Note: Descriptions are shown in the official language in which they were submitted.
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Passenger Loading Bridge for Servicing Plural Doorways of an Aircraft
Field of the Invention
[001] The present invention relates generally to passenger loading bridges and
more
particularly to bridges for servicing doorways on opposite lateral surfaces of
a same
aircraft using a single access port of a terminal facade.
Background of the Invention
[002] In order to make aircraft passengers comfortable, and in order to
transport them
between an airport terminal and an aircraft in such a way that they are
protected from
weather and other environmental influences, passenger loading bridges are used
which can
be telescopically extended and the height of which is adjustable. For
instance, an apron
drive bridge in present day use comprises a plurality of adjustable modules,
including: a
rotunda, a telescopic tunnel, a bubble section, a cab, and elevating columns
with wheel
carriage. Manual, semi-automated and fully-automated bridge alignment systems
are
known in the prior ar-t for adjusting the position of the passenger loading
bridge relative to
an aircraft, for instance to compensate for different sized aircraft and to
compensate for
imprecise parking of an aircraft at an airport terminal, etc. Of course, other
types of
bridges are known in the art, such as for example nose loaders and pedestal
bridges.
[003] Some types of larger aircraft are provided with two main aisles along
which
passengers may haverse the length of the aircraft. Generally, the main aisles
are mutually
parallel passageways that are connected at intervals by shorter, transverse
aisles. Having
two main aisles facilitates movement of passengers through the aircraft,
however, during
the operation of deplaning a bottleneck often results as passengers moving
along the two
aisles are forced to merge together and jostle with their ca~~ry-on baggage
and with other
passengers before moving through a narrow doorway of the aircraft and into a
terminal
building. As a result, the time that is required to complete the deplaning
operation is
increased. Of course, similar delaysnnay be encowitered during the boarding
operation,
especially when a flight is substantially fully booked. As will be obvious to
one of skill in
the art, such delays are of serious concern in a marlcetplace where airlines
consistently
struggle to shorten the turn-around time of their aircraft in order to boost
operating
efficiency, lower operating costs and thereby offer r lower fazes to their
customers.
1
SUBSTITUTE SHEET (RULE 26)
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Accordingly, there has been much interest over the past several decades in
developing new
ways of servicing multiple doorways of an aircraft in order to reduce the
duration of the
boarding and deplaning operations.
[004] It is known in the prior art to service two or more doorways in front of
the wing
of some types of larger aircraft, for example using a separate apron .drive
bridge to service
each doorway. In this mamier, for example, two doorways on the same side of an
aircraft
are serviced simultaneously. Optionally, two doorways on opposite sides of an
aircraft are
serviced simultaneously using separate apron drive bridges. In the latter
case, those
passengers moving along an aisle on one side of the aircraft also deplane via
a doorway on
the same side of the aircraft. Advantageously, servicing doorways on opposite
sides of an
aircraft reduces the confusion and jostling that occurs when passengers
initially moving
along two aisles must merge in order to deplane via a common doorway.
Furthermore,
passengers avoid moving fiom aisle to aisle via the transverse passageways,
which further
reduces confusion and bottlenecks.
[005] It is a disadvantage of the prior art method for servicing doorways on
opposite
sides of an aircraft that two separate passenger bridges are required. Of
course, each
separate passenger bridge is coupled to an airport terminal building via a
separate access
port, such as a boarding gate doorway. Accordingly, the taslc of controlling
passenger
access to aircraft becomes more difficult and requires additional gate-check
staff, airline
support staff, bridge operators, etc.
[006] U.S. Patent 3,524,207 issued to Giarretto on August 18, 1970, discloses
a novel
structure for servicing multiple spaced-apart doorways along a same side of a
nose-in
parked aircraft. Two such structures are used to simultaneously service
doorways along
opposite sides of an aircraft, and accordingly two bridge-access points
through an exterior
wall of a terminal building facade axe required. The solution of Giarretto
suffers the same
disadvantages that are discussed above. Additionally, the system is both
awkward and
expensive.
[007] It would be advantageous to provide an improved method and apparatus for
servicing plural front doorways of an aircraft, the front doorways located one
each on
opposite sides of the aircraft.
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Object of the Invention
[008] In an attempt to overcome these and other limitations of the prior art
it is an
object of the instant invention to provide an improved method and apparatus
for servicing
plural front doorways of an aircraft, the front doorways located one each on
opposite sides
of the aircraft.
Summary of the Invention
[009] In accordance with an embodiment of the instant invention there is
provided a
passenger boarding bridge for conveying passengers between a stationary
structure and an
aircraft, the aircraft having a first door on a first side thereof and a
second door on a
second opposing side thereof, the passenger boarding bridge comprising:
a first passageway member for coupling to the first door; and
a second passageway member for coupling to the second door,
wherein the first and second passageway members are coupled to one another and
are
coupled to the stationary structure via a single access port on the stationary
structure.
[0010] In accordance with another embodiment of the instant invention there is
provided
a method of emplaning and deplaning an aircraft, comprising the steps of:
providing a multiple-door access passenger boarding bridge near the aircraft;
mating the multiple-door access passenger boaxding bridge to at least a first
door
on a first side of the aircraft and at least a second door on an opposing side
of the aircraft;
opening the at least' a first door and the at leash a second door; and,
emplaning or deplaning passengers simultaneously from the first door and
second
door via the multiple-door access passenger boarding bridge.
