JP2020175728A - Boarding bridge control system - Google Patents

Abstract

To make it possible to easily calculate a position a head part with respect to an entrance of an aircraft of a connection object.SOLUTION: A boarding bridge control system comprises: a first imaging part 42a which acquires a first captured image including a first characteristic part and a second characteristic part, which are provided on the aircraft, in the same image; a second imaging part 42b which is provided at a position different from that of the first imaging part 42a, and acquires a second captured image including the first characteristic part and the second characteristic part in the same image; a communication part 25 which acquires the first captured image and the second captured image; a target position calculation part 40 which calculates a position of a target point associated with a position of an entrance in a prescribed orthogonal coordinate system by use of the first captured image and the second captured image; a head position calculation part 50 which calculates a position of a head in the prescribed orthogonal coordinate system; and a relative position calculation part 60 which calculates at least any one of a relative position and a relative angle of the head part with respect to the entrance on the basis of the position of the target point and the position of the head part.SELECTED DRAWING: Figure 7

Description

The present invention relates to a boarding bridge control system.

In a movable boarding bridge that connects an aircraft and a terminal building, it is common for an operator to manually operate each device in order to connect the entrance of the aircraft to the opening of the head of the boarding bridge. ..

In the operation of the boarding bridge, not only the head and tunnel are moved to the aircraft side by the traveling device, but also the adjustment of multiple items such as the turning direction of the head, the height position, the horizontal position and the tilt angle of the floor of the head is shortened. Need to do in time. Therefore, the operation of the operator requires skill. Therefore, attempts have been made to automate the operation of the boarding bridge. For example, there is a device that sets a position data stored in advance as a target and automatically moves the position data to that position.

JP-A-63-43900

On the other hand, as described above, there are a plurality of items in the operation of the boarding bridge, and it is desired that the operation is automated in addition to the movement operation. However, in reality, the stop position of the aircraft deviates from the reference. In addition, there is a range in the height position of the aircraft because the load capacity is different. Therefore, it is difficult to automatically adjust the turning direction of the head, the height position, and the tilt angle of the floor of the head by targeting the data stored in advance.

Patent Document 1 discloses a technique in which an operator automatically connects a boarding bridge to an aircraft door by aligning the position of a camera provided on the head portion of the boarding bridge with the aircraft door. However, it is necessary to change the direction of the camera to the pan direction, the tilt direction, and the roll direction to catch the door of the aircraft, and it is not easy to set the aiming point. Further, it is necessary to provide the camera with a sensor for detecting the direction of the camera and to provide a drive device for freely driving the camera.

The present invention has been made in view of such circumstances, and an object of the present invention is to provide a boarding bridge control system capable of easily calculating the position of a head portion with respect to an entrance / exit of an aircraft to be connected. To do.

One aspect of the present invention is a boarding bridge control system including a head portion that can be connected to the entrance / exit of the aircraft to be connected, and the first feature portion and the second feature portion provided on the aircraft are the same. The first imaging unit for acquiring the first captured image contained in the image and the first imaging unit are provided at different positions from each other, and the first feature unit and the second feature unit are located in the same image. Using the second imaging unit for acquiring the second captured image stored in the above, the communication unit for acquiring the first captured image and the second captured image, and the first captured image and the second captured image. , A target position calculation unit that calculates the position of the target point associated with the position of the entrance / exit in the predetermined Cartesian coordinate system, and a head position calculation unit that calculates the position of the head unit in the predetermined Cartesian coordinate system. At least the relative position and relative angle of the head unit with respect to the entrance / exit based on the position of the target point calculated by the target position calculation unit and the position of the head unit calculated by the head position calculation unit. It is a boarding bridge control system including a relative position calculation unit for calculating one side.

According to this configuration, it is based on the positions of the first feature portion and the second feature portion included in the first captured image acquired by the first imaging unit and the second captured image captured by the second imaging unit, respectively. Then, the target position calculation unit calculates the position of the target point associated with the position of the entrance / exit. On the other hand, the position of the head portion is calculated by the head position calculation unit. Then, at least one of the relative position and the relative angle of the head portion with respect to the entrance / exit is calculated by the relative position calculation unit based on the target position and the position of the head portion.
In this way, by calculating at least one of the relative position and the relative angle of the head portion with respect to the entrance / exit, it is possible to automatically bring the head portion to the entrance / exit and assist the operator in maneuvering the head. ..

In the boarding bridge control system, the target position calculation unit is imaged by the second imaging unit using conversion parameters set based on the positional relationship between the first imaging unit and the second imaging unit. The image conversion unit that performs viewpoint conversion of the second captured image and generates the third captured image, and the two orthogonal feature units included in the third captured image and the first captured image, respectively. Coordinate calculation for calculating the coordinates of the first feature portion and the second feature portion in the coordinate system and calculating the coordinates of the target point from the calculated coordinates of the first feature portion and the second feature portion. It may be provided with a part.

According to such a configuration, the viewpoint conversion of the second captured image is performed using the conversion parameters set based on the relative relationship between the installation positions of the first imaging unit and the second imaging unit, and the third captured image is converted. Is generated. Then, from the positions of the first feature portion and the second feature portion included in the third captured image and the first captured image, respectively, the first feature portion and the second feature portion in a predetermined Cartesian coordinate system The coordinates of each of the above are calculated, and the coordinates of the target point virtually provided at the entrance / exit are calculated from the calculated coordinates of the first feature portion and the second feature portion.

In the boarding bridge control system, the conversion parameter assumes a virtual imaging unit that is a virtual imaging unit whose positional relationship between the first imaging unit and the second imaging unit is known, and the virtual imaging unit. And may be set based on the positional relationship with the second imaging unit.
More specifically, it is possible to assume a virtual imaging unit provided side by side with the first imaging unit in the vertical direction.

In the boarding bridge control system, the target position calculation unit includes the first feature unit and the second feature portion included in the first captured image, and the first feature portion included in the third captured image. The position of the virtual imaging unit is adjusted until the feature difference between the feature unit and the second feature unit is within a predetermined allowable range, and the conversion parameter is changed using the adjusted position of the virtual imaging unit. A parameter adjusting unit may be provided, and the image conversion unit may perform viewpoint conversion of the second captured image using the latest conversion parameters.

According to such a configuration, the feature difference between the first feature portion and the second feature portion included in the first captured image and the first feature portion and the second feature portion included in the third captured image is Since the conversion parameters are adjusted until they are within a predetermined allowable range, it is possible to improve the calculation accuracy of the position of the target point.

The boarding bridge control system further includes a drive control unit that controls the drive of the head unit, and the drive control unit is based on the relative position of the head unit with respect to the entrance / exit calculated by the relative position calculation unit. Alternatively, the drive of the head portion may be controlled.

According to such a configuration, the drive of the head portion is controlled based on the calculated relative position or angle of the head portion vertically or horizontally with respect to the entrance / exit. This makes it possible, for example, to match the turning direction, height position, horizontal position of the head portion, or the inclination angle of the floor of the head portion with the entrance / exit of the stopped aircraft.

