Aircraft door protection device, docking port and air ground equipment

Abstract

This application relates to the field of ground equipment technology, and in particular to an aircraft door protection device, a landing bay, and aviation ground equipment. The aircraft door protection device includes a first sensing component, a drive mechanism, at least one second sensing component, and a motion switching mechanism. One end of the first sensing component is connected to a landing platform; the drive mechanism is connected to the first sensing component to extend or retract it; one end of the second sensing component is connected to the landing platform, and the second sensing component is at least partially located at the end of the first sensing component furthest from the aircraft door; the motion switching mechanism has a first station and a second station. At the first station, the motion switching mechanism enables the second sensing component to connect with the first sensing component; at the second station, the motion switching mechanism enables the second sensing component to separate from the first sensing component, reducing the possibility of the protection function being falsely triggered due to accidental stepping by a passenger.

Description

Technical Field

[0001] This application relates to the field of ground equipment technology, and in particular to an aircraft door protection device, an access port, and aviation ground equipment. Background Technology

[0002] When an aircraft docks at a boarding bridge or other aviation ground equipment and its cabin door opens, the door will enter the arrival gate and be above the floor of the arrival platform. During passenger boarding or cargo loading, the aircraft will descend, and the cabin door will also descend with the aircraft. This may cause the cabin door to fall onto the floor of the arrival platform, resulting in damage to the cabin door.

[0003] In related technologies, after the boarding bridge docks with the aircraft, in order to prevent the boarding bridge from damaging the aircraft door, a safety boot is usually installed at the boarding bridge dock to sense the descent of the aircraft door. Since the installation position of the safety boot on the dock floor is basically fixed, and in order to adapt to the doors of more different aircraft models, the safety boot is relatively long. However, this results in the safety boot protruding too much from the dock floor, increasing the possibility that passengers may accidentally step on the safety boot, causing the protection function to be falsely triggered. Utility Model Content

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

[0005] To achieve the above objectives, this application provides an aircraft door protection device, comprising:

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

[0007] A drive mechanism, which is 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 which is connected to the receiving platform, and the second sensing component is at least partially located at the end of the first sensing component away from the aircraft door; and

[0009] A motion switching mechanism has a first station and a second station. At the first station, the motion switching mechanism enables the second sensing component to be connected to the first sensing component, and at the second station, the motion switching mechanism enables the second sensing component to be separated from the first sensing component.

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

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

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

[0013] In one embodiment of this application, the first power source includes a power 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 sensing component, the first adsorption component is connected to the first sensing component, and the second adsorption component is used to connect to the receiving platform. The power 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 this application, the aircraft door protection device further includes a first limiting part and a first cooperating part. The first limiting part is used to connect with the receiving platform or the second sensing component. The first cooperating part is connected with the first sensing component. The first cooperating part cooperates with the first limiting part to support and limit the first sensing component when it is in the retracted position.

[0015] In one embodiment of this application, the aircraft door protection device further includes a second limiting part and a second mating part. The second limiting part is used to connect with the receiving platform, and the second mating part is connected with the second sensing component. The second mating part cooperates with the second limiting part to support and limit the second sensing component when it is in the retracted position.

[0016] In one embodiment of this application, the aircraft door protection device further includes a main frame for connection to a receiving platform, the main frame having an opening having an extending direction;

[0017] The first sensing component includes a first extension and a first connecting part. One end of the first connecting part is connected to the first extension, and the other end of the first connecting part is movably connected to the main frame. The driving mechanism cooperates with the first connecting part to drive the first extension to extend out of the opening or to drive the first extension to retract from the opening. After the first extension extends, it can move downward when driven by an external force.

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

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

[0020] In one embodiment of this application, the aircraft door protection device further includes a hinge structure, which includes a main hinge, a first sub-hinge, a second sub-hinge, and a pivot. The main hinge is connected to the side frame of the main frame away from the opening. The first sub-hinge is connected to the end of the first connecting portion away from the first protrusion. The second sub-hinge is connected to the end of the second connecting portion away from the second protrusion. The pivot passes 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 relative to the main hinge about the axis of the pivot.

[0021] In one embodiment of this 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 extension part to retract, and the power conversion part stores power; the power conversion part can release power to extend the first extension part.

[0022] In one embodiment of this application, the return linkage includes a first linkage member and a second linkage member. One end of the first linkage member is hinged to the end of the first connecting portion away from the first protruding portion, and the other end of the first linkage member can drive the first protruding portion to retract. One end of the second linkage member is hinged to the first linkage member, and an elastic buffer member is provided between the other end of the second linkage member and the first linkage member. 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 member.

[0023] In one embodiment of this application, the power conversion unit includes an elastic element, one end of which is connected to the main frame, and the other end of which is connected to the first connecting part;

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

[0025] In one embodiment of this application, the aircraft door protection device further includes a first sensor and a second sensor. The first sensor is used to detect the upward extension action signal of the first sensing component and the downward action signal after extension, 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 is used to detect whether the first sensing component extends normally and / or whether the first sensing component retracts into place.

[0026] To achieve the above objectives, this application also provides an arrival port, including an arrival platform and the aircraft door protection device described in any of the above embodiments. The aircraft door protection device is installed on the arrival platform, and the floor surface of the arrival platform is provided with an opening for the first sensing component and the second sensing component to extend out.

[0027] For the purposes described above, this application also provides an aviation ground equipment, which includes the aircraft door protection device described in any of the above embodiments, or the aviation ground equipment includes the aircraft access port described in any of the above embodiments.

