Control system of machine position board

Abstract

The utility model provides a control system for a machine position board, and the system comprises a main circuit which comprises a control circuit, a middle machine position indicating lamp 569, a left machine position indicating lamp 569L and a right machine position indicating lamp 569R, one end of the control circuit is coupled with a live wire L, and the other end of the control circuit is coupled with one end of the middle machine position indicating lamp 569, one end of the left machine position indicating lamp 569L and one end of the right machine position indicating lamp 569R; the other ends of the middle gate position indicator lamp 569, the left gate position indicator lamp 569L and the right gate position indicator lamp 569R are coupled with a null line N; and the parking signal circuit is coupled with the main circuit and comprises three groups of parking system activation action switches and intermediate relays, and each parking board corresponds to one group of parking system activation action switches and intermediate relays. By means of the mode, when the aircraft lands and slides to be close to the parking space, two of the three parking space boards are turned off, only one parking space board is left, the two turned-off parking space boards are turned on again after the aircraft stops stably, and the problem that in the prior art, which parking space can be used cannot be visually distinguished in the using process of the airport parking space boards can be solved.

Description

Technical Field

[0001] The present application relates to the field of airport control technology, and in particular to a control system for an aircraft stand sign. Background Art

[0002] An aircraft stand sign is a type of signage primarily used to identify a specific location or piece of equipment. In places like airports, hospitals, and factories, these signs indicate the location or function of equipment, helping personnel quickly find the location or equipment they need. For example, at airports, they indicate where aircraft are parked; in hospitals, they indicate the location of medical equipment. These signs are typically highly durable and feature clear text to ensure visibility in a variety of environments.

[0003] The inventors of this application discovered during long-term research and development that after an airplane lands, there are three parking stands: left, center, and right. When the airplane is parked, two small airplanes can be parked at the same time on the left and right sides, or only one large airplane can be parked in the middle. During the use of the airport parking stand signs, it is impossible to visually distinguish which parking stand can be used. The tower will notify the airplane of which parking stand to park at, but pilots often mishear the parking stand signs and park at the wrong stand. If the airplane parks at the wrong stand, it has to be towed by a vehicle to realign the plane with the stand, which basically takes more than ten minutes. Utility Model Content

[0004] The present application provides a control system for an aircraft stand sign, so as to solve the problem in the prior art that it is impossible to visually distinguish which aircraft stand is available during the use of the aircraft stand sign at an airport.

[0005] In order to solve the above technical problems, a technical solution adopted in this application is to provide a control system for a seat sign, wherein the system includes:

[0006] The main circuit includes a control circuit, a center parking position indicator light 569, a left parking position indicator light 569L, and a right parking position indicator light 569R. One end of the control circuit is coupled to the live wire L, and the other end is coupled to one end of the center parking position indicator light 569, the left parking position indicator light 569L, and the right parking position indicator light 569R. The other ends of the center parking position indicator light 569, the left parking position indicator light 569L, and the right parking position indicator light 569R are coupled to the neutral wire N.

[0007] The berth signal circuit coupled to the main circuit includes three groups of berth system activation action switches and intermediate relays, and each aircraft stand sign corresponds to one group of the berth system activation action switches and the intermediate relays.

[0008] The beneficial effects of the present application are as follows: different from the prior art, the present application provides a control system for an aircraft stand sign, the system comprising: a main circuit, including a control circuit, a middle aircraft stand indicator light 569, a left aircraft stand indicator light 569L, and a right aircraft stand indicator light 569R, one end of the control circuit being coupled to a live wire L and the other end being coupled to one end of the middle aircraft stand indicator light 569, the left aircraft stand indicator light 569L, and the right aircraft stand indicator light 569R, the other ends of the middle aircraft stand indicator light 569, the left aircraft stand indicator light 569L, and the right aircraft stand indicator light 569R being coupled to a neutral wire N; a berth signal circuit coupled to the main circuit, comprising three sets of berth system activation action switches and intermediate relays, each aircraft stand sign corresponding to one set of berth system activation action switches and intermediate relays. Through the above control system, when an aircraft lands and taxis near a parking stand, two of the three aircraft stand signs will be turned off, leaving only one. After the aircraft has stopped, the two turned off aircraft stand signs will be restored to light, thus solving the problem in the prior art of not being able to visually distinguish which aircraft stand is available during use of airport aircraft stand signs. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to more clearly illustrate the technical solutions in the embodiments of the application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the application. Those skilled in the art can also derive other drawings based on these drawings without inventive work, among which:

