KR102339666B1 - Docking ramp of boarding bridge - Google Patents

Abstract

The present invention relates to a docking ramp of a boarding bridge for an aircraft. According to the present invention, by correcting the angle of inclination when the movement of the aircraft occurs due to the movement of passengers or baggage, safe walking of passengers is ensured, and the problem of left and right inclination of the docking ramp that may occur as the docking height and direction are adjusted together can be solved.

Description

Docking ramp of boarding bridge for aircraft

The present invention relates to a docking ramp of a boarding bridge for an aircraft, and more particularly, to a technology capable of leveling a footrest even if an aircraft shakes according to the movement of a passenger or baggage.

In airports, boarding bridges are used for safe boarding of passengers. In other words, the boarding bridge is a bridge that temporarily connects the terminal and the aircraft. Through the boarding bridge, passengers can come and go safely and conveniently without being affected by the weather.

The boarding bridge forms a passage through which a person can move and has a tunnel having a plurality of partitioned passages that can slide each other so that the length can be adjusted, and the function of a rotating shaft or column so that the tunnel can rotate according to the position of the aircraft. A rotunda to move the tunnel, a lift column to elevate the tunnel according to the size of the aircraft and the position of the door, and a cabin that can rotate with respect to the tunnel and forms a passage in the direction facing the aircraft; It is composed of a docking lamp that eliminates the gap between the cabin and the aircraft and mitigates the impact by directly contacting the aircraft.

However, even when the aircraft is parked on the ground, shocks occur when passengers or luggage ascend and descend.

Also, depending on the size and type of aircraft, the height and direction of the boarding gate that the docking lamp comes into contact with vary. At this time, if there is only a difference in the height of the boarding gate, a gentle slope from the tunnel to the docking ramp can be made by adjusting the height of the lift column. On the other hand, if there is a difference in height as well as in the docking direction, the docking lamp can be docked to the boarding gate through the rotation of the cabin. Therefore, there is a difference in height between the left and right side of the footrest of the docking lamp. That is, the forward and backward tilting of the footrest does not significantly impede walking, but in the case of left and right tilting, a person loses a sense of balance and threatens safe walking.

On the other hand, as the prior art related to the boarding bridge, there is Republic of Korea Patent No. 10-1369328 (2014.03.06. 'Height-adjustable rotunda-type boarding bridge') and the like.

The present invention has been devised to solve the problems of the prior art as described above, and provides a docking ramp for a boarding bridge for an aircraft that enables safe walking of passengers even when flow occurs according to the movement of passengers and baggage when boarding an aircraft. it has its purpose

In addition, it is another object to provide a docking ramp of a boarding bridge for an aircraft that can solve the problem of left and right inclination that may occur as the docking height and direction are adjusted together.

Docking lamp of the boarding bridge for aircraft according to the present invention for achieving the above object, a scaffold frame installed on the floor of the exit of the cabin; a hinge frame rotatably installed with respect to the scaffold frame; a sliding frame that is slidably coupled to the hinge frame and has a bumper in close contact with the body of the aircraft; an elevating cylinder for elevating the hinge frame; a lateral control cylinder for lateral movement of the hinge frame; and a front and rear adjustment cylinder for drawing out or retracting the sliding frame with respect to the hinge frame. and an auto-leveler that is rotatably installed on the hinge frame and is in close contact with the fuselage of the aircraft to detect an angle of inclination of the aircraft; including, wherein the elevating cylinder corresponds to the inclination of the aircraft detected by the auto-leveler Thus, the hinge frame can be raised and lowered.

Here, balance control cylinders respectively installed on both sides of the scaffolding frame; further comprising, wherein the balance control cylinders have a difference in rod withdrawal height between each other at a certain level or more, and when left and right inclination of the scaffolding frame occurs, the It can be operated to make the scaffolding frame level.

The docking ramp of the boarding bridge for an aircraft according to the present invention can control a plurality of cylinders to accurately contact the boarding gate of the aircraft. That is, the height at the docking part can be finely adjusted through the elevating cylinder, the left and right inclination can be corrected through the balance control cylinder, the lateral direction of the passage can be finely adjusted through the side control cylinder, and the front-rear control cylinder This can compensate for the difference in the approach distance.

At this time, the control means ensures safe walking by making the scaffold frame, hinge frame and sliding frame form an optimal angle when the docking ramp is docked with the aircraft. After grasping as , it is possible to further control the cylinder so that the docking lamp always maintains the equilibrium state.

