WO2020032606A1

WO2020032606A1 - Auto-leveler and control method therefor

Info

Publication number: WO2020032606A1
Application number: PCT/KR2019/009939
Authority: WO
Inventors: 조승상; 이만우; 양광호; 이병관; 황종익
Original assignee: 한국공항공사; 주식회사 트라
Priority date: 2018-08-08
Filing date: 2019-08-08
Publication date: 2020-02-13
Also published as: KR102105761B1; ES2836648B2; ES2836648R1; DE112019003971T5; DE112019003971B4; ES2836648A2; KR20200017235A

Abstract

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.

Description

Auto Leveler and Control Method

The following description relates to the auto leveler and its control method.

In general, passengers use boarding bridges at airports to board and unload aircraft. At this time, the height of the aircraft is changed by the load change caused by the passengers on and off. The auto leveler (or the automatic leveling device) automatically adjusts the height of the boarding bridge, Leveling protects the safety of boarding bridges, aircraft and people.

However, a malfunction or defect of the auto leveler may cause the auto leveler to malfunction. In this case, the boarding bridge may move or not move regardless of the height change of the aircraft due to a malfunction of the auto leveler, and thus may come into contact with various structures of the aircraft door or boarding bridge and cause damage.

Conventionally, Korean Laid-Open Patent Publication No. 1305308 "Safety Shoe Positioning Device" (2013.09.02) is disclosed as a secondary safety device to prevent malfunction of the auto leveler due to a failure or a defect of the auto leveler. The safety shoe is located in the cabin of the boarding bridge, and is placed under the aircraft door in an open state, and serves to lower the boarding bridge by a touch when the aircraft door contacts the cabin. Conventionally, when the inspection of a boarding bridge or the like, due to the carelessness of the boarding bridge operator, the aircraft mechanic, or the curiosity of the passengers' ignorance, the safety shoe is in contact with the abnormal operation and damaged by contact with the aircraft door or various structures of the boarding bridge. Many. As a result, there was a problem in that cost loss and expensive aircraft repair costs are caused by non-operation during the maintenance period. In addition, due to the malfunction of the safety shoe, there is a problem that the step of the aircraft floor and the boarding bridge cabin bottom is severe, causing a fracture accident due to lack of cognition when the passengers ride.

An object of the embodiment is to provide an auto leveler and a method of controlling the same, having dual disks and double checking whether the auto leveler is normally operating.

In addition, to provide an auto leveler and a control method that can prevent the collision between the aircraft and the boarding bridge and the resulting damage by detecting the malfunction of the auto leveler to the boarding bridge driver when the auto leveler malfunctions.

In addition, the auto leveler can detect a change in the height of the aircraft in a double, to provide an auto leveler and a control method that can improve the safety without other safety devices.

The present invention also provides an auto leveler capable of recognizing a malfunction when the auto leveler does not come into contact with an aircraft and a control method thereof.

Problems to be solved in the embodiments are not limited to the above-mentioned problems, and other tasks not mentioned will be clearly understood by those skilled in the art from the following description.

The auto leveler for controlling the height of the boarding bridge by measuring the height change of the aircraft provided in the boarding bridge according to the embodiment will be described.

The auto leveler is in contact with the aircraft and the first disk and the second disk to be rotated according to the height change of the aircraft, the first sensing unit for measuring the amount of rotation of the first disk, the amount of rotation of the second disk It may include a control unit for controlling the height of the boarding bridge in response to a measurement value of any one or more of the second detection unit and the first detection unit or the second detection unit.

According to one side, the control unit may generate an alarm signal when the measured values of the first sensing unit and the second sensing unit are different.

According to one side, the controller may control the height of the boarding bridge in response to the measured value of the first detection unit.

According to one side, the second sensing unit has a minimum sensing rotation amount is set larger than the first sensing unit, the control unit may generate an alarm signal when the measurement value is generated in the second sensing unit.

According to one side, when generating an alarm signal, the controller may control the height of the boarding bridge corresponding to the measured value of the second detection unit.

According to one side, the first disk and the second disk is coupled to one end, the other end may further include a drive arm coupled to the end of the boarding bridge rotatably.

According to one side, the first disk and the second disk may be coupled to one end of the drive arm having the same rotation center.

According to one side, the drive arm may further include a rotation shaft for coupling through the rotation center of the first disk and the second disk.

According to one side, provided on the other end of the drive arm, it may further include a rotation position detecting unit for detecting the initial position and the maximum rotation position of the drive arm.

According to one side, the control unit may generate an alarm signal when the maximum rotation position is detected by the rotation position detection unit.

According to one side, the control unit may control to return the drive arm to the initial position when the maximum rotation position is detected by the rotation position detection unit.