[0011] In accordance with another embodiment of the instant invention there is
provided
a passageway for conveying passengers between am airport terminal and an
aircraft and for
servicing one of at least a right door of an aircraft parlced in a first
parlcing location and a
left door of another aircraft parked in a second other parking location, the
passageway
comprising:
a first end for coupling with an aircraft, the first end comprising:
a cabin; and,
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a pivotable section for positioning the cabin in at least a first and second
position
such that the cabin mates with the right door in the first position and with
the left
door in the second position, the cabin movable from the first position to the
second
position through a pivoting motion of the cabin; and, .
a second end for coupling to the airport terminal.
[0012] In accordance with another embodiment of the instant invention there is
provided
a method of conveying passengers between an airport terminal and an aircraft
and of
servicing one of at least a right door of an aircraft and a left door of
another aircraft, the
method comprising the steps of:
providing a passageway comprising an aircraft engaging end section having an
aircraft mating section for mating with a door of an aircraft;
providing a first aircraft having at least a right door, the first aircraft
parlced for
being serviced by the passageway and having a first forward position;
mating the passageway with the right door of the first aircraft;
providing a second aircraft having at least a left door, the second aircraft
provided
in a different parked location relative to the passageway but having an
approximately
similar forward direction relative to the first forward direction; and
mating the passageway with the left door of the second aircraft.
Brief Description of the Drawings
[0013] Exemplary embodiments of the invention will now be described in
conjunction
with the following drawings, in which similar reference numbers designate
similar items:
[0014] Figure 1 a shows a simplified top plan view of an apparatus according
to a first
aspect of the instant invention, in a stowed position relative to a nose-in
parlced aircraft at a
terminal building; .
[0015] Figure lb shows the apparatus illustrated in Figure la, in an aircraft
engaging
position;
[0016] Figure 2a shows the apparatus illustrated in Figure 1 a having a
partition for
directing passenger flow;
[0017] Figure 2b shows an alternative arrangement of the apparatus illustrated
in
Figure 2a, for simultaneously servicing two nose-in parked aircraft at a
terminal building;
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[0018] Figure 3 shows a simplified top plan view of another apparatus
according to a
second aspect of the instant invention, in a stowed position relative to a
nose-in parked
aircraft at a terminal building;
[0019] Figure 4 shows a simplified top plan view of another apparatus
according to a
third aspect of the instant invention, in a stowed position relative to a nose-
in parked
aircraft at a terminal building;
[0020] Figure Sa shows a simplified top plan view of an apparatus according to
a fourth
aspect of the instant invention, in a stowed position relative to a nose-in
paxlced aircraft at a
terminal building;
[0021] Figure Sb shows a simplified top plan view of an apparatus according to
another
aspect of the instant invention, in a stowed position relative to a nose-in
parked aircraft at a
terminal building;
[0022] Figure Sc shows an alternative arrangement of the apparatus illustrated
in
Figure Sb, for simultaneously servicing two nose-in parked aircraft at a
terminal building;
[0023] Figure 6 shows a simplified top plan view of an apparatus according to
a fifth
aspect of the instant invention, for simultaneously servicing two nose-in
parked aircraft at
a terminal building;
[0024] Figure 7 shows a simplified top plan view of an apparatus according to
a sixth
aspect of the instant invention, for simultaneously servicing plural nose-in
parked aircraft
at a terminal building;
[0025] Figure 8a shows a simplified top plan view of an apparatus according to
a
seventh aspect of the instant invention, in a stowed position relative to a
nose-in parlced
aircraft at a terminal building;
[0026] Figure 8b shows the apparatus illustrated in Figure 8a in an aircraft
engaging
position; and,
[0027] Figi.~re 8c shows a simplified top plan view of an apparatus according
to an eighth
aspect of the instant invention, in a stowed position relative to a nose-in
parlced aircraft at a
terminal building.
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Detailed Description of the Invention
[0028] The following description is presented to enable a person skilled in
the art to
make and use the invention, and is provided in the context of a particular
application and
its requirements. Various modifications to the disclosed embodiments will be
readily
apparent to those skilled in the art, and the general principles defined
herein may be
applied to other embodiments and applications without departing from the
spirit and the
scope of the invention. Thus, the present invention is not intended to be
limited to the
embodiments disclosed, but is to be accorded the widest scope consistent with
the
principles and features disclosed herein.
[0029] Referring to Figure la, shown is a simplified top plan view of an
apparatus
according to a first embodiment of the instant invention, in a stowed position
relative to a
nose-in parked aircraft at a terminal building. The apparatus shown generally
at 1 includes
a first passageway member 2 for mating to a doorway 11 on a first (i.e. left)
side of an
aircraft 10, and a second passageway member 3 for mating to a doorway 12 on a
second
(i.e. right) side of the aircraft 10. The first and second passageway members
2 and 3,
respectively, are coupled to each other and to a terminal building 14 via a
third
passageway member 9. The third passageway member 9 is in communication with
the
terminal building 14 via a single access port 15, a doorway and a double-width
doorway,
for example. In the particularly preferred embodiment shown in Figure la, each
passageway member 2, 3 is pivotally anchored at an inboard end thereof to the
third
passageway member via a rotunda 8. The rotmda allows a horizontal swinging
motion of
the passageway member 2, 3 relative to an outboard end of the third passageway
member
9. Preferably, the rotunda 8 allows the passageway member 2, 3 to swing up to
270°
relative to the outboard end of the third passageway member 9.
