METHOD OF AUTOMATED UNDOCKING A PASSENGER BOARDING BRIDGE FROM AN AIRCRAFT

Abstract

A method for automatically undocking a passenger boarding bridge that is located in a docked position at a door of an aircraft, includes detecting a start signal to start the undocking procedure, confirming safety conditions, and automatically moving the passenger boarding bridge from the docking position to a parking position.

Claims

1.-15. (canceled)

16. A method for automatically undocking a passenger boarding bridge from an aircraft, the aircraft having a fuselage and a door disposed in the fuselage, the passenger boarding bridge being initially located in a docked position and having a bridgehead initially aligned with the door, the method comprising the following steps: detecting a start signal to start the undocking procedure; confirming safety conditions; and automatically moving the passenger boarding bridge from the docking position, away from the aircraft, to a parking position.

17. The method of claim 16, further comprising: establishing a trajectory based on the coordinates of the starting position and of the parking position, wherein the trajectory defines the movement of the passenger boarding bridge; moving passenger boarding bridge from the starting position to the parking position along the established trajectory.

18. The method of claim 16, wherein said step of automatically moving the passenger boarding bridge comprises, moving the bridgehead in a direction of movement that is perpendicular to a direction of the fuselage when the bridgehead is within a predetermined safety distance from the aircraft.

19. The method of claim 16, wherein said step of automatically moving the passenger boarding bridge comprises, aligning an approaching edge of the bridgehead parallel to a longitudinal direction of the aircraft fuselage when the bridgehead is within a predetermined safety distance from the aircraft.

20. The method of claim 16, wherein said step of automatically moving the passenger boarding bridge comprises, continuously readjusting a direction of orientation of a direction of the bridgehead and a direction of a tunnel of the passenger boarding bridge when an approaching edge of the bridgehead is within a predetermined safety distance from the aircraft, such that an orientation of the approaching edge of the bridgehead is held parallel to a longitudinal direction of the fuselage.

21. The method of claim 16, wherein said step of automatically moving the passenger boarding bridge comprises, moving the bridgehead such that a vertical position of an approaching edge of the bridgehead remains unchanged during movement, when the bridgehead is within a predetermined safety distance from the aircraft.

22. The method of claim 16, wherein the aircraft is a first aircraft, the method further comprising: before completing undocking of the passenger boarding bridge from the first aircraft, analyzing information corresponding to a next plan for docking the passenger boarding bridge to a second subsequent aircraft after the departure of the first aircraft from the undocked passenger boarding bridge; determining a parking position of the passenger boarding bridge based on the analyzed next docking plan; and moving the passenger boarding bridge to the determined parking position.

23. The method of claim 16, further comprising: after an approaching edge of the passenger boarding bridge has been moved past a predetermined safety distance away from the aircraft, rotating a tunnel of the passenger boarding bridge in a first rotation direction; and rotating the bridgehead in a second rotation direction opposite the first rotation direction.

24. The method of claim 16, further comprising: observing a safety area of the passenger boarding bridge by a plurality of cameras; sending images of the observed safety area from the plurality of cameras to an operator station for review by an operator; and issuing an enabling signal to initiate the undocking movement of the passenger boarding bridge.

25. The method of claim 17, further comprising: running an observation procedure, during said step of automatically moving the passenger boarding bridge, to detect an object located within a safety area and issue a warning signal upon detection of the presence of the object in the safety area.

26. The method of claim 16, further comprising: running an observation procedure, during said step of automatically moving the passenger boarding bridge, to detect an object approaching a safety area and issue a warning signal upon detection of the object approaching the safety area.

27. The method of claim 16, further comprising: monitoring a distance between the bridgehead and the fuselage during said step of automatically moving the passenger boarding bridge; and stopping said movement of the passenger boarding bridge if the distance is not increasing.

28. The method of claim 25, wherein the safety area comprises future positions of the passenger boarding bridge as determined by the established trajectory.

29. The method of claim 16, further comprising: before said step of automatically moving the passenger boarding bridge, detecting a first angle between a driving direction of a drive configured to adjust a position of the bridgehead and a direction of a tunnel of the passenger boarding bridge; and prohibiting movement of the drive when the first angle is outside a predetermined range.

30. The method of claim 29, further comprising: before said step of automatically moving the passenger boarding bridge, determining a second angle between the driving direction of the drive and a direction perpendicular to the fuselage; and prohibiting movement of the drive when the second angle exceeds a critical value.