According to one side, the rotation position detection unit further comprises a pair of sensing pins and the sensor for detecting the pair of sensing pins coupled to the rotation center of the other end of the drive arm spaced apart a predetermined interval, the pair of sensing One sensing pin may be provided to be detected by the sensor when the driving arm is positioned at an initial position, and the other sensing pin may be provided to be detected by the sensor when the driving arm is positioned at a maximum rotational position.

According to one side, the rotation position detecting unit further comprises a sensing pin and a pair of sensors for sensing the sensing pin provided at a predetermined interval spaced apart from the rotation center axis of the other end of the drive arm, one of the pair of sensors The sensor may be provided to detect the sensing pin when the driving arm is positioned at the initial position, and the other sensor may be provided to sense the sensing pin when the driving arm is positioned at the maximum rotation position.

It describes a control method of the auto leveler to control the height of the boarding bridge by measuring the height change of the aircraft provided in the boarding bridge according to an embodiment.

The control method of the auto leveler may include driving the auto leveler including a first disc and a second disc, measuring a rotation of a first disc by a first sensing unit of the auto leveler, and a second sensing unit of the auto leveler. Measuring a rotation of a second disc; comparing the measured values of the first and second sensing units by the controller; and when the measured values of the first and second sensing units are different from each other, Generating an alarm signal.

According to one side, after comparing the measured value, if the measured value of the first detection unit and the second detection unit is the same, the control unit may further include the step of controlling the height of the boarding bridge.

According to one side, after the step of driving the auto leveler, determining whether the drive arm of the auto leveler is rotated to the maximum, when the drive arm is rotated to the maximum, the step of generating an alarm signal by the control unit and the The control unit may further include the step of returning the driving arm to the initial position.

The control method of the auto leveler for controlling the height of the boarding bridge by measuring the height change of the aircraft provided in the boarding bridge according to another embodiment.

The control method of the auto leveler may include driving an autoleveler in which the minimum sensing rotational amount of the first sensing unit sensing the rotation of the first disk is smaller than the minimum sensing rotational amount of the second sensing unit sensing the rotation of the second disk. The method may include determining whether the measured value is generated in the second sensing unit, and generating, by the controller, an alarm signal when the measured value is generated in the second sensing unit.

According to one side, after generating the alarm signal, the control unit may further include the step of controlling the height of the boarding bridge in accordance with the measured value of the second detection unit.

According to one side, after the step of determining whether the measurement value is generated in the second detection unit, if the measurement value is not generated in the second detection unit, the control unit determines whether the measurement value is generated in the first detection unit The method may further include controlling, by the controller, the height of the boarding bridge according to the measured value of the first sensing unit when the measured value is generated by the first detecting unit.

According to the embodiment, it is possible to double check whether the auto leveler is normally operated by providing a double disk.

In addition, when the auto leveler malfunctions, the boarding bridge driver may be aware of the auto leveler malfunction, thereby preventing a collision between the aircraft and the boarding bridge and the resulting damage.

In addition, the auto leveler can double detect the height change of the aircraft, improving safety without other safety devices.

In addition, malfunction can be recognized when the auto leveler is not in contact with the aircraft.

The effect of the dual disk auto leveler according to the embodiment is not limited to those mentioned above, and other effects not mentioned will be clearly understood by those skilled in the art from the following description.

1 is a side view illustrating the operation of the auto leveler when the boarding bridge is operated according to an exemplary embodiment.

2 is a side view illustrating an auto leveler according to an exemplary embodiment.

3 is a front view illustrating an auto leveler according to an embodiment.

4 is a side view illustrating a rotation position detector according to an embodiment.

5 is a side view illustrating a rotation position detecting unit according to another embodiment.

6 is a flowchart illustrating a method of controlling an auto leveler, according to an exemplary embodiment.

7 is a flowchart illustrating a method of controlling an auto leveler according to another exemplary embodiment.

The following drawings, which are attached to this specification, illustrate one preferred embodiment of the present invention, and together with the detailed description thereof, serve to further understand the technical idea of the present invention. It should not be construed as limited.

Hereinafter, exemplary embodiments will be described in detail with reference to the accompanying drawings. In adding reference numerals to the components of each drawing, it should be noted that the same reference numerals are used to refer to the same components as much as possible, even if displayed on different drawings. In addition, in describing the embodiments, when it is determined that a detailed description of a related well-known configuration or function interferes with the understanding of the embodiment, the detailed description thereof will be omitted.

In addition, in describing the components of the embodiment, terms such as first, second, A, B, (a), and (b) may be used. These terms are only for distinguishing the components from other components, and the nature, order or order of the components are not limited by the terms. If a component is described as being "connected", "coupled" or "connected" to another component, that component may be directly connected or connected to that other component, but there is another component between each component. It will be understood that may be "connected", "coupled" or "connected".

