Arrival gate and boarding bridge

Abstract

This application discloses an arrival gate and boarding bridge. The arrival gate includes a gate body, a guardrail assembly, and a notification unit. The gate body has a passage for passengers to enter and exit, and the passage has two opposing side walls. When the gate body is connected to the aircraft door, the side wall closer to the nose of the aircraft is defined as the left side wall. The guardrail assembly includes a first guardrail and a second guardrail. The first guardrail is pivotally connected to the left side wall or a front wall connected to the left side wall via a pivot, the axis of which is perpendicular to the bottom wall of the gate body. The second guardrail is movably connected to the first guardrail. The first guardrail can be retracted or extended, and the second guardrail can be retracted or extended relative to the first guardrail. The notification unit includes a notification module and a first sensor. The notification module is located in the gate body. The first sensor is used to detect the position of the first guardrail, and the notification module is configured to issue a notification message based on the signal from the first sensor.

Description

Technical Field

[0001] This application relates to the field of airport equipment technology, and more specifically, to an arrival gate and boarding bridge. Background Technology

[0002] Due to significant differences in the location, height, and horizontal clearance between the cabin door and the arrival gate of different aircraft models, a noticeable gap often appears on the side of the cabin door closest to the aircraft's nose after the boarding bridge connects with the aircraft. This gap, being suspended in mid-air and lacking effective protection, becomes a high-risk area where passengers are prone to accidentally stepping on or leaning against it and falling during boarding or disembarking. However, existing boarding bridge railings typically protect the front door of the bridge, failing to effectively cover this gap, making it a blind spot and posing a significant safety hazard. Utility Model Content

[0003] This application provides an arrival port and boarding bridge to solve the problem in the prior art where the gap formed on the side of the aircraft door near the nose of the aircraft after the boarding bridge is connected to the aircraft door cannot be effectively protected.

[0004] The arrival gate of this application embodiment includes an arrival gate body, a guardrail assembly, and a notification unit. The arrival gate body has a passage for passengers to enter and exit, and the passage has two opposing side walls; when the arrival gate body is connected to the aircraft door, the side wall closer to the nose of the aircraft is defined as the left side wall; the guardrail assembly includes a first guardrail and a second guardrail, the first guardrail being movably pivotally connected to the left side wall or a front wall connected to the left side wall via a pivot, the axis of the pivot being perpendicular to the bottom wall of the arrival gate body, the second guardrail being movably connected to the first guardrail, the first guardrail being retractable or deployable, and the second guardrail being retractable or deployable relative to the first guardrail; the notification unit includes a notification module and a first sensor, the notification module being disposed in the arrival gate body, the first sensor being used to detect the position of the first guardrail, and the notification module being configured to issue a notification message based on the signal from the first sensor.

[0005] According to some embodiments of this application, the guardrail assembly further includes a first locking mechanism for locking or unlocking the position of the second guardrail relative to the first guardrail; the first locking mechanism includes a first pin, a plurality of first holes and a second hole, the plurality of first holes being disposed on one of the first guardrail and the second guardrail, the second hole being disposed on the other of the first guardrail and the second guardrail, and the first pin being configured to be inserted into the second hole and any one of the first holes.

[0006] According to some embodiments of this application, the first pin is connected to the first guardrail or the second guardrail via a first flexible member.

[0007] According to some embodiments of this application, a mounting base is connected to the left side wall near the aircraft, and the first guardrail is pivotally connected to the mounting base via the pivot; the guardrail assembly further includes a second locking mechanism for locking or unlocking the position of the first guardrail relative to the mounting base; the second locking mechanism includes a second pin, a plurality of third holes and a fourth hole, the plurality of third holes being disposed on one of the mounting base and the first guardrail, the fourth hole being disposed on the other of the mounting base and the first guardrail, and the second pin being configured to be inserted into the fourth hole and any one of the third holes.

[0008] According to some embodiments of this application, the second pin is connected to the first guardrail or the mounting base via a second flexible member.

