JP7224905B2 - boarding bridge - Google Patents

Description

The present invention relates to boarding bridges.

A movable boarding bridge (boarding bridge) that connects an aircraft and a terminal building changes the height of the aircraft due to changes in the payload of the aircraft after connecting the entrance of the aircraft and the opening of the head of the boarding bridge. . Therefore, the height of the boarding bridge head is adjusted either manually by the operator or by using a device called an autoleveller that detects changes in the height of the aircraft.

The auto leveler is installed in the head portion, which is the tip side of the boarding bridge. The auto leveler has wheels that come into direct contact with the aircraft, and detects the amount of rotation of the wheels that rotate as the aircraft moves up and down to calculate the amount of elevation of the aircraft.

WO2018/096773

Since the wheels of the above-mentioned autoleveller are in contact with the aircraft, it is necessary to have a structure that does not apply an excessive load to the aircraft from the boarding bridge side, and sufficient care is required in operating the boarding bridge.

Patent Document 1 mentioned above describes that a laser displacement gauge is used to move the cab (head) of the boarding bridge to follow the vertical movement of the aircraft. However, it is difficult for a laser displacement meter to distinguish between an object to be detected by a laser beam and other objects or people. In addition, laser displacement sensors are susceptible to various conditions such as the gloss and cleanliness of surfaces of aircraft and boarding bridges, as well as weather and installation locations (brightness, wetness due to rain, etc.). Therefore, in order to obtain accurate data by receiving the laser beam reflected by the target object, it is necessary to acquire a large amount of data, such as conducting tests in advance and accumulating data during actual operation. or time consuming.

Furthermore, changes in height due to changes in the payload of the aircraft also occur when passengers board and disembark. However, the technology described in Patent Document 1 is based on the premise of detecting the boarding gate, and passengers passing through the boarding gate block the laser light. It is difficult.

SUMMARY OF THE INVENTION The present invention has been made in view of such circumstances, and it is possible to easily follow changes in the height of the entrance/exit of an aircraft to be connected without contacting the aircraft to be connected. The purpose is to provide a boarding bridge.

In order to solve the above problems, the boarding bridge of the present invention employs the following means.
That is, the boarding bridge according to the present invention includes a head section connectable to a boarding gate of an aircraft to be connected, an imaging section capable of capturing an image of a predetermined portion of the aircraft, and an image of the predetermined portion captured by the imaging section. A calculation unit that calculates the height of the predetermined portion based on data, and a drive control unit that controls driving of the head unit based on the height of the predetermined portion calculated by the calculation unit.

According to this configuration, the head section can be connected to the boarding gate of the target aircraft, the imaging section images the predetermined portion, and the imaging data of the predetermined portion captured by the imaging section is acquired. Then, the height of the predetermined part is calculated based on the imaging data of the predetermined part imaged by the imaging unit. Further, the drive of the head section is controlled based on the calculated height of the predetermined portion. As a result, even if the height of the aircraft changes after the head is connected to the entrance of the target aircraft, the height of the floor of the head can follow the height of the floor of the entrance of the aircraft. can be done.

In the above invention, the calculation unit calculates the first height of the predetermined part based on first imaging data of the predetermined part captured by the imaging unit, and calculates the first height of the predetermined part based on the first imaging data. a recording control unit for recording the first height of the predetermined site in a storage unit; and the first height recorded in the storage unit and the predetermined site imaged after the first height is recorded. Whether the position of the predetermined portion requiring height adjustment of the head unit has changed based on the second height difference of the predetermined portion calculated based on the second imaging data and a predetermined threshold value and a judgment unit for judging whether or not the position change has occurred, the drive control unit controls the difference between the first height and the second height of the predetermined portion when the judgment unit judges that the position change has occurred. Driving of the head section may be controlled based on the difference.

According to this configuration, the imaging unit images the predetermined portion of the aircraft, calculates the first height of the predetermined portion based on the first imaging data, and records the calculated first height in the storage unit. . Further, after the first height is recorded, the image of the predetermined part is imaged by the imaging unit, and the second height of the predetermined part is calculated based on the imaging data. Then, based on the difference between the first height recorded in the storage unit and the second height temporally later than the first height, and a predetermined threshold value, the number of entrances requiring height adjustment of the head unit is determined. It is determined whether a position change has occurred. When the determination unit determines that the position of the predetermined portion has changed, the driving of the head portion is controlled based on the calculated difference between the first height and the second height of the predetermined portion.

The above invention further includes a recording control unit that records first imaging data of the predetermined part imaged by the imaging unit in a storage unit, and the calculation unit stores the first imaging data recorded in the storage unit. and determining the height of the predetermined part in the first imaging data and the height of the predetermined part in the second imaging data based on the second imaging data of the predetermined part imaged after the first imaging data is recorded. The height difference may be calculated, and the drive control section may control driving of the head section based on the height difference of the predetermined portion calculated by the calculation section.

