• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Disclosed are: an auto-leveler provided at a boarding bridge so as to measure height changes of an aircraft laid thereon, thereby controlling the height of the boarding bridge; and a control method therefor. The auto-leveler comprises: first and second disks coming in contact with the aircraft so as to rotate according to height changes of the aircraft; a first detection unit for measuring the rotation amount of the first disk; a second detection unit for measuring the rotation amount of the second disk; and a control unit for controlling the height of the boarding bridge according to the measurement value of the first detection unit and/or the second detection unit.
    公开号:ES2836648A2
    申请号:ES202190005
    申请日:2019-08-08
    公开日:2021-06-25
    发明作者:Seung Sang Cho；Man Woo Lee；Kwang Ho Yang；Byoung Kwan Lee；Jong Ik Hwang
    申请人:TRA Co Ltd；Korea Airports Corp；
    IPC主号:
    专利说明:

    [0004] TECHNICAL SECTOR
    [0006] The following description deals with an automatic leveler and its control method.
    [0008] BACKGROUND OF THE INVENTION
    [0010] In general, airport passengers use the boarding bridge when boarding or disembarking the aircraft. At that time, there is a change in the height of the aircraft due to the change in the load due to the weights and movements of the passengers, and the automatic leveler (or the automatic horizontal level control device) automatically adjusts the height of the bridge. boarding bridge to maintain the level of the boarding bridge and the aircraft threshold to protect the boarding bridge, the aircraft and people.
    [0011] However, auto-leveler failure or defects can cause the auto-leveler to malfunction. In this case, the boarding bridge moves regardless of the change in the height of the aircraft due to the malfunction of the automatic leveler, or it does not move eventually and comes into contact with various structures of the boarding bridge or the aircraft door. causing damage.
    [0012] Previously, Korean Public Patent No. 1,305,308 "Device for ensuring correct positioning of the safety stop (also known in the state of the art as " safety shoe ")", filed on September 2, 2013, deals with a device of secondary safety in order to prevent auto-leveler malfunction due to auto-leveler failure or defect. The safety stop is located in the cabin of the boarding bridge, at the bottom of the aircraft door in an open state, so that when the aircraft door comes into contact with the cabin it is touched and serves to go down the boarding bridge some distance. Conventionally, due to the carelessness of the boarding bridge operators during the inspection of the boarding bridge, of the aircraft mechanics, or out of curiosity due to the ignorance of the passengers, it happened that the safety stop worked abnormally and came into contact with the door of the aircraft or with the various structures of the boarding bridge and damage was caused. As a result, there was the problem of high costs due to lack of flights during repair and high repair cost of the aircraft. In addition, due to the malfunction of the safety stop, a high step was created between the surface of the aircraft floor and the surface of the cabin floor of the boarding bridge and caused accidents causing fractures to passengers when getting on and off.
    [0014] EXHIBITION OF THE INVENTION
    [0016] Challenges to solve
    [0017] The object of the present application is to provide an automatic leveler and its control method which can check the normal operation of the automatic leveler in two ways by means of two discs.
    [0018] Furthermore, it is to provide an automatic leveler and its control method which, upon detecting the automatic leveler malfunction, alerts the driver of a boarding bridge of the automatic leveler malfunction, so that collisions and damage between a aircraft and boarding bridge. In addition, it is to provide an automatic leveler and its control method that can detect a change in the height of an aircraft in two ways to improve safety without other safety devices.
    [0019] In addition, it is to provide an automatic leveler and its control method that can detect the malfunction when not in contact with an aircraft.
    [0020] The challenges to be solved in the embodiments are not limited to the problems mentioned above, and other problems that are not mentioned will be clearly understood by the persons with the following description.
    [0022] Means to solve the challenges
    [0023] An automatic leveler is described that controls the height of a boarding bridge by measuring a change in the height of an aircraft docked with the boarding bridge according to one embodiment.
    [0024] The automatic leveler comprises a first disc and a second disc that rotate as a function of the change in the height of the aircraft being in contact with the aircraft, a first detection unit configured to measure a rotation value of the first disk, a second detection unit configured to measure a rotation value of the second disk and a control unit configured to control the height of the passenger boarding bridge based on the values measured by at least one of the detection units.
    [0025] According to one aspect, the control unit can generate an alarm signal when the values measured by the first detection unit and the second detection unit differ from each other.
    [0026] According to one aspect, the control unit is configured to control the height of the boarding bridge based on the values measured by the first detection unit.
    [0027] According to one aspect, it can be adjusted so that the second detection unit has a higher minimum detectable rotation value than the first detection unit, and the control unit is configured to generate an alarm signal when the measured values are generated. by the second detection unit. According to one aspect, the control unit, when generating the alarm signal, is configured to control the height of the boarding bridge based on the measured values of the second detection unit.
    [0028] According to one aspect, it may further comprise a drive arm coupled at a first end to the first disc and to the second disc, and coupled at the other end to the end portion of the shipping bridge in a rotatable manner.
    [0029] According to one aspect, the first disc and the second disc can be coupled with the same center of rotation to the end of the drive arm.
    [0030] According to one aspect, the drive arm may further comprise an axis of rotation that engages through the center of rotation of the first disc and the second disc.
    [0031] According to one aspect, it may further comprise a rotation position detecting unit that is provided at the other end of the pusher arm for detecting an initial position and a position of maximum rotation of the pusher arm.
