WO2014146758A1

WO2014146758A1 - Passenger bridge

Info

Publication number: WO2014146758A1
Application number: PCT/EP2014/000585
Authority: WO
Inventors: Klaus Hahn; René HUBLITZ
Original assignee: Thyssenkrupp Airport Services S.L.
Priority date: 2013-03-16
Filing date: 2014-03-06
Publication date: 2014-09-25
Also published as: DE102013004640A1

Abstract

The invention relates to a passenger bridge (1) having at least one pivotable arm (7) for creating a passenger crossing to a vehicle (5). The pivotable arm (7) comprises a secondary receiver (27) for signals of a global positioning system. In addition, said passenger bridge (1) comprises a primary receiver (25) for signals of a global positioning system, said primary receiver being in signaling contact with said secondary receiver (27) and providing a correction signal in order to increase the accuracy of the position measurement of the secondary receiver (27).

Description

passenger bridge

Passenger bridges are used for handling aircraft or passenger ships. In aircraft, one typically speaks of passenger boarding bridges, while these are referred to in ships as a jetty. Both variants are summarized under the generic term passenger bridges. They serve to allow the passengers a transition from a terminal building or from a boarding position in the respective vehicle. In passenger boarding bridges, such a transition is typically made between a terminal building and the aircraft. In the case of ships, on the other hand, passengers may enter the ship from a boarding position at the quay via the passenger bridge. In this case, the passenger transfer does not take place between a terminal building and the ship, but rather from a boarding position at the wharf and the ship.

After the vehicle is positioned near the terminal building or the boarding position, a passenger crossing to the vehicle is established by means of the passenger bridge. For this purpose, the passenger bridge has at least one pivotable arm. The length of the arm is often variable by telescoping. While the vehicle-remote side of the arm is at least temporarily stationary, the position of the other side can be changed by pivoting and telescoping the arm to adjust the position to the position of the entry area of the vehicle. The area of the passenger bridge around which the arm is pivotable is commonly referred to as a rotunda. Often, the arm includes a tunnel and a pivotable cab located at the vehicle-side end of the arm. The pivoting of the car relative to the tunnel allows adaptation to the orientation of the vehicle surface. The vehicle-side area of the arm, around which the cabin is pivoted, is referred to as Ronde. In addition to a horizontal movement of the arm around the rotunda, the vertical inclination of the arm can be changed by means of a hydraulic hoist to compensate for a difference in height between the rotunda and the entry area of the vehicle. The passenger bridge is usually set on sight by a passenger bridge driver.

In the handling of large vehicles often two or more passenger bridges are used simultaneously. In this handling situation, there is a risk that adjacent passenger bridges collide during setting. To avoid this, some passenger bridges are equipped with anti-collision systems. The position of the passenger bridge is controlled by means of pull-cord potentiometers, photosensors or limit switches.

BESTÄHGUNGSKOPE However, such systems must be calibrated consuming by using the passenger bridge a predetermined range is traversed. If there is a loss of calibration data, this process must be repeated. In addition, such detectors are sensitive to temperature, which affects the accuracy of the results.

JP2010076621 suggests the use of GPS sensors to make the adjustment of a passenger bridge.

Object of the present invention is to provide a passenger bridge available whose condition can be continuously monitored with high precision. The object of the invention is also to provide a method and a computer program product for controlling such a passenger bridge.

This object is achieved by a passenger bridge with at least one pivotable arm for establishing a passenger transfer to a vehicle. The passenger bridge has a primary receiver for signals of a global positioning system and a secondary receiver for signals of a global positioning system, which is part of the pivotable arm. To increase the accuracy of the position measurement of the secondary receiver, the primary receiver is in signal communication with the secondary receiver and provides a correction signal.

Positioning using global positioning systems relies on distance measurement to multiple satellites of a Global Positioning System (GNSS). The distance measurement is carried out by determining the signal transit time between satellite and receiver. From the exact satellite position and the distances to several satellites then the position of the receiver can be calculated. However, this can lead to various sources of error. On the one hand, the ephemeris data indicating the exact satellite position has some inaccuracy, and on the other hand, the satellite clocks are not completely accurate. In addition, the signal transit time is influenced by the ionosphere and the troposphere. All this means that conventional receivers for signals of a global positioning system have an inaccuracy in positioning in the range of several meters. Although this accuracy allows control measurements of the passenger bridge, it is not suitable for an anti-collision system or automatic or semi-automatic docking. Only the use of a differential measuring method (often referred to as differential GPS or DGPS), at A primary receiver provides a correction signal which makes it possible to reduce these errors to such an extent that use of the position data for such methods becomes possible.

Preferably, a so-called GNSS base is used as the primary receiver and a GNSS rover as the secondary receiver.

The primary receiver receives the signals from a global positioning system and calculates its position. Due to the above error sources, this calculated position will fluctuate over time and deviate from the correct position. The secondary receiver also receives the signals of a global positioning system. If the secondary receiver alone calculated its position from this, a similarly erroneous position would result. However, taking advantage of the fact that both receivers are subject essentially to the same error sources, the accuracy can be significantly increased by correlating the received data with each other. By subtraction, so to speak, the error is eliminated. Although the result is no longer an absolute position on the earth's surface, but a relative position of the secondary receiver to the primary receiver, the accuracy of the relative position is typically in the range of a few centimeters. To accomplish this, the primary receiver is in signal communication with the secondary receiver and provides a correction signal to increase the accuracy of the position measurement of the secondary receiver. The signal connection can be realized by a cable connection, a network connection (in particular internet connection) or also by a radio connection. A signal connection between the two receivers also means the case in which both receivers are each connected to the same central evaluation unit. In this case, the correlation of the signals of primary receiver and secondary receiver is made in the central evaluation unit.