Components included in any one embodiment and components including common functions will be described using the same names in other embodiments. Unless stated to the contrary, the description in any one embodiment may be applied to other embodiments, and detailed descriptions thereof will be omitted in the overlapping range.

Before describing the embodiments, the direction of the boarding bridge 10 may be rearward and the direction of the aircraft A may be forward based on FIG. 1. For the convenience of description, the specification is not limited thereto.

When the boarding bridge 10 first touches, the interior bottom surface A1 of the aircraft A or the door A2 and the bottom surface of the cabin 11 form a height difference of a predetermined interval and are slid. After the boarding bridge 10 touches the aircraft A, as the passenger or cargo boards or falls on the aircraft A, the weight of the aircraft A is lowered or raised due to the weight of the boarding bridge 10 and the bottom surface of the cabin 11 Height differences may occur. The auto leveler 100 is operated to adjust the height of the boarding bridge 10 according to the change in height. The auto leveler 100 measures the amount of rotation of the

disks

110 and 120 by contacting the

disks

110 and 120 with the fuselage of the aircraft A, and measures the height change of the aircraft. The lift column (not shown) of the boarding bridge 10 is controlled to maintain the height difference between the inner bottom surface A1 or the door A2 and the bottom surface of the cabin 11.

2 is a side view illustrating an auto leveler according to an embodiment, and FIG. 3 is a front view illustrating an auto leveler according to an embodiment.

The auto leveler 100 includes a first disk 110, a second disk 120, a first sensing unit 130, a second sensing unit 140, a driving arm 150, a driving unit 160, and a pedestal 170. ), The controller 180 and the rotation position detecting unit 190.

The first disk 110 and the second disk 120 is in contact with the aircraft A is rotated in accordance with the height change of the aircraft (A). For example, the first disk 110 and the second disk 120 may be provided in a disk shape so that the outer circumferential surface of the aircraft A may contact and rotate.

Here, the first disk 110 and the second disk 120 may have the same diameter to form the same contact surface on the aircraft (A) body. In addition, the first disk 110 and the second disk 120 may be preferably arranged to be the same concentric.

The outer peripheral surfaces of the first disk 110 and the second disk 120 may be provided with

friction members

111 and 121 such as rubber. The

friction members

111 and 121 may prevent the first disk 110 and the second disk 120 from turning away from the aircraft A body. In addition, the

friction members

111 and 121 may prevent damage that may occur due to the first disk 110 and the second disk 120 contacting the aircraft A. FIG.

The first sensing unit 130 measures the amount of rotation of the first disk 110. For example, the first sensing unit 130 may be disposed adjacent to the first disk 110 to measure the rotation angle. However, the present invention is not limited thereto, and the first detection unit 130 may also be able to measure the amount of rotation by measuring the rotation distance by contacting the plane or the outer circumferential surface of the first disk 110. The first sensing unit 130 may be a sensor that detects rotation of a limit switch or an encoder.

The second sensing unit 140 measures the amount of rotation of the second disk 120. For example, since the second sensing unit 140 includes the same components as the first sensing unit 130, description thereof will be omitted.

The first sensing unit 130 and the second sensing unit 140 are connected to the first disk 110 and the second disk 120, respectively, and measure the rotational amounts of the

disks

110 and 120 to digitally measure the measured values. Generate as a signal. The first sensing unit 130 and the second sensing unit 140 may transmit the measured value to the controller 180 which will be described later.

The driving arm 150 is coupled to one end of the first disk 110 and the second disk 120, the other end is rotatably coupled to the end of the boarding bridge (10). The driving arm 150 includes a body 151, a first bracket 152, a protective cover 153, a hinge shaft 154, and a second bracket 155.

The body 151 is provided in a bar shape having a longitudinal direction in one direction. For example, the body 151 may have a bar shape in which a circular cross section extends in one direction. Body 151 may be formed with a thread having a predetermined length from one end to the other end direction. The body 151 is screw-coupled to adjust the height of the first bracket 152 at one end, the hinge shaft 154 is coupled to the other end.

The first bracket 152 may have a “U” shape when viewed from the front as shown in FIG. 3. One end of the body 151 may be coupled to the lower portion of the “U” shape of the first bracket 152. In addition, the first bracket 152 is provided with the first disk 110 and the second disk 120 spaced apart from each other inside the "U" shape. For example, the first disk 110 and the second disk 120 may be rotatably coupled to both inner sidewalls of the “U” shape of the first bracket 152, respectively. Here, the first sensing unit 130 and the second sensing unit 140 may be coupled to the first bracket 152 to measure the amount of rotation of each of the first disk 110 and the second disk 120. . Here, the first disk 110 and the second disk 120 may also be coupled to both outer sidewalls of the "U" shape of the first bracket 152, respectively.