[0030] Referring still to Figure 1 a, each passageway member 2, 3 includes a
pivotal
cabin 4 at an outboard end thereof for engaging the side of the aircraft 10
with a
substantially weather-.tight seal, so as to protect passengers traversing the
gap between the
passageway member 2, 3 and the aircraft 10. Fuuthermore, each passageway
member 2, 3
includes outer and inner tunnel elements 6 and 7, wherein the inner element 7
is
telescopically received within the outer element 6 such that the length of the
passageway
member 2, 3 is variable. Of course, each tunnel element 6 and 7 includes a
floor, two
sidewalls and a ceiling. Each passageway member 2, 3 is supported near the
outboard end
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thereof by a wheel carriage 5 including a height adjustable support post (not
shown) and
drive wheels (not shown). The drive wheels are for achieving angular
displacement of the
passageway member 2, 3 as well as telescoping of the tunnel elements 6 and 7
to alter the
length of the passageway member 2, 3. The height adjustable support post
preferably
includes one of a hydraulic cylinder, a pneumatic cylinder, a screw jack or
any convenient
adjustable post as for example a scissor-lift mechanism or a ball-screw.
Additional
mechanisms (not shown) are provided for pivoting the pivotal cabin 4. Of
course, other
lcnomn mechanisms for moving the various bridge components relative to other
bridge
components are envisaged for use with the instant invention, selection of such
mechanisms
being purely a matter of design choice.
[0031] Preferably, the apparatus includes sensors (not shown) for providing
feedbaclc
control signals to a bridge controller (not shown) in a known manner. For
example, the
pivotal cabin 4 includes sensors selected from the group including: laser
range finders,
inductive proximity sensors, echo sonography sensors and pressure transducers.
The
sensors are for sensing the close approach of a bumper disposed along an
outboard end of
a floor surface of the pivotal cabin to the aircraft 10. The control signal'
is for optionally
automatically reducing the approach speed of the cabin and/or providing a
human sensable
feedback signal to a bridge operator. Optionally, the apparatus described
above is operated
in an automated mamier.
[0032] A security lcioslc 13 is optionally provided on the third passageway
member 9, for
example proximate a point where the member 9 branches toward the left and
right sides of
the aircraft 10. Accordingly, airline employees whose responsibility it is to
screen
passengers and to collect boarding passes therefrom, are positionable on the
actual
boarding structure, which allows the employees to direct passengers to use one
of the first
and second passageway members depending upon a seat assignment indicated on
the
passenger's boarding pass. Of course, optionally the lcioslc 13 is positioned
on a terminal
side of access port 15.
[0033] Typically, the apparatus 1 is in the stowed position prior to the
aircraft 10
occupying the nose-in parlced position. In particular, the outer tunnel
element 6 is
substantially retracted toward the rotunda 8, thereby allowing the aircraft 10
to park
without coming into contact with any part of the apparatus 1. Optionally, the
first and
second passageway members 2, 3 are moved to a pre-position for the known
aircraft model
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approaching the apparatus, prior to the aircraft 10 coming to a complete stop
adjacent the
apparatus 1.
[0034] Referring to Figure lb, shown is the apparatus illustrated in Figure
1a, in an
aircraft engaging position. Elements labeled with the same numerals have the
same
function as those illustrated in Figure la. Of course, the passageway members
2, 3 are
moved to the aircraft engaging position only after the aircraft 10 has come to
a complete
stop. For example,. the drive wheels are actuated in order to extend the outer
tunnel
element 6 relative to the inner tunnel element 7 and to adjust the angular
position of the
passageway member such that the pivotal cabin 4 is substantially horizontally
aligned with
the doorway of the aircraft 10. Additionally, the height adjustable support
post is actuated
to substantially vertically align the pivotal cabin 4 with the doorway of the
aircraft 10.
Final adjustments are made by actuating the mechanism for pivoting the pivotal
cabin 4,
such that the cabin engages a side surface of the aircraft, and encircles the
doorway in a
substantially weather-tight manner.
[0035] Optionally, the passageway members 2, 3 are mated 'to the doorway 11,
12 of
aircraft 10 using one of an automatic, semi-automatic, telerobotic and manual
aligmnent
system. Further optionally, sensors (not shown) for sensing a height of the
doorway 11, 12
are provided along one of the apparatus l and the terminal building 14, for
sensing height
changes of the doorway 11, 12 during boarding and deplaning operations, and
for
providing control signals to a bridge controller for automatically adjusting
the height
adjustable support posts to maintain a level surface between the aircraft 10
and the first
and second passageway members 2, 3.
[0036] Referring now to Figure 2a, shown is the apparatus illustrated in
Figure 1 a having
a partition 16 for directing passenger flow. Elements labeled with the same
numerals have
the same function as those illustrated in Figure la. Preferably, the partition
16 is a barrier
in the form of a wall disposed upon the third passageway member 9 and
extending from
the access port 15 toward the optional security lciosl~ 13. The partition 16
divides the
single access port 15 into two ports 15a and 15b. In a most preferred
embodiment, a
moveable partition 17 is provided at an outboard end of partition 16, for
allowing optional
coupling between first and second sides 9a and 9b, respectively, of the third
passageway
member 9.
