JP2005219644A - Boarding bridge for passenger - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a boarding bridge for passengers adaptable to either of right/left doors of an aircraft, securing the safety of the passengers, and securing an efficient walking passage for getting on/off. <P>SOLUTION: In the boarding bridge 1 for passengers equipped with a tunnel 6 arranged between a spot 4 of a terminal building 2 and an entrance 9 of the aircraft 3, base ends 6a of the tunnels 6 are arranged to adjacent spots 4 of the terminal building 2 and edges 6b of the tunnels 6 are mounted to the right/left entrances 9 of the aircraft 3. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a passenger boarding bridge that is used as a passage when a passenger gets inside an aircraft from a terminal building or walks down from the inside of an aircraft to a terminal building.

FIG. 10 schematically shows a general passenger boarding bridge. This passenger boarding bridge 100 is a tunnel-like walking passage that connects an airport terminal building 101 and an aircraft 110 and enables direct boarding / exiting between the terminal building 101 and the aircraft 110. For this reason, the passenger boarding bridge 100 includes a rotor 103 fixed to a spot 102 leading to the terminal building 101, a tunnel 104 provided with a base end connected to the rotor 103, and a distal end of the tunnel 104. A cab 105 and a bridge head 106 are provided, and the bridge head 106 is connected to an entrance 111 of the aircraft 110 (see, for example, Patent Document 1). The bridge head 106 is connected so as to be rotatable in the horizontal direction around the Q point of the cab 105.
The tunnel portion 104 is connected to the rotor 103, and is inserted into a small tunnel 104a provided to be rotatable about a vertical axis around the point P, and inserted into the tip of the small tunnel 104a via a guide device (not shown). Medium tunnel 104b connected to each other, and a large tunnel 104c connected to the tip of the middle tunnel 104b via a similar guide device. A cab 105 and a bridge head 106 are provided at the tip of the large tunnel 104c. ing. However, a configuration in which the middle tunnel 104b is not provided may be employed. Therefore, the passenger boarding bridge 100 has a configuration that can be expanded and contracted according to the distance between the rotor 103 fixed to the spot 102 and the entrance 111 of the aircraft 110.
Japanese Patent Laid-Open No. 2002-37196

  Frames 107 are provided along the vertical direction on both the left and right sides of the front end of the large tunnel 104c, and rubber tire drive wheels (not shown) rotate around the vertical axis at the lower end of the frame 107. It is mounted movably. The frame 107 has an elevating device (not shown) that can adjust the height of the bridge head 106 according to the ground height of the entrance 111 of the aircraft 110. Therefore, the lengthwise expansion and contraction of the passenger boarding bridge 100 and the horizontal rotation around the point P of the rotor 103 are performed by the drive wheels attached to the lower end of the frame 107, and the height of the bridge head 106 is increased. The adjustment of the direction is performed by an elevating device provided on the frame 107. Moreover, in the passenger boarding bridge 100, the bridge head 106 is appropriately rotated around the point Q so that the positions of the entrance 111 and the bridge head 106 of the aircraft 110 are matched to ensure a safe walking path. It has become.

By the way, as shown in FIG. 11, these series of operations are performed when the operator operates the operation panel 112 disposed on the left side in the cab 105. Among them, the adjustment of the heights of the entrance 111 and the bridge head 106 of the aircraft 110 is an important operation. That is, the height of the bridge head 106 needs to follow even when the height of the loading / unloading port 111 on the aircraft 110 side fluctuates due to passenger getting on / off, cargo loading / unloading, and fuel supply. . For this reason, an auto leveler 113 is disposed at the right end of the bridge head 106, and the height is controlled while the height of the bridge head 106 is monitored by the auto leveler 113.
When the passenger boarding bridge 100 is mounted on the aircraft 110, the auto-leveler 113 always keeps the distance between the floor height of the bridge head 106 of the passenger boarding bridge 100 and the floor height of the aircraft 110 within a certain range. This device is attached to the right top of the floor of the bridge head 106 located diagonally to the operation panel 112 so that the operating state can be easily confirmed by the operator and can be quickly treated.

