U.S. patent application number 12/139251 was filed with the patent office on 2009-05-14 for aircraft door detector/warning device.
This patent application is currently assigned to Airport Mechanical Services, Inc.. Invention is credited to Barry Michael Nelson, Spencer Ray Nelson.
Application Number | 20090119854 12/139251 |
Document ID | / |
Family ID | 72826641 |
Filed Date | 2009-05-14 |
United States Patent
Application |
20090119854 |
Kind Code |
A1 |
Nelson; Barry Michael ; et
al. |
May 14, 2009 |
AIRCRAFT DOOR DETECTOR/WARNING DEVICE
Abstract
Disclosed is an electromechanical system for minimizing
passenger door contact with the Passenger Loading Bridge (PLB)
floor and subsequent damage to said door, during passenger loading
or off loading. The system, as configured at the Cab entry, senses
the proximity of the aircraft door by contacting a sensing pad,
attached to the PLB floor. This initiates a sequence of events. 1)
Both visual and auditory alarms are initiated to alert the
passenger loading agents and/or the bridge operator of a fault. 2)
The PLB is moved down and away from the door sufficiently to
prevent the PLB floor from coming in contact with the door. The
loading agents or PLB operator can then perform the necessary steps
to reset the device and continue loading.
Inventors: |
Nelson; Barry Michael;
(Enumclaw, WA) ; Nelson; Spencer Ray; (Sumner,
WA) |
Correspondence
Address: |
PERKINS COIE LLP;PATENT-SEA
P.O. BOX 1247
SEATTLE
WA
98111-1247
US
|
Assignee: |
Airport Mechanical Services,
Inc.
Enumclaw
WA
|
Family ID: |
72826641 |
Appl. No.: |
12/139251 |
Filed: |
June 13, 2008 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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10834465 |
Apr 29, 2004 |
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12139251 |
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Current U.S.
Class: |
14/71.5 |
Current CPC
Class: |
A61B 18/1492 20130101;
B64F 1/305 20130101; G08B 21/182 20130101; A61B 2018/00011
20130101; A61B 2018/00065 20130101; A61B 2018/00291 20130101; A61B
2018/00494 20130101; A61B 2018/1467 20130101 |
Class at
Publication: |
14/71.5 |
International
Class: |
B64F 1/305 20060101
B64F001/305 |
Claims
1-4. (canceled)
5. An aircraft system for loading and/or unloading an aircraft,
comprising: an aircraft loading device having an upwardly-facing
floor surface, the loading device being movable relative to an
aircraft door; a loading device controller operatively coupled to
the loading device to control motion of the loading device, the
loading device controller having an operate mode in which motion of
the loading device is enabled, and an off mode in which motion of
the loading device is disabled; a door detecting device positioned
proximate to the floor surface, the door detecting device being
changeable between a first state in which the aircraft door is
detected and a second state in which the aircraft door is not
detected; and a detecting device controller operatively coupled to
the door detecting device and the loading device controller to
direct motion of the loading device based at least in part upon a
signal from the door detector, independent of whether the loading
device controller is in the operate mode or the off mode.
6. The system of claim 5 wherein: the door detecting device
includes a pressure-sensitive pad fixedly attached relative to the
floor surface; the detecting device controller is operatively
coupled to the door detecting device and the loading device
controller to direct downward motion of the loading device when the
door detecting device is in the second state; and at least a
portion of the pressure-sensitive pad is positioned on the floor to
be at least partially between the floor surface and an open
aircraft door.
7. The system of claim 5 wherein the door detecting device
controller is hardwired to the door detecting device and the
loading device controller.
8. The system of claim 5 wherein the door detecting device is
releasably attached to the floor surface.
9. The system of claim 5 wherein the door detecting device includes
two conductive sheets separated by a compressible material.
10. The system of claim 5 wherein the door detecting device
includes two conductive sheets separated by a compressible
foam.
11. The system of claim 5, further comprising an alarm operatively
coupled to the door detecting device and carried by the aircraft
loading device.
