Interlocking device for service vehicle and service vehicle using same

Abstract

The invention relates to an interlocking device for a service vehicle and the service vehicle using the same. The interlocking device comprises a stopper which is configured to be used for limiting the displacement of a gear during working so as to realize the locking of a gear shifting operation; and the servo module is configured to be used for receiving a sensor signal from the service joint and driving the stopper to execute limiting or resetting operation according to the sensor signal.

Description

Technical Field

[0001] This application relates to ground service vehicles for civil aviation airports, and in particular to an interlocking (foolproofing) device for service vehicles. Background Technology

[0002] In modern civil aviation, ground service vehicles serve as "mobile bridges" between aircraft and terminals. Their core function is to precisely, efficiently, and safely extend the various support functions of a fixed airport to each aircraft. Together, they constitute a "mobile airport function network" that supports the efficient operation of flights. Without the precise and reliable support of ground service vehicles, the high-frequency and high-punctuality operation of modern civil aviation would be impossible. Therefore, they are an indispensable and crucial guarantee behind the safe and punctual takeoff and landing of flights.

[0003] Based on the aircraft transit support procedures, ground service vehicles can be divided into the following three categories, each of which undertakes the core task of ensuring flight safety, efficiency, and comfort: 1) Passenger and cargo support, including: passenger shuttle buses, passenger boarding stairs, baggage conveyor belt vehicles / tractors, responsible for transferring passengers and cargo between the aircraft and the jet bridge.

[0004] 2) Energy and supplies, including: refueling trucks and power generation trucks (GPUs) responsible for refueling the aircraft and providing power; water trucks and food trucks responsible for refueling the aircraft with drinking water and replenishing food; and air conditioning trucks responsible for providing the cabin with air at a suitable temperature when the engines are off.

[0005] 3) Aircraft movement and maintenance, including: aircraft towing vehicle, used to tow unpowered aircraft out of the aircraft or move it; air supply vehicle, responsible for starting aircraft engines; de-icing vehicle, responsible for removing ice and frost from critical parts of the aircraft in cold weather; garbage truck / sewage truck, responsible for handling domestic waste and sewage on the aircraft.

[0006] For safety reasons, all types of service vehicles must adhere to strict collaborative work sequences and meticulous operating procedures to build a sophisticated ground support system.

[0007] Recently, the Civil Aviation Administration of China (CAAC) introduced a new "Service Connector Safety Interlock" standard, which is now mandatory. The main purpose of this standard is to technically eliminate the risk of vehicles operating with connectors attached. Specifically, the standard requires the installation of interlock systems on aircraft ground power vehicles, air conditioning vehicles, water trucks, and sewage trucks. This system must ensure that the vehicle cannot be started or moved when service connectors (such as power plugs or water pipes) are not removed from the aircraft. This directly prevents aircraft damage caused by human error.

[0008] In response to this standard, various related companies have developed a number of supporting interlocking solutions. For example, a pneumatic interlocking system based on pneumatic control technology has been developed for refueling trucks. The "pneumatic interlocking system" for aircraft refueling trucks is a safety system that uses compressed air as power and signal carrier, and controls vehicle movement and engine status through pneumatic logic, specifically to prevent accidental vehicle movement when the refueling nozzle / connector is not in its proper position.

[0009] However, existing pneumatic control interlock systems for aircraft refueling trucks suffer from drawbacks such as poor environmental adaptability, insufficient response and reliability, complex maintenance, flawed safety logic, and the need for an additional air source. For example, these systems rely on compressed air, and in winter or low-temperature environments, condensation in the pipelines easily freezes, leading to airway blockages, valve jamming, and ultimately, system failure. This poses a challenge to ensuring safe all-weather operations on the tarmac. Furthermore, the pneumatic system consists of numerous pipes, connectors, and valves, requiring an additional air source and exhibiting a complex structure. Locating the fault location in case of leaks or blockages is difficult, resulting in a significant maintenance workload. These problems not only reduce the efficiency of aircraft refueling trucks but also contribute to the frequent occurrence of accidents caused by operational errors due to the deficiencies in the pneumatic control interlock systems.

[0010] Similar problems exist for the service junctions of other types of service vehicles, which need to be solved, and will not be elaborated here.

