft door protection device provided in an embodiment of the present application in the retracted position (the motion switching mechanism is in the first position);

[0043] Figure 5 for Figure 4 A partial enlarged view of point B in the middle;

[0044] Figure 6A schematic structural diagram of the first sensing component in the aircraft door protection device provided by an embodiment of the present application in the extended position (the motion switching mechanism is in the second position);

[0045] Figure 7 A top view of the aircraft door protection device provided in an embodiment of the present application in the retracted position (the motion switching mechanism is in the second position);

[0046] Figure 8 for Figure 7 A partial enlarged view of point C in the middle;

[0047] Figure 9A Schematic diagram of the aircraft door protection device provided in the embodiment of the present application in the retracted position Figure 1 (The motion switching mechanism is in the first position);

[0048] Figure 9B Schematic diagram of the aircraft door protection device provided in the embodiment of the present application in the retracted position Figure 2 (The motion switching mechanism is in the first position);

[0049] Figure 9C Schematic diagram of the aircraft door protection device provided in the embodiment of the present application in the retracted position Figure 3 (The motion switching mechanism is in the first position);

[0050] Figure 10 A schematic diagram of an elastic buffer member in a protective device for an aircraft door provided in an embodiment of the present application in a compressed state (the motion switching mechanism is in the first position);

[0051] Figure 11A Schematic diagram of the aircraft door protection device provided in the embodiment of the present application in the extended position Figure 1 (The motion switching mechanism is in the first position);

[0052] Figure 11B Schematic diagram of the aircraft door protection device provided in the embodiment of the present application in the extended position Figure 2 (The motion switching mechanism is in the first position);

[0053] Figure 12 A schematic diagram of an aircraft door protection device provided by an embodiment of the present application being driven by an external force so that the first extension portion moves toward a retracted position;

[0054] Figure 13 A schematic structural diagram of another arrangement of the first extension portion and the second extension portion of the aircraft door protection device provided in an embodiment of the present application;

[0055] Figure 14 A schematic diagram of the structure of the receiving port provided in an embodiment of the present application;

[0056] Figure 15 A flowchart of an aircraft door protection method provided in an embodiment of the present application.

[0057] The following are the descriptions of the reference numerals:

[0058] 10. First sensing component; 11. First extension; 110. First avoidance gap; 111. Buffer structure; 12. First connecting portion; 121. First connecting rod; 122. Second connecting rod; 1221. Linkage matching portion; 123. Third connecting rod; 1231. Mounting portion; 124. Fourth connecting rod; 20. Second sensing component; 21. Second extension; 210. Second avoidance gap; 22. Second connecting portion; 221. Fifth connecting rod; 222. Sixth connecting rod; 31. Second electric push rod; 32. Tension spring; 331. First linkage member; 332. Second linkage member; 333. Elastic buffer member; 41. First electric push rod; 42. Latch; 50. Main frame; 51. First frame; 511. Extension portion; 52. Second frame; 60. Extended extension portion; 70. Hinge structure; 71. Main hinge; 72. First sub-hinge; 73. Second sub-hinge; 74. Rotating shaft; 81. First limiting portion; 82. First matching portion; 83. Second limiting portion; 84. Second matching portion; 91. First sensor; 92. Second sensor; 100. Airport reception platform; 101. Floor surface; 200. Aircraft cabin door. DETAILED DESCRIPTION

[0059] The following will clearly and completely describe the technical solutions of this application in conjunction with the embodiments. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0060] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer" and the like indicate positions or locations based on those shown in the accompanying drawings. These terms are intended solely to facilitate the description of this application and simplify the description, and are not intended to indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate 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.

[0061] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal connections between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on the specific circumstances.

[0062] See also Figures 1 to 13 As shown, this embodiment provides an aircraft cabin door protection device, comprising a first sensing component 10, a drive mechanism, at least one second sensing component 20, and a motion switching mechanism. One end of the first sensing component 10 is connected to a receiving platform 100. The drive mechanism is connected to the first sensing component 10 to drive the first sensing component 10 to extend or retract. One end of the second sensing component 20 is connected to the receiving platform 100, and the second sensing component 20 is at least partially located at the end of the first sensing component 10 away from the aircraft cabin door 200. The motion switching mechanism has a first position and a second position. In the first position, the motion switching mechanism connects the second sensing component 20 to the first sensing component 10, and in the second position, the motion switching mechanism disconnects the second sensing component 20 from the first sensing component 10. The number of second sensing components 20 can be one, forming a two-stage sensing structure with the first sensing component 10, or multiple, forming a multi-stage sensing structure with the first sensing component 10. The first sensing component 10 can be connected to one or more second sensing components 20 as needed, providing greater flexibility. This embodiment uses a single second sensing component 20 as an example. If there are multiple second sensing components 20, adjacent second sensing components 20 can be connected or separated using a structure identical to or similar to the motion switching mechanism. A desired number of second sensing components can be connected together, while the motion switching mechanism simultaneously connects the second sensing components 20 closest to the first sensing component 10 to the first sensing component 10.

[0063] When the aircraft door protection device provided in this embodiment is used, the first sensing component 10 can be extended or the first sensing component 10 and the second sensing component 20 can be extended simultaneously according to actual needs, thereby reducing the possibility of the protection function being mistakenly triggered due to passengers accidentally stepping on it, and enhancing the protection function of the aircraft door protection device for the aircraft door. Specifically, when the motion switching mechanism is in the first position, the motion switching mechanism connects the second sensing component 20 with the first sensing component 10. When the driving mechanism drives the first sensing component 10 to extend, the second sensing component 20 can be extended together with the first sensing component 10. When the driving mechanism drives the first sensing component 10 to retract, the second sensing component 20 can be retracted together with the first sensing component 10. When the first sensing component 10 can meet the protection requirements of the aircraft cabin door 200, the motion switching mechanism is switched to the second position, so that the second sensing component 20 is separated from the first sensing component 10. At this time, the driving mechanism only drives the first sensing component 10 to extend or retract. Since the second sensing component 20 will not extend, it is equivalent to reducing the part of the aircraft cabin door protection device protruding from the floor of the arrival gate, thereby reducing the possibility of the protection function being accidentally triggered due to passengers accidentally stepping on it.

[0064] It should be understood that the second sensing component 20 may be entirely located at the end of the first sensing component 10 away from the aircraft door 200, or a portion of the second sensing component 20 may be arranged side by side with the first sensing component 10, while the remaining portion is located at the end of the first sensing component 10 away from the aircraft door 200. This will be described in detail later.