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[0037] During use, passengers with seat assignments on the right side of the
aircraft 10
are directed from the terminal 14 through the port 15a, along the passageway
9a to the
second passageway member 3, and board aircraft 10 via doorway 12. Of course,
passengers with seat assignments on the left side of the aircraft 10 are
directed from the
terminal 14 through the port 15b, along the passageway 9b to the first
passageway member
2, and board aircraft 10 via doorway 11. For example, airline employees whose
responsibility it is to screen passengers and to collect boarding passes
therefrom are
positioned at a terminal lcioslc 18. Passengers lining up in single file at
the lcioslc 18 are
directed to take one of port 15a and 15b, depending upon a seat assignment
indicated on
the passenger's boaa-ding pass. Optionally, the boarding pass indicates one of
left and right
side boarding and the passengers line up in single file at the left side
boarding and right
side boarding sides of terminal lcioslc 18 simultaneously, wherein the
employee simply
verifies that the passenger is on the correct side.
[0038] Advantageously, doorways along both sides of the aircraft are serviced
using a
boarding apparatus that is connectable to the terminal building 14 at a single
point, which
allows fewer staff to be used for loading the aircraft. Elements labeled with
the same
numerals have the same function as those illustrated in Figure la.
[0039] Referring to Figure 2b, shown is an alternative arrangement of the
apparatus
illustrated in Figure 2a, for simultaneously servicing two nose-in parked
aircraft at a
terminal building. Elements labeled with the same numerals have the same
function as
those illustrated in Figure 1 a. In Figure 2b the moveable partition 17 is
secured in a closed
position, such that passengers moving along one of passageways 9a and 9b are
unable to
access the other one of passageways 9a and 9b without returning to the
terminal security
lcioslc 18. Accordingly, the first passageway member 2 is swung horizontally
by 180° to
service a doorway along the right side of an aircraft 21, and the second
passageway
member 3 is smmg horizontally by 180° to service a doorway along the
left side of an
aircraft 22. As the passageways 9a and 9b are coupled only via the terminal
security kioslc
18, the apparatus 20 is suitable for moving passengers between the terminal 14
and two
aircraft 21 and 22, using a single access port 15.
[0040] Referring to Figure 3, shown is a simplified top plan view of an
apparatus
according to a second embodiment of the instant invention, in a stowed
position relative to
a nose-in parked aircraft at a terminal building. The apparatus shown
generally at 30
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includes a first passageway member 2 for mating to a doorway 11 on a first
(i.e. left) side
of an aircraft 10, and a second passageway member 3 for mating to a doorway 12
on a
second (i.e. right) side of the aircraft 10. The first and second passageway
members 2 and
3, respectively, are coupled to each other and to a terminal Building 14 via a
telescopic
passageway member including inner and outer passageway elements 33 and 34,
respectively, wherein the inner element 33 is telescopically received within
the outer
element 34 such that the length of the telescopic passageway member is
variable. The
telescopic passageway member is in conununication with the terminal building
14 via a
single access poet 15, a doorway or a double-width doorway for example. In a
particularly
preferred embodiment shown in Figure 3, each passageway member 2, 3 is
pivotally
anchored at an inboard end thereof to the telescopic passageway member via a
movable
rotunda 31. ~ The moveable rotunda 31 includes a wheel carriage (not shomi),
which
preferably includes a height adjustable support member. Accordingly, the
moveable
rotunda is drivable to different positions along the apron and the height is
adjustable.
Furthermore, the movable rotunda 31 allows a horizontal swinging motion of the
passageway member 2, 3 relative to an outboard end of the telescopic
passageway
member. Preferably, the movable rotunda 31 allows the passageway member 2, 3
to swing
up to 270° relative to the outboard end of the telescopic passageway
member.
[0041] Referring still to Figure 3, each passageway member 2, 3 includes a
pivotal cabin
4 at an outboard end thereof for engaging the side of the aircraft 10 with a
substantially
weather-tight seal, so as to protect passengers traversing the gap between the
passageway
member ~ 2, 3 and the aircraft 10. Furthermore, each passageway member 2, 3
includes
outer and inner tunnel elements 6 and 7, wherein the inner element 7 is
telescopically
received within the outer element 6 such that the length of the passageway
member 2, 3 is
variable. Of course, each tunnel element 6 and 7 includes a floor, two
sidewalk and a
ceiling. Each passageway member 2, 3 is supported near the outboard end
thereof by a
wheel carriage 5 including a height adjustable support post (not shown) and
drive wheels
(not shown). The drive wheels are for achieving angular displacement of the
passageway
member 2, 3 as well as telescoping of the tunnel elements 6 and 7 to alter the
length of the
passageway member 2, 3. The height adjustable suppout post preferably includes
one of a
hydraulic cylinder, a pneumatic cylinder and a screw jack. Additional
mechanisms (not
shown) are provided for pivoting the pivotal cabin 4. Of course, other known
mechanisms
for moving the various bridge components relative to other bridge components
are
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envisaged for use with the instant invention, selection of such mechanisms
being purely a
matter of design choice.
