JPH0686238B2 - Boarding bridge collision prevention device - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION (Industrial field of application) The present invention provides two boarding bridges, which are installed in parallel at an airport spot, on two doors of an airliner, respectively. The present invention relates to a device for preventing collision between both boarding bridges.

(Prior Art) When two boarding bridges are installed side by side at the spot of an airport building, conventionally, as means for preventing collision or contact between the boarding bridges, the boarding bridges should be arranged on opposite sides of each other. A method to prevent collision by protruding the arm and stopping the swinging or expanding / contracting power of the boarding bridge when a micro switch etc. at the tip of the arm comes into contact, or
tunda: a base circular chamber) is used to detect a difference in turning angle and stop when the difference becomes a constant angle (for example, 0 °) (see Japanese Patent Laid-Open No. 58-188795). It was

(Problems to be Solved by the Invention) However, these conventional methods are not always perfect and do not meet the strict reality, and there are cases where the layout of the boarding bridge cannot cope with it, or lacks reliability. In addition, due to the limited space and layout restrictions at the airport, the area where the boarding bridge can move freely tends to be narrowed, so the collision avoidance area should be expanded as much as possible to ensure safety while ensuring smooth boarding bridge operation. There is a demand to secure such movement.

In view of the above, the first to third inventions of the present application are, for example, the turning angle of the boarding bridge, the extension / contraction length, the lateral distance of the tip of the boarding bridge, and the rotation angle of the cab (tip circular chamber) at the tip of the boarding bridge. Of each of these conditions, and by combining two or three of these conditions to control the position of the boarding bridge, the collision of the boarding bridge can be expanded while avoiding the collision. The purpose is to provide a protection device.

(Means for Solving the Problem) In order to achieve the above object, the solution means of the first invention of the present application is that the first and second two boarding bridges are installed in parallel at the spot of the airport building. It is premised on a collision prevention device for a boarding bridge for preventing the collision between the two boarding bridges when the first and second boarding bridges are mounted on the two doors of the passenger aircraft, respectively. Then, first and second turning angle detection means provided on the respective bases of the first and second boarding bridges for detecting the turning angles of the respective boarding bridges,
Relative angle calculating means for calculating the relative angle between the two boarding bridges based on the turning angle detected by the both turning angle detecting means, and the relative angle calculated by the relative angle calculating means relative to a collision limit set in advance. When the calculated relative angle is equal to or more than the collision limit relative angle, the operation of each boarding bridge is enabled, and when the calculated relative angle becomes smaller than the collision limit relative angle, the control means for controlling the operation of each boarding bridge is prohibited. Equipped with. Further, the control means determines whether the turning angle of the first boarding bridge detected by the first turning angle detecting means is compared with a predetermined value, and receives the output of the determining means. When the turning angle of the boarding bridge is equal to or larger than a predetermined value, the collision limit relative angle is set to be small, and when the turning angle is smaller than the predetermined value, the collision limit relative angle is set to be large.

Further, according to a second aspect of the present invention, a first and a second boarding bridges are arranged in parallel at a spot of an airport building, and the first and the second boarding bridges are connected to two doors of an airliner. It is premised on a boarding bridge collision prevention device for preventing both boarding bridges from colliding with each other. And, the first and second turning angle detecting means, which are provided on the respective bases of the first and second boarding bridges, and detect the turning angles of the respective boarding bridges, and the first and the second.
First and second expansion / contraction length detecting means for detecting respective expansion / contraction lengths of the boarding bridge, lateral distance detecting means for detecting a lateral distance between the tip ends of the two boarding bridges, and both turnings. Relative length calculating means for receiving each output of the angle detecting means and both expansion / contraction length detecting means and calculating a relative length between both boarding bridges based on the turning angle and expansion / contraction length of each boarding bridge, and the lateral direction. When the lateral distance between the tips of both boarding bridges detected by the distance detecting means is equal to or greater than the preset collision limit lateral distance, each boarding bridge is enabled to operate, and when the lateral distance becomes smaller than the collision limit lateral distance, each boarding is performed. And a control means for controlling the operation of the bridge to be prohibited. Further, the control means is a first determining means for determining whether the turning angle of the first boarding bridge detected by the first turning angle detecting means is within a predetermined angle range, and the first determining means. When it is determined by the means that the turning angle of the first boarding bridge is out of the predetermined angle range, the first setting means for setting the collision limit lateral distance to the set value immediately, and the first determining means for setting the first Second discriminating means for discriminating the relative length between the two boarding bridges calculated by the relative length calculating means and comparing the magnitude with a predetermined value when it is discriminated that the turning angle of the boarding bridge is within a predetermined angle range; When the relative length between the two boarding bridges is smaller than a predetermined value in response to the output of the second discriminating means, the collision limit lateral distance is set to the set value, and when the relative length is the predetermined value or more. The 突限 degree lateral distance is assumed that a second setting means for setting to the set value smaller than the value.