In the boarding bridge control system, the first imaging unit and the second imaging unit may be provided on an object whose positional relationship with the aircraft parked in the apron is known.

In the boarding bridge control system, the first imaging unit and the second imaging unit may be provided in the terminal building.

The boarding bridge control system may further include a guidance unit for guiding the operation of the head unit based on the relative position of the head unit with respect to the entrance / exit calculated by the relative position calculation unit. ..

According to such a configuration, it is possible to support the operation of the head portion by the operator, and it is possible to reduce the burden on the operator.

The boarding bridge control system is detected by a detection unit that detects the state of the drive unit that drives the head unit, a display control unit that displays an image including the entrance / exit of the aircraft on the display unit, and the detection unit. Based on the state of the drive unit and the relative position of the head unit with respect to the entrance / exit calculated by the relative position calculation unit, the head unit maintains the state of the drive unit detected by the detection unit. The display control unit further includes an estimation unit that estimates the installation position of the head unit when the unit has reached the aircraft, and the display control unit determines the installation position of the head unit estimated by the estimation unit. It may be superimposed on the image and displayed on the display unit.

According to this configuration, an image including the entrance / exit of the aircraft is displayed on the display unit. Further, the state of the drive unit detected by the detection unit was maintained based on the state of the drive unit detected by the detection unit and the vertical or horizontal position of the head unit with respect to the entrance / exit calculated by the relative position calculation unit. As it is, the installation position of the head part is estimated when it is assumed that the head part reaches the aircraft. Then, the installation position of the head portion estimated by the estimation unit is superimposed on the image including the entrance / exit of the aircraft and displayed on the display unit.
For example, the display control unit uses a composite image obtained by synthesizing the first captured image, the second captured image, or the first captured image and the third captured image obtained by converting the viewpoint of the second captured image as the image. It may be displayed on the display unit. Further, the image to be displayed on the display unit may be a camera image captured by another imaging means, or may be a simulation image.

According to the present invention, there is an effect that the position of the head portion with respect to the entrance / exit of the aircraft to be connected can be easily calculated.

It is a side view which shows the boarding bridge which concerns on 1st Embodiment of this invention. It is a vertical sectional view which shows the boarding bridge which concerns on 1st Embodiment of this invention. It is a figure for demonstrating the feature point and the target point set in the vicinity of the entrance / exit of the aircraft which concerns on 1st Embodiment of this invention. It is a figure which showed an example of the 1st captured image which concerns on 1st Embodiment of this invention. It is a figure which showed an example of the 2nd captured image which concerns on 1st Embodiment of this invention. It is a figure which showed an example of the hardware composition of the control device which concerns on 1st Embodiment of this invention. It is a functional block diagram which shows typically the function which the control device which concerns on 1st Embodiment of this invention has. It is a figure which showed the structure of the target position calculation part shown in FIG. It is a figure for demonstrating the positional relationship of the 1st camera, the 2nd camera, and the virtual camera which concerns on 1st Embodiment of this invention. It is a figure for demonstrating the conversion parameter which concerns on 1st Embodiment of this invention. It is a figure which showed an example of the 3rd captured image generated from the 2nd captured image shown in FIG. It is a figure for demonstrating the process executed by the parameter adjustment part which concerns on 1st Embodiment of this invention. It is a figure for demonstrating the inclination angle of a feature point in an XZ plane. It is a figure which showed the structure of the relative position calculation part and the drive control part shown in FIG. It is the schematic which shows the floor of the head of the boarding bridge which concerns on 1st Embodiment of this invention, and the entrance / exit of an aircraft. It is the schematic which shows the floor of the head of the boarding bridge which concerns on 1st Embodiment of this invention, and the entrance / exit of an aircraft. It is the schematic which shows the floor of the head of the boarding bridge which concerns on 1st Embodiment of this invention, and the entrance / exit of an aircraft. It is the schematic which shows the floor of the head of the boarding bridge which concerns on 1st Embodiment of this invention, and the entrance / exit of an aircraft. It is a flowchart which showed an example of the control procedure of the boarding bridge which concerns on 1st Embodiment of this invention. It is a flowchart which showed an example of the control procedure of the boarding bridge which concerns on 1st Embodiment of this invention. It is a block diagram which showed the structure which the boarding bridge which concerns on 2nd Embodiment of this invention has. It is a figure which showed an example of the composite image which concerns on 2nd Embodiment of this invention. It is a flowchart which showed an example of the control procedure of the boarding bridge which concerns on 2nd Embodiment of this invention.

[First Embodiment]
The boarding bridge control system according to the first embodiment of the present invention will be described below with reference to the drawings. The boarding bridge control system according to the present embodiment includes, for example, a first camera 42a, a second camera 42b, and a control device 10 described later as main configurations.

The boarding bridge 1 according to the first embodiment of the present invention forms a passage for passengers between the terminal building of the airport and the aircraft, connects the terminal building and the aircraft, and enables passengers to get on and off directly. To do.
The boarding bridge 1 moves between a standby position for preparing for connection before the arrival of the aircraft and a connection position when connected to the aircraft.

As shown in FIGS. 1 and 2, the boarding bridge 1 is rotatably connected to the rotunda 2 provided by being fixed to the fixed bridge leading to the terminal building in the horizontal and vertical directions with respect to the rotunda 2. The base tunnel 3 and the tip side (aircraft side) of the base tunnel 3 are nested and fitted to the outside of the base tunnel 3 and fixed to the movable tip tunnel 4 and the tip of the tip tunnel 4. The head 5 and the like are provided. Inside the rotunda 2, the base tunnel 3, the tip tunnel 4, and the head 5 of the boarding bridge 1, a passage through which passengers pass is installed from the rotunda 2 toward the head 5.

A fixed leg 6 is fixedly installed on the ground at the lower part of the rotunda 2. A movable leg 7 is provided on the tip side of the tip tunnel 4 in the longitudinal direction. The boarding bridge 1 is supported by the fixed legs 6 and the movable legs 7. The base end tunnel 3, the tip end tunnel 4, and the head 5 form a passage portion 205 that can be moved by the movable legs 7. The rotunda 2 may be supported by the terminal building and the fixed legs 6 may not be installed at the lower portion.

The cross-sectional area of the hollow portion of the tip tunnel 4 is larger than the cross-sectional area of the base tunnel 3. The tip tunnel 4 moves along the outer peripheral surface of the base tunnel 3. The total length of the aisle 205 is extended by moving the tip tunnel 4 to the parking side of the aircraft, and the total length of the aisle 205 is contracted by moving the tip tunnel 4 to the rotunda 2 side. The tunnel portion according to the present embodiment is not limited to the combination of the two tunnels of the base end tunnel 3 and the tip end tunnel 4, and may have three or more tunnels connected to each other and have two or more stages of expansion / contraction mechanism. Good.

The base end tunnel 3 is rotatable about a rotation axis parallel to the vertical direction provided in the rotunda 2 with respect to the rotunda 2. Therefore, the base end tunnel 3 can rotate around the rotation axis in the horizontal plane, for example, in the left-right direction.