According to this configuration, the imaging unit images the predetermined portion of the aircraft, and the first imaging data is recorded in the storage unit. Further, after the first height is recorded, the imaging unit captures an image of the predetermined site to obtain the second imaging data. Then, based on the first imaging data recorded in the storage unit and the second imaging data temporally later than the first height, the height of the predetermined part of the first imaging data and the height of the predetermined part of the second imaging data are calculated. A height difference is calculated. Further, the drive of the head section is controlled based on the calculated height difference of the predetermined portion.

In the above invention, whether or not the position of the predetermined portion requiring height adjustment of the head portion has changed, based on the height difference of the predetermined portion calculated by the calculating section and a predetermined threshold value. and the drive control unit may control driving of the head unit when the determination unit determines that the position change has occurred.

According to this configuration, it is determined whether or not the position of the predetermined portion requiring height adjustment of the head portion has changed based on the difference in the height of the predetermined portion calculated by the calculator and the predetermined threshold value. be done. When the determination unit determines that the position of the predetermined portion has changed, driving of the head unit is controlled.

In the above invention, the imaging unit can image the predetermined portion of the aircraft and the head unit in the same image, and the calculating unit can capture the predetermined portion imaged by the imaging unit and the imaged image of the predetermined portion. Based on the second predetermined portion of the head portion, a difference between the height of the predetermined portion and the height of the second predetermined portion of the head portion is calculated. a determination unit that determines whether or not a positional change of the predetermined portion requiring height adjustment of the head unit occurs based on a difference in height of the predetermined portion and a predetermined threshold; If it is determined that the position change has occurred, the drive control unit calculates the head unit based on the difference between the height of the predetermined portion and the height of the second predetermined portion calculated by the calculation unit may control the drive of

According to this configuration, the predetermined portion of the aircraft and the head portion are imaged in the same image by the imaging section. Then, a difference between the height of the predetermined portion and the second predetermined portion of the head is calculated based on the predetermined portion imaged by the imaging section and the second predetermined portion of the head portion. The second predetermined portion of the head portion is the end portion of the head portion, that is, the edge portion of the head portion connected to the entrance/exit of the aircraft, or the vicinity of the edge portion of the head portion, and the head portion and the entrance/exit of the aircraft. is imaged as an identifiable object in the image as a reference for grasping the relative position of the . Then, based on the height difference between the predetermined portion calculated by the calculating unit and the second predetermined portion of the head portion and a predetermined threshold value, whether there is a change in the position of the entrance/exit that requires adjustment of the height of the head portion. It is determined whether or not When the determination unit determines that the position of the predetermined portion has changed, the drive of the head portion is controlled based on the calculated height difference between the predetermined portion and the second predetermined portion of the head portion.

In the above invention, the predetermined portion may be a boarding gate of the aircraft, a door provided at the boarding gate of the aircraft, a window of the aircraft, or a mark provided on the surface of the aircraft.

Advantageous Effects of Invention According to the present invention, it is possible to easily follow changes in the height of the entrance/exit of an aircraft to be connected without contacting the aircraft to be connected.

1 is a side view showing a boarding bridge according to a first embodiment of the present invention; FIG. 1 is a longitudinal sectional view showing a boarding bridge according to a first embodiment of the invention; FIG. 1 is a block diagram showing a boarding bridge according to a first embodiment of the present invention; FIG. 4 is a flow chart showing the operation of the boarding bridge according to the first embodiment of the present invention; FIG. 2 is a schematic diagram showing the floor of the head of the boarding bridge and the boarding gate of the aircraft according to the first embodiment of the present invention; It is a flow chart which shows operation of a boarding bridge concerning a modification of a 1st embodiment of the present invention. FIG. 4 is a block diagram showing a boarding bridge according to a second embodiment of the present invention; FIG. 8 is a flow chart showing the operation of the boarding bridge according to the second embodiment of the present invention; FIG. 5 is a schematic view showing the floor of the head of the boarding bridge and the entrance of the aircraft according to the second embodiment of the present invention;

EMBODIMENT OF THE INVENTION Below, embodiment which concerns on this invention is described with reference to drawings.
[First embodiment]
A boarding bridge 1 according to the first embodiment of the present invention forms a passageway for passengers between an airport terminal building and an aircraft, connects the terminal building and the aircraft, and enables passengers to directly get on and off. do.
The boarding bridge 1 moves between a standby position for connection preparation before the arrival of an aircraft and a connection position when connecting with an aircraft.

As shown in FIGS. 1 and 2, the boarding bridge 1 is connected to a rotunda 2 fixedly provided on a fixed bridge leading to the terminal building so as to be able to rotate horizontally and vertically with respect to the rotunda 2. A proximal end tunnel 3 and a distal end side (aircraft side) of the proximal end tunnel 3 are telescopically fitted to the outside of the proximal end tunnel 3 , and a movable distal end tunnel 4 and a distal end portion of the distal end tunnel 4 are fixed. A head 5 and the like are provided. Inside the rotunda 2 , the proximal end tunnel 3 , the distal end tunnel 4 and the head 5 of the boarding bridge 1 , a passage for passengers to pass is installed from the rotunda 2 toward the head 5 .

