CA1107013A - Passenger loading bridge - Google Patents
Passenger loading bridgeInfo
- Publication number
- CA1107013A CA1107013A CA314,237A CA314237A CA1107013A CA 1107013 A CA1107013 A CA 1107013A CA 314237 A CA314237 A CA 314237A CA 1107013 A CA1107013 A CA 1107013A
- Authority
- CA
- Canada
- Prior art keywords
- tunnel
- cab
- passenger loading
- support
- loading bridge
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F1/00—Ground or aircraft-carrier-deck installations
- B64F1/30—Ground or aircraft-carrier-deck installations for embarking or disembarking passengers
- B64F1/305—Bridges extending between terminal building and aircraft, e.g. telescopic, vertically adjustable
- B64F1/3055—Bridges extending between terminal building and aircraft, e.g. telescopic, vertically adjustable with hinged head interface between aircraft and passenger bridge
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Bridges Or Land Bridges (AREA)
- Ladders (AREA)
Abstract
PASSENGER LOADING BRIDGE
ABSTRACT OF THE DISCLOSURE: A passenger loading bridge in-cludes a ground level rotunda, a tunnel support vertically pivoted thereto, an elevated tunnel horizontally pivoted to the support, a drive assembly horizontally pivoted to the tunnel outer end and rigidly mounting a detachable aircraft engaging cab. Stairs axe located in the tunnel support. The drive assembly swings and elevates the tunnel, while a parallelogram linkage assures that the cab is level at all elevations. The cab is offset 45° to the tunnel axis and has extension and rotation capabilities.
The tunnel features a load bearing floor support and walls and a roof of curtain wall construction.
ABSTRACT OF THE DISCLOSURE: A passenger loading bridge in-cludes a ground level rotunda, a tunnel support vertically pivoted thereto, an elevated tunnel horizontally pivoted to the support, a drive assembly horizontally pivoted to the tunnel outer end and rigidly mounting a detachable aircraft engaging cab. Stairs axe located in the tunnel support. The drive assembly swings and elevates the tunnel, while a parallelogram linkage assures that the cab is level at all elevations. The cab is offset 45° to the tunnel axis and has extension and rotation capabilities.
The tunnel features a load bearing floor support and walls and a roof of curtain wall construction.
Description
\
7~
PA~:SENGER LOADING BRIDGE
~ACKGROUND OF THE INVENTION
This invention relates generally to passenger loading bridges and, in particular, to a swinging-type passenger loading bridge for use at ground level airport terminals.
Passenger loading bridges have gained world-wide acceptance for the safety and convenience they afford passengers. Most major air terminals are provided with passenger loading bridges which extend ~rom the second level of the terminal to a parked aircraft. Frequently, these bridge~ are relatively immobile since aircraft can park close to the terminal and be moved away by tugs or tractors.
Smaller air terminals generally are only ground level strùctures at which aircraft park a fixed distance from the terminal building. There frequently are no tugs available. This fixed distance is required to enable the aircraft to "power out" or move away from the building under its own power without damaging the building with jet blast. This distance is greatest with a Boeing 727-200 aircraft, which is the largest aircraft normally serving ~hese smaller terminals. Passengers walk in the open out to the aircraft and up an open staircase into the air-plane. It is not desirable to subject passengers to in-clement weather or to potentially dangerous ramp conditions.
It is therefore desirable to provide a passenger loading bridge for use at these smaller air terminals to enhance ~he safety and comfort of passengers.
A prior art swinging-type of ground level loading ` - 2 - ~
7~
bridge is shown in U.S. Patent No. 3,110,048 - Bolton, which illustrates a bridge having a rotunda, tunnel, stairs to aircraft level, and a second tunnel which extends to the aircraft. The juncture of the stairs and the tunnel is provided ~lith an arcuate track with cooperating wheels to support the load of the brid~e. The wheels are provided with means to elevate the entire tunnel and stairs to accommodate different aircraft. This bridge design has never been commercialized, nor has any other ground level bridge, to our knowled~e.
The present invention provides a passen~er loading b~id~e for ~round level use at s~aller airport terminals.
According to the present invention there is ; provided a rotunda connected to the building substantially at ground level with a tunnel support vertically pivotally connected at its inner end to the rotunda. A tunnel is provided which has first horizontal pivot means connecting its inner end to the tunnel support outer member and an aircraft enga~ing cab assembly including a cab and a cab support connected to the outer end of the tunnel. A
drive assembly is provided which has a second horizontal pivot means mounting the outer end of the tunnel and includes ~round engaging means and elevating means for elevating the tunnel and cab assembly. A staircase is located in the tunnel support and a first horizontal pivot means connects the tunnel to the tunnel support located at the top of the staircase.
In a specific embodiment of the invention the cab support rigidly mounts the cab assembly to the drive assembly and leveling means is mounted on the drive assembly to maintain the cab assem~ly substantially parallel to the ground a't all cab elevations.
~, ..
~ 3 -~g37~3 In a specific embodiment of the invention, the drive assembly is connec-ted to the tunnel support by a parallelogram linkage including an upper beam and the floor support to assure constant verticality of the drive columns in all elevations. This assures ~hat the cab will always be parallel with the ground. All of the normal Clive and dead) load stresses for the bridge are borne by the tunnel ~loor support, thereby eliminating the need for load bearing walls and roof utilized in prior art passenger loading bridges. The walls and roof are of light-weight non-structural, curtain wall construction which need bear only normal roof (ice, snow) and wind load stresses~
Other objects and features of this invention will become apparent on reference to the accompanying drawings.
DESCRIPTION OF THE DRAWINGS
_. _ Fig. 1 is a plan view of the swing-type passenger loading bridge of the present invention;
Fig. 2 is a side view of the passenger loading bridge of Fig. l;
Fig. 3 is a perspective view of the structural framework of the bridge, with the cab framework omitted;
Fig. 3A is a side view of the framework of Fig.
3 with the tunnel framework detached, illustrating the modular sections;
Fig. 4 is an enlarged plan view of the rotunda interface with the tunnel support, illustrating the location of the rollers which transmit the vertical and horizontal loads from the tunnel support to the rotunda anchor ring;
Fig. 5 is an enlarged fragmentary cross-sectional view taken along the line 5-5 of Fig. 4, illustrating the vertical rollers.
' ws/~
- Fig, 6 is an enlarged fragmentary cross-sectional view taken along the line 6-6 of FigD 4, illustrating the horizontal support rollers;
Fig. 7 is an enlarged perspective view of the framework of the rotunda and stair tunnel support;
Fig. 8 is an enlarged cross-sectional view taken along the line 8-8 of Fig. 2, showing the tunnel construction;
Fig. 9 is an enlarged fragmentary perspective ` ~? -5-Ws/ ~
view of a tunnel wall;
Fig. 10 i~ an enlarged cross-sectional view taken along the line 10 10 of Fig. 8;
Fig. 11 is an enlarged plan view of the rotunda roof, partially broken away to show construction details;
Fig. 12 is a fragmentary enlarged cross-sectional view taken generally along ~he line 12-12 of Fig. 11, illustrating the track guide and seal arrangement î
Fig. 13 is an enlarged perspective view of the drive column, illus~rating the quick disconnect cab-mounting means;
Fig. 14 is an enlarged schematic view of the wheel drive arrangement shown in Fig. 13;
Fig. 15 is a perspective view of one of the support columns;
Fig. 16 is a side view of the support column shown in Fig. lS;
Fig. 17 is an enlarged cross-sectional view taken generally along the line 17-17 of Fig, 16, illustrating the guide pad arrangement for the telescoping columns;
Fig. 18 is an enlarged plan view of ~he cab support framework;
Fig, 19 is an enlarged partial side view of the cab support framework shown in Fig. 18;
7~
PA~:SENGER LOADING BRIDGE
~ACKGROUND OF THE INVENTION
This invention relates generally to passenger loading bridges and, in particular, to a swinging-type passenger loading bridge for use at ground level airport terminals.