[0011] Therefore, there is a need to provide a simple, low-cost, and highly reliable interlocking device and service vehicle to overcome the various shortcomings of the prior art. Summary of the Invention

[0012] This application discloses an interlocking scheme that is simple in structure, low in cost, and highly reliable.

[0013] According to a first aspect of this application, an interlocking device for a service vehicle is provided, comprising: A stopper is configured to restrict the shifting of the gearshift during operation to achieve gear shifting operation locking; The servo module is configured to receive sensor signals from the service connector and drive the stopper to perform limit or reset operations based on the sensor signals.

[0014] The servo module of the interlocking device according to the first aspect of this application includes: A receiving module is configured to receive the sensor signals from the service connector and forward them to the control module; The control module is configured to generate corresponding control commands based on the received sensor signals and provide them to the drive module; A drive module is configured to drive the stopper to perform the limiting or resetting operation according to the control command received from the control module; A power supply module is configured to supply power to the drive module and the control module.

[0015] According to a second aspect of this application, a service vehicle is provided, comprising: Including service connectors for sensors; The gear shifter is located in the driver's cab; An interlocking device as described in the first aspect is placed at the gear shifter; Specifically, when the interlocking device receives a "connection" signal from the sensor, it performs a limit operation; and when the interlocking device receives a "reset" signal from the sensor, it performs a reset operation.

[0016] This overview is provided to introduce, in a simplified form, some of the concepts further described in the detailed description below. This overview is not intended to identify key or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. Attached Figure Description

[0017] To describe how the above and other advantages and features of the invention are obtained, a more detailed description of the invention, which has been briefly described above, will be presented with reference to specific embodiments of the invention shown in the accompanying drawings. It will be understood that these drawings depict only exemplary embodiments of the invention and are therefore not intended to limit its scope. The invention will be described and explained using the drawings and with the aid of additional features and details, in which: Figure 1 A schematic diagram of the structure of a conventional service vehicle is shown.

[0018] Figure 2 A schematic external structural diagram of an interlocking device for a service vehicle according to one embodiment of this application is shown.

[0019] Figure 3 This shows from another perspective Figure 2 A schematic diagram of the external structure of the interlocking device.

[0020] Figure 4 A schematic external structural diagram of an interlocking device for a service vehicle according to another embodiment of this application is shown.

[0021] Figure 5 This shows from another perspective Figure 4 A schematic diagram of the external structure of the interlocking device.

[0022] Figure 6An exploded internal schematic diagram of an interlocking device according to an embodiment of this application is shown.

[0023] Figure 7 A schematic logic circuit control diagram of an interlocking device according to an embodiment of this application is shown. Detailed Implementation

[0024] Firstly, a technical document titled "Design of Electronic Interlock System for Aircraft Refueling Trucks" (author: Liu Ningrong, *Science & Technology Information*, Issue 30, 2012) proposes a scheme to replace the traditional pneumatic interlock system with an electronic interlock system for aircraft refueling trucks. The document mainly discloses the following aspects: (1) The system is designed with 14 interlocking input terminals according to the requirements, which can collect 14 interlocking status signals respectively. The functions implemented by the current scheme include: power take-off, well joint, well hose bracket, lifting platform, platform refueling joint, reel refueling joint, aircraft fuel tank cap, static grounding clamp, aircraft fuel tank cover confirmation, etc.

[0025] (2) The aircraft refueling truck electronic control interlocking system is designed as an integrated electronic control interlocking control motherboard with CMOS integrated circuit as the core control element, and is equipped with necessary interlocking detection switches and braking actuators to form an aircraft refueling truck safety interlocking system.

[0026] (3) The interlocking braking adopts a pneumatic actuator, which has a fast braking response speed and the braking force is equivalent to the driver's brake, eliminating the defect of other interlocking braking methods that fail at high throttle.

[0027] (4) The cab is designed with an interlocking point display function, using LEDs as light-emitting elements. Operators can accurately determine the location of the unreset interlocking point based on the LED display lights, and maintenance personnel can also quickly find the fault point based on the LED display lights.