[0028] The main benefits of this application are:

[0029] The aircraft door protection device provided in this application allows for the selection of extending the first sensing component or simultaneously extending the first and second sensing components as needed, reducing the possibility of accidental activation of the protection function due to passenger misstepping and enhancing the protection function of the aircraft door protection device. Specifically, when the motion switching mechanism is in the first position, it connects the second sensing component to the first sensing component. When the drive mechanism extends the first sensing component, the second sensing component extends along with it; when the drive mechanism retracts the first sensing component, the second sensing component retracts along with it. When the first sensing component is sufficient to protect the aircraft door, the motion switching mechanism is switched to the second position, separating the second and first sensing components. In this case, the drive mechanism only extends or retracts the first sensing component. Since the second sensing component does not extend, this effectively reduces the portion of the aircraft door protection device protruding from the arrival door floor, further reducing the possibility of accidental activation of the protection function due to passenger misstepping. Attached Figure Description

[0030] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0031] Figure 1 A schematic diagram of the structure of the aircraft door protection device in the extended position provided in the embodiment of this application (the motion switching mechanism is in the first position);

[0032] Figure 2 for Figure 1 A magnified view of a section at point A in the middle;

[0033] Figure 3 A schematic diagram of the structure of the aircraft door protection device provided in the embodiment of this application in the retracted position (the motion switching mechanism is in the first position);

[0034] Figure 4 A top view of the aircraft door protection device provided in the embodiment of this application in the retracted position (the motion switching mechanism is in the first position);

[0035] Figure 5 for Figure 4 A magnified view of a section at point B in the middle;

[0036] Figure 6A schematic diagram of the structure of the first sensing component in the aircraft door protection device provided in the embodiment of this application in the extended position (the motion switching mechanism is in the second position);

[0037] Figure 7 A top view of the aircraft door protection device provided in the embodiment of this application in the retracted position (the motion switching mechanism is in the second position);

[0038] Figure 8 for Figure 7 A magnified view of a section at point C;

[0039] Figure 9A A schematic diagram of the aircraft door protection device in the retracted position provided in the embodiments of this application. Figure 1 (The motion switching mechanism is in the first position);

[0040] Figure 9B A schematic diagram of the aircraft door protection device in the retracted position provided in the embodiments of this application. Figure 2 (The motion switching mechanism is in the first position);

[0041] Figure 9C A schematic diagram of the aircraft door protection device in the retracted position provided in the embodiments of this application. Figure 3 (The motion switching mechanism is in the first position);

[0042] Figure 10 A schematic diagram of the elastic buffer in the aircraft door protection device provided in the embodiment of this application in a compressed state (the motion switching mechanism is in the first position);

[0043] Figure 11A A schematic diagram of the aircraft door protection device in the extended position provided in the embodiments of this application. Figure 1 (The motion switching mechanism is in the first position);

[0044] Figure 11B A schematic diagram of the aircraft door protection device in the extended position provided in the embodiments of this application. Figure 2 (The motion switching mechanism is in the first position);

[0045] Figure 12 A schematic diagram showing the first extended portion of the aircraft door protection device provided in this application moving towards the retracted position under the drive of an external force.

[0046] Figure 13 A schematic diagram of another arrangement of the first and second protrusions in the aircraft door protection device provided in the embodiments of this application;

[0047] Figure 14 This is a schematic diagram of the interface provided in an embodiment of this application.

[0048] The annotations in the attached figures are explained as follows:

[0049] 10. First sensing component; 11. First extension; 110. First clearance notch; 111. Buffer structure; 12. First connecting part; 121. First connecting rod; 122. Second connecting rod; 1221. Linkage engagement part; 123. Third connecting rod; 1231. Mounting part; 124. Fourth connecting rod; 20. Second sensing component; 21. Second extension; 210. Second clearance notch; 22. Second connecting part; 221. Fifth connecting rod; 222. Sixth connecting rod; 31. Second electric push rod; 32. Tension spring; 331. First linkage component; 332. Second linkage component; 333. Elastic buffer component; 41. First electric push rod; 42. Pin; 50. Main frame; 51. First side frame; 511. Extension; 52. Second side frame; 60. Extended part; 70. Hinge structure; 71. Main hinge; 72. First sub-hinge; 73. Second sub-hinge; 74. Rotating shaft; 81. First limiting part; 82. First mating part; 83. Second limiting part; 84. Second mating part; 91. First sensor; 92. Second sensor; 100. Receiving platform; 101. Floor surface; 200. Aircraft cabin door. Detailed Implementation

[0050] The technical solutions of this application will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0051] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated 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.

[0052] In the description of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0053] See Figures 1 to 13 As shown, this embodiment provides an aircraft door protection device, including 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 extend or retract the first sensing component 10. 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 door 200. The motion switching mechanism has a first station and a second station. At the first station, the motion switching mechanism enables the second sensing component 20 to connect with the first sensing component 10. At the second station, the motion switching mechanism enables the second sensing component 20 to separate from the first sensing component 10. The number of second sensing components 20 can be one to form a two-segment sensing structure with the first sensing component 10, or the number of second sensing components 20 can be multiple to form a multi-segment sensing structure with the first sensing component 10. The first sensing component 10 can be selected to be connected to one or more second sensing components 20 as needed, providing a wider range of options. This embodiment is illustrated using the example of a single second sensing component 20. When there are multiple second sensing components 20, adjacent second sensing components 20 can be connected or separated by a structure that is the same as or similar to the motion switching mechanism; the required number of second sensing components can be connected together, and the motion switching mechanism connects the second sensing component 20 closest to the first sensing component 10 to the first sensing component 10.