In addition, when the scaffolding frame is inadvertently tilted due to the difference in height and direction of the boarding gate of the aircraft, the balance control cylinders installed on the left and right sides of the scaffolding frame operate to compensate for the tilt, providing a safe walking environment for passengers at all times. can make

1 is a plan view for explaining a boarding bridge for an aircraft to which a docking lamp according to an embodiment of the present invention is applied.
Figure 2 is a side view of the boarding bridge for the aircraft shown in Figure 1;
Figure 3 is a plan view for explaining a docking lamp according to an embodiment of the present invention.
Figure 4 is a side view of the docking lamp shown in Figure 3;
5 is a view for explaining the connection relationship between the hinge frame and the side control cylinder in the docking lamp shown in FIG.
Figure 6 is a schematic perspective view of the docking lamp shown in Figure 3;
7 is a conceptual view for explaining the left and right inclination of the footrest frame in the docking lamp shown in FIG.
8 is a conceptual diagram for explaining the lifting and lowering of the hinge frame in the docking ramp shown in FIG.
9 is a conceptual diagram for explaining the lateral movement of the hinge frame in the docking ramp shown in FIG.
Figure 10 is a conceptual diagram for explaining the forward movement of the sliding frame in the docking ramp shown in Figure 3;
11 is a conceptual diagram for explaining a docking state of a boarding bridge according to a height difference.
12 is a conceptual diagram for explaining a docking state of a boarding bridge according to a height difference and direction rotation;
Figure 13 is a perspective view for explaining the structure of the footrest cover in the docking lamp shown in Figure 3;
Figure 14 is a conceptual diagram for explaining the functional operation of the footrest in Figure 13;

Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. However, some components irrelevant to the gist of the present invention will be omitted or compressed, but the omitted configuration is not necessarily a configuration that is not necessary in the present invention, and will be used in combination by those of ordinary skill in the art to which the present invention belongs. can

1 is a plan view for explaining a boarding bridge for an aircraft to which a docking lamp is applied according to an embodiment of the present invention, and FIG. 2 is a side view of the boarding bridge for an aircraft shown in FIG.

First, referring to FIGS. 1 and 2 , the boarding bridge is a rotunda 10 , a fixed tunnel 30 , an expansion tunnel 40 , a lift column 50 , a drive unit 60 , a cabin 70 and a docking ramp 100 . ) is included.

The rotunda 10 is supported by the rotunda column 20 and is connected to a terminal or tunnel to change the docking direction to connect the movement path. That is, a separate tunnel may be connected before the rotunda 10 shown in FIGS. 1 and 2 or a terminal may be directly connected.

The fixed tunnel 30 has one end connected to the rotunda 10 and the other end connected to the expansion tunnel 40 to form a passage, and the expansion tunnel 40 has one end connected to the fixed tunnel 30 and the other end connected to the cabin ( 70) so that the passage is extended. The expansion tunnel 40 is slidably connected to the fixed tunnel 30 , and one or more expansion tunnels 40 may be further connected to a later stage according to implementation.

The lift column 50 is provided for elevating or lowering the tunnels 30 and 40 according to the size of the aircraft 300 or the position of the boarding gate 310 , and the drive unit 60 supports the lift column 50 . It is provided to adjust the length and direction of the tunnels 30 and 40 by moving along the ground while remaining. That is, the lengths of the tunnels 30 and 40 may be increased or decreased according to the movement of the drive unit 60 as shown in FIGS. 2A and 2B .

The cabin 70 provided between the expansion tunnel 40 and the docking ramp 100 rotates with respect to the expansion tunnel 40 to change the direction so that the docking ramp 100 faces the aircraft 300 .

The docking lamp 100 is provided to connect the cabin 70 and the boarding gate 310 of the aircraft 300 .

The configuration of the rotunda 10, the tunnels 30 and 40, the lift column 50, the drive unit 60, and the cabin 70 in the boarding bridge shown in FIGS. 1 and 2 is not significantly different from the configuration of the existing boarding bridge. . Therefore, below, only the docking lamp 100 will be described in detail.

3 is a plan view for explaining a docking lamp according to an embodiment of the present invention, FIG. 4 is a side view of the docking lamp shown in FIG. 3, and FIG. 5 is a hinge frame and a side adjustment cylinder in the docking lamp shown in FIG. FIG. 6 is a schematic perspective view of the docking lamp shown in FIG. 3 .

3 to 6, the docking lamp 100 according to the embodiment of the present invention is largely a scaffold frame 110, a hinge frame 170, a support frame 140, a sliding frame 190, an auto leveler. 210 and a plurality of cylinders 121 , 122 , 160 , 180 and 200 .

