JP6609380B2 - Passenger boarding bridge - Google Patents

Description

  The present invention relates to a passenger boarding bridge.

  Passenger boarding bridges are known as facilities that serve as walking paths for passengers between airport terminal buildings and aircraft (see, for example, Patent Documents 1 and 2).

  Passenger boarding bridge consists of a rotander that is connected to a terminal building and is rotatably supported, a tunnel section that is telescopically connected to a base end and connected to a rotander, and is configured to be telescopic, and a tunnel And a rotatable cab provided at the tip of the section. Further, a drive column is provided as a support leg near the tip of the tunnel portion.

  The drive column includes a lifting device that supports the tunnel portion and moves up and down, and a traveling device that includes a plurality of traveling wheels below the lifting device. By moving the tunnel portion up and down by the lifting device, the tunnel portion can swing in the vertical direction with the rotander as a base point. Further, by causing the drive column to travel on the apron by the travel device, the tunnel portion can perform a longitudinal stretching motion and / or a horizontal swing motion based on the rotander. The tunnel portion is moved by such a drive column, and the cab arranged at the front end of the tunnel portion is connected to the landing portion of the aircraft. At this time, a bumper made of a synthetic rubber is provided at the front end of the cab floor in order to mitigate an impact when contacting the aircraft, and the bumper is in contact with the fuselage of the aircraft and connected.

  In addition, the aircraft moves up and down by passengers getting on and off, loading and unloading of luggage. It is equipped with a level detection device that detects the amount of vertical movement of the aircraft. When the vertical movement amount detected by the level detection device is greater than or equal to a predetermined amount, the cab moves following the vertical movement of the aircraft. The drive column lifting device is controlled.

Japanese Utility Model Publication No. 62-145800 No. 3-11119

  As mentioned above, the fuselage of the aircraft that contacts the bumper at the front edge of the cab when the cab is connected to the landing part of the aircraft is curved, so when the aircraft moves up and down after the cab is connected to the aircraft There may be a gap between the bumper and the aircraft, or the pressure applied to the aircraft by the bumper may become excessive.

  In addition, as described above, a level detection device is provided, and when the amount of vertical movement of the aircraft is greater than or equal to a predetermined amount, the drive column lifting device is controlled so that the bumper at the front end of the cab follows the vertical movement of the aircraft. Even if it is configured to move, the lifting and lowering by the lifting device swings the tunnel part and the cab in the vertical direction with the rotander as the base point, so the bumper at the front end of the cab is also swinged in the vertical direction with the rotander as the base point. It does not move linearly in the vertical direction. Therefore, a gap may be generated between the bumper and the aircraft, or the pressing force applied to the aircraft by the bumper may become excessively large. If the gap is generated, the passenger may be afraid or the article may fall. Further, if the pressing force on the aircraft becomes excessively large, the aircraft may be damaged.

  In order to avoid the generation of the gap and the excessively large pressing force on the airframe as described above, Patent Document 1 discloses that the traveling device of the drive column is operated. It is practically difficult to finely adjust the distance between the cab and the aircraft by running a drive column that supports one of the boarding bridges.

  The present invention has been made to solve the above-described problems, and even if the aircraft moves up and down (aircraft ups and downs) due to passengers getting on and off, the cab bumper maintains an appropriate contact state with the aircraft. The purpose is to provide a passenger boarding bridge.

  In order to achieve the above object, a passenger boarding bridge according to an aspect of the present invention is capable of swinging in a vertical direction so that a rotander connected to a terminal building and a proximal end is connected to the rotander and a distal end is raised and lowered. A tunnel portion, a cab provided at a tip of the tunnel portion, and a lifting device that supports the tunnel portion and moves up and down, and the cab has a floor serving as a walking passage connected to the tunnel portion, A moving member that is movable in the direction of passage of the walking path with respect to the floor, a bumper that is urged through the urging member in the direction of movement with respect to the moving member, and the moving member that is urged against the floor And a moving mechanism that moves the vehicle in the direction of travel, and further includes a detecting unit that detects a contact state between the bumper and the aircraft, and the cab is mounted on the aircraft. The bumper comes into contact with the aircraft at a moderate pressure within a predetermined range when the detection means detects that the bumper is not in contact with the aircraft. The moving mechanism is controlled to move the moving member in a direction approaching the aircraft, and the bumper is in contact with the aircraft at an appropriate pressure within the predetermined range by the detecting means. The moving mechanism is controlled to move the moving member in a direction away from the aircraft so as to be in a contact state at an appropriate pressure within the predetermined range when it is detected that the contact state is reached. And a control device.

  According to this configuration, the control device causes the bumper to come into contact with the aircraft at an appropriate pressure within a predetermined range when the detection unit detects that the bumper is not in contact with the aircraft. The moving mechanism is controlled so that the moving member is moved closer to the aircraft, and the bumper is in contact with the aircraft at an appropriate pressure within a predetermined range by the detection means. By controlling the moving mechanism to move the moving member away from the aircraft so that it comes into contact with a moderate pressure within a predetermined range when The cab bumper can maintain proper contact with the aircraft as movement occurs.

  After the cab is mounted on the aircraft, the cab further includes a level detection device that detects a vertical movement amount of the aircraft with respect to the cab, and the control device is configured such that when the cab is mounted on the aircraft, Based on the output value of the level detection device, the lifting device may be controlled so that the cab moves following the vertical movement of the aircraft.

  According to this configuration, the lifting device is controlled so that the cab moves following the vertical movement of the aircraft when the vertical movement of the aircraft occurs due to passengers getting on and off.