Further, the solution of the third invention of the present application is that a first and a second boarding bridges are installed side by side in a spot of an airport building, and the first and the second boarding bridges are connected to two doors of an airliner. It is premised on a boarding bridge collision prevention device for preventing both boarding bridges from colliding with each other. Then, first and second turning angle detecting means provided at respective bases of the first and second boarding bridges for detecting turning angles of the respective boarding bridges, and tips of the first and second boarding bridges. Of the first and second turning angle detecting means for detecting the turning angle and the turning direction of the cab, and the first and second boarding bridges detected by the first and second turning angle detecting means. Relative angle calculating means for calculating the relative angle between both boarding bridges based on each turning angle, and the relative angle calculated by the relative angle calculating means is compared with a preset collision limit relative angle, and the calculated relative angle is When the calculated relative angle is smaller than the collision limit relative angle, the operation is controlled so that the operation of each boarding bridge is enabled when the relative angle is greater than the collision limit relative angle. And means. Further, the control means determines whether or not the turning angle of the first boarding bridge detected by the first turning angle detecting means is within a predetermined angle range, and the first and second determining means. The cab of the first boarding bridge with respect to the second boarding bridge is based on the turning angle and the turning direction of the cab at the tips of the first and second boarding bridges detected by the second turning angle detection means. When the turning angle of the first boarding bridge is outside a predetermined angle range in response to outputs from the first and second determining means, the second determining means for determining whether or not the rotating state is separated. First setting means for setting the limit relative angle to a first set value and setting the value to a value smaller than the first set value when the cab of the first boarding bridge is in a separated rotation state; When the turning angle of the first boarding bridge is within a predetermined angle range in response to the output of another means, the collision limit relative angle is set to a second set value smaller than the first set value and the first boarding bridge is set. And a second setting means for setting the cab to a value smaller than the second set value when the cab is in the separated rotation state.

(Operation) Accordingly, in the first aspect of the invention, when the first and second two boarding bridges are mounted on the respective doors of the passenger aircraft, the turning angle of each boarding bridge is detected. The relative angle between both boarding bridges is calculated based on the turning angle. The calculated relative angle is compared with a preset collision limit relative angle, and when the calculated relative angle is larger than the collision limit relative angle, the operation of each boarding bridge is enabled, and when the calculated relative angle is smaller, the operation of each boarding bridge is prohibited. Thus, the positions of the boarding bridges are controlled, and the boarding bridges can be mounted on the corresponding doors while avoiding collisions between the boarding bridges. At that time, the collision limit relative angle is changed according to the size of the turning angle of the first boarding bridge, and when the turning angle of the first boarding bridge is larger than a predetermined value, the collision possible area between both boarding bridges is narrow. The collision limit relative angle is set small, and when the turning angle of the first boarding bridge is smaller than a predetermined value, the collision possible region between the two boarding bridges is wide, so the collision limit relative angle is set large. As a result, it is possible to surely prevent the collision of both boarding bridges while expanding the collision avoidance area of both boarding bridges as much as possible.