Description

[0030] The invention is explained in more detail with the help of the figures; herein shows

[0031] FIG. 1 a PBB in a docked position in top view;

[0032] FIG. 2 the PBB in an intermediate position in top view;

[0033] FIG. 3 the PBB in a parking position in top view according to a first embodiment;

[0034] FIG. 4 the PBB in a parking position in top view according to a second embodiment;

[0035] FIG. 5 a section through the illustration of figure along the section line V-V;

[0036] FIG. 6 a variation of the first phase of the automated undocking procedure in top view,

[0037] FIG. 7 trajectory defining the movement of the passenger boarding bridge;

[0038] FIG. 8 definitions of the coordinate system;

[0039] FIG. 9 passenger boarding bridges at different parking positions in a MARS stand in top view;

[0040] FIG. 10 the floor and the bumper of the bridgehead of the passenger boarding in top view;

[0041] FIG. 11 different next docking situations at a MARS stand.

[0042] Within the scope of the present application a coordinate system is defined, which is relevant for the docking procedure (FIG. 8). Therein the direction x indicates a longitudinal direction parallel to the direction F of the fuselage 2 in the area of the door 3 to be docked. The direction y indicates the transverse direction perpendicular to the direction F of the fuselage in the area of the door. The difference between FIGS. 8a and 8b indicates, that the x- and y-direction may slightly differ from the airplane coordinate system in particular where the door 3 is located in the nose of the aircraft (FIG. 8b). The direction z indicates the height direction.

[0043] A PBB 10 as shown in FIG. 1 comprises, as usual, a tunnel 11, which is on a first end connected in a conventional manner to an airport building (not shown). On a second end the PBB 10 comprises a bridgehead 13, which is to be brought into alignment with the aircraft door 3, so that passengers can leave the aircraft 1 via the door 3 and the tunnel 11, in direction 21 to the airport terminal building and vice versa.

[0044] Conventional drive means 12 are provided as to adjust the position of the bridgehead 13 by adapting the length and orientation of the tunnel 11. Therefor the drive unit can be moved, which has the effect on the position of the bridgehead. The drive unit 12 has a direction of drive D, depending on the orientation of the wheels. For changing the direction of drive the drive unit can be rotated. In particular the drive unit is rotated before movement to change the initial direction of drive before movement is started. The definition of the direction D of the drive 12 becomes clear from illustrations in the FIGS. 1 and 6. To change the orientation and length of the tunnel 11, and consequently the position of the bridgehead 13, the drive direction D can be varied by amending the orientation b between the drive 12 and the direction T of the tunnel 11/rotating the drive unit (see FIGS. 1 and 6).

[0045] Additionally the relative angular orientation a between the direction B of the bridgehead 13 and a direction T of the tunnel 11 can be adapted, since a round cabin 22 is provided between the bridgehead 13 and the tunnel 11, constituting a swivel between the bridgehead 13 and the tunnel 11. When the bridgehead 13 is docked to the aircraft 1, an approaching edge 20 of the bridgehead floor 17, which may be constituted by a floor bumper 18 (see FIG. 5), is oriented parallel to the fuselage 2 of the aircraft.

[0046] The passenger boarding bridge is provided with conventional lifting means, so that the height of the bridgehead can be varied.

[0047] FIG. 1 shows the passenger boarding bridge 10 in a docked position (situation A). Before automatic undocking, several steps are required.

[0048] Observation cameras 5, some of which may be positioned within or outside of the passenger boarding bridge, observe a safety area of the passenger boarding bridge. The safety area may be any area within the PBB, in particular within the tunnel, the round cabin and/or the bridgehead, or in the vicinity of the PBB, at which no (unauthorized) person must be located or at which no unintentional obstacles must be located during automatic operation. So the safety area may be monitored by one or more cameras 5. Automatic detection procedures may be used to detect any unintended movement in the safety area. Also the unintended movement may be detected by movement sensors, in particular light barriers.

[0049] In particular an operator will give a signal that the passenger boarding bridge is allowed to move, e.g. by pressing a button, in particular a dead man button. The operator therefore gets a variety of information. For example images recorded by an observation camera 5 may be provided via a screen at an operator station to the operator. Based on the displayed information the operator is brought into the condition to allow or not allow starting of undocking procedure. In particular releasing a dead man button will lead to a stop of movement. The button may be a soft button on a screen.