  The detection means includes: a first switch that is turned on / off depending on whether the bumper is in contact with the aircraft; and the bumper is in contact with the aircraft at a pressure equal to or higher than a lower limit value of the predetermined range. A second switch that is turned on / off depending on whether the bumper is in a state of being in contact, and a third switch that is turned on / off depending on whether the bumper is in contact with the aircraft at a pressure exceeding the upper limit value of the predetermined range. It is determined whether the bumper is not in contact with the aircraft based on an operating state of the switch and the first switch, and based on the operating state of the second switch and the third switch Contact state determining means for determining whether the bumper is in contact with the aircraft at an appropriate pressure within the predetermined range or at an excessive pressure. It may have.

  The cab is further attached with one edge of two edges separated in the direction of travel along the upper end of the bumper, and the other edge is placed on the surface of the floor. You may have the slide board which slides along the surface of the said floor with a movement.

  The present invention has a configuration as described above, and passenger boarding that allows the bumper of the cab to maintain an appropriate contact state with the aircraft even if the aircraft moves up and down (aircraft ups and downs) due to passengers getting on and off, etc. The effect is that a bridge can be provided.

FIG. 1 is a schematic side view showing an example of a passenger boarding bridge according to the present embodiment. FIG. 2 is a schematic plan view showing an example of the front end portion of the cab. FIG. 3 is a schematic front view showing an example of the cab. FIG. 4 is a side view showing an example of a state in which the cab is mounted on an aircraft. 5A is a schematic cross-sectional view taken along the line AA in FIG. 2, FIG. 5B is a schematic cross-sectional view taken along the line BB in FIG. 2, and FIG. It is a figure which shows the state which moved the telescopic bumper part to the front from the state of 5 (B). 6A is a cross-sectional view showing the mounting position and the like of the tip limit switch, FIG. 6B is a cross-sectional view showing the mounting position and the like of the first limit switch, and FIG. It is sectional drawing which shows the attachment position etc. of a 2nd limit switch. FIG. 7 is a flowchart showing an example of the operation when the passenger boarding bridge is mounted on the aircraft. FIG. 8 is a flowchart showing an example of the operation after the passenger boarding bridge is completely attached to the aircraft. 9A and 9B are conceptual diagrams for explaining the operation of the moving mechanism.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. In the following description, the same or corresponding elements are denoted by the same reference symbols throughout all the drawings, and redundant description thereof is omitted. Further, the present invention is not limited to the following embodiment.

(Embodiment)
FIG. 1 is a schematic side view showing an example of a passenger boarding bridge according to the present embodiment. Here, a state in which the entire length of the tunnel portion 10 is extended is shown.

  Hereinafter, for convenience, the direction in which the entire length of the tunnel portion 10 of the passenger boarding bridge 100 expands and contracts is defined as the front-rear direction, the direction in which gravity acts on the passenger boarding bridge 100 is defined as the up-down direction, and the width direction of the passenger boarding bridge 100 A direction orthogonal to the direction) will be described as the left-right direction. Further, as shown in FIG. 1, in the passenger boarding bridge 100, the aircraft 200 side is described as “front”, and the terminal building side is described as “rear”.

  The passenger boarding bridge 100 of the present embodiment has a rotander (rear circular chamber) 12 that is connected to the entrance and exit of a terminal building and is rotatably supported around a vertical axis, and a base end that is connected to the rotander 12 and has a distal end. The tunnel portion 10 that can swing up and down so as to move up and down, the cab (forward circular chamber) 20 that is rotatably provided at the tip of the tunnel portion 10, and the tunnel portion 10 is supported near the tip of the tunnel portion 10. A drive column 15 and an auxiliary staircase 16 are provided.

  The tunnel portion 10 forms a walking path for passengers, and is configured to be telescopic by a plurality of tubular tunnels 10A and 10B being fitted telescopically (nested).

  A drive column 15 is provided as a support leg at a portion closer to the tip of the tunnel portion 10 (the most distal-side tunnel 10B). The drive column 15 is provided with a lifting device 15A that moves the tunnel portion 10 up and down. By moving the tunnel unit 10 up and down by the lifting device 15A, the tunnel unit 10 and the cab 20 can swing in the vertical direction with the rotander 12 as a base point.

  The drive column 15 is provided with a traveling device 15B having a plurality of traveling wheels 14 below the lifting device 15A. The traveling device 15B is configured to be able to travel forward and backward and to change the traveling direction. By causing the drive column 15 to run on the ground 18 of the apron by the travel device 15B, the tunnel portion 10 can perform a longitudinal stretching motion and / or a horizontal swing motion with the rotander 12 as a base point.

  The cab 20 is rotatably disposed at the front end of the tunnel portion 10. An operation panel (not shown) is installed in the cab 20, and the operator can operate the equipment (for example, the drive column 15) of the passenger boarding bridge 100 using a joystick or the like of the operation panel. The detailed configuration of the cab 20 will be described later.

  The auxiliary staircase 16 is provided on the side of the tunnel portion 10 so as to connect the inside of the tunnel portion 10 and the ground 18 of the apron. The auxiliary staircase 16 is used, for example, for an operator to enter and exit the cab 20.

[Composition of cab]
Hereinafter, an example of the cab of this embodiment will be described with reference to the drawings.

  2 and 3 are diagrams illustrating an example of a cab of a passenger boarding bridge according to the present embodiment. 2 is a schematic view of the front end portion of the cab 20 of FIG. 1 as viewed in plan in the vertical direction, and FIG. 3 is a schematic view of the cab 20 of FIG. 1 viewed from the front. FIG. 4 is a side view showing an example of a state in which the cab is mounted on an aircraft.

