JP7723628B2 - passenger boarding bridge - Google Patents

Description

The present invention relates to a passenger boarding bridge.

The passenger boarding bridge comprises a rotunda connected to the terminal building, a cab attached to the aircraft, a tunnel section that connects the rotunda and cab and serves as a pedestrian walkway, and a lifting device that raises and lowers the tunnel section. The cab is equipped with a control panel that allows the operator to operate the passenger boarding bridge, and the control panel is equipped with a key switch.

Patent Document 1 describes that in a passenger boarding bridge like the one described above, if the cab is placed in auto-level mode using a key switch after installation on the aircraft is complete, the lifting device is controlled so that the cab follows the vertical movement of the aircraft when the aircraft moves up or down due to passengers boarding or disembarking.

Japanese Patent Application Laid-Open No. 2017-217952

Key switches such as those described above have three states: "OFF," "operation," and "auto-level." The operator can change the state of the key switch by inserting and turning the operation key into the key hole of the key switch. When the key switch is in the OFF state, the passenger boarding bridge cannot be operated. By switching the key switch to the operation state, the passenger boarding bridge can be operated using the operating device on the control panel. Furthermore, when the key switch is switched to the auto-level state, the aforementioned auto-level mode is entered. In this auto-level mode, the operator cannot operate the passenger boarding bridge using the operating device. Furthermore, the key switch is designed so that the operation key can be inserted and removed from the key hole when in the OFF state and auto-level state, but cannot be removed when in the operation state.

When manually attaching the passenger boarding bridge to an aircraft, the operator uses the operation key to set the key switch to the operating state. After attaching the cab to the aircraft, the operator turns the operation key to set the key switch to the auto-level state and removes the operation key from the keyhole. Setting the key switch to the auto-level state puts the bridge into auto-level mode. After this, when removing the passenger boarding bridge from the aircraft, the operator inserts the operation key into the keyhole and turns it to change the key switch from the auto-level state to the operating state, which ends the auto-level mode and allows the operator to operate the passenger boarding bridge.

On the other hand, when attaching a passenger boarding bridge to an aircraft using automatic control, it is desirable for the process from attaching the cab to the aircraft to switching to auto-level mode to be carried out automatically. In this case, the operator switches the key switch to the operating state and presses the automatic attachment start button to initiate automatic control. After the cab moves from its standby position and is attached to the aircraft, it automatically switches to auto-level mode. In this case, the key switch remains in the operating state, resulting in a state in which the key switch state (operating state) and the control mode (auto-level mode) do not correspond. At this point, the operator could simply turn the operation key to switch the key switch to auto-level mode and remove it, but because auto-level mode is automatically entered, there is a high possibility that the operator will forget to switch the key switch to auto-level mode.

If the operator forgets to switch to the auto-level mode, when removing the passenger boarding bridge from the aircraft, the operator must turn the operation key to change the key switch from the operating state to the auto-level state, then return it to the operating state. If the operator who removes the bridge is different from the operator who attaches it, the operator who removes the bridge may be confused. Furthermore, if the operator forgets to switch to the auto-level mode, the operation key will be left inserted in the key hole of the key switch, and if a passenger accidentally turns the operation key to the OFF position, the auto-level mode will be stopped, causing inconvenience.

The present invention was made to solve the above-mentioned problems, and aims to provide a passenger boarding bridge that allows the operator to smoothly switch the key switch to the auto-level state when the cab is installed on the aircraft using automatic control.

In order to achieve the above-mentioned objectives, a passenger boarding bridge according to one aspect of the present invention comprises a rotunda connected to a terminal building, a tunnel section whose base end is connected to the rotunda and configured to be freely retractable in the longitudinal direction, a cab installed at the tip of the tunnel section and whose tip is attached to an aircraft, a lifting device attached to the tunnel section or the cab and raising and lowering the tunnel section or the cab, a traveling device attached below the lifting device and traveling on the ground, a cab rotation device that changes the orientation of the tip of the cab, an operating device installed on a control panel installed inside the cab and operated by an operator, a key switch installed on the control panel and switched between an off state, an operating state, and an auto-level state by an operating key inserted into a key hole, an alarm unit installed inside the cab, and a control device that controls the operation of the lifting device, the traveling device, and the cab rotation device and inputs a signal indicating the state of the key switch, and the control device is configured to operate the lifting device, the traveling device, and the cab rotation device in accordance with the operator's instructions. The control system has two control modes: an operation mode that enables operation of the lifting device, the traveling device, and the cab rotation device based on operation of the operating device, and an auto-level mode that controls operation of the lifting device so that the cab attached to the aircraft moves in accordance with the up and down movement of the aircraft. When the key switch is in the off state, the control is stopped; when the key switch is in the operating state, the system is in the operation mode; and when the key switch is in the auto-level state, the system is in the auto-level mode. When the key switch is in the operating state and in the operation mode, if automatic control of attaching the cab to the aircraft is started based on operation of the operating device by the operator, the lifting device, the traveling device, and the cab rotation device are operated to attach the cab to the aircraft, and then the system is changed to the auto-level mode, and the notification unit is configured to notify the operator that the state of the key switch should be changed to the auto-level state.