In a further developed embodiment, the primary receiver is arranged stationary. This provides the advantage that in a simple way, a coupling to a real reference system (such as the arrangement of surrounding buildings) is made. Already by a single measurement of the position of the stationary primary receiver to the environment is achieved that the position of the secondary receiver in the real frame of reference can be calculated from the relative position to the primary receiver.

Instead of a separate primary receiver, an external primary receiver can also be used. In this case, the passenger bridge comprises at least one pivotable arm for Establishing a passenger transition to a vehicle, wherein the pivotable arm comprises a secondary receiver for signals of a global positioning system and the secondary receiver is in signal communication with an external primary receiver and receives therefrom a correction signal to increase the accuracy of the position measurement of the secondary receiver. External primary recipients are operated as reference stations by public and semi-public institutions in many countries and regions. This includes, for example, the SAPOS network of the German federal states. The reference stations provide, for example via the Internet, a correction signal in order to increase the accuracy of the position measurement of a secondary receiver of the user. By using this service, which may be subject to a charge, the operation of a separate primary receiver can be dispensed with.

In one embodiment, the primary receiver is arranged on the end of the passenger bridge remote from the vehicle and the secondary receiver is arranged on the arm such that its relative position to the primary receiver is changed during pivoting of the arm. By this arrangement is automatically achieved that the primary receiver is stationary and depending on the relative position of the secondary receiver, the actual state of the passenger bridge can be determined. For example, the primary receiver may be located above the rotunda and the secondary receiver at the vehicle end of the arm.

In further embodiments, the pivotable arm of the passenger bridge is additionally telescopic to allow a variable adjustment to the vehicle position.

A further developed embodiment of the passenger bridge comprises an arm with a plurality of segments, between each of which a joint is arranged, in order to enable a pivoting of the segments relative to one another. As a result, the passenger bridge can be variably adjusted to different vehicle positions and vehicle surfaces. In addition, structural conditions such as the building contour or light poles near buildings can be better taken into account. In this case, the passenger bridge comprises at least one further secondary receiver, wherein the secondary receivers are in signal communication with the primary receiver and wherein the total number of secondary receivers is greater than the number of joints. At least one secondary receiver is needed per joint to determine the joint setting. In addition, a secondary receiver is still needed to determine the pivoting angle. The larger number of secondary receivers thus makes it possible to determine the complete actual state of the passenger bridge. Under the actual state of the passenger bridge, the overall setting of the passenger bridge is understood. This includes the pivoting angle of the arm around the rotunda, the angle of the arm to the horizontal at the rotunda, and two angles per further joint between two segments to define the pivoting angle and the angle of inclination of the segment to its adjacent segment. If the arm is telescopic, ie the length of at least one segment can be changed, the actual state continues to include the length of this segment. From this information and the exact dimensions of the passenger bridge it can be calculated where each point of the passenger bridge is currently relative to the primary receiver. Thus, it is known which area is currently occupied by the passenger bridge in three-dimensional space. Accordingly, a desired state of the passenger bridge is also understood as an overall setting of the passenger bridge. In the methods described below, the target state is a target for the passenger bridge setting. This target results, for example, by the position of the vehicle or can be set arbitrarily by the user.

A special embodiment of the passenger bridge comprises an arm which consists of two segments, wherein the vehicle-facing segment is a pivotable tunnel and the vehicle-side segment is a relative to the tunnel pivotable cabin. In this case, either a first secondary receiver can be arranged at the tunnel and a second secondary receiver at the cabin or both secondary receivers are arranged at the cabin. Both variants of the arrangement of the secondary receiver allow determination of the pivoting angle of arm and cabin. In a further developed variant, the primary receiver is arranged with respect to adjacent buildings such that the maximum elevation angle of the buildings with respect to the primary receiver is less than 70 °. This ensures that there is always a line of sight to a sufficient number of satellites of a global positioning system available. Preferably, the angle is less than 65 °, more preferably less than 60 °.

The object of the invention is also achieved by a passenger bridge system comprising a plurality of passenger bridges, each having at least one secondary receiver for signals of a global positioning system, which is arranged on a pivotable arm of the respective passenger bridge. In this case, the passenger bridge system comprises at least one primary receiver for signals of a global Positioning system, and wherein at least two secondary receivers of different passenger bridges are in signal communication with the same primary receiver. Since it is not relevant for the correction signals of the primary receiver, whether the primary receiver is connected to the passenger bridge, several secondary receivers different bridge bridges can use the correction signals of the same primary receiver. Thus, the total number of primary receivers can be reduced to reduce the cost of the system. For larger vehicles, typically three or more passenger bridges are used for the boarding process. Preferably, all passenger bridges that serve the same vehicle, each having a secondary receiver, and all these secondary receivers are in signal communication with the same primary receiver.

Alternatively, the passenger bridge system may also include a plurality of described passenger bridges, each including a separate primary receiver. This has the advantage that the signal connection can be established more easily since only two points of the same passenger bridge must be connected to each other. This simplifies cabling of the system. In addition, the system is less susceptible to interference because the failure of a primary receiver affects only one passenger bridge.