Further, in the second aspect of the invention, the turning angle and the expansion / contraction length of each boarding bridge are detected, and the lateral distance between the tips of both boarding bridges is detected. Further, the relative length between both boarding bridges is calculated based on the turning angle and the expansion / contraction length. The detected lateral distance is compared with a preset collision limit lateral distance, and when the detected lateral distance is larger than the collision limit lateral distance, each boarding bridge can be operated. When the detected lateral distance is small, each boarding bridge can be operated. By prohibiting, the position of each boarding bridge can be controlled, and each boarding bridge can be mounted on the corresponding door while avoiding a collision between both boarding bridges. At that time, the collision limit lateral direction is changed according to the turning angle of the first boarding bridge and the calculated relative length between the two boarding bridges, and the turning angle of the first boarding bridge is within a predetermined angle range. When the relative length between both boarding bridges is within a predetermined value, the collision area of both boarding bridges is narrow, so
The collision limit lateral distance is set smaller than a normal set value. As a result, it is possible to prevent the collision of both boarding bridges while expanding the collision avoidance area as much as possible.

Further, in the third invention, the turning angle of each boarding bridge and the turning angle and turning direction of the cab at each tip thereof are detected. Then, the relative angle between the two boarding bridges is calculated based on the two turning angles. This calculated relative angle is compared with a preset collision limit relative angle,
When the calculated relative angle is larger than the collision limit relative angle, the operation of each boarding bridge is enabled, and when the calculated relative angle is small, the operation of each boarding bridge is prohibited, so that the position of each boarding bridge is controlled and the collision between both boarding bridges is controlled. Each boarding bridge can be attached to the corresponding door while avoiding it. that time,
The collision limit relative angle is changed according to the turning angle of the first boarding bridge and the turning posture of the cab of the first boarding bridge, and the turning angle of the first boarding bridge is outside the predetermined angle range within the predetermined angle range. Since the collision possible area between the two boarding bridges is narrower than that of the first boarding bridge, the collision limit relative angle at that time is set small, and the turning posture of the cab of the first boarding bridge is separated from the second boarding bridge. Since the area in which the two boarding bridges can collide with each other becomes narrower in the turning state described above, the collision limit relative angle at that time is also set small. As a result, it is possible to prevent the collisions of both boarding bridges while further expanding the collision avoidance region.

As described above, in the first invention, when the two boarding bridges are mounted on the two doors of the passenger plane, the collision limit relative angle for avoiding the collision between the two boarding bridges is set to one of the two. In the second invention, the collision limit lateral distance is changed according to the turning angle of one of the boarding bridges and the relative length between the two boarding bridges. , The collision limit relative angle was changed according to the turning angle of one of the boarding bridges and the turning posture of the cab. As a result, according to the first to third aspects of the invention, there is an effect that the collision avoidance regions of both boarding bridges can be expanded as much as possible, and the collisions of both boarding bridges can be reliably prevented.

(Example) Next, each invention of this application will be described along with its example.

First, an embodiment of the first invention will be described.

In Fig. 1 showing the layout of the boarding bridge at the airport, 1 is the airport, and two boarding bridges (passages) 3 and 4 are installed in parallel at the spot of the airport building 2, and the two doors of the passenger aircraft A are respectively arranged. It is installed.

Reference numerals 5 and 6 are rotors (base circular chambers) of the boarding bridges 3 and 4, respectively, and reference numerals 7 and 8 are cabs (tip circular chambers) of the boarding bridges 3 and 4, respectively.

In the boarding bridge 3 on the left side, the mounting direction of the airport building 2 and the rotoranda 5 is inclined by 15 ° due to the positional relationship as shown in FIG. 2, and if the turning angle is α, then the left boarding bridge 3 The angle is α + 15 °. The angle of the right boarding bridge 4 is β +
90 °.