The scaffold frame 110 has a plate shape extending from the cabin scaffold 71 extending from the exit bottom surface of the cabin 70, and the rest of the components of the docking ramp 100 are sequentially connected to the rear end. That is, the scaffold frame 110 is configured such that the entire configuration of the docking lamp 100 is supported by the cabin 70 . Here, the scaffold frame 110 is not directly connected to the cabin scaffold 71, but is installed to have independent movement to flexibly cope with external shocks or inclinations.

That is, the base frame 80 of the form extended and supported by the cabin 70 is provided on both sides of the exit of the cabin 70 , and the footrest frame 110 is installed in the space between the both sides of the base frame 80 . At this time, the scaffold frame 110 is not directly connected to the cabin scaffold 71 or the base frame 80, and is spaced apart from each other by a predetermined interval to allow a predetermined angle of inclination.

Balance control cylinders 121 and 122 are installed on both lower sides of the scaffold frame 110 . In this embodiment, when the cabin 70 is viewed from the aircraft 300, the first balance adjustment cylinder 121 is installed on the lower left side of the scaffold frame 110, and the second balance adjustment cylinder is installed on the right lower side ( 122).

The cylinder bodies of the balance control cylinders 121 and 122 are respectively supported by the base frame 80 which extends from both sides of the exit of the cabin 70 and is fixed to the cabin 70 . And the rods protruding from the balance control cylinders 121 and 122 to the upper part of the cylinder body are respectively connected to the lower portions of both sides of the footrest frame 110 .

Therefore, the scaffold frame 110 is not directly connected to the cabin scaffold 71 or the base frame 80, but is supported by the base frame 80 by the balance control cylinders 121 and 122. Accordingly, according to the rod protrusion length of the balance control cylinders 121 and 122 , the scaffold frame 110 is freely adjusted inclination angle without being interfered with by the cabin scaffold 71 or the base frame 80 .

Meanwhile, in order for the scaffold frame 110 to move naturally without being interfered with by the cabin scaffold 71, both corners of the scaffold frame 110 toward the cabin scaffold 71 are partially cut to form an inclined shape. Therefore, a gap is generated between the cabin scaffold 71 and the scaffold frame 110, and scaffold covers 91 and 92 are installed to close the gap.

That is, when the cabin 70 is viewed from the aircraft 300 , the first scaffold cover 91 is installed in the gap on the left side of the scaffold frame 110 , and the second scaffold cover 92 is installed in the gap on the right side. The scaffold covers 91 and 92 are manufactured in a substantially triangular shape corresponding to the removed space shape between the cabin scaffold 71 and the scaffold frame 110, and one side is coupled to the cabin scaffold 71 by a hinge 93. It is installed so that it can rotate freely. And the part facing the scaffolding frame 110 from the scaffolding covers 91 and 92 is placed on the scaffolding frame 110 . Therefore, the scaffolding covers 91 and 92 can freely rise or fall according to the movement of the scaffolding frame 110 in a state where one side is fixed to the cabin scaffolding 71 with a hinge 93 . However, even when the scaffolding frame 110 moves, the scaffolding covers 91 and 92 always block the gap between the cabin scaffolding 71 and the scaffolding frame 110 so that the foot of the passenger does not fall out.

The hinge frame 170 is rotatably coupled to the footrest frame 110 . More specifically, the hinge frame 170 is connected to the footrest frame 110 via the shaft 130 . That is, shaft support brackets 112 are provided on both sides of the footrest frame 110 , and both ends of the shaft 130 are rotatably connected to both shaft support brackets 112 , respectively.

In addition, a shaft connection cover 171 through which the shaft 130 passes is provided on one side of the hinge frame 170 . Therefore, the hinge frame 170 is in a state in which rotational motion with respect to the footrest frame 110 is possible via the shaft 130 . In addition, since the shaft 130 is penetrated through the shaft connection cover 171 of the hinge frame 170 , the hinge frame 170 moves in the lateral direction with respect to the shaft 130 , more specifically, with respect to the footrest frame 110 . becomes movable to

In this way, the lifting cylinder 160 is installed between the scaffold frame 110 and the hinge frame 170 so that the hinge frame 170 rotates in the vertical direction with respect to the scaffold frame 110 or slides in the lateral direction. A support frame 140 and a side control cylinder 180 are installed between the 130 and the hinge frame 170 .

First, an extension frame 111 is provided in a direction extending downward from the lower portion of the footrest frame 110 . A cylinder body of the elevating cylinder 160 is rotatably connected to a lower portion of the extension frame 111 through a bracket, and the rod of the elevating cylinder 160 is rotatably connected to the support frame 140 .