[0054] The aircraft door protection device provided in this embodiment can, in use, select to extend the first sensing component 10 or extend the first sensing component 10 and the second sensing component 20 simultaneously according to actual needs, reducing the possibility of the protection function being accidentally 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, it connects the second sensing component 20 to the first sensing component 10. When the drive mechanism extends the first sensing component 10, the second sensing component 20 extends along with it. When the drive mechanism retracts the first sensing component 10, the second sensing component 20 retracts along with it. When the first sensing component 10 is sufficient to protect the aircraft door 200, the motion switching mechanism is switched to the second position, separating the second sensing component 20 from the first sensing component 10. In this case, the drive mechanism only extends or retracts the first sensing component 10. Since the second sensing component 20 does not extend, it effectively reduces the portion of the aircraft door protection device protruding from the arrival gate floor, thus reducing the possibility of the protection function being accidentally triggered due to passengers accidentally stepping on it.

[0055] It should be understood that the second sensing component 20 may be entirely located at the end of the first sensing component 10 furthest from the aircraft door 200, or a portion may be arranged side by side with the first sensing component 10, while the remainder is located at the end of the first sensing component 10 furthest from the aircraft door 200. Details will be provided later.

[0056] In one embodiment, see Figure 1 As shown, the aircraft door protection device also includes a main frame 50, which is used to connect with the receiving platform 100. The main frame 50 has an opening with an extending direction. The first sensing component 10 includes a first extension 11 and a first connecting part 12. One end of the first connecting part 12 is connected to the first extension 11, and the other end of the first connecting part 12 is movably connected to the main frame 50. A drive mechanism cooperates with the first connecting part 12 to drive the first extension 11 to extend from the opening or to retract the first extension 11 from the opening. After the first extension 11 extends, it is subjected to... When driven by external force, it can move downward; the second sensing component 20 includes a second extension 21 and a second connecting part 22, the second extension 21 and the first extension 11 are arranged along the extension direction of the opening, the second extension 21 is at least partially located at the end of the first extension 11 away from the aircraft door 200; one end of the second connecting part 22 is connected to the second extension 21, and the other end of the second connecting part 22 is movably connected to the main frame 50; at the first station, the second extension 21 can move together with the first extension 11, and at the second station, the second extension 21 is in the retracted position.

[0057] In some embodiments, the main frame 50 can be a separate frame structure, and in use, the main frame 50 is installed on, for example, Figure 14 The receiving platform 100 shown can be used to install aircraft door protection devices. For example, see [link to example]. Figure 3 As shown, the main frame 50 can be a rectangular frame with opposing first sidewalls 51 and second sidewalls 52. The drive mechanism is mounted on the first sidewall 51 and connected to the first connecting part 12. An opening is provided on the second sidewall 52 for the first extension 11 and the second extension 21 to extend or retract. The extension direction of the opening is substantially perpendicular to the aircraft door 200. For example, there is a certain gap between the two adjacent ends of the first extension 11 and the second extension 21. The dimension of the extension direction of the opening is slightly larger than the sum of the lengths of the first extension 11 and the second extension 21 to ensure that the opening can simultaneously accommodate the first extension 11 and the second extension 21. When the first extension 11 moves or the first extension 11 and the second extension 21 move simultaneously, there will be no interference, ensuring a smooth extension or retraction process.

[0058] In other embodiments, the first sensing component 10, the second sensing component 20, and the drive mechanism may all 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.

[0059] See Figure 3 and Figure 9C As shown, the first connecting part 12 includes a rectangular frame (or other shapes in other embodiments). 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 (e.g., welded). The first connecting rod 121 is movably connected to the first frame 51. The second connecting rod 122 is disposed 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 part 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 part 11 can also be fixedly connected to the second connecting rod 122, or it can be fixedly connected to all of the second connecting rod 122, the third connecting rod 123, and the fourth connecting rod 124.

[0060] See Figure 6 As shown, the second connecting part 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 protrusion 21.

[0061] In one embodiment, see Figure 4 As shown, both the first protrusion 11 and the second protrusion 21 are provided with a buffer structure 111 for contacting the aircraft door 200. The buffer structure 111 is located at the free end of the first protrusion 11 and the second protrusion 21. For example, the buffer structure 111 is made of rubber and has an arc-shaped surface that can be adapted to the arc-shaped surface at the bottom of the aircraft door 200.

[0062] exist Figures 1 to 12 In the example shown, the second extension 21 is entirely located at the end of the first extension 11 furthest from the aircraft door 200. See other examples. Figure 13 As shown, a portion of the second protrusion 21 is offset from a portion of the first protrusion 11. Specifically, in use, the first protrusion 11 has a first clearance notch 110 on the side near the aircraft door opening, and the second protrusion 21 has a second clearance notch 210 on the side away from the aircraft door opening. This reduces the width of the two adjacent ends of the first and second protrusions 11 and 21. The first clearance notch 110 accommodates the end of the second protrusion 21, and the second clearance notch 210 accommodates the end of the first protrusion 11. At this time, the portion of the second protrusion 21 outside the first clearance notch 110 is located at the end of the first protrusion 11 away from the aircraft door 200. It should be understood that placing the first clearance notch 110 on the side of the first protrusion 11 near the aircraft door opening further reduces the possibility of passengers accidentally stepping on the first protrusion, thereby reducing the possibility of the protective function being falsely triggered due to accidental stepping.

