CA2474870C

CA2474870C - Passenger loading bridge for servicing plural doorways of an aircraft

Info

Publication number: CA2474870C
Application number: CA002474870A
Authority: CA
Inventors: Neil Hutton
Original assignee: DEW Engineering and Development ULC
Current assignee: AMERIBRIDGE LLC
Priority date: 2002-02-01
Filing date: 2003-01-31
Publication date: 2009-01-06
Anticipated expiration: 2023-01-31
Also published as: WO2003064255A1; CA2474870A1

Abstract

Disclosed is a passenger boarding bridge (1) for servicing first (11) and second (12) doorways on opposite lateral surfaces of a same aircraft (10). The passenger boarding bridge (1) comprising: first passageway member (2) for coupling to the first door (11); and a second passageway member (3) for coupling to the second door (12). The apparatus is characterized in that the first (2) and second (3) passageway members are coupled to one another and are coupled to the stationary structure (14) via a single access port (15) on the stationary structure, such as a terminal building façade.

Description

Passenger Loading Bridge for Servicing Plural Doorways of an Aircraft Field of the Invention [001] The present invention relates generally to passenger loading bridges and more particularly to bridges for servicing doorways on opposite lateral surfaces of a same aircraft using a single access port of a terminal facade.
Background of the Invention [002] In order to make aircraft passengers comfortable, and in order to transport them between an airport terminal and an 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 ar-t 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.

[003] Some types of larger aircraft are provided with two main aisles along which passengers may haverse the length of the aircraft. Generally, the main aisles are mutually parallel passageways that are connected at intervals by shorter, transverse aisles. Having two main aisles facilitates movement of passengers through the aircraft, however, during the operation of deplaning a bottleneck often results as passengers moving along the two aisles are forced to merge together and jostle with their ca~~ry-on baggage and with other passengers before moving through a narrow doorway of the aircraft and into a terminal building. As a result, the time that is required to complete the deplaning operation is increased. Of course, similar delaysnnay be encowitered during the boarding operation, especially when a flight is substantially fully booked. As will be obvious to one of skill in the art, such delays are of serious concern in a marlcetplace where airlines consistently struggle to shorten the turn-around time of their aircraft in order to boost operating efficiency, lower operating costs and thereby offer r lower fazes to their customers.

SUBSTITUTE SHEET (RULE 26) Accordingly, there has been much interest over the past several decades in developing new ways of servicing multiple doorways of an aircraft in order to reduce the duration of the boarding and deplaning operations.

[004] It is known in the prior art to service two or more doorways in front of the wing of some types of larger aircraft, for example using a separate apron .drive bridge to service each doorway. In this mamier, for example, two doorways on the same side of an aircraft are serviced simultaneously. Optionally, two doorways on opposite sides of an aircraft are serviced simultaneously using separate apron drive bridges. In the latter case, those passengers moving along an aisle on one side of the aircraft also deplane via a doorway on the same side of the aircraft. Advantageously, servicing doorways on opposite sides of an aircraft reduces the confusion and jostling that occurs when passengers initially moving along two aisles must merge in order to deplane via a common doorway.
Furthermore, passengers avoid moving fiom aisle to aisle via the transverse passageways, which further reduces confusion and bottlenecks.

[005] It is a disadvantage of the prior art method for servicing doorways on opposite sides of an aircraft that two separate passenger bridges are required. Of course, each separate passenger bridge is coupled to an airport terminal building via a separate access port, such as a boarding gate doorway. Accordingly, the taslc of controlling passenger access to aircraft becomes more difficult and requires additional gate-check staff, airline support staff, bridge operators, etc.

[006] U.S. Patent 3,524,207 issued to Giarretto on August 18, 1970, discloses a novel structure for servicing multiple spaced-apart doorways along a same side of a nose-in parked aircraft. Two such structures are used to simultaneously service doorways along opposite sides of an aircraft, and accordingly two bridge-access points through an exterior wall of a terminal building facade axe required. The solution of Giarretto suffers the same disadvantages that are discussed above. Additionally, the system is both awkward and expensive.

[007] It would be advantageous to provide an improved method and apparatus for servicing plural front doorways of an aircraft, the front doorways located one each on opposite sides of the aircraft.

Object of the Invention [008] In an attempt to overcome these and other limitations of the prior art it is an object of the instant invention to provide an improved method and apparatus for servicing plural front doorways of an aircraft, the front doorways located one each on opposite sides of the aircraft.
Summary of the Invention [009] In accordance with an embodiment of the instant invention there is provided a passenger boarding bridge for conveying passengers between a stationary structure and an aircraft, the aircraft having a first door on a first side thereof and a second door on a second opposing side thereof, the passenger boarding bridge comprising:
a first passageway member for coupling to the first door; and a second passageway member for coupling to the second door, wherein the first and second passageway members are coupled to one another and are coupled to the stationary structure via a single access port on the stationary structure.

[0010] In accordance with another embodiment of the instant invention there is provided a method of emplaning and deplaning an aircraft, comprising the steps of:
providing a multiple-door access passenger boarding bridge near the aircraft;
mating the multiple-door access passenger boaxding bridge to at least a first door on a first side of the aircraft and at least a second door on an opposing side of the aircraft;
opening the at least' a first door and the at leash a second door; and, emplaning or deplaning passengers simultaneously from the first door and second door via the multiple-door access passenger boarding bridge.

[0011] In accordance with another embodiment of the instant invention there is provided a passageway for conveying passengers between am airport terminal and an aircraft and for servicing one of at least a right door of an aircraft parlced in a first parlcing location and a left door of another aircraft parked in a second other parking location, the passageway comprising:
a first end for coupling with an aircraft, the first end comprising:
a cabin; and, a pivotable section for positioning the cabin in at least a first and second position such that the cabin mates with the right door in the first position and with the left door in the second position, the cabin movable from the first position to the second position through a pivoting motion of the cabin; and, .
a second end for coupling to the airport terminal.