[0010] Figure 1 This is a structural diagram of an embodiment of a control system for a seat sign in the present application;

[0011] Figure 2 yes Figure 1 A schematic structural diagram of an embodiment of a mid-berth signal circuit;

[0012] Figure 3 yes Figure 1 A structural diagram of an embodiment of a control circuit. DETAILED DESCRIPTION

[0013] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of 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.

[0014] It should be noted that the technical solutions between the various embodiments can be combined with each other, but it must be based on the fact that ordinary technicians in this field can implement it. When the combination of technical solutions is mutually contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0015] See also Figure 1-Figure 3 , Figure 1 This is a structural diagram of an embodiment of a control system for a seat sign in the present application. Figure 2 yes Figure 1 A schematic diagram of the structure of an embodiment of a mid-berth signal circuit, Figure 3 yes Figure 1 The control system 100 of the parking sign disclosed in this embodiment includes a parking signal circuit 1 and a main circuit 2.

[0016] Specifically, the main circuit 2 includes a control circuit 3, a middle stop position indicator light 569, a left stop position indicator light 569L, and a right stop position indicator light 569R. One end of the control circuit 3 is coupled to the live wire L, and the other end is coupled to one end of the middle stop position indicator light 569, the left stop position indicator light 569L, and the right stop position indicator light 569R. The other end of the middle stop position indicator light 569, the left stop position indicator light 569L, and the right stop position indicator light 569R is coupled to the neutral wire N.

[0017] The berth signal circuit 1 coupled to the main circuit 2 includes three sets of berth system activation action switches and intermediate relays. Each aircraft stand sign corresponds to one set of berth system activation action switches and intermediate relays.

[0018] In a specific embodiment, the berth signal circuit 1 includes a middle parking position indicator light signal circuit, a left parking position indicator light signal circuit, and a right parking position indicator light signal circuit. The middle parking position indicator light signal circuit includes a middle berth system activation action switch SB1 and a middle berth system intermediate relay KA1 coupled to each other. The left parking position indicator light signal circuit includes a left berth system activation action switch SB2 and a left berth system intermediate relay KA2 coupled to each other. The right parking position indicator light signal circuit includes a right berth system activation action switch SB3 and a right berth system intermediate relay KA3 coupled to each other.

[0019] In a specific embodiment, the control circuit 3 includes a control module circuit, a first camera position sign AC contactor KM1, a second camera position sign AC contactor KM2, a first camera position sign time relay KT1, and a second camera position sign time relay KT2. One end of the control module circuit is coupled to the live wire L, and the other end is coupled to one end of the first camera position sign AC contactor KM1, the second camera position sign AC contactor KM2, the first camera position sign time relay KT1, and the second camera position sign time relay KT2. The other end of the first camera position sign AC contactor KM1 is coupled to the other end of the first camera position sign time relay KT1 and one end of the left parking position indicator light 569L, the other end of the first camera position sign time relay KT1 is coupled to one end of the right parking position indicator light 569R, and the other end of the second camera position sign AC contactor KM2 is coupled to the other end of the second camera position sign time relay KT2 and one end of the middle parking position indicator light 569.

[0020] In a specific embodiment, the control module circuit includes a middle berth system intermediate relay KA1 having one end connected to the live wire L, and the other end of the middle berth system intermediate relay KA1 is coupled in sequence to the left berth system intermediate relay KA2, the right berth system intermediate relay KA3, the left transfer switch SA2, the right transfer switch SA3, and one end of the first berth AC contactor KM1.

[0021] In a specific embodiment, the control module circuit includes an intermediate transfer switch SA1 , one end of the intermediate transfer switch SA1 is coupled to the live wire L, and the other end is coupled to one end of the first machine card AC contactor KM1 .