[0065] In one embodiment, see Figure 1 As shown, the aircraft cabin door protection device also includes a main frame 50, which is used to connect with the receiving platform 100. The main frame 50 is provided with an opening, and the opening has an extension direction; the first sensing component 10 includes a first extending portion 11 and a first connecting portion 12, one end of the first connecting portion 12 is connected to the first extending portion 11, and the other end of the first connecting portion 12 is movably connected to the main frame 50; the driving mechanism cooperates with the first connecting portion 12 to drive the first extending portion 11 to extend from the opening, or drive the first extending portion 11 to retract from the opening; after the first extending portion 11 is extended, it is It can move downward when driven by external force; the second sensing component 20 includes a second extending portion 21 and a second connecting portion 22, the second extending portion 21 and the first extending portion 11 are arranged along the extension direction of the opening, and the second extending portion 21 is at least partially located at the end of the first extending portion 11 away from the aircraft cabin door 200; one end of the second connecting portion 22 is connected to the second extending portion 21, and the other end of the second connecting portion 22 is movably connected to the main frame 50; in the first workstation, the second extending portion 21 can move together with the first extending portion 11, and in the second workstation, the second extending portion 21 is in a retracted position.

[0066] In some embodiments, the main frame 50 can be a separate frame structure. When in use, the main frame 50 is installed on Figure 14 The shown receiving platform 100 can realize the installation of aircraft door protection device. Figure 3 As shown, the main frame 50 can be a rectangular frame having a first side frame 51 and a second side frame 52 opposite to each other. The driving mechanism is mounted on the first side frame 51 and connected to the first connecting portion 12. An opening is provided in the second side frame 52 for allowing the first extension portion 11 and the second extension portion 21 to extend or retract. The extension direction of the opening is substantially perpendicular to the aircraft cabin door 200. For example, a certain gap is provided between the mutually adjacent ends of the first extension portion 11 and the second extension portion 21. The dimension of the extension direction of the opening is slightly larger than the sum of the lengths of the first extension portion 11 and the second extension portion 21 to ensure that the opening can accommodate both the first extension portion 11 and the second extension portion 21. When the first extension portion 11 moves or the first extension portion 11 and the second extension portion 21 move simultaneously, no interference occurs, thereby ensuring a smooth extension or retraction process.

[0067] In other embodiments, the first sensing component 10, the second sensing component 20 and the driving mechanism may also be mounted on the frame of the receiving platform 100. It should be understood that the main frame 50 may also be integrally formed with the frame of the receiving platform 100.

[0068] See also Figure 3 and Figure 9C As shown, the first connecting portion 12 includes a rectangular frame (in other embodiments, it can also be other shapes), the rectangular frame includes a first connecting rod 121, a second connecting rod 122, a third connecting rod 123 and a fourth connecting rod 124 that are fixedly connected (for example, welded), the first connecting rod 121 is movably connected to the first frame 51, the second connecting rod 122 is arranged opposite to the first connecting rod 121, the third connecting rod 123 is connected to one end of the first connecting rod 121 and the second connecting rod 122, the fourth connecting rod 124 is connected to the other end of the first connecting rod 121 and the second connecting rod 122, the first protruding portion 11 is fixedly connected to the third connecting rod 123 and the fourth connecting rod 124 respectively. It should be noted that the first protruding portion 11 can also be fixedly connected to the second connecting rod 122, and can also be fixedly connected to the second connecting rod 122, the third connecting rod 123 and the fourth connecting rod 124.

[0069] See also Figure 6 As shown, the second connecting portion 22 includes a fifth connecting rod 221 and a sixth connecting rod 222. The fifth connecting rod 221 is movably connected to the first frame 51, one end of the sixth connecting rod 222 is fixedly connected to the fifth connecting rod 221, and the other end of the sixth connecting rod 222 is fixedly connected to the second extending portion 21.

[0070] In one embodiment, see Figure 4 As shown, the first extension portion 11 and the second extension portion 21 are each provided with a buffer structure 111 for contacting the aircraft cabin door 200. The buffer structure 111 is located at the free ends of the first extension portion 11 and the second extension portion 21. Exemplarily, the buffer structure 111 is made of rubber and has a curved surface that can adapt to the curved surface of the bottom of the aircraft cabin door 200.

[0071] exist Figures 1 to 12 In the example shown, the second extension 21 is entirely located at the end of the first extension 11 that is away from the aircraft door 200. In other examples, see Figure 13 As shown, a portion of the second extension 21 is staggered with a portion of the first extension 11. Specifically, in use, a first clearance notch 110 is provided on the side of the first extension 11 closest to the aircraft door opening, and a second clearance notch 210 is provided on the side of the second extension 21 further away from the aircraft door opening. This reduces the width of the adjacent ends of the first and second extensions 11, 21. The first clearance notch 110 accommodates the end of the second extension 21, while the second clearance notch 210 accommodates the end of the first extension 11. In this case, the portion of the second extension 21 located outside the first clearance notch 110 is located on the end of the first extension 11 further away from the aircraft door 200. It should be understood that placing the first clearance notch 110 on the side of the first extension 11 closer to the aircraft door opening further reduces the likelihood of passengers accidentally stepping on the first extension, thereby reducing the possibility of the protective function being triggered due to such inadvertent stepping.

[0072] Correspondingly, the buffer structure provided on the first protruding portion 11 is provided with a notch adapted to the first avoidance notch, for accommodating a portion of the buffer structure 111 provided on the second protruding portion 21, and the buffer structure 111 provided on the second protruding portion 21 is also provided with a notch adapted to the second avoidance notch, for accommodating a portion of the buffer structure 111 provided on the first protruding portion 11.

[0073] In this embodiment, the aircraft cabin door protection device has a retracted position and an extended position for realizing the aircraft cabin door protection function. The retracted position is located below the main frame 50 or is approximately flush with the main frame 50, as long as the first sensing component 10 and the second sensing component 20 do not interfere with other components in the retracted position. Exemplarily, at the second workstation, the second extension 21 can be connected to the main frame 50 so that the second extension 21 is in the retracted position. The extended position is located above the main frame 50. When the free end of the first extension 11 extends from the opening and moves to the maximum extension height, it can be considered that the first sensing component 10 is in the extended position. At this time, the aircraft cabin door protection function is already in an activated state.

[0074] It should be noted that after the first extension portion 11 is extended, it can move downward when driven by an external force. Its movement direction or movement trajectory can be generally obliquely downward along a curve, or vertically downward, or other movement trajectories, as long as the first extension portion 11 can be moved in a direction close to the retracted position.

[0075] In one embodiment, the aircraft door protection device further includes an extension 60 positioned between the first extension 11 and the second extension 21. The extension 60 is connected to the first extension 11 or the second extension 21, preferably in a detachable manner, to facilitate on-site installation and replacement. The provision of the extension 60 enhances flexibility in length selection and improves adaptability. Specifically, the extension 60 connects to the first extension 11, enhancing the adaptability of the first extension 11 to cover a wider range of door types. When the first extension 11 can accommodate most aircraft door types 200, the extension 60 can be connected to the second extension 21 and remain retracted, leaving only the first extension 11 extended. This reduces protrusion on the arrival door floor and reduces the risk of passengers accidentally stepping on it, while still maintaining the ability to accommodate a variety of door types.

[0076] The number of the extended extension portion 60 can be one, and the extended extension portion 60 can be connected to the first extension portion 11 or the second extension portion 21. The number of the extended extension portion 60 can also be two, with one extended extension portion 60 connected to the first extension portion 11 and the other extended extension portion 60 connected to the second extension portion 21. Of course, both extended extension portions 60 can also be connected to the first extension portion 11 or the second extension portion 21 at the same time.