[0063] Correspondingly, the buffer structure provided on the first protrusion 11 is provided with a notch that matches the first clearance notch, for accommodating a part of the buffer structure 111 provided on the second protrusion 21. The buffer structure 111 provided on the second protrusion 21 is also provided with a notch that matches the second clearance notch, for accommodating a part of the buffer structure 111 provided on the first protrusion 11.

[0064] In this embodiment, the aircraft door protection device has a retracted position and an extended position for realizing the aircraft door protection function. The retracted position is located below the main frame 50 or 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. For example, in the second station, the second extended portion 21 can be connected to the main frame 50, so that the second extended portion 21 is in the retracted position. The extended position is located above the main frame 50. When the free end of the first extended portion 11 extends out of 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 door protection function is already activated.

[0065] It should be noted that after the first extension 11 extends, it can move downward when driven by an external force. Its direction or trajectory of movement can be roughly diagonally downward along a curve, or vertically downward, or other trajectories, as long as the first extension 11 can move towards the retracted position.

[0066] In one embodiment, the aircraft door protection device further includes an extension 60 located 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 a detachable connection, facilitating on-site installation and replacement. The extension 60 enhances the flexibility of length selection and improves adaptability. Specifically, the connection between the extension 60 and the first extension 11 enhances the adaptability of the first extension 11, covering more door types. When the first extension 11 can meet the needs of most aircraft door types 200, the extension 60 can be connected to the second extension 21 and remain retracted, with only the first extension 11 extending, reducing the protrusion on the arrival door floor, lowering the risk of accidental stepping by passengers, while retaining the ability to adapt to multiple door types.

[0067] The number of extended protrusions 60 can be one, which can be connected to either the first protrusion 11 or the second protrusion 21. The number of extended protrusions 60 can also be two, with one extended protrusion 60 connected to the first protrusion 11 and the other extended protrusion 60 connected to the second protrusion 21. Of course, both extended protrusions 60 can also be connected to either the first protrusion 11 or the second protrusion 21 simultaneously.

[0068] In one embodiment, see Figure 4 and Figure 6 As shown, the aircraft door protection device also includes a hinge structure 70, which includes a main hinge 71, a first sub-hinge 72, a second sub-hinge 73, and a pivot 74. The main hinge 71 is connected to the side frame of the main frame 50 away from the opening. The first sub-hinge 72 is connected to the end of the first connecting portion 12 away from the first protrusion 11. The second sub-hinge 73 is connected to the end of the second connecting portion 22 away from the second protrusion 21. The pivot 74 passes through the main hinge 71, the first sub-hinge 72, and the second hinge 73, allowing the first and second hinges 72 and 73 to rotate relative to the main hinge 71 about the axis of the pivot 74. In other embodiments, two separate hinges or other similar structures may be used to achieve the hinge.

[0069] For example, the main hinge 71 can be fixedly connected to the first frame 51 of the main frame 50 by fasteners, the first sub-hing 72 can be fixedly connected to the first connecting rod 121 by fasteners, and the second sub-hing 73 can be fixedly connected to the fifth connecting rod 221 by fasteners. The fasteners may include bolts and nuts. The pivot 74 passes through the main hinge 71, the first sub-hing 72, and the second sub-hing 73, ensuring that the first sub-hing 72 and the second sub-hing 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 with the separate installation of two individual hinges, the hinge structure 70 in this embodiment can reduce or even avoid processing and installation errors, reducing the risk of jamming caused by the misalignment of the two hinges during the rotation of the second sensing component 20 and the first sensing component 10 together.

[0070] In one embodiment, the motion switching mechanism includes a first power source and an interlocking member. The first power source is mounted on the second sensing component 20 and connected to the interlocking member to drive the interlocking member to switch between a first station and a second station. In the first station, 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 station, the interlocking member is used to connect to the receiving platform 100 so that the second sensing component 20 is in a retracted position. For example, the first power source is mounted on the side of the second connecting portion 22 near the first connecting portion 12. In the first station, 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 extend or retract together under the driving action of the drive mechanism. In the second station, 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 drive mechanism only drives the first sensing component 10 to extend or retract.

[0071] In some embodiments, the first power source includes a reciprocating drive mechanism, and the interlocking element includes a pin 42. The reciprocating drive mechanism is mounted on the second sensing assembly 20, and the pin 42 is connected to the reciprocating drive mechanism. See, for example... Figure 2As shown, the reciprocating drive mechanism can be an electric push rod, named the first electric push rod 41. There are various ways to connect the first electric push rod 41 to the pin 42, as long as the first electric push rod 41 can drive the pin 42 to move reciprocally. For example, the first electric push rod 41 can be connected to the pin 42 via an adapter. The first electric push rod 41 has a sensor inside to detect its extension or retraction and sends the detection signal to the control system of the aviation ground equipment (e.g., a boarding bridge). In other embodiments, the reciprocating drive mechanism can also be a 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 component includes a pin, with the spring sleeved on the outside of the pin. When the electromagnet is energized, the spring stores energy and drives the pin to move in a first direction. When the electromagnet is de-energized, the spring releases energy and drives the pin 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, and the interlocking component may be mounted on the second sensing component. The spring may be a tension spring, sleeved on the outside of the pin. One end of the tension spring is connected to the second sensing component, and the other end is connected to the end of the pin near the electromagnet. At the first station, the other end of the pin is inserted into the first sensing component. Inside the socket, the pin is driven by an electromagnet. When the electromagnet is energized, it attracts the pin to move in a first direction. At this time, the other end of the pin separates from the first sensing component to switch to the second position. When the electromagnet is de-energized, the pin is automatically retracted by the force of the tension spring (i.e., moves in the second direction) to switch back to the first position. Alternatively, the electromagnet is mounted on the first sensing component, and the interlocking component is mounted on the second sensing component. The pin is driven by the electromagnet. When the electromagnet is energized, it attracts the pin to move in the first direction to switch to the first position. When the electromagnet is de-energized, the pin is automatically retracted by the force of the tension spring to switch back to the second position. Of course, the spring can also be a compression spring, which is sleeved on the outside of the pin. One end of the compression spring is connected to the second sensing component, and the other end is connected to the end of the pin away from the electromagnet.

