JP4950857B2 - Boarding bridge for telescopic length adjustment - Google Patents

Description

  The present invention relates to a passenger boarding bridge installed at an airport so that passengers can board a passenger aircraft.

  Passenger aircraft (hereinafter referred to as aircraft) are provided with boarding gates for boarding passengers on both sides of the aircraft. Passengers, occupants, or workers (referred to as passengers, etc.) use this entrance to board the aircraft or get off the aircraft (hereinafter referred to as boarding etc.). On the other hand, the airport building is provided with a passage (hereinafter referred to as a fixed bridge) extending from the gate in the airport building where passengers and the like are boarded to the vicinity of the aircraft. Since an aircraft cannot be placed directly on this fixed bridge, an aircraft passenger boarding bridge (hereinafter referred to as “PBB”) is provided at the end of the fixed bridge for boarding passengers and the like of the aircraft.

  When a passenger or the like does not board the PBB, the PBB is usually retracted and stored at the front end side of the fixed bridge. The aircraft is parked near the fixed bridge for passengers to board. When passengers or the like board an aircraft, the aircraft extends long toward the entrance of the aircraft and is connected to the entrance of the aircraft. The PBB is fixed when it almost coincides with the entrance / exit of the aircraft, and the door of the aircraft is opened to allow passengers to board.

  Conventionally, the types of aircraft sizes are limited to aircraft belonging to large aircraft and other types belonging to medium and small aircraft. In particular, at regional airports where the number of arrivals and departures per day is relatively small, the types of aircraft that arrive and depart are even smaller. Therefore, the shape and length of the fixed bridge and PBB should be designed for a small number of aircraft sizes. As a result, in conventional airports, a plurality of fixed bridges are arranged as a part of the airport building so as to protrude relatively long in the vertical direction with respect to the airport building. The aircraft used a space between adjacent fixed bridges as a parking lot (hereinafter referred to as an apron) and assigned this to one aircraft to determine the parking location (hereinafter referred to as a spot). The spot is used as a dedicated space for maintenance before departure and after arrival of the aircraft. At that time, boarding of passengers is generally performed using the boarding port on the left side from the tail of the aircraft toward the nose, so the fixed bridge located on the left side from the tail of the aircraft to the nose is the aircraft. Assigned as a fixed bridge for boarding. Therefore, it is sufficient that the PBB is arranged so as to expand and contract a relatively short distance in one direction without having to rotate at the tip of the fixed bridge.

  In recent years, however, the types of aircraft sizes have diversified. At local airports, the types of aircraft that arrive and depart tend to diversify. Furthermore, the number of arrivals and departures tends to increase not only at major airports but also at regional airports. Therefore, the shape and length of fixed bridges and PBBs are designed for airports newly constructed in recent years and airports where airport buildings will be expanded, for an increasing number of aircraft and a wide variety of aircraft sizes. Need to be done. In such a situation, the conventional airport operation method in which all parts of one apron are assigned to one aircraft cannot be handled. Therefore, the multi-spot operation method in which the size of one apron is increased and assigned to a plurality of aircraft is becoming mainstream. In the multi-spot operation, a plurality of spots are arranged in one apron. For example, as shown in FIG. 2, a plurality of aircrafts 61 and 62 are assigned to one spot 50 in the case of a small aircraft, and one aircraft is assigned to one spot 50 in the case of a large aircraft as shown in FIG. The number of aircraft to be allocated to one spot is flexibly changed according to the type of size of the aircraft so that 63 is allocated.

  In such an airport, the PBB 1 can rotate around a mounting portion of the PBB 1 to the fixed bridge 51 (hereinafter referred to as a rotor portion) and can extend and contract a long distance from the tip of the fixed bridge 51. Designed to allow a large range of motion. In the case where the aircraft 61 was parked in an apron far from the airport building due to the increase in the movable range of the PBB 1, even in the case where a transfer by a shuttle bus was necessary until boarding the aircraft 61, the apron 50 Because the area can be increased, passengers can be boarded from fixed bridge 51 without taking a shuttle bus as long as the movable range of PBB 1 is increased and the aircraft 61 is parked within that range without bringing aircraft 61 close to the airport building. It is also possible. This is a great advantage in terms of improving services for aircraft users, barrier-free measures, and safety measures.