Passenger loading bridges have gained world-wide acceptance for the safety and convenience they afford passengers. Most major air terminals are provided with passenger loading bridges which extend ~rom the second level of the terminal to a parked aircraft. Frequently, these bridge~ are relatively immobile since aircraft can park close to the terminal and be moved away by tugs or tractors.
Smaller air terminals generally are only ground level strùctures at which aircraft park a fixed distance from the terminal building. There frequently are no tugs available. This fixed distance is required to enable the aircraft to "power out" or move away from the building under its own power without damaging the building with jet blast. This distance is greatest with a Boeing 727-200 aircraft, which is the largest aircraft normally serving ~hese smaller terminals. Passengers walk in the open out to the aircraft and up an open staircase into the air-plane. It is not desirable to subject passengers to in-clement weather or to potentially dangerous ramp conditions.
It is therefore desirable to provide a passenger loading bridge for use at these smaller air terminals to enhance ~he safety and comfort of passengers.
A prior art swinging-type of ground level loading ` - 2 - ~
7~
bridge is shown in U.S. Patent No. 3,110,048 - Bolton, which illustrates a bridge having a rotunda, tunnel, stairs to aircraft level, and a second tunnel which extends to the aircraft. The juncture of the stairs and the tunnel is provided ~lith an arcuate track with cooperating wheels to support the load of the brid~e. The wheels are provided with means to elevate the entire tunnel and stairs to accommodate different aircraft. This bridge design has never been commercialized, nor has any other ground level bridge, to our knowled~e.
The present invention provides a passen~er loading b~id~e for ~round level use at s~aller airport terminals.
According to the present invention there is ; provided a rotunda connected to the building substantially at ground level with a tunnel support vertically pivotally connected at its inner end to the rotunda. A tunnel is provided which has first horizontal pivot means connecting its inner end to the tunnel support outer member and an aircraft enga~ing cab assembly including a cab and a cab support connected to the outer end of the tunnel. A
drive assembly is provided which has a second horizontal pivot means mounting the outer end of the tunnel and includes ~round engaging means and elevating means for elevating the tunnel and cab assembly. A staircase is located in the tunnel support and a first horizontal pivot means connects the tunnel to the tunnel support located at the top of the staircase.
In a specific embodiment of the invention the cab support rigidly mounts the cab assembly to the drive assembly and leveling means is mounted on the drive assembly to maintain the cab assem~ly substantially parallel to the ground a't all cab elevations.
~, ..
~ 3 -~g37~3 In a specific embodiment of the invention, the drive assembly is connec-ted to the tunnel support by a parallelogram linkage including an upper beam and the floor support to assure constant verticality of the drive columns in all elevations. This assures ~hat the cab will always be parallel with the ground. All of the normal Clive and dead) load stresses for the bridge are borne by the tunnel ~loor support, thereby eliminating the need for load bearing walls and roof utilized in prior art passenger loading bridges. The walls and roof are of light-weight non-structural, curtain wall construction which need bear only normal roof (ice, snow) and wind load stresses~
Other objects and features of this invention will become apparent on reference to the accompanying drawings.
DESCRIPTION OF THE DRAWINGS
_. _ Fig. 1 is a plan view of the swing-type passenger loading bridge of the present invention;
Fig. 2 is a side view of the passenger loading bridge of Fig. l;
Fig. 3 is a perspective view of the structural framework of the bridge, with the cab framework omitted;
Fig. 3A is a side view of the framework of Fig.
3 with the tunnel framework detached, illustrating the modular sections;
Fig. 4 is an enlarged plan view of the rotunda interface with the tunnel support, illustrating the location of the rollers which transmit the vertical and horizontal loads from the tunnel support to the rotunda anchor ring;
Fig. 5 is an enlarged fragmentary cross-sectional view taken along the line 5-5 of Fig. 4, illustrating the vertical rollers.
' ws/~
- Fig, 6 is an enlarged fragmentary cross-sectional view taken along the line 6-6 of FigD 4, illustrating the horizontal support rollers;
Fig. 7 is an enlarged perspective view of the framework of the rotunda and stair tunnel support;
Fig. 8 is an enlarged cross-sectional view taken along the line 8-8 of Fig. 2, showing the tunnel construction;
Fig. 9 is an enlarged fragmentary perspective ` ~? -5-Ws/ ~
view of a tunnel wall;
Fig. 10 i~ an enlarged cross-sectional view taken along the line 10 10 of Fig. 8;
Fig. 11 is an enlarged plan view of the rotunda roof, partially broken away to show construction details;
Fig. 12 is a fragmentary enlarged cross-sectional view taken generally along ~he line 12-12 of Fig. 11, illustrating the track guide and seal arrangement î
Fig. 13 is an enlarged perspective view of the drive column, illus~rating the quick disconnect cab-mounting means;
Fig. 14 is an enlarged schematic view of the wheel drive arrangement shown in Fig. 13;
Fig. 15 is a perspective view of one of the support columns;
Fig. 16 is a side view of the support column shown in Fig. lS;
Fig. 17 is an enlarged cross-sectional view taken generally along the line 17-17 of Fig, 16, illustrating the guide pad arrangement for the telescoping columns;
Fig. 18 is an enlarged plan view of ~he cab support framework;
Fig, 19 is an enlarged partial side view of the cab support framework shown in Fig. 18;
2~ Fig. 20 is a plan view of the drive assembly;
Fig. 21 is a detail view of a portion of the drive assembly denoted by 21-21 of Fig. 20;
Fig. 22 is a fragmentary view of the pivotal connection of the tunnel support to the rotunda; and Fig_ 23 is a detail view of a portion of the cab support framework denoted by lines 23-23 of Fig. 19.
.
` , DETAILED DESCRIPTION OF THE INV~TION
: Referring now to Figs. 1 and 2, a passenger loading bridge 10 includes a rotunda section 11, a tunnel support 12, a ramp or tunnel section 13, and a cab assembly section 14. The rotunda 11 is located in engagement with aA opening (not shown) o~ an airport terminal building 15~
The rotunda 11 includes a frameworth 16 and an enclosure 17.
The enclosuxe 17 has a roof section 18, 100r section 19, and movable curtains 20 and 21. The r.ee end of the curtain is joined adjacent the tunnel support entrance at 24 and the curtains coil into and uncoil out of the barrels 22 and 23 as the bridge 10 is swung angularly about the rotunda 11.
From a structuxal standpoint, all o~ ~he horizontal and vertical load forces are transferred from ~he bridge through tunnPl support 12 to rotunda 11. As shown in Figs. 4, 5 and 6, rotund~ 11 is provided with a flanged base or anchor ring 30.. Ring 30 is anchored to a concrete ramp pad 29 by ears 31 and anchor bolts 32 spa.ced around the inner periphery.
~he structural framework for rotundall is best seen in Figs. 3, 3A and 7 and consists of a pair of. vertical columns 33 and 34 which support a header 35. Angled braces 36 and 37 provide lateral stability to the columns 33 and 2~ 34, respecti~ely, while angled braces 38 and 39 resist forces in. the direc~ion of the terminal, as will become more apparen~. A pair of braces 40 and 41 extend from the intersections of columns 33 and 34 and header 35 to a plate 46 which, as seen in Fig. 22, mounts a tongue 45 which receives a king pin 44.
The tunnel support framework is also shown in ~ ~ 7 ~ ~ 3 Figs. 3 and 3~, consisting of lower stair stringers 50 and 51 which mount uprigh~ columns 52 and 53 and 54 and 55.
The stringers 50 and 51 support a staircase 58, which en-ables passengers to walk from the ground level rotunda 11 to the elevated tunnel 13.