[0022] In one embodiment, the other end of the middle transfer switch SA1 is coupled to one end of the first slot time relay KT1 .

[0023] Combine Figure 3 It can be seen that the middle berth system intermediate relay KA1, the left berth system intermediate relay KA2, the right berth system intermediate relay KA3, the left transfer switch SA2, the right transfer switch SA3, the first aircraft stand AC contactor KM1, and the middle transfer switch SA1 together constitute the middle parking stand control circuit 3, which is used to control the aircraft stand sign of the middle parking stand.

[0024] In a specific embodiment, one end of the left berth system intermediate relay KA2 is coupled to the live wire L, and the other end is coupled in sequence to the middle berth system intermediate relay KA1 and one end of the middle transfer switch SA1, and the other end of the middle transfer switch SA1 is coupled to one end of the second parking space card AC contactor KM2.

[0025] In a specific embodiment, both ends of the right berth system intermediate relay KA3 are connected in parallel with the left berth system intermediate relay KA2.

[0026] In one embodiment, one end of the left transfer switch SA2 is coupled to the live wire L, and the other end is coupled to one end of the second slot card AC contactor KM2. The right transfer switch SA3 is connected in parallel with the left transfer switch SA2.

[0027] In one embodiment, the other end of the left transfer switch SA2 is coupled to one end of the second slot time relay KT2.

[0028] Combine Figure 3 It can be seen that the left berth system intermediate relay KA2, the middle berth system intermediate relay KA1, the middle transfer switch SA1, the right berth system intermediate relay KA3, the left transfer switch SA2, and the right transfer switch SA3 constitute the left and right parking position control circuit 3, which is used to control the parking position signs of the left and right parking positions.

[0029] The working principle of this control system is described in detail below with a specific embodiment:

[0030] Seat number: 569

[0031] Stand numbers: Left stand 569L (hereinafter referred to as 569L), center stand 569 (hereinafter referred to as 569), right stand 569R (hereinafter referred to as 569R).

[0032] Directions:

[0033] Center stand 569 is a large stand, while left stand 569L and right stand 569R are small stands. In practice, there are two possible scenarios: Option 1: Stand 569 is open, while stands 569L and 569R are closed; Option 2: Stands 569L and 569R are open, while stand 569 is closed. This means either one large aircraft or two small aircraft can be parked.

[0034] Electrical symbols: SB berth system activation switch, SA transfer switch, KA intermediate relay, KM AC contactor, KT time relay. Center berth system activation switch SB1 is the 569 berth system activation switch, left berth system activation switch SB2 is the 569L berth system activation switch, and right berth system activation switch SB3 is the 569R berth system activation switch. Center transfer switch SA1 is the 569 transfer switch, left transfer switch SA2 is the 569L transfer switch, and right transfer switch SA3 is the 569R transfer switch. Center berth system intermediate relay KA1 is the 569 berth system intermediate relay, left berth system intermediate relay KA2 is the 569L berth system intermediate relay, and right berth system intermediate relay KA3 is the 569R berth system intermediate relay. First-berth AC contactor KM1 is the 569 berth system AC contactor, and second-berth AC contactor KM2 is the 569L or 569R berth system AC contactor. The first camera position card time relay KT1 is the 569 camera position card time relay, and the second camera position card time relay KT2 is the 569L and 569R camera position card time relays.

[0035] Working principle:

[0036] In the automatic state, the interlock activation signal for each stand sign comes from the parking signal circuit 1 above the stand sign. The parking signal circuit 1 is manually activated by the maintenance personnel 15 minutes before the aircraft arrives at the stand. When the parking signal circuit 1 is activated, the corresponding stand sign will activate the interlock. When all three stand parking signal circuits 1 are working properly and all switches (SA1, SA2, SA3) are in the default "automatic" position, the principle is as follows:

[0037] ① When aircraft 569 is about to enter its parking position, the middle parking stand indicator light signal circuit is normally activated, the 569 stand sign is illuminated, and the 569L and 569R stand signs are not illuminated. When aircraft 569 has completed its parking position, the 569L, 569, and 569R signs are all illuminated.