In the multi-spot operation, since the spot is determined so that the two aircrafts 61 and 62 are parked relatively close to the one apron 50, there are legal restrictions and operational restrictions.
First, the number of PBBs 1 is determined according to the number of aircraft that may be assigned to one apron 50. In general, in a multi-spot operation that can handle both a case where one large aircraft 63 is assigned to one apron 50 and a case where a plurality of small aircrafts 61 and 62 are assigned to one apron 50. Since the maximum number of aircraft used for one apron 50 is two, it is necessary to install two PBBs 1a and 1b on one fixed bridge 51. Of these two PBBs 1, PBB 1a is assigned to the aircraft 61, PBB 1b is assigned to the aircraft 62, and when one large aircraft 63 is assigned to one apron 50, two doors 63a of the large aircraft 63 are assigned. , 63b are assigned PBB 1a and PBB 1b, respectively. Based on this premise, the extendable length of PBB1 is determined. The length of the PBB 1 that can be extended is the position of the aircraft door corresponding to the spot determined from the restrictions corresponding to the model in each apron 50 and the rotation center for rotatably mounting the PBB on the fixed bridge. Determined from the position of the rotor.

  FIG. 4 illustrates a conventional multistage PBB 1. Hereinafter, a three-stage PBB 1 that is considered to be the most common will be described as an example. The three-stage PBB 1 includes a first-stage tunnel 2, a second-stage tunnel 3, and a third-stage tunnel 4. The first-stage tunnel 2, the second-stage tunnel 3, and the third-stage tunnel 4 are all rectangular hollow tunnel members through which passengers and the like can move. One end 2 a of the first stage tunnel 2 is attached to the fixed bridge 51 by a rotor part 5. The other end 2b of the first stage tunnel 2 is inserted into the one end 3a side of the second stage tunnel 3, and the other end 3b of the second stage tunnel 3 is inserted into the one end 4a side of the third stage tunnel 4. Yes. In addition, although it is most common as PBB1 to insert in this way, it is also possible to reverse an insertion relationship. A substantially central portion of the third stage tunnel 4 is fixed to the drive column 6. The drive column 6 has wheels 6a for moving on the ground of the apron of the airport at the bottom thereof. The drive column 6 moves on the ground of the apron by a wheel 6a and a drive mechanism (not shown) for driving the wheels 6a to rotate. That is, the third-stage tunnel 4 is a “drive tunnel” for extending the PBB 1, and is supported by the wheels 6a and the drive mechanism so as to be movable on the apron ground. The drive column 6 can move in a direction away from or closer to the rotor portion 5. As a whole, the PBB 1 has a structure in which both ends are supported by the rotor part 5 and the drive column 6. A cab 7 is attached to the other end of the third stage tunnel 4. The cab 7 is rotatable with respect to the third stage tunnel 4 and has an opening in a part thereof. A bellows 7a is attached around the opening, and by rotating the cab 7, the opening is moved to a position facing the door 63a of the aircraft 63, and the bellows 7a is extended so as to contact the airframe. Isolate the inside from the outside.