In a further developed variant of the passenger bridge system, the system comprises at least one ground service equipment with a separate secondary receiver, which is in signal communication with one of the primary receivers and receives from this a correction signal to increase the accuracy of the position measurement of the separate secondary receiver. Especially with passenger bridges that are used at airports, it comes to the fact that many different apron vehicles are used in the vicinity of the passenger bridge. These include, for example, tank vehicles, luggage vehicles, conveyor belts for transporting luggage, tractors for aircraft or the like. In the movement of the passenger bridge, therefore, there is always the risk of a collision of the passenger bridge with one of the apron vehicles. To prevent this, the apron vehicles are preferably equipped with a separate secondary receiver in signal communication with one of the primary receivers. This ensures that the exact position of the apron vehicles can be determined relative to the passenger bridge. This position is then taken into account in the control of the passenger bridge and so collisions are avoided. The invention further relates to a method for retrofitting a passenger bridge. In this case, at least one passenger bridge is provided with at least one pivotable arm for establishing a passenger transfer to a vehicle. Thereafter, a secondary receiver for signals of a global positioning system is connected to the pivotable arm. Subsequently, a signal connection between a primary receiver and the secondary receiver is established. With the help of optionally additional process steps, the overall result is a passenger bridge as described above. In this simple way, therefore, an existing passenger bridge can be upgraded, for example, at an airport or a ship terminal to a passenger bridge according to the invention. Thus, the method has the same advantages as previously described with respect to the passenger bridge.

In particular, the method may include the step of placing a primary receiver for signals of a global positioning system stationary. Alternatively or additionally, the method may also include the step of establishing the signal connection between an external primary receiver and the secondary receiver.

Furthermore, the invention also includes a method for controlling a above-described passenger bridge. In this method, a position of the secondary receiver is determined in response to signals of the primary receiver and the secondary receiver. Depending on this position, an actual state of the passenger bridge is determined. Subsequently, the pivotable arm is moved to transfer the passenger bridge in a desired state. This target state is specified by the user as desired. In a specific embodiment of the method, the vehicle comprises a separate secondary receiver and the position of the vehicle is determined as a function of signals of the separate secondary receiver and the primary receiver. Analogous to the position determination of the secondary receiver of the passenger bridge, the position of the separate secondary receiver of the vehicle is determined here. Thus, the exact position of the vehicle is determined. This has the advantage that the target state of the passenger bridge can be determined depending on the vehicle position. This simplifies automatic or semi-automatic docking of the passenger bridge to the vehicle.

Alternatively, the vehicle position can also be retrieved from an external data source. At airports, so-called visual docking systems (visual docking) are used for parking Guidance System) to direct the aircraft to their parking positions. The aircraft positions are already known in the visual docking guidance systems. By transferring data from the docking guidance system, the desired state of the passenger bridge can be determined as a function of the vehicle position without the need for a separate secondary receiver on the vehicle.

The data transfer from an external data source, such as the docking control system, has the additional advantage that not only the current position of the vehicle, but also the target position of the vehicle can be adopted. Since the docking guidance system is used to park the vehicles, the planned parking position within the docking guidance system is known as the destination position of the vehicle. In the control of the passenger bridge thus the future parking position can be considered. Even while the vehicle is on the way to the parking position, the passenger bridge is transferred to a desired state, which is adapted to the parking position. This accelerates the docking of the passenger bridges and allows the passengers a faster entry and exit after reaching the parking position,

Data transfer from an external data source, such as the docking control system, has another advantage. In addition to position data, the docking system can also retrieve the exact type of vehicle. This additional information allows the determination of the positions of the entry areas of the vehicle, possibly with the aid of additional databases. Thus, the target state depending on the position of the vehicle or the target position of the vehicle and the type of vehicle can be determined. For example, for aircraft, the exact location of the doors depends on the type of aircraft. Thus, the target state of the passenger bridge can be adapted to the positions of the entry areas (doors). If a future destination position, that is to say the parking position of the vehicle is called up, then the desired state can also be adapted to target positions of the entry areas. This also speeds up the docking of the passenger bridge. How the target state is determined depending on position or target position and the type of vehicle depends on various criteria and applications. In a control for pre-positioning of the passenger bridge, that is, when the passenger bridge is controlled depending on a target position of the vehicle while the vehicle is on its way to the target position, typically higher safety distances must be maintained. In such a case, the desired state, for example, is determined such that in the desired state of Distance of the vehicle-side end of the passenger bridge from an entry area of the vehicle at the target position is less than 7.5 meters or even less than 4.5 meters. The exact height of the safety distance depends, for example, on the type of vehicle. Larger aircraft typically require a greater safety margin than smaller aircraft. In addition, the safety margin may also depend on the specifications of the operator or on national or regional characteristics.

On the other hand, if the method according to the invention is used for a semi-automatic docking operation, the distance to the entry area is smaller. In a semi-automatic docking operation, the vehicle is already in its final parking position. Depending on this position, the target state is determined such that in the target state, the distance of the vehicle-side end of the passenger bridge from an entry area of the vehicle is less than 1.5 meters or even less than 1 meter. Up to this distance, the passenger bridge is automatically positioned. The remaining distance is typically reduced by manual control of the passenger bridge due to safety regulations until the passenger bridge has reached its final position and a passenger crossing is possible. If the safety regulations permit, the remaining distance could likewise be automatically reduced with the method according to the invention, with only human monitoring taking place. This would be an automatic docking process.

Of course, according to the invention, a pre-positioning described above can be performed first, followed by a semi-automatic or automatic docking operation.