[0012] In accordance with another embodiment of the instant invention there is provided a method of conveying passengers between an airport terminal and an aircraft and of servicing one of at least a right door of an aircraft and a left door of another aircraft, the method comprising the steps of:
providing a passageway comprising an aircraft engaging end section having an aircraft mating section for mating with a door of an aircraft;
providing a first aircraft having at least a right door, the first aircraft parlced for being serviced by the passageway and having a first forward position;
mating the passageway with the right door of the first aircraft;
providing a second aircraft having at least a left door, the second aircraft provided in a different parked location relative to the passageway but having an approximately similar forward direction relative to the first forward direction; and mating the passageway with the left door of the second aircraft.
Brief Description of the Drawings [0013] Exemplary embodiments of the invention will now be described in conjunction with the following drawings, in which similar reference numbers designate similar items:

[0014] Figure 1 a shows a simplified top plan view of an apparatus according to a first aspect of the instant invention, in a stowed position relative to a nose-in parlced aircraft at a terminal building; .

[0015] Figure lb shows the apparatus illustrated in Figure la, in an aircraft engaging position;

[0016] Figure 2a shows the apparatus illustrated in Figure 1 a having a partition for directing passenger flow;

[0017] Figure 2b shows an alternative arrangement of the apparatus illustrated in Figure 2a, for simultaneously servicing two nose-in parked aircraft at a terminal building;

[0018] Figure 3 shows a simplified top plan view of another apparatus according to a second aspect of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building;

[0019] Figure 4 shows a simplified top plan view of another apparatus according to a third aspect of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building;

[0020] Figure Sa shows a simplified top plan view of an apparatus according to a fourth aspect of the instant invention, in a stowed position relative to a nose-in paxlced aircraft at a terminal building;

[0021] Figure Sb shows a simplified top plan view of an apparatus according to another aspect of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building;

[0022] Figure Sc shows an alternative arrangement of the apparatus illustrated in Figure Sb, for simultaneously servicing two nose-in parked aircraft at a terminal building;

[0023] Figure 6 shows a simplified top plan view of an apparatus according to a fifth aspect of the instant invention, for simultaneously servicing two nose-in parked aircraft at a terminal building;

[0024] Figure 7 shows a simplified top plan view of an apparatus according to a sixth aspect of the instant invention, for simultaneously servicing plural nose-in parked aircraft at a terminal building;

[0025] Figure 8a shows a simplified top plan view of an apparatus according to a seventh aspect of the instant invention, in a stowed position relative to a nose-in parlced aircraft at a terminal building;

[0026] Figure 8b shows the apparatus illustrated in Figure 8a in an aircraft engaging position; and, [0027] Figi.~re 8c shows a simplified top plan view of an apparatus according to an eighth aspect of the instant invention, in a stowed position relative to a nose-in parlced aircraft at a terminal building.

Detailed Description of the Invention [0028] The following description is presented to enable a person skilled in the art to make and use the invention, and is provided in the context of a particular application and its requirements. Various modifications to the disclosed embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other embodiments and applications without departing from the spirit and the scope of the invention. Thus, the present invention is not intended to be limited to the embodiments disclosed, but is to be accorded the widest scope consistent with the principles and features disclosed herein.

[0029] Referring to Figure la, shown is a simplified top plan view of an apparatus according to a first embodiment of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building. The apparatus shown generally at 1 includes a first passageway member 2 for mating to a doorway 11 on a first (i.e. left) side of an aircraft 10, and a second passageway member 3 for mating to a doorway 12 on a second (i.e. right) side of the aircraft 10. The first and second passageway members 2 and 3, respectively, are coupled to each other and to a terminal building 14 via a third passageway member 9. The third passageway member 9 is in communication with the terminal building 14 via a single access port 15, a doorway and a double-width doorway, for example. In the particularly preferred embodiment shown in Figure la, each passageway member 2, 3 is pivotally anchored at an inboard end thereof to the third passageway member via a rotunda 8. The rotmda allows a horizontal swinging motion of the passageway member 2, 3 relative to an outboard end of the third passageway member 9. Preferably, the rotunda 8 allows the passageway member 2, 3 to swing up to 270°
relative to the outboard end of the third passageway member 9.

[0030] Referring still to Figure 1 a, each passageway member 2, 3 includes a pivotal cabin 4 at an outboard end thereof for engaging the side of the aircraft 10 with a substantially weather-.tight seal, so as to protect passengers traversing the gap between the passageway member 2, 3 and the aircraft 10. Fuuthermore, each passageway member 2, 3 includes outer and inner tunnel elements 6 and 7, wherein the inner element 7 is telescopically received within the outer element 6 such that the length of the passageway member 2, 3 is variable. Of course, each tunnel element 6 and 7 includes a floor, two sidewalls and a ceiling. Each passageway member 2, 3 is supported near the outboard end thereof by a wheel carriage 5 including a height adjustable support post (not shown) and drive wheels (not shown). The drive wheels are for achieving angular displacement of the passageway member 2, 3 as well as telescoping of the tunnel elements 6 and 7 to alter the length of the passageway member 2, 3. The height adjustable support post preferably includes one of a hydraulic cylinder, a pneumatic cylinder, a screw jack or any convenient adjustable post as for example a scissor-lift mechanism or a ball-screw.
Additional mechanisms (not shown) are provided for pivoting the pivotal cabin 4. Of course, other lcnomn mechanisms for moving the various bridge components relative to other bridge components are envisaged for use with the instant invention, selection of such mechanisms being purely a matter of design choice.