  The PBB 1 includes a first stage tunnel 2, a second stage tunnel 3, and a third stage tunnel 4. The second-stage tunnel 3 and the third-stage tunnel 4, and the first-stage tunnel 2 and the second-stage tunnel 3 are coupled to each other by wires or the like. Then, the conventional PBB 1 is expanded as follows. First, the rotor part 5 rotates the PBB 1 in the direction in which the PBB 1 is extended. When the driving column 6 is moved in the direction away from the rotor part 5 in the PBB 1 that has been rotated, the third-stage tunnel 4 fixed to the driving column 6 moves in the direction away from the fixed bridge 51 together with the driving column 6. To do. Due to the movement of the drive column 6, the third-stage tunnel 4 is thereby moved. When the third-stage tunnel 4 moves, the movement of the second-stage tunnel 3 inserted into the third-stage tunnel 4 is evoked, and further, the movement of the first-stage tunnel 2 is caused by the movement of the second-stage tunnel 3. Aroused. As a result, the third-stage tunnel 4 moves from one end 3 a of the second-stage tunnel 3 toward the other end 3 b of the second-stage tunnel 3. The second-stage tunnel 3 inserted into the third-stage tunnel 4 moves so as to extend from one end 2 a of the first-stage tunnel 2 toward the other end 2 b of the first-stage tunnel 2. When the third-stage tunnel 4 extends to a predetermined position on the other end 3b side of the second-stage tunnel 3 and the second-stage tunnel 3 extends to a predetermined position on the other end 2b side of the first-stage tunnel 2, the extension of the PBB 1 Is completed. That is, in the three-stage PBB 1, the third-stage tunnel 4 is a drive tunnel that is disposed on the aircraft side, is fixed to the drive column 6, and moves itself as the drive column 6 moves. The first-stage tunnel 2 and the second-stage tunnel 3, which do not have the driving means themselves, are arranged on the side opposite to the aircraft with respect to the driving tunnel fixed to the driving column 6, and are the third-stage tunnel as a driving tunnel. It is a driven tunnel that is aroused by the movement of 4 and moves. The PBB 1 can be controlled in the extending direction by manipulating the wheels of the drive column 6 even while each of the first-stage tunnel 2, the second-stage tunnel 3, and the third-stage tunnel 4 is expanding.

  As described above, in the conventional PBB 1, the first stage tunnel 2, the second stage tunnel 3, and the third stage tunnel 4 are passively extended by the movement of the drive column 6. As in the prior art, when only one spot is assigned to one apron 50 and the aircraft is parked, it is only necessary to extend the PBB 1 by one predetermined length from the fixed bridge 51. . The mechanism of the conventional PBB1 is convenient as a mechanism that can easily extend the PBB1 in this case.

  On the other hand, as shown in FIG. 2 in which a plurality of spots are assigned to one apron 50 and medium-sized or small-sized aircrafts 61 and 62 are parked in each apron 50 as in a recent airport, one apron 50 PBB1 suitable for multi-spot operation corresponding to any of the cases shown in FIG. 3 in which one spot is assigned to and a large aircraft 63 is parked there is a short extension length and a long length. It is necessary to freely change the extension length of the PBB 1 between the extension lengths. However, when the conventional PBB 1 is made compatible with multi-spot operation, the following inconvenience occurs.

  When arranging a plurality of spots in one apron 50, for example, as shown in FIG. 2, two small or medium-sized aircrafts 61 and 62 are parked to prevent contact between the aircraft at the start of movement. In order to do so, the spots need to be spaced apart from each other. In this case, in general, there is a high tendency to be parked far from the fixed bridge 51. First, PBB1 is assumed to be a case where a spot is arranged at a relatively far position, and can be extended so that it can be connected to door 61a of aircraft 61 parked far from fixed bridge 51 and door 62a of aircraft 62. Designed. This PBB 1 should also be usable when placing a spot in an apron 50. When one spot is arranged on the apron 50, there is no other aircraft to be contacted in one apron, so the spot can be arranged near the fixed bridge 51, and the large aircraft 63 is fixed. There is a high tendency to be parked near the bridge 51. In this case, the extension length of the PBB 1 is relatively shorter than when a plurality of spots are arranged in one apron 50. For example, as shown in FIG. 3, the door 63a approaches the PBB 1 in the accommodated state of the PBB 1, and the PBB 1 needs to be rotated by a short distance to be extended.