    [0032] According to one aspect, the control unit is configured to generate an alarm signal when the maximum rotation position is detected in the rotation position detection unit.
    [0033] According to one aspect, the control unit is configured to control the drive arm to return to the initial position, when the position of maximum rotation is detected in the rotation position detection unit.
    [0034] According to one aspect, the rotation position sensing unit further comprises a pair of sensing pins that mate to be spaced a predetermined distance from the center of rotation of the other end of the drive arm and a sensor configured to detect torque. of detection pins, and one of the pair of detection pins is provided to be detected by the sensor when the drive arm is in the home position, and the other pin is provided to be detected by the sensor when the drive arm is in the home position. in the position of maximum rotation.
    [0035] According to one aspect, the rotation position sensing unit further comprises sensing pins that are spaced at a predetermined distance from the central axis of rotation of the other end of the drive arm and a pair of sensors for sensing said sensing pins. detection. One sensor of the sensor pair is provided to detect one detection pin when the drive arm is in the home position, and the other sensor is provided to detect the other detection pin when the drive arm is in the full rotation position. .
    [0036] An automatic leveler control method that controls the height of the boarding bridge by measuring a change in the height of the aircraft coupled with the boarding bridge in accordance with the embodiment will be described.
    [0037] The automatic leveler control method comprises an operation phase of the automatic leveler having a first disc and a second disc, a phase in which the first detection unit of the automatic leveler measures the rotation of the first disc, a phase in which the second detection unit of the automatic leveler detects the rotation of the second disc, a phase in which the control unit compares the measured values of the first detection unit and the second detection unit, and a phase in which the control unit control generates an alarm signal due to the values measured by the first detection unit and the second detection unit.
    [0038] According to one aspect, after the phase of comparing the s measured values, when the measured value of the first detection unit and the second detection unit are the same, it may further comprise a phase of controlling the height of the bridge. boarding by control unit.
    [0039] According to one aspect, after the automatic leveler operation phase, it may further comprise a phase of determining whether the drive arm of the automatic leveler is fully rotated, and whether the drive arm is fully rotated. , comprises a phase in which the unit of The control generates an alarm signal and a return phase of the drive arm to the initial position.
    [0040] An automatic leveler control method is described which controls the height of the boarding bridge by measuring a change in the height of the aircraft coupled with the boarding bridge according to the embodiment.
    [0041] The control method of the automatic leveler may further comprise an operating phase of the automatic leveler in which the minimum detectable rotation value of the first detection unit, which detects the rotation of the first disc, is set to be less than the minimum value. of detectable rotation of the second detection unit that detects the rotation of the second disk, a phase of determining by the control unit whether the second detection unit has generated the measured values and a phase of generating an alarm signal, for the control unit, when the second detection unit generates the alarm signal.
    [0042] According to one aspect, after the alarm signal generation phase, the control unit may further comprise the phase of controlling the height of the boarding bridge based on the measured values of the second detection unit.
    [0043] According to one aspect, after the phase of determining whether the second detection unit has generated measured values, and in case the second detection unit has not generated measured values, a phase in which the control unit determines whether the first detection unit has generated measured values, and a phase, in case the first detection unit has generated the measured values, in which the control unit controls the height of the boarding bridge according to with the values measured by the first detection unit.
    [0044] According to one aspect, after the automatic leveler operation phase, it may further comprise a phase of determining whether the drive arm of the automatic leveler is fully rotated, and whether the drive arm is fully rotated. , comprises a phase in which the control unit generates an alarm signal and returns the push arm to the initial position.
    [0046] Effect of the invention
    [0047] According to the embodiments, it can be confirmed in two ways whether the automatic leveler has normal operation by two discs.
    [0048] Furthermore, it is possible to warn the boarding bridge driver of the automatic leveler malfunction, so that collisions and damage between the aircraft and the boarding bridge can be avoided.
    [0049] In addition, the automatic leveler can detect a change in the height of the aircraft in two ways to improve safety without other safety devices. In addition, it is possible to recognize the malfunction when the automatic leveler does not come into contact with the aircraft.
    [0050] The effects of the double disc automatic leveler according to the embodiments are not limited to those mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the description mentioned below.
    [0052] BRIEF DESCRIPTION OF THE DRAWINGS
    [0054] Figure 1 is a side view describing the operation of the automatic leveler when coupling the boarding bridge, according to one embodiment.
    [0055] Fig. 2 is a side view describing the automatic leveler according to one embodiment.
    [0056] Fig. 3 is a front view describing the automatic leveler according to one embodiment.
    [0057] Fig. 4 is a side view describing the rotation position detecting unit according to one embodiment.
    [0058] Fig. 5 is a side view describing the rotation position detecting unit according to another embodiment.
    [0059] Fig. 6 is a flow chart describing the automatic leveler control method according to one embodiment.
    [0060] Fig. 7 is a flow chart describing the automatic leveler control method according to another embodiment.
    [0061] The following drawings attached to this description illustrate the preferred embodiments of the present invention, and serve to better understand the technical aspects of the present invention with a detailed description of the invention, so the present invention should not be construed as limited to the information described. in the drawings.
    [0062] DETAILED EXHIBITION OF THE INVENTION
    [0064] In the following, the embodiments are described in detail through the illustrative drawings. It is important to note that when adding reference marks to components in each drawing, if possible the same components have the same numbers, even if they are shown in different drawings. Furthermore, in describing the embodiment, if the detailed description of a related known configuration or function is deemed to interfere with an understanding of the embodiment, the detailed description will be omitted.