In a specific embodiment of the method, at least one prohibited area is defined in the vicinity of the passenger bridge, and the pivotable arm is moved in such a way that the passenger bridge does not pass the prohibited area. Surrounding the passenger bridge is understood to be the area in three-dimensional space which is swept over a maximum of any movement of the passenger bridge. The prohibited area may be a user-specified area in three-dimensional space. As a result, for example, a security area can be defined around a building, which the passenger bridge is not supposed to pass through, or else a guideway, which is used by ramparts. Furthermore, the area can also be defined by buildings close to buildings, such as light poles. In particular, the forbidden area can also be dependent be defined by the position and dimensions of the vehicle. The determination of a prohibited area allows the safe avoidance of collisions of the passenger bridge with other structures or apron vehicles and in particular with the corresponding vehicle. This succeeds especially if at least one apron vehicle comprises a separate secondary receiver and the position of the apron vehicle is determined as a function of signals of the separate secondary receiver and of the primary receiver,

and then defining the forbidden area depending on the position and dimensions of the apron vehicle.

Furthermore, the invention relates to a method for controlling a described passenger bridge system with the following steps:

Determining the position of at least one secondary receiver of a first

Passenger bridge from the majority of passenger bridges

· Determining the position of at least one secondary receiver of a second

Passenger bridge of the plurality of passenger bridges, wherein the second passenger bridge is disposed adjacent to the first passenger bridge

Determining an actual state of the first passenger bridge as a function of the position of the secondary receiver of the first passenger bridge

· Determining an actual state of the second passenger bridge as a function of the position of the secondary receiver of the second passenger bridge

Determining a prohibited area in dependence on the actual state of the second passenger bridge, which is defined as a function of the dimensions of the second passenger bridge

· Movement of the pivotable arm of the first passenger bridge to bring the first passenger bridge in a desired state, such that the first passenger bridge does not pass the prohibited area

The determination of a forbidden area for the first passenger bridge, which is based on the actual state and the dimensions of the second passenger bridge, has the advantage that a collision of adjacent passenger bridges can be safely avoided.

In particular, the invention also relates to a computer program product for controlling a described passenger bridge. For this purpose, the computer program product contains program instructions for determining the position of the secondary receiver from signals from the Primary receiver and secondary receiver. Furthermore, the computer program product contains program instructions for determining the actual state of the passenger bridge as a function of the position of the secondary receiver and program instructions for generating control signals, by means of which the pivotable arm is moved in order to bring the passenger bridge into a desired state. Such a program product makes it possible for the user to easily transfer the passenger bridge to a desired state. Optionally, the computer program product may also contain program instructions with which the actual state of the passenger bridge, in particular graphically, is displayed on a display in order to enable the user to monitor the passenger bridges without difficulty. Furthermore, the computer program product may also include program instructions for processing user input about the desired state of the passenger bridge. In particular, this may include program instructions that process user input via a touch-sensitive display. With the help of such a program product, the user can not only monitor the actual state of the passenger bridge on a display, but additionally cause changes in the state of the passenger bridge by touching the display. On the display, for example, a view of buildings and passenger bridges in the current state can be shown. By touching the display within this supervision, the user then specifies the desired desired condition of the passenger bridge. This input is processed by the computer program product and a control signal is generated, on the basis of which the passenger bridge is transferred to this desired state.

In an extended embodiment of the computer program product, the computer program product also includes program instructions for interrogating the position of the vehicle and program instructions for checking whether a desired condition of the passenger bridge exists, which enables a passenger transition to a vehicle at this position of the vehicle. Thus, it can be checked in advance whether the vehicle can be reached with the help of the passenger bridges in this position at all. As a result, an unnecessary adjustment of the passenger bridges is avoided. Instead, the vehicle is signaled to change its position.

Alternatively or additionally, the computer program product also contains program instructions for determining the position or a target position of the vehicle for establishing the passenger transition from information from an external data source, in particular a docking station. Control system. By transferring data from the docking guidance system, the desired state of the passenger bridge can be determined as a function of the vehicle position without the need for a separate secondary receiver on the vehicle. The data transfer from an external data source, such as the docking control system, has the additional advantage that not only the current position of the vehicle, but also the target position of the vehicle can be adopted. Since the docking guidance system is used to park the vehicles, the planned parking position within the docking guidance system is known as the destination position of the vehicle. In the control of the passenger bridge thus the future parking position can be considered. Even while the vehicle is on the way to the parking position, the passenger bridge is transferred to a desired state, which is adapted to the parking position. This speeds up the docking of the passenger bridges and allows passengers to get in and out faster after reaching the parking position.

Data transfer from an external data source, such as the docking control system, has another advantage. In addition to position data, the docking system can also retrieve the exact type of vehicle. This additional information allows the determination of the positions of the entry areas of the vehicle, possibly with the aid of additional databases. For this purpose, the computer program product comprises program instructions for processing information about the type of vehicle from an external data source. Overall, the target state can be determined depending on the position of the vehicle or the target position of the vehicle and the type of vehicle. For example, for aircraft, the exact location of the doors depends on the type of aircraft. Thus, the target state of the passenger bridge can be adapted to the positions of the boarding areas. If a future destination position, that is to say the parking position of the vehicle is called up, then the desired state can also be adapted to target positions of the entry areas. This also speeds up the docking of the passenger bridge. In a further embodiment of the computer program product, the computer program product comprises program instructions for querying information in a memory about a forbidden area in the vicinity of the passenger bridge and program instructions for generating control signals, on the basis of which the pivotable arm is moved, the program instructions for generating the Control signals are designed such that the information about the prohibited area are taken into account so that the passenger bridge does not pass the prohibited area.

Storing and retrieving information about a prohibited area in a memory has the advantage that this can be done once when the system is set up and always taken into account over the longer term operation of the system.