The upper ends of the columns 52 and 53 are joined by a roof ~tringer 56, with a stringer 57 joining the upper ends of the columns 54 and 55. A pair of trans-verse braces 60 and 61 join the upper and lower ends of the columns 52 and 55, with similar braces 6~ and 63 joining the upper and lower ends of ~he columns 53 and 54. Diagonal braces 64 and 65 rigidify the entire structure.
As best seen in Figs. 3-7, the Lower transverse brace 61 mounts thrust roller assemblies 70, 71, 72 and 73. The roller assemblies 70 and 73 transfer bridge vertical load forces from the tunnel support to lower flange 77 of ring 30 and roller assemblies 71 and 72 trans-fer horizontal load forces to upstanding flange 78 of ring 30.
As shown in Figs. 4 and 5, roller assembly 73 is mounted on a roller bracket assembly 66 that is mounted by brackets 74 and 67 which are mounted on brace 61. Bracket 74 supports a pair o~ rollers 75 and 76/ which bear against and roll on flange 77. Roller assembly 70 is of like design.
Flange 78 absorbs the horizontal forces applied by ~he roller assemblies. As shown in Fig. 6, a channel-shaped member 80 is welded to the backside of flange 78.
The upper part of the channel 80 supports a plywood deck 83 which m~y be covered with a suitable floor covering~ such as carpe~ or the like. Roller assembly 71 comprises : 30 rollers 81 and 82 which are mounted on a roller bracket assembly 84, which is mounted through mounting bracket 85 `
~ - 8 -~ :`
" ' ' ' :
to brace 61. The roller assembly 72 is of like designL
As seen in Figs. 1 and 2, the tunnel support framework and staircase are covered by a suitable material, such as reinforced plastic. The roof has a plurality of deflectors 7, 8 and 9 to direct rain water to the sides.
Referring now to Figs. 3 and 3A, the framework of tunnel 13 is constructed in a ~enerally parallelogram shape, with the corners of the parallelogram provided at pivots 90, 91, 92 and 93. The inner link of the parallelo-gram is ormed by the vertical braces 94 and 95 and trans-verse braces 96 and 97. Brace 96 supports brackets 98 which pivotally engage the inner end of a beam 100 via a pivot pin 90. Beam 100 forms the upper parallelogram link.
The outer parallelogram link is a similar rectangular frame composed of the vertical members 101 and 102, joined at the t~p by transverse member 103 and at the bottom by member 104. The transverse member 103 mounts a pair of brackets 105, which are joined by pivot pin 91 to the outer end of beam 100. As seen in Fi~. 2, beam 100 has an upward camber - 2~ so that compression will de1ect the beam upwardly rather than downwardly against the ramp enclosure.
The lower parallelogram link i5 the tunnel floor support formed by three identical open web trusses or beams 110, 111 and 112 which are welded at their inner ends to a transverse brace 106 that is pivoted to tunnel support transverse bracket97 by aligned pivot pins. A similar arrangement is provided on the outer ends of the trusses 110, 111 and 112 which are welded to a brace 108 that is pivoted to the outer frame by aligned pivot pins 92.
While open web trusses are illustrated, it is ob-~ious that any suitable type of load bearing member is g _ .
equally acceptable, the open web beams being chosen for their good strength-to-weight ratio. If operating con-ditions are such that beam 100 is never in compression, but always in tension, it could be replaced by a cable or S othex flaxible member~ It is also contemplated that the parallelogram link represented by beam 100 could be spaced below trusses 110, 111, 112 just as long as a parallelogram linkage is utilized.
A drive assembly 120, shown in Fig. 13 r is pro-1~ vided for swinging and elevating the outer end of tunnel 13. Drive assembly 120 includes telescoping column assemblies 122 and 123 which are identical in construction.
The telescoping assemblies 122 and 123 each have the lower ends bolted to a bogey assembly 124, which includes a main frame 125 having wheel mounts at each end for mounting wheels 126 and 127.
As obsexved in Figs. 1, 2 and 3A, wheels 126 and 127 are angled relative to the axis of the main frame 125 so that the wheel axes intersect king pin 44 to keep the wheels tangent to the swing arc of the bridge. Wheels 126 and 127 are located well outboard of column assemblies 122 and 123 to provide a wide base to minimize torsional forces transmitted to the tunnel resulting from movement of the bridge, windloads, jet blast or the like. This is important with respect to the present bridge since the structura~
framework is designed mainly or horizontal and vertical load forces, with little or no resistance to torsional forces in tunnel 13. Obviously, torsional forces at the inner end of the tunnel can be absorbed in the tunnel 0 support. Any torsional orces at the outer end of the tunnel are absorbed by drive assembly 120 through the : -- 10 --telescoping column assemblies 12~ and 123.
Welded to opposite ends of the main hogey fra~e 125 is a bracket 130, which supports a hydraulic pump 131 and reservolr 132. Hydraulic line~ (not shown) connect pump 131 to a drive motor 133 which is supported on main frame 125 outwardiy o~ column assembly 122. Hydraulic drive motor 133 drives drive wheel 126 ~hrough a chain 137, an idler - reducer 134, and a sprocket 136, shown schematically in Fig.
14. While a hydraulic motor and pump arrangemen~ is shown, 1~ it is obvious that other forms of drive motors ~ay be utilized.
It should be noted that the suppor~ frame for the pump and dri~e motor is located on the inner side of the bridge and substantially below the lower extremity to which the bridge may be lowered. This eliminates any possibility of damage to the drive through accidental con~act with ramp vehicles. In the past, the dri~e units o~bridges have become damaged where the drive unit is suspended beneath the bridge. Through the present arrangement, the drive unit is at all times protected.
The dri~e column assembly 120 also includes an elevating hydraulic, or other type, ram 140 ha~ing its upper cylinder end connec~ed to a transverse beam 141 and its lower end mounted on bea~ 125. The ram 140 i5 supplied by pump 131 and controlled by conventional controls (not shown) to raise and lower the tunnel outer end.
Referring now to Figs. 21 and 15-17, the tele-scoping column assemblies L22 and 1~3 are joined at their upper end by a transverse brace 152. As previously noted~
both assemblies 122 and 123 are identical. Assembly 123 includes the outer telescoping ~ox beam 143, which rPceives ` ~1~7~
an inner smaller telescoping box beam 150 having a mounting plate 151 at its lower end. As seen in Figs. 3 and 13, the mounting plate 151 is bolted to the frame 125 of the drive assembly 120, making field assembly quite convenient.
Identical upper and lower bearing pad assemblie~
160 and 161 are mounted on all four sides of outer beam 143p As shown in Fig. 17, bearing pad assemblies 160 include rectangular bearing pads 171, 172, 173 and 174 made of nylon, polypropylene or the like, which extend through rectangular openings 175, 176, 177 and 178 in beam 143 and engage the outer surfaces of beam 150. Cover plates 180, 181, 1~2 and 183 which mount the pads, are secured by bolts to beam 143.
As seen in Figs. 8, 15 and 16, the uppex end of the outer beams are closed by caps 188 with resilien blocks 190 and 191 disposed immediately beneath it. Blocks 190 - and 191 engage the upper end of the inner beams when the bridge is fully lowered to support the entire bridge load.
As shown in Figs. 13, 15 and 1~, each of the column assemblies 122 and 123 is provided with xespective pairs of mounting plates 200 and 201 and 202 and 203. The plates have U-shaped slots 205 and 206 in their outer ends.
~s shown in Figs. 13 and 21, alignme~t bolts 211 are provided at the base on a~ least two sides of each inner beam. Bolts 211 are adjusted into position and locked by lock nuts at the factory to assure ~hat the column assemblies are parallel and vertical.
Referring to Figs. 11 and 12, the roof of the rotunda is made of a weld-free construction. A plurallty of steel channels 220 are riveted to a center ring 221 and extend outwardly where they are connected through plywood panels 224 to an outer ring 222.