[0028] (5) When the interlocking point is not reset, in addition to displaying the corresponding unreset point and the braked vehicle on the interlocking display board, an audible and visual alarm will be set up to remind the operator that there is an unreset facility so that timely measures can be taken.

[0029] (6) The system is designed with an interlocking braking override function. When the vehicle needs to be moved urgently due to special circumstances, the interlocking braking function can be overridden. However, the interlocking display and interlocking audible and visual warning will not be deactivated at this time to remind the operator that the vehicle is in an abnormal state.

[0030] Although the electronically controlled interlocking system in this technical document represents an improvement over traditional pneumatic interlocking systems, it still has the following shortcomings: First, the technical document adopts an electronically controlled interlocking system, which uses a CMOS integrated circuit as the core control element to design an integrated electronically controlled interlocking control motherboard, and configures necessary interlocking detection switches and braking actuators to form the aircraft refueling truck safety interlocking system. This requires hardware and software upgrades to traditional service vehicles to implement the proposed solution, such as replacing the internal control motherboard and disassembling the vehicle body to install interlocking detection switches and braking actuators. This not only requires a significant amount of labor but also necessitates approval. Because ground service vehicles fall under the category of "aircraft ground service equipment," their design (manufacturing) and use require approval before actual use. The current approval logic is "catalog management + mandatory inspection + notification." Even existing service vehicles require a new application when their design is changed; that is, if the main structure, major components, or operating system of the equipment are adjusted, a new inspection application must be submitted. Unauthorized modifications are prohibited; the vehicle must pass the Civil Aviation Administration's inspection and receive a notification. Therefore, the above-mentioned electronic interlocking system solution requires disassembly and redesign of the vehicle's interior. As a result, it needs to go through a series of approval processes before it can be implemented in practice, which brings a lot of additional time and economic costs to the operating company.

[0031] Secondly, the interlocking braking in this technical document still uses a pneumatic actuator. Therefore, its solution does not eliminate the shortcomings of existing pneumatic interlocking systems, such as poor environmental adaptability, complex maintenance, and the need for an additional air source.

[0032] Finally, it employs a pneumatic braking system combined with audible and visual alarms. Operators will only realize the inability to move the vehicle is due to the connection not being disconnected triggering the pneumatic braking system. However, if the audible and visual alarms fail or multiple alarms sound in an emergency, operators may not immediately recognize the problem with the connection.

[0033] Therefore, this technical document cannot adequately address various existing technical problems.

[0034] In order to provide an interlocking solution that is simpler in structure, lower in cost and more reliable, this application proposes an interlocking device and system for service vehicles.

[0035] First of all, Figure 1A schematic diagram of a conventional service vehicle is shown to illustrate the specific application scenario of this application. As shown, the service vehicle includes: a vehicle chassis 1, a (chassis) shifter 2 (hereinafter referred to as "shifter"), and a service connector 3. The interlocking device described in this application is installed at the shifter 2 and configured to mechanically lock / unlock the shifting operation of the shifter 2 based on a sensor signal installed at the service connector 3 (the sensor signal indicates the current connection status of the interface between the service connector 3 and the aircraft, i.e., "connected" or "reset" (or "disconnected")). Specifically, when a sensor signal indicating a "connected" state is received, the shifter 2 is restricted from shifting from parking gear (N or P) to moving gear (e.g., D or R), while when a sensor signal indicating a "reset" state is received, the shifting restriction on the shifter 2 is released.

[0036] Subsequently, Figure 2 and 3 The present application discloses a schematic appearance structure of an interlocking device for a service vehicle according to an embodiment of the present application from different perspectives.

[0037] Among them, Figure 2 The diagram shown is a top view illustrating the external structure of the interlocking device according to the first embodiment of this application when it is configured at the gear shifter. Figure 3 The middle section shows a side view of the schematic appearance structure of the interlocking device of this embodiment when it is configured at the shifter.

[0038] As shown in the figure, a first interlocking device 2-1 and a second interlocking device 2-2 are respectively configured on the left and right sides of the gear shifter. These devices are used to mechanically lock / unlock the gear shifting operation of the gear shifter 2 based on sensor signals installed at the service connector 3. As can be seen from the figure, when the first interlocking device 2-1 enters the limit mode, its stop extends to prevent upward gear shifting. Similarly, when the second interlocking device 2-2 enters the limit mode, its stop extends to prevent downward gear shifting. Likewise, when the first interlocking device 2-1 enters the reset mode, its stop retracts to allow upward gear shifting. And when the second interlocking device 2-2 enters the reset mode, its stop retracts to allow downward gear shifting.