  However, as described above, in the conventional PBB 1, the tunnel that is a member of the PBB 1 (in the example of the three-stage PBB 1, the first-stage tunnel 2, the second-stage tunnel 3, and the third-stage tunnel 4) is connected to the drive column 6. Since the movement is passively pulled and extended by the movement, the position of the drive column 6 in the progress direction is controlled by steering the wheel. Therefore, the minimum turning radius depends on the turning radius of the PBB 1 by the wheels of the drive column 6 and is suitable for extension when there is a relatively moving distance. However, it is difficult to control the position of the PBB 1 when the extension of the PBB 1 by the wheels of the drive column 6 is to be extended by a short distance. For example, in the case of the PBB 1 extended by the conventional drive column 6, it is difficult to extend the PBB 1 and join the PBB 1 at an appropriate position without an extension distance of at least about 3 meters. In order to perform flexibly, PBB1 capable of extending a short distance is desired.

For the purposes of the present invention, a PBB is proposed that can be extended over short distances.
The present invention proposes a PBB that further includes a tunnel that can extend the PBB regardless of the drive column on the aircraft side of the tunnel that is fixed to the drive column and promotes the extension of the PBB. Further, the present invention proposes a PBB in which a tunnel that can extend the PBB without depending on the drive column is arranged on the aircraft side of the tunnel that is fixed to the drive column and promotes the extension of the PBB.
The present invention proposes a PBB having a tunnel that is not fixed to the drive column but can be extended on the aircraft side of the tunnel that is fixed to the drive column and promotes the extension of the PBB.
The present invention proposes a PBB having a tunnel that can be extended without using the drive column 6 in contrast to the tunnel that is fixed to the drive column and promotes the extension of the PBB.
The present invention proposes a PBB having a tunnel that can be stretched in a cantilevered state with respect to a tunnel that is fixed to a drive column and promotes the expansion of the PBB.

  The PBB 1 can be expanded and contracted without moving the drive column 6. A PBB 1 capable of extending a short distance can be realized. The extension range can be set more flexibly.

  A first embodiment of the present invention will be described with reference to FIG. FIG. 1 is a diagram illustrating a PBB 1 in the present invention. Here, as a representative example, in addition to the most commonly used three-stage PBB 1, the third-stage tunnel 4 serving as the “first drive tunnel” of the conventional PBB is added, and a new “second drive tunnel” is obtained. A four-stage PBB 1 in which a fourth-stage tunnel 8 serving as a fourth-stage tunnel is disposed will be described as an example.

  The PBB 1 includes a first stage tunnel 2, a second stage tunnel 3, a third stage tunnel 4, and a fourth stage tunnel 8. The first-stage tunnel 2, the second-stage tunnel 3, the third-stage tunnel 4, and the fourth-stage tunnel 8 are all rectangular hollow tunnel members through which passengers and the like can move. One end 2 a of the first stage tunnel 2 is attached to the fixed bridge 51 by a rotor part 5. The other end 2 b of the first stage tunnel 2 is inserted into one end 3 a of the second stage tunnel 3, and the other end 3 b of the second stage tunnel 3 is inserted into one end 4 a of the third stage tunnel 4. In addition, although it is most common as PBB1 to insert in this way, it is also possible to reverse an insertion relationship.