[0031] Preferably, the apparatus includes sensors (not shown) for providing feedbaclc control signals to a bridge controller (not shown) in a known manner. For example, the pivotal cabin 4 includes sensors selected from the group including: laser range finders, inductive proximity sensors, echo sonography sensors and pressure transducers.
The sensors are for sensing the close approach of a bumper disposed along an outboard end of a floor surface of the pivotal cabin to the aircraft 10. The control signal' is for optionally automatically reducing the approach speed of the cabin and/or providing a human sensable feedback signal to a bridge operator. Optionally, the apparatus described above is operated in an automated mamier.

[0032] A security lcioslc 13 is optionally provided on the third passageway member 9, for example proximate a point where the member 9 branches toward the left and right sides of the aircraft 10. Accordingly, airline employees whose responsibility it is to screen passengers and to collect boarding passes therefrom, are positionable on the actual boarding structure, which allows the employees to direct passengers to use one of the first and second passageway members depending upon a seat assignment indicated on the passenger's boarding pass. Of course, optionally the lcioslc 13 is positioned on a terminal side of access port 15.

[0033] Typically, the apparatus 1 is in the stowed position prior to the aircraft 10 occupying the nose-in parlced position. In particular, the outer tunnel element 6 is substantially retracted toward the rotunda 8, thereby allowing the aircraft 10 to park without coming into contact with any part of the apparatus 1. Optionally, the first and second passageway members 2, 3 are moved to a pre-position for the known aircraft model approaching the apparatus, prior to the aircraft 10 coming to a complete stop adjacent the apparatus 1.

[0034] Referring to Figure lb, shown is the apparatus illustrated in Figure 1a, in an aircraft engaging position. Elements labeled with the same numerals have the same function as those illustrated in Figure la. Of course, the passageway members 2, 3 are moved to the aircraft engaging position only after the aircraft 10 has come to a complete stop. For example,. the drive wheels are actuated in order to extend the outer tunnel element 6 relative to the inner tunnel element 7 and to adjust the angular position of the passageway member such that the pivotal cabin 4 is substantially horizontally aligned with the doorway of the aircraft 10. Additionally, the height adjustable support post is actuated to substantially vertically align the pivotal cabin 4 with the doorway of the aircraft 10.
Final adjustments are made by actuating the mechanism for pivoting the pivotal cabin 4, such that the cabin engages a side surface of the aircraft, and encircles the doorway in a substantially weather-tight manner.

[0035] Optionally, the passageway members 2, 3 are mated 'to the doorway 11, 12 of aircraft 10 using one of an automatic, semi-automatic, telerobotic and manual aligmnent system. Further optionally, sensors (not shown) for sensing a height of the doorway 11, 12 are provided along one of the apparatus l and the terminal building 14, for sensing height changes of the doorway 11, 12 during boarding and deplaning operations, and for providing control signals to a bridge controller for automatically adjusting the height adjustable support posts to maintain a level surface between the aircraft 10 and the first and second passageway members 2, 3.

[0036] Referring now to Figure 2a, shown is the apparatus illustrated in Figure 1 a having a partition 16 for directing passenger flow. Elements labeled with the same numerals have the same function as those illustrated in Figure la. Preferably, the partition 16 is a barrier in the form of a wall disposed upon the third passageway member 9 and extending from the access port 15 toward the optional security lciosl~ 13. The partition 16 divides the single access port 15 into two ports 15a and 15b. In a most preferred embodiment, a moveable partition 17 is provided at an outboard end of partition 16, for allowing optional coupling between first and second sides 9a and 9b, respectively, of the third passageway member 9.

[0037] During use, passengers with seat assignments on the right side of the aircraft 10 are directed from the terminal 14 through the port 15a, along the passageway 9a to the second passageway member 3, and board aircraft 10 via doorway 12. Of course, passengers with seat assignments on the left side of the aircraft 10 are directed from the terminal 14 through the port 15b, along the passageway 9b to the first passageway member 2, and board aircraft 10 via doorway 11. For example, airline employees whose responsibility it is to screen passengers and to collect boarding passes therefrom are positioned at a terminal lcioslc 18. Passengers lining up in single file at the lcioslc 18 are directed to take one of port 15a and 15b, depending upon a seat assignment indicated on the passenger's boaa-ding pass. Optionally, the boarding pass indicates one of left and right side boarding and the passengers line up in single file at the left side boarding and right side boarding sides of terminal lcioslc 18 simultaneously, wherein the employee simply verifies that the passenger is on the correct side.

[0038] Advantageously, doorways along both sides of the aircraft are serviced using a boarding apparatus that is connectable to the terminal building 14 at a single point, which allows fewer staff to be used for loading the aircraft. Elements labeled with the same numerals have the same function as those illustrated in Figure la.

[0039] Referring to Figure 2b, shown is an alternative arrangement of the apparatus illustrated in Figure 2a, for simultaneously servicing two nose-in parked aircraft at a terminal building. Elements labeled with the same numerals have the same function as those illustrated in Figure 1 a. In Figure 2b the moveable partition 17 is secured in a closed position, such that passengers moving along one of passageways 9a and 9b are unable to access the other one of passageways 9a and 9b without returning to the terminal security lcioslc 18. Accordingly, the first passageway member 2 is swung horizontally by 180° to service a doorway along the right side of an aircraft 21, and the second passageway member 3 is smmg horizontally by 180° to service a doorway along the left side of an aircraft 22. As the passageways 9a and 9b are coupled only via the terminal security kioslc 18, the apparatus 20 is suitable for moving passengers between the terminal 14 and two aircraft 21 and 22, using a single access port 15.