[0039] It should be understood that the first interlocking device 2-1 and the second interlocking device 2-2 are linked, that is, they simultaneously perform limit or reset operations to achieve limit / reset of the gear shifting operation.

[0040] Therefore, the interlocking device described in this application can be used in pairs to implement the locking / unlocking mechanism for the gear shifter 2.

[0041] and Figure 4 and 5The schematic appearance structure of an interlocking device for a service vehicle according to a second embodiment of this application is disclosed from different perspectives.

[0042] Among them, Figure 4 The diagram shown is a top view illustrating the external structure of the interlocking device 4-1 according to the second embodiment of this application, configured at the shifter 2. Figure 5 The middle section shows a side view of the schematic appearance structure of the interlocking device 4-1 of this embodiment when it is configured at the shifter 2.

[0043] and Figure 2 and 3 Compared to the configuration of paired interlocking devices shown, the second embodiment uses only one interlocking device 4-1. This interlocking device 4-1 is equipped with two stoppers, one in front and one behind, restricting the forward and backward movement of the gear shifter, thereby achieving the purpose of locking the shifting operation of the gear shifter 2. Therefore, the interlocking device 4-1 in the second embodiment has a simpler structure, lower cost, and higher reliability.

[0044] It should be understood that, in addition to the two embodiments described above, more embodiments can actually be developed based on actual application scenarios.

[0045] For example, service vehicles can employ various types of gear shifting mechanisms, including but not limited to: direct-selection mechanical gear levers, electronic gear levers, column shifters, rotary gear levers, toggle levers, etc. These types of gear shifting mechanisms all involve shifting the gear lever to different positions. Therefore, it can be understood that the interlocking device described in this application can restrict the gear shifting displacement of the aforementioned various types of gear shifting mechanisms using stoppers of various shapes and structures, thereby achieving locking / unlocking of the gear shifting operation of these mechanisms.

[0046] For example, for a rotary gear shifter, a cover-type stopper can be used to cover the entire knob when needed to limit gear shifting, or the stopper can be designed in a Y-shape to combine the front and rear stoppers into one. Therefore, the structure of the interlocking device described in this application is not limited to... Figures 2-5 The specific structure shown is not limited to the gear shifter; various modifications and variations can be made depending on the specific type of gear shifter to achieve locking / unlocking of the gear shifter's shifting operation. These modifications and variations all fall within the scope of this application. For space considerations, further embodiments of the interlocking device will not be described here.

[0047] Next, in Figure 6 The diagram shows an exploded internal structural diagram of an interlocking device according to an embodiment of this application. Figure 7 The diagram shows the internal logic circuit of the interlocking device.

[0048] like Figure 6 As shown, the interlocking device may include a blocker 6-1, a servo module 6-2 coupled to the blocker 6-1, a fixing plate 6-3, and a housing 6-4.

[0049] As mentioned above, the blocker 6-1 can be as follows: Figures 2-5 The cylindrical rod-shaped component, Y-shaped component, or other shapes customized according to the shape of the shifter to be interlocked can be shown. For example, for a round-handle shifter, the head of the stopper 6-1 can be designed as a semi-circular structure that partially surrounds the shifter. For a square-handle shifter, the head of the stopper 6-1 can be designed as a fork-shaped or U-shaped structure. And for the knob-type shifter, the lower part of the stopper can adopt a structure similar to a pot lid. In short, the shape of the stopper 6-1 should aim to restrict the shifter's displacement during operation to achieve the purpose of locking the shifting operation.

[0050] In general, the blocker 6-1 can be made of a robust and durable material. However, in a preferred embodiment, the blocker 6-1 is preferably made of a destructible material, such as plastics (ABS, polycarbonate (PC)) or resins (glass fiber reinforced phenolic resin). These materials share a common feature: they can withstand everyday misoperation (low energy / slow speed) without damage, while also being able to break in a controlled manner during deliberate and forceful destruction (high energy / fast speed).

