JP4293874B2 - Boarding bridge and setting method of target position of boarding bridge - Google Patents

Description

  The present invention relates to a boarding bridge and a method for setting a target position of the boarding bridge.

  Conventionally, a boarding bridge is often used as an aircraft entry / exit device. A boarding bridge is a tunnel-like walking passage that connects an airport terminal building and an aircraft, and allows passengers to get on and off directly between the terminal building and the aircraft.

  As shown in FIG. 12, the boarding bridge 100 generally includes a rotatable rotor 107 connected to the entrance 101 of the terminal building, a telescopic tunnel portion 103 fixed to the rotor 107, and a tip of the tunnel portion 103. And a rotatable cab 104 provided. A drive column 108 having drive wheels and an elevating mechanism is provided slightly on the front end side of the tunnel portion 103.

  When passengers get on and off, the rotor 107 is rotated so that the cab 104 is moved to the vicinity of the door 105 of the aircraft, the tunnel portion 103 is expanded and contracted, the cab 104 is rotated, and the boarding bridge 100 is kept in a predetermined standby state. The cab 104 is attached to the aircraft door 105 by moving from the position (see the two-dot chain line in FIG. 12) to the attachment position. On the other hand, after getting on and off, the cab 104 is removed from the door 105 of the aircraft, and the boarding bridge 100 is moved from the mounting position to the standby position.

Conventionally, the boarding bridge 100 is moved between the standby position and the mounting position by manually operating a driving wheel or the like while an operator who has entered the cab 104 grasps the mounting position or the standby position visually. It was. However, this requires an advanced and troublesome operation. Thus, it has been proposed to automate the movement of the boarding bridge 100 from the standby position to the mounting position (see, for example, Patent Document 1).
Japanese Patent Laid-Open No. 2002-37196

  Conventional movement control of the boarding bridge 100 is performed with the mounting position of the cab 104 as a target position. The setting of the target position of the cab 104 has been determined by calculation with reference to the normal stop position P of the aircraft 102.

  However, in practice, the calculated target position may not match the actual mounting position. Therefore, it is preferable to perform an actual machine test in order to match the target position to the actual mounting position. However, since the object is the expensive aircraft 102, it is very difficult to perform a test using an actual aircraft for economic reasons and the like.

  Therefore, the present inventor has devised that the boarding bridge 100 is actually used (that is, actually used for getting on and off passengers), and the target position is set at the time of use. That is, it has been thought that the target position is set at the time of the first mounting, and the movement control of the boarding bridge 100 is executed based on the target position after the second time.

  However, when the boarding bridge 100 is mounted for the first time, the aircraft 102 may stop at a position deviated from the normal stop position P (see the two-dot chain line in FIG. 12). Thus, when the stop position of the aircraft 102 is shifted, the mounting position of the boarding bridge 100 is shifted by that amount. For this reason, the target position may deviate from the original position, and the boarding bridge 100 may move to an inappropriate position during the second and subsequent mounting.

  The present invention has been made in view of this point, and an object of the present invention is to improve the reliability of the movement control of the boarding bridge by increasing the accuracy of the target position.

A boarding bridge according to the present invention includes a tunnel portion having a walking passage, a cab rotatably provided at a tip of the tunnel portion, a driving wheel provided in the tunnel portion or the cab, and the cab being rotated. A control device for controlling the rotation mechanism, the driving wheel and the rotation mechanism to move the cab at the standby position and stopping the cab at a predetermined target position in a posture facing the boarding / alighting portion of the aircraft; The target position includes an actual mounting position of the cab and an actual stop position of the aircraft when the cab is mounted on a boarding / alighting part of the aircraft for the first time. Set based on the amount of deviation from a predetermined stop position of the aircraft, and when the control device mounts the cab on the boarding / alighting portion of the aircraft for the second time or later, Based on the target position serial set, and controls the drive wheel and the rotation mechanism.

  According to the above boarding bridge, even if the stop position of the aircraft deviates from the normal position when the cab is mounted on the boarding / alighting part of the aircraft, the target position of the cab should be set in consideration of the deviation amount. become. Therefore, the accuracy of the target position is increased and the reliability of the boarding bridge movement control is improved.

  The target position is preferably a position in front of the boarding / alighting portion of the aircraft.