The support frame 140 is not directly coupled to the hinge frame 170, but supports the lateral control cylinder 180, and presses the hinge frame 170 according to the operation of the elevator cylinder so that the lifting operation is made. is the composition

More specifically, the support frame 140 is manufactured in a 'B' shape on the side, and a shaft connection part 141 is formed on one upper side and is fixedly installed on the shaft 130, and a slide plate 150 is installed on the other upper side. It is in close contact with the bottom surface of the hinge frame 170 through the slide plate 150 .

In addition, between the part where the slide plate 150 is installed and the part where the shaft connection part 141 is formed in the support frame 140, the lateral control cylinder 180 is fixedly installed through a bracket. The lateral control cylinder 180 is installed in a form in which the rod is lying, and the end of the rod is connected to the bottom surface of the hinge frame 170 . Accordingly, the hinge frame 170 is slidably movable in the lateral direction according to the rod withdrawal of the lateral control cylinder 180 .

Here, the support frame 140 is fixedly installed on the shaft 130 through the shaft connection part 141, and when the hinge frame 170 slides in the lateral direction according to the operation of the lateral control cylinder 180, the shaft connection cover Since the 171 should move along the longitudinal direction of the shaft 130, the support frame 140 should be maintained in a fixed state when the hinge frame 170 moves in the lateral direction. However, since the support frame 140 is also connected to the elevating cylinder 160 , it should also serve to push up the hinge frame 170 according to the rod withdrawal of the elevating cylinder 160 . That is, the support frame 140 presses the hinge frame 170 to transmit the force, and at the same time, when the hinge frame 170 moves in the lateral direction, it must support the lateral control cylinder 180 while maintaining the position.

To this end, the slide plate 150 is installed in the portion where the support frame 140 and the hinge frame 170 are in close contact. The slide plate 150 is configured to connect different components to each other and to allow sliding movement between them. Accordingly, the components connected to the upper and lower portions of the slide plate 150 in contact with each other are capable of transmitting force toward the contact surface, but when one slides and moves, it operates separately from the other components.

More specifically, the hinge frame bracket 172 is installed to extend downward from both sides of the hinge frame 170 to a certain length, and the cylinder support part 173 in the form of a square frame in a form that crosses both hinge frame brackets 172 is It is connected.

In this structure, the upper portion of the slide plate 150 is in contact with the cylinder support portion 173 of the hinge frame 170 , and the lower portion is in contact with the support frame 140 . Therefore, when the pressing force of the elevating cylinder 160 is transmitted to the support frame 140, the entire hinge frame 170 including the cylinder support 173 is pushed upward, and when the side adjustment cylinder 180 operates, the support frame 140 ) is the entire hinge frame 170 is moved in the lateral direction in a state in which it is fixed together with the shaft 130 . At this time, sliding movement is also made between the support frame 140 and the cylinder support part 173 by the slide plate 150 .

Meanwhile, an auto leveler 210 is installed on one side of the hinge frame 170 . The auto-leveler 210 includes a shaft 211 and a disk 212 for detecting the inclination according to the flow of the aircraft 300 in a state in contact with the aircraft 300 fuselage.

The shaft 211 is installed so as to be vertically erected or inclined in the direction of the aircraft 300 by operating by an actuator in a state supported on the side surface of the hinge frame 170 . In addition, the disk 212 is installed at the end of the shaft 211 in a rotatable state. The disk 212 is in close contact with the fuselage of the aircraft 300 and rotates together in response to the movement of the fuselage to detect the angle of inclination of the fuselage of the aircraft 300 .

Although the shaft 211 and the disk 212 have been described as the configuration of the auto leveler 210, the auto leveler 210 is fixed to the side of the hinge frame 170 and is a base frame for supporting the shaft 211 or , An actuator for raising or lowering the shaft 211, a buffer spring for absorbing the shock applied to the shaft 211, or a sensor or limit switch for calculating the angle according to the rotation of the disk 212. may be

The sliding frame 190 is slidably coupled to the hinge frame 170 to be drawn out in the direction of the aircraft 300 or drawn in in the direction of the hinge frame 170 to extend the length of the walking passage and closely adhere to the body of the aircraft 300 . It is a fixed configuration.