[0009] According to some embodiments of this application, a second sensor is also provided on the first guardrail or the second guardrail, the second sensor being used to detect the position of the second guardrail relative to the first guardrail; the prompting module is configured to issue a prompting message based on the signals from the first sensor and the second sensor.

[0010] According to some embodiments of this application, the second guardrail is pivotally connected about a rotation axis to the end of the first guardrail away from the rotation axis, and the rotation axis is parallel to the axis of the rotation axis; or... The second guardrail is telescopically connected to the first guardrail along the telescopic direction, which is perpendicular to the axis of the rotating shaft.

[0011] According to some embodiments of this application, the free end of the second guardrail is provided with a buffer.

[0012] According to some embodiments of this application, the receiving port further includes a console located on the receiving port body, and the prompting module is installed on the console.

[0013] The boarding bridge in this application includes the arrival port described in any of the above claims.

[0014] An embodiment of the above application has at least the following advantages or beneficial effects: A first guardrail is pivotally connected to the left or front wall via a pivot. The rotation of this first guardrail, along with the movable connection of a second guardrail to it, effectively protects the area near the nose of the aircraft's cabin door, preventing passengers from accidentally stepping on or leaning against it and falling during boarding or disembarking, significantly improving safety. Furthermore, the movable connection of the second guardrail to the first allows for adjustable protection areas for both guardrails, accommodating various aircraft types and enhancing versatility. Moreover, an interlocking control mechanism between the warning module and the first sensor allows the module to issue warning messages based on the sensor's signal. This enables operators to visually determine the position of the first guardrail, preventing accidental operation of the boarding bridge when the first guardrail is deployed, thus improving operational safety. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this disclosure, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0016] Figure 1 This is a front view of the arrival port according to an embodiment of this application, wherein the viewing angle is from the aircraft side towards the arrival port.

[0017] Figure 2 This is a top view of the receiving port according to an embodiment of this application.

[0018] Figure 3 This is a side view of a guardrail assembly according to the first embodiment of this application, wherein the second guardrail is in the retracted position.

[0019] Figure 4 This is a top view of the guardrail assembly according to the first embodiment of this application, wherein the second guardrail is in the retracted position.

[0020] Figure 5 This is a side view of a guardrail assembly according to the first embodiment of this application, wherein the second guardrail is in the unfolded position.

[0021] Figure 6 This is a top view of the guardrail assembly according to the first embodiment of this application, wherein the second guardrail is in the unfolded position.

[0022] Figure 7 This is a schematic diagram of the docking port after it is connected to the aircraft door according to an embodiment of this application.

[0023] Figure 8 This is a side view of a guardrail assembly according to a second embodiment of this application, wherein the second guardrail is in the retracted position.

[0024] Figure 9 This is a top view of a guardrail assembly according to a second embodiment of this application, wherein the second guardrail is in the retracted position.

[0025] Figure 10 This is a side view of a guardrail assembly according to a second embodiment of this application, wherein the second guardrail is in the unfolded position.

[0026] The reference numerals in the attached figures are explained as follows: 10. Gap; 100. Terminal body; 110. Passageway; 111. Side wall; 111a. Left side wall; 120. Front wall; 200, Guardrail assembly; 210, First guardrail; 211, Chuck; 212, Connecting plate; 220, Second guardrail; 221, Clamping plate; 230, Rotating shaft; 240, First locking mechanism; 241, First pin; 242, First insertion hole; 243, Second insertion hole; 244, First flexible component; 250, Mounting base; 260, Second locking mechanism; 261, Second pin; 262, Third insertion hole; 263, Fourth insertion hole; 271, Second flexible component; 300, Prompt unit; 310, Prompt module; 311, Indicator light; 320, Second sensor; 330, First sensor; 400, Console; 500. Buffer components; L, axis of rotation. Detailed Implementation

[0027] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the embodiments set forth herein; rather, they are provided so that this application will be thorough and complete, and will fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and therefore their detailed description will be omitted.