Therefore, the relative angle between both boarding bridges 3 and 4 is θ
= Β + 90 °-(α + 15 °) = β-α + 75 °. And the design relative angle θ in this airport layout is
It is 8.6 for B747 and 9.1 for DC-10.

The collision limit relative angle θ near the mounting position of both boarding bridges 3 and 4 on the passenger aircraft A is
3 and 4 are + 2.9 ° when fully shortened, + 1.4 ° when fully extended, and + 5.8 ° when fully left turning when fully shortened. When the turning angle α of the left boarding bridge 3 is 102 °, the collision limit relative angle θ is + 2.4 °, and when the turning angle α is smaller than this, the collision limit relative angle θ tends to increase.

The numerical values input to the computer based on such a design are θ = + 3 ° when the turning angle α ≧ 102 ° and θ = + 6 ° when the turning angle α <102 °.

FIG. 3 is a block diagram and a flow chart showing this state. That is, the pair of turning angle detection devices 12 detect the turning angles α and β of the respective boarding bridges 3 and 4, and input them to the calculator 9 to calculate the relative angle.
A signal is sent to the position controller 10 so that the value of the relative angle θ does not become 3 ° or less when the angle is equal to or more than 0 ° to instruct collision prevention. Also,
When the turning angle α is 102 ° or less, a signal is sent to the position controller 10 so that the value of the relative angle θ does not become 6 ° or less, and a collision prevention command is issued.

Next, an embodiment of the second invention will be described.

In the layout of the airport 1 shown in FIG. 4, the same symbols as those in FIG. 1 are used.

Two boarding bridges 3 and 4 are installed in the airport building 2 and are installed on the doors of the passenger aircraft A, respectively.

Reference numerals 5 and 6 are rotorandas and 7 and 8 are cabs. From the layout of passenger aircraft A and airport building 2, the relative angle θ between the boarding bridge and the B747 is 1.0 °, and that of the DC-10 is 4.7.
°, L1011 type machine is designed at 9.6 °.

Consider the numerical value input to the computer in this device.

In the vicinity of the mounting positions of the boarding bridges 3 and 4 as shown in FIG. 4, the two boarding bridges 3 and 4 do not collide until they are substantially parallel. The state at that time is shown in FIG. 5, and the relative length between both boarding bridges 3 and 4 is represented by F, and the lateral distance is represented by Z.

As shown in FIG. 6, when both boarding bridges 3 and 4 are swung to the left to a great extent, the boarding bridges 3 and 4 cannot be made parallel to each other, and the tip of the rotor bridge 5 and 4 remains open.
Since the 6th side approaches, it is not possible to judge the collision range by the lateral distance Z. The range that can be controlled by this lateral distance Z is most severe when the boarding bridges 3 and 4 are shortened, and the turning angle α in that range is α ₁ = 79.5 ° (Fig. 7) and α ₂ = 136 ° (Fig. It is limited to the range sandwiched between (Fig. 8). It is necessary to control the relative angle θ between the boarding bridges 3 and 4 except for the range of the turning angles α _{1 to} α ₂ , and the value is the collision limit relative angle θ in the left maximum turning θ ₁ = 11.6 ° (first (Fig. 9), the collision limit relative angle θ in the right maximum turn is θ ₂ = 9 ° (Fig. 10).

According to the embodiment of the first invention, the value of the collision limit relative angle θ is θ = 9 ° at α> 136 °, and θ11.6 ° at α <79.5 °. It will be good if you keep it.

If the relative length F and the lateral distance Z between the boarding bridges are calculated instead of the collision limit relative angle θ,
The lateral distance Z between the tips of both boarding bridges is 60.
0mm is considered the minimum.

Fig. 11 is a layout diagram of this design example, showing the vicinity of the bases of the boarding bridges 3 and 4, and Fig. 12 is a block diagram,
Figure 3 is a flow chart showing the operating status. However, the values of the turning angles α ₁ and α ₂ are on the safe side, and α ₁ = 81
And α ₂ = 134 °.