In this embodiment, the sliding frame 190 is slidably coupled to both sides of the hinge frame 170 from the bottom surface of the hinge frame 170 . Rolling wheels are installed on both sides of the sliding frame 190 and the hinge frame 170 to enable smooth sliding movement between them. In addition, a bumper 192 is installed on the front side of the sliding frame 190 , that is, on the side opposite to the hinge frame 170 , and on the side in the direction toward the boarding gate 310 of the aircraft 300 .

The bumper 192 is made of an elastic material such as rubber to act as a buffer when the sliding frame 190 of the docking lamp 100 is in close contact with the body of the aircraft 300 . In this embodiment, the bumper 192 has a cylindrical shape extending long along the end of the sliding frame 190, and the bumper 192 and the sliding frame 190 are interposed between the bumper 192 and the sliding frame 190 so that the bumper 192 is not separated in the vertical direction. The bumper setting plate 191 is installed. The bumper setting plate 191 has a structure in which the upper and lower ends are bent at a certain angle toward the bumper in a plate shape in close contact with the side surface of the sliding frame 190, and the bumper 192 is pushed in the vertical direction by the bent portion. is prevented In addition, the bumper 192 and the bumper setting plate 191 are fixedly installed on the sliding frame 190 through fastening means such as bolts.

In order for the sliding frame 190 to enter and exit with respect to the hinge frame 170 , the front and rear adjustment cylinder 200 is installed. That is, the cylinder body of the front-back adjustment cylinder 200 is fixed to the cylinder support 173 of the bottom surface of the hinge frame 170 , and the rod of the front-back adjustment cylinder 200 is fixed to the bottom surface of the sliding frame 190 . Therefore, when the front and rear adjustment cylinder 200 is operated, the hinge frame 170 is fixed, and the sliding frame 190 is drawn out or drawn in with respect to the hinge frame 170 .

On the other hand, a rain cover (not shown) that blocks rain in case of rain and a handrail (not shown) that the user can hold are provided on the upper portions of the hinge frame 170 and the sliding frame 190, and can be folded according to implementation. A hood (not shown) of an open or unfolded shape may be installed to completely cover the space between the boarding gate 310 and the cabin 70 .

The operation process of the docking lamp 100 according to the embodiment of the present invention described above will be described as follows.

First, FIG. 7 is a conceptual diagram for explaining the left and right inclination of the footrest frame in the docking lamp shown in FIG. 3 . More specifically, FIG. 7 conceptually illustrates a view of the scaffold frame 110 in the direction of the cabin 70 from the aircraft 300 .

If there is no inclination between the cabin 70 and the aircraft 300, the scaffold frame 110 will be in a horizontal state as shown in FIG. 7 (a). In addition, the scaffolding covers 91 and 92 covering between the scaffolding frame 110 and the cabin scaffolding 71 also maintain a horizontal state.

On the other hand, if the cabin 70 or the aircraft 300 is in an inclined state, the scaffold frame 110 is also inclined as shown in (b) or (c) of FIG. 7 . That is, in (b) of Figure 7, the footrest frame 110 is inclined to the left, and the rod of the first balance control cylinder 121 is drawn into the cylinder body, and the rod of the second balance control cylinder 122 is drawn out. . Even in this case, the first scaffolding cover 91 covers the gap while descending along with the lower left part of the scaffolding frame 110, and the second scaffolding cover 92 according to the rising of the right part of the scaffolding frame 110. As they ascend together, they cover the gap.

In (c) of FIG. 7, the footrest frame 110 is inclined to the right, and the states of the balance control cylinders 121 and 122 and the footrest covers 91 and 92 are opposite to those of FIG. 7(b).

In this way, in a state in which the footrest frame 110 is inclined to the left or right, the safety of pedestrians passing by stepping on the upper part cannot be guaranteed. That is, in terms of the structure of the human body, the forward-backward inclination does not significantly impede walking, but the left-right inclination causes a loss of sense of balance, and there is a risk of falling.

Therefore, the control means (not shown) for controlling the operation of the cylinders (121, 122, 160, 180, 200) grasps the rod withdrawal distance of the first balance control cylinder 121 and the second balance control cylinder 122 in real time, and the withdrawal distance of both rods When it is confirmed that the difference is more than a certain level, the balance control cylinders 121 and 122 are operated so that the balance can be achieved immediately. That is, if the control means checks the difference in the rod withdrawal distances of the balance control cylinders 121 and 122 and it is confirmed that the inclination as shown in FIG. By retracting the rod of the control cylinder 122, the footrest frame 110 is balanced as shown in FIG. 7 (a).

8 is a conceptual diagram for explaining the lifting and lowering of the hinge frame in the docking ramp shown in FIG.