The tip tunnel 4 is movable in the longitudinal direction and the left-right direction of the base tunnel 3 or the tip tunnel 4 by driving the traveling drive unit 9 provided on the movable leg 7 and moving the movable leg 7. ..

The traveling drive unit 9 has a wheel 11 driven by a motor and a carriage 12 on which the wheel 11 is installed. For example, as shown in FIG. 2, a pair of two wheels 11 are installed on the carriage 12. The two wheels 11 are connected to each other and can turn around a rotation shaft 13 parallel to the vertical direction.

The traveling speed of the traveling drive unit 9 can be adjusted by changing the rotation speed of the wheels 11. The turning angle (steering angle) of the tip tunnel 4 on the wheels 11 with respect to the length direction is the difference in the rotational speeds of the two wheels 11 and the rotational directions (forward or reverse) of the two wheels 11. It can be adjusted by changing.

The base end tunnel 3 is rotatable around a rotation axis parallel to the horizontal direction provided in the rotunda 2. The movable leg 7 is provided with an elevating drive unit 14 (see FIG. 14). The elevating drive unit 14 is, for example, a motor and a ball screw, and changes the heights of the tip tunnel 4 and the head 5. The height of the movable leg 7 is adjusted by the elevating drive unit 14, and the base end tunnel 3, the tip end tunnel 4 and the head 5 rotate in the vertical direction about the rotation axis to reach the height of the aircraft. It is tilted accordingly.

Since the boarding bridge 1 expands and contracts in this way and rotates in the left-right direction and the up-down direction around the rotation axis provided in the rotunda 2, the boarding bridge 1 is moved according to the parked state of the aircraft. Can be properly connected to the aircraft.

An opening is formed in the tip side of the head 5, and the tip side is connected to the entrance / exit of the aircraft. Inside the head 5, an operation panel 80 is provided to start driving the traveling drive unit 9 of the boarding bridge 1 and to operate the traveling direction (steering angle) of the wheels 11 of the traveling drive unit 9. There is.

The head 5 can rotate about a rotation axis parallel to the vertical direction provided in the head 5 with respect to the tip tunnel 4. Therefore, the head 5 can rotate in the horizontal plane around the rotation axis, for example, in the left-right direction. The head 5 is provided with a swivel drive unit 15 (see FIG. 14). The swivel drive unit 15 changes the swivel angle of the head 5 with respect to the tip tunnel 4.

Further, the head 5 is provided with an adjusting floor (adjustable floor) 8 and an adjusting floor driving unit 16 (see FIG. 14). The adjusting floor drive unit 16 is, for example, a hydraulic cylinder. The adjusting floor driving unit 16 can drive the adjusting floor 8 to adjust the levelness of the adjusting floor 8. The adjusting floor 8 is, for example, a plate material having a hinge portion in an oblique direction with respect to the edge of the opening of the head 5, and by changing the angle of the adjusting floor 8 with respect to the fixed floor of the head 5, the head 5 of the aircraft You can adjust the levelness of the floor. The configuration of the adjustment floor 8 is not limited to the above-mentioned example.

Further, an NSS receiver 18 is installed in the head 5. The NSS receiver 18 receives radio waves transmitted from a navigation satellite used in a navigation satellite system (NSS: Navigation Satellite System). As a result, the NSS receiver 18 acquires the position information regarding the position where the NSS receiver 18 is installed. The navigation satellite system (NSS) used in the present embodiment may be a global navigation satellite system (for example, GPS) or a regional navigation satellite system (for example, QZSS). The NSS receiver 18 may be provided in the tip tunnel 4 or the movable leg 7. It is desirable that the NSS receiver 18 is installed on the upper surface of the tip tunnel 4, the head 5, or the movable leg 7 that easily receives radio waves from the navigation satellite.

A first camera (first imaging unit) 42a and a second camera (second imaging unit) 42b are installed in the terminal building connected to the rotunda 2. Each of the first camera 42a and the second camera 42b images a first feature portion and a second feature portion provided on the aircraft 200 to be connected. In the present embodiment, as an example of the first feature portion and the second feature portion, two feature points P1 and P2 as shown in FIG. 3 will be illustrated and described.

The first feature portion and the second feature portion are not limited to the feature point P1 (for example, the first feature portion) and the feature point P2 (for example, the second feature portion) shown in FIG. For example, each of the first feature portion and the second feature portion does not necessarily have to be provided in the aircraft 200, the position with the target point Pt is known, and the head 5 is used. When it is connected to the entrance / exit 201, it may be provided at a position where it can be imaged by the first camera 42a and the second camera 42b. The first feature portion and the second feature portion may be provided as marks on the nose, wheels, wings, or the like of the aircraft 200, or the nose or wheels may be treated as the feature portion itself. Good. Further, the first feature portion may be provided on the nose and the second feature portion may be provided on the wheel. Further, one end of the aircraft constituent member or the pattern (for example, one line) drawn on the constituent member may be used as the first feature portion, and the other end portion may be used as the second feature portion.

As an example, the first feature portion and the second feature portion may be provided on the window frame or the door frame, at the intersection of the pattern lines provided on the aircraft, or under the door frame. It may be provided at the left and right ends of the plate. Further, the pattern may be any shape, for example, a quadrangle, a triangle, or a complicated shape.
Further, in the present embodiment, two feature portions are provided, but the number of feature portions is not limited to this example, and two or more feature portions may be provided.

The first camera 42a is attached in the terminal building, for example, at a position where two feature points P1 and P2 provided in the aircraft 200 to be connected can be imaged in at least the same image, as shown in FIG. There is. FIG. 4 is a diagram showing an example of the first captured image G1 acquired by the first camera 42a.

The second camera 42b is provided at a position different from that of the first camera 41a in the terminal building, and at least the two feature points P1 and P2 provided on the aircraft 200 shown in FIG. 3 can be captured in the same image. It is attached. FIG. 5 is a diagram showing an example of the second captured image G2 acquired by the second camera 42b. The second captured image G2 shown as an example in FIG. 5 includes the lower edge portion 201a of the entrance / exit 201, but the lower edge portion 201a does not necessarily have to be included in the same image. The target point Pt shown in FIG. 5 is a reference point virtually set at the lower edge portion 201a of the entrance / exit 201, and this target point Pt is marked on the aircraft 200 by a marker or the like. Not at all.

In the present embodiment, it is assumed that the first camera 42a and the second camera 42b are provided in the terminal building, but the present invention is not necessarily limited to this example, and the first camera 42a and the second camera 42b may be provided in other places. Good. In this case, the first camera 42a and the second camera 42b are preferably attached to an object having a fixed positional relationship with the aircraft 200 parked in the apron.

In the present embodiment, the feature points P1 and P2 are provided at a predetermined distance below the entrance / exit 201 as shown in FIG. 3, and a line segment 202 connecting the feature points P1 and P2 is further provided. An example will be described in which the feature points P1 and P2 are provided so as to be parallel to the lower edge portion 201a of the entrance / exit 201. By setting the feature points P1 and P2 in this way, the inclination of the lower edge portion 201a in the horizontal direction from the coordinate positions of the feature points P1 and P2 can be easily calculated by the target position calculation unit 40 (see FIG. 7) described later. It becomes possible to do.