[0040] Referring to Figure 3, shown is a simplified top plan view of an apparatus according to a second embodiment of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building. The apparatus shown generally at 30 includes a first passageway member 2 for mating to a doorway 11 on a first (i.e. left) side of an aircraft 10, and a second passageway member 3 for mating to a doorway 12 on a second (i.e. right) side of the aircraft 10. The first and second passageway members 2 and 3, respectively, are coupled to each other and to a terminal Building 14 via a telescopic passageway member including inner and outer passageway elements 33 and 34, respectively, wherein the inner element 33 is telescopically received within the outer element 34 such that the length of the telescopic passageway member is variable. The telescopic passageway member is in conununication with the terminal building 14 via a single access poet 15, a doorway or a double-width doorway for example. In a particularly preferred embodiment shown in Figure 3, each passageway member 2, 3 is pivotally anchored at an inboard end thereof to the telescopic passageway member via a movable rotunda 31. ~ The moveable rotunda 31 includes a wheel carriage (not shomi), which preferably includes a height adjustable support member. Accordingly, the moveable rotunda is drivable to different positions along the apron and the height is adjustable.
Furthermore, the movable rotunda 31 allows a horizontal swinging motion of the passageway member 2, 3 relative to an outboard end of the telescopic passageway member. Preferably, the movable rotunda 31 allows the passageway member 2, 3 to swing up to 270° relative to the outboard end of the telescopic passageway member.

[0041] Referring still to Figure 3, each passageway member 2, 3 includes a pivotal cabin 4 at an outboard end thereof for engaging the side of the aircraft 10 with a substantially weather-tight seal, so as to protect passengers traversing the gap between the passageway member ~ 2, 3 and the aircraft 10. Furthermore, each passageway member 2, 3 includes outer and inner tunnel elements 6 and 7, wherein the inner element 7 is telescopically received within the outer element 6 such that the length of the passageway member 2, 3 is variable. Of course, each tunnel element 6 and 7 includes a floor, two sidewalk and a ceiling. Each passageway member 2, 3 is supported near the outboard end thereof by a wheel carriage 5 including a height adjustable support post (not shown) and drive wheels (not shown). The drive wheels are for achieving angular displacement of the passageway member 2, 3 as well as telescoping of the tunnel elements 6 and 7 to alter the length of the passageway member 2, 3. The height adjustable suppout post preferably includes one of a hydraulic cylinder, a pneumatic cylinder and a screw jack. Additional mechanisms (not shown) are provided for pivoting the pivotal cabin 4. Of course, other known mechanisms for moving the various bridge components relative to other bridge components are envisaged for use with the instant invention, selection of such mechanisms being purely a matter of design choice.

[0042] Preferably, the apparatus includes sensors (not shown) for providing feedback control signals to a bridge controller (not shown) in a known maimer. For example, the pivotal cabin 4 includes sensors selected fiom the group including: laser range finders, inductive proximity sensors, echo sonography sensors and pressure transducers.
The sensors are for sensing the close approach of a bumper disposed along an outboard end of a floor surface of the pivotal cabin to the aircraft 10. The control signal is for optionally automatically reducing the approach speed of the cabin and/or providing a human sensable feedback signal to a bridge operator.

[0043] A security lciosk 13 is optionally provided on the third passageway member 9, for example proximate a point where the telescopic passageway member branches toward the left and right sides of the aircraft 10. Accordingly, airline employees whose responsibility it is to screen passengers and to collect boarding passes therefrom, are positionable on the actual boarding structure, which allows the employees to direct passengers to use one of the first and second passageway members 2, 3 depending upon a seat assignment indicated on the passenger's boarding pass. Optionally the lcioslc 13 is positioned on a terminal side of access port 15.

[0044] Referring to Figure 4, shown is a simplified top plan view of an apparatus according to a third aspect of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building. The apparatus shown generally at 40 includes a first passageway member 2 for mating to a doorway 11 on a first (i.e. left) side of an aircraft 10, and a second passageway member 3 for mating to a doorway 12 on a second (i.e. right) side of the aircraft 10. The first and second passageway members 2 and 3, respectively, are coupled to each other and to a terminal building 14 via a telescopic passageway member including an inner passageway element 41 and first and second outer passageway elements 42 and 43, respectively, wherein the inner element 41 is telescopically received within the first and second outer passageway elements 42 and 43 such that the length of the telescopic passageway member is variable. The telescopic passageway member is in communication with the terminal building 14 via a single access port 15, a doorway or a double-width doorway for example. In a particularly prefeiTed embodiment shown in Figure 4, each passageway member 2, 3 is pivotally anchored at an inboard end thereof to the telescopic passageway member via a movable rotunda 31. The moveable rotunda 31 includes a wheel carriage (not shown), which preferably includes a height adjustable support member. Accordingly, the moveable rotunda is drivable to different positions along the apron and the height is adjustable. Furthermore, the movable rotunda 31 allows a horizontal swinging motion of the passageway member 2, 3 relative to an outboard end of the telescopic passageway member. Preferably, the movable rotunda 31 allows the passageway member 2, 3 to swing up to 270° relative to the outboard end of the telescopic passageway member. ' [0045] Referring still to Figure 4, each passageway member 2, 3 includes a pivotal cabin 4 at an outboard end thereof for engaging the side of the aircraft 10 with a substantially weather-tight seal, so as to protect passengers traversing the gap between the passageway member 2, 3 and the aircraft 10. Furthermore, each passageway member 2, 3 includes outer and inner tumiel elements 6 and 7, wherein the inner element 7 is telescopically received within the outer element 6 such that the length of the passageway member 2, 3 is variable. Of course, each tunnel element 6 and 7 includes a floor, two sidewalk and a ceiling. Each passageway member 2, 3 is supported near the outboard end thereof by a wheel carriage 5 including a height adjustable support post (not shown) and drive wheels (not shown). The drive wheels are for achieving angular displacement of the passageway member 2, 3 as well as telescoping of the tunnel elements 6 and 7 to alter the length of the passageway member 2, 3. The height adjustable support post preferably includes one of a hydraulic cylinder, a pneumatic cylinder, a screw jack or any convenient adjustable support post. Additional mechanisms (not shown) axe provided for pivoting the pivotal cabin 4. Of course, other known mechanisms for moving the various bridge components relative to other bridge components are envisaged. for use with the instant invention, selection of such mechanisms being purely a matter of design choice.