  Thus, the operator who gets into the cab can be mounted on the boarding / alighting part of the aircraft by a simple operation of moving the cab forward after the cab automatically moves from the standby position to the target position. In this way, since the subsequent manual operation is sufficient only for the forward operation, the burden on the operator can be reduced and the mounting work can be speeded up.

The control device corrects the target position according to the amount of deviation when the amount of deviation from the stop position of the aircraft is input when the cab is mounted to the boarding / alighting part of the aircraft for the second time or later. It is preferable.

Alternatively, the control device receives a signal from a position detection device that detects the position of the aircraft before the cab is mounted when the cab is mounted to the boarding / alighting section of the aircraft for the second time or later, and receives the signal of the aircraft. It is preferable to calculate a deviation amount from the stop position and correct the target position according to the deviation amount.

  This allows the cab to be moved to an appropriate position even if the stop position of the aircraft is shifted during the second and subsequent installations.

A method for setting a target position of a boarding bridge according to the present invention includes a tunnel portion having a walking passage, a cab rotatably provided at a tip of the tunnel portion, and a driving wheel provided in the tunnel portion or the cab. The cab that is in a standby position is moved by controlling the rotation mechanism that rotates the cab, the driving wheel, and the rotation mechanism, and the cab is moved to a predetermined target position in a posture facing the getting on / off portion of the aircraft. A method for setting the target position of a boarding bridge comprising: a step of mounting the cab on a boarding / alighting part of an aircraft for a first time; and an actual state of the aircraft in the first mounting a step of measuring the amount of deviation between the stop position and the predetermined stopping position of the aircraft, based on said shift amount and the actual mounting position of the cab, The serial cab and setting the target position when attached to the second and subsequent to landing of the aircraft, the method comprising.

  According to the above setting method, even if the stop position of the aircraft deviates from the normal position when the cab is mounted on the landing part of the aircraft, the target position of the cab should be set in consideration of the deviation amount. become. Therefore, the accuracy of the target position is increased and the reliability of the boarding bridge movement control is improved.

  After the target position is set, when the boarding bridge is mounted on an aircraft different from the aircraft, a step of measuring a deviation amount from a predetermined stop position of the aircraft, and the target position according to the deviation amount It is preferable to include a step of correcting

  As a result, even if the stop position of the aircraft is deviated during the second and subsequent installations, the target position is corrected according to the deviation amount, so that the cab can be moved to an appropriate position.

  According to the present invention, the target position is set based on the actual mounting position of the cab in consideration of the deviation amount of the stop position of the aircraft, so that the accuracy of the target position can be improved. Therefore, the reliability of the boarding bridge movement control can be improved.

  If the target position is set in front of the boarding / alighting part of the aircraft, the operation of the operator after automatically moving the cab can be simplified.

  Once the target position has been set by the first mounting, if the target position is corrected according to the deviation amount of the stop position of the aircraft at the second and subsequent mountings, the cab is always appropriate. It is possible to move to a proper position. Therefore, the reliability of the movement control of the boarding bridge can be further improved.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.

<Embodiment 1>
As shown in FIGS. 1 and 2, the boarding bridge 1 according to the embodiment includes a rotor (base circular chamber) 4 connected to an entrance 2 a of an airport terminal building 2 and a tunnel portion 5 fixed to the rotor 4. And a cab (tip circular chamber) 6 provided at the tip of the tunnel portion 5 so as to be rotatable forward and backward.

  As shown in FIG. 2, the rotor 4 is supported by a support base 7 so as to be rotatable forward and backward about a vertical axis. The tunnel portion 5 is a telescopic tubular body that forms a communication passage that connects the entrance 2a of the terminal building 2 and the door 3a of the aircraft 3, and includes a first tunnel 5a and a second tunnel 5b. The second tunnel 5b is assembled to be slidable with respect to the first tunnel 5a. And the 2nd tunnel 5b slides with respect to the 1st tunnel 5a, and the whole tunnel part 5 is expanded-contracted now. The second tunnel 5b is provided with a drive column 8 as a support leg. A set of drive wheels 9 is provided at the lower end of the drive column 8. The drive wheel 9 is configured to be freely movable forward and backward, and the drive wheel 9 is positive about the vertical axis so that the rudder angle can be changed within a range of −90 ° to + 90 ° with respect to the longitudinal direction of the tunnel portion 5. Reverse rotation is freely configured. Further, the drive column 8 is provided with an elevating mechanism 10 that moves the tunnel portion 5 up and down.