  The cab 20 includes a walking passage 21 and a closure 24.

  The walking passage 21 is a passage connected to the passage of the tunnel portion 10 (see FIG. 1). The walking passage 21 includes a fixed floor (not shown) that rotates as the cab 20 rotates, and a floor 21A that is connected to the fixed floor and is tiltable in the width direction 300 with respect to the fixed floor ( Hereinafter referred to as “inclined floor 21A”). In addition, since the inclination mechanism of the inclined floor 21A is well-known, it does not give detailed description of this mechanism, but outlines below.

  For example, the fixed floor and the inclined floor 21A are connected to each other through a connection hinge portion (not shown). The right end or left end of the inclined floor 21A moves up and down by the power of a power generator (not shown) such as a power cylinder or an electric motor. Then, the front end portion of the inclined floor 21A can swing around the connecting hinge portion. Thereby, the inclined floor 21 </ b> A can be inclined in the width direction 300.

  In addition, the floor used as the walk passage 21 of the cab 20 may be comprised by the fixed floor which does not have the above-mentioned inclination mechanism including the inclined floor 21A part as a whole.

  In addition, a telescopic bumper portion 30 having a slide plate 32 and a bumper 21B is provided at the front portion of the floor that becomes the walking passage 21 (in this example, the front portion of the inclined floor 21A). Details of the telescopic bumper 30 will be described later.

  The closure 24 is provided when the bellows part 24A (see FIG. 4) that can be expanded and contracted in the front-rear direction, the portal contact part 24B that is provided at the front end of the bellows part 24A and contacts the aircraft 200, and the bellows part 24A contracts. 24 A of bellows parts are accommodated, The accommodation part 24C integrally connected with said fixed floor or cab frame is provided. Thereby, when the cab 20 is connected (attached) to the aircraft 200, the contact portion 24B can be brought into contact with the periphery of the getting-on / off portion 201 of the aircraft 200 by tilting forward.

  Further, a level detection device 25 is disposed on the side wall of the cab 20 (the accommodating portion 24C). The level detection device 25 moves the aircraft 200 relative to the cab 20 when the aircraft 200 moves up and down due to passengers getting on and off, loading and unloading, etc. after connecting the cab 20 to the boarding and unloading unit 201 of the aircraft 200. A device that detects the amount.

  The level detection device 25 includes, for example, a foil 25A and a contact limit switch (not shown) when the foil 25A moves forward.

  The above-mentioned contact limit switch is adjusted in advance so that the pressure of the foil 25A on the aircraft body surface of the aircraft 200 is optimized, and when the wheel 25A moves forward, the contact limit switch is turned on, so The movement can be stopped by a desired movement amount. As a result, the level detection device 25 can press the foil 25A against the surface of the aircraft 200 with an optimum pressure, and the foil 25A of the level detection device 25 rotates when the aircraft 200 moves up and down. Then, based on the rotation direction and rotation angle of the wheel 25A, there is provided detection means for detecting a relative vertical movement amount of the aircraft 200 with respect to the cab 20 (hereinafter also referred to as “the vertical movement amount of the aircraft 200”). ing. Then, the level detection device 25 outputs the detected vertical movement amount of the aircraft 200 to the control device 50 when the vertical movement amount of the aircraft 200 detected by the detection means becomes equal to or greater than a predetermined amount. The control device 50 controls the lifting device 15 </ b> A of the drive column 15 so that the cab 20 moves following the vertical movement of the aircraft 200.

  Next, the structure of the telescopic bumper part 30 etc. provided in the front part of the inclined floor 21A of the cab 20 will be described with reference to FIG. 2, FIG. 5, and FIG.

  5A is a schematic cross-sectional view taken along the line AA in FIG. 2, and FIG. 5B is a schematic cross-sectional view taken along the line BB in FIG. FIG. 5C is a diagram showing a state in which the telescopic bumper portion 30 is moved forward from the state of FIG. 5A to 5C do not show the tip limit switch LSf (FIG. 2).

  The telescopic bumper unit 30 includes a bumper 21 </ b> B, a slide plate 32, a connection member 33, an elastic biasing member 34, and a moving member 35. As the urging member 34, for example, a coil spring can be used.

  The bumper 21 </ b> B is disposed away from the inclined floor 21 </ b> A in the passage direction 400 of the walking passage and is movably attached to the inclined floor 21 </ b> A in the passage direction 400. The bumper 21B is disposed at the tip of the cab 20, and the front portion comes into contact with the aircraft when the cab 20 is mounted on the aircraft. The bumper 21 </ b> B is made of synthetic rubber and is a cushioning member having a function of reducing the impact when the cab 20 contacts the aircraft 200. In addition, the traffic direction 400 is a passenger's direction of passing through the walking passage 21, is a direction perpendicular to the width direction 300 (FIG. 2) of the inclined floor 21A, and corresponds to the front-rear direction in FIG.

  The slide plate 32 is formed of a rectangular plate-like member having a predetermined width extending from the upper end of the bumper 21B to the back side, and one front side edge portion 32a of two opposing edge portions 32a and 32b separated in the passage direction 400. Is mounted along the upper end of the bumper 21B, and the other rear edge 32b is placed on the surface of the inclined floor 21A, and supported to slide along the surface of the inclined floor 21A as the bumper 21B moves. Yes. The passenger can pass on the slide plate 32.