'` ' .
A peripheral plastic strip 223 is provided as a bearing for curtains 20 and 21 as they move around the rotunda. The framework of steel channels 220 is covered by plywood or other suitable co~ering 224. The outer covering 224 is covered with reinforced plastic 225 (Fig. 12), having a peripheral flange 226 which forms a weather seal. Sufi-cient clearance is provided so that cur~ains 20 and 21 can freely move in the space between the flange 226 and bearing strip 223. As can be observed in Figs. 1 and 2, ~he rotunda roof is mounted beneath the stxuct~al framswork and is covered with a shroud or hood 228~
As noted above, the ma~or load forces on the bridge are carried by tunnel support txusses 110, 111 and 112, with any tensile or compressive forces above the deck being absorbed by the beam 100. This structural arrange-ment permits the exterior walls of the ramp to be of a non-load bearing nature, as distinguished from the load bearing walls which are commonplace in present commercial forms of bridges.
2a With particulax reference to Fig. ~, it can be ob-served that the load bearing trusses 110, 111 and 112 carry a deckin~ 149 of plywood which may be coYered with decorative carpeting or any suitable floor ~overing~ The underside of the trusses 110, 111 and 112 is closed off by sheet metal plates 114 for appearance as well as to provide additional fire retardation at the lower extremity of the bridge. The void formed between the trusses 110, 111 and 112 can be used for electrical and other utility service out to the plane;
The tunnel walls are o segmented curtain wall construction and include outer panels 115 formed of a ~7~3 reinforced plastic or other light-weight material. Wall inner panels 117 extend from the lower edge of trusses 110 and 112 upward and join to a roof panel 116 of like material.
The tunnel walls are formed of a plurality of identical segments, as shown in Fig. 10, with ~lange~ 118 which attach to the lower ends of trusses 110 and 112 to pro-vide rigidity in the panel. Each segment has a recess which receives the overlapping or free end of the adjacent panel to form a smooth outer skin. Expansible blind fasteners 119 are used to join the plastic panels toyether at the overlap.
During assembly o the walls, an op~n mesh support, or a wire grid 145, is interposed intermediate the inner and outer wall panels. A second wire-grid 146 is attached to 1~ the outer side of the trusses 110 and 112 at the lower ex-tremity of the tunnel, where greater fire resistance is needed. The wire grid 145 extends along and is slightly spaced from the outer part of the trusses 110 and 112. The upper wire grid 145 overlaps the lower wire gxid 146.
~0 The lower half of the inner walls of the tunnel are formed o~ plywood 147, which is sufficiently flexible to conform to the shape o the flanges 118 and yet suffici-ently rigid to pro~ide good structural support. The upper half of the inner walls may be covered with molded, xigid, fire-xesistant plastics sold u~der the trademarks Lexan, Formica or the like. Openings are left in the upper panels to permit the injection of a~ in~ulating and fire ratardant `;~ foaming composition between the walls where it will foam and fill the space to insulate the bridge, as well as im proving its fire resistance. The foam 148 which is inject~d is preferably uxea-formaldehyde. The grid reinforced foam - 14 ~
~ 7~L3 ' becomes self-supporting in the absence of the inner or outer wall panels.
Referri~g now to Figs. 13, 18 ~nd 19, the cab assembly includas structural framework all located beneath
Fig. 21 is a detail view of a portion of the drive assembly denoted by 21-21 of Fig. 20;
Fig. 22 is a fragmentary view of the pivotal connection of the tunnel support to the rotunda; and Fig_ 23 is a detail view of a portion of the cab support framework denoted by lines 23-23 of Fig. 19.
.
` , DETAILED DESCRIPTION OF THE INV~TION
: Referring now to Figs. 1 and 2, a passenger loading bridge 10 includes a rotunda section 11, a tunnel support 12, a ramp or tunnel section 13, and a cab assembly section 14. The rotunda 11 is located in engagement with aA opening (not shown) o~ an airport terminal building 15~
The rotunda 11 includes a frameworth 16 and an enclosure 17.
The enclosuxe 17 has a roof section 18, 100r section 19, and movable curtains 20 and 21. The r.ee end of the curtain is joined adjacent the tunnel support entrance at 24 and the curtains coil into and uncoil out of the barrels 22 and 23 as the bridge 10 is swung angularly about the rotunda 11.
From a structuxal standpoint, all o~ ~he horizontal and vertical load forces are transferred from ~he bridge through tunnPl support 12 to rotunda 11. As shown in Figs. 4, 5 and 6, rotund~ 11 is provided with a flanged base or anchor ring 30.. Ring 30 is anchored to a concrete ramp pad 29 by ears 31 and anchor bolts 32 spa.ced around the inner periphery.
~he structural framework for rotundall is best seen in Figs. 3, 3A and 7 and consists of a pair of. vertical columns 33 and 34 which support a header 35. Angled braces 36 and 37 provide lateral stability to the columns 33 and 2~ 34, respecti~ely, while angled braces 38 and 39 resist forces in. the direc~ion of the terminal, as will become more apparen~. A pair of braces 40 and 41 extend from the intersections of columns 33 and 34 and header 35 to a plate 46 which, as seen in Fig. 22, mounts a tongue 45 which receives a king pin 44.
The tunnel support framework is also shown in ~ ~ 7 ~ ~ 3 Figs. 3 and 3~, consisting of lower stair stringers 50 and 51 which mount uprigh~ columns 52 and 53 and 54 and 55.
The stringers 50 and 51 support a staircase 58, which en-ables passengers to walk from the ground level rotunda 11 to the elevated tunnel 13.
The upper ends of the columns 52 and 53 are joined by a roof ~tringer 56, with a stringer 57 joining the upper ends of the columns 54 and 55. A pair of trans-verse braces 60 and 61 join the upper and lower ends of the columns 52 and 55, with similar braces 6~ and 63 joining the upper and lower ends of ~he columns 53 and 54. Diagonal braces 64 and 65 rigidify the entire structure.
As best seen in Figs. 3-7, the Lower transverse brace 61 mounts thrust roller assemblies 70, 71, 72 and 73. The roller assemblies 70 and 73 transfer bridge vertical load forces from the tunnel support to lower flange 77 of ring 30 and roller assemblies 71 and 72 trans-fer horizontal load forces to upstanding flange 78 of ring 30.
As shown in Figs. 4 and 5, roller assembly 73 is mounted on a roller bracket assembly 66 that is mounted by brackets 74 and 67 which are mounted on brace 61. Bracket 74 supports a pair o~ rollers 75 and 76/ which bear against and roll on flange 77. Roller assembly 70 is of like design.
Flange 78 absorbs the horizontal forces applied by ~he roller assemblies. As shown in Fig. 6, a channel-shaped member 80 is welded to the backside of flange 78.
The upper part of the channel 80 supports a plywood deck 83 which m~y be covered with a suitable floor covering~ such as carpe~ or the like. Roller assembly 71 comprises : 30 rollers 81 and 82 which are mounted on a roller bracket assembly 84, which is mounted through mounting bracket 85 `
~ - 8 -~ :`
" ' ' ' :
to brace 61. The roller assembly 72 is of like designL
As seen in Figs. 1 and 2, the tunnel support framework and staircase are covered by a suitable material, such as reinforced plastic. The roof has a plurality of deflectors 7, 8 and 9 to direct rain water to the sides.
Referring now to Figs. 3 and 3A, the framework of tunnel 13 is constructed in a ~enerally parallelogram shape, with the corners of the parallelogram provided at pivots 90, 91, 92 and 93. The inner link of the parallelo-gram is ormed by the vertical braces 94 and 95 and trans-verse braces 96 and 97. Brace 96 supports brackets 98 which pivotally engage the inner end of a beam 100 via a pivot pin 90. Beam 100 forms the upper parallelogram link.