The height of the boarding gate 310 is also different depending on the size or type of the aircraft 300 . Of course, the approximate height is achieved by adjusting the height of the entire boarding bridge through the lift column 50 . Since the docking ramp 100 has to be precisely in close contact with the lower end of the boarding gate 310, precise height adjustment must be additionally made just before docking. That is, as shown in (a) of FIG. 8 , in a state in which the sliding frame 190 has almost reached the boarding gate 310 of the aircraft 300 , the control means draws out or draws in the rod of the lift cylinder 160 to support it. The frame 140 pushes up or down the entire hinge frame 170 including the cylinder support 173 . Accordingly, the sliding frame 190 coupled to the hinge frame 170 also rises or descends together, and when the sliding frame 190 is advanced after accurate height adjustment is made, the sliding frame 190 as shown in FIG. ) The bumper 192 installed at the end is in close contact with the lower side of the boarding gate 310 .

In addition, when the sliding frame 190 advances and the bumper 192 is in close contact with the lower end of the boarding gate 310, the control means operates the actuator of the auto leveler 210 as shown in FIG. is inclined toward the aircraft 300 . When the shaft 211 of the auto-leveler 210 rotates so that the disk 212 is in close contact with the body of the aircraft 300, the operation of the actuator is stopped.

9 is a conceptual diagram for explaining the lateral movement of the hinge frame in the docking ramp shown in FIG. More specifically, Fig. 9 (a) is a view of the docking lamp 100 as viewed from above, and Fig. 9 (b) is a side control cylinder 180 when viewed from the aircraft 300 direction to the cabin 70 direction. This is a drawing of what it looked like.

Although the docking ramp 100 approaches the boarding gate 310 of the aircraft 300, there may be a case where the horizontal position is slightly mismatched. In this case, as shown in Fig. 9, the control means draws out the rod of the lateral control cylinder 180 so that the hinge frame 170 slides in the right direction, or by inserting the rod, the hinge frame 170 moves in the left direction. You can adjust the entry position by sliding it.

At this time, since the cylinder body of the side control cylinder 180 is fixed to the support frame 140 , and the support frame 140 is fixed to the shaft 130 through the shaft connection part 141 , the shaft 130 . And in the fixed state of the support frame 140, only the hinge frame 170 and the sliding frame 190 connected thereto slides in the lateral direction.

10 is a conceptual diagram for explaining the forward movement of the sliding frame in the docking ramp shown in FIG.

That is, after the docking ramp 100 approaches the boarding gate 310 of the aircraft 300 , the control means operates the front-rear control cylinder 200 so that the sliding frame 190 is drawn out with respect to the hinge frame 170 . (192) to be completely in close contact with the body of the aircraft (300).

On the other hand, when the sliding frame 190 advances toward the aircraft 300 so that the bumper 192 is in close contact with the fuselage of the aircraft 300 , the control means shakes or tilts the fuselage of the aircraft 300 through the auto-leveler 210 . After sensing the load, each cylinder is controlled so that the docking lamp 100 can always achieve an equilibrium state.

That is, when passengers and cargo pass through the tunnels 30 and 40 and enter and exit the boarding gate 310 of the aircraft 300 through the docking ramp 100, an impact is generated, and accordingly, the body of the aircraft 300 may be tilted. In this case, since the bumper 192 is in close contact with the aircraft 300 , the entire docking lamp 100 may be inclined together. Therefore, the control means calculates the inclination angle of the body of the aircraft 300 through the amount of rotation of the disk 212 of the auto leveler 210, and in response thereto, the first balance control cylinder 121, the second balance control cylinder 122 ), it is possible to correct the angle of inclination of the entire docking ramp 100 including the scaffold frame 110 , the hinge frame 170 and the sliding frame 190 by controlling the elevating cylinder 160 .

At this time, when the body of the aircraft 300 is inclined at less than a certain angle (eg, less than 3 degrees), the control means allows the angle correction to be made through the control of the cylinders 121, 122, and 160, and exceeds a certain angle (eg, more than 3 degrees). With respect to the inclination, the angle of the tunnels 30 and 40 and the docking ramp 100 as a whole may be corrected through the control of the lift column 50 .

Meanwhile, the left and right inclination of the footrest frame 110 and the process of compensating for it have been described with reference to FIG. 7 . When the scaffold frame 110 is tilted as shown in FIG. 7 , both the hinge frame 170 and the sliding frame 190 connected to the scaffold frame 110 are tilted. This inclination phenomenon may occur according to the movement of the aircraft 300 in a state in which the docking ramp 100 is docked to the aircraft 300, but when the height of the boarding gate 310 or the direction with the terminal is cleverly misaligned also occurs in This phenomenon will be described with reference to FIGS. 11 and 12 as follows.