With this configuration, when the cab is installed on an aircraft using automatic control, the key switch is switched to auto-level mode while the state is still in the operating state. However, since a notification is issued urging the operator to change the key switch to the auto-level state, the operator can smoothly switch the key switch to the auto-level state. This eliminates operator confusion caused by the key switch being in the operating state when departing from the aircraft. It also prevents passengers from tampering if they forget to switch the cab to the auto-level state and leave the operating key inserted in the key hole.

The control device may be configured such that, when the key switch is in the operating state and the automatic control is initiated to mount the cab on the aircraft, and then the auto-level mode is changed to the auto-level mode, the key switch changes from the operating state to the auto-level state once, and then changes from the auto-level mode to the operating mode when the key switch changes to the operating state.

The key switch may be configured so that the operation key can be inserted and removed from the key hole in the off state and the auto-level state, and so that the operation key cannot be removed from the key hole in the operating state.

The present invention has the above-described configuration and has the effect of providing a passenger boarding bridge that allows the operator to smoothly switch the key switch to the auto-level state when the cab is installed on the aircraft using automatic control.

The above and other objects, features, and advantages of the present invention will become apparent from the following detailed description of preferred embodiments, taken in conjunction with the accompanying drawings.

FIG. 1 is a schematic plan view showing an example of a passenger boarding bridge according to this embodiment. FIG. 2 is a schematic side view of the passenger boarding bridge. FIG. 3 is a side view showing an example of a state in which the cab is mounted on an aircraft. FIG. 4 is a view of the tip of the cab to be mounted on the aircraft, as seen from the aircraft side. FIG. 5 is a diagram showing an example of a control panel or the like. FIG. 6 is a diagram showing an outline of the operation flow of an operator when attaching a passenger boarding bridge to an aircraft by manual control. FIG. 7 is a diagram showing an outline of the control flow of the control device when a passenger boarding bridge is attached to an aircraft by automatic control.

Preferred embodiments of the present invention will be described below with reference to the drawings. Note that, hereinafter, identical or corresponding elements will be designated by the same reference numerals throughout the drawings, and redundant explanations will be omitted. Furthermore, the drawings show each component diagrammatically to facilitate understanding, and shapes, dimensional ratios, etc. may not be accurately depicted. Furthermore, the present invention is not limited to the following embodiments.

(Embodiment)
Fig. 1 is a schematic plan view showing an example of a passenger boarding bridge according to this embodiment. Fig. 2 is a schematic view of the passenger boarding bridge as viewed from the side. Fig. 3 is a side view showing an example of a cab attached to an aircraft. Fig. 4 is a view of the tip of the cab attached to the aircraft as viewed from the front (aircraft side). Fig. 5 is a view showing an example of a control panel, etc.

This passenger boarding bridge 1 comprises a horizontally rotatable rotunda (base circular chamber) 4 connected to the boarding and disembarking entrance of the airport terminal building 2, a tunnel section 5 whose base end is connected to the rotunda 4 and configured to be extendable and retractable in the longitudinal direction, a cab (tip circular chamber) 6 mounted at the tip of the tunnel section 5 so that it can rotate forward and backward, and a drive column 7.

The rotunda 4 is supported by a support 70 so that it can rotate freely in both directions around the rotation axis (vertical axis) CL1.