However, the present invention is not limited thereto, and the first bracket 152 is provided with a rotating shaft (not shown) for connecting both sidewalls inside the “U” shape, and the first disk 110 and the second disk 120 are provided on the rotating shaft. It may also be possible to combine are spaced apart from each other. Here, the first disk 110 and the second disk 120 are each independently rotatably coupled.

In addition, the first bracket 152 is shown as having a "U" shape, but is not limited thereto, and if the first disk 110 and the second disk 120 is an appropriate shape that can be combined to rotate independently. All may be possible.

The protective cover 153 may protect the first disk 110, the second disk 120, the first sensing unit 130, and the second sensing unit 140 from external influences. For example, the protective cover 153 may have a disk shape coupled to an outer side surface of the “U” shape of the first bracket 152. The protective cover 153 may be provided to have a smaller size than the first disk 110 and the second disk 120 so as not to interfere with rotation. However, the present invention is not limited thereto, and the shape of the protective cover 153 may protect the first disk 110 and the second disk 120 from external influences, and may be suitably deformed into a shape and size that does not interfere with rotation. It may be possible.

The hinge shaft 154 is provided at the other end of the body 151. Here, the longitudinal direction of the hinge shaft 154 may be provided perpendicular to the longitudinal direction of the body 151. The hinge shaft 154 is rotatably coupled to the first hinge coupler 171 coupled to the pedestal 170.

The second bracket 155 is provided on one side of the outer circumferential surface of the body 151. For example, the second bracket 155 may be provided on the outer circumferential surface of the body 151 but may be provided in the rearward direction. The second bracket 155 is hinged to one end of the driving unit 160 to be described later.

One end of the driving unit 160 is coupled to the second bracket 155 and the other end is coupled to the second hinge coupling portion 172 coupled to the pedestal 170. For example, the driving unit 160 may be an actuator having a cylinder shape. The driving unit 160 may rotate the body 151 about the hinge shaft 154 when the cylinder rod is stretched and driven. The driving unit 160 is provided with a load sensor (not shown) for measuring a load, and when the

disks

110 and 120 contact the aircraft A, the rotation of the body 151 may be stopped. Here, the load of the driving unit may mean a constant force such that the disk (110, 120) rotates without sliding in contact with the aircraft body.

However, the present invention is not limited thereto, and the driving unit 160 may continuously add a predetermined load to allow the first disk 110 and the second disk 120 to continuously contact the aircraft A.

Pedestal 170 supports the auto leveler 100 to be coupled to the cabin to have a predetermined height. In the embodiment, the pedestal 170 is illustrated as being provided, but the present invention is not limited thereto. The pedestal 170 may include the first hinge coupling portion 171 and the second hinge coupling portion 172 directly coupled to the cabin 11. Omission may be possible.

On the other hand, the height difference between the bottom surface of the cabin 11 of the boarding bridge 10 and the inner bottom surface A1 of the aircraft A is slid to have a height within 10 cm. Here, the controller 180 operates the drive unit 160 of the auto leveler 100 in response to a manual operation or aircraft completion completion signal so that the first disk 110 and the second disk 120 contact the aircraft A. Can be controlled. The aircraft A has a height change in accordance with the baggage and passenger's boarding and the following, and the first disk 110 and the second disk 120 are rotated in response to the height change.

Here, the controller 180 controls the height of the boarding bridge 10 in response to any one or more measured values of the first sensing unit 130 or the second sensing unit 140. For example, when the amount of rotation of the first disk 110 or the second disk 120 is measured, the controller 180 controls the lift column of the boarding bridge 10 in response to the height change of the aircraft A to board. Adjust the height of the bridge (10). The first disk 110 and the second disk 120 is rotated again due to the height adjustment of the boarding bridge 10 to return to the initial state. By repeating the above process, the height difference between the boarding bridge 10 and the aircraft A is adjusted to the height difference at the time of initial expression.

The controller 180 may detect an abnormality of the auto leveler 100 and generate an alarm signal through the rotation amounts of the

disks

110 and 120 provided in duplicate.

For example, the minimum sensing rotational threshold of the first sensing unit 130 or the second sensing unit 140 may be set to be the same. The minimum sensing rotation amount of the first sensing unit 130 and the second sensing unit 140 is the first disk 110 and the second disk when the height of the aircraft A is 0.5 to 1.5 cm more preferably 1 cm. 120 may be an amount of rotation.

