U.S. patent application number 13/356351 was filed with the patent office on 2012-08-02 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 | 20120194359 13/356351 |
Document ID | / |
Family ID | 72826641 |
Filed Date | 2012-08-02 |
United States Patent
Application |
20120194359 |
Kind Code |
A1 |
Nelson; Barry Michael ; et
al. |
August 2, 2012 |
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) |
Assignee: |
Airport Mechanical Services,
Inc.
Enumclaw
WA
|
Family ID: |
72826641 |
Appl. No.: |
13/356351 |
Filed: |
January 23, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13113951 |
May 23, 2011 |
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13356351 |
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12139251 |
Jun 13, 2008 |
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13113951 |
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10834465 |
Apr 29, 2004 |
7564367 |
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12139251 |
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Current U.S.
Class: |
340/945 ;
73/862.381 |
Current CPC
Class: |
A61B 18/1492 20130101;
A61B 2018/00494 20130101; A61B 2018/00011 20130101; A61B 2018/00291
20130101; B64F 1/305 20130101; B64F 1/00 20130101; G08B 21/182
20130101; A61B 2018/1467 20130101; A61B 2018/00065 20130101 |
Class at
Publication: |
340/945 ;
73/862.381 |
International
Class: |
G08B 21/00 20060101
G08B021/00; G01L 5/00 20060101 G01L005/00 |
Claims
1. A device to detect the proximity of the hard surface of the
Passenger Loading Bridge (PLB) Floor to the aircraft door, at the
doorway through which passengers enter and egress the aircraft, or
any object by contacting and being energized by a compressive force
being applied to a switching pad wired to a control panel.
2. A means as in claim 1, which will stop the upward movement of
the PLB prior to the PLB floor coming in contact with the aircraft
door, retracting the Auto Level Arm away from the fuselage and
initiate the PLB vertical down drive for three inches.
3. A means as in claims 1 and 2 which will actuate audible and
visual alarms at both the Gate Attendant's station (terminal) and
on the PLB to alert the Gate Attendants of a malfunction of the
auto level system, continuing until alarms are manually stopped by
depressing or otherwise engaging the Power on or reset button by
the attendants and subsequent remediation of the malfunction, and
the auto level arm is reset to its normal place against the
fuselage, returning the PLB auto level to service.
4. A means, where the control side of the vertical drive up control
is energized, either by accident or not, causing the Door Detector
Pad to make contact with the door, the vertical up motion will stop
and cause the following sequence of events to be initiated: the
Door Detector/Warning Device is set into motion, the auto level arm
of claims 2 and 3 is retracted from the fuselage and the alarms of
claim 3, including a red strobe, are energized and continue until
the power on button is depressed, resetting the system and this
device is self-monitoring if the sensing pad is damaged or the pad
is compressed by any means and for a time period of more than 5
seconds, an amber light illuminates indicating the device is
faulted or inactive but this will not interrupt or affect the
operation of the PLB.
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 property or is
disengaged, there is nothing to keep the door from being damaged by
contacting the PLB floor. If the PLB is turned off with the of
button, all functions 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
OBJECTS AND ADVANTAGES
[0008] 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 24/7. 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/WARNING 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
Electro-mechanical Motion Sensing:
[0016] 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.
Positive Stops:
[0017] 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.
Automatic Reset:
[0018] 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.
Redundant Warning System:
[0019] 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.
Operator Training:
[0020] 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".
Placement of Sensing Device:
[0021] 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.
Method of Attachment:
[0022] 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.
Not Aircraft Specific:
[0023] 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, ERJ, IL series, and TU
series.
Not Bridge Specific:
[0024] 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.
Operation Not Dependent on Selector Switch Mode:
[0025] All PLBs have some type of selector switch to give the
operator a choice of functions for bridge operation. Most have auto
level, and operate. This device will function properly in any of
these modes. The auto lever 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.
No Alterations are Necessary to Existing Apparatus:
[0026] The installation of this device does not make it necessary
to revise any structural members or eliminate any fire
barriers.
Does Not Interfere With Existing Operation:
[0027] This device is independent of the existing PLB or apparatus
and its electrical circuitry. If this unit becomes defective in any
way, the PLB or apparatus will function normally.
Function is Independent of Floor Slope:
[0028] 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, flight delays, safety, security, and the cost and
emotional considerations of off-loading passengers and making
arrangements for other flights will be a thing of the past.
* * * * *