Tunnel section 5 forms a walkway for passengers, and is made up of multiple cylindrical tunnels 5a, 5b nested together to allow for longitudinal extension and contraction. While the tunnel section 5 is illustrated here as being made up of two tunnels 5a, 5b, it is acceptable for the tunnel section 5 to be made up of two or more tunnels. Furthermore, the base end of tunnel section 5 is connected to rotunda 4 so that it can swing freely around horizontal rotation axis CL4 (Figure 2) within rotunda 4, allowing tunnel section 5 to be connected to rotunda 4 so that it can be raised and lowered.

In addition, a drive column 7 is attached as a support leg to the portion of the tunnel section 5 closest to the tip (the tunnel 5b closest to the tip). The drive column 7 may also be attached to the cab 6.

The drive column 7 is provided with a lifting device 8 that raises and lowers the cab 6 and tunnel section 5. The lifting device 8 has, for example, a pair of extendable support columns that support the tunnel section 5, and the tunnel section 5 can be raised and lowered by extending and contracting these support columns. This allows the cab 6 and tunnel section 5 to swing up and down around the rotunda 4 as a base point.

Furthermore, below the lifting device 8, the drive column 7 is provided with a traveling device 10 having two traveling wheels 9 (right traveling wheel 9R and left traveling wheel 9L) that can be independently driven in forward and reverse directions. The traveling device 10 is configured to be able to travel forward (travel in the direction of arrow F) and backward (travel in the direction of arrow B) by driving the rotation of the two traveling wheels 9. The traveling device 10 is also configured to be able to rotate forward and backward around the rotation axis CL2, allowing the traveling direction to be changed. As the traveling device 10 (traveling wheels 9) travels on the apron EP, the tunnel section 5 can be rotated around the rotation axis CL1 of the rotunda 4 and the tunnel section 5 can be extended or retracted.

The cab 6 is located at the tip of the tunnel section 5 and is configured to be rotatable in both forward and reverse directions around a rotation axis CL3 perpendicular to the floor surface of the cab 6 by a cab rotation device 6R (Figure 5).

As shown in Figures 3 and 4, a bumper 62 is provided at the tip of the floor 61 of the cab 6 attached to the aircraft 3, and multiple distance sensors 23 (e.g., laser rangefinders) (two in this example) are attached to the left and right of this bumper 62 to measure the distance between the cab 6 and the aircraft 3. The installation position of the distance sensors 23 can be changed as appropriate, and they may be located, for example, on the floor 61 of the cab 6.

Furthermore, as shown in Figure 4, first and second cameras 21, 22 for photographing the boarding and disembarking area (door) 3a of the aircraft 3 are installed in a recessed position at the tip of the cab 6. These first and second cameras 21, 22 may be installed at a distance from each other and may be installed in different positions as appropriate, as long as they are able to photograph the boarding and disembarking area 3a of the aircraft 3.

A closure 63 is also provided at the tip of the cab 6. The closure 63 has a bellows section that can be deployed and contracted in the fore-and-aft direction. By attaching the cab 6 to the aircraft 3 and deploying the bellows section forward, the front end of the bellows section can abut against the periphery of the boarding and disembarking section (door) 3a of the aircraft 3.

A level detection device 64 is also attached to the outer side wall of the cab 6. The level detection device 64 is an instrument that detects the amount of vertical movement of the aircraft 3 relative to the cab 6 when the aircraft 3 moves up and down due to passengers getting on and off or luggage being loaded and unloaded after the cab 6 is installed on the aircraft 3.

This level detection device 64 includes an advanceable foil 64A and a contact limit switch (not shown) for stopping the foil 64A at the optimal position as it advances. This contact limit switch is pre-adjusted to optimize the pressure of the foil 64A against the surface of the aircraft 3's fuselage, and when the foil 64A moves forward, the contact limit switch turns on, stopping the forward movement at the desired distance. This allows the level detection device 64 to press the foil 64A against the surface of the aircraft 3's fuselage with optimal pressure.

When the level detection device 64 is activated, the wheel 64A moves forward, and the contact limit switch turns on, stopping the forward movement of the wheel 64A and bringing the wheel 64A into contact with the surface of the aircraft 3's fuselage at an optimal pressure. When the aircraft 3 moves up and down, the wheel 64A rotates. The level detection device 64 detects the amount of vertical movement of the aircraft 3 based on the direction and angle of rotation of the wheel 64A, and when this amount of movement exceeds a predetermined amount, outputs this amount of movement to the control device 50. Based on this amount of movement, the control device 50 controls the lifting device 8 of the drive column 7 so that the cab 6 moves in accordance with the vertical movement of the aircraft 3. Note that the level detection device 64 is not limited to the above configuration, as long as it is able to detect the amount of vertical movement of the aircraft 3 relative to the cab 6.