[0042] Preferably, the apparatus includes sensors (not shown) for providing
feedback
control signals to a bridge controller (not shown) in a known maimer. For
example, the
pivotal cabin 4 includes sensors selected fiom the group including: laser
range finders,
inductive proximity sensors, echo sonography sensors and pressure transducers.
The
sensors are for sensing the close approach of a bumper disposed along an
outboard end of
a floor surface of the pivotal cabin to the aircraft 10. The control signal is
for optionally
automatically reducing the approach speed of the cabin and/or providing a
human sensable
feedback signal to a bridge operator.
[0043] A security lciosk 13 is optionally provided on the third passageway
member 9, for
example proximate a point where the telescopic passageway member branches
toward the
left and right sides of the aircraft 10. Accordingly, airline employees whose
responsibility
it is to screen passengers and to collect boarding passes therefrom, are
positionable on the
actual boarding structure, which allows the employees to direct passengers to
use one of
the first and second passageway members 2, 3 depending upon a seat assignment
indicated
on the passenger's boarding pass. Optionally the lcioslc 13 is positioned on a
terminal side
of access port 15.
[0044] Referring to Figure 4, shown is a simplified top plan view of an
apparatus
according to a third aspect of the instant invention, in a stowed position
relative to a nose-
in parked aircraft at a terminal building. The apparatus shown generally at 40
includes a
first passageway member 2 for mating to a doorway 11 on a first (i.e. left)
side of an
aircraft 10, and a second passageway member 3 for mating to a doorway 12 on a
second
(i.e. right) side of the aircraft 10. The first and second passageway members
2 and 3,
respectively, are coupled to each other and to a terminal building 14 via a
telescopic
passageway member including an inner passageway element 41 and first and
second outer
passageway elements 42 and 43, respectively, wherein the inner element 41 is
telescopically received within the first and second outer passageway elements
42 and 43
such that the length of the telescopic passageway member is variable. The
telescopic
passageway member is in communication with the terminal building 14 via a
single access
port 15, a doorway or a double-width doorway for example. In a particularly
prefeiTed
embodiment shown in Figure 4, each passageway member 2, 3 is pivotally
anchored at an
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inboard end thereof to the telescopic passageway member via a movable rotunda
31. The
moveable rotunda 31 includes a wheel carriage (not shown), which preferably
includes a
height adjustable support member. Accordingly, the moveable rotunda is
drivable to
different positions along the apron and the height is adjustable. Furthermore,
the movable
rotunda 31 allows a horizontal swinging motion of the passageway member 2, 3
relative to
an outboard end of the telescopic passageway member. Preferably, the movable
rotunda
31 allows the passageway member 2, 3 to swing up to 270° relative to
the outboard end of
the telescopic passageway member. '
[0045] Referring still to Figure 4, each passageway member 2, 3 includes a
pivotal cabin
4 at an outboard end thereof for engaging the side of the aircraft 10 with a
substantially
weather-tight seal, so as to protect passengers traversing the gap between the
passageway
member 2, 3 and the aircraft 10. Furthermore, each passageway member 2, 3
includes
outer and inner tumiel elements 6 and 7, wherein the inner element 7 is
telescopically
received within the outer element 6 such that the length of the passageway
member 2, 3 is
variable. Of course, each tunnel element 6 and 7 includes a floor, two
sidewalk and a
ceiling. Each passageway member 2, 3 is supported near the outboard end
thereof by a
wheel carriage 5 including a height adjustable support post (not shown) and
drive wheels
(not shown). The drive wheels are for achieving angular displacement of the
passageway
member 2, 3 as well as telescoping of the tunnel elements 6 and 7 to alter the
length of the
passageway member 2, 3. The height adjustable support post preferably includes
one of a
hydraulic cylinder, a pneumatic cylinder, a screw jack or any convenient
adjustable
support post. Additional mechanisms (not shown) axe provided for pivoting the
pivotal
cabin 4. Of course, other known mechanisms for moving the various bridge
components
relative to other bridge components are envisaged. for use with the instant
invention,
selection of such mechanisms being purely a matter of design choice.
[0046] Preferably, the apparatus includes sensors (not shown) for providing
feedbaclc
control signals to a bridge controller (not sho'v~m) in a known manner. For
example, the
pivotal cabin 4 includes sensors selected fiom the group including: laser
range finders,
inductive proximity sensors, echo sonography sensors and pressure transducers.
The
sensors are for sensing the close approach of a bumper disposed along an
outboard end of
a floor surface of the pivotal cabin to the aircraft 10. The control signal is
for optionally
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automatically reducing the approach speed of the cabin and/or providing a
human sensable
feedback signal to a bridge operator. .
[0047] A security lcioslc 13 is optionally provided on the telescopic
passageway member,
for example proximate a point where the telescopic passageway member branches
toward
the left and right sides of the aircraft 10. Accordingly, airline employees
whose
responsibility it. is to screen passengers and to collect boarding passes
therefiom, are
positionable on the actual boarding structure, which allows the employees to
direct
passengers to use one of the first and second passageway members 2, 3
depending upon a
seat assignment indicated on the passenger's .boarding pass. Optionally the
kiosk 13 is
positioned on a terminal side of access port 15.
[0048] Referring to Figure Sa, shoml is a simplified top plan view of an
apparatus
according to a fourth aspect of the instant invention, in a stowed position
relative to a nose-
in parlced aircraft at a terminal building. The apparatus shown generally at
50 comprises a
first passageway member 51 extending from a terminal 14 to a rotunda member
52.