    [0065] In addition, terms such as first, second, A, B, (a), (b) can be used to describe the components of the embodiment. These terms are intended to distinguish one component from another component and are not limited to components by their nature, sequence, or order. If a component is said to be 'connected', 'coupled' or 'inserted' to another component, that component may be connected directly or connected to the other component, but it should be understood that another component may also be 'connected', 'coupled' "Or" inserted "between each component.
    [0066] Components included in any embodiment, and components comprising common functions, will be described using the same names in other embodiments. As long as there is no other explanation to the contrary, the description of any embodiment may be applied to other embodiments, and the repeated parts of the detailed description will be omitted.
    [0067] Before describing the embodiments, it is clarified that taking Fig. 1 as the standard, the boarding bridge direction (10) means the rear direction, and the aircraft direction (A) means the front direction in this description. In this description, the directions have been decided in this way for the convenience of the description and should not be limited thereto.
    [0068] Figure 1 is a side view describing the operation of the automatic leveler when coupling the passenger boarding bridge, according to one embodiment.
    [0069] The boarding bridge (10), when docked for the first time, docks in the aircraft with the surface of the interior floor (A1) of the aircraft (A) or the surface of the floor of the access door (A2) and the cabin (11) forming a certain height difference. After the boarding bridge (10) is docked on the aircraft (A), due to the boarding or disembarking weight of passengers or cargo, the aircraft (A) rises or falls creating a height difference with the surface of the cab floor (11). Based on this change in height, the automatic leveler (100) is operated to adjust the height of the boarding bridge (10). The automatic leveler (100) measures the change in the height of the aircraft by measuring the rotation value of the discs (110,120) putting the discs (110,120) in contact with the aircraft fuselage (A), and controls the lifting column (not described in the drawings) of the boarding bridge (10) to maintain the height difference between the surface of the lower deck (A1) of the aircraft (A) or the surface of the floor of the access door (A2) and the cabin (11) at the moment of the first coupling.
    [0070] Fig. 2 is a side view describing the automatic leveler according to one embodiment, Fig. 3 is a front view describing the automatic leveler according to one embodiment.
    [0071] The automatic leveler (100) comprises a first disk (110), a second disk (120), a first detection unit (130), a second detection unit (140), a push arm (150), a drive unit (160), a base (170), a control unit (180) and a rotation position detection unit (190). The first disc (110) and the second disc (120) can contact the aircraft (A) and rotate in accordance with a change in the height of the aircraft (A). For example, the first disc (110) and the second disc (120) are provided in the form of discs that can rotate with their outer circumferential surface in contact with the aircraft fuselage (A).
    [0072] Here, the first disc (110) and the second disc (120) can have the same diameter to form the same contact surface with the aircraft fuselage (A). Furthermore, it is recommended that they be installed so that the first disc (110) and the second disc (120) have the same center.
    [0073] Friction materials (111, 121) such as rubber may be provided on the outer circumferential surface of the first disc (110) and second disc (120). The friction materials (111, 121) can prevent the skidding of the first disc (110) and the second disc (120) on the aircraft fuselage (A). Furthermore, the friction materials (111, 121) can prevent damage that can occur when the first disc (110) and the second disc (120) come into contact with the aircraft (A).
    [0074] The first detection unit (130) measures the rotation value of the first disk (110). For example, the first detection unit (130) is positioned adjacent to the first disk (110) to measure the angle of rotation. However, it is not limited to this, the first detection unit (130) can measure the rotation value by measuring the rotation distance by being in contact with the flat surface or the outer circumferential surface of the first disc (110). The first detection unit (130) can be a sensor that detects rotation such as a limit switch or an encoder.
    [0075] The second detection unit (140) measures the rotation value of the second disk (120). For example, the description is omitted because the second detection unit (140) comprises the same components as the first detection unit (130). The first detection unit (130) and the second detection unit (140) are connected to the first disc (110) and the second disc (120) respectively, to measure the rotation value of each disc (110 and 120) and generate the measured values as digital signals. The first detection unit (130) and the second detection unit (140) can transmit the measured values to the control unit (180) which is described later.
    [0076] One end of the drive arm (150) engages the first disc (110) and the second disc (120), and the other end engages to rotate to the end of the loading bridge (10). The drive arm (150) comprises a body (151), a first bracket (152), a protective cover (153), a hinge pin (154), and a second bracket (155).
    [0077] The body (151) is provided in a bar shape having a longitudinal direction towards one side. For example, the body (151) can be provided in a bar shape in which the cross section of a circle extends in one direction. The body 151 may have a screw thread shape that has a length in the direction from one end to the other. One end of the body (151) is screwed to the first bracket (152) adjusting for height, and the other end is coupled to the hinge pin (154).
    [0078] The first bracket (152) may have a "U" shape when viewed from the front as shown in Figure 3. One end of the body (151) can engage the bottom of the "U" shape of the first support (152). In addition, the first disc (110) and the second disc (120) are provided on the inside of the "U" shape of the first bracket (152) spaced apart from each other. For example, the first disc (110) and the second disc (120) may have a shape that each engage the two side walls of the inner portion of the "U" shape of the first bracket (152) respectively. rotating each one independently. Here, the first detection unit (130) and the second detection unit (140) are coupled to the first support (152) so that they can measure the rotation value of the first disc (110) and the second disc (120) respectively. . Here, the first disc (110) and the second disc (120) may have a shape that each independently engage the two side walls on the outside of the "U" shape of the first bracket (152).