Furthermore, as shown in Figure 5, the passenger boarding bridge 1 is equipped with, at appropriate positions, a rotunda angle sensor 24 that detects the rotation angle φr (Figure 1) of the rotunda 4, a cab angle sensor 25 that detects the rotation angle φc (Figure 1) of the cab 6 relative to the center line Ed of the tunnel section 5, a traveling angle sensor 26 that detects the rotation angle (angle indicating the traveling direction) φw (Figure 1) of the traveling device 10 relative to the center line Ed of the tunnel section 5 in a plan view, a lift sensor 27 that detects the amount of lift of the lifting device 8, and a tunnel length sensor 28 that is composed of a distance meter or the like and detects the length of the tunnel section 5 (e.g., length LF in Figure 2).

Note that Figure 2 shows the tunnel section 5 tilted, with the tip 6a of the cab 6 facing in the same direction as the extension direction of the tunnel section 5 (when the rotation angle φc of the cab 6 = 0). As shown in Figure 2, the lifting device 8 is attached to the tunnel section 5 so that the extension direction of the tunnel section 5 and the extension direction of the lifting device 8 (lifting direction) are perpendicular to each other.

A control panel 31, as shown in Figure 5, is provided inside the cab 6. The control panel 31 is provided with various operation switches 33 for operating the lifting device 8 to raise and lower the tunnel section 5 and cab 6, and the cab rotation device 6R to rotate the cab 6, as well as an operation lever 32 for operating the traveling device 10 and a display device 34. The operation lever 32 is a lever-shaped input device (joystick) with multi-directional freedom. The operation lever 32 and the various operation switches 33 form an operation device 30. The configuration of the operation device 30 can be modified as appropriate. The control panel 31 is also provided with an audio output unit 35, such as a speaker, for notifying the operator of specified information.

The operation panel 31 is also provided with a key switch 36. By inserting an operation key 37 into the key hole 36a of the key switch 36 and turning it, the operator can set the state of the key switch 36 to one of the following states: the OFF state, the first ON state (operation state), or the second ON state (auto-level state). The key switch 36 is configured so that the operation key 37 can be inserted and removed from the key hole 36a when in the OFF state or auto-level state, but cannot be removed from the key hole 36a when in the operation state.

The control device 50 is also connected to the operation panel 31 via an electrical circuit, and receives input such information as operational commands based on the operation of the operating device 30, as well as output signals from the sensors 23-28, to control the operation of the passenger boarding bridge 1 and output information to be displayed on the display device 34 and to the audio output unit 35. The control device 50 also receives input of a signal indicating the state of the key switch 36.

The control device 50 has a processing unit such as a CPU, and a storage unit such as a ROM or RAM. The storage unit pre-stores a control program for operating the passenger boarding bridge 1 and information necessary for that operation. The processing unit executes the control program, causing the control device 50 to control the operation of the cab rotation device 6R, the lifting device 8, the traveling device 10, the closure 63, and the level detection device 64. The control device 50 may be composed of a single control device that provides centralized control, or may be composed of multiple control devices that cooperate with each other via communication means and provide decentralized control. The control device 50 is provided, for example, in the cab 6 or the most distal tunnel 5b.

The control device 50 can also calculate the positions (position coordinates) of specific parts of the passenger boarding bridge 1, such as the specific position of the tip 6a of the cab 6 and the center position of the traveling device 10, in real time using, for example, a three-dimensional Cartesian coordinate system (XYZ Cartesian coordinate system) whose origin is the intersection of the rotation axis CL1 of the rotunda 4 and the plane of the apron EP, and display these positions (position coordinates) on the display device 34. Here, the control device 50 is configured to calculate the current positions of specific parts of the passenger boarding bridge 1 based on the detection values of the rotunda angle sensor 24, cab angle sensor 25, tunnel length sensor 28, and lift sensor 27, etc.