As described above, the conventional passenger boarding bridge 100 described above has been designed and considered so as to be attached to the first door and the second door on the left side L in the traveling direction of the aircraft 110, as shown in FIG. 11, since the door 114 of the aircraft 110 opens forward, the operation panel 112 is installed on the left side of the bridge head 106 (the front side of the aircraft 110), and the auto leveler 113 is on the right side of the bridge head 106. (Rear side of the aircraft 110) is installed at the tip, thereby facilitating the monitoring of the auto leveler 113 and maximizing the passage width X, and the passage between the entrance 111 and the bridge head 106 of the aircraft 110 is linear. In order to secure passengers, passengers can get on and off smoothly. In the example disclosed in Patent Document 1 as well, the invention has been made in response to getting on and off from the door on the left side in the traveling direction of the aircraft 110.
On the other hand, as shown in FIG. 11, in the aircraft 110, the door 114 is also installed on the right side R on the right side of the aircraft 110 in the opposite position to the left side L. The door 114 is positioned for emergency escape, and the passenger boarding bridge 100 is not used to get on and off the passenger. In addition, although the invention which carries in and carries out air cargo etc. using the door on the right side of an aircraft is disclosed (for example, refer patent document 2), this invention is the air cargo etc. in the aircraft from which a door structure etc. differ completely. It is limited to the use of loading and unloading.
JP 2002-321698 A

Recently, a large number of passengers get on and off at the same time due to the increase in size of the aircraft 110, so it takes time to get on and off, and the necessity to improve the operational efficiency of the equipment of the aircraft 110 and the terminal building 101 has increased. For this reason, there has been a growing demand for a device that allows passengers to get on and off from the doors 114 installed on the left and right sides of the aircraft 110 to reduce time while ensuring safety.
Although not actually used, in the case where the conventional passenger boarding bridge 100 is made to correspond to the right door 114 as it is, as shown in FIG. The position 112 becomes the front of the entrance 111 and closes the passenger's passage, the walk passage turns as shown by the arrow, and the passage width X becomes narrower. As a result, it is difficult for passengers to get on and off efficiently, and it is not preferable from the viewpoint of safety. In addition, since the auto leveler 113 is behind the door 114, it has a problem that it is difficult to confirm the operation status.

  The present invention has been made in view of such a situation, and its purpose is to accommodate both left and right doors of an aircraft, ensuring an efficient walking path when getting on and off while ensuring passenger safety. It is to provide a passenger boarding bridge that can do this.

  In order to solve the above-described problems of the prior art, in the present invention according to claim 1, in the passenger boarding bridge having a tunnel portion installed between a spot of a terminal building and an entrance of an aircraft, the tunnel portion Are arranged at adjacent spots of the terminal building, and the tip ends of the tunnel portions are respectively attached to the left and right entrances of the aircraft.

  According to a second aspect of the present invention, in the first aspect of the present invention, a bridge head operation control panel provided at a tip of the tunnel portion is movable along a lateral direction of the bridge head which is a longitudinal direction of the aircraft. It is configured.

  According to a third aspect of the present invention, in the first or second aspect of the invention, auto levelers are respectively provided on the left and right sides of the bridge head, and the left and right auto levelers are moved by moving the driving operation panel. It is designed to be used after switching.

  In this invention of Claim 4, in the invention in any one of Claims 1-3, the said operation panel is integrally provided in the movable panel arrange | positioned at the front end side of the said bridge head, This movable panel is And a transparent window, and movably supported above the bridge head.

  According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the movable panel is provided with a pedal-type stopper for fixing the movable panel to the floor surface of the bridge head.

  According to a sixth aspect of the present invention, there is provided a movement lever according to any one of the first to fifth aspects, wherein the movable panel is moved along the horizontal direction of the bridge head and has a locking function. Is provided.

  According to the first aspect of the present invention, in a passenger boarding bridge having a tunnel portion installed between a spot of a terminal building and an entrance / exit of an aircraft, a base end portion of the tunnel portion is set to a spot adjacent to the terminal building. Each of the tunnels is installed at the left and right entrances of the aircraft, so even in the case of a large aircraft, a large number of passengers can enter and exit from the left and right smoothly without congestion. You can get on and off efficiently from the mouth at once.

  In the invention according to claim 2, since the operation control panel of the bridge head provided at the tip of the tunnel portion is configured to be movable along the left-right direction of the bridge head which is the front-rear direction of the aircraft, Even when it is installed at the right-hand side entrance / exit, the bridge head is moved to the right side of the bridge head (rearward of the aircraft) by moving the operation panel to the left-hand direction entrance / exit. The inside walkway can be secured widely in a straight line, and passengers can get on and off safely and efficiently in a short time.

  In the invention of claim 3, auto levelers are respectively provided on the left and right sides of the front end of the bridge head, and the left and right auto levelers are switched and used by moving the operation panel. Therefore, it is possible to reliably monitor and operate the bridge head. Moreover, in the unlikely event that one of the auto levelers breaks down, the bridge head can be monitored and operated using the other auto leveler, so that safety and reliability can be improved.