[0077] In one embodiment, see Figure 4 and Figure 6 As shown, the aircraft door protection device further includes a hinge structure 70, which includes a main hinge 71, a first sub-hinge 72, a second sub-hinge 73, and a rotating shaft 74. The main hinge 71 is connected to a side frame of the main frame 50 away from the opening, the first sub-hinge 72 is connected to an end of the first connecting portion 12 away from the first extension 11, and the second sub-hinge 73 is connected to an end of the second connecting portion 22 away from the second extension 21. The rotating shaft 74 passes through the main hinge 71, the first sub-hinge 72, and the second sub-hinge 73, so that the first sub-hinge 72 and the second sub-hinge 73 can rotate relative to the main hinge 71 about the axis of the rotating shaft 74. In other embodiments, two separate hinges or other similar structures can also be used to achieve hinged connection.

[0078] Exemplarily, the main hinge 71 can be fixedly connected to the first frame 51 of the main frame 50 by fasteners, the first sub-hinge 72 can be fixedly connected to the first connecting rod 121 by fasteners, and the second sub-hinge 73 can be fixedly connected to the fifth connecting rod 221 by fasteners, and the fasteners can include bolts and nuts. The rotating shaft 74 is provided through the main hinge 71, the first sub-hinge 72 and the second sub-hinge 73, which can ensure that the first sub-hinge 72 and the second sub-hinge 73 rotate coaxially, thereby ensuring that the second sensing component 20 and the first sensing component 10 can rotate synchronously when connected together, improving smoothness. Compared to installing two separate hinges separately, the hinge structure 70 in this embodiment can reduce or even avoid processing and installation errors, and reduce the risk of jamming caused by the two hinges not being coaxial when the second sensing component 20 and the first sensing component 10 rotate together.

[0079] In one embodiment, the motion switching mechanism includes a first power source and an interlocking member. The first power source is installed on the second sensing component 20. The first power source is connected to the interlocking member to drive the interlocking member to switch between the first and second positions. In the first position, the interlocking member is connected to the first sensing component 10 so that the second sensing component 20 moves together with the first sensing component 10. In the second position, the interlocking member is used to connect to the receiving platform 100 so that the second sensing component 20 is in a retracted position. Exemplarily, the first power source is installed on the side of the second connecting portion 22 close to the first connecting portion 12. In the first position, the interlocking member is connected to the side of the first connecting portion 12 facing the second connecting portion 22 so that the second sensing component 20 and the first sensing component 10 can be extended or retracted together under the driving action of the driving mechanism. In the second position, the interlocking member is used to connect to the receiving platform 100 so that the second sensing component 20 can remain in the retracted position, and the driving mechanism only drives the first sensing component 10 to extend or retract.

[0080] In some embodiments, the first power source includes a reciprocating drive mechanism, the interlocking member includes a latch 42, the reciprocating drive mechanism is mounted on the second sensing assembly 20, and the latch 42 is connected to the reciprocating drive mechanism. Figure 2As shown, the reciprocating drive mechanism can be an electric push rod, designated as a first electric push rod 41. There are various ways to connect the first electric push rod 41 to the latch 42, as long as the first electric push rod 41 can drive the latch 42 to move back and forth. For example, the first electric push rod 41 can be connected to the latch 42 via an adapter. A sensor is internally disposed in the first electric push rod 41 for detecting the extension or retraction of the first electric push rod and transmitting the detection signal to the control system of aviation ground equipment (e.g., an aircraft boarding bridge). In other embodiments, the reciprocating drive mechanism can also be a pneumatic cylinder or a hydraulic cylinder, or a linear reciprocating drive mechanism such as a lead screw and nut. In other embodiments, the first power source may further include an electromagnet and a spring, the interlocking member includes a latch, the spring is sleeved on the outside of the latch, the electromagnet is energized to store energy in the spring and drive the latch to move in a first direction, the electromagnet is de-energized to release energy in the spring and drive the latch to move in a second direction, wherein the first direction is opposite to the second direction, the electromagnet may be mounted on the main frame, the interlocking member is mounted on the second sensing component, the spring may be a tension spring, the tension spring is sleeved on the outside of the latch, one end of the tension spring is connected to the second sensing component, and the other end is connected to an end of the latch close to the electromagnet, and in the first workstation, the other end of the latch is inserted into the first sensing component The latch is driven by an electromagnet to move. When the electromagnet is energized, the latch attracts the latch to move in the first direction. At this time, the other end of the latch is separated from the first sensing component to achieve switching to the second position. When the electromagnet is powered off, the latch is automatically retracted by the elastic force of the tension spring (i.e., moves in the second direction) to achieve switching to the first position. Alternatively, the electromagnet is installed on the first sensing component, and the interlocking member is installed on the second sensing component. The latch is driven by the electromagnet to move. When the electromagnet is energized, the latch attracts the latch to move in the first direction to achieve switching to the first position. When the electromagnet is powered off, the latch is automatically retracted by the elastic force of the tension spring to achieve switching to the second position. Of course, the spring can also be a compression spring, which is sleeved on the outside of the latch, with one end of the compression spring connected to the second sensing component and the other end connected to the end of the latch away from the electromagnet.

[0081] See also Figure 2 As shown, the first electric push rod 41 is mounted on the side of the sixth connecting rod 222 facing the third connecting rod 123. The side of the third connecting rod 123 facing the sixth connecting rod 222 is provided with a mounting portion 1231, and the mounting portion 1231 is provided with a first socket. The main frame 50 is provided with a second socket. For example, when the first electric push rod 41 is shortened, the end of the latch 42 away from the second extension 21 is driven to insert into the first socket, thereby connecting the second sensing component 20 to the first sensing component 10. When the first electric push rod 41 is extended, the end of the latch 42 closer to the second extension 21 is driven to insert into the second socket, ensuring that the second sensing component 20 is in a retracted position and does not move with the first sensing component 10, effectively preventing additional uncontrolled movements.

[0082] In other embodiments, the first power source includes a power supply module, the interlocking component includes an electromagnetic lock body, a first adsorption component and a second adsorption component, the electromagnetic lock body is installed on the second induction component 20, the first adsorption component is connected to the first induction component 10, and the second adsorption component is used to connect to the receiving platform 100; the power supply module is used to provide electrical energy to the electromagnetic lock body to generate a magnetic field. At the first workstation, the electromagnetic lock body is connected to the first adsorption component, and at the second workstation, the electromagnetic lock body is connected to the second adsorption component.