  The connecting member 33 is fixed to the lower surface of the front end portion of the slide plate 32, the bumper 21B is attached to the front surface of the connecting member 33, and each of a plurality (six in the example of FIG. 2) urging members 34 is provided on the rear surface side. One end is fixed. The other end of each of the plurality of urging members 34 is fixed to a plate-like moving member 35 that is arranged perpendicular to the slide plate 32. In other words, the slide plate 32 and the bumper 21 </ b> B are urged forward with respect to the moving member 35 by the plurality of urging members 34. Therefore, the bumper 21 </ b> B and the moving member 35 are urged by the plurality of urging members 34 in the passage direction 400 and away from each other. The slide plate 32 can slide on the moving member 35 and is not fixed to the moving member 35.

  The moving member 35 is disposed below the slide plate 32 and on the back side of the bumper 21B. In this example, the moving member 35 can be moved in the passage direction 400 with respect to the inclined floor 21A by the moving mechanism 31 described later in front of the front end portion 21At of the inclined floor 21A.

  A moving mechanism 31 that moves the moving member 35 of the telescopic bumper 30 in the direction 400 of movement with respect to the inclined floor 21A is provided below the inclined floor 21A.

  The moving mechanism 31 includes a rack mounting member 36, a rack 37, a pinion 38, a shaft 39, a motor 40, a motor support member 41, and the like. A rack mounting member 36 extending in the passage direction 400 is fixed to the rear surface side of the moving member 35, and a rack 37 is fixed to the rack mounting member 36.

  A pinion 38 constituting a rack and pinion mechanism together with the rack 37 is fixed to a shaft 39, and the shaft 39 is supported by a bearing 42 (FIG. 2) provided as appropriate. As shown in FIG. 2, two sets of racks 37 and pinions 38 are provided at both ends of a shaft 39 provided extending in the width direction 300 of the inclined floor 21A. The motor 40 is fixed below the inclined floor 21A by a motor support member 41 or the like, and the rotational force of the motor 40 is transmitted to the shaft 39 via a coupling or the like.

  That is, when the motor 40 is rotated, the pinion 38 is rotated together with the shaft 39, and the rack 37 is moved in the passage direction 400 parallel to the surface of the inclined floor 21A by the rotation of the pinion 38. At this time, the moving member 35 and the rack mounting member 36 move together with the rack 37. In addition, an appropriate guide member (not shown) is provided so that these can move in the passage direction 400 described above.

  The slide plate 32 and the bumper 21B connected by the moving member 35 and the urging member 34 are moved when the moving member 35 is moved in the passage direction 400 and / or when the urging member 34 is expanded and contracted. An appropriate guide member (not shown) is provided so that 32 can slide in the passing direction 400 along the surface of the inclined floor 21A.

  5A and 5B show a state in which the rack 37 is located at the rearmost position, and FIG. 5C shows a state in which the rack 37 is moved forward.

  Further, when the motor 40 is in a stopped state, the moving member 35 is in a stationary state. At this time, when a rearward force is applied to the bumper 21B, the urging member 34 is compressed and the slide plate 32 and the bumper 21B are slid. The plate 32 is configured to slide rearward along the surface of the inclined floor 21A.

  In addition, the moving mechanism 31 is not restricted to the said example, What is necessary is just to be comprised so that the moving member 35 of the telescopic bumper part 30 can be moved to the running direction 400. FIG. Hereinafter, moving the moving member 35 in the direction away from the inclined floor 21A (direction approaching the aircraft 200) by the moving mechanism 31 may be referred to as advancing the telescopic bumper unit 30, and the moving member 35 is moved to the inclined floor 21A. Moving in the direction approaching (in the direction away from the aircraft 200) is also referred to as reversing (reversing) the telescopic bumper unit 30.

  Further, as shown in FIG. 2, a plurality of (three in the example of FIG. 2) limit switches LSf (hereinafter also referred to as “tip limit switch LSf”) used for control of the moving mechanism 31 and the first limit A switch LS1 and a second limit switch LS2 are provided.

  6A is a cross-sectional view showing the attachment position and the like of the tip limit switch LSf, and FIG. 6B is a cross-sectional view showing the attachment position and the like of the first limit switch LS1, and FIG. These are sectional drawings which show the attachment position etc. of 2nd limit switch LS2.

  As shown in FIG. 6A, the tip limit switch LSf is attached to the lower end of the connection member 33 and detects that the bumper 21 </ b> B has contacted the body of the aircraft 200. That is, when the bumper 21B contacts the fuselage of the aircraft 200 and contacts the tip limit switch LSf, the tip limit switch LSf is turned on. FIG. 6A shows a case where the cab 20 is not attached to the aircraft 200, the tip limit switch LSf is OFF, and the urging member 34 is in an extended state.

  As described above, a plurality of tip limit switches LSf are provided, and depending on the shape of the aircraft 200 and the like, all the tip limit switches LSf are turned on when the bumper 21B contacts the aircraft 200. Not exclusively. Therefore, in the control device 50, when the state signals (ON signal, OFF signal) of all the tip limit switches LSf are input and at least one tip limit switch LSf is turned on, the tip limit switch LSf is in the ON state. It is determined that there is a tip, and when all the tip limit switches LSf are OFF (off), it is determined that the tip limit switch LSf is in an OFF state.

  Further, as shown in FIG. 6B, the first limit switch LS1 is attached to the front surface of the moving member 35. A contact member 51 for turning on the first limit switch LS1 is attached to the connection member 33 via a fixing member 52.

  In the first limit switch LS1, the bumper 21B is in contact with the fuselage of the aircraft 200, the tip limit switch LSf is turned on, the urging member 34 is further compressed, and the bumper 21B and the slide plate 32 slide backward. It is turned on when the contact member 51 is brought into contact. FIG. 6B shows a state immediately after the first limit switch LS1 is turned on.