  A substantially central portion of the third stage tunnel 4 is fixed to the drive column 6. As a whole, the PBB 1 has a structure in which both ends are supported by the rotor part 5 and the drive column 6. The drive column 6 has wheels 6a for moving on the ground of the apron of the airport at the bottom thereof. The drive column 6 moves on the ground of the apron by the wheels 6a and a drive mechanism (not shown) for rotationally driving the wheels 6a. Similar to the conventional PBB, the third-stage tunnel 4 is a “first drive tunnel” for extending the PBB 1 by a long distance, and is supported by the wheels 6a and the drive mechanism so as to be movable on the apron ground. . The drive column 6 can move in a direction away from or closer to the rotor portion 5. The third-stage tunnel 4 is fixed to the movable drive column 6, and itself moves with the movement of the drive column 6, and also promotes the movement of the second-stage tunnel 2 along with the movement of the third-stage tunnel 4 itself. , A tunnel for promoting the extension of PBB1. In the conventional PBB, this is the tunnel that is arranged closest to the aircraft 63 side. The second-stage tunnel 3 that is inserted into the third-stage tunnel 4 that is the driving tunnel and the first-stage tunnel 2 that is inserted into the second-stage tunnel 3 become “driven tunnels” that move by the movement of the driving tunnel. .

  The fourth stage, which is a “second driving tunnel”, is fixed to the movable driving column 6 and is a “second driving tunnel”, which is a “first driving tunnel” which moves as the driving column 6 moves. The tunnel 8 is attached to the aircraft 63 side. The third stage tunnel 4 is inserted into the end 8 a side of the fourth stage tunnel 8. Therefore, even if the third stage tunnel 4 moves, the movement does not directly contribute to the extension of the fourth stage tunnel 8. Since the fourth stage tunnel 8 is not fixed to the drive column 6 that supports the PBB 1, the fourth stage tunnel 8 extends relative to the third stage tunnel 4 without moving the drive column 6. It can be performed.

  A cab 7 is attached to the other end 8 b of the fourth-stage tunnel 8. The cab 7 is rotatable with respect to the fourth stage tunnel 8 and has an opening in a part thereof. A bellows 7a is attached around the opening, and by rotating the cab 7, the opening is moved to a position facing the door 63a of the aircraft 63, and the bellows 7a is extended so as to contact the airframe. Isolate the inside from the outside. The swivel device, the hood part, the PBB driver's seat, the control panel, and the like of the cab 7 are arranged in the fourth-stage tunnel 8 that is a “second drive tunnel”.

  The extension of PBB 1 in this embodiment is performed as follows. The drive column 6 moves the third-stage tunnel 4 which is the “first drive tunnel”, and this movement triggers the movement of the first-stage tunnel 2, the second-stage tunnel 3, and the first-stage tunnel 2. The point is the same as before. That is, first, the rotor part 5 rotates the PBB 1 in the direction in which the PBB 1 is extended. When the driving column 6 is moved in the direction away from the rotor portion 5 in the PBB 1 that has been rotated, the third-stage tunnel 4 that is a “first driving tunnel” fixed to the driving column 6 is moved together with the driving column 6. Move away from the fixed bridge 51. The movement of the driving column 6 urges the movement of the second-stage tunnel 3 inserted in the third-stage tunnel 4, and the movement of the first-stage tunnel 2 is evoked by the movement of the second-stage tunnel 3. . As a result, the third-stage tunnel 4 moves from one end 3 a of the second-stage tunnel 3 toward the other end 3 b of the second-stage tunnel 3. The second-stage tunnel 3 inserted into the third-stage tunnel 4 moves so as to extend from one end 2 a of the first-stage tunnel 2 toward the other end 2 b of the first-stage tunnel 2. When the third-stage tunnel 4 extends to a predetermined position on the other end 3b side of the second-stage tunnel 3 and the second-stage tunnel 3 extends to a predetermined position on the other end 2b side of the first-stage tunnel 2, the extension of the PBB 1 Is completed. The PBB 1 can be controlled in the extending direction by manipulating the wheels of the drive column 6 even while each of the first-stage tunnel 2, the second-stage tunnel 3, and the third-stage tunnel 4 is expanding.