  The cab 6 is provided at the tip of the second tunnel 5b, and is configured to be rotatable forward and backward about the vertical axis with respect to the second tunnel 5b by a rotation mechanism (not shown). Since the cab 6 is attached to the tip of the tunnel portion 5 in this way, the cab 6 moves up and down together with the tunnel portion 5 by moving the tunnel portion 5 up and down by the lifting mechanism 10 of the drive column 8. Become. That is, the cab 6 moves up and down by the lifting mechanism 10.

  As shown in FIG. 1, the boarding bridge 1 includes an angle sensor 13 that detects the rotation angle of the rotor 4, an angle sensor 15 that detects the rotation angle of the cab 6, and an angle sensor that detects the rotation angle of the drive wheels 9. 16 are provided. Further, in order to detect the length of the tunnel portion 5 based on the positional relationship between the first tunnel 5a and the second tunnel 5b, a position sensor 14 that detects the positional relationship between the two tunnels 5a and 5b is provided. . Further, although not shown, a sensor for detecting the amount of elevation of the tunnel portion 5 is also provided. In addition, a photoelectric distance sensor 22 is attached to the bumper 21 on the tip side of the cab 6 as a distance sensor for detecting the distance between the cab 6 and the aircraft 3. However, the type of distance sensor is not limited at all, and other sensors may of course be used.

  A control device 30 having an operation panel 11 as shown in FIG. 3 is provided inside the cab 6. The operation panel 11 is provided with an operation lever 12 for operating the driving wheel 9 in addition to operation switches for operating the tunnel portion 5 and the cab 6 to be moved up and down, rotation of the cab 6 and the like. The operation lever 12 is formed by a lever-like input device (joystick) having a multi-directional degree of freedom, and is configured to be tiltable in an arbitrary direction. A potentiometer (not shown) is connected to the operation lever 12, and analog data relating to the tilt direction and the tilt depth of the lever is digitized and processed by A / D conversion.

  The operation panel 11 is provided with a so-called touch panel type display device 32. Details of the display device 32 will be described later (see FIG. 10).

  The boarding bridge 1 is configured to automatically move from a standby position (see a two-dot chain line in FIG. 1) to a predetermined target position. However, it is of course possible to perform part or all of the movement by manual operation by an operator. The movement control of the boarding bridge 1 is executed by the control device 30. The control device 30 controls the position and posture of the cab 6 based on the rotation angle of the rotor 4, the length of the tunnel portion 5, the elevation height of the elevation mechanism 10, and the rotation angle of the drive wheel 9. In the present embodiment, the control device 30 is installed inside the cab 6, but the installation location of the control device 30 is not limited to the cab 6, and may be the tunnel portion 5 or the rotor 4, or a boarding bridge. 1 outside (for example, terminal building 2).

  In the present embodiment, the target position of the cab 6 is a position where the cab 6 is mounted on the door 3 a of the aircraft 3. However, since the position and shape of the door 3 a vary depending on the model of the aircraft 3, the target position of the cab 6 varies depending on the type of the aircraft 3. Therefore, in the present embodiment, a plurality of target positions corresponding to the model are set in advance so as to correspond to a plurality of types of aircraft, and the cab 6 rotates so that the cab 6 moves to the target position corresponding to the model. The tunnel unit 5 is moved up and down, the drive wheel 9 is rotated, and the traveling operation is performed.

  As a specific configuration of the control device 30, a known configuration (for example, see JP-A-2002-37196) can be used. Here, detailed description of the configuration of the control device 30 is omitted.

  By the way, the target position of the cab 6 can be obtained in advance in the design process of the boarding bridge 1 and the like. However, the calculated target position may deviate from the actual mounting position due to various factors. Therefore, in the boarding bridge 1 according to the present embodiment, the cab 6 is actually mounted on the aircraft 3 and the target position is calculated backward from the mounting position. Note that the cab 6 may be initially mounted using the calculated target position, and then the target position may be corrected based on the actual mounting position.

  Next, a method for setting the target position will be described.

  In the present embodiment, when the boarding bridge 1 is used for the first time, the target position is set based on the actual mounting position of the boarding bridge 1. However, if the stop position of the aircraft 3 is deviated from the normal stop position P, the actual mounting position itself is deviated from the normal position, and the cab 6 is moved to an appropriate position during the second and subsequent use. I can't do that. Therefore, in the present embodiment, the target position is set in consideration of the stop position of the aircraft 3. That is, the target position is set based on the actual mounting position of the boarding bridge 1 and the deviation amount of the aircraft 3 from the normal stop position P. Note that “use” here is not a so-called actual machine test, but means that the passenger is actually getting on and off the boarding bridge 1.