A fixed leg 6 is fixed to the ground at the bottom of the rotunda 2 . A movable leg 7 is provided on the distal end side of the distal end tunnel 4 in the longitudinal direction. The boarding bridge 1 is supported by fixed legs 6 and movable legs 7 . The proximal tunnel 3 , the distal tunnel 4 and the head 5 form a passageway 40 movable by the movable leg 7 . In some cases, the rotunda 2 is supported by the terminal building and the fixed legs 6 are not installed at the bottom.

The cross-sectional area of the hollow portion of the distal tunnel 4 is larger than the cross-sectional area of the proximal tunnel 3 . The distal tunnel 4 moves along the outer peripheral surface of the proximal tunnel 3 . As the front end tunnel 4 moves toward the parking side of the aircraft, the entire length of the passage portion 40 extends, and as the front end tunnel 4 moves toward the rotunda 2 side, the entire length of the passage portion 40 shrinks. The tunnel part of the present invention is not limited to a combination of two tunnel parts, the proximal end tunnel 3 and the distal end tunnel 4. Three or more tunnel parts may be connected to have a two-stage or more expansion mechanism. good.

The base end tunnel 3 is rotatable with respect to the rotunda 2 around a rotation axis parallel to the vertical direction provided on the rotunda 2 . Therefore, the base end tunnel 3 can be rotated in the horizontal plane, for example, in the left-right direction about the rotation axis.

The tip tunnel 4 is moved in the longitudinal direction and the left-right direction of the base end tunnel 3 and the tip tunnel 4 by driving the traveling drive unit 9 provided in the movable leg 7 to move the movable leg 7 .

The traveling drive unit 9 has wheels 11 driven by a motor and a truck 12 on which the wheels 11 are installed. As shown in FIG. . Two wheels 11 are connected to each other and can turn about a rotating shaft 13 parallel to the vertical direction.

The travel speed of the travel drive unit 9 can be adjusted by changing the rotational speed of the wheels 11 . The turning angle (steering angle) of the wheels 11 with respect to the longitudinal direction of the tip tunnel 4 is determined by the difference between the rotational speeds of the two wheels 11 and the rotational direction (forward or reverse) of the two wheels 11. can be adjusted by changing

The base end tunnel 3 is rotatable around a rotation axis parallel to the horizontal direction provided in the rotunda 2 . The movable leg 7 is provided with an elevation driving section 14 . The elevation drive unit 14 is, for example, a motor and a ball screw, and changes the heights of the tip tunnel 4 and the head 5 . The elevation drive unit 14 adjusts the height of the movable leg 7, and the proximal end tunnel 3, the distal end tunnel 4, and the head 5 rotate vertically around the rotation axis, thereby increasing the height of the aircraft. tilted accordingly.

As described above, the boarding bridge 1 expands and contracts, and rotates in the horizontal direction and the vertical direction about the rotation shaft provided in the rotunda 2. It can be properly connected to the aircraft.

The head 5 has an opening formed on the tip side, and the tip side is connected to the entrance/exit of the aircraft. Inside the head 5, an operation panel 41 is provided for starting the driving of the travel drive unit 9 of the boarding bridge 1 and for operating the travel direction (steering angle) of the wheels 11 of the travel drive unit 9. there is

The head 5 is rotatable with respect to the tip tunnel 4 around a rotation axis parallel to the vertical direction provided on the head 5 . Therefore, the head 5 can rotate in the horizontal plane, for example, in the left-right direction about the rotation shaft. The head 5 is provided with a turning drive section 15 . The turning drive unit 15 changes the turning angle of the head 5 with respect to the tip tunnel 4 .

Further, the head 5 is provided with an adjustable floor (adjustable floor) 8 and an adjustable floor drive unit 16 (for example, a hydraulic cylinder). The adjustment floor driving section 16 can drive the adjustment floor 8 to adjust the levelness of the adjustment floor 8 . The adjustable floor 8 is, for example, a plate member having a hinge portion oblique to the edge of the opening of the head 5. By changing the angle of the adjustable floor 8 with respect to the fixed floor of the head 5, the head 5 of the aircraft can adjust the levelness of the floor. In addition, the structure of the adjustment floor 8 is not limited to the example mentioned above.

Furthermore, a camera (imaging unit) 42 is installed in the head 5 . The camera 42 is installed, for example, on the head 5, and is capable of imaging a predetermined portion of the aircraft to be connected, for example, the boarding gate. The imaged data of the camera 42 is transmitted to the comprehensive judgment section 17 .

The camera 42 may be an imaging device that acquires still images or moving images of two-dimensional data, or may be a stereo camera capable of acquiring three-dimensional data from data captured by a plurality of cameras.