  The fourth-stage tunnel 8 is used as a “second drive tunnel” for invoking the movement of the fourth-stage tunnel 8 as the “second drive tunnel” with respect to the third-stage tunnel 4 as the “first drive tunnel”. Drive means 12 is provided. As the driving means 12, an electric or hydraulic motor is suitable, and it is advantageous in terms of wiring and the like when arranged in the second driving means. As will be described in detail below, the driving means 12 is combined with a chain, ball screw, wire, roller or the like, and the fourth stage tunnel as the second driving tunnel with respect to the third stage tunnel 4 as the first driving tunnel. Evoking the movement of 8 and expanding PBB1.

Example 1
With reference to FIG. 5, an example of moving the fourth-stage tunnel 8 as the second drive tunnel to the third-stage tunnel 4 as the first drive tunnel will be described. A motor 12 as a driving means is disposed on the inner wall of the fourth stage tunnel 8. The driving means includes a roller 10. In terms of wiring, the motor 12 and the roller 10 are preferably arranged in the fourth-stage tunnel 8 which is the second driving tunnel.

  Rails 11 extending in the longitudinal direction of the third stage tunnel 4 are provided on the inner wall of the third stage tunnel 4, for example, on the upper and lower surfaces of the third stage tunnel 4. The rail 11 has a plurality of defective portions 11 a that are arranged at regular intervals in the longitudinal direction of the rail 11. The deficient portion 11a is typically disposed in the rail in the form of a plurality of grooves. The roller 10 includes a plurality of protrusions 10a arranged on the outer peripheral surface at regular intervals. By rotation of the roller 10, each of the plurality of protrusions 10a and each of the missing portions 11a can be rotated while being engaged. When the plurality of protrusions 10a of the roller 10 are engaged with the defect portion 11a and rotated, the fourth-stage tunnel 8 serving as the second drive tunnel is relatively disposed with respect to the third-stage tunnel 4 serving as the first drive tunnel. Move. As a result, the fourth stage tunnel 8 as the second drive tunnel moves so as to extend with respect to the third stage tunnel 4 supported on the ground. In addition, the defect | deletion part 11a may be the horizontal wall surface of the rail 11 corresponding to the roller 10, and the surface of the rail 11 on which the roller 10 drive | works may be sufficient. The missing portion 11a of the rail 11 can be a rack gear valley, and the roller protrusion 10a can be a pinion gear peak.

(Example 2)
With reference to FIG. 6, an example of moving the fourth-stage tunnel 8 as the second drive tunnel to the third-stage tunnel 4 as the first drive tunnel will be described. A motor 12 as a driving means is disposed on the inner wall of the fourth stage tunnel 8. The motor 12 includes a roller 10.

  One end of a wire 14 is attached to the roller 10 so as to be wound around the roller 10, and the other end of the wire 14 is coupled to the third-stage tunnel 4. The wire 14 is wound up by the roller 10, and the fourth-stage tunnel 8 serving as the second drive tunnel is moved relative to the third-stage tunnel 4 serving as the first drive tunnel. The wire 14 preferably moves along the inner wall of the third stage tunnel 4. Therefore, for example, the pulley 13 is disposed in the vicinity of the end of the upper surface of the third-stage tunnel 4. It is preferable that the wire 14 is suspended on the pulley 13 and the wire 14 extending from the pulley 14 to the roller 10 is arranged in parallel to the moving direction of the fourth-stage tunnel 8. A chain may be used instead of the wire 14.

(Example 3)
With reference to FIG. 7, an example of moving the fourth-stage tunnel 8 as the second drive tunnel to the third-stage tunnel 4 as the first drive tunnel will be described. A motor 12 as a driving means is disposed on the inner wall of the fourth stage tunnel 8. A ball screw 15 rotated by the motor 12 is attached to the motor 12. The central axis of the ball screw 15 is arranged so as to be parallel to the moving direction of the fourth stage tunnel 8. Also in this embodiment, it is preferable to arrange the motor 12 in the fourth-stage tunnel 8 which is the second drive tunnel in terms of wiring. There may be a plurality of ball screws 15.