  In controlling the boarding bridge 1, for example, coordinates and parameters as shown in FIG. 4 are used. That is, as absolute coordinates, the center point of the rotor 4 is the origin (0, 0), and the X axis is taken in the left direction in FIG. 4 and the Y axis is taken in the upward direction. The rotation angle of the rotor 4 is expressed by a clockwise rotation angle α from the positive direction of the X axis (clockwise). The rotation angle of the cab 6 and the drive wheel 9 is the width direction of the tunnel portion 5 (the direction orthogonal to the longitudinal direction), and the left direction from the rotor 4 side of the tunnel portion 5 toward the cab 6 side is a reference direction. Respectively represented by clockwise rotation angles β and γ from the reference direction.

  As shown in FIG. 5, the reference point of the boarding bridge 1 is the center point P0 (X, Y) of the drive column 8. The tip position P1 (X1, Y1) of the central portion of the cab 6 and the center point of the cab 6 can be calculated from the center point P0 (X, Y) of the drive column 8. The target position P4 of the center point of the drive column 8 is the position (X4, Y4) of the center point when the cab 6 is mounted while the aircraft 3 is stopped at the normal stop position P.

  As shown in the flowchart of FIG. 6, at the time of the first use, first, in step S1, an operator or the like visually observes or measures the deviation Y2 from the normal stop position P of the aircraft 3 (FIG. 5). ). Here, it is assumed that the deviation of the stop position of the aircraft 3 occurs only in the Y direction. The first mounting is performed manually by an operator. However, it is also possible to automate a part of the movement of the cab 6 and the like and use both the manual operation of the operator and the automatic control.

  Next, in step S2, the current position P1 (X1, Y1) of the tip of the cab 6 is calculated from the center point P0 (X, Y) of the drive column 8 with the boarding bridge 1 mounted.

  Next, proceeding to step S3, the target position P3 (X3, Y3) of the tip of the cab 6 is calculated. The target position at the tip of the cab 6 is the tip position of the cab 6 when it is assumed that the aircraft 3 is stopped at the regular stop position P. In this example, since the stop position of the aircraft 3 is shifted by Y2 in the negative direction of the Y axis, X3 = X1 and Y3 = Y1 + Y2.

  Next, in step S4, the target position P4 (X4, Y4) of the center point of the drive column 8 is calculated from the target position P3 (X3, Y3) of the tip of the cab 6.

  As described above, the target position is set in consideration of the deviation of the aircraft 3 from the normal stop position P. During the second and subsequent uses, the cab 6 at the standby position is controlled to automatically move to the target position. Then, the cab 6 is mounted by the operator.

  According to the present embodiment, even if the stop position of the aircraft 3 is deviated from the normal stop position P during the first use, the cab 6 is moved to the correct target position during the second and subsequent use. Can do. Therefore, the reliability of movement control of the boarding bridge 1 can be improved.

  In the above example, it is assumed that the stop position of the aircraft 3 is shifted only in the Y-axis direction. This is because the stop position of the aircraft 3 is very rarely shifted in the X-axis direction in reality. However, even if the stop position of the aircraft 3 is shifted in the X-axis direction, it is needless to say that the shift in the X-axis direction can be considered in the same manner as described above.

<Embodiment 2>
In the first embodiment, the position where the cab 6 is mounted on the door 3 a of the aircraft 3 is the target position of the cab 6. On the other hand, in the second embodiment, as shown in FIG. 7, the position in front of the door 3 a of the aircraft 3 is set as the target position of the cab 6.

  In order to avoid a collision with the aircraft 3, the boarding bridge 1 is provided with a safety device that forcibly stops the movement of the boarding bridge 1 when the distance between the cab 6 and the aircraft 3 becomes a predetermined safety distance or less. There is a case. In such a safety device, for example, when the detection distance of the distance sensor 22 provided at the tip of the cab 6 is equal to or less than the safety distance, the automatic operation of the boarding bridge 1 is stopped and the collision between the cab 6 and the aircraft 3 is prevented. Avoid in advance.