In FIG. 12, the mutual positions of the boarding bridges are detected by the turning angle detection device 12, the expansion / contraction length detector 24, and the lateral distance detector 25, and the respective detected values, namely, the turning angle α of the boarding bridge and the relative length. F and the lateral distance Z are input to the computer 9.

In the arithmetic unit 9, these values are compared and calculated with numerical values inputted in advance, and a signal is sent to the position controller 10 to control the position of the boarding bridge.

FIG. 13 is a flow chart in which numerical examples calculated based on the respective detected values are input and shown. When the turning angle α of the left boarding bridge 3 is 81 ° or less and 134 ° or more, both boarding bridges 3 and 4 are operated. When the lateral distance Z between the tips becomes 600 mm or less, the position controller 10 is activated and the collision prevention switch is turned on.

When the turning angle is 81 ° to 134 ° and the relative length F between the boarding bridges 3 and 4 is 1000 mm or less, the lateral distance Z between the tips of the boarding bridges is 60.
When it becomes 0 mm or less, the position controller 10 operates and the collision prevention switch is turned on.

Also, the relative length F between both boarding bridges 3 and 4 is 100.
When the lateral distance Z between the tip ends of the boarding bridge is 400 mm or less in the case of 0 mm or more, the position controller 10 is activated, the collision prevention switch is turned on, and the collision of the boarding bridge is avoided. Controlled.

Next, an embodiment of the third invention will be described.

The layout of the airport 1 in this example is shown in FIG. The reference numerals are the same as those shown in FIG.

Two boarding bridges 3 and 4 are provided in the airport building 2, and are installed on two doors of the passenger plane A, respectively.

5,6 are Rotanda, and 7,8 are cabs. From the layout of the passenger plane A and the airport building 2, the relative angle θ between the two boarding bridges 3 and 4 is 5.2 ° for the B747 aircraft, the turning angle δ of the left cab 7 is 35.2 ° to the left, and the relative angle for the DC-10 aircraft. θ is 8.7 °,
The rotation angle δ of the left cab 7 is designed to be 20 ° to the left, and the rotation angle δ of the left cab 7 is designed to be 20 ° to the left in the B767 type machine.

Fig. 15 shows the collision limit relative angle θ near the mounting position of the boarding bridges 3 and 4 on the passenger aircraft A, and the value is about 4 °. However, by rotating the rotation angle δ of the left cab 7 to the left, the relative angle θ can be made close to −0.5 °. The state is shown in FIG.

Fig. 17 shows a state in which both boarding bridges 3 and 4 are turned fully to the right in a shortened state. The collision limit relative angle θ between both boarding bridges 3 and 4 is 3.5 °, and also to the right. The turning angle α of the left boarding bridge 3 is 146 ° when the collision limit relative angle θ becomes 0 by turning to the left (Fig. 18). Also, as shown in FIG. 19, the turning angle α is 14
When the direction of the left cab 7 is rotated to the right when the angle is 6 ° or more, the collision limit relative angle θ is 7 °.

FIG. 20 is a plan view near the bases of the boarding bridges 3 and 4. FIG. 21 is a block diagram created based on the above analysis.

In FIG. 21, the turning angle of each boarding bridge is input to the computing unit 9 by the turning angle detection device 12,
Further, the cab rotation angle detector 26 detects the rotation angle and the rotation direction of the cab and inputs them to the arithmetic unit 9. In the computer 9, the turning angle of the left boarding bridge and the relative angle between the two boarding bridges are compared with the turning angle of the boarding bridge, the relative angle and the turning angle of the cab which are set in advance, and a signal is sent to the position controller 10. Feeding and position control of the boarding bridge.

FIG. 22 is a flowchart showing that the turning angle α is 0 ° to 146.
When the cab 7 is rotated to the left at the angle of °, it can be operated freely if the relative angle α between the boarding bridges is 0 ° or more, and is controlled if it becomes 0 ° or less. When the turning angle δ of the left cab 7 is 0 ° or the right turning is right, the relative angle α is controlled to be 4 ° or less. When the turning angle α is 146 ° or more, the relative angle θ between the boarding bridges is controlled to be 7 ° or less when the turning angle δ of the cab 7 is 0 ° or the right turning, and the turning angle δ of the cab 7 is left. When rotating to, the relative angle θ is 3.5
It is controlled below ゜.