The boarding bridge 1 includes a control device 10 as shown in FIG. The control device 10 has, for example, a general judgment section 17, a drive control section 18, a memory 24, and the like. The operation of the control device 10 is realized by hardware resources such as a CPU by executing a pre-recorded program.

Comprehensive judgment unit 17 performs image processing based on image data of camera 42 . The comprehensive determination unit 17 uses image processing to distinguish between a predetermined portion, for example, an entrance and exit, and other portions of the object captured by the camera 42 . As a result, the entrance/exit is distinguished from those other than the entrance/exit for passengers, etc., and the detection accuracy of the entrance/exit is improved. Further, the comprehensive judgment unit 17 calculates the position change in the height direction of the aircraft entrance/exit with respect to the head 5 by image processing based on the aircraft entrance/exit imaged by the camera 42, and determines whether or not the position change occurs. to judge.

Further, the comprehensive determination unit 17 drives the head 5 based on the calculated change in the position of the head 5 in the height direction so that the opening of the head 5 appropriately follows the entrance/exit of the aircraft. A drive correction amount for the head 5 is calculated so that the connection with the entrance/exit is maintained. The calculated drive correction amount is sent to the drive control unit 18 .

In the case of a stereo camera, the distance between the object to be imaged and the stereo camera can be obtained from the parallax of the two lenses. Therefore, by image analysis, the distance between the boarding gate of the aircraft and the camera 42 can be calculated.

In addition, by combining the captured 2D data with a distance sensor (laser sensor, millimeter wave sensor, etc.) that acquires distance data to the aircraft body, the relative position necessary for aircraft follow-up control can be obtained as 3D data ( points on three-dimensional coordinates). Therefore, the converted data is used for follow-up control of the aircraft.

The general judgment section 17 has a height position calculation section 20 , a recording control section 21 , a judgment section 22 and a height position correction section 23 .

The height position calculation unit 20 calculates the height position of the floor at the center L1 of the entrance/exit 51 based on the image of the entrance/exit 51 of the aircraft captured by the camera 42, as shown in FIG. The height position calculation unit 20 calculates the height position of the floor at the start of auto-leveling, and the recording control unit 21 stores the height position of the floor at the start of auto-leveling calculated by the height position calculation unit 20. 24. Further, the height position calculation unit 20 calculates the height position of the floor in the current state after auto-leveling is started.

Note that the recording control unit 21 may record in the memory 24 image data of the entrance/exit 51 of the aircraft imaged by the camera 42 at the start of auto-leveling.
In this case, as shown in FIG. 5, the height position calculation unit 20 calculates image data of the entrance/exit 51 of the aircraft at the start of auto-leveling and image data of the boarding/alighting of the aircraft captured by the camera 42 in the current state after the start of auto-leveling. The height of the floor at the center L1 of the entrance/exit 51 at the start of auto-leveling and the center of the entrance/exit 51 imaged by the camera 42 in the current state after the start of auto-leveling are determined by image processing based on the imaging data of the entrance 51. Calculate the difference between the floor height positions in L1.

The determination unit 22 compares the floor height position at the start of auto-leveling recorded in the memory 24 with the floor height position in the current state. It is determined that there is a change in the position of the aircraft entrance/exit that requires height adjustment.

Based on the height difference calculated by the height position calculation unit 20, the height position correction unit 23 determines the height of the floor at the boarding gate of the aircraft captured by the camera 42 and the floor at the opening of the head 5. A correction amount for driving the elevation driving unit 14 is calculated so that the difference in height falls within a predetermined range.

The drive control section 18 has an adjustment floor drive control section 27 , an elevation drive control section 28 , a swing drive control section 29 and a travel drive control section 30 .

The floor adjustment drive control section 27 controls driving of the floor adjustment drive section 16 . The floor adjustment drive control section 27 controls, for example, the start and stop of the driving of the floor adjustment drive section 16, the driving amount of the floor adjustment drive section 16, and the like. The floor adjustment drive control section 27 generates a drive signal for driving the floor adjustment drive section 16 .

The adjustable floor drive section 16 drives the adjustable floor 8 by being controlled based on the drive signal generated by the adjustable floor drive control section 27 .

The elevation drive control section 28 controls driving of the elevation drive section 14 . The elevation drive control section 28 controls, for example, the start and stop of driving of the elevation drive section 14, the driving amount of the elevation drive section 14, and the like. The elevation drive control section 28 generates a drive signal for driving the elevation drive section 14 based on the correction amount calculated by the height position correction section 23 .

The elevation drive section 14 is controlled based on the drive signal generated by the elevation drive control section 28 to drive the movable leg 7 . The elevation drive unit 14 moves the movable leg 7 to change the floor height of the head 5 .