[0050] Before undocking a relation between the drive direction and the fuselage is analyzed. This can be done with the help an angular sensors attached between the tunnel 11 and the drive means 12 and the tunnel 11 and the bridgehead 13. Therefrom the current drive direction D can be obtained. In the situation of FIG. 1 the drive direction D is in main parallel to the direction B of the bridgehead 13. Consequently the powering the drive means 12 would lead to a movement (arrow P) of the approaching edge 20 perpendicular to the fuselage 2 of the aircraft 1. Generally speaking the bridgehead direction 13 is understood as a direction perpendicular to the approaching edge 20; since in a properly docked PBB the approaching edge 20 is parallel to the direction F of the fuselage 2 in the area of the door, the direction B of the bridgehead 13 is considered as perpendicular to the direction F of the fuselage 2.

[0051] In contrast thereto in FIG. 6 a situation is shown wherein the drive direction D is in main perpendicular to the direction B of the bridgehead 13. Powering the drive 12 would lead to a movement parallel to the fuselage 2. Here the risk of damage to the fuselage 2 is increased compared to the situation A of FIG. 1. Consequently the drive direction D is detected and analyzed, in particular compared to a critical value. When a situation as shown in FIG. 6 is detected, movement of the drive unit is disabled. Before movement of the drive unit the drive unit has to be rotated by about 90°. If the analysis leads to the conclusion that the drive direction is suitable for a safe movement of the bridgehead 13, the movement is enabled. The term rotation of the drive unit is not be considered as a movement of the drive unit within the meaning of the present application. But the drive unit may rotate during movement to change the direction of the movement.

[0052] For analyzing the relation between the drive direction D and the direction F of the fuselage 2, the angular orientation b between the drive 12 and the tunnel 11 and the angular orientation a between the tunnel 11 and the bridgehead 13 can be consulted, which are both obtained by sensors (not shown). In the preferred situation A of FIG. 1 the difference between the angular orientations b and a is 0. In a non-preferred situation A shown in FIG. 6 the difference between the angular orientations b and a is 90. If the difference between the angular orientations b and a is larger than a predetermined critical value (e.g. 30 degree), movement of the drive 12 is prevented, because the component of movement parallel to the fuselage bears an increased risk of damage.

[0053] FIGS. 1 to 4 show a trajectory 60, which is the basis for the movement of the bridgehead 13 from the docked position (situation A in FIG. 1) into a parking position (situation C in FIG. 3 and situation D in FIG. 4). The trajectory 60 represents the positions e.g. of the center of the drive 12, which has to be passed during movement. Here in accordance with the trajectory 60 the bridgehead performs a movement in x and y direction, leading from situation A via situation B to situations C and/or D.

[0054] During a first phase A-B (phase between situations A and B), the bridgehead 13 is preferably moved in a manner, that the approaching edge 20 is held in an orientation parallel to the direction F of the fuselage 2, until the approaching edge 20 reaches a distance d20 from the fuselage, of at least a predefined safety distance. The safety distance may be at least 0.5 m. Before the safety distance is reached, no bridgehead movement is allowed which moves the approaching edge 20 out of a parallel alignment with the direction F of fuselage 2 or in a direction, which is not perpendicular to the direction F of the fuselage 2. During this phase the direction T of the tunnel 11 is changing in a small amount, since the tunnel turns around its first end where it is connecting to the terminal building. Consequently during phase A-B a continuing readjustment of the angle a of orientation between the bridgehead 13 and the tunnel 11 is necessary to keep the bridgehead 13 perpendicular to the direction F of fuselage.

[0055] In an embodiment, when in situation B the distance d20 has reached the predetermined safety distance, continuing the readjustment of angle a of orientation between the bridgehead 13 and the tunnel 11 can be stopped. So during the further course of undocking into situation C (FIG. 3) the angular orientation a may not change anymore. Consequently the angular orientation a may be identical in situations B and C.

[0056] In another embodiment, when in situation B the distance d20 has reached the predetermined safety distance, readjustment of the angular orientation is performed in a different way. For better understanding reference is made to applicants patent application 18 382 372.3, or any later patent application claiming its priority, describing a method for automatic docking. Here a camera based automated docking procedure is described. By means off a camera 50 (see FIG. 4) the position of the door 3 is tracked during a final phase of docking. The docking camera 50 is mounted in an inner area of the bridgehead 13. This is a favored position of the docking camera 50, since in the final phase of the docking the door 3 is as long as possible within the field of view 51. From the description of the parallel patent application it becomes clear, that it is preferred for the automatic docking procedure, that the door 3 comes as early as possible into the field of view of the docking camera 50. Consequently already during undocking in situation B the bridgehead 13 is readjusted so that the door stays in the field of view as long as possible; consequently the direction B of the bridgehead 13 is pointing at the position of the door 3. Sure it is likely, that the position of the aircraft to be docked will be of a different type; however the chances to cover the door of the next aircraft as early as possible within field of view is increased compared to the previously described embodiment of FIG. 3.