The first captured image G1 and the second captured image G2 acquired by the first camera 42a and the second camera 42b are transmitted to the comprehensive determination unit 20 of the control device 10 described later.

Each of the first camera 42a and the second camera 42b may be an imaging device that acquires a still image or a moving image of two-dimensional data, or a stereo camera that can acquire three-dimensional data from the imaging data of a plurality of cameras. Good.

FIG. 6 is a diagram showing an example of the hardware configuration of the control device 10 that controls the boarding bridge 1. The control device 10 is, for example, a CPU (central processing unit) 101, an auxiliary storage device 102, a main storage device 103 such as a RAM (Random Access Memory), and a communication device that exchanges information by communicating with an external device. It includes 104, an input unit 105 such as a keyboard and a mouse, and an output unit 106 such as a display. The auxiliary storage device 102 is a computer-readable recording medium, such as a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, or a semiconductor memory.

As an example, a series of processes for realizing the functions of each part described later are stored in the auxiliary storage device 102 in the form of a program, and the CPU 101 reads this program into the main storage device 103 to process and calculate information. By executing the process, various functions are realized.
The program is installed in the auxiliary storage device 102 described above in advance, is provided in a state of being stored in a computer-readable storage medium, or is distributed via a wired or wireless communication means. Etc. may be applied. Computer-readable storage media include magnetic disks, magneto-optical disks, CD-ROMs, DVD-ROMs, semiconductor memories, and the like.

FIG. 7 is a functional block diagram schematically showing the functions included in the control device 10. As shown in FIG. 7, the control device 10 includes a comprehensive determination unit 20 and a drive control unit 30.
The comprehensive determination unit 20 includes, for example, a communication unit 25, a target position calculation unit 40, a head position calculation unit 50, and a relative position calculation unit 60.
Here, the control device 10 may be provided in the boarding bridge 1, may be provided in a place other than the boarding bridge 1 such as a terminal building, or may be provided in the cloud. Good. As described above, the installation location of the control device 10 is not particularly limited.

The communication unit 25 is configured to be capable of intercommunication with, for example, the first camera 42a and the second camera 42b provided in the terminal building, and the first captured image G1 and the second camera 42b acquired by the first camera 42a. The second captured image G2 acquired by the above is received and output to the target position calculation unit 40.
The target position calculation unit 40 performs image processing on the first captured image G1 captured by the first camera 42a and the second captured image G2 captured by the second camera 42b, and is virtually provided at the entrance / exit 201 of the aircraft. The coordinate position of the target point Pt is calculated.

The target position calculation unit 40 includes, for example, an image conversion unit 41, a parameter adjustment unit 42, and a coordinate calculation unit 43, as shown in FIG.
The processes executed by each part will be described below. In the following description, as shown in FIG. 9, the reference point of the first camera 42a is the origin, the coordinate axis extending vertically through the origin is the Y axis, the coordinate axis extending horizontally through the origin is the X axis, and the origin. The coordinate axis that passes through and is perpendicular to the XY plane is defined as the Z axis.

The image conversion unit 41 performs viewpoint conversion processing on the second captured image G2 acquired by the second camera 42b to generate the third captured image G3.
As shown in FIG. 9, the third captured image G3 is arranged on the same Z-axis coordinates as the first camera 42a, and assumes a virtual camera 42c that captures images at the same angle of view as the first camera 42a. This is an image generated by converting the second captured image G2 captured by the camera 42b as if it were an image captured by the virtual camera 42c. Here, regarding the arrangement of the virtual camera 42c, it is sufficient that the positional relationship between the first camera 42a and the second camera 42b is known, and the virtual camera 42c does not necessarily have to be arranged on the same Z-axis coordinates as the first camera 42a. ..

Here, as shown in FIG. 9, the distance between the second camera 42b and the virtual camera 42c in the X-axis direction is "H", and the distance between the second camera 42b and the virtual camera 42c in the Y-axis direction is "V". The distance between the first camera 42a and the virtual camera 42c in the Y-axis direction is defined as "L". Although not shown, the distance between the first camera 42a and the second camera 42b in the Z-axis direction is defined as "D".

In such a positional relationship, the image conversion unit 41 rotates each pixel of the second captured image G2 at an angle of the second camera 42b with reference to the virtual camera 42c, and further, each of the rotated second captured images. The third captured image G3 is generated by moving the pixels in parallel from the second camera 42b to the position of the virtual camera 42c.
Specifically, the image conversion unit 41 has conversion parameters (angles α, β, γ and distances H, V) for performing the viewpoint conversion process in advance, and these conversion parameters α, β, γ, The third captured image G3 is obtained by performing the viewpoint conversion processing on the second captured image G2 using H and V.

FIG. 10 is a diagram showing an example of the rotation angle of the second captured image G2 on the XYZ coordinate axes. The angle α of the conversion parameter is the installation angle of the second camera 42b with respect to the X-axis direction, the angle β is the installation angle of the second camera 42b with respect to the Y-axis direction, and the angle γ is the installation angle of the second camera 42b with respect to the Z-axis direction. .. The angles α, β, and γ are known values that can be obtained in advance from the arrangement relationship between the second camera 42b and the virtual camera 42c. The distances H and V, which are conversion parameters for translating each pixel of the second captured image G2, are also set in advance based on the positions of the second camera 42b and the virtual camera 42c.

The image conversion unit 41 rotates each pixel of the second captured image G2 with reference to each coordinate axis using the conversion parameters α, β, and γ, and further converts each pixel of the second captured image G2 after the angular rotation as a conversion parameter. H is used to translate in the X-axis direction, and conversion parameter V is used to translate in the Y-axis direction.
As a result, for example, the second captured image G2 shown in FIG. 5 is converted into the third captured image G3 as shown in FIG.

Next, the parameter adjusting unit 42 adjusts the conversion parameters used by the image conversion unit 41 to appropriate values based on the first captured image G1 and the third captured image G3.
Specifically, the parameter adjusting unit 42 identifies two feature points P1 and P2 included in the first captured image G1 and the third captured image G3, respectively, and the two feature points P1 specified in the first captured image G1. , P2 and the features of the two feature points P1 and P2 specified in the third captured image G3 are determined whether or not they are within a predetermined allowable range.

Specifically, the parameter adjusting unit 42 determines the difference Ca (for example, the diameter) between the size of the feature point P1 specified on the first captured image G1 and the size of the feature point P1 specified on the third captured image G3. Difference) is calculated. Similarly, the parameter adjusting unit 42 has a difference Cb (for example, a difference in diameter) between the size of the feature point P2 specified on the first captured image G1 and the size of the feature point P2 specified on the third captured image G3. Is calculated. Then, it is determined whether or not these differences Ca and Cb are all within the preset allowable range.
Further, the parameter adjusting unit 42 calculates the distance between the feature points P1 and P2 in the first captured image G1 and the distance between the feature points P1 and P2 in the third captured image G3, respectively, and calculates the distance between these distances. It is determined whether or not the difference Cc is within a predetermined allowable range.