The controller 180 generates an alarm signal when the measured values of the first sensing unit 130 and the second sensing unit 140 are different from each other. The controller 180 indicates that the auto leveler 100 is malfunctioning when only one disk rotation measurement value is detected by the first sensing unit 130 and the second sensing unit 140 or the disks rotate in different directions. To judge. In this case, the controller 180 generates an alarm signal by receiving different signals from the first sensing unit 130 and the second sensing unit 140. The controller 180 transmits an alarm signal to an operation panel or a warning light of the boarding bridge 10 so that the boarding bridge driver can recognize the sound or visually.

As another example, the minimum sensing rotation amount of the first sensing unit 130 and the second sensing unit 140 may be set differently. In detail, the second sensing unit 140 may have a larger minimum sensing rotation amount than the first sensing unit 130. In this case, the controller 180 controls the height of the boarding bridge 10 in response to the measured value of the first sensing unit 130. When the first disk 110 and the first sensing unit 130 operate normally, since the height of the boarding bridge 10 is adjusted according to the height of the aircraft A, the second sensing unit 140 is the second disk. Do not measure the rotation of 120 to produce a measurement.

On the other hand, when the first disk 110 and the first sensing unit 130 are malfunctioning, the measured value may be generated by the second sensing unit 140. In other words, when the first disk and the first sensing unit malfunction, the height change of the aircraft fuselage is not detected, and when the minimum sensing rotation amount of the second sensing unit 140 is reached, the measured value is measured by the second sensing unit 140. Can be generated. At this time, the controller 180 generates an alarm signal. Thereafter, the controller 180 may control the height of the boarding bridge 10 in response to the measured value of the second sensing unit 140 to enable continuous driving.

Here, the minimum sensing rotation amount of the first sensing unit 130 may be the rotation amount of the first disk 110 when the height of the aircraft A is 0.5 to 1.5 cm and more preferably 1 cm. In addition, the minimum sensing rotation amount of the second sensing unit 140 may be 1.2 to 10 times the minimum sensing rotation amount of the first sensing unit 130. If the minimum sensing rotation amount of the second sensing unit 140 is less than 1.2 times the minimum sensing rotation amount of the first sensing unit 130, there is a risk of malfunction, and if more than 10 times, the boarding bridge 10 and the aircraft ( The height difference of A) is too great and passengers may be injured by the step.

According to an embodiment, the first disk 110 and the first sensing unit 130 serve as a main function of measuring the height change of the aircraft A, and the second disk 120 and the second sensing unit ( 140 performs a backup function to assist the first disk 110 and the first sensing unit 130. However, the present invention is not limited thereto, and the second disk 120 and the second sensing unit 140 perform a main function, and the first disk 110 and the first sensing unit 130 perform a backup function. It may also be possible.

When the driving arm of the auto leveler makes the maximum rotation, it has often occurred that the auto leveler could not measure the height of the aircraft because it determined that the auto leveler had contacted the aircraft. In order to solve this problem, the auto leveler 100 according to the embodiment is provided with a rotation position detecting unit 190.

Referring to FIG. 4, the rotation position detecting unit 190 is provided at the other end of the driving arm 150 and detects an initial position and a maximum rotation position of the driving arm 150. Herein, the controller 180 generates an alarm signal when the maximum rotational position of the driving arm 150 is detected by the rotational position sensing unit 190. In addition, the controller 180 controls the driving arm 150 to return to the initial position when the maximum rotational position is detected by the rotational position sensing unit 190. Here, the maximum rotational position of the drive arm 150 is the first disk 110 and the first disc at the maximum allowable distance between the boarding bridge 10 and the aircraft A when the boarding bridge 10 is in contact with the aircraft (A) It means the rotation position where the two disks 120 contact the aircraft A.

The rotation position detecting unit 190 includes a pair of detection pins 191 and a pin detection sensor 192.

The sensing pins 191 are provided in pairs and are coupled to the rotation center of the other end of the driving arm 150 by a predetermined interval. For example, the sensing pin 191 is coupled to the plane of the hinge axis 154. The sensing pins 191 protrude from the plane of the hinge axis 154 in the longitudinal direction of the hinge axis 154. The sensing pin 191 may be disposed at a predetermined angle on a virtual circle concentric with the hinge axis 154. In other words, the first sensing pin 191a of the sensing pins is provided to be detected by a pin sensing sensor to be described later when the driving arm 150 is positioned at an initial position, and the second sensing pin 191b is the driving arm 150. It is provided to be detected by the pin detection sensor 192 when it is located in the maximum rotation position.

The pin detection sensor 192 detects the detection pin 191. The pin detection sensor 192 is provided at a position capable of detecting the first detection pin 191a at the initial position of the driving arm 150. The pin detection sensor 192 may be a non-contact sensor capable of detecting the detection pin 191 by a non-contact method such as an infrared ray or a laser. The pin detection sensor 192 may detect the second detection pin 191b when the driving arm 150 is rotated at the maximum.