Next, embodiments of the respective structures of the turning angle detection device 12 of the boarding bridge, the expansion / contraction length detector 24, the cab rotation angle detector 26, etc. will be described.

FIG. 23 is a plan view for explaining a turning angle detection device of a boarding bridge, and the rotoranda (FIGS. 1 and 5).
Is provided at the base of the boarding bridge and is rotatably mounted on the rotor column 11. The rotoranda column 11 is fixed to the building side,
A turning angle detection device 12 for detecting the turning of the boarding bridge is attached to the. A chain 14 is attached to the rotation part 13 of the rotoranda outside the circumference of the rotation part 13, and the chain 14 is configured to rotate integrally with the rotation part 13 when the rotation part 13 turns and pass through the turning angle detection device 12. ing. 24th
FIG. 25 and FIG. 25 are enlarged plan views showing the mounting procedure of the end portion of the chain 14, respectively.

FIG. 26 is an enlarged view taken along the line XXVI-XXVI of FIG. 23, and FIG. 27 is a plan view thereof. As shown in FIGS. 26 and 27, the chain 14 engages with the sprocket 15, and the sprocket 16 provided coaxially rotates to rotate the detection rotary plate 17. Two proximity switches 18,1 close to the detection rotary plate 17
8 are placed at right angles to each other. These two proximity switches 1
Reference numerals 8 and 18 respectively detect the approach of the tooth profile formed on the outer periphery of the detection rotary plate 17 and output a signal to the arithmetic unit 9 (see FIGS. 3 and 12;
(See Fig. 21). The arithmetic unit counts the number of tooth profiles of the detection rotary plate 17 to detect in which direction and how much the rotorna has turned.

Next, describing the expansion / contraction length detector 24 of the boarding bridge, the boarding bridge is configured in a telescopic manner,
The tunnel on the rotor side is inserted into the tunnel on the tip side, and the tunnel on the tip side is inserted and removed to expand and contract the boarding bridge.

Figure 28 shows the floor panel of the boarding bridge on the tip side.
In the plan view showing the bottom surface of 19, the striker 20 is mounted in the longitudinal direction. FIG. 29 is a side view.

FIG. 30 is a plan view of the floor panel 21 of the boarding bridge on the rotoranda side, in which the limit switch 22 is arranged. FIG. 31 is a side view of FIG. Fig. 32 shows Fig. 30
In the enlarged view taken along the line XXXII-XXXII, the arm 23 of the limit switch 22 comes into contact with the striker 20 mounted on the lower surface of the floor panel 19, and the limit switch 22 operates.

Fig. 33 is a view taken along the line XXXIII-XXXIII in Fig. 28, and Fig. 34 is shown in Fig.
FIG. 28 is a view on arrow XXXIV-XXXIV in FIG. 28. Limit switch
Striker 20 with arm 23 of 22 attached to floor panel 19
Contact the protrusions of the striker 20, for example in FIG.
Since the distance between the two limit switches 22 and 22 is wider than the distance between the protrusions on the floor panel 19 and the floor panel 21,
When moving to the left, it is detected that the boarding bridge is in the extension direction by sequentially operating from the left limit switch, and the length of the extended boarding bridge is detected by the number of contacts. 34th
The figure shows that at the end of the striker 20, the limit switch 22 also detects the most extended position of the boarding bridge.

Further, the lateral distance detector 25 (see FIG. 12) at the tip of the boarding bridge is a known rangefinder, for example, a lens type,
Since this is achieved by using a light beam type or other rangefinder, its description is omitted.