[0028] It is understood that the terms "comprising" and "having," and any variations thereof, in the embodiments of this application are intended to cover non-exclusive inclusion. For example, a process, method, system, product, or device that includes a series of steps or units is not limited to the steps or units listed, but may optionally include steps or units not listed, or may optionally include other steps or components inherent to these processes, methods, products, or devices.

[0029] Unless otherwise specified, the terms “first,” “second,” or “third,” etc., in the claims and description are used to distinguish different objects and not to describe a particular order.

[0030] Unless otherwise specified, in the claims and description, the terms “center,” “lateral,” “longitudinal,” “horizontal,” “vertical,” “top,” “bottom,” “inner,” “outer,” “upper,” “lower,” “front,” “rear,” “left,” “right,” etc., indicate the orientation or positional relationship based on the orientation and positional relationship shown in the drawings, and are only for the purpose of simplifying the description, and do not imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation.

[0031] like Figure 1 and Figure 2 As shown, the receiving port in this embodiment of the application includes a receiving port body 100, a guardrail assembly 200, and a prompting unit 300. The arrival gate body 100 has a passageway 110 for passenger access, and the passageway 110 has two opposing side walls 111. When the arrival gate body 100 is connected to the aircraft door, the side wall 111 closer to the nose of the aircraft is defined as the left side wall 111a. The guardrail assembly 200 includes a first guardrail 210 and a second guardrail 220. The first guardrail 210 is pivotally connected to the left side wall 111a or the front wall 120 connected to the left side wall 111a via a pivot 230. The axis of the pivot 230 is perpendicular to the bottom wall of the arrival gate body 100. The second guardrail 220 is movably connected to the first guardrail 210. The first guardrail 210 can be retracted or extended, and the second guardrail 220 can be retracted or extended relative to the first guardrail 210. The prompting unit 300 includes a prompting module 310 and a first sensor 330. Figure 3 The prompt module 310 is located on the receiving port body 100. The first sensor 330 is used to detect the position of the first guardrail 210. The prompt module 310 is configured to issue a prompt message based on the signal from the first sensor 330.

[0032] In this embodiment, the side wall 111 of the access passage 110 near the aircraft nose is defined as the left side wall 111a. The left side wall 111a or the front wall 120 is pivotally connected to the first guardrail 210 via a pivot 230. The rotation of the first guardrail 210, and the movable connection of the second guardrail 220 to the first guardrail 210, effectively protects the gap area near the aircraft nose of the cabin door, preventing passengers from accidentally stepping on or leaning against the guardrail and falling during boarding or disembarking, significantly improving safety. Furthermore, the movable connection of the second guardrail 220 to the first guardrail 210 makes the protective area of ​​both guardrails adjustable, thus adapting to the docking needs of various aircraft models and improving the versatility of the access passage. Furthermore, the prompting module 310 and the first sensor 330 form an interlocking control mechanism. The prompting module 310 can issue prompt information based on the signal from the first sensor 330. In this way, the operator can intuitively judge the position of the first guardrail 210 based on the prompt information, avoiding accidental operation of the boarding bridge when the first guardrail 210 is in the unfolded position, thus improving the safety of operation.

[0033] It should be noted that the front wall 120 is relative to the direction of travel of the receiving port. The front wall 120 is located at the very front of the receiving port and is the wall between the top wall and the bottom wall of the channel 110.

[0034] Understandably, in order to ensure the protective effect of the guardrail assembly 200 on the gap area, when the first guardrail 210 is pivotally connected to the front wall 120, the first guardrail 210 needs to be pivotally connected to the front wall 120 at a position close to the left side wall 111a.

[0035] like Figure 2 As shown, the receiving port also includes a control console 400, which is located on the receiving port body 100, and the prompt module 310 is installed on the control console 400.