  According to a fourth aspect of the present invention, the operation control panel is integrally provided on a movable panel disposed on the tip side of the bridge head, the movable panel including a transparent window, and on the upper portion of the bridge head. Since it is supported so as to be movable, operability and safety can be improved by integration with a movable panel having a windproof function and a rainproof function. In addition, since the mechanism for supporting and moving the movable panel is arranged at the upper part of the bridge head, the passenger's feet are not made unstable.

  In the invention of claim 5, since the movable panel is provided with a pedal type stopper for fixing the movable panel to the floor surface of the bridge head, the integrated operation control panel and the movable panel are reliably set at predetermined positions. can do.

  In the invention of claim 6, since the movable panel is provided with a moving lever that moves the bridge panel along the left-right direction of the bridge head and also has a lock function, The movable panel can be reliably set at a predetermined position by a simple operation.

  Hereinafter, a boarding bridge for passengers according to the present invention will be described with reference to the drawings.

  FIG. 1 is a plan view schematically showing a passenger boarding bridge according to an embodiment of the present invention installed between a terminal building and an aircraft, and FIG. 2 is a passenger boarding bridge according to an embodiment of the present invention. FIG. 3 is a side view showing the bridge head portion in FIG. 2, FIG. 4 is a sectional view taken along line AA in FIG. 2, and FIG. 5 is a sectional view taken along line BB in FIG. 6 is an auto-leveler provided on the bridge head of the passenger boarding bridge according to the embodiment of the present invention, and is a front view conceptually showing a standby state in which the rod of the electric cylinder of the drive unit is extended to the maximum, FIG. 6 is a front view schematically showing a state in which the rod of the electric cylinder of the drive unit is contracted, and FIG. 9 is an embodiment of the present invention. Affect A state in which the bridgehead is attached to the entrance of the left and right aircraft guest boarding bridge is a plan view schematically showing. Note that FIG. 2 is shown excluding the ceiling portion of the bridge head for easy understanding.

  The passenger boarding bridge 1 according to the embodiment of the present invention has the same general configuration and function as the passenger boarding bridge 100 of the conventional example, and its main part will be described as shown in FIG. The terminal building 2 and the aircraft 3 at the airport are connected to each other, and direct boarding and unloading between the terminal building 2 and the aircraft 3 is enabled. Therefore, the passenger boarding bridge 1 is provided with a rotor 5 fixed to the spot 4 leading to the terminal building 2 and a tunnel 6 provided with a base end portion 6a rotatably connected to the rotor 5 about a vertical axis. And a cab 7 and a bridge head 8 provided at the front end portion 6 b of the tunnel portion 6, and the bridge head 8 is connected to an entrance 9 of the aircraft 3. The tunnel unit 6 is configured to be able to expand and contract according to the distance between the rotor 5 fixed to the spot 4 and the entrance 9 of the aircraft 3 by connecting a plurality of tunnels having different diameters to each other. . The bridge head 8 is connected to the cab 7 so as to be rotatable in the horizontal direction.

  On the other hand, the passenger boarding bridge 1 of the present embodiment can be arranged not only on the left side L in the traveling direction of the aircraft 3 but also on the right side R in the traveling direction of the aircraft 3 according to the number of facilities at the entrance 9 of the aircraft 3. It is configured to be possible. That is, in the passenger boarding bridge 1 arranged on the left side L and right side R of the traveling direction of the aircraft 3, the base end part 6 a of each tunnel part 6 is arranged in each spot 4 adjacent to the terminal building 2 via the rotor 5. In addition, the front end portion 6 b of each tunnel portion 6 is mounted on the left and right entrances 9 of the aircraft 3 via the cab 7 and the bridge head 8.

As shown in FIGS. 2 to 4, a driving operation panel 10 for raising and lowering the bridge head 8 corresponding to the height position of the entrance 9 of the aircraft 3 is provided on the front end 6 b side of the tunnel portion 6. ing. The driving operation panel 10 is configured to be movable along the left-right direction of the bridge head 8 (the width direction of the bridge head 8, the direction of arrow M in FIGS. 2 and 4), which is the front-rear direction of the aircraft 3.
In addition, the driving operation panel 10 is integrally fixed to a rainproof and windproof movable panel 11 disposed on the distal end side of the bridge head 8, and can be moved integrally with the movable panel 11. In addition, the driving operation panel 10 is provided at a slightly lower central portion (the waist portion of the operator (not shown)) of the movable panel 11 in consideration of the convenience of the operator's operation.