[0051] In a preferred embodiment, the stopper 6-1 can be made of PA6-CF carbon fiber reinforced nylon (also called PA carbon fiber, nylon with carbon fiber), which is a high-performance engineering composite material. This material uses PA6 as a matrix and is reinforced with 10%–30% chopped / long carbon fibers, retaining the toughness and self-lubricating properties of nylon while significantly improving tensile strength, rigidity, and creep resistance. Its mechanical properties far exceed those of ordinary PA6, and its density is only 1 / 3–1 / 2 that of metal, enabling lightweight component design. PA6-CF possesses excellent dimensional stability, low water absorption deformation, and a low coefficient of thermal expansion, making it suitable for the dynamic operating conditions of various drive types such as electromagnetic, hydraulic, and worm gear drives. Simultaneously, it is wear-resistant and fatigue-resistant, capable of withstanding reciprocating friction and impact loads for extended periods, effectively extending the service life of the drive device. It is an ideal structural material choice that balances strength, precision, and lightweight design.

[0052] The reasons for listing these materials as preferred materials are as follows: 1) Avoiding "false lockouts" caused by system malfunctions: For example, if the service connector has been physically reset, but the detection system fails to send a "reset" signal due to sensor contamination, signal transmission interruption, or control program crash, the interlocking device will not automatically retract the stopper, resulting in the vehicle being illegally locked and unable to move. In this case, the operator only needs to forcefully engage the gear to break through the stopper and move the vehicle. Afterwards, only the damaged stopper needs to be replaced to continue using the interlocking device.

[0053] 2) Situations where the vehicle is not actually reset but requires emergency evacuation: This refers to situations where the service connector has not been removed from the aircraft, but an extreme situation arises requiring immediate vehicle movement. Examples include a vehicle on fire requiring immediate removal from the aircraft's vicinity; an aircraft emergency (such as a threat or explosive warning) requiring emergency pushback / towing, but the service vehicle is unable to move due to the mechanical lock of the gearshift; and sudden extreme weather events such as strong winds or thunderstorms threatening aircraft and personnel safety, necessitating immediate clearing of the airspace. In these situations, operators must forcefully engage the gearshift to break through the barrier and move the vehicle to avoid further damage. Afterwards, only the damaged barrier needs to be replaced to continue using the interlocking device.

[0054] To facilitate the replacement of damaged stoppers, the stopper 6-1 can be connected to the drive mechanism in the form of quick-connect, clip, screw, etc., so that when it is damaged, it can be easily removed and replaced with a new stopper.

[0055] The servo module 6-2 is configured to receive sensor signals from the service connector 3 and drive the stop 6-1 to perform limit (i.e., "lock") and reset (i.e., "unlock") operations based on the sensor signals. Functionally, the servo module 6-2 may include a receiving module, a driving module, a control module, and a power supply module. These modules will... Figure 7 A detailed description will be provided in the following section.

[0056] The fixing piece 6-3 is configured to be installed in place inside the various components of the interlocking device, and then sealed and fixed after the outer casing 6-4 is closed.

[0057] It should be understood that Figure 6The illustration shown is merely one example of how the interlocking device can be encapsulated and secured, and is not limited to this. In practical applications, the interlocking device can be encapsulated and secured using various methods. For example, these components can be encapsulated together by welding, screws, adhesive, snap-fit, quick-connect fittings, etc. Alternatively, the interlocking device can be secured to or beside the shifter 2 using threaded connections, key pins, welding, snap-fit, etc. These all fall within the scope of this invention. Due to space limitations, they will not be elaborated upon here.

[0058] The following is combined with Figure 7 The logic function implementation of the interlocking device will be introduced from the perspective of logic circuit control.

[0059] As shown in the figure, from the perspective of logic circuit control, the interlocking device may include a blocker 6-1, a receiving module 7-2, a driving module 7-3, a control module 7-4, and a power supply module 7-5.

[0060] The receiving module 7-2 is configured to receive sensor signals from the service connector 3. It should be understood that the receiving module 7-2 is associated with a specific sensor type; for example, for a wireless sensor, the receiving module is the corresponding wireless receiving module, while for a wired sensor, the receiving module receives sensor signals through a wired connection to the sensor.