The invention also relates to a computer program product for controlling a described passenger bridge system. The computer program product contains:

Program instructions for determining the position of a secondary receiver of a first passenger bridge from the plurality of passenger bridges;

Program instructions for determining the position of a secondary receiver of a second passenger bridge from the plurality of passenger bridges, wherein the second passenger bridge is located adjacent to the first passenger bridge;

Program instructions for determining the current state of the first passenger bridge as a function of the position of the secondary receiver of the first passenger bridge;

Program instructions for determining the current state of the second passenger bridge as a function of the position of the secondary receiver of the second passenger bridge;

Program instructions for calculating a prohibited area defined depending on the position and dimensions of the second passenger bridge;

Program instructions for generating control signals, by virtue of which the pivotable arm of the first passenger bridge is moved in order to bring the first passenger bridge into a desired state, wherein the generation of the control signals on the basis of which the pivotable arm is moved takes account of the prohibited area, so that the passenger bridge does not pass the forbidden area.

This computer program product can optionally also contain program instructions with which the actual state of the passenger bridge, in particular graphically, is displayed on a display in order to enable the user to monitor the passenger bridges without difficulty. Furthermore, it may also include program instructions for processing user input about the desired condition of the passenger bridge. In particular, this may include program instructions that process user input via a touch-sensitive display. This has the same advantages already described with respect to the computer product for controlling the passenger bridge. The computer program products described, in which information about a prohibited area are taken into account, thus constitute an automated anti-collision system. When generating control signals, care is taken to ensure that the controlled passenger bridge does not collide with other passenger bridges, structures or the vehicle. This automated test significantly improves the safety of the relevant passenger bridges.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 a shows a cross section through a passenger bridge according to the invention.

Figure lb shows a cross section through a passenger bridge according to the invention with an external primary receiver. FIG. 2 shows a plan view of a passenger bridge system.

FIG. 3 shows a further plan view of a passenger bridge system with different variants of passenger bridges. Figure 4 illustrates the arrangement of a primary receiver with respect to adjacent building heights. Figure 5 shows a passenger bridge system and several prohibited areas. FIG. 6 shows another variant of a passenger bridge system with a prohibited area.

FIG. 7 shows a flowchart of a method for controlling a passenger bridge.

FIG. 8 shows a flowchart of a method for controlling a passenger bridge system.

Preferred embodiments of the invention

In Figure la, a cross section of a passenger bridge 1 is shown. By the passenger bridge 1, a passenger crossing between the building 3 and the vehicle 5 is established. The passenger bridge comprises a pivotable arm 7, which is connected via the rotunda 9 to the building 3. The rotunda 9 sits on a pillar 11. The arm 9 is through a chassis 13 designed to be movable and can be pivoted horizontally around the rotunda. In addition, the vertical inclination of the arm 7 can be changed by means of a hydraulic hoist 15 to compensate for a difference in height between the rotunda 9 and the entry area 17 of the vehicle 5. In the present embodiment, the arm 7 comprises a vehicle-facing segment, which is designed as a telescoping tunnel 19. Thus, the length of the arm 7 can be changed by telescoping. Furthermore, the pivotable arm 7 comprises a vehicle-side segment in the form of the cab 21. The cab 21 can be pivoted about the round plate 23 to allow adaptation to the orientation of the surface of the vehicle 5.

Above the rotunda 9, a primary receiver 25 for signals of a global positioning system is arranged stationary. In the illustrated variant, the primary receiver is located on the axis of rotation 29 about which the arm 7 can be pivoted. However, the primary receiver 25 can also be arranged at any other position of the passenger bridge 1 or the building 3, provided that the position of the primary receiver 25 is not changed by pivoting the arm 7.

A secondary receiver 27 for signals of a global positioning system is located above the Ronde 23. In this case, the secondary receiver is on the axis of rotation 31 around which the car 21 can be pivoted. Other positions of the secondary receiver 31 are also possible. It is only important that the secondary receiver is arranged on the arm 7 such that its relative position to the primary receiver 25 is changed during pivoting of the arm 7. The secondary receiver 27 could also be connected to the tunnel 19, for example. Primary receiver 25 and secondary receiver 27 are in signal communication with each other. This is indicated in Figure la by the dashed line 33. The signal connection 33 can be realized by a cable connection or by a radio link. A signal connection 33 between primary receiver 25 and secondary receiver 27 is also understood as the case in which both receivers are each connected to the same central evaluation unit.

FIG. 1b is essentially identical to FIG. 1a. Instead of a separate primary receiver, an external primary receiver 26 is used in the embodiment according to FIG. 1b. The external primary receiver 26 is in signal communication with the secondary receiver 27 and transmits this a correction signal to increase the accuracy of the position measurement of the secondary receiver.