[0046] Preferably, the apparatus includes sensors (not shown) for providing feedbaclc control signals to a bridge controller (not sho'v~m) in a known manner. For example, the pivotal cabin 4 includes sensors selected fiom the group including: laser range finders, inductive proximity sensors, echo sonography sensors and pressure transducers.
The sensors are for sensing the close approach of a bumper disposed along an outboard end of a floor surface of the pivotal cabin to the aircraft 10. The control signal is for optionally automatically reducing the approach speed of the cabin and/or providing a human sensable feedback signal to a bridge operator. .

[0047] A security lcioslc 13 is optionally provided on the telescopic passageway member, for example proximate a point where the telescopic passageway member branches toward the left and right sides of the aircraft 10. Accordingly, airline employees whose responsibility it. is to screen passengers and to collect boarding passes therefiom, are positionable on the actual boarding structure, which allows the employees to direct passengers to use one of the first and second passageway members 2, 3 depending upon a seat assignment indicated on the passenger's .boarding pass. Optionally the kiosk 13 is positioned on a terminal side of access port 15.

[0048] Referring to Figure Sa, shoml is a simplified top plan view of an apparatus according to a fourth aspect of the instant invention, in a stowed position relative to a nose-in parlced aircraft at a terminal building. The apparatus shown generally at 50 comprises a first passageway member 51 extending from a terminal 14 to a rotunda member 52.
Second and third passageway members 57 and 58, respectively, are pivotally anchored at inboard ends thereof to the rotunda member 52. The second and third passageway members 57, 58 include outer and inner tunnel elements 53 and 54, wherein the inner element 54 is telescopically received within the outer element 53 such that the length of the passageway member 57, 58 is variable. Of course, each tumiel element 53 and 54 includes a floor, two sidewalk and a ceiling. Each passageway member 57, 58 is supported near the outboard end thereof by a wheel carriage 56 including a height adjustable support post (not shown) and drive wheels (not shown). The drive wheels are for aclueving angular displacement of the passageway member 57, 58 as well as telescoping of the tunnel elements 53 and 54 to alter the length of the passageway member 57, 58. The height adjustable support post preferably includes one of a hydraulic cylinder, a pneumatic cylinder, a screw jack or any convenient adjustable support post.
Additional mechanisms (not shown) are provided for pivoting the pivotal cabin 53. Of course, other known mechanisms for moving the various bridge components relative to other bridge components are envisaged for use with the instant invention, selection of such mechanisms being purely a matter of design choice.

[0049] Preferably, the apparatus includes sensors (not shown) for providing feedbaclc control signals to a bridge controller (not shown) in a known mamier. For example, the pivotal cabin 4 includes sensors selected from the group including: laser range finders, inductive proximity sensors, echo sonography sensors and pressure transducers.
The sensors are for sensing the close approach of a bumper disposed along an outboard end of a floor surface of the pivotal cabin to the aircraft 10. The control signal is for optionally automatically reducing the approach speed of the cabin and/or providing a human sensable feedback signal to a bridge operator.

[0050] A security kioslc 13 is optionally provided on the rotunda 52.
Accordingly, airline employees whose responsibility it is to screen passengers and to collect boarding passes therefrom, are positionable on the actual boarding structure, which allows the employees to direct passengers to use one of the second and third passageway members depending upon a seat assigmnent indicated on the passenger's boarding pass.
Of course, optionally the lcioslc 13 is positioned on a terminal side of access port 15.

[0051] Referring to Figure Sb, shown is a simplified top plan view of an apparatus according to another embodiment of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building. Elements labeled with the same numerals have the same function as those illustrated in Figure Sa, and their description is herein omitted for clarity. The apparatus shown generally at SOa includes a first rotunda 52a for pivotally coupling the third passageway member 58 to the passageway member 51, and a second rotunda 52b for pivotally coupling the second passageway member 57 to the passageway member 51, such that both of the second and third passageway members 57 and 58 are in communication with the access port 15. Advantageously, the first rotunda 52a and the second rotunda 52b are independently actuatable.

[0052] Referring to Figure Sc, shown is an alternative arrangement of the apparatus illustrated in Figure Sb, for simultaneously servicing two nose-in parlced aircraft at a terminal building. Elements labeled with the same numerals have the same function as those illustrated in Figure Sb. The apparatus shown generally at 60 includes a partition 61 and a moveable partition 62 for directing passenger flow within the apparatus 60.
Preferably, the partition 61 is a barrier in the form of a wall disposed upon the passageway member 51 and extending from the access port 15 toward the optional security kiosk 13.
The partition 61 divides the single access port 15 into two ports 15a and 15b.
In a most preferred embodiment, a moveable partition 62 is provided at an outboard end of partition 61, for allowing optional coupling between second and third passageway elements 57, 58.