[0083] Exemplarily, the power module and the electromagnetic lock body can be installed on the second connecting part 22, and the electromagnetic lock body includes an electromagnetic coil; the first adsorption member and the second adsorption member can both be iron plates or magnets. By controlling the power-on state or the position of the electromagnetic lock body, the switching between the first workstation and the second workstation is achieved. For example, by switching the direction of the current, the electromagnetic lock body can be controlled to adsorb the first adsorption member so that the second connecting part 22 is connected to the first connecting part 12, and the electromagnetic lock body can also be controlled to adsorb the second adsorption member so that the second connecting part 22 is connected to the main frame 50. For another example, the electromagnetic lock body can be driven to move to a position close to the first adsorption member through a slide rail or a rotating mechanism to adsorb the first adsorption member, or the electromagnetic lock body can be driven to move to a position close to the second adsorption member to adsorb the second adsorption member.

[0084] It should be noted that the number of electromagnetic lock bodies can also be two, namely a first electromagnetic lock body and a second electromagnetic lock body. In the first working position, the first electromagnetic lock body is connected to the first adsorption member, and the second electromagnetic lock body is connected to the second adsorption member. Alternatively, the electromagnetic lock body can be designed with variable magnetic poles, utilizing the principle that like poles repel and opposite poles attract to achieve adsorption to the first and second adsorption members. In other embodiments, similar structures based on the electromagnetic lock principle can also be adopted.

[0085] In one embodiment, the aircraft door protection device further includes a first limiting portion 81 and a first matching portion 82. The first limiting portion 81 is used to connect to the receiving platform 100, and the first matching portion 82 is connected to the first sensing component 10. The first matching portion 82 cooperates with the first limiting portion 81 to support and limit the first sensing component 10 in the retracted position. For example, see Figure 6 and Figure 9A As shown, the first limiting portion 81 may include a bolt and a nut, and the screw is installed on the second sensing component through the nut, and can also be installed on the main frame 50; the first matching portion 82 can be connected to the third connecting rod 123. Exemplarily, the first matching portion 82 can be integrally formed with the mounting portion 1231, and the tail of the bolt can abut against the first matching portion 82 to support and limit the first sensing component 10.

[0086] In one embodiment, see Figure 9BAs shown, the aircraft door protection device also includes a second limiting portion 83 and a second matching portion 84. The second limiting portion 83 is used to connect to the receiving platform 100, and the second matching portion 84 is connected to the second sensing component 20. The second matching portion 84 cooperates with the second limiting portion 83 to support and limit the second sensing component 20 in the retracted position. Exemplarily, the second limiting portion 83 is connected to the main frame 50. The second limiting portion 83 can be a limiting plate. The limiting plate includes a first bent plate, a second bent plate, and a third bent plate that are integrally formed. The first bent plate and the third bent plate can be located on either side of the second bent plate, respectively. The first bent plate can be welded to the main frame 50, and the third bent plate can be tilted to adapt to the extension direction of the second connecting portion 22 in the retracted state. The second mating portion 84 can be connected to the sixth connecting rod 222. For example, the sixth connecting rod 222 is provided with a connecting plate. The second mating portion 84 can include a bolt and a nut. The bolt is mounted on the connecting plate via the nut. The tail of the bolt can abut against the third bent plate to support and limit the second sensing assembly 20. It should be noted that a second jack can also be provided at an appropriate position on the second limiting portion 83 for insertion of the latch 42.

[0087] In one embodiment, the driving mechanism includes a second power source, a power conversion part and a return linkage part. One end of the second power source is movably connected to the main frame 50, and the other end of the second power source is movably connected to the return linkage part, so that the return linkage part contacts and drives the first extension part 11 to retract, and enables the power conversion part to store power; the power conversion part can release power to extend the first extension part 11.

[0088] See also Figure 9A As shown, the aircraft door protection device further includes a first sensor 91 and a second sensor 92. The first sensor 91 is used to detect the motion signal of the first sensing component 10 extending upward and then downward to determine whether the aircraft door protection function is activated and whether the aircraft door protection action has been triggered. The second sensor 92 is located below the first sensor 91 and is used to detect whether the first sensing component 10 is normally extended. The second sensor 92 is also used to detect whether the first sensing component 10 is retracted. For example, the first sensor 91 and the second sensor 92 can both be proximity switches.

[0089] The aircraft door protection device provided in this embodiment can automatically switch between the retracted position and the extended position, without the need for staff to deploy or retract it on site, thus reducing the workload of staff. When in use, the aircraft door protection device can be installed on the receiving platform 100 of aviation ground equipment. In the initial state, the first sensing component 10 and the second sensing component 20 are both in the retracted position, and the power conversion part stores power; in the first workstation, the second sensing component 20 is connected to the first sensing component 10 and can move together. When deploying, the second power source releases the restriction on the power conversion part, causing the power conversion part to automatically release power, thereby causing the first extension part 11 and the second extension part 21 to move to the extended position and activate the aircraft door protection function. After the aircraft door 200 protection function is activated, when the first extension part 20 is in the extended position, the power conversion part 20 is automatically released. When the first and second extensions 11, 21 are driven by an external force, for example, when the aircraft door 200 descends to the point where they squeeze the first and second extensions 11, 21, the first and second extensions 11, 21 can move toward their retracted positions, while the power conversion unit stores power. When the first sensor 91 detects the downward movement of the first and second extensions 11, 21 after they extend and determines that the aircraft door protection function has been triggered, the pick-up platform 100 can rapidly descend a preset distance to prevent damage to the aircraft door 200 from colliding with the floor 101 of the pick-up platform 100, thereby protecting the aircraft door 200. After the pick-up platform 100 descends the preset distance, the first and second extensions 11, 21 clear the bottom of the aircraft door 200. At this point, the power conversion unit releases power again, causing the first and second extensions 11, 21 to move to their extended positions, activating the aircraft door protection function. During retraction, the second power source drives the return linkage part to move, so that the return linkage part drives the first sensing component 10 and the second sensing component 20 to move toward the retracted position, and causes the power conversion part to store power until the first sensing component 10 and the second sensing component 20 move to the retracted position, that is, return to the initial state, so as to be used again.

[0090] At the second working position, the second sensing component 20 remains in the retracted position, and the movement process of the first sensing component 10 is consistent with the above, which will not be repeated here.

[0091] It should be understood that the power stored in the power conversion unit can be released automatically without additional control. The second power source is opened and closed by the control system of the aviation ground equipment and is automatically controlled or manually controlled by the control system (staff triggers physical buttons or virtual buttons). There is no need for staff to be on site to deliver or retrieve it, which reduces the workload of staff.

[0092] In some embodiments, the second power source includes a reciprocating drive mechanism, which may be an electric push rod, a pneumatic cylinder, or a hydraulic cylinder, or may be a linear reciprocating drive mechanism such as a lead screw nut or other curved reciprocating drive mechanism.

[0093] For example, see Figure 9C As shown, the second power source can be an electric push rod, named as the second electric push rod 31, one end of the second electric push rod 31 is hinged to the first frame 51 of the main frame 50, and the first frame 51 is provided with an extension part 511, one end of the extension part 511 can be fixedly connected to the middle position of the first frame 51, one end of the second electric push rod 31 is hinged to the other end of the extension part 511, and the other end of the second electric push rod 31 is hinged to the return linkage part, and one end of the return linkage part is hinged to the end of the first connection part 12 away from the first extension part 11. When the second electric push rod 31 is shortened, it can drive the return linkage part to rotate around the hinge axis between it and the first connection part 12, so that the other end of the return linkage part cooperates with the first connection part 12 to drive the first extension part 11 to move downwardly of the main frame 50 until the first extension part 11 is in the retracted position.