FIG. 2 shows a plan view of a passenger bridge system 35. Three passenger bridges 1a, 1b and 1c each include a pivotal arm 7a, 7b, 7c for establishing a passenger passage between the building 3 and a vehicle (not shown). All three arms 7a, 7b, 7c are telescopic. Each passenger bridge comprises a separate primary receiver 25a, 25b, 25c which is arranged stationarily above the rotunda 9a, 9b, 9c. Furthermore, each of the pivotable arms 7a, 7b, 7c comprises a secondary receiver 27a, 27b, 27c, which is in signal communication with the associated primary receiver 7a, 7b, 7c. The signal connection is shown symbolically by the dashed lines 33a, 33b, 33c. In this arrangement, from the relative position of the secondary receivers 27a, 27b, 27c relative to the respective primary receivers 7a, 7b, 7c, the pivot angle v of the arm 7a, 7b, 7c can be determined (shown only at the passenger bridge 1b). Furthermore, the inclination angle of the respective arm 7a, 7b, 7c can be determined against the horizontal. In addition, the length of the telescopic arms 7a, 7b, 7c can also be determined from the relative positions. In this way, the actual state of the respective passenger bridge is determined as a function of the position of each secondary receiver 27a, 27b, 27c. FIG. 3 shows a plan view of another passenger bridge system 35. In this passenger bridge system, different variants of passenger bridges 1a, 1b, 1c are used. The passenger bridge 1a comprises an arm 7a, which consists of two segments. The segment facing away from the vehicle is a telescopic tunnel 19a and the vehicle-side segment is a cabin 21a, which is pivotable relative to the tunnel 19a around the circular blank 23a. The passenger bridge 1a has a primary receiver 25a, which is arranged above the rotunda 9a. Furthermore, the passenger bridge 1a has a first secondary receiver 37a and a second secondary receiver 39a. The first secondary receiver 37a is disposed on the tunnel 19a and the second secondary receiver 39a on the cabin 21a. Both secondary receivers 37a and 39a are in signal communication with the same primary receiver 25a. The passenger bridge 1b is constructed analogously. In this passenger bridge, however, both secondary receivers 37b and 39b are arranged on the cab. By using two secondary receivers 37a and 39a, it is possible to determine from the relative position of the two secondary receivers relative to the primary receiver 25a both the pivot angle v of the arm 7a (or 7b) and the pivot angle of the cab 21a (or 21b). Furthermore, the inclination angle of the arm 7a (or 7b) can be determined become. If the car 21a (or 21b) can be inclined with respect to the tunnel 19a (or 19b), this angle can also be determined from the relative positions. In this way, depending on the position of the secondary receiver 37 and 39, the actual state of the passenger bridge la or lb determined.

The passenger bridge 1c shown in FIG. 3 comprises an arm 7c, which consists of three segments, between each of which a joint 43 or 44 is arranged in order to allow the segments to pivot relative to one another. The segments are a first tunnel 45, a second tunnel 47 and the cabin 21c. The first tunnel 45 is telescopic. A primary receiver 25c is disposed above the rotunda 9c. The first secondary receiver 37 is arranged in the region of the joint 43, the second secondary receiver 39 in the region of the joint 44, which is formed by the blank 23c, and the third secondary receiver 41 on the car 21c. The total number of secondary receivers 37, 39, 41 is three and is thus greater than the total number of joints 43, 44. From the relative position of the three secondary receivers 37, 39, 41 with respect to the primary receiver 25c of the pivot angle v and the inclination angle of the arm 7c determined become. In addition, the pivot angle of the two joints 43 and 44 can be determined. If the joints 43 and 44 also allow an inclination, then the respective inclination angle can be determined. Thus, depending on the position of the secondary receiver 37, 39, 41, the actual state of the passenger bridge lc is determined.

FIG. 4 shows a cross section through a building 3 with a connected passenger bridge 1. A primary receiver 25 is arranged above the rotunda 9. At an elevation angle h, the angle between the horizontal and the limiting building point, which limits the free view of the sky, is designated. In the illustrated section, this angle is about 45 °. The angle h is dependent on the choice of the cross section, since in each cross section of the corresponding building point 51 has a different horizontal and vertical distance to the primary receiver 25. In order to ensure at all times a clear view of the sky and thus a visual connection to a sufficient number of satellites, one forms all possible cutting planes, including a vertical through the primary receiver. In each of these sectional planes, the elevation angle of the limiting building point 51 is determined. The maximum of all these elevation angles is referred to as the maximum elevation angle of the building. Depending on the arrangement of the buildings, it may happen that the maximum elevation angle in different sectional planes, which is formed by different buildings. This angle should be less than 70 ° to make sure there is always one Visual connection to a sufficient number of satellites of a global positioning system is available. Preferably, the angle is less than 65 °, more preferably less than 60 °. Figure 5 shows a plan view of another passenger bridge system 35 in a similar to Figure 2 representation. In this embodiment, the three passenger bridges 1 a, 1 b, 1 c each comprise a secondary receiver 27 a, 27 b, 27 c, which is arranged analogously to FIG. 2. In contrast to Figure 2, however, this embodiment includes only a stationary primary receiver 25. This is in signal communication with the secondary receivers 27a, 27b, 27c of all three different passenger bridges la, lb, lc. This is indicated symbolically in FIG. 5 by the three dashed lines 33a, 33b, 33c.

In addition, Figure 5 shows still another independent aspect of the invention. In the vicinity of the building 3, a light pole 55 is arranged. This light tower 55 defines a prohibited area 57 which is not to be passed by the passenger bridge. The size of the forbidden area around the light tower is set, for example, depending on the setting accuracy of the passenger bridge. For example, with a setting accuracy of 10cm, the edge of area 57 should be at least 10cm away from any point on the light pole 55. This is the only way to safely prevent a collision. Furthermore, there may be safety regulations that require a minimum distance of the passenger bridge of a building. In this case, the edge of the forbidden area is defined as having a distance from each point of the structure that is greater than the minimum distance. Such a static forbidden area can be defined for each building, in particular also for the building 3. Furthermore, it is possible to provide driveways or other objects in the vicinity of the passenger bridge with a static prohibited area.

Furthermore, an apron vehicle 56 with a separate secondary receiver 60 is shown in FIG. The separate secondary receiver 56 is in signal communication with the primary receiver 25. Depending on the signals of the separate secondary receiver 56 and the primary receiver 25, a prohibited area 58 around the apron vehicle 56 has been detected.

