Note: Descriptions are shown in the official language in which they were submitted.
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Passenger Loading bridge for Small Aircraft and Method of Alignin~ Same
Field of the Invention
The invention relates generally to passenger loading bridges and, in particular, to
a swinging-type passenger loading bridge for use at ground level airport termins
s Background of the Invention
Passenger loading bridges have gained world-wide acceptance for the safety and
convenience they afford passengers. Most major air termin~ls are provided with
passenger loading bridges which extend from the second level of the terminal to a parked
aircraft. Frequently, these bridges are relatively immobile since aircraft can park close to
o the t~rmin~l and be moved away by tugs or tractors.
Commonly, passenger loading bridges have been directed to standard size
passenger and cargo aircraft and consequently, have been relatively large in size and
height. They have not generally been practicable for use with small aircraft such as, those
employed in feeder lines to smaller or outlying communities. Accordingly, persons
15 emplaning or deplaning to and from small aircraft typically have had to walk from a
doorway or the like over airport tarmac and thence. up a ~ ,v~ in order to enter a small
aircraft. When deplaning, just the reverse occurs, thus exposing passengers to inclement
weather and hazards such as propellers, cables, and fuelling hoses. Therefore, there has
continued to be a need for a highly adjustable and enclosed passenger or cargo
20 loading/unloading bridge that can be advantageously utilised with such small aircraft.
Commonly, smaller air terminals are only ground level structures at which aircraft
park a fixed distance from the t~rmin~l building. There frequently are no tugs available.
This fixed distance is required to enable the aircraft to "power out" or move away from
the building under its own power without ~ m~gin~ the building with a jet or propeller
25 blast, or a physical collision between the aircraft and the terminal. This distance is
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greatest with a Boeing 727-200 aircraft, which is the largest aircraft normally serving
these smaller t~rmin~l~. Passengers walk in the open out to the aircraft and up an open
staircase into the plane. It is not desirable to subject passengers to inclement weather or to
potentially dangerous ramp conditions. Also, aircraft operations are significantly slowed
5 by allowing passengers onto the tarmac. For safety reasons, aircraft and equipment
remain stationary while passengers are on the tarmac. Security is a concern because
passengers can board incorrect aircraft or tamper with other craft. In order to increase
security, it is a common practice to board only one aircraft from the tarmac at any time.
With passenger loading bridges in place, luggage is loaded, aircraft tests are executed,
0 other aircraft are taxied, and so on while passengers board the aircraft. Other aircraft are
capable of being boarded simultaneously when sufficient gates exist. It is therefore
desirable to provide a passenger loading bridge for use at these smaller air terminals to
enhance the safety and comfort of passengers.
A prior art type-of ground level loading bridge is shown in U.S. Pat. No.
3,1 10,048 in the name of Bolton, which illustrates a bridge having a rotunda, tunnel,
stairs to aircraft level, and a tunnel which extends to the aircraft. The juncture of the stairs
and the tunnel is provided with an arcuate track with co-operating wheels to support the
load of the bridge. The wheels are provided with mean to elevate the entire tunnel and
stairs to accommodate different aircraft. Of course, such a structure is undesirable
20 because of limited access for the physically disabled and other liabilities associated with
stairs.
When ramps for planing and deplaning mate with an opening in a second floor of
an airport termin~l, the height of the two ends of the ramp are most conveniently aligned
when the ramp is to an entrance of a jumbo jet - both being a similar distance from the
25 ground. Because of the small size of many comm~ltçr aircraft, a ramp from a ground level
tçrmin~l to the entrance of a small aircraft must have both openings near ground level.
Unfortunately, the height of other commuter aircraft requires a ramp from ground level to
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9 feet from the ground. Because of the mech~ni.~m for moving and lifting the ramp, ramps
can not lower themselves sufficiently to function from a ground level entrance of a
t~rmin~l to an entrance of a small commuter aircraft.
In U.S. Patent 4,161,049 issued to Saunders et al. on July 17, 1979, a passenger5 loading bridge for a ground level terminal is disclosed. In order to accommodate small
aircraft, a sL~ y from a rotunda to a walkway is provided. The stairway permits an end
of the walkway proximate the t~rmin~l to be raised to or above the minimum height of
the supports for raising and lowering the walkway proximate an aircraft and therefor
allows the walkway to mate with aircraft entrances that are disposed in line with the
o minimum support height. As indicated above, it is undesirable to provide stairs for
passenger use in a passenger loading bridge. Replacing the stairs with a ramp results in a
steep ramp that is itself undesirable or in an unduly long ramp. Further, replacing the
stairs with a long ramp results in forces being applied to the rotunda which will increase
wear on rotating parts and, in some instances, will result in failure of the rotating
15 mech~ni.sm.
It would be advantageous to provide a passenger loading bridge that is capable of
mating with an airport at ground level and with small and large commuter aircraft.