[0036] Understandably, the control console 400 serves as the human-machine interface between the operator and the mechanical system of the boarding bridge, enabling safe, precise, and efficient control over the movement and docking of the boarding bridge. Specifically: 1. Core Command Center: Operators use joysticks, buttons, and knobs on the control panel to issue precise commands to the walking, lifting, extension, and steering mechanisms of the boarding bridge, driving the bridge to complete complex docking and disengagement actions in three-dimensional space, so that it can accurately dock with the cabin doors of different types of aircraft.

[0037] 2. Status Monitoring and Feedback Platform: The display screen and instrument panel on the control console will show the current position, angle, height, extension length, and other attitude parameters of the boarding bridge in real time, as well as the operating status of hydraulic and electrical systems. Simultaneously, it can integrate camera footage, allowing the operator to clearly see the relative position of the boarding gate and the aircraft door from the control console, assisting in precise operation.

[0038] 3. Safety Assurance and Control Core: a. Emergency Stop Function: In case of an anomaly, all power can be cut off with one click to achieve safe braking; b. Safety Logic Control: Through internal programs, the boarding bridge can be prevented from exceeding its mechanical limits (such as travel limits and anti-collision protection) to ensure that operation does not endanger aircraft safety; c. Human-Machine Collaborative Communication: The integrated communication system allows operators to communicate in real time with the aircraft cockpit or ground maintenance personnel to complete docking collaboratively and avoid misjudgment.

[0039] Optionally, the prompting information issued by the prompting module 310 may include any one or a combination of the following: light, sound, and image.

[0040] In one embodiment, the prompting module 310 includes two indicator lights 311, each of which is mounted on the control console 400. The control system of the boarding bridge can control one of the indicator lights 311 to light up and the other indicator light 311 to turn off based on the signal from the first sensor 330.

[0041] As an example, the two indicator lights 311 are illuminated in different colors; for instance, one indicator light 311 is red and the other is green. When the first sensor 330 detects that the first guardrail 210 is in the deployed position or not in the retracted position, the control system controls the red light to illuminate, indicating that the boarding bridge has entered a dangerous state, and docking or removal operations are prohibited to prevent safety accidents caused by misoperation. When the first sensor 330 detects that the first guardrail 210 is in the retracted position, the control system controls the green light to illuminate, indicating that the guardrail assembly 200 has been retracted, the system is in a safe state, and the boarding bridge can be moved.

[0042] By linking the indicator lights 311 with the first sensor 330, the two indicator lights 311 can display different colors when the guardrail assembly 200 is in different states, realizing real-time feedback of the status of the guardrail assembly 200 and ensuring that the operator can intuitively judge the working status of the guardrail assembly 200.

[0043] Of course, in other embodiments, the two indicator lights 311 can also be replaced by two horns. When the guardrail assembly 200 is in different states, the two horns emit different sounds to prompt the operator about the current state of the guardrail assembly 200.

[0044] Alternatively, the two indicator lights 311 can be replaced with a display screen, which displays different information when the guardrail assembly 200 is in different states, to prompt the operator on the current status of the guardrail assembly 200.

[0045] like Figure 3 and Figure 4 As shown, the guardrail assembly 200 also includes a first locking mechanism 240 for locking or unlocking the position of the second guardrail 220 relative to the first guardrail 210. The first locking mechanism 240 includes a first pin 241, a plurality of first holes 242 and a second hole 243. The plurality of first holes 242 are provided on one of the first guardrail 210 and the second guardrail 220, and the second hole 243 is provided on the other of the first guardrail 210 and the second guardrail 220. The first pin 241 is configured to be inserted into the second hole 243 and any one of the first holes 242.

[0046] In this embodiment, after the first pin 241 passes through the second socket 243 and different first sockets 242, the second guardrail 220 can be locked in different positions so that the guardrail assembly 200 can maintain different shapes when it is in the unfolded position to adapt to different aircraft models.

[0047] like Figures 3 to 6 As shown, in one embodiment, the second guardrail 220 is pivotally connected to the end of the first guardrail 210 away from the pivot 230 about the rotation axis L, and the rotation axis L is parallel to the axis of the pivot 230.