[0057] Accordingly in this example after situation B the bridgehead 13 is turned clockwise (see arrow CW in FIG. 4), where the tunnel 11 is turned counterclockwise (see arrow CCW in FIG. 4), when viewed in top view.

[0058] Now, to support the performance of the docking procedure already during undocking, the direction B of bridgehead 13 is readjusted in a manner, so that the field of view 51 of the docking camera 50 is facing in at least roughly the direction of the door of the recent aircraft.

[0059] So during the further course of undocking into situation C (FIG. 3) the angular orientation a may not change anymore. The angular orientation a in situations B and C may be identical.

[0060] FIG. 7 shows a trajectory 60 in top view, which is the basis for the movement of the bridgehead 13. The trajectory comprises in particular a path 61, in particular representing the positions e.g. centers of the drive means 12, which has to be passed during movement. Here in accordance with the trajectory 60 the bridgehead 13 performs a movement in x and y direction, leading from docked situation A via situation B to any of situations C or D, in which the PBB is in a parking position. Additionally the trajectory may comprise an orientation 62 of the bridgehead during 13 at least partially for the course of the path.

[0061] In particular in situation the orientation 62 of the bridgehead is perpendicular to the fuselage as shown in FIG. 1. During the first phase of undocking between situations A and B the orientation 62 remains unchanged so that in situation the orientation 62 is still perpendicular to the fuselage 2 as shown in FIG. 2.

[0062] The trajectory 60 can also be used for assessing a collision between the PBB 10 and an obstacle. Generally an obstacle may be detected comparing a first image with a second image. The first image may be a prestored image showing the apron area without any obstacle. The second image is an actual image, showing the current situation of the apron. With the help of picture recognition differences between the two images can be determined. Any object, which is present in the second image, but which is not present in the first image, may be considered as an obstacle.

[0063] But not all obstacles in the apron present a problem. Within the scope of the invention, only such obstacles may present a problem, which lie in the area of the trajectory. In FIG. 6 exemplary positions of first and second obstacles 63, 64 are depicted.

[0064] The first obstacle 63 has a plan view distance to the trajectory of d63, which is larger than a required minimum clearance distance c60. Consequently first obstacle 63 is not considered as problematic. The second obstacle 64 has a plan view distance to the trajectory of d64, which smaller than a required minimum clearance distance c60. Consequently second obstacle 64 is considered as problematic. The presence of the second obstacle 64 will induce the control unit to switch into a safety mode. In the safety mode, the movement of the PBB may be stopped or at least a warning signal may be issued. It is possible that there are distinct safety mode, to which different clearance distances are allocated.

[0065] FIG. 9 shows a gate having a Multiple Apron Ramp System (MARS) stand. Here three centerlines 24a-c are provided, which indicate the parking positions for different aircrafts 1a-c. The stand comprises two passenger boarding bridges 10a, 10b, which can connect the aircrafts with a terminal building 23.

[0066] FIG. 9a shows a docking situation when a first aircraft 1a is to be docked: The first aircraft 1a is a wide body aircraft, e.g. an Airbus A350. Because of the size if a wide body aircraft is located at the stand no other aircraft can be located at said stand at the same time. The two boarding bridges 10a, 10b are shown in their parking position waiting to for the docking procedure to be started. The first passenger boarding bridge 10a will be docked to the first door, the second passenger boarding bridge 10b will be docked to the second door. Both parking positions are determined in a way, that they provide sufficient clearance to the incoming aircraft one the one hand. One the other hand both parking positions are determined in a way, enabling the docking procedure within a short time.

[0067] FIG. 9b shows another docking situation when a second 1b and a third aircraft 1c is to be docked. Both aircrafts are single aisle aircraft, e.g. an Airbus A320 or smaller, which require less space than the wide body aircraft of FIG. 9a, so that two of them can be located at the same time at said stand. The two boarding bridges 10a, 10b are shown in their parking position waiting to for the docking procedure to be started. The first passenger boarding bridge 10a will be docked to aircraft 1b, the second passenger boarding bridge 10b will be docked to aircraft 1c. Both parking positions are determined in a way, that they provide sufficient clearance to the incoming aircrafts one the one hand. One the other hand both parking positions are determined in a way, enabling the docking procedure within a short time.