[0072] See Figure 2 As shown, the first electric push rod 41 is installed on the side of the sixth connecting rod 222 facing the third connecting rod 123. The third connecting rod 123 has a mounting part 1231 on the side facing the sixth connecting rod 222, and the mounting part 1231 has a first insertion hole. The main frame 50 has a second insertion hole. For example, when the first electric push rod 41 shortens, it drives the end of the pin 42 away from the second extension 21 to insert into the first insertion hole, thereby connecting the second sensing component 20 with the first sensing component 10. When the first electric push rod 41 extends, it drives the end of the pin 42 near the second extension 21 to insert into the second insertion hole, ensuring that the second sensing component 20 is in the retracted position and will not move with the first sensing component 10, effectively avoiding additional uncontrolled actions.

[0073] In other embodiments, the first power source includes a power module, and the interlocking components include an electromagnetic lock body, a first adsorption component, and a second adsorption component. The electromagnetic lock body is installed on the second sensing component 20, the first adsorption component is connected to the first sensing component 10, and the second adsorption component is used to connect to the receiving platform 100. The power module is used to provide electrical energy to the electromagnetic lock body to generate a magnetic field. At the first station, the electromagnetic lock body is connected to the first adsorption component, and at the second station, the electromagnetic lock body is connected to the second adsorption component.

[0074] For example, the power module and the electromagnetic lock body can be installed on the second connecting part 22. The electromagnetic lock body includes an electromagnetic coil; both the first and second adsorption components can be iron plates or magnets. Switching between the first and second working positions can be achieved by controlling the energizing state or the position of the electromagnetic lock body. For example, by switching the current direction, the electromagnetic lock body can be controlled to adsorb the first adsorption component, so that the second connecting part 22 is connected to the first connecting part 12; the electromagnetic lock body can also be controlled to adsorb the second adsorption component, so that the second connecting part 22 is connected to the main frame 50. Alternatively, the electromagnetic lock body can be driven to move closer to the first adsorption component via a slide rail or rotating mechanism to adsorb the first adsorption component, or driven to move closer to the second adsorption component to adsorb the second adsorption component.

[0075] 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 station, the first electromagnetic lock body is connected to the first adsorption component, and the second electromagnetic lock body is connected to the second adsorption component. Alternatively, the electromagnetic lock body can be designed with variable magnetic poles, utilizing the principle of like poles repelling and unlike poles attracting to achieve adsorption with the first and second adsorption components respectively. In other embodiments, a similar structure based on the electromagnetic lock principle can also be used.

[0076] In one embodiment, the aircraft door protection device further includes a first limiting part 81 and a first mating part 82. The first limiting part 81 is used to connect with the receiving platform 100, and the first mating part 82 is connected with the first sensing component 10. The first mating part 82 cooperates with the first limiting part 81 to support and limit the first sensing component 10 when it is in the retracted position. For example, see [link to example]. Figure 6 and Figure 9A As shown, the first limiting part 81 may include a bolt and a nut. The bolt is installed on the second sensing component by the nut, or it may be installed on the main frame 50. The first mating part 82 may be connected to the third connecting rod 123. For example, the first mating part 82 may be integrally formed with the mounting part 1231. The tail of the bolt may abut against the first mating part 82 to support and limit the first sensing component 10.

[0077] In one embodiment, see Figure 9BAs shown, the aircraft door protection device also includes a second limiting part 83 and a second mating part 84. The second limiting part 83 is used to connect with the receiving platform 100, and the second mating part 84 is connected with the second sensing component 20. The second mating part 84 cooperates with the second limiting part 83 to support and limit the second sensing component 20 when it is in the retracted position. For example, the second limiting part 83 is connected to the main frame 50. The second limiting part 83 can be a limiting plate, which includes a first bent plate, a second bent plate, and a third bent plate integrally formed. The first bent plate and the third bent plate can be located on both sides of the second bent plate. The first bent plate can be welded to the main frame 50, and the third bent plate can be inclined to adapt to the extension direction of the second connecting part 22 in the retracted state. The second mating part 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 part 84 can include a bolt and a nut. The bolt is installed on the connecting plate by the nut. The tail of the bolt can abut against the third bending plate to support and limit the second sensing component 20. It should be noted that the second insertion hole can also be set at a suitable position of the second limiting part 83 for the insertion of the pin 42.

[0078] In one embodiment, the drive 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 the power conversion part stores power; the power conversion part can release power to make the first extension part 11 extend.