[0094] Of course, one end of the return linkage portion may also be hinged to the main frame 50, or the return linkage portion may also be connected only to the second power source. In other embodiments, the second power source may be a torsion motor or a rope reel.

[0095] It should be noted that the drawings and this embodiment primarily illustrate the example of the first sensing assembly 10 and the second sensing assembly 20 being hingedly mounted on the main frame 50. The motion trajectories of the first sensing assembly 10 and the second sensing assembly 20 are curved. In other embodiments, the motion trajectories of the first sensing assembly 10 and the second sensing assembly 20 may also be straight lines. For example, at the first station, the first sensing assembly 10 and the second sensing assembly 20 can be vertically ascended or descended relative to the main frame 50 together, so that the first extension 11 and the second extension 21 are in the deployed or retracted positions.

[0096] In some embodiments, see Figure 9C As shown, the return linkage part includes a first linkage part 331 and a second linkage part 332. One end of the first linkage part 331 is hinged to one end of the first connecting part 12 away from the first extension part 11, and the other end of the first linkage part 331 can drive the first extension part 11 to retract; one end of the second linkage part 332 is hinged to the first linkage part 331, and an elastic buffer part 333 is arranged between the other end of the second linkage part 332 and the first linkage part 331; one end of the second power source is hinged to the main frame 50, and the other end of the second power source is hinged to the second linkage part 332.

[0097] For example, see Figure 7 and Figure 9C As shown, the first linkage member 331 is a long strip plate-like structure, and has a first folded edge on both sides, and the two first folded edges are both located on the side of the plate-like structure away from the first protruding portion 11. The first connecting portion 12 is provided with a linkage fitting portion 1221, and the linkage fitting portion 1221 can be a plate body. Exemplarily, the plate body is fixedly connected to the second connecting rod 122. The first folded edge can abut against the upper surface of the plate body to drive the first protruding portion 11 to retract. The second linkage member 332 is a long strip plate-like structure, and has a second folded edge on both sides, and the two first folded edges are both located between the two second folded edges. The second folded edge is hinged to the first folded edge by a hinge shaft, and the hinge shaft is located at one end of the second linkage member 332. A placement portion is provided on the side of the first linkage member 331 away from the second linkage member 332, and the placement portion is provided with a receiving groove. The receiving groove can be formed by stamping the first linkage member 331. The elastic buffer member 333 can be a compression spring, which is installed in the receiving groove. One end of the compression spring abuts against the bottom of the receiving groove, and the other end abuts against the surface of the second linkage member 332 facing the first linkage member 331.

[0098] When the second power source (taking the second electric push rod 31 as an example) is shortened, it can drive the second linkage member 332 to rotate around the hinge axis between it and the first linkage member 331, so that the compression spring is compressed, and at the same time drive the first linkage member 331 to rotate around the hinge axis between it and the main frame 50, thereby making the first linkage member 331 abut against the linkage matching part 1221. As the second power source is further shortened, the second linkage member 332 drives the first protruding part 11 to move downward toward the main frame 50 by pressing the linkage matching part 1221 until the first protruding part 11 is in the retracted position.

[0099] When the first extension 11 is in the retracted position, the second power source usually does not stop retracting immediately, but continues to retract a certain distance. Figure 10 As shown, the first linkage member 331 abuts against the linkage fitting portion 1221 and cannot move, and the second linkage member 332 squeezes the elastic buffer member 333. The elastic buffer member 333 can play a buffering role, reduce damage to the second power source, and avoid deformation of the main frame 50 and / or the return linkage portion.

[0100] See also Figure 12 As shown, the return linkage portion and the linkage matching portion 1221 are movably matched. After the aircraft cabin door protection function is activated, when the aircraft cabin door 200 squeezes the first protruding portion 11 and moves the first protruding portion 11 to the retracted position, the linkage matching portion 1221 disengages from the return linkage portion.

[0101] In some embodiments, the power conversion portion includes an elastic member, one end of the elastic member is connected to the main frame 50 , and the other end of the elastic member is connected to the first connection portion 12 .

[0102] In a specific embodiment, see Figure 3 and Figure 11B As shown, the elastic member includes a tension spring 32. One end of the tension spring 32 is connected to the main frame 50, and the other end of the tension spring 32 is connected to the first connecting portion 12. When the first sensing component 10 is in the retracted position, the tension spring 32 is stretched, thereby storing power. When the second power source releases the restraint on the tension spring 32, the tension spring 32 can release energy, driving the first sensing component 10 to the extended position.

[0103] It should be noted that the tension spring 32 in the above embodiment can also be replaced by a gas spring. In other embodiments, the elastic member can also be a torsion spring, one elastic arm of the torsion spring is connected to the first side frame 51 of the main frame 50, and the other elastic arm of the torsion spring is connected to the first connecting rod 121 of the first connecting portion 12.

[0104] It should be noted that the power conversion unit can take many forms. For example, the power conversion unit can also include a counterweight structure connected to the first connecting portion 12. The counterweight structure can cause the first connecting portion 12 to rotate, thereby extending the first extending portion 11. Depending on the structure of the power conversion unit, its installation position can be adjusted to match, as long as the first sensing component 10 stores energy when moving toward the retracted position and the power conversion unit releases energy, driving the first sensing component 10 to move toward the extended position.

[0105] For example, see Figure 9A 、 Figure 11B and Figure 12 As shown, the first sensor 91 is installed on the main frame 50. When the elastic member releases power and drives the first extension part 11 to extend from the opening, the first sensor 91 begins to be blocked and outputs the first signal. The first extension part 11 continues to extend until the first extension part 11 extends to the maximum height. The aircraft door protection function is in an activated state and the first sensor 91 keeps outputting the first signal. After the aircraft door protection function is activated, when the buffer structure 111 on the first extension part 11 or the second extension part 21 is driven by an external force, for example, when the aircraft door 200 drops to squeeze the buffer structure 111 (when the second sensing component 20 is extended together with the first sensing component 10, the buffer structure 111 on the second extension part 21 is usually directly squeezed by the aircraft door 200), the first extension part 11 can move toward the retracted position. At this time, the distance between the free end of the first extension part 11 and the floor surface 101 of the pick-up platform 100 will decrease. When the first extension part moves downward and no longer blocks the first sensor 91, the first sensor 91 outputs a second signal, that is, the signal output by the first sensor 91 changes. The first sensor 91 detects that the first extension part 11 moves from the extended position to the retracted position, and determines that the aircraft door protection action is triggered.