The control device 50 also has two control modes: a first control mode, the operation mode, and a second control mode, the auto-level mode. The operation mode enables operation of the cab rotation device 6R, the lifting device 8, the traveling device 10, and the closure 63 based on the operator's operation of the operation device 30. The auto-level mode activates the level detection device 64 to control the operation of the lifting device 8 so that the cab 6 mounted on the aircraft 3 moves in accordance with the up and down movement of the aircraft 3. The control device 50 is basically in the operation mode when the key switch 36 is in the operation state, and in the auto-level mode when the key switch 36 is in the auto-level state. Furthermore, when the key switch 36 is in the OFF state, the control device 50 is in a control-stop state, and in this state, the cab rotation device 6R, the lifting device 8, the traveling device 10, and the closure 63 cannot be operated using the operation device 30.

In the passenger boarding bridge 1 of this example, the rotunda 4 is configured to rotate together with the tunnel section 5. However, the tunnel section 5 may be configured to rotate around the rotunda 4 around the rotation axis CL1 while the rotunda 4 remains fixed. In addition, in the passenger boarding bridge 1 of this example, the entire cab 6 is configured to rotate relative to the tunnel section 5. However, only the tip portion, including the closure 63 and the tip portion 6a of the cab 6 attached to the aircraft 3, may be configured to rotate around the rotation axis CL3. In this case, the cab rotation device 6R is configured to rotate only the tip portion, including the closure 63 and the tip portion 6a of the cab 6. In either case, the cab rotation device 6R can rotate the tip portion 6a of the cab 6 attached to the aircraft 3 to change the orientation of the tip portion 6a.

Next, we will explain an example of the operation of the passenger boarding bridge 1. This operation of the passenger boarding bridge 1 is achieved by the control device 50.

When aircraft 3 has not yet arrived at the apron, passenger boarding bridge 1 waits at a predetermined waiting position indicated by the two-dot chain line in Figure 1. Aircraft 3 stops with its axis aligned with aircraft guide line AL drawn on the apron, aiming for a predetermined stopping position determined in the direction of extension of aircraft guide line AL.

To briefly explain the subsequent movement of the cab 6, the cab 6 moves from the standby position to the mounting position, and the front end 6a of the cab 6 is mounted to the boarding section 3a of the aircraft 3. When the cab 6 is mounted to the aircraft 3, the bumper 62 on the front end 6a of the cab 6 may be in contact with the aircraft 3, or there may be a small gap between the bumper 62 and the aircraft 3 that allows for easy walking.

After this, when the cab 6 leaves the aircraft 3, it returns to the standby position and stops, waiting there until the operation to attach it to the boarding section of the next aircraft begins. Note that when the cab 6 leaves the aircraft 3 and returns to the standby position, the target position (position coordinates) of the traveling device 10 at which the cab 6 will be waiting is stored in advance in the control device 50.

[Manual control]
First, a case where the passenger boarding bridge 1 is attached to the aircraft 3 by manual control will be described. In the case of manual control, the operator operates the operation device 30 to perform the traveling operation of the traveling device 10, the raising and lowering operation of the lifting device 8, and the rotation operation of the cab rotation device 6R. Figure 6 is a diagram showing an outline of the operation flow of the operator when attaching the passenger boarding bridge 1 to the aircraft 3 by manual control.

The operator enters the cab 6 of the passenger boarding bridge 1, which is waiting at the waiting position indicated by the two-dot chain line in Figure 1, and inserts and turns the operation key 37 into the key hole 36a of the key switch 36, switching the state of the key switch 36 from the OFF state to the operating state (step S1). Here, the control device 50 receives a signal indicating the state of the key switch 36, and when the key switch 36 enters the operating state, the control device 50 enters the operating mode. Once in the operating mode, the control device 50 accepts an operation signal from the operating device 30.

Next, the operator operates the control device 30 to move the passenger boarding bridge 1 to the position indicated by the solid line in FIG. 1 and attach the front end 6a of the cab 6 to the boarding section 3a of the aircraft 3 (step S2). That is, the operator uses the control device 30 to operate the cab rotation device 6R, the lifting device 8, and the traveling device 10. Here, to move the passenger boarding bridge 1 to just before the position indicated by the solid line in FIG. 1, the operator may operate the control device 30 to input model information of the aircraft 3 to be attached and press a preset button. In this case, the control device 50 operates the traveling device 10 to travel to a predetermined target position (the forward position when the cab is attached) for the traveling device 10 in accordance with the input model information. The control device 50 also operates the lifting device 8 to raise or lower the predetermined lift amount when the cab is attached in accordance with the input model information. Furthermore, the control device 50 may rotate the cab rotation device 6R to a predetermined rotation angle when the cab is attached in accordance with the input model information.