[0079] See Figure 9A As shown, the aircraft door protection device also includes a first sensor 91 and a second sensor 92. The first sensor 91 is used to detect the upward extension action signal and the downward movement signal of the first sensing component 10 after extension, to determine whether the aircraft door protection function is activated and whether the aircraft door protection action is triggered. 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 properly extended and whether the first sensing component 10 is retracted into place. For example, both the first sensor 91 and the second sensor 92 can be proximity switches.

[0080] The aircraft door protection device provided in this embodiment can automatically switch between a retracted position and an extended position, eliminating the need for on-site personnel to deploy or retract it, thus reducing the workload of staff. In use, the aircraft door protection device can be installed on the receiving platform 100 of the aviation ground equipment. In the initial state, both the first sensing component 10 and the second sensing component 20 are in the retracted position, and the power conversion unit stores power. At the first work station, the second sensing component 20 is connected to the first sensing component 10 and can move together. During deployment, the second power source releases the restriction on the power conversion unit, causing the power conversion unit to automatically release power, thereby moving the first extended part 11 and the second extended part 21 to the extended position and activating the aircraft door protection function. After the aircraft door 200 protection function is activated, when the first extended part... When the first extension 11 and the second extension 21 are driven by an external force, such as when the aircraft door 200 descends to press against the first extension 11 and the second extension 21, the first extension 11 and the second extension 21 can move to the retracted position. At the same time, the power conversion unit stores power. When the first sensor 91 determines that the aircraft door protection action has been triggered by detecting the downward movement signal of the first extension 11 and the second extension 21 after they have extended, the receiving platform 100 can quickly descend a preset distance to prevent the aircraft door 200 from colliding with the floor surface 101 of the receiving platform 100 and being damaged, thereby achieving the protection function of the aircraft door 200. After the receiving platform 100 descends a preset distance, the first extension 11 and the second extension 21 disengage from the bottom of the aircraft door 200. At this time, the power conversion unit releases power again, causing the first extension 11 and the second extension 21 to move to the extended position and activating the aircraft door protection function. During retraction, the second power source drives the return linkage to move, causing the return linkage to move the first sensing component 10 and the second sensing component 20 to the retraction position, and the power conversion unit stores power until the first sensing component 10 and the second sensing component 20 move to the retraction position, that is, return to the initial state, so that they can be used again.

[0081] At the second workstation, the second sensing component 20 remains in the retracted position, and the movement process of the first sensing component 10 is the same as described above, and will not be repeated here.

[0082] 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 controlled by the control system of the aviation ground equipment, which can be automatically or manually controlled by the control system (by staff triggering physical or virtual buttons). This eliminates the need for staff to deploy or retrieve the power on-site, reducing the workload of staff.

[0083] In some embodiments, the second power source includes a reciprocating drive mechanism, which may be an electric push rod, a cylinder or a hydraulic cylinder, or a linear reciprocating drive mechanism such as a lead screw and nut or other curved reciprocating drive mechanisms.

[0084] For example, see Figure 9C As shown, the second power source can be an electric push rod, named 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. The first frame 51 is provided with an extension 511. One end of the extension 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 511. The other end of the second electric push rod 31 is hinged to the return linkage part. One end of the return linkage part is hinged to the end of the first connecting part 12 away from the first protrusion 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 connecting part 12, thereby causing the other end of the return linkage part to cooperate with the first connecting part 12 to drive the first protrusion 11 to move downwards towards the main frame 50 until the first protrusion 11 is in the retracted position.

[0085] Of course, one end of the return linkage can also be hinged to the main frame 50, or the return linkage can be connected only to the second power source. In other embodiments, the second power source can be a torque motor or a rope winder.

[0086] It should be noted that the accompanying drawings and this embodiment mainly illustrate the example of the first sensing component 10 and the second sensing component 20 being hingedly mounted on the main frame 50, and the movement trajectories of the first sensing component 10 and the second sensing component 20 are curved. In other embodiments, the movement trajectories of the first sensing component 10 and the second sensing component 20 can also be set as straight lines. For example, at the first workstation, the first sensing component 10 and the second sensing component 20 can rise or fall together relative to the main frame 50 in the vertical direction, so that the first extension 11 and the second extension 21 are in the deployment position or the retracted position.

[0087] In some embodiments, see Figure 9C As shown, the return linkage includes a first linkage member 331 and a second linkage member 332. One end of the first linkage member 331 is hinged to the end of the first connecting part 12 away from the first protrusion 11, and the other end of the first linkage member 331 can drive the first protrusion 11 to retract. One end of the second linkage member 332 is hinged to the first linkage member 331, and an elastic buffer member 333 is provided between the other end of the second linkage member 332 and the first linkage member 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 member 332.

[0088] For example, see Figure 7 and Figure 9C As shown, the first linkage member 331 has a long strip-shaped plate structure with first folded edges on both sides. Both first folded edges are located on the side of the plate structure away from the first protrusion 11. The first connecting part 12 is provided with a linkage engagement part 1221, which can be a plate body. For example, the plate body is fixedly connected to the second connecting rod 122. The first folded edges can abut against the upper surface of the plate body to drive the first protrusion 11 to retract. The second linkage member 332 has a long strip-shaped plate structure with second folded edges on both sides. Both first folded edges are located between the two second folded edges. The second folded edges are hinged to the first folded edges by a hinge shaft located at one end of the second linkage member 332. A placement part is provided on the side of the first linkage 331 away from the second linkage 332. The placement part is provided with a receiving groove. The receiving groove can be formed by stamping the first linkage 331. The elastic buffer 333 can be a compression spring. The compression spring 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 332 facing the first linkage 331.