11 is a conceptual diagram for explaining a docking state of a boarding bridge according to a height difference, and FIG. 12 is a conceptual diagram for explaining a docking state of a boarding bridge according to a height difference and direction rotation.

First, referring to FIG. 11 ( a ), when the height of the boarding gate 310 of the aircraft 300 is almost identical to the height of the terminal or rotunda 10 , it is flat from the tunnels 30 and 40 to the docking ramp 100 . and docking is possible.

On the other hand, if the height of the boarding gate 310 of the aircraft 300 is lower than the height of the terminal or the rotunda 10, the lift column 50 adjusts the height of the expansion tunnel 40 as shown in FIG. From (30, 40) to the docking ramp 100 is made inclined. As described above, as shown in (b) of FIG. 11, the inclined in the walking direction does not significantly impede walking.

However, if there is a difference in height from the boarding gate 310 to the docking direction, another problem occurs.

That is, if the direction of the boarding gate 310 of the aircraft 300 is not in the direction of the tunnels 30 and 40 but in the lateral direction, the cabin 70 is rotated as shown in FIG. It should face the boarding gate 310 of 300.

However, referring to FIG. 12 (b) when viewed from the side (a) of FIG. 12 , in a state in which the lift column 50 descends and is already inclined from the tunnels 30 and 40 to the docking ramp 100, the cabin ( When the 70) rotates, the footrest frame 110 of the docking lamp 100 and the components thereafter are all in an inclined state. That is, the left and right sides of the scaffold frame 110 are inclined with respect to the horizontal plane, rather than the front-back direction inclination of the walking direction.

In this case, the control means operates the balance control cylinders 121 and 122 to correct the left and right inclination of the entire docking lamp 100 including the scaffold frame 110 as shown in FIG. have. Therefore, even if there is a difference in the height of the boarding gate 310 of the aircraft 300 as well as a difference in the docking direction, the docking lamp 100 according to the embodiment of the present invention corrects the inclination of the scaffold frame 110 to ensure safe walking. can

At this time, the process of controlling the control means to operate the balance control cylinders 121 and 122 so that the scaffold frame 110 is in a horizontal state is made after checking the difference in the length of the rods drawn out of both balance control cylinders 121 and 122, or the scaffold frame ( 110) after confirming the measured value of the level gauge (not shown), or it can be made by manipulating the operation unit (not shown) after the administrator has visually checked.

On the other hand, in the above description, the scaffolding covers 91 and 92 are coupled to the cabin scaffolding 71 by hinges 93 to be freely rotatably installed, so that even if one side of the scaffolding frame 110 rises or descends, the scaffolding covers 91 , 92) to cover the gap between the cabin scaffold 71 and the scaffold frame 110 has been described. However, by improving the structure of the part overlapping with the scaffold frame 110 in the scaffolding covers 91 and 92, it is possible to make the connection of the boundary part more smoothly.

That is, FIG. 13 is a perspective view for explaining the structure of the scaffolding in the docking lamp shown in FIG. 3 , and FIG. 14 is a conceptual diagram for explaining the functional operation of the scaffolding in FIG. 13 .

13 and 14, one side of the first scaffolding cover 91 is rotatably coupled to the cabin scaffolding 71 by a hinge 93, and overlaps with the scaffolding frame 110 on the opposite side. A bent portion (91a) is formed in the bent state in the downward direction. And one side of the second scaffolding cover 92 is freely rotatably coupled to the cabin scaffolding 71 by a hinge 93, and the part overlapping with the scaffolding frame 110 on the opposite side is by an auxiliary hinge 92b. The auxiliary cover (92a) is rotatably connected.

Therefore, when the left side of the scaffolding frame 110 is lowered as shown in (a) of FIG. 14 , the bent portion of the first scaffolding cover 91 is in close contact with the scaffolding frame 110 while the boundary portion is gently downward. will make an incline.

Conversely, when the left side of the scaffold frame 110 rises, the first scaffold cover 91 rises as shown in FIG. The state in close contact with 110 is maintained, so that the connection at the boundary part is maintained in a smooth state. If the bent portion is not formed on the first scaffolding cover 91 and the flat part is extended, the end of the first scaffolding cover 91 when the scaffolding frame 110 is raised as shown in FIG. 14(b). Since the additional scaffolding frame 110 protrudes upward a certain length, there is a risk that pedestrians are caught in the protruding first scaffolding cover 91 .