[0053] In order to service two aircraft simultaneously, the pivotal cabins 55 are pivoted less than 180° such that cabin SSa is directed toward an aircraft 21 and cabin SSb is directed toward a second other aircraft 22. The moveable partition 62 is secured in a closed position, such that passengers moving along one of the second and third passageways 57 and 58, respectively, are unable to access the other one of passageways 9a and 9b without returning to a terminal security lciosk 18. During use, passengers having a boarding pass for aircraft 21 are directed from the terminal 14 through the port 15b, and along the second passageway member 57 to board aircraft 21 via doorway 63. Of course, passengers having a boarding pass for aircraft 22 are directed from the terminal 14 through the poet 15a, and along the third passageway member 58 to board aircraft 22 via doorway 64. Optionally, each boarding pass indicates one of left and right side boarding and the passengers line up in single file at the left side boarding and right side boarding sides of terminal l~ioslc 18 simultaneously, wherein the employee simply verifies that the passenger is on the correct side.

[0054] Referring to Figure 6, shown is a simplified top plan view of an apparatus according to a fifth embodiment of the instant invention, for simultaneously servicing two nose-in parked aircraft at a terminal building. The apparatus shown generally at 70 includes a first passageway member 2 for mating to a doorway 63 on a first (i.e. right) side of first aircraft 21, and a second passageway member 3 for mating to a doorway 64 on a second (i.e. left) side of a second aircraft 22. The first and second passageway members 2 and 3, are coupled to a terminal building 14 via an extension 71b and 71a, respectively, of a third passageway member 71. The third passageway member 71 is in commlmication with the terminal building 14 via a single access port 15, a doorway or a double-width doorway for example. A pautition 61 prevents passengers from moving between the planes 21 and 22 being serviced by the apparatus 70. In the particularly preferred embodiment shown in Figure 6, each passageway member 2, 3 is pivotally anchored at an inboard end thereof to the extension 71b, 71a of the third passageway member via a rotunda 31, 72, respectively. The rotunda 31, 72 allows a horizontal swinging motion of the passageway member 2, 3 relative to an outboard end of the third passageway member extension 71b, 71a. Preferably, the rotunda 31, 72 allows the passageway member 2, 3 to swing up to 270° about the end of the third passageway member extension 71b, 71a.

[0055] Referring still to Figure 6, each passageway member 2, 3 includes a pivotal cabin 4 at an outboard end thereof for engaging the side of the aircraft 10 with a substantially weather-tight seal, so as to protect passengers traversing the gap between the passageway member 2, 3 and the aircraft 10. Furthermore, each passageway member 2, 3 includes outer and inner tunnel elements 6 and 7, wherein the inner element 7 is telescopically received within the outer element 6 such that the length of the passageway member 2, 3 is variable. Of course, each tunnel element 6 and 7 includes a floor, two sidewalls and a ceiling. Each passageway member 2, 3 is supported near the outboard end thereof by a wheel carriage 5 including a height adjustable support post (not shown) and drive wheels (not shown). The drive wheels are for achieving angular displacement of the passageway member 2, 3 as well as telescoping of the tumlel elements 6 a~ld 7 to alter the length of the passageway member 2, 3. The height adjustable support post preferably includes one of a hydraulic cylinder, a pneumatic cylinder, a screw jaclc or any convenient adjustable support post. Additional mechanisms (not shown) are provided for pivoting the pivotal cabin 4. Of course, other known mechanisms for moving the various bridge components relative to other bridge components are envisaged for use with the instant invention, selection of such mechanisms being purely a matter of design choice.

[0056] Preferably, the apparatus includes sensors (not shown) for providing feedback control signals to a bridge controller (not shown) in a known manner. For example, the pivotal cabin 4 includes sensors selected from the group including: laser range finders, inductive proximity sensors, echo sonography sensors and pressure transducers.
The sensors are for sensing the close approach of a bumper disposed along an outboard end of a floor surface of the pivotal cabin to the aircraft 10. The control signal is for optionally automatically reducing the approach speed of the cabin and/or providing a human sensable feedbaclc signal to a bridge operator.

[0057] A security lcioslc 13 is optionally provided on the third passageway member 9, for example proximate a point where the member 9 branches toward the left and right sides of the aircraft 10. Accordingly, airline employees whose responsibility it is to screen passengers and to collect boarding passes therefrom, are positionable on the actual boarding structure, which allows the employees to direct passengers to use one of the first and second passageway members depending upon a seat assignment indicated on the passenger's boarding pass. Of course, optionally the kiosk 13 is positioned on a terminal side of access port 15.

[0058] Referring to Figure 7, shown is a simplified top plan view of an apparatus according to a sixth embodiment of the instant invention, for simultaneously servicing plural nose-in parked aircraft at a terminal building. The apparatus includes a walkway 81 connected at intervals to the terminal 14 via access port 15, by way of a passageway 82 disposed approximately normal to both of the walkway 81 and the terminal 14.
Passengers are directed from the terminal building 14 through the access port 15, across the passageway 82 and onto the walkway 81. Barricade means 80 ensure that passengers are provided with a direct route to a doorway of an aircraft, which aircraft they are entitled to board.

[0059] Referring to Figure 8a, shown is a simplified top plan view of an apparatus according to a seventh embodiment of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building. The apparatus shown generally at 80 comprises a rotunda 81, which is anchored to a terminal building 14. First and second passageway members 82 and 83, respectively, are pivotally anchored at inboard ends thereof to the rotunda 81. The first and second passageway members 82, 83 include outer and inner tumiel elements 84 and 85, wherein the inner element 85 is telescopically received within the outer element 84 such that the length of the passageway member 82, 83 is variable. Of course, each tunnel element 84 and 85 includes a floor, two sidewalls and a ceiling. Each passageway member 82, 83 is supported near the outboard end thereof by a wheel carriage 86 including a height adjustable support post (not shown) and drive wheels (not shown). The drive wheels . are for achieving angular displacement of the passageway member 82, 83 as well as telescoping of the tunnel elements 84 and 85 to alter the length of the passageway member 82, 83. The height adjustable support post preferably includes one of a hydraulic cylinder, a 'screw jack or any convenient adjustable support post. Additional mechanisms (not shown) are provided for pivoting the pivotal cabin 87. Of course, other lcnown mechanisms for moving the various bridge components relative to other bridge components are envisaged for use with the instant invention, selection of such mechanisms being purely a matter of design choice.