    [0079] However, it is not limited to this, an axis of rotation (not described in the drawings) can be provided that connects the two side walls of the inner part of the "U" shape of the first bracket (152) and it is possible that The first disc 110 and the second disc 120 spaced apart from each other are coupled to the axis of rotation.Here, the first disc 110 and the second disc 120 are rotatably coupled independently.
    [0080] Furthermore, the first support 152 is described as having the "U" shape, but is not limited to this, and may have any suitable shape that allows the first disc (110) and the second disc (120) to engage. rotatably independently The protection cover 153 can protect the first disc 110, the second disc 120, the first detection unit 130 and the second detection unit 140 from the weather. For example, the protective cover (153) may have a disc shape that engages the outer side surface of the "U" shape of the first bracket (152). The protective cover (153) can be provided of a size smaller than the first disc (110) and the second disc (120) so as not to interfere with rotation. However, it is not limited to this, the protection cover (153) can be transformed with the appropriate shape or size so that it allows to protect the first disc (110) and the second disc (2) from the weather and does not interfere with rotation. The hinge pin (154) is provided at the other end of the body (151). Here, the longitudinal direction of the hinge axis (154) may have a direction perpendicular to the longitudinal direction of the body (151). The hinge shaft (154) is rotatably coupled with the first part of the hinge coupling (171) that is coupled to the base (170).
    [0081] The second support (155) is provided on one side of the outer circumferential surface of the body (151). For example, the second support (155) can be provided on the outer circumferential surface of the body (151) but in the rear direction. The second bracket (155) engages the hinges at one end of the drive unit (160) which is described later.
    [0082] One end of the drive unit (160) engages the second bracket (155), and the other end engages the second part of the hinge link (172) that engages the base (170). For example, drive unit 160 may be a cylinder-shaped actuator. When the drive unit (160) expands and contracts, it is capable of rotating the body (151) about the axis of the hinge (154). A load sensor (not described in the drawings) is provided in the drive unit (160) so that when the discs (110,120) come into contact with the aircraft (A) the rotation of the body (151) can be stopped. Here, the load of the drive unit can mean a sufficiently constant force so that the discs (110, 120) can be rotated without slipping, being in contact with the fuselage of the aircraft.
    [0083] However, it is not limited to this, the drive unit (160) can add a certain constant load to allow the first disc (110) and the second disc (120) to be in constant contact with the aircraft (A).
    [0084] The base (170) attaches the automatic leveler (100) to the cab but supports it so that it has a certain height. In the embodiments it was described that the base (170) is provided but not limited thereto, and the base (170) can be omitted when the first part of the hinge coupling (171) and the second part of the hinge coupling (172 ) are attached directly to the cabin (11).
    [0085] On the other hand, the surface of the cabin floor (11) of the passenger boarding bridge (10) and the surface of the interior floor (A1) of the aircraft (A) are coupled so that they have a height difference of less 10 cm. Here, the control unit (180) operates the drive unit (160) of the automatic leveler (100), in accordance with the manual operation or the docking completion signal on the aircraft in order to allow the first disk ( 110) and the second disk (120) are brought into contact with the aircraft (A). The first disc (110) and the second disc (120) rotate in response to the change in height that occurs in the aircraft (A) due to boarding and disembarking of passengers or luggage.
    [0086] Here, the control unit (180) controls the height of the boarding bridge (10) based on one or more measured values of the first detection unit (130) or the second detection unit (140). For example, the control unit (180) controls the height of the boarding bridge (10) by controlling the lifting column of the boarding bridge (10) in response to the change in the height of the aircraft (A) when the value is measured of rotation of the first disc (110) or the second disc (120). The first disc (110) and the second disc (120) return to the initial state rotating again due to the height control of the boarding bridge (10). By repeating this process, the height difference between the boarding bridge (10) and the aircraft (A) is adjusted to the height difference of the first coupling.
    [0087] The control unit (180) can detect the abnormality of the automatic leveler (100) through the rotation value of the discs (110 and 120) and can generate an alarm signal.
    [0088] As an example, the minimum detectable rotation value of the first detection unit (130) and the second detection unit (140) may be set to the same value. The minimum detectable rotation value of the first detection unit (130) and the second detection unit (140) may be the rotation value of the first disc (110) and of the second disc (120) when the change in height in the aircraft (A) is 0.5 to 1.5 cm or more preferably 1 cm.
    [0089] The control unit (180) generates an alarm signal when the values measured by the first detection unit (130) and the second detection unit (140) differ from each other. The control unit (180) determines that the automatic leveler (100) has a malfunction when it is detected that measured values of rotation are generated by a single disk of the first detection unit (130) and the second detection unit (140 ), or the discs rotate in different directions. At that time, the control unit (180) generates an alarm signal by transmitting the different signals from the first detection unit (130) and the second detection unit (140). The control unit (180) transmits the alarm signal to the boarding bridge control panel or warning light (10) so that the passenger boarding bridge driver can recognize it acoustically or visually.