12. The system of claim 5 wherein the aircraft loading device
includes a passenger loading bridge.
13. The system of claim 12 wherein the passenger loading bridge is
connected to an airport terminal, and wherein the system further
comprises an alarm operatively coupled to the detecting device and
positioned in the terminal.
14. An aircraft system for loading and/or unloading aircraft
passengers, comprising: a passenger loading bridge having a movable
section that is positionable relative to an aircraft door; a bridge
controller carried by the loading bridge and operatively coupled to
the loading bridge to control motion of the loading bridge, the
bridge controller having an operate mode in which motion of the
passenger loading bridge is enabled, an off mode in which motion of
the passenger loading bridge is disabled, and an autolevel mode in
which the motion of the passenger loading bridge automatically
adjusts to vertical motion of the aircraft; a door detecting device
carried by the loading bridge, the door detecting device having a
first state in which the aircraft door is detected and a second
state in which the aircraft door is not detected; and a detecting
device controller operatively coupled to the door detecting device
and the bridge controller to direct motion of the bridge based at
least in part upon a signal from the door detecting device, the
device controller having instructions directing the motion of the
bridge whether the bridge is in the operate mode, the off mode or
the autolevel mode.
15. The system of claim 14 wherein the detecting device controller
is hardwired to the door detecting device and the bridge
controller.
16. The system of claim 14 wherein the door detecting device
includes two conductive sheets separated by a compressible
foam.
17. A method for installing an aircraft door detecting device,
comprising: positioning a door detecting device at an
upwardly-facing floor surface of an aircraft loading device, the
aircraft loading device being movable relative to an aircraft door
and being controlled by a loading device controller having an
operate mode in which motion of the loading device is enabled, and
an off mode in which motion of the loading device is disabled,
wherein door detection by the door detecting device is communicated
to a detecting device controller; and connecting the detecting
device controller to the loading device controller to enable the
detecting device controller to control motion of the loading device
based at least in part upon a signal from the door detecting
device, independent of whether the loading device controller is in
the operate mode or the off mode.
18. The method of claim 17, further comprising fixedly attaching
the door detecting device relative to the floor surface.
19. The method of claim 17, further comprising releasably attaching
the door detecting device relative to the floor surface.
20. The method of claim 17 wherein positioning a door detecting
device at an upwardly-facing floor surface of an aircraft loading
device includes positioning the door detecting device at an
upwardly-facing surface of a passenger loading bridge, and wherein
connecting the detecting device controller includes hardwiring the
detecting device controller.
21. The method of claim 20 wherein the loading device controller
has an autolevel mode in which the motion of the passenger loading
bridge automatically adjusts to vertical motion of the aircraft
door, and wherein connecting the detecting device controller to the
loading device controller includes enabling the detecting device
controller to control motion of the passenger loading bridge when
the loading device controller is in the autolevel mode.
22. A method for detecting motion of an aircraft door, comprising:
directing motion of an aircraft loading device relative to an
aircraft with a loading device controller having an operate mode in
which motion of the loading device is enabled, and an off mode in
which motion of the loading device is disabled, the loading device
having an upwardly-facing floor surface; opening an aircraft door
so that the door extends over the floor surface; detecting
proximity between the aircraft door and the floor surface with a
door detecting device; and automatically directing motion of the
loading device in response a signal from the door detecting device,
independent of whether the loading device controller is in the
operate mode or the off mode.
23. The method of claim 22 wherein automatically directing motion
of the loading device includes automatically directing motion of
the loading device via a detecting device controller connected
between the door detecting device and the loading device
controller.
24. The method of claim 22 wherein directing motion of an aircraft
loading device includes directing motion of a passenger loading
bridge.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] Not Applicable
FEDERALLY SPONSORED RESEARCH
[0002] Not Applicable
SEQUENCE LISTING OR PROGRAM
[0003] Not Applicable
BACKGROUND OF THE INVENTION
[0004] 1. Field of Invention
[0005] This invention relates to passenger loading bridges, which
are self leveling, and a means of preventing the loading bridge
floor from contacting and damaging the aircraft door during
passenger loading and unloading functions.