[0060] Preferably, the apparatus includes sensors (not shown) for providing feedback control signals to a bridge controller (not shown) in a known manner. For example, the pivotal cabin 87 includes sensors selected from the group including: laser range finders, inductive proximity sensors, echo sonography sensors and pressure transducers.
The sensors are for sensing the close approach of a bumper disposed along an outboard end of a floor surface of the pivotal cabin to the aircraft 10. The control signal is for optionally automatically reducing the approach speed of the cabin and/or providing a human sensable feedback signal to a bridge operator.

[0061] A security kiosk 13 is optionally provided on the rotunda 81.
Accordingly, airline employees whose responsibility it is to screen passengers and to collect boarding passes therefrom, are positionable on the actual boarding structure, which allows the employees to direct passengers to use one of the first and second passageway members depending upon a seat assignment indicated on the passenger's boarding pass.
Of course, optionally the lcioslc 13 is positioned on a terminal side of access port 15.

[0062] Referring to Figure 8b, shown is the apparatus illustrated in Figure 8a in an aircraft engaging position. Elements labeled with the same numerals have the same function as those illustrated in Figure 8a. Of course, the passageway members 82, 83 are moved to the aircraft engaging position only after the aircraft 10 has come to a complete stop. For example, the drive wheels are actuated in order to extend the outer tunnel element 85 relative to the inner tunnel element 84 and to adjust the angular position of the passageway member such that the pivotal cabin 87 is substantially horizontally aligned with the doorway of the aircraft 10. Additionally, the height adjustable support post is actuated to substantially vertically align the pivotal cabin 87 with the doorway of the aircraft 10. Final adjustments are made by actuating the mechanism for pivoting the pivotal cabin 87, such that the cabin engages a side surface of the aircraft, and encircles the doorway in a substantially weather-tight manner.

[0063] Optionally, the passageway members 82, 83 are mated to the doorway 1 l, 12 of aircraft 10 using one of an automatic, semi-automatic, telerobotic and manual alignment system. Further optionally, sensors (not shown) for sensing a height of the doorway 11, 12 are provided along one of the apparatus 80 and the terminal building 14, for sensing height changes of the doorway 11, 12 during boarding and deplaning operations, and for providing control signals to a bridge controller for automatically adjusting the height adjustable support posts to maintain a level surface between the aircraft 10 and the first and second passageway members 82, 83.

[0064] Referring to Figure 8c, shown is a simplified top plan view of an apparatus according to an eighth embodiment of the instant invention, in a stowed position relative to a nose-in parked aircraft at a terminal building. The apparatus shown generally at 90 comprises a fused rotunda member including rotunda elements 81a and 81b, which fused rotunda member is anchored directly to a terminal building 14.. First and second passageway members 82 and 83, respectively, are pivotally anchored at inboard ends thereof to the rotunda elements 81b and 81a, respectively. The first and second passageway members 82, 83 include outer and inner tunnel elements 84 and 85, wherein the inner element 85 is telescopically received within the outer, element 84 such that the length of the passageway member 82, 83 is variable. Of course, each tunnel element 84 and 85 includes a floor, two sidewalls and a ceiling. Each passageway member 82, 83 is supported near the outboard end thereof by a wheel carriage 86 including a height adjustable support post (not shown) and drive wheels (not shown). The drive wheels are for achieving angular displacement of the passageway member 82, 83 as well as telescoping of the tunnel elements 84 and 85 to alter the length of the passageway member 82, 83. The height adjustable support post preferably includes one of a hydraulic cylinder, a screw jack or any convenient .adjustable support post. Additional mechanisms (not shown) are provided for pivoting the pivotal cabin 87. Of course, other known mechanisms for moving the various bridge components relative to other bridge components are envisaged for use with the instant invention, selection of such mechanisms being purely a matter of design choice.

[0065] Preferably, the apparatus includes sensors (not shown) for providing feedbaclc control signals to a bridge controller (not shov~m) in a known manner. For example, the pivotal cabin 87 includes sensors selected from the group including: laser range finders, inductive proximity sensors, echo sonography sensors and pressure transducers.
The sensors are for sensing the close approach of a btunper disposed along an outboard end of a floor surface of the pivotal cabin to the aircraft 10. The control signal is for optionally automatically reducing the approach speed of the cabin and/or providing a human sensable feedback signal to a bridge operator.

[0066] In a particularly preferred embodiment, a human operator is required to perform one of an enable and a disable operation prior to automated operation. For instance, the human operator turns a lcey in a control panel or enters an alphanumeric code via a keypad to enable the automated alignment system. In particular, partially full flights may not require passengers to move through doors on both sides of an aircraft.
Alternatively, certain airlines may not approve the automated operation of an apparatus that approaches an aircraft from two opposing directions.

[0067] Numerous other embodiments may be envisaged without departing from the spirit and scope of the invention.

Claims

Claims What is claimed is:

1. A passenger boarding bridge for conveying passengers between a stationary structure and an aircraft, the aircraft having a first door on a first side thereof and a second door on a second opposing side thereof, the passenger boarding bridge comprising:
a first passageway member for coupling to the first door; and a second passageway member for coupling to the second door, wherein the first and second passageway members are coupled to one another and are coupled to the stationary structure via a single access port on the stationary structure.

2. A passenger boarding bridge according to claim 1 wherein the first and second passageway members each comprise a cabin for coupling to the doors of the aircraft.

3. A passenger boarding bridge according to claim 1 comprising a first cabin pivotably connected to an outboard end of the first passageway member, and comprising a second cabin pivotably connected to an outboard end of the second passageway member.