  Further, as shown in FIG. 6C, the second limit switch LS2 is attached to the front surface of the moving member 35, similarly to the first limit switch LS1. A contact member 53 for turning on the second limit switch LS2 is attached to the connection member 33 via a fixing member 54.

  The contact member 51 of the first limit switch LS1 and the contact member 53 of the second limit switch LS2 are provided so as to extend rearward from a position away from the connection member 33 by a predetermined distance, and contact with the first limit switch LS1. The member 51 is provided to extend further rearward than the contact member 53 of the second limit switch LS2.

  Therefore, the second limit switch LS2 is further urged after the bumper 21B contacts the fuselage of the aircraft 200, the tip limit switch LSf is turned on, and the first limit switch LS1 is turned on. Is turned on when the bumper 21B and the slide plate 32 slide rearward and come into contact with the contact member 53. FIG. 6C shows a state immediately after the second limit switch LS2 is turned on. In such a state, the moving member 35 has an escape portion (a hole or a groove) so that the contact member 51 and the fixed member 52 of the first limit switch LS1 do not contact or collide with the moving member 35. Is provided.

  As described above, when the bumper 21B contacts the fuselage of the aircraft 200, the tip limit switch LSf is first turned ON, and when the bumper 21B is pressed against the fuselage of the aircraft 200 and the urging member 34 is further compressed, When the first limit switch LS1 is turned ON and the urging member 34 is further compressed, the second limit switch LS2 is further turned ON.

  That is, the urging member 34 is further compressed as the bumper 21B comes into contact with the body of the aircraft 200 and the pressing force from the body against the bumper 21B increases, and the tip limit switch LSf, the first limit switch LS1, and the second limit switch are compressed. Turns on in the order of LS2. On the other hand, the urging member 34 extends from the state in which these limit switches LSf, LS1, and LS2 are ON, as the pressing force from the airframe to the bumper 21B decreases, and the second limit switch LS2, the first limit switch LS1, and the tip The limit switch LSf is turned off in this order.

  Here, when the first limit switch LS1 is in the ON state, the tip limit switch LSf is always in the ON state, and when the second limit switch LS2 is in the ON state, the tip limit switch LSf and the first limit switch LS1 are always in the ON state. It is.

  As described above, the cab 20 includes the telescopic bumper portion 30, the moving mechanism 31 that moves the bumper portion 30, and the limit switches LSf, LS1, and LS2 that are used for controlling the moving mechanism 31 and the like.

  Further, a control device 50 (FIG. 3) for the passenger boarding bridge 100 is disposed in the cab 20. The control device 50 may have any configuration as long as it has a control function. The control device 50 includes, for example, a calculation unit such as a CPU and a storage unit such as a ROM and a RAM. In the storage unit, a control program for operating each unit of the passenger boarding bridge 100 and information necessary for the operation are stored in advance, and the arithmetic unit (CPU) controls the control program based on the operation information from the operation panel. It is possible to control the operation of each part of the passenger boarding bridge 100. Information stored during the operation of the passenger boarding bridge 100 is also stored in the storage unit. The control device 50 may be composed of a single controller or a plurality of controllers.

  For example, as described above, the control device 50 causes the cab 20 attached to the boarding / alighting unit 201 of the aircraft 200 to move up and down of the aircraft 200 based on the output value of the level detection device 25 (the amount of movement of the aircraft 200 up and down). The elevating device 15A of the drive column 15 is controlled so as to follow the movement.

  Further, the control device 50 inputs state signals (ON signal, OFF signal) of the tip limit switch LSf, the first limit switch LS1, and the second limit switch LS2, and controls the moving mechanism 31 (the motor 40). Details of the operation of the control device 50 will be described later.

[Operation]
Next, an example of the operation of the passenger boarding bridge 100 will be described. The operation of the passenger boarding bridge 100 is realized by the control of the control device 50.

  First, an example of operation when the passenger boarding bridge 100 is mounted on the aircraft 200 will be described. FIG. 7 is a flowchart showing an example of the operation when the passenger boarding bridge is mounted on the aircraft. FIG. 7 shows the operation until the passenger boarding bridge 100 moves from the parking position to a predetermined target position for mounting on the aircraft 200. Note that these steps S1 to S8 may be the same as the operation of a known auto-docking function. However, part or all of the operation can be performed manually by the operator.

  In step S1, the operator selects a model of the aircraft 200 by pressing a model selection button provided on the operation panel. Based on this model selection, a target position corresponding to the selected model is determined from a plurality of target positions set in advance according to the plurality of models. This target position is, for example, a position that is a predetermined distance away before the boarding / alighting part of the aircraft.

  Next, when the operator presses the start button on the operation panel, the following automatic control starts. In the present embodiment, the start button is configured by a button that is turned on only when the operator presses the button, that is, a deadman switch button. Therefore, when the operator releases the button, the following automatic control is forcibly stopped.

  In step S2, various control amounts up to the target position (for example, the rotation angle of the cab 20, etc.) based on the model selection and detection results of an appropriate angle sensor (not shown) and position sensor (not shown). The vertical movement amount of the tunnel portion 10, the rotation angle of the travel device 15B of the drive column 15, and the travel distance) are calculated.

  Next, based on the calculation result, the cab 20 is rotated in step S4, and the tunnel unit 10 is moved up and down by the lifting device 15A of the drive column 15 in step S5.

  At the same time, in step S3 and step S6, the traveling device 15B is controlled. Specifically, in step S3, the traveling device 15B rotates so that the traveling direction is the direction of the target position, and then in step S6, the traveling device 15B is moved toward the apron on the ground 18 in this direction. To run.

