JP2016172473A - Loading bridge storage attitude correction system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a loading bridge storage attitude correction system capable of improving the efficiency of operation by reducing a time required to the attachment/detachment of a loading bridge to an aircraft.SOLUTION: The loading bridge storage attitude correction system includes: an arithmetic processing part 4 for inputting information of a tunnel length, a tunnel height, a rotunda, and turning angles of a cab and a drive column from each sensor, and calculating a movement path on spots and the height of a loading bridge; a loading bridge storage attitude database 3 for preliminarily storing optimum loading bridge storage attitude information to airframes of various aircrafts; and a control processing part 2 for acquiring airframe information of an incomming aircraft by access to a flight information system 10 or an input of an operator, collating optimum loading bridge storage attitude information from preset coordinates of the loading bridge storage attitude database 3 or preset coordinates which have been already owned on the basis of the airframe information, causing the arithmetic processing part 4 to calculate a movement path on spots and a storage attitude of a loading bridge, and performing operation control of traveling tires, the tunnel, the cab and the drive column.SELECTED DRAWING: Figure 5

Description

  The present invention relates to a boarding bridge storage posture correction system capable of improving the efficiency of operation of a boarding bridge.

  Traditionally, a boarding bridge (PBB) has been used for passengers to move between airport terminal buildings and aircraft. Fig. 1 shows an outline of the boarding bridge structure. This boarding bridge has a telescopic tunnel with a hollow part where passengers can move, a rotunda connected to the entrance / exit part of the airport terminal building so as to be able to rotate forward and backward, and the front / rear part of the aircraft (door). It is composed of a cab that is connected in a reversely rotatable manner and a drive column that is rotatably provided on both sides of the tunnel close to the aircraft and includes a pair of support columns provided with traveling tires below (Patent Document 1, etc.) .

The boarding bridge is stored in the horizontal posture shown in FIG. 2 when not in use. On the other hand, when using the boarding bridge, if the operator designates the aircraft model in advance before the aircraft is spotted, the cab is positioned automatically at the door height of the aircraft (hereinafter referred to as “preset”). The posture in the height direction of the boarding bridge is changed, and the direction of the cab is automatically changed in parallel with these operations.
On the other hand, when the aircraft is spotted out, the boarding bridge is returned to the horizontal posture of FIG. 2 by presetting.

For example, at Narita International Airport, the mainstream aircraft at the time of opening was B747 (large aircraft), but recently, the percentage of small aircraft such as B737 has increased as shown in FIG. It is increasing. As the number of departures and arrivals increases, more efficient operation of the boarding bridge is required. However, there is a situation in which the work efficiency of attaching and detaching the boarding bridge is not improved under the operation in which large machines and small machines are mixed.

  When spot-based large and small aircraft coexist, the boarding bridge is moved up and down according to the model so that the cab of the boarding bridge and the height position of the aircraft coincide. In this case, the lifting speed of the boarding bridge is designed to be 0.015 m / sec in consideration of safety. This is a very slow speed compared to the horizontal movement speed of 0.3 m / sec of the boarding bridge.

  As shown in FIG. 4, the posture when the boarding bridge is mounted is greatly different between the large aircraft and the small aircraft. In the case of a large machine (for example, B747), the posture is as shown in FIG. In the case of a small machine (for example, B737), the posture is as shown in FIG. 4B. In the case of a large machine as shown in FIG. 4 (a), there is no particular problem when returning from the installation position to the storage position shown in FIG. 2, but in the case of a small machine, the boarding bridge is installed as shown in FIG. 4 (b). When returning from the current posture to the retracted position in FIG. 2, it takes a little less than 3 minutes to change the posture in the height direction, whereas the horizontal movement of the boarding bridge moves to the retracted position if it is less than 40 seconds at the longest. can do. In this case, even if the boarding bridge returns to the retracted position while simultaneously moving up and down and moving horizontally, the lifting operation is not yet completed, so the operator must leave the cockpit for about 2 minutes until the lifting operation is completed. I can't.

  These circumstances can be said not only when the boarding bridge is stored but also when it is mounted on an aircraft, which leads to a problem of work efficiency. In actual operation, there are many requests for improvement of these contents.

Japanese Patent Laid-Open No. 2002-37196

  The present invention has been made in view of the actual situation of the prior art as described above, and shortens the time required for detaching the boarding bridge installed in the airport spot from the aircraft body as much as possible, and makes the operation efficiency appropriate. It is an object of the present invention to provide a boarding bridge storage posture correction system that can be achieved.