4. A passenger boarding bridge according to claim 3, wherein during use the first cabin engages a surface of the aircraft proximate the first door and the second cabin engages simultaneously a surface of the aircraft proximate the second door.

5. A passenger boarding bridge according to claim 3 wherein the first cabin comprises a first extendable section for approaching and retracting from the first door during mating therewith and the second cabin comprises a second extendable section for approaching and retracting from the second door during mating therewith.

6. A passenger boarding bridge according to any of claims 1, 2, 3, 4, and 5, comprising at least a first pivotable section between the stationary structure and the first passageway member.

7. A passenger boarding bridge according to any of claims 1 through 6, comprising at least a second pivotable section between the stationary structure and the second passageway member.

8. A passenger boarding bridge according to any one of claims 1 through 7, wherein the first and second passageway members comprise telescopically extendable members for allowing a length adjustment of the first and second passageway members in dependence upon a type of aircraft being serviced.

9. A passenger boarding bridge according to any one of claims 1 through 8, comprising drive means for moving the first and second passageway members toward the aircraft.

10. A passenger boarding bridge according to claim 9, wherein the drive means comprise drive wheels.

11. A passenger boarding bridge according to any one of claims 1 through 10 comprising a height adjustable support post for adjusting a height of the passenger boarding bridge.

12. A passenger boarding bridge according to claim 11, wherein the height adjustable support post is selected from the group consisting of a hydraulic mechanism, a pneumatic cylinder, a scissor-lift mechanism, a ball-screw and jack mechanism.

13. A passenger boarding bridge according to any of claims 1 through 12, comprising a control system for controlling motion of the passenger boarding bridge to automatically approach an aircraft.

14. A passenger boarding bridge according to claim 13, wherein the control system comprises at least one sensor for guiding the bridge approaching the aircraft.

15. A method of emplaning and deplaning an aircraft, comprising the steps of:
providing a multiple-door access passenger boarding bridge near the aircraft;

mating the multiple-door access passenger boarding bridge to at least a first door on a first side of the aircraft and at least a second door on an opposing side of the aircraft;
opening the at least a first door and the at least a second door; and, emplaning or deplaning passengers simultaneously from the first door and second door via the multiple-door access passenger boarding bridge.

16. The method of claim 15, wherein the step of providing the multiple-door access passenger boarding bridge near the aircraft comprises the step of translating a cabin portion of the passenger boarding bridge near the aircraft.

17. The method of claim 16, wherein the step of translating the cabin of the passenger boarding bridge comprises the step of adjusting a position of the passenger boarding bridge along a plane parallel to the ground.

18. The method of claim 16, wherein the step of translating the cabin of the passenger boarding bridge comprises the step of adjusting a height of the cabin relative to the ground.

19. The method of claim 15, further comprising the step of:
automatically controlling an approach of the passenger boarding bridge to the aircraft using an automated control system.

20. A passenger boarding bridge for conveying passengers simultaneously between an airport terminal and each of a right door of a first aircraft that is parked in a first parking location and a left door of a second aircraft that is parked in a second other parking location, the passenger boarding bridge comprising:
a first passageway member comprising a first cabin for coupling with the right door of the first aircraft;
a second passageway member comprising a second cabin for coupling with the left door of the second aircraft, wherein the first and second passageway members are coupled to one another and are coupled to the airport terminal via a single access port of the airport terminal; and, a moveable partition for controlling passenger movement between the first passageway member and the second passageway member.

21. A passenger boarding bridge according to claim 20, wherein the first passageway member and the second passageway member each comprise a pivotable section for supporting movement of the first cabin and the second cabin, respectively, between a first position and a second position, wherein the first cabin and the second cabin are both in the first position for servicing simultaneously the right door of the first aircraft and the left door of the second aircraft.

22. A passenger boarding bridge according to claim 21, wherein the pivotable section of the first passageway member supports an angular range of pivot of about 270° and the pivotable section of the second passageway member supports an angular range of pivot of about 270°.

23. A passenger boarding bridge according to claim 21, wherein the pivotable section of the first passageway member supports movement of the first cabin to the second position for servicing a left door of a third aircraft parked at a third parking location that is intermediate the first parking location and the second parking location, and the pivotable section of the second passageway member supports movement of the second cabin to the second position for servicing a right door of the third aircraft parked at the third parking location.

24. A passenger boarding bridge according to any one of claims 20 through 23, wherein the moveable partition is positionable to a first operating position for defining separate passenger traffic flow paths between the single access port of the airport terminal and each of the first cabin and the second cabin.

25. A passenger boarding bridge according to claim 24, wherein the moveable partition when in the first operating position prevents movement of passengers directly between the first passageway member and the second passageway member.

26. A passenger boarding bridge according to any one of claims 20 through 25, wherein the moveable partition is positionable to a second operating position for allowing direct movement of passengers between the first passageway member and the second passageway member.

27. A method of conveying passengers between an airport terminal and a plurality of aircraft, the method comprising the steps of:
providing a passenger boarding bridge comprising a first passageway member having a first aircraft engaging end section and comprising a second passageway member having a second aircraft engaging end section;
providing a first aircraft having a right door, the first aircraft parked for being serviced by the first passageway member and having a first forward position;
mating the aircraft engaging end section of the first passageway member with the right door of the first aircraft;
providing a second aircraft having a left door, the second aircraft provided in a different parked location relative to the passenger boarding bridge but having an approximately similar forward position relative to the first forward position;

mating the aircraft engaging end section of the second passageway member with the left door of the second aircraft; and, emplaning or deplaning passengers simultaneously from the right door of the first aircraft via the first passageway member and from the left door of the second aircraft via the second passageway member.