The movable panel 11 includes a transparent window 12 that is used for visually recognizing an auto leveler described later in the cab 7. The transparent window 12 is formed of glass, transparent plastic, or the like, and is provided at a slightly upper central portion (not shown) of the movable panel 11 in consideration of visibility.
The movable panel 11 is supported on the upper part of the bridge head 8 so as to be movable in the direction of arrow M. For this reason, two parallel guide rails 13 spaced apart from each other are horizontally stretched and fixed along the width direction of the bridge head 8 on the ceiling in front of the cab 7 portion of the bridge head 8. On these two guide rails 13, four sets of rollers 15 that are rotatably connected by a frame 14 are fitted, and are attached to be movable on the guide rails 13. The movable panel 11 is fixed to the underframe 14 along the vertical direction. Therefore, the movable panel 11 is supported movably on the upper part of the bridge head 8 via the guide rail 13, the base frame 14, and the rollers 15 in a manner that does not hinder passengers getting on and off. Note that the power lines, hoses and control lines for moving the movable panel 11 and for the operation control panel 10 are a cable bear (movable cable wiring) provided on the upper surface of the underframe 14. ) It is supplied via 16.

  Further, on the front side of the movable panel 11, a fixed panel 17 located close to the movable panel 11 is disposed on the entire surface perpendicular to the bridge head 8. This fixed panel 17 is provided for the purpose of wind protection and rain prevention during the operation of the passenger boarding bridge 1, and the central portion where the movable panel 11 moves and overlaps is greatly cut out. As shown in FIGS. 3 and 5, a shutter 19 attached to the front surface of the fixed panel 17 so as to be opened and closed in the vertical direction by a winding device 18 is disposed. The shutter 19 is provided with a plurality of observation windows 20 at predetermined intervals so that the outside can be seen even when the shutter 19 is closed.

  Further, pedal-type stoppers 21 are respectively attached to the left and right sides of the lower end of the movable panel 11. The pedal-type stopper 21 is provided to fix the movable panel 11 to the floor surface of the bridge head 8 by depressing the pedal after the movable panel 11 is moved. A movement lever 22 is provided on each of the left and right sides of the movable panel 11 located above the driving operation panel 10. This moving lever 22 is for gripping this and moving the movable panel 11 along the left-right direction of the bridge head 8 by human power, and at the same time, has a function of locking the movable panel 11 to the fixed panel 17. Yes. Note that the movable panel 11 can be automatically moved by providing a drive motor on the underframe 14 instead of the moving lever 22.

  On the other hand, as shown in FIGS. 2 to 5, a right auto leveler 23 a and a left auto leveler 23 b are disposed on the left and right floors of the bridge head 8. The auto levelers 23a and 23b are designed so that the distance between the floor height of the bridge head 8 and the floor height of the aircraft 3 is always kept within a certain range when the passenger boarding bridge 1 is mounted on the aircraft 3. The left and right auto-levelers 23a and 23b are switched and used by moving the operation control panel 10 along the left-right direction of the bridge head 8 so that the operation state can be always confirmed by the operator. It has become.

Such auto-levelers 23a and 23b are roughly configured by a wheel sensor unit 30, a pressurizing unit 40, and a driving unit 50 as shown in FIGS.
The wheel sensor unit 30 is provided at a pair of supports 31 provided in the case 60, an arm 32 supported by the support 31 so as to be slidable in the horizontal direction, and one end of the arm 32. And a wheel 35 rotatably supported by a pivot pin 34 provided on the bracket 33. At the other end of the arm 32, a connecting pin 36 for connecting to a lever described later is provided.
A detection piece 38 for the proximity switch 37 is provided on the side surface of the wheel 35 farther from the bracket 33. Two proximity switches 37 (37a, 37b) are arranged in such a positional relationship as to sandwich the detection piece 38 therebetween. Although the proximity switch 37 is supported by the bracket 33, FIG. 6 is shown in a state where this relationship is omitted.

  The pressing unit 40 includes a support pin 41 provided on the case 60, a lever 42 supported by the support pin 41 so as to be pivotable, one end fixed to the case 60 by a support metal 43, and the other end supported by a support metal. 44 and a tension spring 45 fixed to the lever 42. A long hole 46 for connecting to the arm 32 through the connecting pin 36 is formed at the tip of the lever 42. The lever 42 is provided with another proximity switch 47.