[0106] The second sensor 92 is mounted on the main frame 50. The position of the second sensor 92 is lower than that of the first sensor 91. The second sensor 92 and the first sensor 91 can be arranged on the same side of the main frame, or respectively on opposite sides of the main frame. The second sensor 92 is located below the first sensor 91. The second sensor 92 is used to detect whether the first sensing component 10 is normally extended. For example, when the second sensor 92 is completely blocked and then becomes unblocked, it can be determined that the first sensing component 10 can be normally extended. The second sensor 92 is also used to detect whether the first sensing component 10 is retracted into place. For example, when the second sensor 92 is blocked from being unblocked, it can be determined that the first sensing component 10 can be basically retracted into place. During the subsequent delayed retraction process, the second sensor 92 will also remain blocked.

[0107] It should be noted that extending upward to the full height means that the first sensing component 10 moves to the maximum height in the direction close to the extended position, and its movement direction or movement trajectory can be generally obliquely upward along a curve, vertically upward, or other movement trajectories.

[0108] See also Figure 14 As shown, this embodiment further provides a pick-up port, comprising a pick-up platform 100 and the aircraft cabin door protection device provided in any of the above embodiments, the aircraft cabin door protection device is installed on the pick-up platform 100, and the floor surface 101 of the pick-up platform 100 is provided with an opening for extending the first sensing component 10 and the second sensing component 20.

[0109] The aircraft door protection device provided in this embodiment utilizes the aircraft door pick-up platform 100. The first sensing component 10 or both the first sensing component 10 and the second sensing component 20 can be extended as needed, thereby reducing the possibility of the protection function being accidentally triggered due to passengers stepping on it and enhancing the protective function of the aircraft door protection device on the aircraft door 200. For example, during use, the main frame 50 can be mounted on the floor 101 of the aircraft pick-up platform 100, with an opening provided in the floor 101 communicating with an opening provided in the second side frame 52 of the main frame 50.

[0110] Figure 14 An aircraft door protection device is shown in a docking station, without the extended extension.

[0111] This embodiment also provides aviation ground equipment, including the aircraft door protection device provided in any of the above embodiments.

[0112] This embodiment also provides aviation ground equipment, including the aircraft receiving port provided in this embodiment.

[0113] In one embodiment, the aviation ground equipment may be a boarding bridge including the aircraft access port provided in this embodiment. In other embodiments, the aviation ground equipment may also be any of various types of aviation ground equipment that come into contact with an aircraft, such as a boarding ladder, a passenger ladder, a boarding vehicle, a food truck, a cargo loader, or the like.

[0114] In one embodiment, the aviation ground equipment including the aircraft pick-up port is further equipped with a control system. When the aircraft door protection function is activated, if the first sensor 91 detects the downward motion signal of the first sensing component 10 after extension and determines that the aircraft door protection function has been triggered, the control system can control the pick-up platform 100 to rapidly descend a preset distance to prevent damage to the aircraft door 200 from colliding with the floor surface 101 of the pick-up platform 100, thereby protecting the aircraft door 200. Furthermore, both the first power source and the second power source can be opened and closed by the control system. Exemplarily, the control system can be a PLC control system.

[0115] The control system can control the operation of the first power source based on pre-stored data on aircraft models and door types, thereby connecting or disconnecting the second sensing assembly 20 from the first sensing assembly 10. Exemplarily, the control system includes a data storage module for storing parameters for various aircraft models and their door types, including door height, width, and docking length. Furthermore, this data supports real-time updates, allowing new aircraft model information to be added through the airport operations system or manually entered.

[0116] See also Figure 15 As shown, this embodiment also provides an aircraft cabin door protection method, which includes the following steps:

[0117] Step S102: Obtain a first control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a first position in response to the first control instruction, in which the motion switching mechanism can connect the second sensing component 20 with the first sensing component 10; or obtain a second control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a second position in response to the second control instruction, in which the motion switching mechanism can separate the second sensing component 20 from the first sensing component 10; wherein the first control instruction and the second control instruction are generated based on the aircraft model;

[0118] Step S104, obtaining a delivery control instruction for controlling the driving mechanism, and the driving mechanism extends the first sensing component 10 in response to the delivery control instruction, wherein when the second sensing component 20 is connected to the first sensing component 10, the second sensing component 20 can be extended together with the first sensing component 10.

[0119] The aircraft cabin door protection method provided in this embodiment can place the motion switching mechanism in the first position according to the obtained first control instruction, thereby connecting the second sensing component 20 to the first sensing component 10, and then control the driving mechanism to extend the first sensing component 10 and the second sensing component 20 together according to the obtained delivery control instruction. It can also place the motion switching mechanism in the second position according to the obtained second control instruction, thereby separating the second sensing component 20 from the first sensing component 10, and then control the driving mechanism to extend the first sensing component 10 according to the obtained delivery control instruction, thereby reducing the possibility of the protection function being mistakenly triggered due to passenger's accidental stepping, and enhancing the protection function of the aircraft cabin door protection device on the aircraft cabin door 200.

[0120] In step S102, a first control instruction is generated based on the aircraft model. For example, the current aircraft model information can be input through the operator or the flight scheduling system, and the parameters of the current aircraft cabin door 200 can be retrieved from the data storage module to generate the first control instruction or the second control instruction based on the parameters of the aircraft cabin door 200.

[0121] Exemplarily, step S102 may include step S102A, obtaining a first control instruction for controlling the motion switching mechanism so that the motion switching mechanism is in a first working position in response to the first control instruction. In the first working position, the motion switching mechanism can connect the second sensing component 20 with the first sensing component 10, wherein the first control instruction is generated based on the aircraft model.

[0122] Step S102 may also include step S102B, obtaining a second control instruction for controlling the motion switching mechanism so that the motion switching mechanism is in a second position in response to the second control instruction. At the second position, the motion switching mechanism can separate the second sensing component 20 from the first sensing component 10; wherein the second control instruction is generated based on the aircraft model.

[0123] In step S104, the obtained delivery control instruction can be issued by a local operating console, an automatic control system, or a remote operating console. After the delivery control instruction is obtained, the driving mechanism is controlled to execute the delivery control instruction. When the second sensing component 20 is connected to the first sensing component 10, the driving mechanism drives the first sensing component 10 and the second sensing component 20 to move together, thereby causing the first extension portion 11 and the second extension portion 21 to extend from the opening to the extended position. When the second sensing component 20 is separated from the first sensing component 10, the driving mechanism drives the first sensing component 10 to move, causing the first extension portion 11 to extend from the opening to the extended position, while the second sensing component 20 remains in the retracted position.

[0124] After executing step S102A, step S104A is executed, that is, obtaining a delivery control instruction for controlling the driving mechanism, and the driving mechanism extends the first sensing component 10 and the second sensing component 20 together in response to the delivery control instruction.

[0125] After executing step S102B, step S104B is executed, that is, obtaining a delivery control instruction for controlling the driving mechanism, and the driving mechanism extends the first sensing component 10 in response to the delivery control instruction.

[0126] The aircraft cabin door protection method provided in this embodiment can be applied to the aircraft cabin door protection device provided in this embodiment. The aircraft cabin door protection method provided in this embodiment is described below by taking the acquisition of a first control instruction for controlling a motion switching mechanism as an example.