  A nut 16 that is screwed into the ball screw 15 is disposed on the inner wall of the third-stage tunnel 4, for example, the upper surface of the third-stage tunnel 4. The outer surface of the nut 16 is fixed to the upper surface of the third stage tunnel 4. The center of the nut 16 is fixed so as to be substantially the same as the central axis of the ball screw 15. When the ball screw 15 is rotated by the motor 12, the nut 16 screwed into the ball screw moves along the ball screw. Although the mechanism is complicated, a method of rotating the nut 12 can also be adopted.

It is a side view of PBB of this invention. It is the figure which showed arrangement | positioning of PBB at the time of carrying out multi spot operation | movement, Comprising: It is the figure which showed the relationship at the time of arrange | positioning two spots on one apron. It is the figure which showed arrangement | positioning of PBB at the time of carrying out multi spot operation | movement, Comprising: It is the figure which showed the relationship at the time of arrange | positioning only one spot to one apron. It is a side view of conventional PBB. It is the drive method in Example 1 of PBB of this invention. It is the drive method in Example 2 of PBB of this invention. It is the drive method in Example 3 of PBB of this invention.

Explanation of symbols

1 Aircraft Passenger Boarding Bridge (PBB)
2 First-stage tunnel 3 Second-stage tunnel 4 Third-stage tunnel 5 Rotor section 7 Cab section 8 Fourth-stage tunnel 10 Roller 11 Rail 12 Motor 13 Pulley 14 Wire 15 Ball screw 16 Nut 50 Parking place (apron)
51 Fixed bridge 61, 62, 63 Aircraft

Claims (5)

An aircraft passenger boarding bridge extendable towards an aircraft, the aircraft passenger boarding bridge comprising:
A first driving tunnel supported by a driving column movable on the ground and extendable by the driving force of the driving column;
A second driving tunnel inserted into the aircraft side of the first driving tunnel and not supported by a driving column movable on the ground,
Aircraft passenger boarding characterized in that the second drive tunnel is a roller driven by a motor and comprises the roller for moving the second drive tunnel relative to the first drive tunnel bridge. An aircraft passenger boarding bridge as claimed in claim 1,
The aircraft passenger boarding bridge includes a driven tunnel that is inserted into the first driving tunnel and is extendable by movement of the first driving tunnel. An aircraft passenger boarding bridge according to claim 1 or 2,
The first drive tunnel includes a rail that extends in the longitudinal direction of the first drive tunnel and has a plurality of deficient portions that are drilled at regular intervals in the longitudinal direction of the rail.
The roller has a plurality of protrusions that can be engaged with the defect portion on the outer periphery,
The roller urges the movement of the second drive tunnel relative to the first drive tunnel by rotating the rail while the plurality of protrusions of the roller engage the plurality of missing portions. An aircraft passenger boarding bridge, characterized by The aircraft passenger boarding bridge according to claim 1 or 2, further comprising:
Comprising a wire joined to the first drive tunnel;
The wire is wrapably joined to the roller;
An aircraft passenger boarding bridge characterized in that the roller wakes up the movement of the second drive tunnel relative to the first drive tunnel by winding the wire. An aircraft passenger boarding bridge extendable towards an aircraft, the aircraft passenger boarding bridge comprising:
A first driving tunnel supported by a driving column movable on the ground and extendable by the driving force of the driving column;
Is fitted to the aircraft side of said first drive tunnel, and a second drive tunnels that are not supported on the movable driving column on the ground,
The second drive tunnel comprises drive means for moving the second drive tunnel relative to the first drive tunnel;
The drive means is disposed along the first drive tunnel and fixedly disposed on one of the first drive tunnel and the second drive tunnel, and has a threaded ball screw.
A nut disposed on the other of the first drive tunnel and the second drive tunnel and screwed into the ball screw,
An aircraft passenger boarding bridge, wherein the second driving tunnel expands and contracts with respect to the first driving tunnel by rotating either the ball screw or the nut.

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