The cab rotation angle detector 26 (see FIG. 21) for detecting the rotation angle δ and the rotation direction of the cab can be achieved by operating the limit switch provided at the rotation position in the same manner as described above. , The description is omitted. However,
As can be seen from FIG. 22, the safety range is large, and the range for activating the collision prevention switch is extremely small.

[Brief description of drawings]

The drawings show embodiments of the first to third inventions. FIG. 1 is a plan view showing a layout of a boarding bridge at an airport as an embodiment of the first invention, and FIG. 2 is a base part of the boarding bridge. A plan view, FIG. 3 is a block diagram and a flow chart, FIG. 4 is a plan view showing a layout of an embodiment of the second invention, and FIGS. 5 to 10 are diagrams for explaining the operation of the boarding bridge. Partial plan view, 11th
FIG. 12 is a plan view of a base portion of the boarding bridge, FIG. 12 is a block diagram thereof, FIG. 13 is a flowchart diagram thereof, FIG. 14 is a plan view showing a layout of an embodiment of the third invention, and FIGS. FIG. 19 is a partial plan view for explaining the operation of the boarding bridge, FIG. 20 is a plan view of the base of the boarding bridge, FIG. 21 is the same block diagram, FIG. 22 is the same flowchart diagram, and FIG. FIG. 34 is a diagram showing a partial structure.
FIG. 23 is a plan view of the rotor rotating part, FIGS. 24 and 25 are enlarged plan views of portions B and C of FIG. 23, respectively, and FIG. 26 is an enlarged view of line XXVI-XXVI of FIG. FIG. 27 is a plan view of FIG. 26, FIG. 28 is a plan view of the floor panel of the inner tunnel portion of the boarding bridge, and FIG. 29 is a side view of FIG.
Figure 30 is a plan view of the floor panel of the outer tunnel of the boarding bridge, Figure 31 is a side view of Figure 30, and Figure 32 is
FIG. 30 is an enlarged view of the XXXII-XXXII arrow, and FIGS. 33 and 34 are enlarged views of the XXXIII-XXXIII and XXXIV-XXXIV of FIG. 28, respectively. 1 ... Airport, 2 ... Airport building, 3,4 ... Boarding bridge, 5,6 ... Rotanda, 7,8 ... Cab, 9 ...
… Computer, 10 …… Position controller, 11 …… Rounder column, 12 …… Turning angle detector, 13 …… Rotating part, 14 …… Chain, 15,16 …… Sprocket, 17 …… Detected rotation Board, 18
...... Proximity switch, 19,21 ...... Floor panel, 20 ...... Strike, 22 ...... Limit switch, 23 ...... Arm, 24
...... Expansion / contraction length detector, 25 ...... Horizontal distance detector, 26 ……
Cap rotation angle detector.

Claims (3)