[0048] In this embodiment, the first guardrail 210 is pivotally connected to the left side wall 111a via a pivot 230, and the second guardrail 220 is pivotally connected to the first guardrail 210 around the rotation axis L. Thus, the guardrail assembly 200 forms a combination structure of rotation and folding, which realizes that the position of the guardrail assembly 200 relative to the left side wall 111a and the length of the guardrail assembly 200 can be adjusted, ensuring that the guardrail assembly 200 can accurately adapt to different aircraft models, especially for the directional adjustment of the curvature of the outer contour of the nose of different aircraft models, so as to effectively protect the gap area.

[0049] like Figure 4 As shown, when the second guardrail 220 is in the fully retracted position, the second guardrail 220 and the first guardrail 210 are folded together. At this time, the angle between the plane where the first guardrail 210 is located and the plane where the second guardrail 220 is located can be considered as 0 degrees. The second guardrail 220 is at its smallest size when it is in the fully retracted position, making it easier to store and not taking up too much space on the receiving port body 100.

[0050] like Figure 6As shown, when the second guardrail 220 is in the fully extended position, it is arranged linearly with the first guardrail 210. The angle between the plane containing the first guardrail 210 and the plane containing the second guardrail 220 can be considered 180 degrees. The second guardrail 220 is at its longest when fully extended, which facilitates the covering of larger gaps in the area 10 and increases the protected area.

[0051] Understandably, through the design of the first locking mechanism 240, the second guardrail 220 can be locked relative to the first guardrail 210 at different angles, such as 30 degrees, 45 degrees, 60 degrees, 75 degrees, 90 degrees, 105 degrees, 120 degrees, etc.

[0052] like Figure 3 and Figure 4 As shown, in one embodiment, a chuck 211 is provided at the top of the first guardrail 210 and near the second guardrail 220. The chuck 211 is disc-shaped, and the rotation axis L passes through the center of the chuck 211. The chuck 211 has a plurality of first insertion holes 242, which are spaced apart circumferentially along the chuck 211. A locking plate 221 is provided at the top of the second guardrail 220 and near the first guardrail 210, and the locking plate 221 has second insertion holes 243. When the second guardrail 220 rotates relative to the first guardrail 210 about the rotation axis L, the position of the second insertion hole 243 can correspond to the position of any one of the first insertion holes 242, so that the first pin 241 can be inserted into the second insertion hole 243 and any one of the first insertion holes 242, thereby locking the second guardrail 220 and the first guardrail 210 at different included angles. When the first pin 241 is pulled out from the corresponding first socket 242 and second socket 243, the second guardrail 220 is released from locking, and the second guardrail 220 can rotate around the rotation axis L.

[0053] Of course, in other embodiments, the positions of the chuck 211 and the chuck plate 221 can be interchanged. For example, the second guardrail 220 is provided with the chuck 211, and the first guardrail 210 is provided with the chuck plate 221.

[0054] In one embodiment, the second guardrail 220 is pivotally connected to the first guardrail 210 via a hinge.

[0055] like Figure 5 As shown, in one embodiment, the first pin 241 is connected to the first guardrail 210 or the second guardrail 220 via a first flexible member 244. The first flexible member 244 can connect the first pin 241 to the first guardrail 210 or the second guardrail 220, preventing the first pin 241 from being lost.

[0056] Optionally, the first flexible component 244 may include, but is not limited to, chains, nylon ropes, braided ropes, spring wires, silicone connecting strips, etc.

[0057] like Figure 3 and Figure 4 As shown, a mounting base 250 is connected to the left side wall 111a near the aircraft, and the first guardrail 210 is pivotally connected to the mounting base 250 via a pivot 230.

[0058] like Figure 3 and Figure 5 As shown, the first sensor 330 is mounted on the mounting base 250. Of course, in other embodiments, the first sensor 330 may also be mounted on the first guardrail 210.

[0059] In one embodiment, the first sensor 330 may be a photoelectric sensor, a contact sensor, a proximity switch, etc.