Second and third passageway members 57 and 58, respectively, are pivotally
anchored at
inboard ends thereof to the rotunda member 52. The second and third passageway
members 57, 58 include outer and inner tunnel elements 53 and 54, wherein the
inner
element 54 is telescopically received within the outer element 53 such that
the length of
the passageway member 57, 58 is variable. Of course, each tumiel element 53
and 54
includes a floor, two sidewalk and a ceiling. Each passageway member 57, 58 is
supported near the outboard end thereof by a wheel carriage 56 including a
height
adjustable support post (not shown) and drive wheels (not shown). The drive
wheels are
for aclueving angular displacement of the passageway member 57, 58 as well as
telescoping of the tunnel elements 53 and 54 to alter the length of the
passageway member
57, 58. The height adjustable support post preferably includes one of a
hydraulic cylinder,
a pneumatic cylinder, a screw jack or any convenient adjustable support post.
Additional
mechanisms (not shown) are provided for pivoting the pivotal cabin 53. Of
course, other
known mechanisms for moving the various bridge components relative to other
bridge
components are envisaged for use with the instant invention, selection of such
mechanisms
being purely a matter of design choice.
[0049] Preferably, the apparatus includes sensors (not shown) for providing
feedbaclc
control signals to a bridge controller (not shown) in a known mamier. For
example, the
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pivotal cabin 4 includes sensors selected from the group including: laser
range finders,
inductive proximity sensors, echo sonography sensors and pressure transducers.
The
sensors are for sensing the close approach of a bumper disposed along an
outboard end of
a floor surface of the pivotal cabin to the aircraft 10. The control signal is
for optionally
automatically reducing the approach speed of the cabin and/or providing a
human sensable
feedback signal to a bridge operator.
[0050] A security kioslc 13 is optionally provided on the rotunda 52.
Accordingly,
airline employees whose responsibility it is to screen passengers and to
collect boarding
passes therefrom, are positionable on the actual boarding structure, which
allows the
employees to direct passengers to use one of the second and third passageway
members
depending upon a seat assigmnent indicated on the passenger's boarding pass.
Of course,
optionally the lcioslc 13 is positioned on a terminal side of access port 15.
[0051] Referring to Figure Sb, shown is a simplified top plan view of an
apparatus
according to another embodiment of the instant invention, in a stowed position
relative to a
nose-in parked aircraft at a terminal building. Elements labeled with the same
numerals
have the same function as those illustrated in Figure Sa, and their
description is herein
omitted for clarity. The apparatus shown generally at SOa includes a first
rotunda 52a for
pivotally coupling the third passageway member 58 to the passageway member 51,
and a
second rotunda 52b for pivotally coupling the second passageway member 57 to
the
passageway member 51, such that both of the second and third passageway
members 57
and 58 are in communication with the access port 15. Advantageously, the first
rotunda
52a and the second rotunda 52b are independently actuatable.
[0052] Referring to Figure Sc, shown is an alternative arrangement of the
apparatus
illustrated in Figure Sb, for simultaneously servicing two nose-in parlced
aircraft at a
terminal building. Elements labeled with the same numerals have the same
function as
those illustrated in Figure Sb. The apparatus shown generally at 60 includes a
partition 61
and a moveable partition 62 for directing passenger flow within the apparatus
60.
Preferably, the partition 61 is a barrier in the form of a wall disposed upon
the passageway
member 51 and extending from the access port 15 toward the optional security
kiosk 13.
The partition 61 divides the single access port 15 into two ports 15a and 15b.
In a most
preferred embodiment, a moveable partition 62 is provided at an outboard end
of partition
61, for allowing optional coupling between second and third passageway
elements 57, 58.
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[0053] In order to service two aircraft simultaneously, the pivotal cabins 55
are pivoted
less than 180° such that cabin SSa is directed toward an aircraft 21
and cabin SSb is
directed toward a second other aircraft 22. The moveable partition 62 is
secured in a
closed position, such that passengers moving along one of the second and third
passageways 57 and 58, respectively, are unable to access the other one of
passageways 9a
and 9b without returning to a terminal security lciosk 18. During use,
passengers having a
boarding pass for aircraft 21 are directed from the terminal 14 through the
port 15b, and
along the second passageway member 57 to board aircraft 21 via doorway 63. Of
course,
passengers having a boarding pass for aircraft 22 are directed from the
terminal 14 through
the poet 15a, and along the third passageway member 58 to board aircraft 22
via doorway
64. Optionally, each boarding pass indicates one of left and right side
boarding and the
passengers line up in single file at the left side boarding and right side
boarding sides of
terminal l~ioslc 18 simultaneously, wherein the employee simply verifies that
the passenger
is on the correct side.