After attaching the cab 6 to the aircraft 3, the operator operates the operating device 30 to extend the closure 63 and deploy the bellows portion (step S3).

Next, the operator turns the operation key 37 clockwise to switch the state of the key switch 36 from the operation state to the auto-level state, and removes the operation key 37 (step S4). When the key switch 36 enters the auto-level state, the control device 50 initiates auto-level mode and activates the level detection device 64. The level detection device 64 then advances the wheel 64A to abut against the surface of the aircraft 3's fuselage, and begins detecting the amount of vertical movement of the aircraft 3. Based on the amount of vertical movement of the aircraft 3 input from the level detection device 64, the control device 50 controls the lifting device 8 so that the cab 6 moves in accordance with the vertical movement of the aircraft 3.

After this, when the doors of the boarding and disembarking section 3a of the aircraft 3 are opened and passengers have finished boarding and disembarking, and the passenger boarding bridge 1 is to be returned to its standby position, the operator first inserts the operation key 37 into the key hole 36a of the key switch 36, which is in the auto-level state, and turns it counterclockwise to switch the key switch 36 to the operating state. When the state of the key switch 36 switches from the auto-level state to the operating state, the control device 50 terminates the operation of the level detection device 64. This causes the level detection device 64 to retract the wheel 64A to the specified position.

The operator then operates the operating device 30 to retract the closure 63, then reverses the traveling device 10 to return the cab 6 to the standby position. Here, the operator may press an automatic release start button provided on the operating device 30 to automatically retract the closure 63 and return the cab 6 to the standby position.

[Automatic Control]
Next, a case where the passenger boarding bridge 1 is attached to the aircraft 3 by automatic control will be described. Figure 7 is a diagram showing an outline of the control flow of the control device 50 when the passenger boarding bridge 1 is attached to the aircraft 3 by automatic control.

The operator enters the cab 6 of the passenger boarding bridge 1 waiting at the standby position, inserts the operation key 37 into the key hole 36a of the key switch 36, and turns it to switch the state of the key switch 36 from the OFF state to the operating state. The control device 50 receives a signal indicating the state of the key switch 36, and when the key switch 36 enters the operating state (Yes in step S21), the operation mode is initiated (step S22). Once in the operating mode, the control device 50 accepts an operation signal from the operating device 30.

Next, when the operator presses the automatic mounting start button provided on the operation device 30, the operation signal is input to the control device 50, and the control device 50 starts automatic mounting (Yes in step S23).

The control device 50 initiates automatic attachment and attaches the cab 6 to the aircraft 3 (step S24). Here, when automatically attaching the cab 6, i.e., when automatically moving the cab 6 from its standby position and attaching the front end 6a of the cab 6 to the boarding/alighting section 3a of the aircraft 3, the control device 50, for example, photographs the boarding/alighting section 3a of the aircraft 3 using the cameras 21, 22 installed on the cab 6, determines the three-dimensional position of the boarding/alighting section 3a from these captured images, and calculates the position (attachment position) where the front end 6a of the cab 6 will be attached to the boarding/alighting section 3a. The control device 50 then controls the traveling device 10, the lifting device 8, and the cab rotation device 6R to move the front end 6a of the cab 6 to the above-mentioned attachment position, thereby attaching the cab 6 to the boarding/alighting section 3a of the aircraft 3. The attachment position may be calculated multiple times before and during the cab 6's movement. Furthermore, the position of the boarding/alighting section 3a may also be calculated using the detection value of the distance sensor 23.

Next, the control device 50 extends the closure 63 to deploy the bellows (step S25). The control device 50 then ends the operation mode and enters the auto-level mode (step S26), and notifies the operator to change the key switch 36 to the auto-level state (step S27). This notification may be made by a display on the display device 34, or by a voice output from the voice output unit 35. The notification may also be made to change the key switch 36 to the auto-level state and remove the operation key 37. Here, the display device 34 and voice output unit 35 provided on the operation panel 31 are used as the notification unit, but they may also be provided separately from the operation panel 31 as long as they are installed inside the cab 6.

Based on the above notification, the operator turns the operation key 37 clockwise to change the state of the key switch 36 from the operation state to the auto level state, and then removes the operation key 37. This causes the state of the key switch 36 to correspond to the auto level mode, which is the control mode of the control device 50.