The outer parallelogram link is a similar rectangular frame composed of the vertical members 101 and 102, joined at the t~p by transverse member 103 and at the bottom by member 104. The transverse member 103 mounts a pair of brackets 105, which are joined by pivot pin 91 to the outer end of beam 100. As seen in Fi~. 2, beam 100 has an upward camber - 2~ so that compression will de1ect the beam upwardly rather than downwardly against the ramp enclosure.
The lower parallelogram link i5 the tunnel floor support formed by three identical open web trusses or beams 110, 111 and 112 which are welded at their inner ends to a transverse brace 106 that is pivoted to tunnel support transverse bracket97 by aligned pivot pins. A similar arrangement is provided on the outer ends of the trusses 110, 111 and 112 which are welded to a brace 108 that is pivoted to the outer frame by aligned pivot pins 92.
While open web trusses are illustrated, it is ob-~ious that any suitable type of load bearing member is g _ .
equally acceptable, the open web beams being chosen for their good strength-to-weight ratio. If operating con-ditions are such that beam 100 is never in compression, but always in tension, it could be replaced by a cable or S othex flaxible member~ It is also contemplated that the parallelogram link represented by beam 100 could be spaced below trusses 110, 111, 112 just as long as a parallelogram linkage is utilized.
A drive assembly 120, shown in Fig. 13 r is pro-1~ vided for swinging and elevating the outer end of tunnel 13. Drive assembly 120 includes telescoping column assemblies 122 and 123 which are identical in construction.
The telescoping assemblies 122 and 123 each have the lower ends bolted to a bogey assembly 124, which includes a main frame 125 having wheel mounts at each end for mounting wheels 126 and 127.
As obsexved in Figs. 1, 2 and 3A, wheels 126 and 127 are angled relative to the axis of the main frame 125 so that the wheel axes intersect king pin 44 to keep the wheels tangent to the swing arc of the bridge. Wheels 126 and 127 are located well outboard of column assemblies 122 and 123 to provide a wide base to minimize torsional forces transmitted to the tunnel resulting from movement of the bridge, windloads, jet blast or the like. This is important with respect to the present bridge since the structura~
framework is designed mainly or horizontal and vertical load forces, with little or no resistance to torsional forces in tunnel 13. Obviously, torsional forces at the inner end of the tunnel can be absorbed in the tunnel 0 support. Any torsional orces at the outer end of the tunnel are absorbed by drive assembly 120 through the : -- 10 --telescoping column assemblies 12~ and 123.
Welded to opposite ends of the main hogey fra~e 125 is a bracket 130, which supports a hydraulic pump 131 and reservolr 132. Hydraulic line~ (not shown) connect pump 131 to a drive motor 133 which is supported on main frame 125 outwardiy o~ column assembly 122. Hydraulic drive motor 133 drives drive wheel 126 ~hrough a chain 137, an idler - reducer 134, and a sprocket 136, shown schematically in Fig.
14. While a hydraulic motor and pump arrangemen~ is shown, 1~ it is obvious that other forms of drive motors ~ay be utilized.
It should be noted that the suppor~ frame for the pump and dri~e motor is located on the inner side of the bridge and substantially below the lower extremity to which the bridge may be lowered. This eliminates any possibility of damage to the drive through accidental con~act with ramp vehicles. In the past, the dri~e units o~bridges have become damaged where the drive unit is suspended beneath the bridge. Through the present arrangement, the drive unit is at all times protected.
The dri~e column assembly 120 also includes an elevating hydraulic, or other type, ram 140 ha~ing its upper cylinder end connec~ed to a transverse beam 141 and its lower end mounted on bea~ 125. The ram 140 i5 supplied by pump 131 and controlled by conventional controls (not shown) to raise and lower the tunnel outer end.
Referring now to Figs. 21 and 15-17, the tele-scoping column assemblies L22 and 1~3 are joined at their upper end by a transverse brace 152. As previously noted~
both assemblies 122 and 123 are identical. Assembly 123 includes the outer telescoping ~ox beam 143, which rPceives ` ~1~7~
an inner smaller telescoping box beam 150 having a mounting plate 151 at its lower end. As seen in Figs. 3 and 13, the mounting plate 151 is bolted to the frame 125 of the drive assembly 120, making field assembly quite convenient.
Identical upper and lower bearing pad assemblie~
160 and 161 are mounted on all four sides of outer beam 143p As shown in Fig. 17, bearing pad assemblies 160 include rectangular bearing pads 171, 172, 173 and 174 made of nylon, polypropylene or the like, which extend through rectangular openings 175, 176, 177 and 178 in beam 143 and engage the outer surfaces of beam 150. Cover plates 180, 181, 1~2 and 183 which mount the pads, are secured by bolts to beam 143.
As seen in Figs. 8, 15 and 16, the uppex end of the outer beams are closed by caps 188 with resilien blocks 190 and 191 disposed immediately beneath it. Blocks 190 - and 191 engage the upper end of the inner beams when the bridge is fully lowered to support the entire bridge load.
As shown in Figs. 13, 15 and 1~, each of the column assemblies 122 and 123 is provided with xespective pairs of mounting plates 200 and 201 and 202 and 203. The plates have U-shaped slots 205 and 206 in their outer ends.
~s shown in Figs. 13 and 21, alignme~t bolts 211 are provided at the base on a~ least two sides of each inner beam. Bolts 211 are adjusted into position and locked by lock nuts at the factory to assure ~hat the column assemblies are parallel and vertical.
Referring to Figs. 11 and 12, the roof of the rotunda is made of a weld-free construction. A plurallty of steel channels 220 are riveted to a center ring 221 and extend outwardly where they are connected through plywood panels 224 to an outer ring 222.
'` ' .
A peripheral plastic strip 223 is provided as a bearing for curtains 20 and 21 as they move around the rotunda. The framework of steel channels 220 is covered by plywood or other suitable co~ering 224. The outer covering 224 is covered with reinforced plastic 225 (Fig. 12), having a peripheral flange 226 which forms a weather seal. Sufi-cient clearance is provided so that cur~ains 20 and 21 can freely move in the space between the flange 226 and bearing strip 223. As can be observed in Figs. 1 and 2, ~he rotunda roof is mounted beneath the stxuct~al framswork and is covered with a shroud or hood 228~
As noted above, the ma~or load forces on the bridge are carried by tunnel support txusses 110, 111 and 112, with any tensile or compressive forces above the deck being absorbed by the beam 100. This structural arrange-ment permits the exterior walls of the ramp to be of a non-load bearing nature, as distinguished from the load bearing walls which are commonplace in present commercial forms of bridges.
2a With particulax reference to Fig. ~, it can be ob-served that the load bearing trusses 110, 111 and 112 carry a deckin~ 149 of plywood which may be coYered with decorative carpeting or any suitable floor ~overing~ The underside of the trusses 110, 111 and 112 is closed off by sheet metal plates 114 for appearance as well as to provide additional fire retardation at the lower extremity of the bridge. The void formed between the trusses 110, 111 and 112 can be used for electrical and other utility service out to the plane;
The tunnel walls are o segmented curtain wall construction and include outer panels 115 formed of a ~7~3 reinforced plastic or other light-weight material. Wall inner panels 117 extend from the lower edge of trusses 110 and 112 upward and join to a roof panel 116 of like material.
The tunnel walls are formed of a plurality of identical segments, as shown in Fig. 10, with ~lange~ 118 which attach to the lower ends of trusses 110 and 112 to pro-vide rigidity in the panel. Each segment has a recess which receives the overlapping or free end of the adjacent panel to form a smooth outer skin. Expansible blind fasteners 119 are used to join the plastic panels toyether at the overlap.