[0038] ② When aircraft 569L is about to enter its parking position, the left parking stand indicator light signal circuit is normally activated, the 569L and 569R parking stand signs are illuminated, and the 569 parking stand sign is not illuminated. When aircraft 569L has completed its parking position, the 569L, 569, and 569R signs are all illuminated.

[0039] ③ When aircraft 569R is about to enter its parking position, the right parking stand indicator light signal circuit is activated normally, the 569L and 569R parking stand signs light up, and the 569 parking stand sign does not light up. When aircraft 569R has completed its parking position, the 569L, 569, and 569R parking stand signs all light up.

[0040] In manual mode, when the parking system of the aircraft to be parked fails and cannot be activated, the switch SA of the corresponding parking position needs to be turned from "automatic" to "manual" to perform manual parking sign interlock. The principle is as follows:

[0041] ① When aircraft 569 is about to enter its parking position, the middle parking stand indicator light signal circuit fails, switching switch SA1 for 569 from "automatic" to "manual." The 569 stand sign illuminates, while the 569L and 569R stands do not. When aircraft 569 is in position, switching switch SA1 from "manual" back to "automatic," and 569L, 569, and 569R all illuminate. If, after the aircraft has completed its parking position, the maintenance personnel forget to switch switch SA1 for 569 back to automatic (i.e., the 569 stand sign illuminates, while the 569L and 569R stands do not), the first stand sign time relay KT1 will operate two hours later, forcing all 569L, 569, and 569R to illuminate.

[0042] ② When aircraft 569L is about to enter its parking position, the left parking stand indicator light signal circuit fails, and the switch SA2 of 569L is switched from "automatic" to "manual". The 569L and 569R parking stand signs light up, but the 569 parking stand sign does not light up. After aircraft 569L has completed its parking position, the switch SA2 is switched from "manual" back to "automatic". The 569L, 569, and 569R parking stand signs all light up. If the aircraft has completed its parking position, but the maintenance personnel forget to switch the 569L switch SA2 back to the automatic position (i.e., the 569L and 569R parking stand signs light up, but the 569 parking stand sign does not light up), the second parking stand sign time relay KT2 will operate after 2 hours, and the 569L, 569, and 569R parking stand signs will be forced to light up.

[0043] ③ When aircraft 569R is about to enter its parking position, the signal circuit of the right parking stand indicator light fails, and the switch SA3 of 569R is switched from "automatic" to "manual". The 569L and 569R parking signs light up, but the 569 parking sign does not light up. After aircraft 569R has completed its parking position, the switch SA3 is switched from "manual" back to "automatic". 569L, 569, and 569R all light up. If the aircraft has completed its parking position, but the maintenance personnel forget to switch the 569R switch SA3 back to the automatic position (i.e., the 569L and 569R parking signs light up, but the 569 parking sign does not light up), the second parking sign time relay KT2 will operate after 2 hours, and 569L, 569, and 569R will be forced to light up.

[0044] It should be noted that the time, the number of aircraft seats, the number of aircraft seat signs, and the number of display lights on the aircraft seat signs in this embodiment are only examples. In other embodiments, the corresponding numbers can be adjusted according to actual needs.

[0045] The present application provides a control system for an aircraft stand sign, the system comprising: a main circuit, including a control circuit, a middle aircraft stand indicator light 569, a left aircraft stand indicator light 569L, and a right aircraft stand indicator light 569R, one end of the control circuit being coupled to a live wire L, and the other end being coupled to one end of the middle aircraft stand indicator light 569, the left aircraft stand indicator light 569L, and the right aircraft stand indicator light 569R, the other ends of the middle aircraft stand indicator light 569, the left aircraft stand indicator light 569L, and the right aircraft stand indicator light 569R being coupled to a neutral wire N; a berth signal circuit coupled to the main circuit, comprising three sets of berth system activation action switches and intermediate relays, each aircraft stand sign corresponding to one set of berth system activation action switches and intermediate relays. By adopting the above method, when the aircraft lands and taxis close to the parking stand, two of the three aircraft stand signs will be turned off, leaving only one. After the aircraft stops steadily, the two turned off aircraft stand signs will light up again, which can solve the problem in the prior art of not being able to visually distinguish which aircraft stand can be used during the use of airport aircraft stand signs.