As a result, when any of the differences Ca, Cb, and Cc is out of the permissible range, the parameter adjusting unit 42 determines the Z of the virtual camera 42c so that the difference Ca, Cb, and Cc are within the permissible range. The virtual position on the axis is adjusted, and the conversion parameters (α, β, γ) used by the image conversion unit 41 are adjusted based on the adjusted position of the virtual camera 42c.

Specifically, as shown in FIG. 12, the position of the virtual camera 42c in the Z-axis direction is moved back and forth in the Z-axis direction, and the second camera 42b is used until the differences Ca, Cb, and Cc are all within the permissible range. The distance D between the camera and the virtual camera 42c is adjusted. When the distance between the second camera 42b and the virtual camera 42c is adjusted to a distance D ± d such that the differences Ca, Cb, and Cc are all within the allowable range, the adjusted position of the virtual camera 42c is adjusted. The conversion parameters α', β', and γ'are calculated again based on the positions of the second camera 42b, and the calculated conversion parameters α', β', and γ'are registered as new conversion parameters. When the conversion parameters are adjusted by the parameter adjustment unit 42 in this way, the image conversion unit 41 uses the latest conversion parameters α', β', and γ'to view the viewpoint of the second captured image G2. The conversion process is performed to generate the third captured image G3.

The coordinate calculation unit 43 uses the positional relationship between the first camera 42a and the virtual camera 42c and the first captured image G1 and the third captured image G3 to form an XY plane including the feature points P1 and P2 from the first camera 42a. Calculate the distance to. Then, the coordinates of the target point Pt are calculated using the calculated distance and the known positional relationship between the feature points P1 and P2 and the target point Pt.

More specifically, the coordinate calculation unit 43 is included in the distance L (see FIG. 9) between the first camera 42a and the virtual camera 42c in the Y-axis direction, and each of the first captured image G1 and the third captured image G3. The distance from the first camera 42a to the feature points P1 and P2 is calculated by using the difference between the image coordinates of the feature points P1 and P2, and the X of the feature points P1 and P2. Calculate the coordinate value and the Y coordinate value.

Subsequently, using the calculated XYZ coordinate values of the feature points P1 and P2, the coordinates of the target points Pt arranged in a known positional relationship with the feature points P1 and P2 and the inclination of the lower edge portion 201a of the entrance / exit 201. Calculate the angle. Regarding the inclination angle of the lower edge portion 201a, the inclination angle αt in the horizontal direction (XY plane) and the inclination angle γt in the depth direction (XZ plane) are calculated.

The tilt angle γt is defined as follows, for example.
First, FIG. 13 is a diagram showing the positional relationship of the feature points P1 and P2 when the aircraft 200 is viewed from above (when viewed from the Y-axis direction). In other words, FIG. 13 is a diagram showing the positions of the feature points P1 and P2 on the XZ plane. For example, the positions of the feature points P1 and P2 in the XZ plane when the aircraft 200 is installed in the apron assuming an ideal attitude state are defined as the target feature points P1t and P2t, respectively. Then, the coordinate calculation unit 43 calculates the angle of the straight line passing through the actual feature points P1 and P2 with respect to the straight line L1 passing through the target feature points P1t and P2t as the inclination angle γt.
The coordinate calculation unit 43 outputs the calculated XYZ coordinate values of the target point Pt, the inclination angle αt in the horizontal direction, and the inclination angle γt in the depth direction to the relative position calculation unit 60.

The head position calculation unit 50 calculates the position of the head 5. For example, the head position calculation unit 50 calculates the position of the head 5 based on the detection result by the NSS receiver 18, that is, the acquired position information. As described above, the positions where the NSS receiver 18 is installed and the positions of the edge 5a of the opening of the head 5 connected to the entrance / exit 201 at the head 5 and the edge 8a of the adjustment floor 8 of the head 5 are different. However, by registering in advance the positional relationship between the edge 5a of the opening of the head 5 and the NSS receiver 18 and the positional relationship between the edge 8a of the adjusting floor 8 of the head 5 and the NSS receiver 18, the NSS The coordinates of the desired position of the head 5 can be easily specified from the reception result of the receiver 18.

The coordinate axis system of the position information received by the NSS receiver 18 is different from the coordinate axis system of the position information used by the target position calculation unit 40. Therefore, in order to unify the coordinate axis system, for example, the NSS receiver 18 is installed in the vicinity of the first camera 42a, or the position information of the NSS receiver 18 at the installation position of the first camera 42a is acquired and registered in advance. By doing so, it is possible to convert the position coordinates in the Cartesian coordinate system of both.
That is, the head position calculation unit 50 includes the position information acquired by the NSS receiver 18, each reference point in the NSS receiver 18 and the head 5 (for example, the edge portion 5a of the opening and the edge portion 8a of the adjustment floor 8). The position coordinates of the head 5 in the Cartesian coordinate system shown in FIG. 9 are calculated by using the positional relationship of the above and the conversion information of the Cartesian coordinate system.

The method for acquiring the position coordinates of each reference point of the head 5 described above is an example, and other known methods can be adopted. For example, the positional relationship between the first camera 42a provided in the terminal building, specifically, the rotunda 2 and the rotunda 2 and the positional relationship between the rotunda 2 and the base tunnel 3 are known and unchanged. Further, the amount of movement from the base tunnel 3 to the head 5 can be calculated by calculation using inertial navigation using a gyro or acceleration provided in the head 5. Therefore, by calculating the position information of the head 5 with respect to the base end tunnel 3, the position and orientation of the head 5 with respect to the first camera 42a can be calculated.

The relative position calculation unit 60 is based on the position of the target point Pt calculated by the target position calculation unit 40, the posture of the entrance / exit, and the position and posture of the head 5 of the boarding bridge 1 calculated by the head position calculation unit 50. The position and posture of the head 5 relative to the entrance / exit 201 are calculated, and the control correction amount for appropriately connecting the head 5 to the entrance / exit 201 is calculated. In the present embodiment, the case where the relative position calculation unit 60 calculates both the relative position and the relative angle of the head unit with respect to the entrance / exit is described, but the present invention is not limited to this example, and for example, the relative position and the relative angle. At least one of the above may be calculated, and the drive control of the boarding bridge 1 may be performed based on at least one of the calculated relative position and relative angle.

As shown in FIG. 14, the relative position calculation unit 60 includes, for example, a horizontality calculation unit 61, a height position calculation unit 62, a parallelism calculation unit 63, and a parallel position calculation unit 64.

As shown in FIG. 15, the levelness calculation unit 61 calculates the amount of horizontal deviation of the edge portion 8a of the adjustment floor 8 with respect to the lower edge portion 201a of the aircraft entrance / exit 201, and sets this deviation amount within a predetermined allowable range. Calculate the control correction amount to be inside.
Here, the horizontality is the angle formed by the lower edge 201a of the entrance / exit 201 of the aircraft 200 and the edge 8a of the adjustment floor 8 of the head 5 when the aircraft 200 is viewed from the head 5 side, that is, This is the angle formed by the lower edge portion 201a and the edge portion 5a of the opening of the head 5 in the XY plane.