[0006] 2. Prior Art
[0007] The Airlines have had a problem with aircraft passenger
entrance door damage. The door damage occurs when the door makes
contact with the Passenger Loading Bridge (PLB) floor while loading
the aircraft. The PLB is equipped with an auto level device that is
supposed to keep the floor at a set level in relation to the
aircraft. As passengers are boarding or exciting the aircraft, the
resulting change in weight causes the aircraft to elevate or lower.
Bridge function before apparatus is installed: The existing
apparatus has an operate circuit that lets you operate the
Horizontal drive, (manually), Vertical drive (manually), Canopy in
and out, Cab rotate right and left, Adjustable Cab Floor (ACF)
floor up and down. In the Auto level circuit, the arm and wheel are
extended out to the aircraft (manually) to detect the aircraft
vertical (latitude) position relative to the PLB deck. In the off
circuit all functions are cancelled. If the operator fails to set
the auto level or if the auto level malfunctions, there is no
redundant system to protect the door from making contact with the
floor. If this Auto level does not function properly or is
disengaged, there is nothing to keep the door from being danged by
contacting the PLB floor. If the PLB is turned off with the off
button, all actions are cancelled. At this time, there is no
indication the floor is making contact with the aircraft door until
it is too late. Consequently, the door is distorted and repair or
replacement is necessary. The cost for this service has been as
high as $200,000. This is in addition to the time the aircraft is
out of service and the time required unloading the aircraft and
finding other flights for passengers. Other devices to detect door
location have to be manually placed under the door and manually
plugged into the wall and only have two functions. These are used
with little success. In most cases the gate agent is not trained on
where to place the device or where to plug it into the wall or
since it is portable, it may not be available for use. Also the
gate agent does not have time to figure out the procedure of such a
device
[0008] Objects and advantages: Our device is stationary and hard
wired to the PLB controls needing no set up. When activated, it
sounds two audible alarms and displays one visual alarm. It
retracts and resets the auto level arm automatically. It drives the
PLB down away from the aircraft door. If the PLB is turned off with
the off button, all functions will occur except for the vertical
down alerting the agent that the aircraft door is too close to the
PLB door. Our device performs all these functions regardless of
which position the selector switch is in (auto level, off,
operate). Our device monitors the integrity of the system 2417. A
visual alarm alerts the agent that there is a fault in the system.
This device has been demonstrated for several safety personnel at a
major International Airport. They expressed great enthusiasm about
implementing this on all the PLBs in their system.
SUMMARY OF THE INVENTION
[0009] This device detects an aircraft door before it makes contact
with the floor of a PLB. This detector senses a door when the door
and PLB floor are within 1.25 inches of each other thus avoiding
any contact and resulting damage. If the PLB is in Auto level when
the door detector activates, the PLB will vertically drive down 3
inches (away from the door) to avoid door damage. The auto level
wheel and arm will retract and reset. If the selector switch
located on the control console is in the "Off" position, the door
detector will still detect the door at the same distance as
before--still driving the PLB down 3 inches. If the selector switch
is in the "Operate" mode, the door detector will detect the door
when it comes within 1.25 inches of the floor. This movement is the
same as if the auto level was functioning properly and activating
the vertical drive down 3 inches. The door detector, when
activated, will set off warning functions simultaneously: an
audible signal for 4 seconds, a strobe on the PLB deck, an audible
signal at the terminal (continuous until reset by "Power On" button
at the PLB control console), the vertical drive down contactor,
which runs the PLB down through a set of contacts and motor or
motors, and the retract and extend actuator for the auto level. If
the hi-voltage power has been turned off by the "Off" button on the
control console, all alarms and auto level operations will operate
accordingly. The PLB will not move vertically down away from the
aircraft door. This device is unique. The device configuration is
independent of the type or model of aircraft. There is no
requirement for the sensing device to be manually placed under the
door for each operation or an electrical connection to be made.