[0127] In one embodiment, an aircraft door protection method includes:

[0128] Step S102A, obtaining a first control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a first position in response to the first control instruction. In the first position, the motion switching mechanism can connect the second sensing component 20 with the first sensing component 10;

[0129] Step S104A: obtaining a delivery control instruction for controlling the driving mechanism, and the driving mechanism enables the second sensing component 20 to be extended together with the first sensing component 10 in response to the delivery control instruction.

[0130] Step S106, obtaining an activation signal to determine whether the protection function of the aircraft cabin door 200 is activated;

[0131] Step S108: obtaining a trigger signal to determine whether the aircraft cabin door 200 protection action is triggered. When the aircraft cabin door 200 protection action is triggered, outputting a cabin door protection action execution instruction;

[0132] Step S110 , obtaining a retraction control instruction for controlling the driving mechanism, so that the driving mechanism retracts the first sensing component 10 and the second sensing component 20 in response to the retraction control instruction.

[0133] In step S102A, the first electric push rod 41 is controlled to shorten, driving the end of the latch 42 away from the second extension portion 21 to be inserted into the first insertion hole, thereby connecting the second sensing component 20 to the first sensing component 10 .

[0134] In step S104A, after the delivery control instruction is obtained, the second electric push rod 31 is controlled to execute the delivery control instruction, the second electric push rod 31 extends, and the tension spring 32 releases power. When the second sensing component 20 is connected to the first sensing component 10, the tension spring 32 drives the first sensing component 10 and the second sensing component 20 to move together, thereby causing the first extension part 11 and the second extension part 21 to extend from the opening to the extended position.

[0135] In step S106, an activation signal is obtained from first sensor 91. During the extension of first sensing assembly 10 and second sensing assembly 20, when first extension portion 11 and second extension portion 21 extend from the exit and move to cover and trigger first sensor 91, the detection signal of first sensor 91 changes, at which point it is determined that the protective function of aircraft door 200 has been activated. The change in the detection signal of first sensor 91 can be a transition from a triggered state to a detriggered state, or from a detriggered state to a triggered state.

[0136] In step S108, after the protection function of the aircraft cabin door 200 is activated, when the buffer structure 111 on the second extension part 21 is driven by an external force, for example, when the aircraft cabin door 200 drops to squeeze the buffer structure 111, the second extension part 21 and the first extension part 11 can move together in the direction close to the retracted position. At this time, the distance between the free end of the second extension part 21 and the floor surface 101 of the pick-up platform 100 will decrease. When the distance is less than the first set distance, the first sensor 91 is not blocked by the first sensing component 10 and the second sensing component 20, that is, the signal output by the first sensor 91 changes, and the first sensor 91 detects that the first sensing component 10 and the second sensing component 20 move from the extended position to the retracted position, determining that the protection action of the aircraft cabin door 200 is triggered.

[0137] In step S110, the acquired retraction control instruction may be issued by a local control panel, an automatic control system, or a remote control panel. After receiving the retraction control instruction, a retraction execution command is sent to the second electric push rod 31. Figure 9C As shown, the second electric push rod 31 is shortened, driving the return linkage part to rotate, thereby making the return linkage part abut against the upper surface of the linkage matching part 1221. As the second electric push rod 31 is further shortened, the second linkage part 332 cooperates with the first connection part 12 by pressing the linkage matching part 1221, thereby driving the first extension part 11 and the second extension part 21 to move downwardly of the main frame 50 until the first extension part 11 and the second extension part 21 are in the retracted position, that is, returning to the initial state for reuse.

[0138] It should be noted that after completing step S102 and before performing step S110, if the aircraft cabin door 200 drops and squeezes the buffer structure 111 multiple times, steps S104 and S108 can be repeated to protect the aircraft cabin door 200 during the entire airport pick-up process.

[0139] This embodiment 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 any of the above embodiments. The electronic device is manifested in the form of a general-purpose computing device. The components of the electronic device may include, but are not limited to: the at least one processing unit mentioned above, the at least one storage unit mentioned above, and a bus connecting different system components (including the storage unit and the processing unit). The storage unit stores program code, and the program code can be executed by the processing unit, so that the processing unit executes the steps described in the above "Exemplary Method" section of this specification according to various exemplary embodiments of the present application. For example, the processing unit may execute the following steps of the above method embodiment:

[0140] Step S102: Obtain a first control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a first position in response to the first control instruction, in which the motion switching mechanism can connect the second sensing component 20 with the first sensing component 10; or obtain a second control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a second position in response to the second control instruction, in which the motion switching mechanism can separate the second sensing component 20 from the first sensing component 10; wherein the first control instruction and the second control instruction are generated based on the aircraft model;

[0141] Step S104, obtaining a delivery control instruction for controlling the driving mechanism, and the driving mechanism extends the first sensing component 10 in response to the delivery control instruction, wherein when the second sensing component 20 is connected to the first sensing component 10, the second sensing component 20 can be extended together with the first sensing component 10.

[0142] The storage unit may include a readable medium in the form of a volatile storage unit. The storage unit may also include a program / utility having a set (at least one) of program modules. The bus may represent one or more of several types of bus structures, including a storage unit bus or storage unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0143] The electronic device may 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.). Such communication may be performed via an input / output (I / O) interface. Furthermore, the electronic device may 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 of the device for performing actions are mentioned in the above detailed description, this division is not mandatory. In fact, according to the embodiments of the present application, the features and functions of two or more modules or units described above may be embodied in one module or unit. Conversely, the features and functions of one module or unit described above may be further divided into multiple modules or units for embodiment. In addition, although the steps of the method in the present application are described in a specific order in the accompanying drawings, this does not require or imply that these steps must be performed in this specific order, or that all the steps shown must be performed to achieve the desired result. Additionally or alternatively, some steps may be omitted, multiple steps may be combined into one step, and / or one step may be decomposed into multiple steps.

[0144] Through the description of the above embodiments, it is easy for those skilled in the art to understand that the example embodiments described here can be implemented by software or by combining software with necessary hardware. Therefore, the technical solution according to the embodiments of the present application can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, and includes several instructions to enable a computing device (which can be a personal computer, a server, a mobile terminal, or a network device, etc.) to execute the method according to the embodiments of the present application.

[0145] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some or all of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. An aircraft door protection device, characterized in that: include: a first sensing component, one end of which is used to connect to the receiving platform; a driving mechanism connected to the first sensing component to drive the first sensing component to extend or retract; at least one second sensing component, one end of the second sensing component being configured to be connected to the aircraft reception platform, and the second sensing component being at least partially located at an end of the first sensing component away from the aircraft door; and A motion switching mechanism, the motion switching mechanism having a first station and a second station. At the first station, the motion switching mechanism can connect the second sensing component with the first sensing component. At the second station, the motion switching mechanism can separate the second sensing component from the first sensing component.

2. The aircraft door protection device according to claim 1, characterized in that: The motion switching mechanism includes a first power source and an interlocking member. The first power source is connected to the interlocking member to drive the interlocking member to switch between the first workstation and the second workstation. At the first workstation, the interlocking member is connected to the first sensing component to make the second sensing component move together with the first sensing component. At the second workstation, the interlocking member is used to connect to the receiving platform to make the second sensing component in a retracted position.