[Claims] 1. A first boarding bridge and a second boarding bridge are installed in parallel at a spot of an airport building, and both boarding bridges are installed when the first and second boarding bridges are respectively mounted on two doors of an airliner. A collision prevention device for a boarding bridge for preventing a bridge from colliding, the first and second collision prevention devices being provided at respective bases of the first and second boarding bridges and detecting a turning angle of each boarding bridge. No. 2 turning angle detecting means, a relative angle calculating means for calculating a relative angle between the two boarding bridges based on the turning angles detected by the both turning angle detecting means, and a relative angle calculated by the relative angle calculating means. Is compared with a preset collision limit relative angle, and when the calculated relative angle is equal to or greater than the collision limit relative angle, each boarding bridge is enabled to operate, A control means for prohibiting the operation of each boarding bridge when the angle becomes smaller than the collision limit relative angle, wherein the control means is the turning of the first boarding bridge detected by the first turning angle detection means. A discriminating means for discriminating the angle from a predetermined value, and a collision limit relative angle which is small when the turning angle of the first boarding bridge is equal to or larger than a predetermined value in response to the output of the discriminating means and which is smaller than the predetermined value. A boarding bridge collision prevention device, comprising: setting means for setting a large limit relative angle. 2. A first and a second boarding bridges are installed side by side at a spot of an airport building, and both the first and the second boarding bridges are mounted on the two doors of an airliner, respectively. A collision prevention device for a boarding bridge for preventing a bridge from colliding, the first and second collision prevention devices being provided at respective bases of the first and second boarding bridges and detecting a turning angle of each boarding bridge. Two turning angle detecting means, first and second expansion / contraction length detecting means for detecting expansion / contraction lengths of the first and second boarding bridges, respectively, and a lateral direction between tip ends of the boarding bridges. The lateral distance detecting means for detecting the distance, the respective outputs of the both turning angle detecting means and the both extension / contraction length detecting means, and the rotation of each boarding bridge are received. Relative length calculating means for calculating the relative length between the two boarding bridges based on the turning angle and the expansion / contraction length, and the lateral distance between the tip portions of the two boarding bridges detected by the lateral distance detecting means are set in advance. And a control means for controlling the operation of each boarding bridge when the distance is equal to or longer than the set lateral distance of the collision limit, and for prohibiting the operation of each boarding bridge when the distance is smaller than the lateral distance of the collision limit. First discriminating means for discriminating whether or not the turning angle of the first boarding bridge detected by the first turning angle detecting means is within a predetermined angle range; and the first boarding bridge by the first judging means. First setting means for immediately setting the collision limit lateral distance to a set value when it is determined that the turning angle of the vehicle is outside the predetermined angle range; and the first determination. When it is determined that the turning angle of the first boarding bridge is within the predetermined angle range in the step, the relative length between the two boarding bridges calculated by the relative length calculating means is compared with a predetermined value to determine whether the relative length is large or small. When the relative length between the two boarding bridges is smaller than a predetermined value in response to the outputs of the judging means and the second judging means, the collision limit lateral distance is set to the set value, and when the relative length is equal to or larger than the predetermined value. A collision prevention device for a boarding bridge, comprising: second setting means for setting the collision limit lateral distance to a value smaller than the above-mentioned set value. 3. A first and a second boarding bridges are installed side by side at a spot of an airport building, and both the first and the second boarding bridges are attached to the two doors of an airliner, respectively. A collision prevention device for a boarding bridge for preventing a bridge from colliding, the first and second collision prevention devices being provided at respective bases of the first and second boarding bridges and detecting a turning angle of each boarding bridge. Second turning angle detecting means, first and second turning angle detecting means for detecting a turning angle and a turning direction of the cab at the tips of the first and second boarding bridges, and the first and second Angle calculating means for calculating the relative angle between the two boarding bridges based on the respective turning angles of the first and second boarding bridges detected by the turning angle detection means The relative angle calculated by the relative angle calculation means is compared with a preset collision limit relative angle, and when the calculated relative angle is equal to or greater than the collision limit relative angle, each boarding bridge can be operated and the calculated relative angle collides. Control means for controlling so as to prohibit the operation of each boarding bridge when it becomes smaller than the limit relative angle, the control means controls the turning angle of the first boarding bridge detected by the first turning angle detecting means. A first discriminating means for discriminating whether or not it is within a predetermined angle range, and a turning angle of the cab at the tip of the first and second boarding bridges detected by the first and second turning angle detecting means, and Based on the turning direction, the cab of the first boarding bridge is second
Discriminating means for discriminating whether or not it is in a rotating state in which it is separated from the boarding bridge, and the first and second
When the turning angle of the first boarding bridge is outside the predetermined angle range in response to the output of the discriminating means, the collision limit relative angle is set to the first set value and the cab of the first boarding bridge is set in the separated rotation state. Then, the first setting means for setting a value smaller than the first set value,
And when the turning angle of the first boarding bridge is within a predetermined angle range in response to the output of the second discriminating means, the collision limit relative angle is set to a second set value smaller than the first set value, and the first set value is set. And a second setting means for setting the value of the cab of the boarding bridge to a value smaller than the second set value when the cab of the boarding bridge is in the separated rotation state.