As shown in FIG. 16, the height position calculation unit 62 has a height deviation ΔH between the target point Pt of the entrance / exit 201 and the reference point Pr of the edge portion 5a provided at the opening of the head 5. In other words, the amount of positional deviation in the Y-axis direction is calculated, and the amount of control correction for keeping this amount of deviation ΔH within a predetermined allowable range is calculated.

As shown in FIG. 17, the parallelism calculation unit 63 calculates the amount of parallelism deviation of the edge portion 5a of the opening of the head 5 with respect to the lower edge portion 201a of the aircraft entrance / exit 201, and determines this deviation amount. Calculate the control correction amount to keep it within the allowable range.
Here, the parallelism is the angle formed by the lower edge 201a of the aircraft entrance / exit 201 and the edge 5a of the opening of the head 5 when the aircraft and the boarding bridge 1 are viewed in a plane, that is, in the XZ plane. This is the angle formed by the lower edge portion 201a and the edge portion 5a of the opening of the head 5.

As shown in FIG. 18, the parallel position calculation unit 64 has a horizontal deviation amount ΔW between the target point Pt of the entrance / exit 201 and the reference point Pr of the edge portion 5a provided at the opening of the head 5. , The amount of displacement of the position in the X-axis direction is calculated, and the amount of control correction for keeping this amount of deviation ΔW within a predetermined allowable range is calculated.

The drive control unit 30 drives the head 5 and adjusts the position and posture of the head 5 based on the control correction amount calculated by the relative position calculation unit 60. As shown in FIG. 14, the drive control unit 30 includes an adjustment floor drive control unit 31, an elevating drive control unit 32, a turning drive control unit 33, and a traveling drive control unit 34.

The adjusting floor drive control unit 31 controls the drive of the adjustment floor drive unit 16. The adjusting floor drive control unit 31 controls, for example, the start and stop of the drive of the adjustment floor drive unit 16, the drive amount in the adjustment floor drive unit 16, and the like. The adjusting floor drive control unit 31 generates a drive signal for driving the adjustment floor drive unit 16 based on the control correction amount calculated by the levelness calculation unit 61.

The adjusting floor drive unit 16 is controlled based on the drive signal generated by the adjustment floor drive control unit 31 to drive the adjustment floor 8. The adjusting floor driving unit 16 moves the adjusting floor 8 to control the inclination of the edge portion of the adjusting floor 8 of the head 5 in the XY plane.

The elevating drive control unit 32 controls the drive of the elevating drive unit 14. The elevating drive control unit 32 controls, for example, the start and stop of driving of the elevating drive unit 14, the drive amount in the elevating drive unit 14, and the like. The elevating drive control unit 32 generates a drive signal for driving the elevating drive unit 14 based on the control correction amount calculated by the height position calculation unit 62.

The elevating drive unit 14 is controlled based on the drive signal generated by the elevating drive control unit 32 to drive the movable leg 7. The elevating drive unit 14 moves the movable leg 7 to control the height of the edge portion of the opening of the head 5, that is, the position in the Y-axis direction.

The swivel drive control unit 33 controls the drive of the swivel drive unit 15. The swivel drive control unit 33 controls, for example, the start and stop of the drive of the swivel drive unit 15, the drive amount in the swivel drive unit 15, and the like. The swivel drive control unit 33 generates a drive signal for driving the swivel drive unit 15 based on the control correction amount calculated by the parallelism calculation unit 63.

The swivel drive unit 15 is controlled based on the drive signal generated by the swivel drive control unit 33 to drive the head 5. The swivel drive unit 15 swivels the head 5 to control the inclination of the edge of the opening of the head 5 in the XZ plane.

The travel drive control unit 34 controls the drive of the travel drive unit 9. The travel drive control unit 34 controls, for example, the start and stop of the drive of the travel drive unit 9, the rotation speed and the rotation direction of the wheels 11 in the travel drive unit 9. The travel drive control unit 34 generates a drive signal for driving the travel drive unit 9 based on the control correction amount calculated by the parallel position calculation unit 64.

The travel drive unit 9 is controlled based on the drive signal generated by the travel drive control unit 34 to drive the wheels 11. The traveling drive unit 9 moves the head 5 to control the horizontal position of the edge of the opening of the head 5, that is, the position in the X-axis direction.

Next, with reference to FIG. 19, a control method for controlling the operation of the boarding bridge 1 according to the present embodiment will be described. FIG. 19 is a flowchart showing an example of a boarding bridge control procedure according to the present embodiment.

First, for example, when a drive start input is made on the operation panel 80, the drive of the traveling drive unit 9 is started and the wheels 11 rotate (SA1). Then, the head 5 moves to the vicinity of the aircraft. The movement of the head 5 may be performed manually or automatically. When the head 5 reaches a few meters before the aircraft, the following operations are performed.

First, imaging is performed by the first camera 42a and the second camera 42b, and target position calculation processing is performed based on the first captured image G1 and the second captured image G2 (SA2). Hereinafter, a specific procedure of this process will be described with reference to FIG.

First, the first captured image G1 is acquired by the first camera 42a, and the second captured image G2 is acquired by the second camera 42b (SB1 in FIG. 20).
Subsequently, the second captured image G2 is subjected to viewpoint conversion using the conversion parameters α, β, γ, H, and V registered in advance, and the third captured image G3 is generated (SB2).
Next, it is determined whether or not the first captured image G1 and the third captured image G3 each include two feature points P1 and P2 (SB3). As a result, if it is not included (SB3: NO), the process returns to step SB1, the imaging by the first camera 42a and the second camera 42b is performed again, and the subsequent processing is repeated.

On the other hand, when the first captured image G1 and the third captured image G3 each include two feature points P1 and P2 (SB3: YES), the first captured image G1 and the third captured image G3 are 2 The two feature points P1 and P2 are specified (SB4), respectively. Subsequently, it is determined whether or not the feature differences Ca, Cb, and Cc of the specified feature points are within the permissible range (SB5).

As a result, when any of the feature differences Ca, Cb, and Cc is out of the permissible range (SB5: NO), the Z axis of the virtual camera 42c is such that the differences Ca, Cb, and Cc approach the permissible range. The virtual position on the above is adjusted by a predetermined amount (SB6), the conversion parameters α, β, and γ used by the image conversion unit 41 are updated based on the adjusted position of the virtual camera 42c (SB7), and the process returns to step SB2. As a result, the viewpoint conversion process of the second captured image G2 using the latest conversion parameters α', β', and γ'is performed again.

On the other hand, if it is determined in step SB5 that the feature difference between the feature points P1 and P2 is within the permissible range (SB5: YES), the process proceeds to step SB8. In step SB8, the coordinates of the two feature points P1 and P2 are calculated using the first captured image G1 and the third captured image G3 in the XYZ coordinate system defined with the first camera 42a as the origin. Then, from the calculated coordinates of the two feature points P1 and P2, the XYZ coordinate value of the target point Pt and the inclination angle of the lower edge portion 201a of the entrance / exit 201 including the target point Pt are calculated (SB9).