The swing drive control section 29 controls driving of the swing drive section 15 . The turning drive control unit 29 controls, for example, the start and stop of the driving of the turning driving unit 15, the driving amount of the turning driving unit 15, and the like. The swing drive control section 29 generates a drive signal for driving the swing drive section 15 .

The turning drive section 15 drives the head 5 by being controlled based on the drive signal generated by the turning drive control section 29 .

The travel drive control section 30 controls the drive of the travel drive section 9 . The travel drive control unit 30 controls, for example, the start and stop of driving of the travel drive unit 9, the rotation speed and rotation direction of the wheels 11 in the travel drive unit 9, and the like. The travel drive control section 30 generates a drive signal for driving the travel drive section 9 .

The travel drive unit 9 drives the wheels 11 by being controlled based on the drive signal generated by the travel drive control unit 30 .

Next, a control method for controlling the operation of the boarding bridge 1 according to this embodiment will be described with reference to FIG.

First, after the head 5 moves to the vicinity of the aircraft and the opening of the head 5 is connected to the boarding/alighting port of the aircraft, when the boarding/alighting of passengers and the loading/unloading of cargo are started, the height of the aircraft change occurs. Therefore, auto-leveling control is performed so that the height of the floor of the head 5 follows the change in the height of the floor of the entrance/exit of the aircraft.

First, for example, when an auto-leveling control start input is performed on the operation panel 41, the camera 42 takes an image of the boarding gate of the aircraft to be connected (step S1). Then, the imaging data of the camera 42 is transmitted to the comprehensive determination section 17 . The imaging of the entrance/exit by the camera 42 and the transmission of the imaging data are continuously performed until the auto-leveling control ends.

In the comprehensive determination section 17 , image processing is performed on image data captured by the camera 42 .

As shown in FIG. 5, the floor height position at the center L1 of the entrance/exit 51 at the start of auto-leveling is calculated based on the image of the entrance/exit 51 of the aircraft captured by the camera 42 . Then, the calculated floor height position at the entrance/exit at the start of auto-leveling is recorded in the memory 24 (step S2). Further, the floor height position of the head 5 at the start of auto-leveling, which is converted from the state of the movable leg 7 detected by the elevation drive control unit 28, is recorded in the memory 24 (step S3).

Then, it is determined whether or not an operation to terminate the auto-leveling control is performed (step S4), and the following operations are continuously performed until an operation to terminate the auto-leveling control is performed.

The height position of the floor at the entrance/exit in the current state is continuously calculated based on the image of the entrance/exit of the aircraft captured by the camera 42 (step S5).

Next, the difference between the height at the start of auto-leveling recorded in the memory 24 and the height in the current state is calculated, and the two are compared to determine whether the absolute value of the difference in height is within a predetermined range. That is, it is determined whether or not a predetermined threshold value is exceeded (step S6). If the absolute value of the height difference is within the predetermined range, the floor height position at the entrance/exit in the current state is continuously calculated.

On the other hand, if the absolute value of the difference in height is not within the predetermined range, it is determined that the position of the entrance/exit of the aircraft requiring height adjustment of the head 5 has changed. Then, based on the calculated height difference, the height of the floor at the head 5 at the start of auto-leveling is adjusted so that the difference between the height of the floor at the entrance and exit of the aircraft and the height of the floor at the head 5 falls within a predetermined range. Based on the height, a correction amount for driving the elevation drive unit 14 is calculated (step S7).

Next, a drive signal for driving the elevation drive section 14 is generated based on the calculated correction amount. The generated drive signal is transmitted to the elevation driving section 14 , and the elevation driving section 14 drives the movable leg 7 . As a result, the elevation drive unit 14 that has received the drive signal drives the motor and the ball screw provided on the movable leg 7 to change the height of the head 5 (step S8). For example, if it is determined that the height of the floor at the boarding gate of the aircraft has risen and the position of the boarding gate has changed, requiring adjustment of the height of the head 5, the head 5 is adjusted to rise. . Further, when it is determined that the height of the floor at the entrance/exit of the aircraft is lowered and the position of the entrance/exit requires adjustment of the height of the head 5, the head 5 is adjusted to descend. .

The above operations are continuously performed until the operator performs an operation to end the auto-leveling control. On the other hand, when the auto-leveling control termination operation is performed, the auto-leveling control is terminated. Then, the boarding bridge 1 waits for an operation to start moving away from the aircraft.

As described above, according to the present embodiment, the height position of the head 5 is automatically adjusted so as to follow changes in the position of the entrance/exit of the aircraft. In addition, since the control is performed based on the imaging data obtained by imaging the entrance/exit of the aircraft, it is possible to perform the auto-leveling control in a non-contact manner. Furthermore, since the boarding gate of the aircraft is detected by image processing based on the imaging data, the gloss and cleanliness of the surface of the aircraft and the boarding bridge 1, as well as the weather and installation location (brightness, rain, etc.) It is not easily affected by various conditions such as wetness, etc., and can easily detect changes in the position of the boarding gate of the aircraft to be connected.