    [0090] As another example, the different detectable minimum rotation value can be set for the first detection unit (130) and the second detection unit (140). Specifically, the second detection unit (140) can be set to have a higher minimum detectable rotation value greater than the first detection unit (130). In this case, the control unit (180) controls the height of the boarding bridge (10) based on the measured values of the first detection unit (130). When the first disc (110) and the first detection unit (130) operate normally, the second detection unit (140) does not generate measured values by measuring the rotation of the second disc (120) because the height of the shipping bridge (10) adjusts to the height on the aircraft (A).
    [0091] On the other hand, if the first disk (110) and the first detection unit (130) do not work properly, the second detection unit (140) can generate measured values. In other words, when the first disk and the first detection unit are not working correctly, a change in the height of the aircraft fuselage is not detected, and the minimum detectable rotation value of the second detection unit (140) is reached. , the measured values can be generated in the second detection unit (140). At this time, the control unit (180) generates an alarm signal. The control unit (180) can then control the height of the passenger boarding bridge (10) based on the measured values of the second detection unit (140) to allow continuous operation.
    [0092] Here, the minimum detectable rotation value of the first detection unit (130) can be the rotation value of the first disc (110) when the change in height in the aircraft (A) is 0.5 to 1.5 cm. , or more preferably 1 cm. Also, the value The minimum detectable rotation value of the second detection unit (140) may be 1.2 to 10 times the minimum detectable rotation value of the first detection unit (130). If the minimum detectable rotation value of the second detection unit (140) is less than 1.2 times the minimum detectable rotation value of the first detection unit (130), there is a risk of malfunction, and if it is greater At 10 times the height difference between the passenger boarding bridge (10) and the aircraft (A) there is too great a height difference, and the passengers may be injured due to the step.
    [0093] According to the embodiments, the first disk (110) and the first detection unit (130) have as their main function to measure the change in the height of the aircraft (A), and the second disk (120) and the second detection unit ( 140) perform the backup function to assist the first disk (110) and the first detection unit (130). However, it is not limited to this, otherwise it is possible that the second disk (120) and the second detection unit (140) perform the main function, and the first disk (110) and the first detection unit (130 ) perform the backup function.
    [0094] When the drive arm of the auto-leveler reached full rotation, it was often determined that the auto-leveler had contacted the aircraft and the auto-leveler was unable to measure the height on the aircraft. In order to solve this problem, a rotation position detecting unit (190) is provided in the automatic leveler (100) according to the embodiments.
    [0095] Fig. 4 is a side view describing the rotation position detecting unit according to one embodiment.
    [0096] Taking Fig. 4 into account, the rotation position detecting unit (190) is provided at the other end of the driving arm (150), and detects the initial position and the position of maximum rotation of the driving arm (150). Here the control unit (180) generates an alarm signal when the maximum rotation position of the drive arm (150) is detected in the rotation position detection unit (190). In addition, the control unit (180) controls the drive arm (150) to return to the home position when the maximum rotation position is detected in the rotation position detection unit (190). Here, the position of maximum rotation of the drive arm (150) means the position of rotation of the first disc (110) and the second disc (120) to contact the aircraft (10) within the maximum distance allowed between the bridge. boarding (10) and the aircraft (A) when the boarding bridge (10) docks the aircraft (A).
    [0097] The rotation position detection unit (190) comprises a pair of detection pins (191) and a pin detection sensor (192).
    [0098] The sense pins (191) are provided in pairs and mate with the center of rotation of the other end of the drive arm (150) spaced a certain distance apart. For example, the sensing pins (191) engage the flat surface of the hinge pin (154). The detection pins (191) are shaped to protrude in the longitudinal direction of the hinge axis (154) from the flat surface of the hinge axis (154). The detection pins (191) can be positioned at an angle on a hypothetical circle that has the same center as the hinge axis (154). In other words, the first detection pin (191a) of the detection pins is provided to be detected by the pin detection sensor, which is described later, when the drive arm (150) is in the initial position, and the second detection pin (191b) is provided to be detected by the pin detection sensor (192) when the drive arm (150) is in the position of maximum rotation.
    [0099] The pin detection sensor (192) detects the detection pins (191). The pin detection sensor (192) is provided in a position that allows the first detection pin (191a) to be detected from the initial position of the drive arm (150). The pin detection sensor (192) may be a non-contact sensor that can detect the detection pins (191) in a non-contact method such as infrared or laser. The pin detection sensor (192) can detect the second detection pin (191b) when the drive arm (150) has been fully rotated.
    [0100] Here, the control unit (180) can determine that the drive arm (150) is in the home position when the pin detection sensor (192) detects the first detection pin (191a), and can detect that the arm impeller has been fully rotated when the pin detection sensor detects the second detection pin (191b).
    [0101] When the pin detection sensor (192) detects the second detection pin (191b), the control unit (180) generates an alarm signal. In addition, the control unit (180) can return the drive arm (150) to the initial position for the pin detection sensor (192) to detect the second detection pin (191b).
    [0102] When the drive arm (150) is fully rotated, the first disc (110) and the second disc (120) may not be able to contact the aircraft fuselage (A) because the distance is greater between the boarding bridge and the aircraft. The control unit (180) generates an alarm signal, and the push arm (150) returns to the initial position in order to prevent the boarding bridge (10) from malfunctioning.
    [0103] Fig. 5 is a side view describing the rotation position detecting unit according to another embodiment.