  However, due to the structure of the boarding bridge 1, the cab 6 often travels obliquely toward the door 3 a of the aircraft 3, and the position where the cab 6 automatically stops may be diagonally forward of the door 3 a of the aircraft 3. Many. On the other hand, in order to reliably prevent a collision between the cab 6 and the aircraft 3, it is necessary to secure a certain distance (for example, 0.5 m) as a safety distance. Therefore, the stop position of the cab 6 is likely to be a position that is diagonally forward of the door 3a and some distance from the door 3a.

  However, the cab 6 must be moved in the lateral direction at the same time as the cab 6 is moved forward in order for the operator to accurately adjust the cab 6 stopped at the above position to the mounting position of the door 3a. That is, the operator needs a delicate operation in both the front-rear direction and the lateral direction.

  However, if the position in front of the door 3a is set as the target position of the cab 6 and the cab 6 is automatically moved to the target position, the operator can then move the cab 6 by a simple operation by simply moving the cab 6 forward. 6 can be attached.

  Therefore, in the boarding bridge 1, the target position of the cab 6 is set to a position separated from the door 3a of the aircraft 3 by a predetermined distance SL (0.6 m in the present embodiment) in front of the door 3a. The target posture of the cab 6 is a posture in which the cab 6 faces the door 3a. That is, the posture is such that the bumper 21 side of the cab 6 faces the door 3a straight. As described above, the target position and the target posture of the cab 6 are the position and posture in which the cab 6 is moved backward from the mounting position, which is the position where the cab 6 is mounted on the door 3a, by the predetermined distance SL. Is set to

  Although illustration is omitted, a safety device for forcibly stopping the movement of the boarding bridge 1 is provided inside the control device 30 when the detection distance of the distance sensor 22 becomes a predetermined safety distance (for example, 0.5 m) or less. Is provided. The predetermined distance SL between the cab 6 and the door 3a at the target position is set longer than the safety distance so that the automatic movement is not forcibly stopped.

  A method for setting a target position in the second embodiment will be described.

  As shown in the flowchart of FIG. 8, at the first use, in step S11, an operator or the like detects a deviation amount Y2 from the normal stop position P of the aircraft 3 by visual observation or measurement. Also in this example, it is assumed that the stop position of the aircraft 3 is shifted only in the Y-axis direction. Next, in step S12, the front end position (X1, Y1) of the cab 6 from the center point of the drive column 8 when the boarding bridge 1 is in the predetermined mounting position and mounting posture (hereinafter referred to as mounting state). Is calculated. In addition, since the door 3a of the aircraft 3 faces the X-axis negative direction, the direction of the cab 6 in the mounted state is the X-axis positive direction.

  Next, in step S13, the target position (X3, Y3) of the tip of the cab 6 is calculated. Here, the target position is a position where the tip position of the mounted cab 6 is moved in the Y-axis direction by the amount of deviation Y2 and further moved in the X-axis negative direction by a predetermined distance SL. That is, X3 = X1−SL and Y3 = Y1 + Y2.

  Next, in step S14, the rotation angle α1 of the rotor 4 and the rotation angle β1 of the cab 6 when the tip position of the cab 6 is at the target position (X3, Y3) are obtained. In step S15, the distance L from the center point of the rotor 4 to the center point of the cab 6 at the target position is obtained. Next, in step S16, a distance L1 from the center point of the cab 6 at the target position to the center point of the drive column 8 is obtained. Finally, in step S17, the target position (X4, Y4) of the center point of the drive column 8 is calculated based on the target position (X3, Y3) of the tip of the cab 6.

  In response to such calculation results, the control device 30 of the boarding bridge 1 at the second and subsequent uses is such that the center point of the drive column 8 is the target position (X4, Y4), the angle of the rotor 4 is α1, the cab 6 The drive wheels 9 and the like are automatically controlled so that the angle of β1 becomes β1.

  Next, the mounting operation of the boarding bridge 1 after the second time will be described with reference to FIG.

  First, in step S21, when the operator presses a model selection button (not shown) on the operation panel 11, the model of the aircraft 3 is selected. Based on this model selection, a predetermined target position and target posture corresponding to the model are determined from a plurality of preset target positions and target postures. Next, the following automatic control is started by pressing the start button on the operation panel 11. In this embodiment, in order to improve safety, the start button is formed of a button that is turned on only when the operator is pressing the button, that is, a so-called deadman switch button. Therefore, when the operator releases the button, the automatic control is forcibly stopped.