This detection device is hardwired to the controls of the PLB.
After being activated, it performs several functions automatically,
adjusting the PLB level ensuring the door is out of harm's way. If
the operator changes the level of the ACF floor, and inadvertently
raises the floor closer to the door. There is no redundant system
to keep the door from making contact with the floor. If the
operator swings the door open to greet passengers, and the door is
less than 2'' from the floor, there is no protection to keep the
door from making contact with the floor. (The auto level needs an
11/2'' of movement before it will make an elevation correction).
The canopy function is not critical
DRAWINGS
[0010] FIG. 1 Cross section view of sensing pad
[0011] FIG. 2 Existing PLB installation as currently configured
[0012] FIG. 3 PLB installation with Aircraft Door Detector/Warning
Device in place
[0013] FIG. 4 Operational view of Control Console and Panel
[0014] FIG. 5 Schematics (See following page)
AIRCRAFT DOOR DETECTOR/WANING DEVICE SEQUENCE OF OPERATION
[0015] 1 The sensing pad is depressed more than 1/2'' sending a
signal to 2 the control module (which is constantly monitoring the
integrity of the sensing pad) which closes a set of contacts 3
initiating 4 TDR and 5 TDR 2 and energizing an audible alarm 4 TDR
times out and 6 contacts close activating 7 LR1 and 10 VDC and 9
ALR and closing 11 a set of contacts passing through a set of
contacts 12 and activating 13 down contactor 9 ALR switches
contacts 18, 19, 20 20 opens interrupting power to the auto level
motor extend 19 opens interrupting power to the auto level retract
18 closes letting power from 6 energize the auto level motor to
retract after 4 TDR has timed out contacts 11, 18, 19, 20 change
back to their original state 10 VDC opens 17 contact 7 LR1 is
energized closing contacts 14 energizing a red strobe light and
advances a counter 7 LR1 stays latched until 22 or 23 reset buttons
are depressed closing the contacts energizing LR2 opening 14
contact and 21 contact this operation puts all circuits back to
their normal state if the sensing pad is depressed for more than 5
seconds 5 TDR2 is able to time out and 24 contact is closed
energizing an amber light indicating a fault in the system or
something is setting on the sensing pad. When 23 power on reset is
closed the LR unlatch opens causing the Issacs transmitter to send
a message to the remote 12 volt buzzer 27 silencing the buzzer.
DETAILED DESCRIPTION
Preferred Embodiment
[0016] Electro-mechanical motion sensing: The preferred embodiment
uses a 22''.times.36''.times.2'' vinyl enclosed open cell foam
insert with two aluminum foil sheets separated by a piece of
perforated foam. When the sensing device is compressed 1/2'', the
foil sheets touch each other completing an electrical circuit.
Refer to FIG. 1 for a cross-sectional view of the sensing device.
Another method is a limit switch that lies on its side. A flexible
rod or arm extends beyond the switch staying parallel with the
switch. When the flexible rod or arm is deflected, a set of
contacts in the switch close completing an electrical circuit. One
more method is a laser beam. While activated, anything interrupting
the beam will cause a set of contacts to close completing an
electrical circuit.
[0017] Positive stops: This device will stop after performing one
cycle (determined by bridge type). Existing bridge limits are not
affected. If the bridge down limits (solid state or mechanical) are
activated, this device will not override the vertical limits.
[0018] Automatic reset: After actuation of the sensing device, the
floor lowers away from the door. The auto level arm (if in the auto
level selection) will retract automatically and extend
automatically, resting against the aircraft fuselage. If the
sensing device is activated for a duration longer than 6 seconds, a
second relay is activated, automatically putting the unit into a
fault mode. This fault will activate a visual warning device, to
advise gate agents that there is a problem Once the fault is
removed, the system is automatically placed into a ready mode.
[0019] Redundant warning system: When this system is actuated a
buzzer sounds for approximately 4 seconds, a strobe light
illuminates until the system has been manually reset, and a second
buzzer at the rotunda sounds until the system has been manually
reset.