According to the present invention, in order to solve the above-mentioned problems, a telescopic tunnel having a hollow portion in which passengers can move, a rotunda connected to an entrance / exit of an airport terminal building, and connected to an entrance / exit of an aircraft A loading attitude correction system for a boarding bridge having a cab and a drive column that is rotatably provided on both sides of a tunnel near an aircraft and includes a pair of support columns provided with traveling tires below. Information on the tunnel length, tunnel height, rotander turning angle, cab turning angle, and drive column turning angle is input from each sensor, and the calculation processing unit that calculates the movement path on the spot and the height of the boarding bridge, and various aircraft A boarding bridge storage attitude database storing the optimal boarding bridge storage attitude information for the aircraft in advance, and a flight information system (hereinafter also referred to as FIS) To obtain the aircraft body information of the aircraft that will enter the spot next, and query the boarding bridge storage posture database for the optimal boarding bridge storage posture information based on the aircraft information, Controls that calculate the upper travel route and retracted posture of the boarding bridge, and based on the calculation results, drive tire drive control, tunnel lift control, rotander turn control, cab turn control, and drive column turn control There is provided a boarding bridge storage attitude correction system including a processing unit and optimizing a height correction time required from the storage position of the boarding bridge to the installation position of the next incoming aircraft.
In the above, FIS is adopted for acquiring the aircraft information of the aircraft that will enter the next spot, but these methods may be input by an operator.
In addition, the above describes that the boarding bridge storage posture information is referred from the boarding bridge storage posture database, but the preset coordinates at the time of mounting that are already used as a boarding bridge system can be used without using the boarding bridge storage posture database. Using the (cab height) and preset coordinates at the time of storage (rotanda turning angle, drive column turning angle, cab turning angle, tunnel length), the boarding bridge storage posture information can be inquired.

According to the present invention, the posture of the boarding bridge at the time of storage is not always set to the horizontal posture as shown in FIG. 2, but is changed in accordance with the model of the next incoming aircraft. It is possible to reduce the time required for the attachment / detachment of the aircraft body as much as possible, and to appropriately improve the operation efficiency.
Further, since the time until the passenger gets off the aircraft can be shortened, the burden on the passenger is reduced, and the burden on the ground work vehicle (boarding bridge operator) is also reduced.
Further, the boarding bridge does not need to be moved up and down, and there is an advantage that the life of the drive unit such as the lift drive motor can be extended.

It is a figure which shows the outline | summary of the structure of a boarding bridge. It is a side view which shows the storing posture of the boarding bridge at the time of unused by the conventional system. It is the graph and table | surface which show the transition of the composition ratio of the aircraft model according to the year. (A) is a figure which shows the attitude | position at the time of mounting of the boarding bridge with respect to a large sized machine, (b) is a figure which shows the attitude | position at the time of mounting of the boarding bridge with respect to a small aircraft. It is a block diagram which shows the structure of the boarding bridge storing attitude | position correction system which concerns on embodiment of this invention. It is explanatory drawing of tunnel height and tunnel length. It is explanatory drawing of a rotander turning angle, a drive column (steering) turning angle, and a cab turning angle. It is a figure which shows the general example of the operating panel of a boarding bridge. It is a figure which shows an example of a boarding bridge storing attitude | position coordinate database. It is a figure which shows the storing attitude | position of a boarding bridge when a small machine uses a certain spot continuously. 7 is a flowchart of movement control and tunnel height correction control in which preparation for departure of an aircraft is completed, the boarding bridge is detached from the aircraft, and travels to a retracted position. It is explanatory drawing of the movement control and tunnel height correction control which the departure preparation of an aircraft is completed, a boarding bridge is made to detach | leave from an aircraft, and it drive | works to a storing position. It is explanatory drawing of the calculation method of a tunnel length. It is explanatory drawing of the calculation method of tunnel height.

  Hereinafter, the present invention will be described in detail based on embodiments.