In addition, the part overlapping the scaffold frame 110 in the second scaffold cover 92 is connected to the auxiliary cover 92a by an auxiliary hinge 92b, and accordingly, the scaffold frame 110 as shown in FIG. ) when the right side is lowered, the auxiliary cover 92a rotates from the second scaffold cover 92 and maintains a state in close contact with the top of the scaffold frame 110 in parallel, thereby smoothing the connection of the boundary part.

Of course, in FIGS. 13 and 14, since the scaffold frame 110 mainly has a structure in which the left side rises and the right side descends due to the characteristics of the boarding bridge where the docking ramp 100 is installed, the first scaffold cover 91 on the left has a bent part 91a ) is formed, and the second scaffold cover 92 has a structure in which the auxiliary cover 92a is connected to the auxiliary hinge 92b, but in consideration of the characteristics of the airport where the boarding bridge is installed, both scaffold covers 91, It is also possible to design the structure of the 92) to be opposite to each other, or to design the auxiliary cover 92a connected to both sides by the bent portion 91a or both auxiliary hinges 92b.

As described in detail above, the docking ramp 100 of the boarding bridge for an aircraft according to the present invention controls the plurality of cylinders 121 , 122 , 160 , 180 , 200 to accurately contact the boarding gate 310 of the aircraft 300 . That is, it is possible to finely adjust the height in the docking part through the elevating cylinder 160, to correct the left and right inclination through the balance control cylinders 121 and 122, and to fine the lateral direction of the passage through the side control cylinder 180. It can be adjusted, and can compensate for the difference in the approach distance through the front and rear adjustment cylinder 200 .

At this time, the control means allows the docking ramp 100 to form an optimal angle between the scaffold frame 110, the hinge frame 170 and the sliding frame 190 when docking with the aircraft 300 is made to ensure safe walking, After docking is completed, the inclination of the aircraft fuselage is detected in real time through the auto-leveler 210, and then the cylinders 121, 122, and 160 are additionally controlled so that the docking lamp 100 always maintains an equilibrium state.

In addition, when the scaffold frame 110 is inadvertently tilted due to the difference in height and direction of the boarding gate 310 of the aircraft 300, the balance control cylinders 121 and 122 installed on the left and right sides of the scaffold frame 110, respectively, are operated. It is possible to correct the inclination by doing so, thereby creating a safe walking environment for passengers at all times.

The above-described preferred embodiments of the present invention have been disclosed for purposes of illustration, and those skilled in the art with ordinary skill in the art will be able to make various modifications, changes and additions within the spirit and scope of the present invention, and such modifications, changes and additions are to be considered as falling within the scope of the claims of the present invention.

10 : Rotunda
20 : Rotunda Column
30: fixed tunnel
40: expansion tunnel
50: lift column
60: drive unit
70 : cabin
71: cabin scaffolding
80: base frame
91: first scaffolding cover
92: second scaffolding cover
93: hinge
100: docking lamp
110: scaffold frame
111: extension frame
112: shaft support bracket
121: first balance control cylinder
122: second balance control cylinder
130: shaft
140: support frame
141: shaft connection part
150: slide plate
160: elevating cylinder
170: hinge frame
171: shaft connection cover
172: Hinge frame bracket
173: cylinder support
180: side control cylinder
190: sliding frame
191: bumper setting plate
192: bumper
200: front and rear control cylinder
210: auto leveler
211: shaft
212: disk
300: aircraft
310: boarding gate

Claims (2)

Scaffolding frame installed on the exit floor of the cabin;
a hinge frame rotatably installed with respect to the scaffold frame;
a sliding frame that is slidably coupled to the hinge frame and has a bumper in close contact with the body of the aircraft;
an elevating cylinder for elevating the hinge frame;
a lateral control cylinder for lateral movement of the hinge frame;
a front and rear adjustment cylinder for drawing out or retracting the sliding frame with respect to the hinge frame; and
An auto-leveler that is rotatably installed on the hinge frame and is in close contact with the fuselage of the aircraft to detect the angle of inclination of the aircraft; including,
The elevating cylinder elevates the hinge frame in response to the inclination of the aircraft detected by the auto-leveler,
When the cabin is viewed from the aircraft, the balance control cylinders are respectively installed in the lower left and right lower parts of the scaffold frame; further comprising,
Docking ramp of boarding bridge for aircraft, characterized in that the balance control cylinder operates so that the scaffold frame can be leveled when the left and right inclination of the scaffold frame occurs due to a difference in the height of the load withdrawal between each other by a certain level or more .
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