3. The aircraft door protection device according to claim 2, characterized in that: The first power source includes a reciprocating drive mechanism, the interlocking member includes a latch, the reciprocating drive mechanism is mounted on the second sensing component, and the latch is connected to the reciprocating drive mechanism; Alternatively, the first power source includes an electromagnet and a spring, the interlocking member includes a latch, the spring is sleeved on the outside of the latch, the electromagnet is energized to store energy in the spring and drive the latch to move in a first direction, and the electromagnet is de-energized to release energy in the spring and drive the latch to move in a second direction, wherein the first direction is opposite to the second direction.

4. The aircraft door protection device according to claim 2, characterized in that: The first power source includes a power supply module, and the interlocking component includes an electromagnetic lock body, a first adsorption component and a second adsorption component. The electromagnetic lock body is installed on the second induction component, the first adsorption component is connected to the first induction component, and the second adsorption component is used to connect to the receiving platform; the power supply module is used to provide electrical energy to the electromagnetic lock body to generate a magnetic field. At the first workstation, the electromagnetic lock body is connected to the first adsorption component, and at the second workstation, the electromagnetic lock body is connected to the second adsorption component.

5. The aircraft door protection device according to claim 1, characterized in that: It also includes a first limiting portion and a first matching portion, the first limiting portion is used to connect to the receiving platform or the second sensing component, the first matching portion is connected to the first sensing component, and the first matching portion cooperates with the first limiting portion to support and limit the first sensing component in the retracted position.

6. The aircraft door protection device according to claim 5, characterized in that: It also includes a second limiting portion and a second matching portion, the second limiting portion is used to connect to the receiving platform, the second matching portion is connected to the second sensing component, and the second matching portion cooperates with the second limiting portion to support and limit the second sensing component in the retracted position.

7. The aircraft door protection device according to any one of claims 1 to 6, characterized in that: It also includes a main frame, the main frame is used to connect with the receiving platform, the main frame is provided with an opening, and the opening has an extension direction; The first sensing component includes a first extending portion and a first connecting portion, one end of the first connecting portion is connected to the first extending portion, and the other end of the first connecting portion is movably connected to the main frame; the driving mechanism cooperates with the first connecting portion to drive the first extending portion to extend from the opening, or to drive the first extending portion to retract from the opening; after the first extending portion is extended, it can move downward when driven by an external force; The second sensing component includes a second extending portion and a second connecting portion, the second extending portion and the first extending portion are arranged along the extension direction of the opening, and the second extending portion is at least partially located at the end of the first extending portion away from the aircraft cabin door; one end of the second connecting portion is connected to the second extending portion, and the other end of the second connecting portion is movably connected to the main frame; in the first working station, the second extending portion can move together with the first extending portion, and in the second working station, the second extending portion is in a retracted position.

8. The aircraft door protection device according to claim 7, characterized in that: It also includes at least one extended extension portion, which is located between the first extension portion and the second extension portion; the extended extension portion is connected to the first extension portion, or the extended extension portion is connected to the second extension portion.

9. The aircraft door protection device according to claim 7, characterized in that: It also includes a hinge structure, which includes a main hinge, a first sub-hinge, a second sub-hinge and a rotating shaft. The main hinge is connected to a side frame of the main frame away from the opening, the first sub-hinge is connected to an end of the first connecting part away from the first extension part, and the second sub-hinge is connected to an end of the second connecting part away from the second extension part. The rotating shaft is passed through the main hinge, the first sub-hinge and the second sub-hinge, so that the first sub-hinge and the second sub-hinge can rotate around the axis of the rotating shaft relative to the main hinge.

10. The aircraft door protection device according to claim 7, characterized in that: The driving mechanism includes a second power source, a power conversion part and a return linkage part. One end of the second power source is movably connected to the main frame, and the other end of the second power source is movably connected to the return linkage part, so that the return linkage part contacts and drives the first extending part to retract, and the power conversion part stores power; the power conversion part can release power to extend the first extending part.

11. The aircraft door protection device according to claim 10, characterized in that: The return linkage part includes a first linkage part and a second linkage part, one end of the first linkage part is hinged to an end of the first connecting part away from the first extending part, and the other end of the first linkage part can drive the first extending part to retract; one end of the second linkage part is hinged to the first linkage part, and an elastic buffer part is provided between the other end of the second linkage part and the first linkage part; one end of the second power source is hinged to the main frame, and the other end of the second power source is hinged to the second linkage part.

12. The aircraft door protection device according to claim 10, characterized in that: The power conversion part includes an elastic member, one end of the elastic member is connected to the main frame, and the other end of the elastic member is connected to the first connection part; And / or, the second power source includes a reciprocating drive mechanism, a torque motor or a rope winder.

13. The aircraft door protection device according to any one of claims 1 to 6, characterized in that: The invention also includes a first sensor and a second sensor, wherein the first sensor is used to detect an action signal of the first sensing component extending upward to a full position and a action signal of the first sensing component extending downward to determine whether the aircraft door protection function is activated and whether the aircraft door protection action is triggered; The second sensor is located below the first sensor, and is used to detect whether the first sensing component is normally extended, and / or the second sensor is used to detect whether the first sensing component is retracted into place.

14. A receiving port, characterized in that: The invention comprises a receiving platform and the aircraft cabin door protection device according to any one of claims 1 to 13, wherein the aircraft cabin door protection device is installed on the receiving platform, and the floor surface of the receiving platform is provided with an opening for extending the first sensing component and the second sensing component.

15. An aviation ground equipment, characterized in that: The aviation ground equipment includes the aircraft cabin door protection device according to any one of claims 1 to 13, or the aviation ground equipment includes the aircraft receiving port according to claim 14.

16. A method for protecting an aircraft cabin door, characterized in that: The aircraft door protection method comprises the following steps: Obtaining a first control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a first position in response to the first control instruction, in which the motion switching mechanism can connect the second sensing component with the first sensing component; or obtaining a second control instruction for controlling the motion switching mechanism, so that the motion switching mechanism is in a second position in response to the second control instruction, in which the motion switching mechanism can separate the second sensing component from the first sensing component; wherein the first control instruction and the second control instruction are generated based on the aircraft model; A delivery control instruction for controlling a driving mechanism is obtained, and the driving mechanism extends the first sensing component in response to the delivery control instruction, wherein when the second sensing component is connected to the first sensing component, the second sensing component can be extended together with the first sensing component.

17. The aircraft door protection method according to claim 16, characterized in that: Also includes: Obtaining an activation signal to determine whether the aircraft door protection function is activated; Obtaining a trigger signal to determine whether an aircraft door protection action is triggered, and outputting a door protection action execution instruction when the aircraft door protection action is triggered; A retraction control instruction for controlling the driving mechanism is obtained, so that the driving mechanism retracts the first sensing component in response to the retraction control instruction.

18. An electronic device, characterized in that: The invention comprises 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 cabin door protection method according to claim 16 or 17.

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