  In step S7, the distance between the cab 20 and the aircraft 200 is a predetermined distance (for example, 1 m) based on the detection result of a photoelectric distance sensor (not shown) provided in the cab 20. It is determined whether or not.

  If the determination result of step S7 is NO, the above operation is continued. On the other hand, if YES, the process proceeds to step S8.

  In step S8, the inclination angle automatic control in the width direction 300 of the inclined floor 21A of the cab 20 is performed based on the output signal of the angle adjustment detector (not shown) of the inclination angle in the width direction 300. Specifically, the power generator is controlled so that the inclination angle of the inclined floor 21A becomes a predetermined target value based on the output signal of the angle adjustment detector. For example, the power generator is controlled so that the inclined floor 21 </ b> A is parallel to the apron ground 18. As a result, the control device 50 outputs the output of the angle adjustment detector when the floor surface of the inclined floor 21A of the cab 20 and the floor surface 201A (see FIG. 4) of the boarding / alighting portion 201 of the aircraft 200 are not parallel. The inclination angle in the width direction 300 of the inclined floor 21A is automatically controlled based on the signal.

  Thereafter, the operator operates the forward movement of the traveling device 15B using the operation panel to bring the bumper 21B of the cab 20 into contact with the aircraft 200. At this time, the control device 50 advances the traveling device 15B, stops the traveling device 15B when the tip limit switch LSf is turned on, and then controls the moving mechanism 31 to move the telescopic bumper unit 30 forward. When the first limit switch LS1 is turned on, the moving mechanism 31 is stopped. Thereafter, the bellows portion 24 </ b> A of the closure 24 is extended forward, and the contact portion 24 </ b> B is tilted forward to contact the periphery of the getting-on / off portion 201 of the aircraft 200. As a result, the cab 20 is mounted on the getting-on / off unit 201 of the aircraft 200. That is, the mounting of the passenger boarding bridge 100 on the aircraft 200 is completed.

  Next, an example of the operation after the passenger boarding bridge 100 is mounted on the aircraft 200 will be described. FIG. 8 is a flowchart illustrating an example of the operation after the passenger boarding bridge 100 is mounted on the aircraft 200.

  In FIG. 8, the operation after the passenger boarding bridge 100 is set to the auto level mode using the switch (not shown) of the operation panel by the manual operation of the operator is described. When the auto level mode is set, the level detection device 25 is activated, and the foil 25A moves forward to come into contact with the body surface of the aircraft 200 with an optimum pressure. Further, when the auto level mode is set (immediately after the completion of mounting), the tip limit switch LSf and the first limit switch LS1 are in the ON state, and the second limit switch LS2 is in the OFF state.

  In the auto level mode, the control device 50 determines the aircraft body of the aircraft 200 when the vertical movement amount of the aircraft 200 exceeds a predetermined amount based on the output value of the level detection device 25 (the vertical movement amount of the aircraft 200). Is detected (steps S11 and S13). When the rise of the airframe is detected (YES in step S11), the lifting device 15A is lifted based on the output value of the level detection device 25 to raise the tunnel portion 10 so that the cab 20 follows the rise of the airframe ( Step S12). On the other hand, when the lowering of the airframe is detected (YES in step S13), the lowering device 15A is controlled to be lowered based on the output value of the level detection device 25, and the tunnel portion 10 is lowered so that the cab 20 follows the lowering of the airframe. (Step S14).

  Next, the control device 50 determines the state of the tip limit switch LSf and the second limit switch LS2 (steps S15 and S17), and when the tip limit switch LSf is turned from ON to OFF (YES in step S15), step S16. Then, the telescopic bumper unit 30 is moved forward by controlling the moving mechanism 31 until the first limit switch LS1 is turned on. On the other hand, when the second limit switch LS2 is turned from OFF to ON (YES in Step S17), the moving mechanism 31 is controlled in Step S18 so that the telescopic bumper portion 30 moves backward (reverse movement) by a predetermined distance (predetermined amount). Thus, the second limit switch LS2 is turned OFF (the first limit switch LS1 is kept ON).

  In FIG. 8, step S <b> 11 and step S <b> 13 are shown separately, but these determination processes are simultaneously performed based on the output value of the level detection device 25 as described above. Further, the order of steps S15 and S16 and steps S17 and S18 may be switched.

  Next, the operation of the moving mechanism 31 related to steps S15 to S18 will be described with a specific example. FIGS. 9A and 9B are conceptual diagrams for explaining the operation of the moving mechanism 31. Here, the fuselage (fuselage) of the aircraft 200 is drawn in a circle, and the passenger boarding bridge 100 is drawn in a straight line. These shapes and dimensional ratios are different from actual ones. 9A and 9B, reference numeral “12C” denotes a base point (base point connected to the rotander 12) when the tunnel portion 10 of the passenger boarding bridge 100 swings in the vertical direction by the lifting device 15A. The reference numeral “200C” indicates an appropriate contact portion of the aircraft 200 that contacts the bumper 21B at the tip of the cab 20.

  For example, in FIG. 9A, when the aircraft 200 rises from the position indicated by the solid line to the position indicated by the two-dot chain line due to the passenger getting off or unloading, the passenger boarding bridge 100 is moved from the position indicated by the solid line to the two-dot chain line. Move to the position indicated by.