[0061] After receiving the sensor signal, the received sensor signal is forwarded by the receiving module 7-2 to the control module 7-4.

[0062] The drive module 7-3 is configured to drive the limit or reset operation of the stopper 6-1 according to the control command received from the control module 7-4.

[0063] For example, with Figures 2-5 Taking the direct-selection mechanical stop lever as an example, the drive module 7-3 can be configured to drive the extension and retraction of the cylindrical stop lever.

[0064] In the case where the gear shifter 2 is a rotary gear shifter, the drive module 7-3 can be configured to drive the shifting, lowering, lifting, and resetting operation of the cover-shaped stopper.

[0065] When the shifter 2 is another type of shifter, the drive module 7-3 can drive the stopper 6-1 to perform the corresponding limit or reset operation in a suitable manner, which will not be described in detail here.

[0066] The drive module 7-3 can be implemented using any drive structure that can perform the limit / reset operation of the stopper 6-1.

[0067] As an example, the driver module 7-3 can be implemented using the following driver mode: electromagnetic drive The system uses an electronic control signal as its core. Upon receiving a limit (lock) command, the excitation coil is instantaneously energized to generate a high-intensity directional magnetic field, creating an electromagnetic attraction between the magnetic circuit and the armature. This attraction overcomes the resistance of the reset spring, causing the stopper 6-1 to extend smoothly and lock. Upon receiving a reset (unlock) command, the excitation coil is de-energized, the magnetic field rapidly decays, and the reset spring provides the reset force, reliably retracting the stopper 6-1. This driving mode features fast response, simple structure, and support for low-power standby and fault-safe reset.

[0068] Hydraulic drive Utilizing high-pressure fluid power and electro-hydraulic coordinated control, the hydraulic pump and servo valve are triggered upon receiving a limit command. High-pressure oil flows directionally into the rodless chamber of the hydraulic cylinder, pushing the piston and stopper 6-1 to extend synchronously, maintaining their position through hydraulic self-locking. When a reset command is issued, the valve group reverses, and the oil flows back to the rod chamber, driving the stopper 6-1 to retract at a uniform speed. Hydraulic drive features high thrust, strong rigidity, reliable self-locking, and precise response, providing safety, stability, and environmental adaptability even under heavy-load blocking and strong-force locking scenarios.

[0069] worm gear drive The system employs a motor-worm gear reduction self-locking mechanism. Upon receiving a limit command, the drive motor rotates forward, causing the worm to rotate. The worm gear engages, converting the rotary motion into linear thrust, which precisely extends the stopper 6-1 and maintains its lock via the worm gear's self-locking mechanism. Upon receiving a reset command, the motor reverses, and the worm drives the worm gear in the opposite direction, smoothly retracting the stopper 6-1. This mode features high positioning accuracy, quiet operation, and power-off self-locking.

[0070] The control module 7-4 is configured to generate corresponding control commands based on the received sensor signals and provide them to the drive module 7-3.

[0071] Specifically, when the received sensor signal indicates a "connected" state, the control module 7-4 generates a corresponding limit control command and sends it to the drive module 7-3. Upon receiving the limit control command, the drive module 7-3 executes the limit operation of the stopper 6-1, for example, by pushing the stopper 6-1 out. Thus, because the extended stopper 6-1 restricts the shifting of the gear shift, the operator cannot perform a gear shifting operation unintentionally. When the operator discovers that they cannot shift gears smoothly, they will usually look down to check the gear shifter, where they will find that the interlocking device's stopper 6-1 is in the extended limit state. At this point, they will realize that the inability to shift gears is due to the service connector 3 not being disconnected from the aircraft interface. Therefore, the problem of accidentally operating the vehicle without disconnecting the service connector 3 is avoided.

[0072] On the other hand, when the received sensor signal indicates a "reset" state, the control module 7-4 generates a corresponding reset control command and sends it to the drive module 7-3. Upon receiving the reset control command, the drive module 7-3 executes a reset operation on the stop 6-1, for example, by pulling the stop 6-1 back to its original position. This allows the operator to normally shift gears to start the vehicle and leave.