During assembly o the walls, an op~n mesh support, or a wire grid 145, is interposed intermediate the inner and outer wall panels. A second wire-grid 146 is attached to 1~ the outer side of the trusses 110 and 112 at the lower ex-tremity of the tunnel, where greater fire resistance is needed. The wire grid 145 extends along and is slightly spaced from the outer part of the trusses 110 and 112. The upper wire grid 145 overlaps the lower wire gxid 146.
~0 The lower half of the inner walls of the tunnel are formed o~ plywood 147, which is sufficiently flexible to conform to the shape o the flanges 118 and yet suffici-ently rigid to pro~ide good structural support. The upper half of the inner walls may be covered with molded, xigid, fire-xesistant plastics sold u~der the trademarks Lexan, Formica or the like. Openings are left in the upper panels to permit the injection of a~ in~ulating and fire ratardant `;~ foaming composition between the walls where it will foam and fill the space to insulate the bridge, as well as im proving its fire resistance. The foam 148 which is inject~d is preferably uxea-formaldehyde. The grid reinforced foam - 14 ~
~ 7~L3 ' becomes self-supporting in the absence of the inner or outer wall panels.
Referri~g now to Figs. 13, 18 ~nd 19, the cab assembly includas structural framework all located beneath
3 floor or deck 149.
The structural ~ramework for cab assembly 14, Fig. 18, includes an inner section, indica~ed generally at 317, having a pair of spaced support box beams 300 and 301 which are joined to mounting blocks 302 and 3Q3 at a 45 angle so ~hat the cab is angled 45 relative to the tunnel.
A brace of spacer 304 has its ends joined to the mounting blocks. The mounting blocks are provided wit~ transverse mounting pins 306, 307 at their uppex ends which are re-ceived in U-shaped slots 205 and 206 in the drive assembly mountiny plates 200 and 201 and 202 and 203.
As shown in Fig. 13, the lower ends of mounting blocks 302 and 303 extend down along and abut the outer sur~aces of box beams 143 and 142, respectively, to support the cab support beams 300 and 301 in a horizontal plane or at right angles to vertical beams 143 and 1420 The outer ends of beams 300 and 301 are connected by a cro~s brace 312, which is connected at its mid-point to the transverse brace 304 by a longitudinally extending stiffener brace 313 Telescoped over the box beams 300 and 301 are outer beams 310 and 311 which support the movable portion 316 of the cab assembly. For ease of description, the telescoping outer beams 310 and 311 are shown in phantom lines in the retracted position. The outer or movable e~d 316 of the cab assembly is shown in solid lines, removed ~rom the beams 300 and 301 for ease of illustration. A hydraulic cylinder 315 is locate beneath the beam 313 to extend 7~3 and retract outer end 316 of the cab assembly at a 45 angle relative to the tunnel axis. Each of the box beams 300 and 301 mounts a plurality of bearing pads 299 on its upper side and lower surfaces, which may be formed of Oilon, plastic or the like. The pads 299 permit outer beams 310 and 311 to telescope or slide over the inner beams 300 and 301 in response to actuation of the cylinder 315. The outer end 316 of cab assembly 14 also includes a rotatable outer deck section 320. Deck section 320 includes a trans-verse beam 321 which is supported for angular movement r~lative to a center pivot shaft 322, which, as best seen in Fig. 19, is a shaft supported by upper and lower trunnions 323 and 324. The trunnions 323 and 324 are mounted on cross braces 325 and 326 which extend between the outer telescoping beams 310 and 311. A pair of angularly movable support members 330 and 331 are joined together at the inner ends by a top gusset plate 332, which is carried by the trunnion 323. On the underside of the beams 330 and 331 is a similar gusset plate 334, which serves to reinforce the juncture of members 330 and 331. The outer ends of members 330 and 331 are joined by the transverse beam 321, which may receive a rubber b~mper (not shown) and is adapted to engage the side of the aircraft immediately below the door. Each o~ the angularly movable members 330 and 331 is braced by an angled beam (only one shown in Fig. 19) 340, joined through gusset plate 341 to the lower trunnion 324. A vertical brace 341~extends between angled beam 340 and upper beam 331 to provide a rigid assembly, cantile~exed off of the trunnions and angularly movable between defined limits.
Transverse beam 321 at the outer end of the cab is - 16 ~
.
pro~ided with side beams 342 and 343 which are joined to angular beams 344 and 345, respectively. These beams mount the walls of the cab assembly and carry the load of the passengers. Load forces are passed back to the drive column assemblies 122 and 123 through beams 310 and 311 and beams 300 and 301. The deck section 320 is angularly movable through a 30 arc about the shaft 322 by any con-ventional hydraulic or other means (not shown). Thus, slight misalig~ment between the aircraft and the outer end of the passenger loading bridge may be accommodated.
In operation, an aixcraft will taxi to a pre-marked spot on the ramp and t~"e passenger loading bridge is swung outwardly and the cab assembly then extended and rotated to align with th~ aircraft door opening~ This pro-~ides a tolerance o~ several feet in which to accommodate slight misalignments in paxking the aircraft.
Vertical loads of the angularly movable outer deck section 320 are carried by a bearing pad 350 (Fig. 19), which is mounted on top of transverse beam 351 in engagement with the underside of the gusset plate 334 to carry the vertical loads which are applied to the angularly movable part of the cab section. Any horizontal loads are taken by the spaced trunnions 323 and 324.
Referring now to Figs. 19 and 23, lower trunnion 324 is mounted to facilitate adjustment longitudinally along the axis of the beam 326 and transversely in order to align outer deck section 320 with the inner deck of the cab assembly. Bolts 370 and 371 adjust the trunnion along the axis of the beam 326, while bolts 368 and 369 mounted in bxac~ets 364 and 365 adjust the trunnion 324 toward the front of the cab. A sLmilar pair of bolts 368 and 369 is . .
7 ~ ~ 3 provided in identical brackets 367 to align the swinging outer deck section 320. The normal elevation of the underside of the cab at its lowermost position is such that a person of average height can ordinarily reach the bolts 368-371 and quickly adjust the position of the lower trunnion 324 to align the deck section~
As can be seen in Figs. 1 and 2, the cab assembly 14 extends at a 45 angle from the axis of the tunnel 13 and is provided with a fixed enclosure 360 which tele-scopically receives the movable enclosure 361. The en-closure 362 on the angularly movable portion of the cab ls attached to the outer end of the telescoping section 361.
If desired, the enclosure 362 may be provided with a roll-up door of conventional type. These enclosures may be of the same non-structural, light-weight curtain wall construction as the tunnel walls and roof.
In operation, elevation of the ~unnel will cause horizontal mo~ement of the tunnel outer end which must be accommodated. In present bridges of this type, speci~ic compensation means must be pxovided. For example, in the current Jetway radial drive bridge, arcuate guides are pro-vided in the drive assembly to cause the ~unnel outer end to elevate in an arcuate path~ In our bridge, however, no specific horizontal movement compensation means need be provided. We have found that by sizing the drive column box beams and bearings to have certain tolerances, which are ` dependent upon bridge length and elevation range, that this horizontal movemsnt compensation i5 provided automatically ` by slight relative angula~ion of telescoping box beams.
The preferred embodiment of our invention has been shown and described. Certain features, however, are applicable to conventional, second level passenger loading bridges, such as the parallelogram tunnel support for maintaining the cab parallel to the ground; the tunnel wa;Lls and roof being of light-weight curtain wall con-struction enabled by the floor supports bearing the normal live and dead load forces; the use of open web trusses to support the tunnel; the telescoping box beam drive columns; the angled extensible and rotatable cab assembly which has a quick~comlect attachment to the drive assembly;
the rotunda structure; and other features described herein.
~5
The structural ~ramework for cab assembly 14, Fig. 18, includes an inner section, indica~ed generally at 317, having a pair of spaced support box beams 300 and 301 which are joined to mounting blocks 302 and 3Q3 at a 45 angle so ~hat the cab is angled 45 relative to the tunnel.