Herein, when the pin detecting sensor 192 detects the first detecting pin 191a, the controller 180 determines that the driving arm 150 is located at the initial position, and the pin detecting sensor 192 detects the second. When the pin 191b is detected, it may be sensed that the driving arm is rotated at the maximum.

The controller 180 generates an alarm signal when the pin detection sensor 192 detects the second detection pin 191b. In addition, the controller 180 may return the driving arm 150 to which the pin detecting sensor 192 detects the second sensing pin 191b to its initial position.

When the driving arm 150 is rotated at the maximum, the distance between the boarding bridge and the aircraft may be far, such that the first disk 110 and the second disk 120 may not contact the aircraft A body. The controller 180 may generate an alarm signal and return the driving arm 150 to an initial position to prevent the boarding bridge 10 from malfunctioning.

Referring to FIG. 5, in contrast to the embodiment of FIG. 4, the rotation position detecting unit 390 includes a sensing pin 391 and a pair of pin sensing sensors 392. The sensing pin 391 is spaced apart from the rotation center axis of the other end of the driving arm 150 by a predetermined interval.

In addition, the pair of pin detection sensors 392 detect the detection pins 391. Here, the first pin detection sensor 392a of the pair of pin detection sensors is provided to detect the detection pin 391 when the driving arm 150 is positioned at the initial position. In addition, the second pin detection sensor 392b is provided to detect the detection pin 391 when the driving arm 150 is rotated at the maximum.

In this case, when the first pin detection sensor 392a detects the detection pin 391, the controller 180 determines that the driving arm 150 has reached the initial position, and the second pin detection sensor 392b detects the first position. When the pin 391 is detected, the driving arm 150 may be rotated to the maximum. When the second pin detecting sensor 392b detects the sensing pin 191, the controller 180 may generate an alarm signal and return the driving arm 150 to the initial position.

Hereinafter, a method of controlling the auto leveler according to the exemplary embodiment of FIGS. 1 to 5 will be described with reference to FIGS. 6 to 7.

Referring to FIG. 6, the control method of the auto leveler 100 includes driving the auto leveler 100 (S401), determining whether the driving arm 150 is rotated to the maximum (S402), and the first disc 110. Measuring the amount of rotation of the step (S403), the step of measuring the amount of rotation of the second disk 120 (S404), comparing the measured value (S405), controlling the height of the boarding bridge 10 In operation S406, the driving arm 150 may be returned to an initial position in operation S407, and an alarm signal may be generated in operation S408.

After the boarding bridge 10 comes into contact with the aircraft A, the controller 180 rotates the drive arm 150 by receiving a manual drive or a completion signal. The driving arm 150 is rotated about the hinge shaft 154 to bring the first disk 110 and the second disk 120 into contact with the aircraft A body (S401).

Next, the controller 180 determines whether the driving arm 150 is rotated to the maximum. For example, the controller 180 determines whether the driving arm 150 is maximally rotated according to the signal of the sensor in the rotation position detecting unit 190. Here, when the controller 180 determines that the driving arm 150 is not rotated to the maximum, the controller 180 may determine that the

disks

110 and 120 contact the aircraft A. (S402)

Thereafter, in the step S403 of measuring the amount of rotation of the first disk 110 and the step of measuring the amount of rotation of the second disk 120 (S404), when the driving arm 150 is not rotated to the maximum, The first sensing unit 130 and the second sensing unit 140 measure the rotation amounts of the first disk 110 and the second disk 120 and transmit the measured values to the controller 180.

The controller 180 compares the measured values of the transmitted first sensing unit 130 and the second sensing unit 140. For example, the controller 180 may compare the rotation direction and the rotation amount of the first disk 110 and the second disk 120 in the measured value (S405).

When the measured values are the same in the first sensing unit 130 and the second sensing unit 140, the controller 180 determines that the auto leveler 100 operates normally. In addition, the controller 180 controls the height of the boarding bridge 10 according to one or more measured values of the first sensing unit 130 or the second sensing unit 140. Here, the auto leveler 100 may continuously control the height of the boarding bridge until the boarding and the loading of the baggage and the passenger are completed.

After the boarding and the following of the baggage and the passenger are completed, the driving arm 150 may be returned to the initial position by the operation of the boarding bridge operation panel (not shown) to stop the operation of the auto leveler 100 (S407).

On the other hand, in the step of generating an alarm signal (S408), the controller 180 generates an alarm signal. Here, the controller 180 can generate an alarm signal when it is determined that the driving arm 150 is rotated to the maximum. In addition, the controller 180 may generate an alarm signal when the measured values of the first detector 130 and the second detector 140 are different from each other (S408). Then, the controller 180 generates the alarm signal. The signal is transmitted to the boarding control panel or the warning lights to recognize the boarding bridge driver in a sound or visual manner.