Further, in the above-described embodiment, unlike the second embodiment described later, there is no need to grasp the relative positions of the head 5 and the boarding gate of the aircraft. you don't have to.

Note that instead of recording in the memory 24 the height calculated based on the imaging data of the aircraft entrance/exit imaged at the start of auto-leveling, the imaging data of the entrance/exit at the start of auto-leveling is recorded in the memory 24. may A control method for controlling the operation of the boarding bridge 1 according to the modification of the present embodiment will be described below with reference to FIG.

In this case, the camera 42 picks up an image of the entrance/exit of the aircraft (step S11), and the image data of the entrance/exit at the start of auto-leveling is recorded in the memory 24 (step S12). Further, the floor height position of the head 5 at the start of auto-leveling, which is converted from the state of the movable leg 7 detected by the elevation drive control unit 28, is recorded in the memory 24 (step S13).

Then, it is determined whether or not an operation to terminate the auto-leveling control has been performed (step S14), and the following operations are continuously performed until an operation to terminate the auto-leveling control is performed.

The camera 42 captures an image of the entrance/exit in the current state (step S15).

Next, based on the imaging data at the start of auto-leveling and the imaging data in the current state recorded in the memory 24, image processing is performed to determine the height of the floor at the entrance at the start of auto-leveling and the height of the floor at the entrance in the current state. is calculated (step S16). Then, it is determined whether or not the absolute value of the calculated height difference is within a predetermined range, that is, whether or not it exceeds a predetermined threshold value (step S17). If the absolute value of the height difference is within the predetermined range, the floor height position at the entrance/exit in the current state is continuously calculated.

On the other hand, if the absolute value of the difference in height is not within the predetermined range, a correction amount for driving the elevation drive unit 14 is calculated (step S18), and the elevation drive is performed, as in the first embodiment described above. The height of the head 5 is changed by the unit 14 (step S19).

Further, in the above-described embodiments and modifications, an example of a boarding gate is described as a predetermined portion of an aircraft, and an image of the boarding gate is taken to calculate the height of the floor at the boarding gate. Although the height difference is calculated, the present invention is not limited to this example. For example, an image of a predetermined portion of an aircraft other than the boarding gate of the aircraft may be captured. The predetermined portion of the aircraft is, for example, a door provided at the boarding gate of the aircraft and opened from the boarding gate, a window of the aircraft, or a mark printed on the surface of the aircraft. The difference between the height of these predetermined parts and the height of the floor at the boarding gate may be obtained in advance, and the height of the floor at the boarding gate may be calculated from the imaging data.

Further, in calculating the height of the floor at the boarding gate, the height direction can be determined from the installation angle of the camera 42, the inclination of the tunnel, and the head angle.

If a stereo camera is used as the camera 42, distance data between the opening of the aircraft and the stereo camera can be obtained. Therefore, the accuracy of auto-leveling control can be further improved.

[Second embodiment]
Next, a boarding bridge 1 according to a second embodiment of the present invention will be described. In the following, detailed description of the configuration overlapping with that of the first embodiment will be omitted.

In the boarding bridge 1 according to the present embodiment, the camera 42 is installed, for example, inside the head 5 so that a predetermined portion of the head 5, such as the end of the floor, and a predetermined portion of the aircraft to be connected, such as the boarding gate, are the same. can be captured in the image of As a result, the difference between the height of the floor at the entrance and exit of the aircraft and the height of the floor at the head 5 can be directly detected, and the accuracy of the auto-leveling control can be improved more reliably.

Comprehensive judgment unit 17 performs image processing based on image data of camera 42 . The comprehensive determination unit 17 uses image processing to distinguish between predetermined parts, such as the head 5 and the entrance/exit, and other parts of the object captured by the camera 42 . As a result, the head 5 and the entrance/exit are distinguished from those of passengers other than the head 5 and the entrance/exit, and the detection accuracy of the head 5 and the entrance/exit is improved. The comprehensive judgment unit 17 performs image processing to determine the edge of the floor on the head 5 captured by the camera 42, for example, the edge of the floor at the opening of the head 5, and the edge of the floor at the entrance of the aircraft captured by the camera 42. Based on the edges, the difference between the floor height at the aircraft landing and the floor height at the head 5 in the current state is calculated.

The end of the head 5 may be a linear one that indicates the end of the head 5, and is imaged as an identifiable object in the image as a reference for grasping the relative position between the head 5 and the boarding gate of the aircraft. It is a thing. Therefore, not only the edge of the head 5 connected to the entrance of the aircraft, but also the lines applied in parallel along the edge near the edge of the head 5 and the end of the cover part provided at the edge. good. Further, the predetermined portion of the head 5 is not limited to the end portion of the head 5, and may be various parts or marks provided on the head 5, for example. Furthermore, as in the first embodiment, the predetermined portion of the aircraft is not limited to the boarding gate of the aircraft, but may be a door provided at the boarding gate of the aircraft and opened from the boarding gate, a window of the aircraft, or a printed area on the surface of the aircraft. It is also possible to use a mark such as

As shown in FIG. 7 , the comprehensive judgment section 17 has a height position calculation section 60 , a judgment section 62 and a height position correction section 63 .