  At this time, if the passenger boarding bridge 100 is fixed at a length indicated by a solid line, the bumper 21B that moves by the lifting control of the lifting device 15A moves on the arc C1 centered on the base point 12C. Therefore, a gap is generated between the arc C1 (bumper 21B) and the aircraft 200 indicated by a two-dot chain line. However, in the present embodiment, first, when the biasing member 34 extends to advance the bumper 21B, and the tip limit switch LSf is turned off (YES in step S15), the moving mechanism 31 is moved until the first limit switch LS1 is turned on. The telescopic bumper unit 30 is moved forward by control (step S16). As a result, the bumper 21B moves forward and maintains an appropriate contact state with the aircraft 200 (a state of the passenger boarding bridge 100 indicated by a two-dot chain line).

  On the contrary, in FIG. 9A, when the aircraft 200 is lowered from the position indicated by the two-dot chain line to the position indicated by the solid line due to the passenger's onboard (boarding) or loading, the passenger boarding bridge 100 is moved to the second position. Move from the position indicated by the dotted line to the position indicated by the solid line.

  At this time, if the passenger boarding bridge 100 is fixed at a length indicated by a two-dot chain line, the bumper 21B that moves by the lowering control of the lifting device 15A is contrary to the above-described case. There is a risk that the aircraft will be damaged by being strongly pressed against the 200 aircraft. However, in this embodiment, when the urging member 34 is first compressed and the bumper 21B moves backward, and the second limit switch LS2 is turned ON (YES in step S17), the movable bumper portion is controlled by controlling the moving mechanism 31. 30 is moved backward (moving backward) (step S18). As a result, the bumper 21B moves backward to maintain an appropriate contact state with the aircraft 200 (a state of the passenger boarding bridge 100 indicated by a solid line).

  9A shows a case where the passenger boarding bridge 100 has an upward slope in the direction from the base point 12C toward the aircraft 200, whether the aircraft 200 is rising or falling. . The case of a downward slope opposite to this is shown in FIG.

  In FIG. 9B, when the aircraft 200 rises from the position indicated by the solid line to the position indicated by the two-dot chain line due to the passenger getting off or unloading, the passenger boarding bridge 100 is indicated by the two-dot chain line from the position indicated by the solid line. Move to position.

  At this time, if the passenger boarding bridge 100 is fixed at a length indicated by a solid line, the bumper 21B moving by the lifting control of the lifting device 15A moves on the arc C2 centering on the base point 12C. As a result, the arc C2 (bumper 21B) bites into the aircraft 200 indicated by the two-dot chain line. That is, the bumper 21B is strongly pressed against the aircraft 200, and the aircraft may be damaged. However, in this embodiment, when the urging member 34 is first compressed and the bumper 21B moves backward, and the second limit switch LS2 is turned ON (YES in step S17), the movable bumper portion is controlled by controlling the moving mechanism 31. 30 is moved backward (moving backward) (step S18). As a result, the bumper 21B moves backward to maintain an appropriate contact state with the aircraft 200 (a state of the passenger boarding bridge 100 indicated by a two-dot chain line).

  On the contrary, in FIG. 9B, when the aircraft 200 is lowered from the position indicated by the two-dot chain line to the position indicated by the solid line due to the passenger's onboard (boarding) or loading, the passenger boarding bridge 100 is moved to the second position. Move from the position indicated by the dotted line to the position indicated by the solid line.

  At this time, if the passenger boarding bridge 100 is fixed at a length indicated by a two-dot chain line, contrary to the above case, the bumper 21B and the aircraft that move by the lowering control of the lifting device 15A. A gap is formed between the two. However, in the present embodiment, first, when the biasing member 34 extends to advance the bumper 21B, and the tip limit switch LSf is turned off (YES in step S15), the moving mechanism 31 is moved until the first limit switch LS1 is turned on. The telescopic bumper unit 30 is moved forward by control (step S16). As a result, the bumper 21B moves forward and maintains an appropriate contact state with the aircraft 200 (a state of the passenger boarding bridge 100 indicated by a solid line).

  As described above, in both cases where the aircraft 200 is ascending and descending, FIG. 9 (A) illustrates the case where the passenger boarding bridge 100 has an upward slope, and FIG. 9 (B) Although the case where the passenger boarding bridge 100 becomes a downward slope was illustrated, it is not restricted to this. When the aircraft 200 is ascending, the passenger boarding bridge 100 is in an uphill or horizontal state, and when the aircraft 200 is descending, the passenger boarding bridge 100 is in a downgrading state, or the aircraft 200 is rising. Even when the passenger boarding bridge 100 is in an upward slope when the aircraft 200 is descending and the passenger boarding bridge 100 is in the horizontal state when the aircraft 200 is descending, the telescopic bumper unit 30 and the moving mechanism are provided as in this embodiment. 31 and controlling the moving mechanism 31 and the lifting device 15A as described above can maintain an appropriate contact state between the bumper 21B and the aircraft 200 even if the aircraft 200 moves up and down.

  In FIG. 8, steps S15 and S17 are performed when the aircraft is detected ascending or descending (YES in step S11 or step S13). Even if NO in step S13, steps S15 and S17 may be performed. For example, in FIG. 8, when NO is determined in step S13, the process may proceed to step S15 without returning to step S11.

  In the present embodiment, the first switch among the first to third switches constituting the detection means for detecting the contact state between the bumper 21B and the aircraft 200 is the tip limit switch LSf. The second switch corresponds to the first limit switch LS1, and the third switch corresponds to the second limit switch LS2.