In addition, the controller 180 returns the driving arm 150 to the initial position after generating the alarm signal or at the same time. Subsequently, the boarding bridge driver or the mechanic may check the abnormal operation of the auto leveler 100 or the abnormal expression of the boarding bridge 10.

The control method of the auto leveler according to another embodiment may be configured to set different amounts of minimum sensing rotation of the first sensing unit 130 and the second sensing unit 140 in comparison with the control method of the auto leveler according to the embodiment of FIG. 6. Since there are differences in points, the differences will be mainly described, and the same elements will be omitted.

Referring to FIG. 7, in operation S501 of driving the auto leveler 100, determining whether the driving arm 150 is rotated to the maximum (S502), and determining whether a measured value is generated in the second sensing unit 140. In step S503, determining whether a measurement value is generated in the first detection unit 130 (S504), and controlling the height of the boarding bridge 10 using the measurement value of the first detection unit 130 (S505). ), Returning the driving arm 150 to the initial position (S506), generating an alarm signal (S507), and controlling the height of the boarding bridge 10 by the measured value of the second sensing unit 140. (S508).

First, the minimum sensing rotation amount of the first sensing unit 130 is set smaller than the minimum sensing rotation amount of the second sensing unit 140. Here, the first detection unit 130 may perform a main function of height adjustment of the boarding bridge, and the second detection unit 140 may perform a backup function. In addition, the set minimum sensing rotation amount () may be continuously maintained by storing the setting once in a storage means (not shown) such as a database.

The

disks

110 and 120 are brought into contact with the aircraft A by operating the driving arm 150 of the auto leveler 100 in which the minimum sensing rotation amounts of the

sensing units

130 and 140 are set differently (S501).

Here, the controller 180 determines whether the driving arm 150 is rotated to the maximum by the signal of the rotation position detecting unit 190. (S502) When the driving arm 150 is not rotated to the maximum, the controller 180 In operation S503, when the driving arm 150 is rotated to the maximum, the controller 180 generates an alarm signal to recognize the driver of the boarding bridge. In addition, the controller 180 returns the driving arm 150 to its initial position.

If the measured value is not generated in the second sensing unit 140, the controller 180 determines whether the measured value is generated in the first sensing unit 130 (S504). If it is not generated, the second sensing unit 140 determines whether the measured value is generated again (S503). If the measured value is generated in the first sensing unit 130, the first sensing unit 130 is used. The height of the boarding bridge 10 is controlled by the measured value of (S505). Here, the auto leveler 100 continuously controls the height of the boarding bridge 10 until the boarding of the baggage and the passenger is completed. Can be.

On the contrary, when the measured value is generated in the second sensing unit 140, the controller 180 generates an alarm signal. In operation S507, the controller 180 is used as the measured value of the second sensing unit 140. The height of the boarding bridge 10 is controlled. (S508) The control unit 180 may continuously control the height of the boarding bridge 10 until the completion of boarding and carrying out of luggage and passengers. have.

The second sensing unit 140 has a minimum sensing rotation amount greater than that of the first sensing unit 130, and thus, when the amount of rotation is not measured by the first sensing unit 130, the first disk 110 or the first sensing unit 130 is detected. There may be a malfunction of the unit 130. Therefore, the auto leveler 100 is a measurement value of the second sensing unit 140 when the first sensing unit 130 or the first disk 110 malfunctions. Accordingly, by changing the height of the boarding bridge 10 can maintain the height of the bottom surface of the cabin 11 and the bottom surface (A1) of the aircraft (A).

Thereafter, after the boarding and the following of the baggage and the passenger are completed, the driving arm 150 may be returned to the initial position by the operation of the boarding bridge operation panel (not shown) to stop the operation of the auto leveler 100. S506)

Although embodiments have been described with reference to the accompanying drawings as described above, various modifications and variations are possible to those skilled in the art from the above description. For example, the described techniques may be performed in a different order than the described method, and / or components of the described structure, apparatus, etc. may be combined or combined in a different form than the described method, or may be combined with other components or equivalents. Appropriate results can be achieved even if they are replaced or substituted.