The boarding bridge retracting posture correction system according to the embodiment of the present invention shortens the time required for detaching the boarding bridge from the aircraft body as much as possible in order to improve the efficiency of operation of the boarding bridge.
FIG. 5 is a block diagram showing the configuration of the boarding bridge retracted posture correction system of this embodiment. This boarding bridge storage posture correction system includes an input unit 1, a control processing unit 2, a boarding bridge storage posture coordinate database 3, a calculation processing unit 4, a drive control unit 5 that controls a motor M1 that drives a running tire, and passengers can move. A lift control unit 6 for controlling a motor M2 for lifting and lowering a telescopic tunnel having a hollow portion, and a motor M3 for rotating a rotander connected to an entrance / exit of a terminal building at an airport in a forward and reverse manner. The rotander turning control unit 7, the cab turning control unit 8 for controlling the motor M4 for turning the cab connected to the entrance / exit of the aircraft in a forward and reverse manner, and provided on both side surfaces of the tunnel near the aircraft so as to be freely rotatable. And a drive column turning control unit 9 that controls a motor M5 that turns a drive column including a pair of props provided with traveling tires in a forward and reverse manner. In addition, sensors are provided to detect the tunnel length (1), tunnel height (cab height) (2), rotander turning angle (3), cab turning angle (4) and drive column turning angle (5). It has been.

  In addition, since the boarding bridge is a single system, it does not have a function to grasp in advance the model information of the next aircraft to enter the port, so the boarding bridge storage posture correction system of this embodiment accesses the FIS 10. Then, the model information of the next incoming aircraft is acquired. As another method, input by an operator is also conceivable.

Here, as shown in FIG. 6, in this specification, the tunnel height refers to the height from the ground surface of the spot to the bottom of the cab, and the tunnel length refers to the distance from the rotander to the drive column. Say.
In this specification, the rotander turning angle θ _A , the drive column (steering) turning angle θ _B , and the cab turning angle θ _C are defined as shown in FIG.

  The input unit 1 includes various operation buttons for horizontal movement of the boarding bridge, ascending / descending operations, preset buttons (including operations for obtaining the model information of the next incoming aircraft from the FIS 10), and the operator himself A model selection button capable of specifying model information is provided, and input information from the input unit 1 is guided to the control processing unit 2.

As shown in the boarding bridge operation panel example of FIG. 8, when only the preset (store) is input in the input unit 1, the model information is obtained from the FIS 10.
On the other hand, when the operator designates a model and inputs a preset (storage), information is sent directly from the control processing unit 2 to the boarding bridge storage posture database 3 without using the FIS 10.
If the preset coordinates (cab height) at the time of installation and the preset coordinates at the time of storage (rotator turning angle, drive column turning angle, cab turning angle, tunnel length) already existing in the control processing unit 2 are utilized, It is not necessary to send information to the boarding bridge storage posture database 3.

  The control processing unit 2 receives an input from the input unit 1 and causes the calculation processing unit 4 to calculate the travel route of the boarding bridge on the spot, the storage posture of the boarding bridge, and the like, and based on the calculation result, It performs drive control, tunnel elevation control, rotander turning control, cab turning control, drive column turning control, and the like. Further, the control processing unit 2 accesses the FIS 10 to acquire the aircraft body information of the next incoming aircraft, and inquires the boarding bridge storage posture database 3 for the optimum boarding bridge storage posture information based on the aircraft information. Get these information. Further, the control processing unit 2 has the preset coordinates when the boarding bridge is mounted and the preset coordinates when stored, as described above, and is used as a boarding bridge system.

  The boarding bridge storage attitude database 3 stores optimum boarding bridge storage attitude information for various aircraft bodies, for example, preset coordinates (cab height) at the time of installation and preset coordinates (rotanda turning angle, drive column turning angle, cab turning at the time of storage) (Corner, tunnel length) is stored in advance. An example of the database is shown in FIG. In the example shown in the figure, the value is blank, but actually, the values of various coordinates (storage posture) are stored for each target aircraft. As the boarding bridge storage posture database 3, a spot management database of the spot management system proposed in Japanese Patent No. 5357352 according to the applicant's application may be used. This spot management database includes at least CAD drawing data and boarding bridge data that describe at least the boarding bridge facilities, the power supply facilities, the air conditioning facilities and the refueling facilities, and the aircraft stop positions for each spot at the airport. Original, boarding bridge equipment standby position, boarding bridge equipment information data including boarding bridge travel line, power supply equipment information data, air conditioning equipment information data and refueling equipment information data; CAD drawing data of the structure of the aircraft using the airport and its Information data related to the structure; CAD data that simulates whether or not an actual machine can be parked at a spot and the situation when parked, and information data related to the CAD data are centrally managed and stored.

  The arithmetic processing unit 4 inputs information on the tunnel length, tunnel height, rotander turning angle, cab turning angle and drive column turning angle of the current boarding bridge from each sensor and stores the boarding bridge via the control processing unit 2. The optimum boarding bridge storage attitude information of the next aircraft to enter the port is received from the attitude database 3, and the travel route on the spot and the height of the boarding bridge are calculated when the boarding bridge is mounted, the transit point, and the storage.