[0060] The guardrail assembly 200 also includes a second locking mechanism 260 for locking or unlocking the position of the first guardrail 210 relative to the mounting base 250; the second locking mechanism 260 includes a second pin 261, a plurality of third holes 262 and a fourth hole 263, the plurality of third holes 262 being provided on one of the mounting base 250 and the first guardrail 210, the fourth hole 263 being provided on the other of the mounting base 250 and the first guardrail 210, and the second pin 261 being configured to be inserted into the fourth hole 263 and any one of the third holes 262.

[0061] In this embodiment, the second pin 261 can be inserted into the fourth socket 263 and different third sockets 262, which can lock the first guardrail 210 in different positions, so that the guardrail assembly 200 can be in different rotational positions relative to the left side wall 111a to adapt to different aircraft models.

[0062] like Figure 4 As shown, in one embodiment, the mounting base 250 is provided with a plurality of third insertion holes 262, which are arranged at circumferential intervals along the rotating shaft 230. A connecting plate 212 is provided on the first guardrail 210 near the mounting base 250, and the connecting plate 212 is provided with a fourth insertion hole 263. When the first guardrail 210 rotates relative to the mounting base 250, the position of the fourth insertion hole 263 can correspond to the position of any one of the third insertion holes 262, so that the second pin 261 can be inserted into the fourth insertion hole 263 and any one of the third insertion holes 262 to lock the first guardrail 210 to the mounting base 250. When the second pin 261 is pulled out from the corresponding third insertion hole 262 and fourth insertion hole 263, the locking of the first guardrail 210 is released, and the first guardrail 210 can rotate relative to the mounting base 250 around the rotating shaft 230.

[0063] Of course, in other embodiments, a fourth socket 263 may be provided on the mounting base 250, and a plurality of third sockets 262 may be provided on the connecting plate 212.

[0064] As an example, to enable the first sensor 330 to detect the position of the first guardrail 210, the first sensor 330 can detect whether the second pin 261 is properly inserted. Specifically, when the first guardrail 210 is in the retracted position, the second pin 261 is inserted into one of the third sockets 262 and the fourth socket 263, and the first sensor 330 is fixedly positioned below the third socket 262. When the first guardrail 210 is in the extended position, the second pin 261 is inserted into the other third socket 262, and the first sensor 330 is not triggered. When the first guardrail 210 is in the retracted position, the second pin 261 is inserted into the third socket 262 corresponding to the first sensor 330, and the first sensor 330 is triggered once the second pin 261 is properly inserted.

[0065] like Figure 3 As shown, the second pin 261 is connected to the first guardrail 210 or the mounting base 250 via the second flexible member 271. The second flexible member 271 can connect the second pin 261 to the first guardrail 210 or the mounting base 250, thus preventing the second pin 261 from being lost.

[0066] Optionally, the second flexible component 271 may include, but is not limited to, chains, nylon ropes, braided ropes, spring wires, silicone connecting strips, etc.

[0067] It is understandable that both the first locking mechanism 240 and the second locking mechanism 260 are manually adjustable mechanisms. The first guardrail 210 is rotated relative to the mounting base 250 and the second guardrail 220 is moved relative to the first guardrail 210 through the manual adjustment mechanism. The manual adjustment mechanism has a simple structure, high reliability, and does not require a power supply or a complex control unit. It is suitable for airport scenarios with no stable power supply or high system redundancy requirements.

[0068] like Figure 3 As shown, a second sensor 320 is also provided on the first guardrail 210 or the second guardrail 220. The second sensor 320 is used to detect the position of the second guardrail 220 relative to the first guardrail 210. The prompting module 310 is configured to issue a prompting message based on the signal from the first sensor 330 and the signal from the second sensor 320.

[0069] For example, consider the indicator module 310, which includes two indicator lights 311. When the first sensor 330 detects that the first guardrail 210 is in the deployed position or not in the retracted position, or when the second sensor 320 detects that the second guardrail 220 is in the deployed position or not in the retracted position relative to the first guardrail 210, the control system illuminates a red light. This indicates that the boarding bridge has entered a dangerous state, and docking or detachment operations are prohibited to prevent safety accidents caused by misoperation. In other words, the red light illuminates when either the first guardrail 210 or the second guardrail 220 is not in the retracted position.