A brace of spacer 304 has its ends joined to the mounting blocks. The mounting blocks are provided wit~ transverse mounting pins 306, 307 at their uppex ends which are re-ceived in U-shaped slots 205 and 206 in the drive assembly mountiny plates 200 and 201 and 202 and 203.
As shown in Fig. 13, the lower ends of mounting blocks 302 and 303 extend down along and abut the outer sur~aces of box beams 143 and 142, respectively, to support the cab support beams 300 and 301 in a horizontal plane or at right angles to vertical beams 143 and 1420 The outer ends of beams 300 and 301 are connected by a cro~s brace 312, which is connected at its mid-point to the transverse brace 304 by a longitudinally extending stiffener brace 313 Telescoped over the box beams 300 and 301 are outer beams 310 and 311 which support the movable portion 316 of the cab assembly. For ease of description, the telescoping outer beams 310 and 311 are shown in phantom lines in the retracted position. The outer or movable e~d 316 of the cab assembly is shown in solid lines, removed ~rom the beams 300 and 301 for ease of illustration. A hydraulic cylinder 315 is locate beneath the beam 313 to extend 7~3 and retract outer end 316 of the cab assembly at a 45 angle relative to the tunnel axis. Each of the box beams 300 and 301 mounts a plurality of bearing pads 299 on its upper side and lower surfaces, which may be formed of Oilon, plastic or the like. The pads 299 permit outer beams 310 and 311 to telescope or slide over the inner beams 300 and 301 in response to actuation of the cylinder 315. The outer end 316 of cab assembly 14 also includes a rotatable outer deck section 320. Deck section 320 includes a trans-verse beam 321 which is supported for angular movement r~lative to a center pivot shaft 322, which, as best seen in Fig. 19, is a shaft supported by upper and lower trunnions 323 and 324. The trunnions 323 and 324 are mounted on cross braces 325 and 326 which extend between the outer telescoping beams 310 and 311. A pair of angularly movable support members 330 and 331 are joined together at the inner ends by a top gusset plate 332, which is carried by the trunnion 323. On the underside of the beams 330 and 331 is a similar gusset plate 334, which serves to reinforce the juncture of members 330 and 331. The outer ends of members 330 and 331 are joined by the transverse beam 321, which may receive a rubber b~mper (not shown) and is adapted to engage the side of the aircraft immediately below the door. Each o~ the angularly movable members 330 and 331 is braced by an angled beam (only one shown in Fig. 19) 340, joined through gusset plate 341 to the lower trunnion 324. A vertical brace 341~extends between angled beam 340 and upper beam 331 to provide a rigid assembly, cantile~exed off of the trunnions and angularly movable between defined limits.
Transverse beam 321 at the outer end of the cab is - 16 ~
.
pro~ided with side beams 342 and 343 which are joined to angular beams 344 and 345, respectively. These beams mount the walls of the cab assembly and carry the load of the passengers. Load forces are passed back to the drive column assemblies 122 and 123 through beams 310 and 311 and beams 300 and 301. The deck section 320 is angularly movable through a 30 arc about the shaft 322 by any con-ventional hydraulic or other means (not shown). Thus, slight misalig~ment between the aircraft and the outer end of the passenger loading bridge may be accommodated.
In operation, an aixcraft will taxi to a pre-marked spot on the ramp and t~"e passenger loading bridge is swung outwardly and the cab assembly then extended and rotated to align with th~ aircraft door opening~ This pro-~ides a tolerance o~ several feet in which to accommodate slight misalignments in paxking the aircraft.
Vertical loads of the angularly movable outer deck section 320 are carried by a bearing pad 350 (Fig. 19), which is mounted on top of transverse beam 351 in engagement with the underside of the gusset plate 334 to carry the vertical loads which are applied to the angularly movable part of the cab section. Any horizontal loads are taken by the spaced trunnions 323 and 324.
Referring now to Figs. 19 and 23, lower trunnion 324 is mounted to facilitate adjustment longitudinally along the axis of the beam 326 and transversely in order to align outer deck section 320 with the inner deck of the cab assembly. Bolts 370 and 371 adjust the trunnion along the axis of the beam 326, while bolts 368 and 369 mounted in bxac~ets 364 and 365 adjust the trunnion 324 toward the front of the cab. A sLmilar pair of bolts 368 and 369 is . .
7 ~ ~ 3 provided in identical brackets 367 to align the swinging outer deck section 320. The normal elevation of the underside of the cab at its lowermost position is such that a person of average height can ordinarily reach the bolts 368-371 and quickly adjust the position of the lower trunnion 324 to align the deck section~
As can be seen in Figs. 1 and 2, the cab assembly 14 extends at a 45 angle from the axis of the tunnel 13 and is provided with a fixed enclosure 360 which tele-scopically receives the movable enclosure 361. The en-closure 362 on the angularly movable portion of the cab ls attached to the outer end of the telescoping section 361.
If desired, the enclosure 362 may be provided with a roll-up door of conventional type. These enclosures may be of the same non-structural, light-weight curtain wall construction as the tunnel walls and roof.
In operation, elevation of the ~unnel will cause horizontal mo~ement of the tunnel outer end which must be accommodated. In present bridges of this type, speci~ic compensation means must be pxovided. For example, in the current Jetway radial drive bridge, arcuate guides are pro-vided in the drive assembly to cause the ~unnel outer end to elevate in an arcuate path~ In our bridge, however, no specific horizontal movement compensation means need be provided. We have found that by sizing the drive column box beams and bearings to have certain tolerances, which are ` dependent upon bridge length and elevation range, that this horizontal movemsnt compensation i5 provided automatically ` by slight relative angula~ion of telescoping box beams.
The preferred embodiment of our invention has been shown and described. Certain features, however, are applicable to conventional, second level passenger loading bridges, such as the parallelogram tunnel support for maintaining the cab parallel to the ground; the tunnel wa;Lls and roof being of light-weight curtain wall con-struction enabled by the floor supports bearing the normal live and dead load forces; the use of open web trusses to support the tunnel; the telescoping box beam drive columns; the angled extensible and rotatable cab assembly which has a quick~comlect attachment to the drive assembly;
the rotunda structure; and other features described herein.
~5
Claims (19)
1. A passenger loading bridge for intercon-necting an aircraft with the ground level of an airport terminal building including:
a. a rotunda connected to the building sub-stantially at ground level, b. a tunnel support vertically pivotally connected at its inner end to the rotunda;
c. a tunnel having first horizontal pivot means connecting its inner end to the tunnel support outer end;
d. an aircraft engaging cab assembly in-cluding a cab and a cab support connected to the outer end of the tunnel; and e. a drive assembly having second horizontal pivot means mounting the outer end of the tunnel and including ground engaging means and elevating means for elevating the tunnel and cab assembly;
characterized by f. a staircase located in the tunnel support;
and g. the first horizontal pivot means con necting the tunnel to the tunnel support being located at the top of the staircase.
a. a rotunda connected to the building sub-stantially at ground level, b. a tunnel support vertically pivotally connected at its inner end to the rotunda;
c. a tunnel having first horizontal pivot means connecting its inner end to the tunnel support outer end;
d. an aircraft engaging cab assembly in-cluding a cab and a cab support connected to the outer end of the tunnel; and e. a drive assembly having second horizontal pivot means mounting the outer end of the tunnel and including ground engaging means and elevating means for elevating the tunnel and cab assembly;
characterized by f. a staircase located in the tunnel support;
and g. the first horizontal pivot means con necting the tunnel to the tunnel support being located at the top of the staircase.
2. The passenger loading bridge of claim 1, further characterized by the cab support rigidly mounting the cab assembly to the drive assembly, and leveling means mounted on the drive assembly to maintain the cab assembly substantially parallel to the ground at all cab elevations.