[0089] When the second power source (taking the second electric push rod 31 as an example) shortens, it can drive the second linkage 332 to rotate around the hinge axis between itself and the first linkage 331, so that the compression spring is compressed. At the same time, it drives the first linkage 331 to rotate around the hinge axis between itself and the main frame 50, so that the first linkage 331 abuts against the linkage engagement part 1221. As the second power source shortens further, the second linkage 332 drives the first extension part 11 to move downwards towards the main frame 50 by pressing the linkage engagement part 1221 until the first extension part 11 is in the retracted position.

[0090] When the first extension 11 is in the retracted position, the second power source usually does not immediately stop retracting, but continues to retract a certain distance. At this time, see... Figure 10 As shown, the first linkage 331 abuts against the linkage engagement part 1221 and cannot move, while the second linkage 332 will squeeze the elastic buffer 333. The elastic buffer 333 can play a buffering role, reduce damage to the second power source and prevent deformation of the main frame 50 and / or the return linkage part.

[0091] See Figure 12 As shown, the return linkage and the linkage engagement part 1221 are in a movable engagement. After the aircraft door protection function is activated, when the aircraft door 200 squeezes the first extension part 11 and moves the first extension part 11 to the retracted position, the linkage engagement part 1221 disengages from the return linkage.

[0092] In some embodiments, the power conversion unit includes an elastic element, one end of which is connected to the main frame 50, and the other end of which is connected to the first connecting part 12.

[0093] In one specific embodiment, see Figure 3 and Figure 11B As shown, the elastic element 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 part 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 restriction on the tension spring 32, the tension spring 32 can release energy to drive the first sensing component 10 to move to the extended position.

[0094] It should be noted that the tension spring 32 in the above embodiments can also be replaced by a gas spring. In other embodiments, the elastic element can also be a torsion spring, with one elastic arm of the torsion spring connected to the first side frame 51 of the main frame 50, and the other elastic arm of the torsion spring connected to the first connecting rod 121 of the first connecting part 12.

[0095] It should be noted that the power conversion unit can take many forms. For example, the power conversion unit may also include a counterweight structure connected to the first connecting part 12. The counterweight structure can cause the first connecting part 12 to rotate, thereby causing the first extending part 11 to extend. Depending on the structural form of the power conversion unit, its installation position can be adjusted to match the requirements, as long as it can achieve the following: when the first sensing component 10 moves to the retracted position, it stores energy; when the power conversion unit releases energy, it drives the first sensing component 10 to move to the extended position.

[0096] For example, see Figure 9A , Figure 11B and Figure 12 As shown, the first sensor 91 is mounted on the main frame 50. When the elastic element releases power and drives the first extension 11 to extend from the opening, the first sensor 91 is blocked and outputs the first signal. The first extension 11 continues to extend until it reaches its maximum height. The aircraft door protection function is activated, and the first sensor 91 continues to output the first signal. After the aircraft door protection function is activated, when the buffer structure 111 on the first extension 11 or the second extension 21 is driven by an external force, such as when the aircraft door 200 descends to squeeze the buffer structure 111 (when the second sensing component 20 extends together with the first sensing component 10, the buffer structure 111 on the second extension 21 is usually directly squeezed by the aircraft door 200), the first extension 11 can move towards the retracted position. At this time, the distance between the free end of the first extension 11 and the floor surface 101 of the receiving platform 100 will decrease. When the first extension moves downward to no longer block 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 11 moves from the extended position to the retracted position, and determines that the aircraft door protection action has been triggered.

[0097] The second sensor 92 is mounted on the main frame 50, and its position is lower than that of the first sensor 91. The second sensor 92 and the first sensor 91 can be located on the same side of the main frame, or they can be located 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 properly extended. For example, when the second sensor 92 goes from being completely blocked to being unblocked, it can be determined that the first sensing component 10 can be properly 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 goes from being unblocked to being blocked, 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 in a blocked state.

[0098] It should be noted that extending upwards to the designated position means that the first sensing component 10 moves to its maximum height in the direction of approaching the extended position. Its direction or trajectory of movement can be roughly diagonally upwards along a curve, or vertically upwards, or other trajectories.

[0099] See Figure 14 As shown, this embodiment also provides an aircraft receiving port, including a receiving platform 100 and an aircraft door protection device provided in any of the above embodiments. The aircraft door protection device is installed on the receiving platform 100, and the floor surface 101 of the receiving platform 100 is provided with an opening for the first sensing component 10 and the second sensing component 20 to extend out.

[0100] The arrival port provided in this embodiment, by using the aircraft door protection device provided in this embodiment, allows for the selection of extending the first sensing component 10 or simultaneously extending the first sensing component 10 and the second sensing component 20, depending on actual needs. This reduces the possibility of the protection function being falsely triggered due to accidental stepping by passengers, and enhances the protection function of the aircraft door protection device for the aircraft door 200. For example, in use, the main frame 50 can be installed on the floor surface 101 of the arrival platform 100, and the opening on the floor surface 101 communicates with the opening on the second side frame 52 of the main frame 50.

[0101] Figure 14 The aircraft door protection device in the arrival port is shown, but the extended portion is not shown.