    [0104] Taking into account Figure 5, unlike the embodiment of Figure 4, the rotation position detection unit (390) comprises detection pins (391) and a pair of pin detection sensors (392). The sensing pins (391) are provided spaced a certain distance from the center axis of rotation of the other end of the drive arm (150).
    [0105] In addition, the pair of pin sense sensors (392) detect the sense pins (391). Here, the first pin detection sensor (392a) of the pair of pin detection sensors detects the detection pins (391) when the drive arm (150) is in the home position. In addition, the second pin detection sensor (392b) is provided to detect the detection pins (391) when the drive arm (150) is fully rotated.
    [0106] At this time, the control unit (180) determines that the drive arm (150) has reached the initial position, when the first pin detection sensor (392a) detects the detection pins (391), and detects that the drive arm (150) has been fully rotated when second pin detection sensor (392b) detects detection pins (391). When the second pin detection sensor (392b) detects the detection pins (191), the control unit (180) generates an alarm signal and returns the push arm (150) to the home position.
    [0107] Next, the automatic leveler control method according to the embodiment of Figures 1 to 5 will be described with reference to Figures 6 to 7.
    [0108] Fig. 6 is a flow chart describing the automatic leveler control method according to one embodiment.
    [0109] Taking figure 6 into account, the control method of the automatic leveler (100) may comprise a phase of actuating the automatic leveler (100) (S401), a phase of determining whether the drive arm (150) has been rotated to the maximum ( S402), a phase of measuring the rotation value of the first disc (110) (S403), a phase of measuring the value of rotation of the second disc (120) (S404), a phase of comparing the measured values (S405) , a stage of controlling the height of the boarding bridge (10) (S406), a stage of returning the drive arm (150) to the initial position (S407) and a stage of generating an alarm signal (S408).
    [0110] After engagement of the passenger boarding bridge (10) on the aircraft (A), the control unit (180) receives the manual operation or engagement completion signal to rotate the drive arm (150). The drive arm (150) is rotated with the hinge axis (154) to bring the first disc (110) and the second disc (120) in contact with the fuselage of the aircraft (A). (S401)
    [0111] The control unit (180) then determines whether the drive arm (150) has been fully rotated. For example, the control unit (180) determines whether the drive arm (150) has fully rotated based on signals from the sensor in the rotation position detection unit (190). Here, in case the control unit (180) determines that the drive arm (150) has not rotated to the maximum, it can determine that the discs (110, 120) are in contact with the aircraft (A). (S402)
    [0112] Subsequently, in the phase of measurement of the rotation value of the first disc (110) (S403) and the phase of measurement of the value of rotation of the second disc (120) (S404) in the event that the drive arm (150) does not has rotated to the maximum, the first detection unit (130) and the second detection unit (140) measure the rotation value of the first disc (110) and the second disc (120) and transmit the measured values to the control unit (180).
    [0113] The control unit (180) compares the transmitted measured values of the first detection unit (130) and the second detection unit (140). For example, the control unit (180) can compare the direction of rotation and the value of rotation of the first disc (110) and the second disc (120) with the measured values. (S405) In case the measured values of the first detection unit (130) and the second detection unit (140) are the same, the control unit (180) determines that the automatic leveler (100) works correctly. Furthermore, the control unit (180) controls the height of the boarding bridge (10) according to one or two measured values of the first detection unit (130) and the second detection unit (140). Here, the automatic leveler (100) can constantly control the height of the boarding bridge until boarding or disembarking of luggage and passengers is completed. (S406)
    [0114] Once the boarding or disembarking of the luggage and passengers is finished, the operation of the automatic leveler (100) can be stopped by returning the drive arm (150) to the initial position by operating the control panel (not described in the drawings) of the passenger boarding bridge. (S407)
    [0115] On the other hand, in the phase of generating an alarm signal (S408) the control unit (180) generates an alarm signal. Here, the control unit (180) can generate an alarm signal when it is determined that the drive arm (150) has fully rotated. Furthermore, the control unit (180) can generate an alarm signal when the measured values of the first detection unit (130) and the second detection unit (140) differ from each other. (S408) After the unit Control panel (180) transmits the generated alarm signal to the passenger boarding bridge control panel or warning light to alert the boarding bridge driver acoustically or visually.
    [0116] Furthermore, the control unit (180) returns the push arm (150) to the initial position at the same time or after generating the alarm signal. (S407) After this, the driver or mechanic of the passenger boarding bridge can find out if there is abnormal operation of the automatic leveler (100) or abnormal engagement of the passenger boarding bridge (10).
    [0117] The automatic leveler control method according to another embodiment, compared to the automatic leveler control method according to the embodiment of Fig. 6, is different in setting the minimum detectable rotation value of the first detection unit (130). and the second detection unit (140), so that the differences will mainly be described, and the components that are the same will be omitted from the description.
    [0118] Fig. 7 is a flow chart describing the automatic leveler control method according to another embodiment.
    [0119] Taking figure 7 into account, it comprises an operation phase of the automatic leveler (100) (S501), a phase of determining whether the drive arm (150) has been rotated to the maximum (S502), a phase of determining whether the second detection unit (140) has generated measured values (S503), a phase of determining whether the first detection unit (130) has generated measured values (S504), a phase of controlling the height of the passenger boarding bridge ( 10) with the measured values of the first detection unit (130) (S505), a return phase of the drive arm (150) to the initial position (S506), a generation phase of an alarm signal (S507) and a height control phase of the passenger boarding bridge (10) with the measured values of the second detection unit (140).