As shown in FIG. 9, the height position calculation unit 60 calculates the height position of the floor at the center L2 of the boarding line of the head 5 and the height of the floor at the center L1 of the boarding gate 51 of the aircraft, which are captured by the camera 42. Based on both the height positions, the difference H between the floor height at the head 5 and the floor height at the aircraft entrance/exit is calculated.

If the height difference H calculated by the height position calculation unit 60 exceeds a predetermined threshold, the determination unit 62 determines that there is a change in the position of the boarding gate of the aircraft that requires adjustment of the height of the head 5. do.

Based on the height difference H calculated by the height position calculation unit 60, the height position correction unit 63 adjusts the difference H between the floor height at the head 5 and the floor height at the entrance/exit of the aircraft to within a predetermined range. A correction amount for driving the up-and-down drive unit 14 is calculated so as to fit.

Next, a control method for controlling the operation of the boarding bridge 1 according to this embodiment will be described with reference to FIG.
First, after the head 5 moves to the vicinity of the aircraft and the opening of the head 5 is connected to the boarding/alighting port of the aircraft, when the boarding/alighting of passengers and the loading/unloading of cargo are started, the height of the aircraft change occurs. Therefore, auto-leveling control is performed so that the height of the floor of the head 5 follows the change in the height of the floor of the entrance/exit of the aircraft.

First, for example, when an auto-leveling control start input is performed on the operation panel 41, the camera 42 images the head 5 and the entrance/exit of the aircraft to be connected in the same image (step S21). Then, the imaging data of the camera 42 is transmitted to the comprehensive determination section 17 . The imaging of the head 5 and the entrance/exit by the camera 42 and the transmission of imaging data are continued until the auto-leveling control ends.

In the comprehensive determination section 17 , image processing is performed on image data captured by the camera 42 .

Then, it is determined whether or not an operation to terminate the auto-leveling control has been performed (step S22), and the following operations are continuously performed until an operation to terminate the auto-leveling control is performed.

Based on the image of the head 5 and the entrance/exit of the aircraft captured by the camera 42, the difference H between the height of the floor of the head 5 in the current state and the height of the floor of the entrance/exit is continuously calculated (step S23).

Next, it is determined whether or not the absolute value of the height difference H in the current state is within a predetermined range, that is, whether or not it exceeds a predetermined threshold value (step S24). When the absolute value of the height difference H is within the predetermined range, the difference H between the floor height at the head 5 in the current state and the floor height at the entrance/exit is continuously calculated.

On the other hand, if the absolute value of the height difference H is not within the predetermined range, it is determined that the position of the entrance/exit of the aircraft requiring height adjustment of the head 5 has changed. Then, based on the calculated height difference H, the elevation driving unit 14 is driven such that the difference H between the floor height at the entrance and exit of the aircraft and the floor height at the head 5 falls within a predetermined range. is calculated (step S25).

Next, a drive signal for driving the elevation drive section 14 is generated based on the calculated correction amount. The generated drive signal is transmitted to the elevation driving section 14 , and the elevation driving section 14 drives the movable leg 7 . As a result, the elevation drive unit 14 that has received the drive signal drives the motor and the ball screw provided on the movable leg 7 to change the height of the head 5 (step S26). For example, if it is determined that the height of the floor at the boarding gate of the aircraft has risen and the position of the boarding gate has changed, requiring adjustment of the height of the head 5, the head 5 is adjusted to rise. . Further, when it is determined that the height of the floor at the entrance/exit of the aircraft is lowered and the position of the entrance/exit requires adjustment of the height of the head 5, the head 5 is adjusted to descend. .

The above operations are continuously performed until the operator performs an operation to end the auto-leveling control. On the other hand, when the auto-leveling control termination operation is performed, the auto-leveling control is terminated. Then, the boarding bridge 1 waits for an operation to start moving away from the aircraft.

As described above, according to the present embodiment, the height position of the head 5 is automatically adjusted so as to follow changes in the position of the entrance/exit of the aircraft. In addition, since the control is performed based on the imaging data obtained by imaging the entrance/exit of the aircraft, it is possible to perform the auto-leveling control in a non-contact manner. Furthermore, since the boarding gate of the aircraft is detected by image processing based on the imaging data, the gloss and cleanliness of the surface of the aircraft and the boarding bridge 1, as well as the weather and installation location (brightness, rain, etc.) It is not easily affected by various conditions such as wetness, etc., and can easily detect changes in the position of the boarding gate of the aircraft to be connected.