When the position of the target point Pt or the like is calculated in this way, the flow returns to the flow of FIG. 19 and the head position calculation process is performed (SA3 of FIG. 19). As a result, the position coordinates and the posture of the head 5 in a predetermined XYZ coordinate system with the position of the first camera 42a as the origin are calculated.
Subsequently, the relative position and posture of the head 5 with respect to the entrance / exit 201 of the aircraft 200 are calculated based on the position of the target point Pt and the like calculated in step SA2 and the position and posture of the head 5 calculated in step SA3. , Each control correction amount is calculated (SA4). Then, drive signals are generated using each control correction amount, and various drive units are driven based on the generated various drive signals to control the position and orientation of the head 5, and gradually move toward the target point Pt. Move to (SA5).

Subsequently, it is determined whether or not the head 5 has reached the entrance / exit 201 (SA6), and if it has not reached (SA6: NO), the process returns to step SA3, and the above-described processing is repeated. Then, when the head 5 reaches the entrance / exit 201 and the opening of the head 5 and the entrance / exit 201 of the aircraft 200 are connected (SA6: YES), the canopy installed in the head 5 is attached to the aircraft 200. (SA7).

As described above, the operation may be automatically performed until the head 5 reaches the entrance / exit 201, or the operation may be switched to the manual operation when the head 5 reaches the predetermined range of the entrance / exit 201. Good. Even in this case, since the position and posture of the head 5 are set to appropriate positions according to the position of the entrance / exit 201, the operator can easily get on / off the head 5 by moving the head 5 straight in the same posture. It is possible to reach the mouth 201.

As described above, according to the present embodiment, the turning direction, height position, horizontal position of the head 5 or the inclination angle of the floor of the head 5 is automatically adjusted to match the entrance / exit 201 of the aircraft 200 that is actually stopped. The operator's operation is simplified and labor is saved. In particular, in the present embodiment, two feature points P1 and P2 whose arrangement positions with the entrance / exit 201 of the aircraft 200 are known are provided, and these two feature points P1 and P2 are set as the first camera 42a and the second camera 42b. Since the coordinate position of the target point Pt associated with the entrance / exit 201 of the aircraft 200 is calculated based on the two captured images G1 and G2 captured by the aircraft 200, the position where the aircraft 200 and the head 5 are close to each other ( For example, within a few meters), it is effective in the operation of bringing the opening of the head 5 of the boarding bridge 1 and the entrance / exit 201 of the aircraft 200 close to each other.

In the landing work in which the aircraft 200 and the head 5 come into contact with each other, the distance (separation distance) to the aircraft 200 may not be accurately grasped from the captured two-dimensional data. Therefore, while the head 5 approaches the aircraft 200 at a low speed, it may be controlled to determine that the landing is completed by detecting the forward stop limit switch installed at the tip of the head 5.

[Second Embodiment]
Next, the boarding bridge control system according to the second embodiment of the present invention will be described with reference to FIG. For example, in the above-described first embodiment, the case where the head 5 is mainly automatically reached to the entrance / exit 201 by using the relative position and posture of the head 5 calculated by the relative position calculation unit 60 has been described. The difference in the embodiment is that guidance information for assisting the operator's operation is provided by using the relative position and posture of the head calculated by the relative position calculation unit 60. Of course, it is also possible to combine the automatic operation control of the boarding bridge 1 according to the first embodiment described above with the maneuvering support to the operator according to the present embodiment.
In the following, detailed description of the configuration overlapping with the first embodiment will be omitted, and different parts will be mainly described.

As shown in FIG. 21, the boarding bridge according to the present embodiment has, for example, a display unit 82 installed on an operation panel 80 or the like provided inside the head 5, and a turning angle of the head 5 provided on the head 5. Alternatively, the head turning angle detection unit 70 that detects the driving amount (turning amount) of the head 5 in the turning direction and the wheel 11 or the rotating shaft 13 are provided with the turning angle of the wheel 11 or the driving amount (turning) of the wheel 11 in the turning direction. It is provided with a wheel turning angle detecting unit 72 for detecting the amount).
Further, the control device 10'also includes a display control unit 84 that controls the display of the display unit 82, a guess unit 86 that estimates the virtual position of the head 5 when the head 5 reaches the aircraft 200, and the like. ing.

The display control unit 84 generates a composite image G4 by, for example, synthesizing the first captured image G1 and the third captured image G3 output from the comprehensive determination unit 20 based on the feature points P1 and P2, and this composite. The image G4 is displayed on the display unit 82. FIG. 22 shows an example of the composite image G4.
Further, the display control unit 84 superimposes the virtual installation position of the head 5 estimated by the estimation unit 86 on the composite image G4 and displays it on the display unit 82.

The estimation unit 86 is an aircraft calculated by the relative position calculation unit 60 of the comprehensive determination unit 20 and the states of the traveling drive unit 9 and the rotation drive unit 15 detected by the head turning angle detecting unit 70 and the wheel turning angle detecting unit 72. The states of the traveling drive unit 9 and the turning drive unit 15 detected by the head turning angle detecting unit 70 and the wheel turning angle detecting unit 72 were maintained based on the relative position and orientation of the head 5 with respect to the entrance / exit 201 of 200. As it is, the installation position of the head 5 with respect to the aircraft 200 when it is assumed that the head 5 has reached the aircraft 200 is estimated, and the installation position is determined as the virtual installation position.

Next, the operation of the boarding bridge according to the present embodiment will be described with reference to FIG. 23. FIG. 23 is a flowchart showing an example of a boarding bridge control procedure according to the second embodiment of the present invention. The virtual installation position of the head 5 is estimated as follows, for example.

First, the control device 10'calculates the relative position and orientation of the head 5 with respect to the entrance / exit 201 of the aircraft 200 by the same method as that of the first embodiment described above (SC1).
Subsequently, the control device 10'is a wheel detected by the turning angle of the head 5 detected by the head turning angle detecting unit 70 provided on the head 5 and the wheel turning angle detecting unit 72 provided on the traveling drive unit 9. Acquire the turning angle of 11 (SC2).

Next, the control device 10'considers the turning angle of the wheel 11 detected by the wheel turning angle detecting unit 72 based on the current position and posture of the head 5 with respect to the entrance / exit 201 calculated in step SC1. The virtual installation position of the head 5 when the head 5 moves while maintaining the turning angle of the head 5 detected by the head turning angle detection unit 70 and the head 5 reaches the aircraft 200 is assumed. Guess as a position (SC3).
Then, the control device 10'superimposes the estimated virtual installation position of the head 5 on the composite image G4 and displays it on the display unit 82 (SC4).
As a result, the display unit 82 displays, for example, an image in which the virtual installation position is superimposed on the composite image including the two feature points P1 and P2 and the entrance / exit 201.

From the above, the operator of the boarding bridge 1 can steer the turning angle of the wheel 11 and the turning angle of the head 5 with reference to the virtual installation position of the head 5 displayed on the display unit 82. Therefore, the head 5 can be brought closer to the aircraft regardless of the skill level of the operation.