  The drive control unit 5, the lift control unit 6, the rotander rotation control unit 7, the cab rotation control unit 8, and the drive column rotation control unit 9 receive the command from the control processing unit 2, perform the necessary control described above, and control the control This state is detected by each sensor and fed back to the arithmetic processing unit 4.

  The FIS 10 is a system that manages flight information of aircraft that enter and leave an airport. In the boarding bridge storage posture correction system according to the present embodiment, model information of the next incoming aircraft is acquired from the FIS 10, and the optimal boarding bridge storage posture is selected based on the information.

  In the boarding bridge retracted posture correction system of this embodiment, in order to reduce the time required for detachment of the boarding bridge as much as possible in order to improve the operation efficiency, for example, when a small machine continuously uses a spot, it is impossible. The storage posture (height direction) as shown in FIG. 10 is selected, which does not return to the horizontal storage posture shown in FIG.

  Here, the movement control and the tunnel height correction control in which the preparation for departure of the aircraft is completed, the boarding bridge is detached from the aircraft and travels to the retracted position will be described with reference to FIGS.

  First, when preparation for departure of the aircraft is completed, the boarding bridge operator stands by at the boarding bridge cockpit and inputs the start of the boarding bridge detachment work from the input unit 1 (steps S1 and S2 in FIG. 11). This input is received by the control processing unit 2, and the control processing unit 2 accesses the FIS 10 and acquires model information of the next incoming aircraft (step S 3).

  The control processing unit 2 calculates various coordinates at the time of storing the boarding bridge suitable for the model of the next flight via the boarding bridge storage attitude database 3 of the spot management system described above (step S4).

By the operation of the input unit 1 by the operator, the boarding bridge is moved backward by 1 m in the direction perpendicular to the aircraft side surface shown in FIG. Here, the control processing unit 2 starts correction of the tunnel height and causes the arithmetic processing unit 4 to calculate the tunnel length (c) at the waypoint P. Then, the control processing unit 2 gives the arithmetic processing unit 4 the tunnel length (b) and the rotander turning angle (θ ₂ ) at the predetermined waypoint Q, the tunnel length (c) and the rotunda turning angle at the waypoint P. Each value of (θ ₁ ) is calculated by using the cosine theorem (Equations 1 and 2) to calculate the values of the angle θ ₄ and the base a of the triangle shown in FIG.

  Here, a calculation method of the tunnel length (j) and the tunnel height (n) shown in FIGS. 13 and 14 will be described.

FIG. 13 is an explanatory diagram of a method for calculating the tunnel length (g). In FIG. 13, d and i are fixed values, and θ ₆ , e, and g are sensor measured values. The tunnel length (j) can be obtained as follows.

FIG. 14 is an explanatory diagram of a method for calculating the tunnel height (n). In FIG. 14, k is a fixed value, and H and θ ₇ are sensor measured values. The tunnel height (n) can be obtained as follows.

The control processing unit 2 causes the arithmetic processing unit 4 to calculate the drive column turning angle (θ ₅ ) toward the waypoint Q. Here, the drive column turning angle θ ₅ when reaching the waypoint P is expressed by Equation 5.

Then, the control processing unit 2 adjusts the drive column by θ ₅ degrees and moves the a-meter boarding bridge to the waypoint Q.

Adjust the drive column by θ ₅ degrees from the calculation of the tunnel length (c) at the waypoint P, and repeat the work in the same way as moving the a meter boarding bridge to the waypoint Q. ). As shown in FIG. 7, the cab turning angle θ _C is always kept in front of the aircraft by synchronizing with the rotander turning angle θ _A. Steps S5 and S6.

  When the boarding bridge arrives at the storage position, the operator leaves. When the tunnel height correction is completed, the storing operation is completed. After the storage operation is completed, the power of the boarding bridge operation panel is turned off by the timer (step S7).

  Here, the merit of using the boarding bridge posture correcting system of this embodiment will be described.

  If the tunnel height correction speed is 0.015 m / sec, the tunnel length correction speed (horizontal movement) is 0.3 m / sec, the tunnel height correction is a maximum of 3 m, and the tunnel length correction is a maximum of 15 m, The tunnel height correction takes up to about 200 seconds and the tunnel length correction takes up to about 50 seconds.