  Automatic control is performed as follows. Specifically, first, in step S22, based on the model selection and the detection results of the angle sensors 13, 15 and the position sensor 14 and the like, various control amounts (the rotation angle of the cab 6, The vertical movement amount of the tunnel portion 5, the rotation angle of the drive wheel 9, the travel distance, and the like are calculated. Based on this calculation result, the drive wheel 9 is controlled in step S23, the cab 6 is rotated in step S24, and the tunnel portion 5 is moved up and down in step S25. In step S26, it is determined whether or not the cab 6 is in a target state, that is, a state where the cab 6 is positioned at a predetermined distance from the front of the door 3a in a posture facing the door 3a. When the cab 6 reaches the target state, it is determined in step S27 whether or not the direction of the drive wheels 9 and the direction of the cab 6 match. If not, the process proceeds to step S28, and the drive wheels 9 are rotated on the spot so as to align with the direction of the cab 6. When the direction of the drive wheel 9 and the direction of the cab 6 coincide with each other, the automatic control of the boarding bridge 1 is terminated (step S29).

  Thereafter, the operator advances the cab 6 toward the door 3a by manual operation. At this time, the cab 6 faces the door 3a, and the driving wheel 9 faces the same direction as the cab 6, that is, the direction toward the door 3a. It is sufficient to simply move the unit forward and it is a simple operation. In this way, the operator attaches the cab 6 to the door 3a, and the installation is completed.

  As described above, also in the present embodiment, even if the stop position of the aircraft 3 is deviated from the normal position during the first use, the cab 6 is moved to an accurate target position during the second and subsequent uses. be able to. Therefore, the reliability of the mounting control of the boarding bridge can be improved.

  In addition, according to the present embodiment, since the target position of the cab 6 is set to a position in front of the door 3a, the operator can attach the cab 6 to the door 3a simply by moving the cab 6 forward. . Therefore, the operator's work can be simplified, the work load can be reduced, and the mounting work can be speeded up. Moreover, even an operator who is not familiar with the operation can easily attach the cab 6, so that variation in operation time by the operator can be suppressed.

<Embodiment 3>
Incidentally, the stop position of the aircraft 3 may deviate from the normal position P even during the second and subsequent use. Therefore, the target position of the cab 6 may be corrected according to the amount of deviation of the aircraft 3 from the normal stop position P during the second and subsequent uses.

  Detection of the amount of deviation of the aircraft 3 from the normal stop position P may be performed by visual observation by an operator or the like, or may be performed using a detection device.

  For example, it is assumed that the stop position of the aircraft 3 is shifted from the normal stop position P by +400 mm in the negative Y-axis direction. In this case, the operator inputs the shift amount of the stop position of the aircraft 3 by operating the display device 32 of the operation panel 11.

  FIG. 10 shows a display screen of the touch panel display device 32. A display unit 41 represents an image of a camera (not shown) provided in the cab 6. The display unit 42 represents the current state of the boarding bridge 1, and the display unit 43 represents the target state of the boarding bridge 1. The display unit 44 is a part for inputting the amount of deviation of the stop position of the aircraft 3. In this example, since the stop position of the aircraft 3 is shifted by +400 mm, the operator inputs the shift amount by pressing the panel portion 44a of “+400”.

  When the shift amount is input as described above, the target position of the tip of the cab 6 is corrected by an amount corresponding to the shift amount. In this example, the target position of the tip of the cab 6 is corrected to a position shifted by +400 mm in the Y-axis direction. If there is also a deviation in the X-axis direction, correction in the X-axis direction can be performed in the same manner as described above.

  Thereafter, movement control of the cab 6 is performed toward the corrected target position.

  In the above-described embodiment, the shift amount is input by the operator. However, the shift amount can be automatically input. For example, as shown in FIG. 11, a position detection device 40 may be provided in the gate, and the position detection device 40 may detect the stop position of the aircraft 3 and detect the position of the door 3a. In FIG. 11, only the cab 6 in the boarding bridge is illustrated, and the illustration of the tunnel portion 5 and the like is omitted. The detection method of the position detection device 40 is not limited at all. For example, a device that detects the stop position of the aircraft 3 using a laser may be used, or a device that detects the stop position of the aircraft 3 by image processing. Good. Although not shown, a detection device for detecting the position of the aircraft 3 may be provided in the apron. It is also possible to use GPS or the like.