In the present embodiment, the composite image G4 is displayed on the display unit 82, and the virtual installation position is superimposed on the composite image G4. However, the image displayed on the display unit 82 is the entrance / exit of the aircraft. The image may be any image that includes, and is not limited to the above example. For example, the image displayed on the display unit 82 may be a first captured image or a second captured image, or may be a camera image or a simulation image captured by another imaging means.
Further, in the present embodiment, the case where the virtual installation position of the head 5 is displayed on the display unit 82 has been described, but such guidance to the operator is not limited to the visual appeal of the display unit 82. For example, in place of or in addition to the display unit 82, in order to appropriately bring the head 5 to the entrance / exit 201 based on the relative position / posture relationship between the virtual installation position of the head 5 and the entrance / exit 201. A voice guidance unit for notifying the operation guidance by voice may be further provided to support the operation of the operator.

For example, the voice guidance unit can support the operation of the operator by outputting voices such as "right", "left", "forward", and "slowly".
Further, the moving speed of the head 5 may be notified by voice, such as "The current speed is 0 m / min."
In addition, a voice may be emitted according to the arrival status of the head 5 up to the entrance / exit 201, such as "there is 0 m remaining." In this case, for example, a sound may be emitted such that the notification interval changes according to the distance between the head 5 and the entrance / exit 201. By doing so, it is possible for the operator to intuitively grasp how close the head 5 is to the entrance / exit.
In addition, when an event that requires an emergency stop occurs by detecting an obstacle, a voice such as "An obstacle has been detected. An emergency stop will be made." It is possible to easily notify the operator of the situation.

Although the present invention has been described above using the embodiments, the technical scope of the present invention is not limited to the scope described in the above embodiments. Various changes or improvements can be made to the above embodiments without departing from the gist of the invention, and the modified or improved forms are also included in the technical scope of the present invention. Moreover, you may combine the said embodiment as appropriate.
Further, the processing flow described in the above embodiment is also an example, and even if unnecessary steps are deleted, new steps are added, or the processing order is changed within a range that does not deviate from the gist of the present invention. Good.

For example, in the above-described embodiment, the boarding bridge 1 is automatically controlled in consideration of not only the position but also the posture, but at least the operator can be operated by automatic control or guidance based on the position. Good.

1: Boarding bridge 2: Rotanda 3: Base tunnel 4: Tip tunnel 5: Head 5a: Edge 6: Fixed leg 7: Movable leg 8: Adjusting floor 8a: Edge 9: Travel drive unit 10: Control device 10' : Control device 11: Wheel 12: Bogie 13: Rotating shaft 14: Lifting drive unit 15: Swivel drive unit 16: Adjusting floor drive unit 18: NSS receiver 20: Comprehensive judgment unit 25: Communication unit 30: Drive control unit 31: Adjusting floor drive control unit 32: Lifting drive control unit 33: Turning drive control unit 34: Travel drive control unit 40: Target position calculation unit 41: Image conversion unit 41a: First camera 42: Parameter adjustment unit 42a: First camera 42b : Second camera 42c: Virtual camera 43: Coordinate calculation unit 50: Head position calculation unit 60: Relative position calculation unit 61: Horizontalness calculation unit 62: Height position calculation unit 63: Parallelity calculation unit 64: Parallel position calculation unit 70: Head turning angle detection unit 72: Wheel turning angle detection unit 80: Operation panel 82: Display unit 84: Display control unit 86: Estimating unit 101: CPU
102: Auxiliary storage device 103: Main storage device 104: Communication device 105: Input unit 106: Output unit 200: Aircraft 201: Boarding / alighting port 201a: Lower edge unit 202: Line segment 205: Aisle unit

Claims (9)

A boarding bridge control system with a head that can be connected to the entrance / exit of the aircraft to be connected.
A first imaging unit for acquiring a first captured image in which the first feature portion and the second feature portion provided on the aircraft are contained in the same image, and
A second imaging unit provided at a position different from the first imaging unit and for acquiring a second captured image in which the first feature unit and the second feature unit are contained in the same image.
A communication unit that acquires the first captured image and the second captured image,
A target position calculation unit that calculates the position of a target point associated with the position of the entrance / exit in a predetermined Cartesian coordinate system using the first captured image and the second captured image.
A head position calculation unit that calculates the position of the head unit in the predetermined Cartesian coordinate system, and
At least the relative position and relative angle of the head portion with respect to the entrance / exit based on the position of the target point calculated by the target position calculation unit and the position of the head portion calculated by the head position calculation unit. A boarding bridge control system including a relative position calculation unit for calculating one side. The target position calculation unit
Using the conversion parameters set based on the positional relationship between the first imaging unit and the second imaging unit, the viewpoint of the second captured image captured by the second imaging unit is converted, and the third imaging is performed. An image conversion unit that generates an image and
The first feature portion and the second feature portion in the predetermined orthogonal coordinate system from the first feature portion and the second feature portion included in the third captured image and the first captured image, respectively. The boarding bridge control system according to claim 1, further comprising a coordinate calculation unit for calculating the coordinates of the target point from the calculated coordinates of the first feature unit and the second feature unit. .. The conversion parameter assumes a virtual imaging unit that is a virtual imaging unit whose positional relationship between the first imaging unit and the second imaging unit is known, and the virtual imaging unit and the second imaging unit are used. The boarding bridge control system according to claim 2, which is set based on the positional relationship. The target position calculation unit
The feature difference between the first feature portion and the second feature portion included in the first captured image and the first feature portion and the second feature portion included in the third captured image is predetermined. A parameter adjusting unit is provided that adjusts the position of the virtual imaging unit until it is within the permissible range of the above and changes the conversion parameter using the adjusted position of the virtual imaging unit.
The boarding bridge control system according to claim 3, wherein the image conversion unit performs viewpoint conversion of the second captured image using the latest conversion parameters. A drive control unit that controls the drive of the head unit is further provided.
The boarding bridge according to any one of claims 1 to 4, wherein the drive control unit controls the drive of the head unit based on the relative position of the head unit with respect to the entrance / exit calculated by the relative position calculation unit. Control system. The control of the boarding bridge according to any one of claims 1 to 5, wherein the first imaging unit and the second imaging unit are provided on an object whose positional relationship with the aircraft is known to be parked in an apron. system. The boarding bridge control system according to any one of claims 1 to 5, wherein the first imaging unit and the second imaging unit are provided in a terminal building. The boarding bridge according to any one of claims 1 to 7, further comprising a guidance unit for guiding the operation of the head unit based on the relative position of the head unit with respect to the entrance / exit calculated by the relative position calculation unit. Control system. A detection unit that detects the state of the drive unit that drives the head unit, and
A display control unit that displays an image including the entrance / exit of the aircraft on the display unit,
Based on the state of the drive unit detected by the detection unit and the relative position of the head unit with respect to the entrance / exit calculated by the relative position calculation unit, the state of the drive unit detected by the detection unit is determined. An estimation unit that estimates the installation position of the head unit when it is assumed that the head unit has reached the aircraft while maintaining the position.
With
The boarding bridge control system according to any one of claims 1 to 8, wherein the display control unit superimposes the installation position of the head unit estimated by the estimation unit on the image and displays the display on the display unit.

Images