  The drive unit 50 is rotatably supported by the support pin 41 of the pressurizing unit 40, and one end of the drive unit 50 is swingably supported by the case 60 with a pin 52, and the other end of the drive unit 51 is a pin 53. And an electric cylinder 54 connected to the. The drive lever 51 is provided with a contact piece 55 that protrudes from the end surface of the lever 42 of the pressurizing unit 40 so as to be able to be interlocked. The contact piece 55 also serves as a detection piece of another proximity switch 47 provided on the lever 42 of the pressure unit 40.

  When the auto-leveler 23 having such a configuration is used, the position of the bridge head 8 of the passenger boarding bridge 1 and the aircraft 3 is appropriately set, and then the rod 54a of the electric cylinder 54 in the drive unit 50 is contracted. Then, the drive lever 51 turns and the contact piece 55 moves away from the lever 42. On the other hand, since the lever 42 is pulled to the aircraft 3 side by the tension spring 45, the wheel sensor unit 30 is pressed to the aircraft 3 side via the connecting pin 36 and moved horizontally. Thereafter, when the wheel 35 contacts the side wall 3a of the aircraft 3, the pressurizing unit 40 and the wheel sensor unit 30 stop turning and horizontally moving. In the meantime, the contraction of the rod 54a of the electric cylinder 54 continues further, and reaches the reduction limit and stops. The relationship between the pressurizing unit 40 and the driving unit 50 at this time is shown in FIG. As shown in the figure, the distance between the proximity switch 47 and the contact piece 55 that also serves as the operating piece of the proximity switch 47 becomes wider, the signal from the proximity switch 47 changes, and the wheel 35 comes into contact with the side wall 3a of the aircraft 3. It is confirmed that When the relational position between the bridge head 8 of the passenger boarding bridge 1 and the aircraft 3 is abnormal (wide), the drive lever 51 and the lever 42 move integrally even if the rod 54a of the electric cylinder 54 reaches the reduction limit. Therefore, the abnormal state is detected and displayed.

After the auto-leveler 23 is properly set, passengers get on and off. The load on the aircraft 3 changes due to passengers getting on and off and loading and unloading of luggage, and a step is generated between the bridge head 8 of the passenger boarding bridge 1 and the aircraft 3. Therefore, detection and correction of the step will be described.
First, when the load of the aircraft 3 increases, the floor surface of the aircraft 3 is lowered by this. Then, the wheel 35 in contact with the side wall 3a of the aircraft 3 in a pressurized state rotates in the clockwise direction in FIG. At this time, since the contact piece 38 also rotates as a unit, the upper proximity sensor 37a is operated with a predetermined amount of steps, and a lowering command is issued to the height adjustment mechanism of the passenger boarding bridge 1. When the bridge head 8 of the passenger boarding bridge 1 descends and the signal from the proximity sensor 37a disappears, the descent stops. Further, when the floor surface of the aircraft 3 descends, the above detection and control are repeated, and the step between the bridge head 8 of the passenger boarding bridge 1 and the aircraft 3 is kept below a predetermined amount (about 20 mm).
Further, when the load on the aircraft 3 decreases, the floor surface of the aircraft 3 sequentially rises, so that the wheel 35 rotates counterclockwise in FIG. Then, the lower proximity sensor 37b detects a change, outputs a correction signal, and raises the bridge head 8 of the passenger boarding bridge 1 sequentially, and between the bridge head 8 of the passenger boarding bridge 1 and the aircraft 3. The steps are kept constant.

Next, a description will be given of a case where the passenger boarding bridge 1 according to the embodiment of the present invention is mounted at the entrance 9 on the left side L in the traveling direction and the entrance 9 on the right side R in the traveling direction.
First, when the boarding bridge 1 for passengers is mounted at the entrance 9 on the left side L in the direction of travel of the aircraft 3, as shown on the right side in FIG. The passage (width X) is the same, the left door 70 is opened, and the right auto leveler 23a is selected and used.
On the other hand, when the passenger boarding bridge 1 is mounted on the entrance 9 on the right side R of the aircraft 3 in the traveling direction, as shown on the left side in FIG. 9, the movable panel 11 is first opened with the right door 70 opened. The lock mechanism of the pedal type stopper 21 and the moving lever 22 is released. Thereafter, the movable panel 11 is moved toward the right side (the side where the door 70 is opened), and is again locked by operating the locking mechanism of the pedal stopper 21 and the moving lever 22 to fix the movable panel 11. To do. Next, the left and right auto levelers 23a and 23b are switched to bring the left auto leveler 23b into an operating state. After completing the above preparatory work, the operator operates the operation control panel 10 provided integrally with the movable panel 11 while monitoring the left auto leveler 23b, and the bridge head 8 is moved to the right entrance / exit 9 of the aircraft 3. Attach to.
In this state, when the bridge head 8 is attached to the original left entrance / exit 9, the movable panel 11 is moved to the left side, the right auto leveler 23 a is activated, and the operation operation panel 10 is operated. become.