[0046] The above is only an implementation method of the present application and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the description and drawings of this application, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A control system for a seat sign, characterized in that: The system comprises: The main circuit includes a control circuit, a center parking position indicator light 569, a left parking position indicator light 569L, and a right parking position indicator light 569R. One end of the control circuit is coupled to the live wire L, and the other end is coupled to one end of the center parking position indicator light 569, the left parking position indicator light 569L, and the right parking position indicator light 569R. The other ends of the center parking position indicator light 569, the left parking position indicator light 569L, and the right parking position indicator light 569R are coupled to the neutral wire N. The berth signal circuit coupled to the main circuit includes three groups of berth system activation action switches and intermediate relays, and each aircraft stand sign corresponds to one group of the berth system activation action switches and the intermediate relays.

2. The system according to claim 1, wherein: The berth signal circuit includes a middle parking position indicator light signal circuit, a left parking position indicator light signal circuit, and a right parking position indicator light signal circuit. The middle parking position indicator light signal circuit includes a middle berth system activation action switch SB1 and a middle berth system intermediate relay KA1 coupled to each other. The left parking position indicator light signal circuit includes a left berth system activation action switch SB2 and a left berth system intermediate relay KA2 coupled to each other. The right parking position indicator light signal circuit includes a right berth system activation action switch SB3 and a right berth system intermediate relay KA3 coupled to each other.

3. The system according to claim 2, characterized in that The control circuit includes a control module circuit, a first aircraft position sign AC contactor KM1, a second aircraft position sign AC contactor KM2, a first aircraft position sign time relay KT1, and a second aircraft position sign time relay KT2. One end of the control module circuit is coupled to the live wire L, and the other end is coupled to one end of the first aircraft position sign AC contactor KM1, the second aircraft position sign AC contactor KM2, the first aircraft position sign time relay KT1, and the second aircraft position sign time relay KT2. The other end of the first aircraft position sign AC contactor KM1 is coupled to the other end of the first aircraft position sign time relay KT1 and one end of the left parking position indicator light 569L, the other end of the first aircraft position sign time relay KT1 is coupled to one end of the right parking position indicator light 569R, and the other end of the second aircraft position sign AC contactor KM2 is coupled to the other end of the second aircraft position sign time relay KT2 and one end of the middle parking position indicator light 569.

4. The system according to claim 3, characterized in that The control module circuit includes the middle berth system intermediate relay KA1, one end of which is connected to the live wire L, and the other end of the middle berth system intermediate relay KA1 is coupled in sequence to the left berth system intermediate relay KA2, the right berth system intermediate relay KA3, the left transfer switch SA2, the right transfer switch SA3, and one end of the first berth card AC contactor KM1.

5. The system according to claim 4, characterized in that The control module circuit includes a middle transfer switch SA1 , one end of the middle transfer switch SA1 is coupled to the live wire L, and the other end is coupled to one end of the first machine position card AC contactor KM1 .

6. The system according to claim 5, characterized in that The other end of the intermediate transfer switch SA1 is coupled to one end of the first seat sign time relay KT1.

7. The system according to claim 5, characterized in that One end of the left berth system intermediate relay KA2 is coupled to the live wire L, and the other end is coupled to the middle berth system intermediate relay KA1 and one end of the middle transfer switch SA1 in sequence. The other end of the middle transfer switch SA1 is coupled to one end of the second berth card AC contactor KM2.

8. The system according to claim 7, characterized in that Both ends of the right berth system intermediate relay KA3 are connected in parallel with the left berth system intermediate relay KA2.

9. The system according to claim 8, characterized in that One end of the left transfer switch SA2 is coupled to the live wire L, and the other end is coupled to one end of the second machine seat AC contactor KM2; the right transfer switch SA3 is connected in parallel with the left transfer switch SA2.

10. The system according to claim 8, wherein: The other end of the left transfer switch SA2 is coupled to one end of the second seat sign time relay KT2.

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