[0070] When the first sensor 330 detects that the first guardrail 210 is in the retracted position, and the second sensor 320 detects that the second guardrail 220 is in the retracted position relative to the first guardrail 210, the control system illuminates a green light, indicating that the guardrail assembly 200 has been retracted, the system is in a safe state, and the boarding bridge can be moved. In other words, the green light illuminates when both the first guardrail 210 and the second guardrail 220 are in the retracted position.

[0071] In one embodiment, the second sensor 320 may be a photoelectric sensor, a contact sensor, a proximity switch, etc.

[0072] like Figure 7 The diagram shows the connection between the arrival gate and the aircraft door of aircraft 20. When the arrival gate is connected to the aircraft door, a gap 10 is easily formed between the arrival gate and the outer wall of aircraft 20. This gap 10 is located on the side of the aircraft door near the nose of the aircraft 20. By pivoting the guardrail assembly 200 to the left side wall 111a or the front wall 120, when the first guardrail 210 and the second guardrail 220 of the guardrail assembly 200 are in the deployed position, the guardrail assembly 200 can separate the passageway 110 from the gap 10, preventing passengers from accidentally stepping on or leaning against the gap and falling during boarding or disembarking.

[0073] like Figure 5 As shown, a buffer 500 is provided at the free end of the second guardrail 220. By providing a buffer 500 at the free end of the second guardrail 220, it is possible to prevent the second guardrail 220 from directly colliding with the terminal block 100 or the aircraft during movement.

[0074] In one embodiment, the buffer 500 can be detachably connected to the free end of the second guardrail 220, which facilitates the replacement and maintenance of the buffer 500.

[0075] As an example, the buffer 500 is connected to the free end of the second guardrail 220 by a snap-fit ​​structure or Velcro.

[0076] Optionally, the cushioning component 500 may include, but is not limited to, rubber sleeves, cushioning cloth, etc.

[0077] like Figures 8 to 10 As shown, the similarities between the guardrail assembly 200 of the second embodiment and the guardrail assembly 200 of the first embodiment will not be repeated here, but the differences are as follows: The second guardrail 220 is telescopically connected to the first guardrail 210 along the telescopic direction, which is perpendicular to the axis of the rotating shaft 230.

[0078] The first locking mechanism 240 includes a plurality of first insertion holes 242 arranged at intervals along the telescopic direction on the first guardrail 210, and a second insertion hole 243 disposed on the second guardrail 220. When the second guardrail 220 telescopically extends or retracts relative to the first guardrail 210, the second insertion hole 243 can correspond to any one of the first insertion holes 242.

[0079] Of course, in other embodiments, the positions of the first socket 242 and the second socket 243 can also be interchanged. For example, the second guardrail 220 is provided with a plurality of first sockets 242, and the first guardrail 210 is provided with a second socket 243.

[0080] In another aspect, this application also provides a boarding bridge including the arrival port of any of the above embodiments. Since it includes the arrival port of any of the above embodiments, the boarding bridge of this embodiment has the advantages and beneficial effects of any of the above embodiments, which will not be elaborated further here.

[0081] In summary, the arrival gate and boarding bridge of the present application embodiment have at least the following advantages and beneficial effects: The left side wall 111a or the front wall 120 is pivotally connected to a first guardrail 210 via a pivot 230. The rotation of the first guardrail 210, and the movable connection of a second guardrail 220 to it, effectively protects the area of ​​the gap 10 near the aircraft's nose at the cabin door, preventing passengers from accidentally stepping on or leaning against it and falling during boarding or disembarking, significantly improving safety. Furthermore, the movable connection of the second guardrail 220 to the first guardrail 210 makes the protective area of ​​both guardrails adjustable, thus adapting to the docking needs of various aircraft models and enhancing versatility. Furthermore, the prompting module 310 and the first sensor 330 form an interlocking control mechanism. The prompting module 310 can issue prompt information based on the signal from the first sensor 330. In this way, the operator can intuitively judge the position of the first guardrail 210 based on the prompt information, avoiding accidental operation of the boarding bridge when the first guardrail 210 is in the unfolded position, thus improving the safety of operation.