[0073] The control module 7-4 can be implemented using a highly integrated automotive-grade MCU chip, which has core functional units such as a single-chip integrated CPU, RAM, ROM and general I / O interface, and built-in hardware FOC, square wave, PI, LPF and other modules. It has stable real-time computing and signal processing capabilities, and can accurately adapt to the control logic of electromagnetic drive, hydraulic drive and worm gear drive, so as to realize reliable control of the extension, retraction and locking states of the stopper 6-1.

[0074] In a preferred embodiment, the control module 7-4 can activate the interlocking device to start working when the service connector 3 is removed from the storage compartment of the service vehicle, and put the interlocking device into a sleep standby state when the service connector 3 is returned to the storage compartment, thereby saving energy consumption.

[0075] Power module 7-5 is configured to supply power to the receiving module 7-2, the drive module 7-3, and the control module 7-4. Depending on the operational characteristics of the service vehicle, the power module can draw power from a +12 / 24V starter battery or from a +5V power source, such as a USB port.

[0076] In another embodiment, a separate power source with a dedicated battery can be used as power module 7-5, which is then powered by the vehicle's power supply when the interlocking device is in standby mode.

[0077] In yet another preferred embodiment, the interlocking device may further include a manual resetter (not shown) directly coupled to the stopper 6-1, configured to manually reset the stopper 6-1 via direct coupling with it. For example, an operator can insert a specially shaped spare lever through an opening in the interlocking device housing, which engages effectively with a corresponding fitting position on the stopper 6-1, allowing the operator to manually reset the stopper 6-1 to unlock the vehicle's gear shift when needed by pushing or pulling the spare lever. Using such a manual resetter avoids damage to the stopper 6-1 in emergency situations as described above, further saving costs.

[0078] Thus, by using the interlocking device described in this application, foolproof protection of the service joint can be achieved without any software or hardware modifications to existing service vehicles. Therefore, service vehicles using this interlocking device can be used without approval or public announcement. Furthermore, the mechanical locking / unlocking mechanism requires no air source and is unaffected by environmental weather conditions, offering numerous advantages such as low cost, easy maintenance, strong adaptability, and high reliability.

[0079] In another embodiment, this application provides a service vehicle using the interlocking device described above. The vehicle includes a service connector 3 containing sensors, a gear shifter 2 located in the driver's cab, and the interlocking device placed at the gear shifter 2.

[0080] Specifically, when the interlocking device receives a "connection" signal from the sensor, it performs a limit operation on the blocker; and when the interlocking device receives a "reset" signal from the sensor, it performs a reset operation on the blocker.

[0081] Example application scenarios: The specific workflow of the interlocking device in this application will be further illustrated below with specific example scenarios.

[0082] During the parking operation phase, firstly, when the service vehicle approaches the aircraft, the operator shifts the gearshift 2 to N or P to park the vehicle. Next, the operator gets out of the vehicle and removes the service connector 3 from its storage location (at this time, the interlocking device is activated). The service connector is then connected to the corresponding interface on the aircraft to begin operation. Simultaneously, the sensor located at the service connector generates a sensor signal indicating a "connected" state and transmits it to the receiving module of the interlocking device via wired / wireless means.

[0083] Upon receiving the sensor signal, the limiting function of the interlocking device is activated, causing the stopper to extend to block the gear shifting operation.

[0084] When the operation is completed, the operator removes the service connector from the aircraft interface. At this time, the sensor located at the service connector generates a sensor signal indicating the "reset" status and transmits it to the receiving module of the interlocking device via wired / wireless means.

[0085] Upon receiving the sensor signal, the reset function of the interlocking device is activated, causing the stopper to retract to resume the gear shifting operation.

[0086] Finally, after the operator puts the service connector back into the vehicle's storage compartment, the interlocking device enters a dormant standby state to save energy.

[0087] Although the techniques have been described using language specific to structural features and / or methodological actions, it should be understood that the appended claims are not necessarily limited to the described features or actions. Rather, these features and actions are described as exemplary forms of implementing these techniques.