  For example, when the position of the aircraft 3 is shifted forward by the distance L3 by such position detection means, the control device 30 receives a signal from the position detection means and shifts the target position of the cab 6 forward by the distance L3.

  As described above, according to the present embodiment, even if the stop position of the aircraft 3 is deviated during the second and subsequent use, the target position of the cab 6 is corrected according to the deviation amount. 6 can always be moved to an appropriate position.

  The target position of the cab 6 is not limited to the target position of the first and second embodiments, and can be set at various positions.

  In each of the embodiments described above, the drive wheel 9 is provided in the tunnel portion 5, but the drive wheel 9 may be provided in the cab 6. Although the elevating mechanism is also provided in the tunnel portion 5, the elevating mechanism can be provided in the cab 6. The configuration of the boarding bridge 1 is not limited to the configuration of each of the above embodiments.

  As described above, the present invention is useful for the boarding bridge and the control of the boarding bridge.

It is a top view of the boarding bridge concerning an embodiment. It is a side view of the boarding bridge concerning an embodiment. It is a perspective view of a control device. It is explanatory drawing for demonstrating a coordinate and a parameter. It is a top view of the boarding bridge concerning an embodiment. 3 is a flowchart of a target position setting method according to the first embodiment. It is a top view of the boarding bridge concerning an embodiment. 6 is a flowchart of calculation of a target state in the second embodiment. It is a flowchart of mounting | wearing operation | movement. It is a figure of a touchscreen type display screen. It is explanatory drawing for demonstrating correction | amendment of a target position. It is a top view of the conventional boarding bridge.

Explanation of symbols

1 Boarding Bridge 2 Terminal Building 3 Aircraft 3a Door (entrance / exit)
4 Rotunder 5 Tunnel 6 Cab 8 Drive column 9 Drive wheel 10 Lifting mechanism 30 Control device 32 Display device P Regular stop position of aircraft

Claims (6)

A tunnel portion having a walking passage;
A cab rotatably provided at the tip of the tunnel part;
A driving wheel provided in the tunnel portion or the cab;
A rotating mechanism for rotating the cab;
A control device that moves the cab in a standby position by controlling the drive wheel and the rotation mechanism, and stops the cab at a predetermined target position in a posture facing an alighting part of an aircraft;
A boarding bridge with
The target position includes an actual mounting position of the cab when the cab is first mounted on the landing part of the aircraft, and a deviation between the actual stopping position of the aircraft and a predetermined stopping position of the aircraft. Set based on the quantity,
The control device is a boarding bridge that controls the drive wheel and the rotation mechanism based on the set target position when the cab is mounted on the landing part of the aircraft for the second time or later.
  The boarding bridge according to claim 1, wherein the target position is a position in front of the boarding / alighting portion of the aircraft. The control device corrects the target position according to the amount of deviation when the amount of deviation from the stop position of the aircraft is input when the cab is mounted to the boarding / alighting part of the aircraft for the second time or later. The boarding bridge according to claim 1 or 2. The control device receives a signal from a position detection device that detects the position of the aircraft before the cab is mounted when the cab is mounted on the boarding / alighting section of the aircraft for the second time or later, and the stop position of the aircraft The boarding bridge according to claim 1 , wherein a deviation amount from the first position is calculated, and the target position is corrected according to the deviation amount. A tunnel portion having a walking passage;
A cab rotatably provided at the tip of the tunnel part;
A driving wheel provided in the tunnel portion or the cab;
A rotating mechanism for rotating the cab;
A control device that moves the cab in a standby position by controlling the drive wheel and the rotation mechanism, and stops the cab at a predetermined target position in a posture facing an alighting part of an aircraft;
A method for setting the target position of a boarding bridge comprising:
Attaching the cab to the boarding / alighting part of the aircraft for the first time ;
A step of measuring a displacement amount of the predetermined stop position of the actual stop position and the aircraft of the aircraft in the first mounting,
Setting the target position when the cab is mounted on and after the second time on the boarding / alighting portion of the aircraft based on the actual mounting position of the cab and the amount of deviation;
A setting method for the target position of the boarding bridge. When the boarding bridge is mounted on an aircraft different from the aircraft after the target position is set,
Measuring a deviation amount of the aircraft from a predetermined stop position;
Correcting the target position according to the amount of deviation;
The setting method of the target position of the boarding bridge of Claim 5 containing these.

Images