    [0120] First, the first detection unit (130) is configured to have a lower minimum detectable rotation value than the second detection unit (140). Here, the first detection unit (130) has as its main function to adjust the height of the passenger boarding bridge and the second detection unit (140) can perform the back-up function. Furthermore, the minimum detectable rotation value, with being set once, can be stored in the storage media (not described in the drawings) as databases so that it can be constantly maintained.
    [0121] The discs (110,120) are respectively brought into contact with the aircraft (A) by operating the drive arm (150) of the automatic leveler (100) which has different minimum detectable rotation values set in each detection unit (130,140) respectively (S501).
    [0122] Here, the control unit (180) determines whether the drive arm (150) has been fully rotated based on the signals from the rotation position detecting unit (190) (S502). If the drive arm (150) has not been fully rotated, the control unit (180) determines whether the second detection unit (140) has generated the measured values (S503). On the contrary, when the drive arm (150) has been fully rotated, the control unit (180) can generate the alarm signal to alert the driver of the passenger boarding bridge (S507). Additionally, the control unit (180) returns the drive arm (150) to the initial position (S506).
    [0123] In case the measured values have not been generated in the second detection unit (140), the control unit (180) determines whether the first detection unit (130) has generated the measured values (S504). In case the measured values have not been generated in the first detection unit (130), it determines again whether the second detection unit (140) has generated the measured values (S503). Then, it controls the height of the passenger boarding bridge (10) based on the measured values of the first detection unit (130), in case the measured values have been generated by the first detection unit (130) (S505 ). Here, the automatic leveler (100) can constantly control the height of the passenger boarding bridge (10) until boarding or disembarking of luggage and passengers is completed.
    [0124] On the contrary, when the measured values are generated in the second detection unit (140), the control unit (180) generates an alarm signal (S507). Subsequently, the control unit (180) controls the height of the boarding bridge (10) based on the measured values of the second detection unit (140) (S508). The control unit (180) can constantly control the height of the passenger boarding bridge (10) until the boarding or disembarking of luggage and passengers is completed.
    [0125] The second detection unit (140) has set the minimum detectable rotation value significantly higher than the first detection unit (130), so that in case the rotation value is not measured in the first detection unit (130 ) this may indicate a malfunction of the first disk (110) or the first detection unit (130). Therefore, in the case of malfunction of the first detection unit (130) or the first disc (110), the automatic leveler (100) can change the height of the passenger boarding bridge (10) according to the change of height in the aircraft (A) by the control unit (180) based on the measured values of the second detection unit (140) and as a consequence, it can maintain the height of the cabin floor surface (11) and the interior floor surface (A1) of the aircraft (A).
    [0126] Subsequently, once the boarding or disembarking of the luggage and passengers is finished, the operation of the automatic leveler (100) can be stopped by operating the control panel (not described in the drawings) by returning the drive arm (150) to the initial position (S506).
    [0127] According to the embodiments, it can be confirmed in two ways whether the automatic leveler has normal operation by two discs.
    [0128] Furthermore, it is possible to warn the driver of the passenger boarding bridge of the malfunction of the automatic leveler, so that collisions and damage between the aircraft and the boarding bridge can be avoided.
    [0129] In addition, the automatic leveler can detect the change in the height of the aircraft in two ways to improve safety without other safety devices.
    [0130] In addition, it is possible to recognize the malfunction when the automatic leveler does not come into contact with the aircraft.
    [0131] Although the embodiments have been described by the limited drawings as above, any person having general knowledge in the field of the same technology can make various modifications and changes from the description. For example, an appropriate result can be obtained although the techniques described are performed in a different order than described, and / or the components such as the structure, the device, etc. described are coupled or connected in a different way from the described method, or if they are substituted by other components or the like.
    [0133] Description of reference numbers
    [0134] 10: Passenger boarding bridge 100: Automatic leveler 11: Cabin 110: First disc
    [0135] 20: Second disk 130: First detection unit 140: Second detection unit 150: Drive arm
    [0136] 160: Drive unit 170: Base
    [0137] 180: Control unit 190, 390: Rotation position detection unit
    [0138] A: Aircraft A1: Floor surface
    [0139] A2: Access door
    权利要求:
    Claims (20)
    [1]
    1. An automatic leveler provided on a passenger boarding bridge to control the height of the passenger boarding bridge by measuring a change in the height of an aircraft with which the automatic leveler is coupled, the automatic leveler comprising:
    a first disc and a second disc configured to contact the aircraft and rotate in accordance with the change in the height of the aircraft;
    a first detection unit configured to measure a rotation value of the first disk;
    a second detection unit configured to measure a rotation value of the second disk; Y
    a control unit configured to control the height of the passenger boarding bridge based on the values measured by at least the first detection unit or the second detection unit.
    [2]
    The automatic leveler according to claim 1, wherein the control unit is configured to generate an alarm signal when the values measured by the first detection unit and the second detection unit differ from each other.
    [3]
    The automatic leveler according to claim 1, wherein the control unit is configured to control the height of the passenger boarding bridge in response to the measured values of the first detection unit.
    [4]
    The automatic leveler according to claim 3, wherein the second detection unit is adjusted to have a higher minimum detectable rotation value than the first detection unit, and
    the control unit is configured to generate an alarm signal when measured values are generated by the second detection unit.