[0082] It is understood that the various embodiments / implementations provided in this application can be combined with each other without creating contradictions, and will not be described one by one here.

[0083] In the embodiments of this application, the term "multiple" refers to two or more, unless otherwise explicitly defined. The terms "install," "connect," "link," and "fix" should be interpreted broadly. For example, "connect" can be a fixed connection, a detachable connection, or an integral connection; "link" can be a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.

[0084] In the description of this specification, the terms "one embodiment," "some embodiments," "specific embodiment," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of the claims. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0085] The above are merely preferred embodiments of the application examples and are not intended to limit the application examples. For those skilled in the art, the application examples can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the application examples should be included within the protection scope of the application examples.

Claims

1. A docking port, comprising: include: The arrival gate body has a passage for passengers to enter and exit, and the passage has two side walls arranged opposite each other; when the arrival gate body is connected to the aircraft cabin door, the side wall closer to the nose of the aircraft is defined as the left side wall. The guardrail assembly includes a first guardrail and a second guardrail. The first guardrail is pivotally connected to the left side wall or the front wall connected to the left side wall via a pivot. The axis of the pivot is perpendicular to the bottom wall of the receiving port body. The second guardrail is movably connected to the first guardrail. The first guardrail can be retracted or extended, and the second guardrail can be retracted or extended relative to the first guardrail. The prompting unit includes a prompting module, a first sensor, and a second sensor. The prompting module is located on the receiving port body. The first sensor is used to detect the position of the first guardrail. The second sensor is located on either the first guardrail or the second guardrail and is used to detect the position of the second guardrail relative to the first guardrail. The prompting module is configured to issue a prompting message based on the signals from the first sensor and the second sensor.

2. The docking station of claim 1, wherein, The guardrail assembly further includes a first locking mechanism for locking or unlocking the position of the second guardrail relative to the first guardrail; the first locking mechanism includes a first pin, a plurality of first holes and a second hole, the plurality of first holes being disposed on one of the first guardrail and the second guardrail, the second hole being disposed on the other of the first guardrail and the second guardrail, and the first pin being configured to be inserted into the second hole and any one of the first holes.

3. The docking port of claim 2, wherein, The first pin is connected to the first guardrail or the second guardrail via a first flexible member.

4. The docking station of claim 1, wherein, A mounting base is connected to the left side wall near the aircraft, and the first guardrail is pivotally connected to the mounting base via the pivot. The guardrail assembly also includes a second locking mechanism for locking or unlocking the position of the first guardrail relative to the mounting base. The second locking mechanism includes a second pin, a plurality of third holes, and a fourth hole. The plurality of third holes are provided on one of the mounting base and the first guardrail, and the fourth hole is provided on the other of the mounting base and the first guardrail. The second pin is configured to be inserted into the fourth hole and any one of the third holes.

5. The docking station of claim 4, wherein, The second pin is connected to the first guardrail or the mounting base via a second flexible element.

6. The docking station of claim 1, wherein, The second guardrail is pivotally connected about a rotation axis to the end of the first guardrail furthest from the rotation axis, and the rotation axis is parallel to the axis of the rotation axis; or, The second guardrail is telescopically connected to the first guardrail along the telescopic direction, which is perpendicular to the axis of the rotating shaft.

7. The docking station of claim 1, wherein, The free end of the second guardrail is equipped with a buffer.

8. The docking station of claim 1, wherein, The interface also includes: The control console is located on the receiving port body, and the prompting module is installed on the control console.

9. A boarding bridge, characterized in that Includes the receiving port as described in any one of claims 1-8.

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