When returning the passenger boarding bridge 1 to the standby position, just as in the case of manual control, the operator first inserts the operation key 37 into the key hole 36a of the key switch 36, which is in the auto-level state, and turns it counterclockwise to switch the key switch 36 to the operating state. This switches the state of the operation key 37 from the auto-level state to the operating state, and the control device 50 terminates the operation of the level detection device 64.

The operator then presses the automatic release start button on the operating device 30, causing the control device 50 to retract the closure 63 and return the cab 6 to the standby position.

In this embodiment, when the cab 6 is attached to the boarding/disembarking section 3a of the aircraft 3 by automatic control, the key switch 36 is switched to auto-level mode while the state is still in the operating state. However, since a notification is issued urging the operator to change the key switch 36 to the auto-level state, the operator can smoothly switch the key switch 36 to the auto-level state. This eliminates the operator's confusion when the key switch 36 is in the operating state when leaving the aircraft 3. It also prevents passengers from tampering if they forget to switch to the auto-level state and leave the operating key 37 inserted in the key hole 36a.

Even if the passenger boarding bridge 1 is configured to be able to be attached and detached to the aircraft 3 by automatic control, the passenger boarding bridge 1 may need to be operated by manual control if an abnormality occurs during attachment or detachment, or when performing maintenance on the passenger boarding bridge 1.

Many modifications and other embodiments of the present invention will be apparent to those skilled in the art from the above description. Therefore, the above 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 present invention. Details of the structure and/or function thereof may be substantially changed without departing from the spirit of the present invention.

The present invention is useful for passenger boarding bridges and the like, where an operator can smoothly switch the key switch to the auto-level state when the cab is installed on an aircraft using automatic control.

REFERENCE SIGNS LIST 1 Passenger boarding bridge 3 Aircraft 3a Aircraft boarding and disembarking section 4 Rotunda 5 Tunnel section 6 Cab 6R Cab rotation device 8 Lifting device 10 Traveling device 30 Operation device 31 Operation panel 34 Display unit 35 Audio output unit 36 Key switch 37 Operation key 50 Control device

Claims (3)

A rotunda connected to the terminal building and
A tunnel portion having a base end connected to the rotunda and configured to be extendable and retractable in the longitudinal direction;
A cab provided at the tip of the tunnel section, the tip of which is attached to the aircraft;
a lifting device attached to the tunnel section or the cab and configured to lift and lower the tunnel section or the cab;
a traveling device attached below the lifting device and adapted to travel on the ground;
a cab rotation device for changing the orientation of the tip end of the cab;
an operating device provided on an operating panel installed inside the cab and operated by an operator;
a key switch provided on the operation panel, which is switched between an off state, an operation state, and an auto-level state by an operation key inserted into a key hole;
a notification unit installed inside the cab;
a control device that controls the operations of the lifting device, the traveling device, and the cab rotation device and inputs a signal indicating the state of the key switch;
Equipped with
The control device
the control system has two control modes, including an operation mode that enables the operation of the lifting device, the traveling device, and the cab rotation device based on the operation of the operation device by an operator, and an auto-level mode that controls the operation of the lifting device so that the cab mounted on the aircraft moves in accordance with the up and down movement of the aircraft;
When the key switch is in the OFF state, the control is stopped.
When the key switch is in the operating state, the operation mode is established,
When the key switch is in the auto-level state, the auto-level mode is activated.
When the key switch is in the operating state and in the operating mode, if automatic control of attaching the cab to the aircraft is started based on the operation of the operating device by an operator, the lifting device, the traveling device, and the cab rotation device are operated to attach the cab to the aircraft, and then the mode is changed to the auto-level mode, and the notification unit is configured to notify the operator that the state of the key switch should be changed to the auto-level state.
Passenger boarding bridge. The control device
When the key switch is in the operating state, the automatic control is started to mount the cab on the aircraft, and then the cab is changed to the auto-level mode. When the key switch is in the operating state, the automatic control is started to mount the cab on the aircraft, and then the key switch is changed from the operating state to the auto-level mode. When the key switch is changed to the operating state, the automatic control is changed from the auto-level mode to the operating mode.
2. The passenger boarding bridge according to claim 1. The key switch is
The operation key is configured to be insertable into and removable from the key hole in the off state and the auto-level state, and the operation key is configured to be unable to be removed from the key hole in the operation state.
3. A passenger boarding bridge according to claim 1 or 2.