[0102] This embodiment also provides an aviation ground equipment, including the aircraft door protection device provided in any of the above embodiments.

[0103] This embodiment also provides an aviation ground equipment, including the receiving port provided in this embodiment.

[0104] In one embodiment, the aviation ground equipment can be a boarding bridge, which includes the arrival port provided in this embodiment. In other embodiments, the aviation ground equipment can also be any of various types of aviation ground equipment that come into contact with the aircraft, such as boarding stairs, passenger stairs, boarding vehicles, food carts, and cargo loaders.

[0105] In one embodiment, the aviation ground equipment including the receiving port is further equipped with a control system. When the aircraft door protection function is activated, and the first sensor 91 detects a downward movement signal after the first sensing component 10 extends, indicating that the aircraft door protection action has been triggered, the control system can control the receiving platform 100 to rapidly descend a preset distance to prevent the aircraft door 200 from colliding with and being damaged by the floor surface 101 of the receiving platform 100, thereby achieving the protection function for the aircraft door 200. Furthermore, both the first power source and the second power source can be controlled to open and close by the control system. For example, the control system can be a PLC control system.

[0106] The control system can control the operation of the first power source based on pre-stored aircraft model and door type data to connect or disconnect the second sensing component 20 from the first sensing component 10. For example, the control system includes a data storage module for storing parameters of various aircraft models and their door types, including door height, width, and docking length. The data can be updated in real time, and new aircraft model information can be added via the airport operation system or manually input.

[0107] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this 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 drive mechanism, which is 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 which is connected to the receiving platform, and the second sensing component is at least partially located at the end of the first sensing component away from the aircraft door; and A motion switching mechanism has a first station and a second station. At the first station, the motion switching mechanism enables the second sensing component to be connected to the first sensing component, and at the second station, the motion switching mechanism enables the second sensing component to be separated from the first sensing component.

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

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

4. The aircraft door protection device of claim 2, wherein, The first power source includes a power 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 sensing component, the first adsorption component is connected to the first sensing component, and the second adsorption component is used to connect to the receiving platform. The power 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 of claim 1, wherein, It also includes a first limiting part and a first mating part. The first limiting part is used to connect with the receiving platform or the second sensing component. The first mating part is connected with the first sensing component. The first mating part cooperates with the first limiting part to support and limit the first sensing component when it is in the retracted position.

6. The aircraft door protection device according to claim 5, characterized in that, It also includes a second limiting part and a second mating part. The second limiting part is used to connect with the receiving platform, and the second mating part is connected with the second sensing component. The second mating part cooperates with the second limiting part to support and limit the second sensing component when it is 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 for connecting to the receiving platform, the main frame having an opening having an extending direction; The first sensing component includes a first extension and a first connecting part. One end of the first connecting part is connected to the first extension, and the other end of the first connecting part is movably connected to the main frame. The driving mechanism cooperates with the first connecting part to drive the first extension to extend out of the opening or to drive the first extension to retract from the opening. After the first extension extends, it can move downward when driven by an external force. The second sensing component includes a second extension and a second connecting portion. The second extension and the first extension are arranged along the extension direction of the opening. The second extension is at least partially located at the end of the first extension away from the aircraft door. One end of the second connecting portion is connected to the second extension, and the other end of the second connecting portion is movably connected to the main frame. At the first station, the second extension can move together with the first extension. At the second station, the second extension 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 located between the first extension and the second extension; the extended extension is connected to the first extension, or the extended extension is connected to the second extension.

9. The aircraft door protection device of claim 7, wherein, It also includes a hinge structure, which includes a main hinge, a first sub-hinge, a second sub-hinge, and a pivot. The main hinge is connected to the side frame of the main frame away from the opening. The first sub-hinge is connected to the end of the first connecting portion away from the first protrusion. The second sub-hinge is connected to the end of the second connecting portion away from the second protrusion. The pivot passes 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 relative to the main hinge about the axis of the pivot.

10. The aircraft door protection device of claim 7, wherein, The drive mechanism includes a second power source, a power conversion unit, and a return linkage unit. 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 unit, so that the return linkage unit contacts and drives the first extension to retract, and the power conversion unit stores power; the power conversion unit can release power to extend the first extension.

11. An aircraft door protection device according to claim 10, characterised in that, The return linkage includes a first linkage member and a second linkage member. One end of the first linkage member is hinged to the end of the first connecting part away from the first protruding part, and the other end of the first linkage member can drive the first protruding part to retract. One end of the second linkage member is hinged to the first linkage member, and an elastic buffer member is provided between the other end of the second linkage member and the first linkage member. 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 member.

12. The aircraft door protection device according to claim 10, characterized in that, The power conversion unit includes an elastic element, one end of which is connected to the main frame, and the other end of which is connected to the first connecting 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, It also includes a first sensor and a second sensor. The first sensor is used to detect the upward extension action signal of the first sensing component and the downward action signal after extension, 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. The second sensor is used to detect whether the first sensing component is extended normally, and / or whether the first sensing component is retracted into place.

14. A receiving port, characterized in that, The device includes a receiving platform and an aircraft door protection device as described in any one of claims 1 to 13, wherein the aircraft door protection device is installed on the receiving platform, and the floor surface of the receiving platform is provided with an opening for the first sensing component and the second sensing component to extend out.

15. An aerodrome ground equipment, characterized in that, The aviation ground equipment includes the aircraft door protection device as described in any one of claims 1 to 13, or the aviation ground equipment includes the access port as described in claim 14.

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