[0088] The operations of the example processes are shown in separate boxes and are summarized with reference to these boxes. These processes are shown as a flow of logical boxes, each of which may represent one or more operations that can be implemented using hardware, software, or a combination thereof. In the context of software, these operations represent computer-executable instructions stored on one or more computer-readable media that, when executed by one or more processors, cause one or more processors to perform a given operation. Generally, computer-executable instructions include routines, programs, objects, modules, components, data structures, etc., that perform a particular function or implement a particular abstract data type. The order in which the operations are described is not intended to be construed as limiting, and any number of the operations may be executed in any order, combined in any order, subdivided into multiple sub-operations, and / or executed in parallel to implement the described process. The described process may be executed by resources associated with one or more computing devices, such as one or more internal or external CPUs or GPUs, and / or one or more pieces of hardware logic, such as FPGAs, DSPs, or other types of accelerators.

[0089] All of the methods and processes described above can be embodied in software code modules executed by one or more general-purpose computers or processors, and can be fully automated via these software code modules. These code modules can be stored on any type of computer-executable storage medium or other computer storage device. This code can also be packaged into corresponding computer program products. Some or all of these methods can alternatively be embodied in dedicated computer hardware.

[0090] Any routine description, element, or box in the flowcharts described herein and / or in the accompanying drawings should be understood as potentially representing a module, segment, or portion of code comprising one or more executable instructions for implementing a specific logical function or element in that routine. Alternative implementations are included within the scope of the examples described herein, wherein elements or functions may be removed or performed inconsistently with the order shown or discussed, including substantially synchronous or reverse order execution, depending on the functionality involved, as will be understood by those skilled in the art.

[0091] While different embodiments have been described above, it should be understood that they are merely examples and not limitations. Those skilled in the art will appreciate that various modifications in form and detail may be made without departing from the spirit and scope of the invention as defined in the appended claims. Therefore, the breadth and scope of the invention disclosed herein should not be limited by the exemplary embodiments disclosed above, but should be defined solely by the appended claims and their equivalents.

Claims

1. An interlocking device for service vehicles, characterized in that, include: A stopper is configured to restrict the shifting of the gearshift during operation to achieve gear shifting operation locking; The servo module is configured to receive sensor signals from the service connector and drive the stopper to perform a limit operation or a reset operation based on the sensor signals.

2. The interlocking device as described in claim 1, characterized in that, The servo module includes: A receiving module is configured to receive the sensor signals from the service connector and forward them to the control module; The control module is configured to generate corresponding control commands based on the received sensor signals and provide them to the drive module; A drive module is configured to drive the stopper to perform the limit operation or reset operation according to the control command received from the control module; A power supply module is configured to supply power to the receiving module, the driving module, and the control module.

3. The interlocking device as described in claim 2, characterized in that, When the received sensor signal indicates a "connected" state, the control module generates a limit control signal, and the drive module drives the stopper to perform the limit operation according to the limit control signal. When the received sensor signal indicates a "reset" state, the control module generates a reset control signal, and the drive module drives the blocker to perform the reset operation according to the reset control signal.

4. The interlocking device as described in claim 1, characterized in that, The barrier is made of a destructible material and can be replaced after it is damaged.

5. The interlocking device as described in claim 2, characterized in that, The type of the receiving module corresponds to the wired / wireless type of the sensor at the service junction.

6. The interlocking device as described in claim 2, characterized in that, The driver module adopts one of the following driver modes: Electromagnetic drive; Hydraulic drive; Worm gear drive.

7. The interlocking device as described in claim 2, characterized in that, The control module activates the interlocking device to put it into working state when the service connector is taken out of the storage location of the service vehicle, and puts the interlocking device into sleep standby state when the service connector is returned to the storage location, thereby saving energy consumption.

8. The interlocking device as described in claim 1, characterized in that, Also includes: A manual resetter is configured to manually reset the blocker via direct coupling with the blocker.

9. A service vehicle, comprising: Including service connectors for sensors; The gear shifter is located in the driver's cab; Its characteristic is that it further includes: The interlocking device as described in any one of claims 1-8, located at the shifter; Specifically, when the interlocking device receives a "connect" signal from the sensor, it performs a limit operation; and when the interlocking device receives a "reset" signal from the sensor, it performs a reset operation.

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