  On the other hand, according to the boarding bridge retracted posture correction system of the present embodiment, as shown in Table 1 below, the mounting of the boarding bridge to the aircraft can be shortened by about 66 seconds on average, and the tunnel height correction time is greatly increased. Can be reduced.

1 Input unit 2 Control processing unit 3 Boarding bridge storage attitude coordinate database (spot management system)
DESCRIPTION OF SYMBOLS 4 Arithmetic processing part 5 Drive control part 6 Elevation control part 7 Rotunda turning control part 8 Cab turning control part 9 Drive column turning control part 10 Flight information system (FIS)

According to the present invention, in order to solve the above-mentioned problems, a telescopic tunnel having a hollow portion in which passengers can move, a rotunda connected to an entrance / exit of an airport terminal building, and connected to an entrance / exit of an aircraft A loading attitude correction system for a boarding bridge having a cab and a drive column that is rotatably provided on both sides of a tunnel near an aircraft and includes a pair of support columns provided with traveling tires below. Information on the tunnel length, tunnel height, rotander turning angle, cab turning angle, and drive column turning angle is input from each sensor, and the calculation processing unit that calculates the movement path on the spot and the height of the boarding bridge, and various aircraft The boarding bridge storage attitude database that stores the optimal boarding bridge storage attitude information for the aircraft in advance and the aircraft information of the next incoming aircraft Obtained by access to the navigation system or input by the operator, and based on the aircraft information, the optimal boarding bridge storage attitude information is inquired from the preset coordinates of the boarding bridge storage attitude database or the preset coordinates already possessed. The travel route on the spot and the stored posture of the boarding bridge are calculated, and based on the calculation results, drive control of the running tire, tunnel lift control, rotander turn control, cab turn control and drive column turn control are performed. A control processing unit, and when the boarding bridge is returned from the mounted posture to the retracted position, the control processing unit performs a correction control of the tunnel height of the boarding bridge according to the model of the next incoming aircraft. performed, the boarding bridges stored position correction system, wherein is provided to make the storage of boarding bridges with modified stored position.
In the above, FIS is adopted for acquiring the aircraft information of the aircraft that will enter the next spot, but these methods may be input by an operator.
In addition, the above describes that the boarding bridge storage posture information is referred from the boarding bridge storage posture database, but the preset coordinates at the time of mounting that are already used as a boarding bridge system can be used without using the boarding bridge storage posture database. Using the (cab height) and preset coordinates at the time of storage (rotanda turning angle, drive column turning angle, cab turning angle, tunnel length), the boarding bridge storage posture information can be inquired.

According to the present invention, the posture of the boarding bridge at the time of storage is not always set to the horizontal posture as shown in FIG. 2, but is changed in accordance with the model of the next incoming aircraft. It is possible to reduce the time required for the attachment / detachment of the aircraft body as much as possible, and to appropriately improve the operation efficiency.
In addition, since the passenger can reduce time to get off the aircraft, is reduced burden on the passengers, the burden to the ground workers (operator of the boarding bridge) is also reduced.
Further, the boarding bridge does not need to be moved up and down, and there is an advantage that the life of the drive unit such as the lift drive motor can be extended.

Claims (1)

A telescopic tunnel with a hollow part where passengers can move, a rotunda connected to the entrance / exit of the airport terminal building, a cab connected to the entrance / exit of the aircraft, and both sides of the tunnel close to the aircraft A retractable posture correction system for a boarding bridge having a drive column that is configured to be pivotable and includes a pair of support columns provided with traveling tires below,
An arithmetic processing unit that inputs information on the tunnel length, tunnel height, rotander turning angle, cab turning angle and drive column turning angle from each sensor, and calculates the moving path on the spot and the height of the boarding bridge;
A boarding bridge storage posture database in which optimal boarding bridge storage posture information for various aircraft bodies is stored in advance;
Next, the aircraft information of the aircraft entering the port is obtained by accessing the flight information system or input by the operator, and based on the aircraft information, the optimal coordinates are obtained from the preset coordinates in the boarding bridge storage attitude database or the preset coordinates already possessed. Queries boarding bridge storage attitude information, causes the calculation processing unit to calculate the movement path on the spot and the boarding bridge storage attitude, and based on the calculation results, driving control of the driving tire, tunnel elevation control, rotation of the rotander A control processing unit for performing control, cab turning control and drive column turning control,
A boarding bridge storage attitude correction system that optimizes the height correction time required from the boarding bridge storage position to the installation position of the next incoming aircraft.