[0054] Referring to Figure 6, shown is a simplified top plan view of an
apparatus
according to a fifth embodiment of the instant invention, for simultaneously
servicing two
nose-in parked aircraft at a terminal building. The apparatus shown generally
at 70
includes a first passageway member 2 for mating to a doorway 63 on a first
(i.e. right) side
of first aircraft 21, and a second passageway member 3 for mating to a doorway
64 on a
second (i.e. left) side of a second aircraft 22. The first and second
passageway members 2
and 3, are coupled to a terminal building 14 via an extension 71b and 71a,
respectively, of
a third passageway member 71. The third passageway member 71 is in
commlmication
with the terminal building 14 via a single access port 15, a doorway or a
double-width
doorway for example. A pautition 61 prevents passengers from moving between
the planes
21 and 22 being serviced by the apparatus 70. In the particularly preferred
embodiment
shown in Figure 6, each passageway member 2, 3 is pivotally anchored at an
inboard end
thereof to the extension 71b, 71a of the third passageway member via a rotunda
31, 72,
respectively. The rotunda 31, 72 allows a horizontal swinging motion of the
passageway
member 2, 3 relative to an outboard end of the third passageway member
extension 71b,
71a. Preferably, the rotunda 31, 72 allows the passageway member 2, 3 to swing
up to
270° about the end of the third passageway member extension 71b, 71a.
CA 02474870 2004-07-30
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[0055] Referring still to Figure 6, each passageway member 2, 3 includes a
pivotal cabin
4 at an outboard end thereof for engaging the side of the aircraft 10 with a
substantially
weather-tight seal, so as to protect passengers traversing the gap between the
passageway
member 2, 3 and the aircraft 10. Furthermore, each passageway member 2, 3
includes
outer and inner tunnel elements 6 and 7, wherein the inner element 7 is
telescopically
received within the outer element 6 such that the length of the passageway
member 2, 3 is
variable. Of course, each tunnel element 6 and 7 includes a floor, two
sidewalls and a
ceiling. Each passageway member 2, 3 is supported near the outboard end
thereof by a
wheel carriage 5 including a height adjustable support post (not shown) and
drive wheels
(not shown). The drive wheels are for achieving angular displacement of the
passageway
member 2, 3 as well as telescoping of the tumlel elements 6 a~ld 7 to alter
the length of the
passageway member 2, 3. The height adjustable support post preferably includes
one of a
hydraulic cylinder, a pneumatic cylinder, a screw jaclc or any convenient
adjustable
support post. Additional mechanisms (not shown) are provided for pivoting the
pivotal
cabin 4. Of course, other known mechanisms for moving the various bridge
components
relative to other bridge components are envisaged for use with the instant
invention,
selection of such mechanisms being purely a matter of design choice.
[0056] Preferably, the apparatus includes sensors (not shown) for providing
feedback
control signals to a bridge controller (not shown) in a known manner. For
example, the
pivotal cabin 4 includes sensors selected from the group including: laser
range finders,
inductive proximity sensors, echo sonography sensors and pressure transducers.
The
sensors are for sensing the close approach of a bumper disposed along an
outboard end of
a floor surface of the pivotal cabin to the aircraft 10. The control signal is
for optionally
automatically reducing the approach speed of the cabin and/or providing a
human sensable
feedbaclc signal to a bridge operator.
[0057] A security lcioslc 13 is optionally provided on the third passageway
member 9, for
example proximate a point where the member 9 branches toward the left and
right sides of
the aircraft 10. Accordingly, airline employees whose responsibility it is to
screen
passengers and to collect boarding passes therefrom, are positionable on the
actual
boarding structure, which allows the employees to direct passengers to use one
of the first
and second passageway members depending upon a seat assignment indicated on
the
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CA 02474870 2004-07-30
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passenger's boarding pass. Of course, optionally the kiosk 13 is positioned on
a terminal
side of access port 15.
[0058] Referring to Figure 7, shown is a simplified top plan view of an
apparatus
according to a sixth embodiment of the instant invention, for simultaneously
servicing
plural nose-in parked aircraft at a terminal building. The apparatus includes
a walkway 81
connected at intervals to the terminal 14 via access port 15, by way of a
passageway 82
disposed approximately normal to both of the walkway 81 and the terminal 14.
Passengers
are directed from the terminal building 14 through the access port 15, across
the
passageway 82 and onto the walkway 81. Barricade means 80 ensure that
passengers are
provided with a direct route to a doorway of an aircraft, which aircraft they
are entitled to
board.
[0059] Referring to Figure 8a, shown is a simplified top plan view of an
apparatus
according to a seventh embodiment of the instant invention, in a stowed
position relative to
a nose-in parked aircraft at a terminal building. The apparatus shown
generally at 80
comprises a rotunda 81, which is anchored to a terminal building 14. First and
second
passageway members 82 and 83, respectively, are pivotally anchored at inboard
ends
thereof to the rotunda 81. The first and second passageway members 82, 83
include outer
and inner tumiel elements 84 and 85, wherein the inner element 85 is
telescopically
received within the outer element 84 such that the length of the passageway
member 82,
83 is variable. Of course, each tunnel element 84 and 85 includes a floor, two
sidewalls
and a ceiling. Each passageway member 82, 83 is supported near the outboard
end thereof
by a wheel carriage 86 including a height adjustable support post (not shown)
and drive
wheels (not shown). The drive wheels . are for achieving angular displacement
of the
passageway member 82, 83 as well as telescoping of the tunnel elements 84 and
85 to alter
the length of the passageway member 82, 83. The height adjustable support post
preferably includes one of a hydraulic cylinder, a 'screw jack or any
convenient adjustable
support post. Additional mechanisms (not shown) are provided for pivoting the
pivotal
cabin 87. Of course, other lcnown mechanisms for moving the various bridge
components
relative to other bridge components are envisaged for use with the instant
invention,
selection of such mechanisms being purely a matter of design choice.