Claims

In the auto leveler to control the height of the boarding bridge by measuring the height change of the aircraft provided in the boarding bridge,

A first disk and a second disk that are in contact with the aircraft and rotated according to a change in height of the aircraft;

A first sensing unit measuring an amount of rotation of the first disk;

A second sensing unit measuring a rotation amount of the second disk; And

A control unit controlling a height of the boarding bridge in response to at least one measured value of the first sensing unit or the second sensing unit;

Auto leveler including.
The method of claim 1,

The control unit,

An auto-leveler for generating an alarm signal when the measured values of the first and second detectors are different from each other.
The method of claim 1,

The control unit,

And an auto leveler that controls the height of the boarding bridge in response to the measured value of the first sensing unit.
The method of claim 3,

The second sensing unit has a minimum sensing rotational amount greater than that of the first sensing unit,

The controller generates an alarm signal when the measured value is generated in the second detector.
The method of claim 4, wherein

The control unit,

When generating an alarm signal, the auto leveler for controlling the height of the boarding bridge in response to the measured value of the second detector.
The method of claim 1,

A driving arm having one end coupled to the first disc and the second disc and the other end rotatably coupled to an end of the boarding bridge;

Auto leveler that includes more.
The method of claim 6,

The first disk and the second disk,

Auto leveler coupled to one end of the drive arm having the same center of rotation.
The method of claim 6,

The drive arm,

A rotating shaft penetratingly coupling the rotation centers of the first disk and the second disk;

Auto leveler that includes more.
The method of claim 6,

A rotation position sensing unit provided at the other end of the driving arm and sensing an initial position and a maximum rotation position of the driving arm;

Auto leveler that includes more.
The method of claim 9,

The control unit,

The auto leveler for generating an alarm signal when the maximum rotation position is detected by the rotation position detection unit.
The method of claim 9,

The control unit,

Auto leveler to control the driving arm to return to the initial position when the maximum rotation position is detected by the rotation position detection unit.
The method of claim 9,

The rotation position detecting unit,

A pair of sensing pins coupled to be spaced apart from a rotation center of the other end of the driving arm by a predetermined distance; And

A sensor for sensing the pair of sensing pins;

More,

One sensing pin of the pair of sensing pins is provided to be detected by the sensor when the driving arm is positioned at an initial position, and the other sensing pin is provided to be sensed by the sensor when the driving arm is positioned at a maximum rotational position. Auto leveler.
The method of claim 9,

The rotation position detecting unit,

A sensing pin provided spaced apart from a rotation center axis of the other end of the driving arm by a predetermined distance; And

A pair of sensors for sensing the sensing pins;

More,

One sensor of the pair of sensors is provided to detect the sensing pin when the drive arm is located in the initial position, the other sensor is provided to detect the sensing pin when the drive arm is located in the maximum rotation position Auto leveler.
In the control method of the auto leveler to control the height of the boarding bridge by measuring the height change of the aircraft provided in the boarding bridge,

Driving the auto leveler having a first disc and a second disc;

Measuring rotation of a first disk by a first sensing unit of the auto leveler;

Measuring a rotation of a second disc by a second sensing unit of the auto leveler;

Comparing, by a control unit, measured values of the first and second sensing units; And

Generating, by the controller, an alarm signal when the measured values of the first and second detectors are different from each other;

Auto leveler control method comprising a.
The method of claim 14,

After comparing the measured values,

Controlling the height of the boarding bridge by the controller when the measured values of the first and second sensing units are the same;

Auto leveler control method further comprising.
The method of claim 14,

After driving the auto leveler,

Determining whether the driving arm of the auto leveler is rotated to the maximum;

Generating, by the controller, an alarm signal when the driving arm is rotated to the maximum; And

The control unit returning the driving arm to an initial position;

Auto leveler control method further comprising.
In the control method of the auto leveler to control the height of the boarding bridge by measuring the height change of the aircraft provided in the boarding bridge,

Driving an auto leveler in which the minimum sensing rotational amount of the first sensing unit sensing the rotation of the first disk is smaller than the minimum sensing rotational amount of the second sensing unit sensing the rotation of the second disk;

Determining, by the controller, whether a measurement value is generated in the second sensing unit; And

Generating, by the controller, an alarm signal when the measured value is generated by the second detector;

Auto leveler control method comprising a.
The method of claim 17,

After generating the alarm signal,

Controlling, by the controller, the height of the boarding bridge according to the measured value of the second sensing unit;

Auto leveler control method further comprising.
The method of claim 17,

After the step of determining whether the measured value is generated in the second detection unit,

If the measured value is not generated in the second sensing unit, determining whether the measured value is generated in the first sensing unit; And

When the measured value is generated in the first sensing unit, controlling the height of the boarding bridge according to the measured value of the first sensing unit;

Auto leveler control method further comprising.
The method of claim 17,

After driving the auto leveler,

Determining whether the driving arm of the auto leveler is rotated to the maximum;

Generating, by the controller, an alarm signal when the driving arm is rotated to the maximum; And

The control unit returning the driving arm to an initial position;

Auto leveler control method further comprising.