    [5]
    The automatic leveler according to claim 4, wherein the control unit is configured to control the height of the passenger boarding bridge in response to the measured values of the second detection unit, when the alarm signal is generated.
    [6]
    The automatic leveler according to claim 1, further comprising:
    a drive arm coupled at one end to the first disc and the second disc, and rotatably coupled at the other end to an end portion of the passenger boarding bridge.
    [7]
    The automatic leveler according to claim 6, wherein the first disc and the second disc are coupled with the same center of rotation to the end of the drive arm.
    [8]
    The automatic leveler according to claim 6, wherein the drive arm further comprises a rotational axis coupled to the first disc and the second disc traversing the center of rotation of the first disc and the second disc.
    [9]
    The automatic leveler according to claim 6, further comprising:
    a rotational position detecting unit provided at the other end of the pusher arm for detecting an initial position and a position of maximum rotation of the pusher arm.
    [10]
    The automatic leveler according to claim 9, wherein the control unit is configured to generate an alarm signal when the maximum rotation position is detected by the rotation position detection unit.
    [11]
    The automatic leveler according to claim 9, wherein the control unit is configured to control the drive arm to return to the initial position when the position of maximum rotation is detected by the rotation position detection unit.
    [12]
    The automatic leveler according to claim 9, wherein the rotation position detecting unit further comprises:
    a pair of sensing pins coupled to the other end of the drive arm spaced a predetermined distance from the center of rotation of the other end of the drive arm; Y
    a sensor configured to detect the pair of detection pins,
    wherein one of the pair of detection pins is provided to be detected by the sensor when the drive arm is in the home position, and the other of the pair of detection pins is provided to be detected by the sensor when the arm impeller is in the position of maximum rotation.
    [13]
    The automatic leveler according to claim 9, wherein the rotation position detection unit further comprises:
    a sensing pin that is spaced a predetermined distance from the center axis of rotation of the other end of the drive arm; Y
    a pair of sensors configured to detect the detection pin;
    wherein one of the pair of sensors is provided to detect the detection pin when the drive arm is in the home position, and the other of the pair of sensors is provided to detect the detection pin when the drive arm is in the position. of maximum rotation.
    [14]
    14. An automatic leveler control method provided on a passenger boarding bridge to control the height of the boarding bridge by measuring the change in height of an aircraft docked with the passenger boarding bridge, the control method comprising:
    an operating phase of the automatic leveler comprising a first disc and a second disc;
    a phase of measuring a rotation of the first disc by a first detection unit of the automatic leveler;
    a phase of measuring a rotation of the second disk by a second detection unit of the automatic leveler;
    a phase of comparison by a control unit of the measured values of the first detection unit and the second detection unit; Y
    a phase of generating an alarm signal by the control unit when the measured values of the first detection unit and the second detection unit differ from each other.
    [15]
    The method according to claim 14, further comprising:
    after the phase of comparing the measured values,
    a phase of controlling the height of the passenger boarding bridge by the control unit when the measured values of the first detection unit and the second detection unit are equal.
    [16]
    16. The method according to claim 14, further comprising: after the automatic leveler operation phase,
    a phase of determining whether the drive arm of the automatic leveler is fully rotated;
    a phase of generating the alarm signal by the control unit when the impeller arm is rotated to the maximum; Y
    a phase of return of the push arm to the initial position by the control unit.
    [17]
    17. A method of controlling an automatic leveler provided on a passenger boarding bridge to control the height of the passenger boarding bridge by measuring a change in the height of an aircraft docked with the boarding bridge, the method comprising:
    an operating phase of the automatic leveler in which a first detection unit configured to detect a rotation of the first disc is set to have a lower minimum detectable rotation value than a second detection unit configured to detect a rotation of the second disc;
    a phase of determining by a control unit whether the second detection unit has generated the measured values; Y
    a phase of generating an alarm signal by the control unit when the measured values are generated by the second detection unit.
    [18]
    18. The method according to claim 17, further comprising:
    after the alarm signal generation phase,
    a phase of control by the control unit of the height of the passenger boarding bridge in response to the measured values of the second detection unit.
    [19]
    19. The method according to claim 17, further comprising:
    after determining whether the values are generated by the second detection unit,
    a phase of determining by the control unit whether the first detection unit has generated the measured values in case the second detection unit has not generated measured values; Y
    a phase of controlling the height of the passenger boarding bridge based on the measured values of the first detection unit, by the control unit, when the measured values are generated in the first detection unit.
    [20]
    20. The method according to claim 17, further comprising:
    after automatic leveler operation,
    a phase of determining whether the drive arm of the automatic leveler is fully rotated;
    a phase of generating the alarm signal by the control unit when the impeller arm is rotated to the maximum; Y
    a phase of return of the push arm to the initial position by the control unit.
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    同族专利:
    公开号 | 公开日
    KR20200017235A|2020-02-18|
    KR102105761B1|2020-04-29|
    ES2836648R1|2021-07-02|
    DE112019003971T5|2021-04-15|
    WO2020032606A1|2020-02-13|
    引用文献:
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    法律状态:
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    优先权:
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    KR1020180092573A|KR102105761B1|2018-08-08|2018-08-08|Auto leveler and control method thereof|
    PCT/KR2019/009939|WO2020032606A1|2018-08-08|2019-08-08|Auto-leveler and control method therefor|
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