Another prohibited area is designated by the reference numeral 59. The forbidden area 59 is determined depending on the actual state of the passenger bridge 1b, which is defined as a function of the dimensions of the passenger bridge 1b. Beforehand, the actual state of the passenger bridge 1b is determined as a function of the position of the secondary receiver 27b. at the setting of the passenger bridge 1a, which is arranged adjacent to the passenger bridge 1b, now the forbidden area 59 can be taken into account around the passenger bridge 1b. The pivotable arm 7a of the passenger bridge 1a is thus moved so as to convert the passenger bridge 1a into a desired state such that the passenger bridge 1a does not pass the prohibited area 59. In this way, a collision of adjacent passenger bridges can be safely prevented. Similarly, this procedure can also be applied to the setting of the passenger bridge 1b, by defining a prohibited area around the passenger bridge 1a. FIG. 6 shows a further plan view of a passenger bridge system 35. Adjacent to the building 3 is a vehicle 5. In this case, the vehicle 5 is an aircraft. The passenger bridges la, lb, lc are already set so that with the help of the pivotable, telescopic arm 7a, 7b, 7c a passenger transition between the building 3 and the vehicle 5 is established. The aircraft 5 comprises an engine 61. Depending on the position and the dimensions of the aircraft 5, a prohibited area 63 is defined. In the present case, this refers to the engine 61. The position of the aircraft 5 can be determined, for example, by means of a receiver 65 for signals of a global positioning system. Optionally, the receiver 65 is also a secondary receiver in signal communication with a stationary primary receiver (not shown). From the position of the aircraft 5 and the dimensions that are known or can be retrieved from a database, a prohibited area 63 is defined around areas of the vehicle that could possibly collide with a passenger bridge 1c. This forbidden area 63 is then taken into account as described in the setting of the passenger bridge lc. Alternatively, the position of the aircraft 5 and possibly the type of aircraft can also be retrieved from an external data source, in particular a docking guidance system. The forbidden area 63 can also be determined from this information.

FIG. 7 shows a flowchart of a method for controlling a passenger bridge. In a first step, a position of the secondary receiver is determined in this method in dependence on signals of the primary receiver and the secondary receiver. On the basis of this information, an actual state of the passenger bridge is determined in a further step as a function of the position of the secondary receiver. Based on this, the pivotable arm is moved to bring the passenger bridge in a desired state. If necessary, at least one in the vicinity of the passenger bridge before prohibited area. This prohibited area is then taken into account in the control of the pivotable arm, so that the pivotable arm is moved so that the passenger bridge does not pass the prohibited area.

FIG. 8 shows a flowchart of a method for controlling a passenger bridge system. 14. In this method, first the position of at least one secondary receiver of a first passenger bridge is determined from the plurality of passenger bridges. Accordingly, the position of at least one secondary receiver of a second passenger bridge is determined from the plurality of passenger bridges, wherein the second passenger bridge is arranged adjacent to the first passenger bridge. Based on the results, an actual state of the first passenger bridge is determined as a function of the position of the secondary receiver of the first passenger bridge and determines an actual state of the second passenger bridge depending on the position of the secondary receiver of the second passenger bridge. Based on the actual state of the second passenger bridge, a prohibited area is defined, which is defined as a function of the dimensions of the second passenger bridge. This prohibited area is then taken into account in the control of the pivotable arm of the first passenger bridge, so that the pivotable arm is moved so as to bring the first passenger bridge in a desired state that the first passenger bridge does not pass the prohibited area.

Claims

claims

Passenger bridge (1) comprising at least one pivotable arm (7) for establishing a passenger transfer to a vehicle (5), wherein the pivotable arm (7) has a secondary receiver (27) for signals of a global

Positioning system includes

characterized in that

the passenger bridge (1) comprises a primary receiver (25) for global positioning system signals which is in signal communication with the secondary receiver (27) and provides a correction signal to increase the accuracy of position measurement of the secondary receiver (27).

2. Passenger bridge (1) according to claim 1,

characterized in that the primary receiver (25) is arranged stationary.

A passenger bridge (1) comprising at least one pivotable arm (7) for establishing a passenger transition to a vehicle, the pivotable arm (7) comprising a secondary receiver (27) for global positioning system signals

characterized in that

the secondary receiver (27) is in signal communication with an external primary receiver (26) and receives therefrom a correction signal to increase the accuracy of the position measurement of the secondary receiver (27).

4. passenger bridge (1) according to one of claims 1 or 2,

characterized in that

the primary receiver (25) is arranged at the end of the passenger bridge (1) facing away from the vehicle, and the secondary receiver (27) is arranged on the arm (7) such that its relative position to the primary receiver (25) is changed during pivoting of the arm.

5. passenger bridge (1) according to any one of claims 1-4,

characterized in that

the arm (7) comprises a plurality of segments, between each of which a joint (43, 44) is arranged to allow pivoting of the segments relative to each other, and at least one further secondary receiver (37a, 37b, 37c, 39a, 39b, 39c , 41) wherein the secondary receivers (37a, 37b, 37c, 39a, 39b, 39c, 41) are in signal communication with the primary receiver (25) and wherein the total number of secondary receivers (37a, 37b, 37c, 39a, 39b, 39c, 41) is greater than the number of joints (43, 44).

Passenger bridge system comprising a plurality of passenger bridges (la, lb, lc) each having at least one secondary receiver (37a, 37b, 37c, 39a, 39b, 39c, 41) for signals of a global positioning system mounted on a pivotable arm (7 ) of the respective passenger bridge (la, lb, lc), characterized in that

the passenger bridge system comprises at least one primary receiver (25) for global positioning system signals and wherein two secondary receivers (37a, 37b, 37c, 39a, 39b, 39c, 41) of different passenger bridges (la, lb, lc) are in signal communication with the same primary receiver (25) stand.