  Moreover, the control apparatus 50 has a function as a contact state determination means which comprises said detection means. As described above, when the cab 20 is mounted on the aircraft 200 (when the auto level mode is started), the tip limit switch LSf and the first limit switch LS1 are in the ON state, and the second limit switch LS2 is OFF. State. From this state, when all the front end limit switches LSf are turned off (the first limit switch LS1 is also turned off at this time), the control device 50 determines that the bumper 21B is not in contact with the aircraft 200, and at least 1 When the two tip limit switches LSf are in the ON state, it is determined that the bumper 21B is in contact with the aircraft 200. Further, when the first limit switch LS1 is in the ON state and the second limit switch LS2 is in the OFF state, the control device 50 is in a state where the bumper 21B is in contact with the aircraft 200 with an appropriate pressure within a predetermined range. When the first limit switch LS1 and the second limit switch LS2 are both turned on from this state, the bumper 21B is in contact with the aircraft 200 with excessive pressure (pressure exceeding the upper limit value of the predetermined range). It is judged that it became. Based on these determination results, the control device 50 controls the moving mechanism 31.

  From the foregoing description, many modifications and other embodiments of the present invention are obvious to one skilled in the art. Accordingly, the foregoing description should be construed as illustrative only and is provided for the purpose of teaching those skilled in the art the best mode of carrying out the invention. The details of the structure and / or function may be substantially changed without departing from the spirit of the invention.

  INDUSTRIAL APPLICABILITY The present invention is useful as a passenger boarding bridge or the like in which a cab bumper can maintain an appropriate contact state with an aircraft even when an aircraft moves up and down due to passengers getting on and off.

DESCRIPTION OF SYMBOLS 10: Tunnel part 12: Rotunda 15: Drive column 15A: Lifting device 20: Cab 21: Walking passage 21A: Inclined floor 21B: Bumper 25: Level detection apparatus 25A: Wheel 30: Compression type bumper part 31: Moving mechanism 32: Slide Plates 32a and 32b: Slide plate edge 34: Energizing member 35: Moving member 50: Control device 100: Passenger boarding bridge 200: Aircraft 400: Traffic direction

Claims (4)

Rotunda connected to the terminal building,
A tunnel portion that can swing vertically so that the proximal end is connected to the rotander and the distal end is raised and lowered;
A cab provided at the tip of the tunnel part;
A lifting device that supports the tunnel portion and moves up and down,
The cab is
A floor serving as a walking path connected to the tunnel,
A movable member movable in the direction of passage of the walking passage with respect to the floor;
A bumper biased in the passage direction with respect to the moving member via a biasing member;
A moving mechanism for moving the moving member in the direction of travel with respect to the floor,
further,
Detecting means for detecting a contact state between the bumper and the aircraft;
When the cab is mounted on the aircraft, the bumper is placed on the aircraft within a predetermined range when the detection means detects that the bumper is not in contact with the aircraft. The moving mechanism is controlled to move the moving member in a direction approaching the aircraft so as to come into contact with pressure, and the bumper contacts the aircraft with an appropriate pressure within the predetermined range by the detecting means. The moving member is moved away from the aircraft so as to be in a state of contact with an appropriate pressure within the predetermined range when it is detected that the state of contact with the excessive pressure is detected. A control device for controlling the moving mechanism to cause
With
The detection means includes
A first switch that operates on and off depending on whether or not the bumper is in contact with the aircraft;
A second switch that operates on and off depending on whether or not the bumper is in contact with the aircraft at a pressure equal to or higher than a lower limit value of the predetermined range;
A third switch that operates on and off depending on whether or not the bumper is in contact with the aircraft at a pressure exceeding the upper limit of the predetermined range;
It is determined whether the bumper is not in contact with the aircraft based on the operating state of the first switch, and the bumper is based on the operating state of the second switch and the third switch. Contact state determining means for determining whether the aircraft is in contact with the aircraft at an appropriate pressure within the predetermined range or in contact with the excessive pressure,
Passenger boarding bridges. Rotunda connected to the terminal building,
A tunnel portion that can swing vertically so that the proximal end is connected to the rotander and the distal end is raised and lowered;
A cab provided at the tip of the tunnel part;
A lifting device that supports the tunnel portion and moves up and down,
The cab is
A floor serving as a walking path connected to the tunnel,
A movable member movable in the direction of passage of the walking passage with respect to the floor;
A bumper biased in the passage direction with respect to the moving member via a biasing member;
A moving mechanism for moving the moving member in the direction of travel with respect to the floor,
further,
Detecting means for detecting a contact state between the bumper and the aircraft;
When the cab is mounted on the aircraft, the bumper is placed on the aircraft within a predetermined range when the detection means detects that the bumper is not in contact with the aircraft. The moving mechanism is controlled to move the moving member in a direction approaching the aircraft so as to come into contact with pressure, and the bumper contacts the aircraft with an appropriate pressure within the predetermined range by the detecting means. The moving member is moved away from the aircraft so as to be in a state of contact with an appropriate pressure within the predetermined range when it is detected that the state of contact with the excessive pressure is detected. A control device for controlling the moving mechanism to cause
With
The cab further comprises:
One of the two edges separated in the passage direction is attached along the upper end of the bumper, and the other edge is placed on the surface of the floor, and the floor moves as the bumper moves. A slide plate that slides along the surface of the
Passenger boarding bridges.   The cab further comprises:
  Of the two edges separated in the direction of travel, one edge is attached along the upper end of the bumper and the other edge is placed on the surface of the floor, and the floor moves as the bumper moves. A slide plate that slides along the surface of the
  The passenger boarding bridge according to claim 1.   A level detecting device for detecting a vertical movement amount of the aircraft relative to the cab after the cab is mounted on the aircraft;
  The controller is
  Controlling the lifting device so that the cab follows the vertical movement of the aircraft based on the output value of the level detection device when the cab is mounted on the aircraft;
  The passenger boarding bridge according to any one of claims 1 to 3.

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