3. The passenger loading bridge of claim 2, further characterized by the leveling means including a link connected at one end to the drive assembly and at the other end to the tunnel support along a line spaced from, and generally parallel to, a line intersecting both horizontal pivot means to form a parallelogram linkage.
4. The passenger loading bridge of claim 1, further characterized by cab extension means for moving the cab relative to the cab support at an acute angle relative to the tunnel longitudinal axis to enable the cab to move substantially perpendicular to the longi-tudinal axis of an aircraft when the bridge is in posi-tion to engage the aircraft.
5. The passenger loading bridge of claim 4, further characterized by said acute angle being from 25° to 50°.
6. The passenger loading bridge of claim 5, further characterized by said acute angle being about 45°.
7. The passenger loading bridge of claim 4, further characterized by cab rotation means mounting the cab on the end of the cab extension means for limited rotation.
8. The passenger loading bridge of claim 7, further characterized by the limited rotation being through an arc of about 30°.
9. The passenger loading bridge of claim 1, further characterized by guide means for guiding tunnel elevation comprising a first pair of horizontally spaced, vertically extending box beams mounted on the ground engaging means; a second pair of horizontally spaced, vertically extending box beams of different size mounted on the tunnel support, the smaller pair of box beams being telescopically received within the larger pair of box beams; and a plurality of bearing pads interposed between the inner surfaces of the larger box beams and the outer surfaces of the smaller box beams to guide the elevating movement of the tunnel.
10. The passenger loading bridge of claim 9, further characterized by the drive means including adjust ment means engaging the lower ends of the first pair of box beams and the ground engaging means for aligning the beams in a parallel, vertical orientation.
11. The passenger loading bridge of clam 10, further characterized by the beams and bearings being sized to permit relative lateral movement between the inner and outer box beams sufficient to accommodate the relative horizontal movement of the tunnel which occurs during elevation of the tunnel to preclude the need for specific horizontal movement compensating means.
12. The passenger loading bridge of claim 1, further characterized by the cab assembly being of modular construction and including means for pivoting the cab relative to the cab support and quick-connect cab mounting means rigidly and removably mounting the cab assembly to the drive assembly for vertical movement therewith.
13. The passenger loading bridge of claim 12, further characterized by the quick-connect cab mounting means including a pin and slot connection between the cab assembly and the drive assembly and engageable abut-ment portions on the cab and drive assemblies spaced vertically from the pin and slot connections.
14. The passenger loading bridge of claim 3, further characterized by the leveling link being a rigid beam, the rotunda including an upper pivot pin connected to the tunnel support and a lower actuate flanged ring, the tunnel support including a plurality or spaced rollers vertically and horizontally engaging the ring flanges to transfer the bridge vertical and horizontal structural loads to the rotunda.
15. The passenger loading bridge of claim 14, further characterized by the rotunda being located at substantially ground level, the tunnel support including a stair section, and the rotunda flanged ring being located at substantially ground level.
16. The passenger loading bridge of claim 15, further characterized by the drive assembly including a pair of ground engaging wheels, each spaced beyond the width of the tunnel to reduce torsional loads on the tunnel.
17. The passenger loading bridge of claim 3, further characterized by the tunnel including longi-tudinal floor support means interconnecting the first and second horizontal pivot means and bearing normal tunnel structural loads and by the tunnel walls and roof being of curtain wall construction.
18. The passenger loading bridge of claim 17, further characterized by the floor support means com-prising a plurality of open web joists.
19. The passenger loading bridge of claim 18, further characterized by the drive assembly including a pair of ground engaging wheels, each spaced beyond the width of the tunnel to reduce torsional loads on the tunnel.
Applications Claiming Priority (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US84763877A | 1977-11-01 | 1977-11-01 | |
| US847,638 | 1977-11-01 | ||
| US912,692 | 1978-06-05 | ||
| US05/912,692 US4161049A (en) | 1977-11-01 | 1978-06-05 | Passenger loading bridge |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1107013A true CA1107013A (en) | 1981-08-18 |
Family
ID=27126721
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA314,237A Expired CA1107013A (en) | 1977-11-01 | 1978-10-25 | Passenger loading bridge |
Country Status (9)
| Country | Link |
|---|---|
| AU (1) | AU519362B2 (en) |
| CA (1) | CA1107013A (en) |
| DE (1) | DE2847166C2 (en) |
| FR (1) | FR2407132A1 (en) |
| GB (1) | GB2008510B (en) |
| IT (1) | IT1107990B (en) |
| NL (1) | NL172936C (en) |
| NZ (1) | NZ188651A (en) |
| SE (1) | SE7811145L (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19911880A1 (en) | 1999-03-17 | 2000-09-28 | Thyssen Henschel Airport Syste | Universal boarding bridge |
| DE10105430A1 (en) * | 2001-02-07 | 2002-08-08 | Dieter Boehm | Aircraft passenger service bridgeway e.g. for passengers boarding large double-deck aircraft, has rotary journal mounted at center of portal tower |
| US7039978B2 (en) | 2002-02-01 | 2006-05-09 | Dew Engineering And Development Limited | Flexible over the wing passenger loading bridge |
| US6526615B1 (en) * | 2002-02-01 | 2003-03-04 | Dew Engineering And Development Limited | Flexible over the wing passenger loading bridge |
| DE202005018751U1 (en) * | 2005-11-28 | 2006-05-11 | Zschornack, Norbert, Dipl.-Ing. | Airport passenger terminal from mobile room units |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3110048A (en) * | 1960-05-18 | 1963-11-12 | Paul D Bolton | Ramp for airport passengers and freight |
| DE1202650B (en) * | 1963-11-02 | 1965-10-07 | Maschf Augsburg Nuernberg Ag | Walkway for airports |
| US3391416A (en) * | 1966-07-14 | 1968-07-09 | Wollard Aircraft Service Equip | Conveyance loader system |
| US3561030A (en) * | 1969-07-28 | 1971-02-09 | Wollard Aircraft Equipment Inc | Conveyance loader |
| US3724015A (en) * | 1970-09-23 | 1973-04-03 | Maschf Augsburg Nuernberg Ag | Aircraft loading ramps |
-
1978
- 1978-10-13 NZ NZ188651A patent/NZ188651A/en unknown
- 1978-10-25 NL NLAANVRAGE7810624,A patent/NL172936C/en not_active IP Right Cessation
- 1978-10-25 CA CA314,237A patent/CA1107013A/en not_active Expired
- 1978-10-26 SE SE7811145A patent/SE7811145L/en unknown
- 1978-10-27 GB GB7842232A patent/GB2008510B/en not_active Expired
- 1978-10-30 DE DE2847166A patent/DE2847166C2/en not_active Expired
- 1978-10-31 IT IT51726/78A patent/IT1107990B/en active
- 1978-10-31 FR FR7830866A patent/FR2407132A1/en active Granted
- 1978-11-02 AU AU41293/78A patent/AU519362B2/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| NL7810624A (en) | 1979-05-03 |
| NZ188651A (en) | 1982-03-23 |
| FR2407132B1 (en) | 1982-11-19 |
| NL172936C (en) | 1983-11-16 |
| DE2847166A1 (en) | 1979-05-03 |
| DE2847166C2 (en) | 1982-08-05 |
| NL172936B (en) | 1983-06-16 |
| IT1107990B (en) | 1985-12-02 |
| AU519362B2 (en) | 1981-11-26 |
| IT7851726A0 (en) | 1978-10-31 |
| AU4129378A (en) | 1979-12-13 |
| GB2008510A (en) | 1979-06-06 |
| FR2407132A1 (en) | 1979-05-25 |
| GB2008510B (en) | 1982-05-12 |
| SE7811145L (en) | 1979-05-02 |
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