[0060] Preferably, the apparatus includes sensors (not shown) for providing
feedback
control signals to a bridge controller (not shown) in a known manner. For
example, the
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pivotal cabin 87 includes sensors selected from the group including: laser
range finders,
inductive proximity sensors, echo sonography sensors and pressure transducers.
The
sensors are for sensing the close approach of a bumper disposed along an
outboard end of
a floor surface of the pivotal cabin to the aircraft 10. The control signal is
for optionally
automatically reducing the approach speed of the cabin and/or providing a
human sensable
feedback signal to a bridge operator.
[0061] A security kiosk 13 is optionally provided on the rotunda 81.
Accordingly,
airline employees whose responsibility it is to screen passengers and to
collect boarding
passes therefrom, are positionable on the actual boarding structure, which
allows the
employees to direct passengers to use one of the first and second passageway
members
depending upon a seat assignment indicated on the passenger's boarding pass.
Of course,
optionally the lcioslc 13 is positioned on a terminal side of access port 15.
[0062] Referring to Figure 8b, shown is the apparatus illustrated in Figure 8a
in an
aircraft engaging position. Elements labeled with the same numerals have the
same
function as those illustrated in Figure 8a. Of course, the passageway members
82, 83 are
moved to the aircraft engaging position only after the aircraft 10 has come to
a complete
stop. For example, the drive wheels are actuated in order to extend the outer
tunnel
element 85 relative to the inner tunnel element 84 and to adjust the angular
position of the
passageway member such that the pivotal cabin 87 is substantially horizontally
aligned
with the doorway of the aircraft 10. Additionally, the height adjustable
support post is
actuated to substantially vertically align the pivotal cabin 87 with the
doorway of the
aircraft 10. Final adjustments are made by actuating the mechanism for
pivoting the
pivotal cabin 87, such that the cabin engages a side surface of the aircraft,
and encircles the
doorway in a substantially weather-tight manner.
[0063] Optionally, the passageway members 82, 83 are mated to the doorway 1 l,
12 of
aircraft 10 using one of an automatic, semi-automatic, telerobotic and manual
alignment
system. Further optionally, sensors (not shown) for sensing a height of the
doorway 11, 12
are provided along one of the apparatus 80 and the terminal building 14, for
sensing height
changes of the doorway 11, 12 during boarding and deplaning operations, and
for
providing control signals to a bridge controller for automatically adjusting
the height
adjustable support posts to maintain a level surface between the aircraft 10
and the first
and second passageway members 82, 83.
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[0064] Referring to Figure 8c, shown is a simplified top plan view of an
apparatus
according to an eighth embodiment of the instant invention, in a stowed
position relative to
a nose-in parked aircraft at a terminal building. The apparatus shown
generally at 90
comprises a fused rotunda member including rotunda elements 81a and 81b, which
fused
rotunda member is anchored directly to a terminal building 14.. First and
second
passageway members 82 and 83, respectively, are pivotally anchored at inboard
ends
thereof to the rotunda elements 81b and 81a, respectively. The first and
second
passageway members 82, 83 include outer and inner tunnel elements 84 and 85,
wherein
the inner element 85 is telescopically received within the outer, element 84
such that the
length of the passageway member 82, 83 is variable. Of course, each tunnel
element 84
and 85 includes a floor, two sidewalls and a ceiling. Each passageway member
82, 83 is
supported near the outboard end thereof by a wheel carriage 86 including a
height
adjustable support post (not shown) and drive wheels (not shown). The drive
wheels are
for achieving angular displacement of the passageway member 82, 83 as well as
telescoping of the tunnel elements 84 and 85 to alter the length of the
passageway member
82, 83. The height adjustable support post preferably includes one of a
hydraulic cylinder,
a screw jack or any convenient .adjustable support post. Additional mechanisms
(not
shown) are provided for pivoting the pivotal cabin 87. Of course, other known
mechanisms for moving the various bridge components relative to other bridge
components are envisaged for use with the instant invention, selection of such
mechanisms
being purely a matter of design choice.
[0065] Preferably, the apparatus includes sensors (not shown) for providing
feedbaclc
control signals to a bridge controller (not shov~m) in a known manner. For
example, the
pivotal cabin 87 includes sensors selected from the group including: laser
range finders,
inductive proximity sensors, echo sonography sensors and pressure transducers.
The
sensors are for sensing the close approach of a btunper disposed along an
outboard end of
a floor surface of the pivotal cabin to the aircraft 10. The control signal is
for optionally
automatically reducing the approach speed of the cabin and/or providing a
human sensable
feedback signal to a bridge operator.
[0066] In a particularly preferred embodiment, a human operator is required to
perform
one of an enable and a disable operation prior to automated operation. For
instance, the
human operator turns a lcey in a control panel or enters an alphanumeric code
via a keypad
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to enable the automated alignment system. In particular, partially full
flights may not
require passengers to move through doors on both sides of an aircraft.
Alternatively,
certain airlines may not approve the automated operation of an apparatus that
approaches
an aircraft from two opposing directions.
[0067] Numerous other embodiments may be envisaged without departing from the
spirit and scope of the invention.