Thus, in the passenger boarding bridge 1 according to the embodiment of the present invention, even when the bridge head 8 is mounted on the right entrance of the aircraft 3, the movement of the driving panel 10 and the left and right auto-levelers 23a, By switching 23b, the walking passage in the bridge head 8 can be secured linearly and widely (passage width X) as shown by the arrow in FIG. In addition, it is possible to get on and off efficiently in a short time.
Moreover, since the driving operation panel 10 is integrated with the movable panel 11 having a windproof function and a rainproof function, operability and safety can be improved. In addition, since the support structure of the movable panel 11 integrated with the driving operation panel 10 and the mechanism for movement are arranged on the upper part of the bridge head 8, it does not hinder the walking of passengers getting on and off. In addition, since the pedal-type stopper 21 and the moving lever 22 are provided with a lock mechanism, the operation can be performed easily and reliably.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and various modifications and changes can be made based on the technical idea of the present invention.
For example, although the auto levelers 23a and 23b of the above-described embodiment use the wheel 35 and the two proximity sensors 37a and 37b, an encoder is connected to the shaft of the wheel 35 to perform continuous detection and control. You may make it do.

It is a top view which shows roughly the state which installed the boarding bridge for passengers concerning embodiment of this invention between the terminal building and the aircraft. It is a top view which shows the bridge head part of the boarding bridge for passengers concerning embodiment of this invention. It is a side view which shows the bridge head part in FIG. It is the sectional view on the AA line in FIG. It is the BB sectional view taken on the line in FIG. It is a front view which shows notionally the auto leveler provided in the bridge head of the boarding bridge for passengers concerning embodiment of this invention. It is a YY arrow line view in FIG. It is a front view which shows roughly the state which contracted the drive part of the auto leveler in FIG. 1 is a plan view schematically showing a state in which a bridge head of a passenger boarding bridge according to an embodiment of the present invention is mounted on left and right entrances of an aircraft. It is a top view which shows the state which installed the conventional boarding bridge for passengers between the terminal building and the aircraft. It is a top view which shows roughly the state which mounted | wore the entrance / exit of the aircraft with the bridge head of the conventional boarding bridge for passengers.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Boarding bridge for passengers 2 Terminal building 3 Aircraft 4 Spot 5 Rotoring 6 Tunnel part 7 Cab 8 Bridge head 9 Entrance / exit 10 Driving control panel 11 Movable panel 12 Transparent window 13 Guide rail 14 Frame 15 Roller 16 Cable bear 17 Fixed panel 18 Winding device 19 Shutter 20 Viewing window 21 Pedal stopper 22 Moving lever 23a Right auto leveler 23b Left auto leveler 30 Wheel sensor unit 40 Pressure unit 50 Drive unit 60 Case 70 Door

Claims (6)

In a passenger boarding bridge with a tunnel installed between the spot of the terminal building and the entrance of the aircraft,
Passengers for passengers characterized in that a base end portion of the tunnel portion is disposed in each spot adjacent to the terminal building, and a front end portion of the tunnel portion is mounted on a left and right entrance of the aircraft, respectively. Boarding bridge. The driving operation panel of the bridge head provided at the front end portion of the tunnel portion is configured to be movable along a left-right direction of the bridge head that is a front-rear direction of the aircraft. Passenger boarding bridge. An auto leveler is provided on each of the left and right ends of the bridge head, and the left and right auto levelers are switched and used by moving the operation control panel. Item 3. A boarding bridge for passengers according to item 1 or 2. The driving operation panel is integrally provided on a movable panel disposed on the front end side of the bridge head, and the movable panel includes a transparent window and is movably supported on the upper portion of the bridge head. The boarding bridge for passengers according to any one of claims 1 to 3. The boarding bridge for passengers according to any one of claims 1 to 4, wherein the movable panel is provided with a pedal type stopper for fixing the movable panel to a floor surface of the bridge head. 6. The movable panel is provided with a movement lever that moves the movable panel along the left-right direction of the bridge head and also has a lock function. Passenger boarding bridge.

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