7. A passenger bridge system comprising a plurality of passenger bridges (la, lb, lc) according to any one of claims 1-5.

8. A method for controlling a passenger bridge (1) according to any one of claims 1-5, wherein

• a position of the secondary receiver (27) is determined as a function of signals from the primary receiver (25, 26) and the secondary receiver (27);

• an actual state of the passenger bridge (1) is determined as a function of the position of the secondary receiver (27);

• the pivotable arm (7) is moved to transfer the passenger bridge (1) in a desired state.

9. The method according to claim 8

characterized in that

the vehicle (5) comprises a separate secondary receiver (65) and the position of the vehicle (5) in dependence on signals of the separate secondary receiver (65) and the primary receiver (25) is determined.

10. The method according to claim 8

characterized in that the position of the vehicle (5) or a target position of the vehicle (5) for the establishment of the passenger transition from an external data source, in particular a docking control system, is retrieved.

11. The method according to any one of claims 8-10,

characterized in that

the target state depending on the position of the vehicle (5) or the target position of the vehicle (5) and the type of vehicle (5) is determined.

12. The method according to any one of claims 8-11,

characterized in that

in the vicinity of the passenger bridge (1) at least one prohibited area (57, 58, 59) is set and the pivotable arm (7) is moved so that the passenger bridge (1) does not pass the prohibited area (57, 58, 59) ,

13. A method for controlling a passenger restraint system according to any one of claims 6-7, wherein

The position of at least one secondary receiver (37a, 37b, 37c, 39a, 39b, 39c, 41) of a first passenger bridge (1a) is determined from the plurality of passenger bridges (1a, 1b, 1c);

• the position of at least one secondary receiver (37a, 37b, 37c, 39a, 39b, 39c, 41) of a second passenger bridge (lb) is determined from the plurality of passenger bridges (la, lb, lc), the second passenger bridge (lb) being adjacent is arranged to the first passenger bridge (la);

• an actual state of the first passenger bridge (1a) is determined as a function of the position of the secondary receiver (37a, 37b, 37c, 39a, 39b, 39c, 41) of the first passenger bridge (1a);

• an actual state of the second passenger bridge (lb) is determined as a function of the position of the secondary receiver (37a, 37b, 37c, 39a, 39b, 39c, 41) of the second passenger bridge (1b);

• a prohibited area (59) is determined as a function of the actual state of the second passenger bridge (lb), which is defined as a function of the dimensions of the second passenger bridge (1b); The pivotable arm (7) of the first passenger bridge (1a) is moved in such a way as to bring the first passenger bridge (1a) into a desired state such that the first passenger bridge (1a) does not pass the prohibited area (59).

14. Computer program product for controlling a passenger bridge (1) according to one of claims 1-5, comprising

Program instructions for determining the position of the secondary receiver from signals of the primary receiver (25, 26) and of the secondary receiver;

Program instructions for determining the actual condition of the passenger bridge (1) as a function of the position of the secondary receiver (27);

Program instructions for generating control signals, by virtue of which the pivotable arm (7) is moved in order to bring the passenger bridge (1) into a desired state.

15. Computer program product according to claim 14, comprising

• Program instructions for determining the position of the vehicle (5)

• Program instructions for checking whether a target state of the passenger bridge (1) exists, which allows at this position of the vehicle (5) to establish a passenger transition to this vehicle (5).

16. Computer program product according to one of claims 14-15, comprising

Program instructions for determining the position or a target position of the vehicle (5) for establishing the passenger transition from information of an external data source, in particular a docking guidance system.

17. Computer program product according to one of claims 14-16, comprising

Program instructions for determining a desired state of the passenger bridge (1) as a function of the position of the vehicle (5) or the target position of the vehicle (5) and the type of vehicle (5).

The computer program product of any one of claims 14-17, comprising

Program instructions for retrieving information in a memory over a forbidden area (57, 58, 59) in the vicinity of the passenger bridge (1) and wherein the program instructions for generating the control signals are configured such that the information about the prohibited area (57, 58, 59) is taken into account so that the passenger bridge (1) does not pass the prohibited area (57, 58, 59).

19. Computer program product for controlling a passenger bridge system according to one of claims 6-7 comprising

Program instructions for determining the position of a secondary receiver (37a, 37b, 37c, 39a, 39b, 39c, 41) of a first passenger bridge (1) from the plurality of passenger bridges (1a, 1b, 1c);

Program instructions for determining the position of a secondary receiver (37a, 37b, 37c, 39a, 39b, 39c, 41) of a second passenger bridge (1) from the plurality of passenger bridges (1a, 1b, 1c), the second passenger bridge (1b) being adjacent is arranged to the first passenger bridge (la);

Program instructions for determining the current state of the first passenger bridge (1a) as a function of the position of the secondary receiver (27a) of the first passenger bridge (1a);

Program instructions for determining the actual state of the second passenger bridge (1b) as a function of the position of the secondary receiver (27b) of the second passenger bridge (1b);

Program instructions for calculating a prohibited area (59), which is defined as a function of the position and the dimensions of the second passenger bridge (lb);

Program instructions for generating control signals, by virtue of which the pivotable arm (7) of the first passenger bridge (1a) is moved in order to bring the first passenger bridge (1a) into a desired state, wherein the generation of the control signals on the basis of which the pivotable Arm (7) is moved, the forbidden area (59) is taken into account, so that the passenger bridge (la) does not pass the forbidden area (59).