Furthermore, since the control is performed based on the imaging data obtained by imaging both the entrance of the aircraft and the head 5 in the same image, a change in the position of the entrance with respect to the head 5 can be detected more reliably. When a stereo camera is used as the camera 42, distance data between the opening of the aircraft and the stereo camera can be acquired. Therefore, the accuracy of auto-leveling control can be further improved.

In the first and second embodiments described above, the case where only one camera 42 other than a stereo camera is installed has been described, but the present invention is not limited to this example. For example, a plurality of cameras 42 may be installed so that the height of the aircraft entrance/exit can be detected at a plurality of locations. In addition, the camera 42 may be used not only for auto-leveling control but also for other control (for example, control of automatic connection to an aircraft).

1 : Boarding bridge 2 : Rotunda 3 : Base end tunnel 4 : End tunnel 5 : Head 6 : Fixed leg 7 : Movable leg 8 : Adjustable floor 9 : Travel drive unit 10 : Control device 11 : Wheel 12 : Cart 13 : Rotating shaft 14: Elevation drive unit 15: Rotation drive unit 16: Adjustment floor drive unit 17: Comprehensive judgment unit 18: Drive control unit 20: Height position calculation unit 21: Recording control unit 22: Judgment unit 23: Height position correction unit 24 : Memory 27 : Adjustment floor drive control section 28 : Elevation drive control section 29 : Turn drive control section 30 : Travel drive control section 40 : Passage section 41 : Operation panel 42 : Camera 51 : Doorway 60 : Height position calculation section 62 : Determination unit 63 : Height position correction unit

Claims (5)

a head part that can be connected to the boarding gate of the aircraft to be connected;
an imaging unit capable of imaging a predetermined portion of the aircraft;
a calculation unit that calculates the height of the predetermined part based on the imaging data of the predetermined part captured by the imaging unit;
a drive control unit that controls driving of the head unit based on the height of the predetermined portion calculated by the calculation unit;
with
The calculation unit calculates a first height of the predetermined part based on first imaging data of the predetermined part captured by the imaging unit,
a recording control unit that records the first height of the predetermined part calculated based on the first imaging data in a storage unit;
The difference between the first height recorded in the storage unit and the second height of the predetermined part calculated based on the second imaging data of the predetermined part imaged after the first height was recorded. a determination unit that determines, based on a predetermined threshold value, whether or not the position of the predetermined portion requiring height adjustment of the head unit has changed;
further comprising
When the determination unit determines that the position change has occurred, the drive control unit controls driving of the head unit based on the difference between the first height and the second height of the predetermined portion. boarding bridge. a head part that can be connected to the boarding gate of the aircraft to be connected;
an imaging unit capable of imaging a predetermined portion of the aircraft;
a calculation unit that calculates the height of the predetermined part based on the imaging data of the predetermined part captured by the imaging unit;
a drive control unit that controls driving of the head unit based on the height of the predetermined portion calculated by the calculation unit;
with
further comprising a recording control unit that records first imaging data of the predetermined part imaged by the imaging unit in a storage unit;
The calculation unit calculates the first image data based on the first image data recorded in the storage unit and the second image data of the predetermined region imaged after the first image data was recorded. calculating the difference between the height of the predetermined part of the and the height of the predetermined part of the second imaging data,
The driving control section is a boarding bridge that controls driving of the head section based on the height difference of the predetermined portion calculated by the calculating section. Judgment for determining whether or not the position of the predetermined portion requiring height adjustment of the head portion has changed, based on the height difference of the predetermined portion calculated by the calculating unit and a predetermined threshold value. further comprising the
3. The boarding bridge according to claim 2, wherein the drive control section controls driving of the head section when the determination section determines that the position change has occurred. a head part that can be connected to the boarding gate of the aircraft to be connected;
an imaging unit capable of imaging a predetermined portion of the aircraft;
a calculation unit that calculates the height of the predetermined part based on the imaging data of the predetermined part captured by the imaging unit;
a drive control unit that controls driving of the head unit based on the height of the predetermined portion calculated by the calculation unit;
with
The imaging unit is capable of imaging the predetermined part of the aircraft and the head part in the same image,
The calculating unit determines the height of the predetermined portion and the height of the second predetermined portion of the head based on the predetermined portion captured by the imaging unit and the second predetermined portion captured by the imaging unit. Calculate the difference,
Based on the difference between the height of the predetermined portion and the height of the second predetermined portion calculated by the calculator and a predetermined threshold value, a positional change of the predetermined portion requiring height adjustment of the head portion occurs. Further comprising a judgment unit for judging whether or not
When the determination unit determines that the position change has occurred, the drive control unit, based on the difference between the height of the predetermined portion calculated by the calculation unit and the height of the second predetermined portion, A boarding bridge that controls driving of the head section . 5. The predetermined portion is a boarding gate of the aircraft, a door provided at the boarding gate of the aircraft, a window of the aircraft, or a mark provided on a surface of the aircraft. boarding bridge as described in .

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