Automated passenger loading bridge

Details Automated passenger loading bridge Automated passenger loading bridge

2001-12-26

2004-04-20

Wu, Daniel J. (Department: 2632)

Communications: electrical

Condition responsive indicating system

Specific condition

C340S958000, C014S069500, C014S071500, C700S013000, C700S071000

Reexamination Certificate

active

06724314

ABSTRACT:

FILED OF THE INVENTION
The present invention relates generally to passenger loading bridges and more particularly to automated passenger loading bridges for servicing an aircraft absent the intervention of a bridge-operator.
BACKGROUND OF THE INVENTION
In order to make aircraft passengers comfortable, and in order to transport them between the airport terminal and the aircraft in such a way that they are protected from weather and other environmental influences, passenger loading bridges are used which can be telescopically extended and the height of which is adjustable. For instance, an apron drive bridge in present day use comprises a plurality of adjustable modules, including: a rotunda, a telescopic tunnel, a bubble section, a cab, and elevating columns with wheel carriage. Manual, semi-automated and fully-automated bridge alignment systems are known in the prior art for adjusting the position of the passenger loading bridge relative to an aircraft, for instance to compensate for different sized aircraft and to compensate for imprecise parking of an aircraft at an airport terminal, etc. Of course, other types of bridges are known in the art, such as for example nose loaders and pedestal bridges.
Often, manual bridge alignment systems are preferred by the airlines because a trained bridge-operator is present and is able to observe directly the movements of the bridge relative to the aircraft. Typically, the bridge-operator uses a control panel located within the cab section to adjust the bridge each time a flight arrives. Accordingly, the probability that the bridge will collide with an aircraft during an alignment operation is relatively small. It is in the airlines' best interest that such collisions are avoided, as the bridge is massive and may be moving rapidly, and accordingly even a relatively minor collision involving an aircraft and a passenger loading bridge can cause extensive damage to the aircraft. Of course, there is also a danger that such a collision will result in a fuel leak, thereby increasing the possibility of a fire or explosion near the terminal building. Furthermore, as an airline is unlikely to have an extra aircraft waiting and ready to fly, passengers are inconvenienced unnecessarily by having their flight cancelled.
Of secondary concern to the airlines is ensuring that the passenger bridge is aligned with the aircraft as rapidly as possible, thereby minimizing the time to complete passenger deplaning, cleaning, restocking etc. As such, semi-automated bridge alignment systems are known in the prior art, which systems allow the bridge to be moved rapidly to a preset position under the control of a computer. For example, some passenger bridges are equipped with controls which automatically cause the height adjustment mechanism to move the cab to a predetermined height. One type of automatic control for a vertical height adjustment mechanism includes an electric control which has a console equipped with a number of push button type switches, each of which is labeled with the name of a different type of aircraft. Actuating a switch causes the mechanism to move the bridge column to a preset location so that the cab is properly aligned with the door of the type of aircraft named on the switch label. Each switch in the console is connected to a mechanically actuated switch located adjacent the bridge column. When a switch is actuated, the bridge is moved until a cam mounted on the bridge column trips the mechanical switch, which interrupts power to the motor. The cam is positioned to trip the switch when the bridge reaches the preset position. Unfortunately, the bridge-operator must be present to press the switch for enabling the automated height adjustment. As such, the bridge-operator must arrive at the passenger bridge in advance of the aircraft, which wastes the time of the operator, or alternatively the bridge-operator initiates the height adjustment after the aircraft has arrived at the bridge, which inconveniences the passengers aboard the aircraft.
Schoenberger et al. in U.S. Pat. No. 5,226,204 describes an automatic loading bridge that uses video cameras in the control of the bridge. The system maneuvers an end of the bridge to a position close to the door, whereupon an operator controls the bridge during the last part of its movement by looking at images recorded by the video cameras. Suggestions are made in the patent specification that the system could be arranged to operate fully automatically using image-processing of the recorded images to calculate the distance between the bridge and the aircraft. However, image-processing is time-consuming, thus making the movement based thereon slow.
WO 96/08411, filed Sep. 14, 1995 in the name of Anderberg, describes a device for controlling the movement of a passenger bridge. When an aircraft has landed, a central computer, such as for instance a central computer located within a terminal building, transmits information on the type of aircraft to a local computer of the passenger bridge at an assigned gate. The local computer accesses a database and retrieves information on the positions of the doors for the type of aircraft that has landed, as well as information on the expected stop position for the type of aircraft at the assigned gate. The retrieved information allows the local computer to determine an absolute position of the door with which the bridge is to be aligned. Accordingly, the passenger bridge is moved under computer control to a position close to the determined position of the door, for example within 2-10 meters. The system includes sensors for providing real-time positional data for a cab end of the bridge to the local computer. The system further includes an electromagnetic distance meter for detecting the close approach of the passenger bridge to the aircraft and for reducing the speed of the passenger bridge in dependence thereon. Optionally, the bridge is preset to this position before the aircraft has stopped moving.
WO 01/34467, filed Nov. 8, 2000 also in the name of Anderberg, teaches that the above system is reliable only for movement to a position close to the aircraft. Thus, the bridge has to be operated manually during the remaining 2-10 meters of its movement. The WO 01/34467 reference also teaches an improvement to the above system, in which electromagnetic sensors are disposed along the distal end of the passenger loading bridge for transmitting a set of electromagnetic pulses in different directions and for detecting electromagnetic pulses after reflection on a craft. Based on the elapsed time between transmitting and detecting the electromagnetic pulses in different directions, a profile of distance as a function of direction is obtained. From the measured distance versus direction profile and the information stored in the computer, it is then possible to maneuver the bridge to the door of the craft.
Often, the tendency of an airline and/or an airport authority is to resist the implementation of a fully-automated passenger bridge alignment system because such systems lack a human operator's ability to anticipate a future problem with an alignment operation and to take preemptive action in order to avoid a collision. Furthermore, a first airline may be willing to tolerate a relatively higher probability of collision than a second airline, in order to utilize fully-automated bridge alignment more often, and thereby minimize turnaround time for their airplanes. As such, a fully-automated passenger bridge alignment system preferably includes a safety system for assessing a level of risk associated with a next bridge movement, and for comparing the level of risk to a predetermined threshold value. Most preferably, the predetermined threshold value is set to one of a default value, an airline specified threshold value and a threshold value that is imposed by local government and/or airport authorities.
It is a disadvantage of the system disclosed by Anderberg in WO 01/34467 that a movement of the passenger bridge is controlled in dependence upon sensed data, which

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