[0068] In particular the parking position is selected from a number of predefined parking positions based on the next docking situation. In particular the selected parking position can be considered as a suitable preposition for the next docking procedure.

[0069] The parking positions are different in the situations of FIGS. 9a and 9b, due the docking situation. For example the parked passenger boarding 10b according to FIG. 9b would collide with the incoming the aircraft 1a of FIG. 9a. To enable improved and situation adaptive parking position during undocking of the previous aircraft the docking situation of the next arriving aircraft is considered. So if the next aircraft is the A350 docked parked on centerline 24a, the PBB are brought into the parking position during the previous undocking movement. For this purpose a flight control system is utilized; here in a database relevant information for the next arriving aircraft is stored. During undocking the information of next arriving aircraft is retrieved and analyzed during, so that during undocking the best parking position for the next docking procedure can be determined.

[0070] FIG. 11 shows also an embodiment of the invention supporting different next docking situations. In FIG. 11a the aircraft to be undocked is located at a certain stop position. The stand has multiple parking positions S1, S2, S3, in particular the parking position S1, S2, S3 are distributed over at least two centerlines 24, 14b, 24c. More than one stop position can be allocated to one centerline.

[0071] FIG. 11a shows the aircraft 1 which is currently docked with the PBB 10. The PBB 10 will be undocked. According to the prior art the PBB 10 would be always moved to a general parking position, indicated in dotted lines with 10p. The general parking position 10p is located in a position, where it has sufficient distance to any aircraft independent on which of the plurality of parking position it will be parked.

[0072] FIG. 11b shows the improvement of the present invention. Here for illustration purposes aircrafts 1a, 1b, 1c are depicted in dotted lines which indicates an aircraft which will be parked next at the stand, after the aircraft 1 of FIG. 11a has left the stand. As can be seen, the next aircraft can be parked at any of the stop positions S1, S2, S3. Allocated to each of the stop position is an individual parking position of the PBB, indicated with the reference sign 10pa, 10pb, 10pc. It is obvious from the drawing that the overall movement of the PBB can be reduced, thereby reducing the required duration for docking and/or undocking to a minimum amount. Further the movable components of the PBB 10 are subject to significantly lower wear. The method described with FIG. 11 requires that information about the next docking situation is available during conducting the undocking movement. In an embodiment, if none aircraft is expected to arrive at the stand at least for a certain time the PBB 10 can be moved to the general parking position 10p as indicated in FIG. 11a.

[0073] FIG. 10 shows sensors 19 in located in cavities of the floor bumper 18. The sensors are adapted to measure the distance d20 between the approaching edge and the fuselage. During the undocking movement, the sensors check, whether the bridgehead 13 is really leaving the fuselage 2. In case, the distance d20 is not increasing, the presence of any malfunction is assumed which may to an emergency stop of the drive means. In particular when the distance d20 is reducing during movement there may be a malfunction of the angle sensors of the drive means indication a wrong direction D of drive (see FIG. 1).

LIST OF REFERENCE SIGNS

[0074] 1 aircraft [0075] 2 aircraft fuselage [0076] 3 aircraft door [0077] 5 observation camera [0078] 6 side window [0079] 7 cockpit window [0080] 10 Passenger boarding bridge [0081] 11 tunnel [0082] 12 drive means [0083] 13 bridgehead [0084] 14 cavity [0085] 15 canopy [0086] 16 canopy bumper [0087] 17 floor [0088] 18 floor bumper [0089] 19 distance sensor [0090] 20 approaching edge [0091] 21 direction to terminal building [0092] 22 round cabin [0093] 23 terminal building [0094] 24 Centerline [0095] 50 automatic docking camera [0096] 51 field of view [0097] 60 trajectory [0098] 61 path [0099] 62 orientation [0100] 63 first obstacle [0101] 64 second obstacle [0102] T direction of tunnel [0103] B direction of bridgehead [0104] D direction of drive means [0105] a angle of orientation between bridgehead relative and tunnel [0106] b angle of orientation between tunnel and drive system [0107] P direction perpendicular to the fuselage [0108] c60 safety distance from trajectory [0109] c10 safety zone within PBB [0110] d20 distance between approaching edge and fuselage [0111] d63, d64 distance between trajectory and object [0112] CW clockwise rotation direction [0113] CCW counterclockwise rotation direction