[0020] Operator training: After each installation a training
session will be held for all gate agents and operator personnel.
This will acquaint the operators with unique situations answering
any procedural questions, the "what ifs" and the "how tos".
[0021] Placement of sensing device: The sensing pad or sensing
device needs to be positioned so that the door or object being
protected is directly above it. This is why a pad is used in this
application. It covers a large area sensing the door at any angle
from 90 degrees to 180 degrees without being repositioned for every
flight.
[0022] Method of attachment: The sensing device may be attached to
the PLB floor by various ways. One method is Velcro.RTM. hook and
loop fastened to the sensing edge and to the floor. This would make
it any easy removal for replacement or aircraft maintenance.
Attachment around the perimeter of the sensor via screws is not
recommended for fear of damage to a heating element in the floor if
equipped. The method currently used is to screw down the 1'' flap
that forms the perimeter of the sensing device to a steel member
that spans the width of the cab entry.
[0023] Not aircraft specific: This device will adapt to any
aircraft, any door opening. Boeing 707, 720, 727, 737, 747, 757,
777, 717, DC 9, MD 80, MD 90 series, Airbus 318, 319, 320, 340,
CRJ, ERU, IL series, and TU series.
[0024] Not bridge specific: This device can be fitted to any
loading bridge style or make, as long as there is a hard surface
under the sensing device. This device can be installed on any
loading bridge either presently manufactured or designs that are no
longer manufactured, including designs of fixed, apron, radial,
elevated, electric over hydraulic, electric over mechanical.
[0025] Operation not dependent on selector switch mode: All PLBs
have some type of selector switch to give the operator a choice of
functions for bridge operation. Most have auto level, off, and
operate. This device will function properly in any of these modes.
The auto level circuit is intended to keep the floor or the
passenger loading bridge and the aircraft passenger door threshold
at the same relative position to each other during loading and
unloading or fueling. The off circuit shuts down all motion
circuits: Vertical drive, Horizontal drive, Canopy in and out, Cab
rotate, Auto level, ACF floor.
[0026] No alterations are necessary to existing apparatus: The
installation of this device does not make it necessary to revise
any structural members or eliminate any fire barriers.
[0027] Does not interfere with existing operation: This device is
independent of the existing PLB or apparatus and its electrical
circuitry. If his unit becomes defective in any way, the PLB or
apparatus will function normally.
[0028] Function is independent of floor slope: This device will
work whether the slope of the bridge or floor is negative or
positive off the horizontal place.
Operation
[0029] The door detector is a device, which keeps the aircraft door
from making contact with the floor of a Passenger Loading Bridge
(PLB). This device is not something that has to be placed under the
door of each individual flight or plugged in. The door detector is
hardwired to the controls of the loading bridge. If the door
compresses the sensing surface to within 1.25'' of the existing
floor, a series of events will take place. The bridge vertical
drive will be activated in the down direction for 4 seconds moving
the floor away from the door. At the same time an audible warning
signal or buzzer sounds for 4 seconds. A strobe will illuminate and
an audible signal or buzzer sounds at the terminal. These two
devices will stay on until a gate agent cancels them by pushing the
"power on" button at the control console on the PLB. If the
selector switch at the control console is in the auto level mode
while the bridge is lowering itself, the auto level wheel and arm
will retract and reset against the aircraft. If the selector switch
is on the "off mode", the bridge will lower, the buzzers will
sound, and the strobe will illuminate until the gate agent cancels
them by pushing the "power on" button. At that time, the gate agent
should set the auto level. If the selector switch is in the
"operate mode", all the functions just described will occur. If for
any reason the door detector goes into a fault situation, there are
indicator lights to alert the gate agent so that a technician can
be contacted for immediate repair. This device is Electrical
Testing Laboratory (ETL) listed. The cost of repairing or replacing
a L1 door, fight delays, safety, security, and the cost and
emotional considerations of off-loading passengers and making
arrangements for other fights will be a thing of the past.
* * * * *