When coupling available passenger loading bridges to aircraft such as jumbo jets,
a significant clearance exists between the engines and the aircraft entrance. Also, as the
20 entrance to a jumbo jet is displaced from the ground by a considerable distance, collisions
with personnel, baggage, or vehicles on the ground is unlikely. In contrast, the entrance
for a Dash 8 is less than 4 feet from the ground. An aircraft interface approaching the
entrance is susceptible to ~l~m~ging vehicles and hurting people. Also, because a small
aircraft has significantly less clearance between the propellers and the entrance than
25 jumbo jets, current passenger loading bridges require several people to guide them into an
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engaged position. Even with the efforts of a number of people, damage to the aircraft is
likely due to very small clearance distances.
It would be advantageous to provide a passenger loading bridge that reduces a
likelihood of cl ~m~gin~; an aircraft and increases personnel safety.
Statement of the Invention
In accordance with the invention, there is provided a passenger loading bridge for
interconnecting an aircraft having an entrance therein with the ground level of an airport
t~rmin~l building comprising:
lO a walkway-conduit including:
a first open end,
an extensible section proximate an opposing end thereof comprising an aircraft
in~rf~ce for mating with the aircraft entrance,
elevation means for elevating the aircraft interface to allow the aircraft interface to
l 5 engage each of a plurality of different sized commuter aircraft" and
horizontal pivot means for pivoting the walkway about a rotunda;
the rotunda having a first open end coupled to the airport terminal building substantially
at ground level and a second open end movable relative to said first open end of the
rotunda, the second open end hingedly cormected to the first open end of the walkway for
20 allowing the rotunda to remain substantially level and for allowing the aircraft interface
to be elevated, wherein the horizontal pivot means is for moving the second open end of
the rotunda relative to the first open end of the rotunda..
25 In an embodiment, the walkway comprises:
a first walkway portion hingedly coupled to the rotunda,
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a second walkway portion hingedly connected to the first walkway portion for allowing
the second walkway portion to angle downwardly from the hinged connection, the second
walkway portion having the aircraft en~ging opening disposed proximate an end thereof;
and, wherein the elevation means is disposed to raise and lower the walkway such that the
5 hinged connection between the first and second portions forms an obtuse angle peak the
walkway descending from the peak toward either side when the walkway is fully
lowered.
In another embodiment, the walkway comprises:
o a first walkway portion hingedly coupled to the rotunda; and,
a second walkway portion connected to the first walkway portion and angling
dowllw~-lly from the connection, the second walkway portion having the aircraft
interface disposed proximate an end thereof.
5 In an embodiment, the first opening of the rotunda is connected to two substantially
circular rails disposed one above the other and wherein the second opening in the rotunda
is connected to a plurality of bearings disposed between the rails and for rolling on either
the bottom rail or the top rail.
20 Preferably, the two rails forms a fixed base for the rotunda relative to the ground.
In an embodiment, the aircraft interface comprises a burnper disposed along the bottom of
the interface for eng~gin~ the aircraft, a gasket disposed substantially above the opening
for eng~ging the aircraft above the opening and for forming a protective covering for
25 passengers passing between the aircraft and the passenger loading bridge.
In an embodiment, the bottom of the aircraft interface comprises a plurality of slots for
accepting railings disposed on staircases affixed to aircraft.
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In accordance with the invention there is further provided a passenger loading bridge for
interconnecting an aircraft having an entrance therein with the ground level of an airport
t~rmin~l building comprising:
s a walkway conduit including:
a first opening at an end thereof,
an extensible section proximate an opposing end thereof comprising an aircraft
interface for mating with the aircraft enkance,
elevation means for elevating the aircraft interface to allow the aircraft interface to
0 engage each of a plurality of dirr~,lel~t si~ed commuter aircraft,
horizontal pivot means for pivoting the walkway about a rotunda, and
sensors for detecting the presence of an object proximate the walkway and for
providing signals in dependence thereon;
the rotunda having a first opening connected to the airport t~rmin~l building substantially
at ground level and a second opening movable relative to said first opening of the
rotunda, the second opening hingedly connected to the first opening in the walkway for
allowing the rotunda to remain substantially level and for allowing the aircraft interface
to be elevated, wherein the horizontal pivot means is for moving the second opening of
the rotunda relative to the first opening of the rotunda; and,
means responsive to the signals provided by the sensors for stopping at least one of the
horizontal pivot means and the elevation means when an object is detected in a path of
motion of the walkway.
According to another aspect of the invention, there is provided a method of automatically
~ligning an aircraft interface of a passenger loading bridge and an entrance to an aircraft
comprising the steps of:
det~rn~inin~ an approximate height of the entrance;
moving the aircraft interface to substantially the approximate height;
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moving the aircraft interface toward the aircraft;
detecting a presence of objects in the path of movement of the passenger loading bridge
using sensors;
when possible, moving portions of the passenger loading bridge to avoid detected objects;
5 when objects cannot be avoided, stopping the passenger loading bridge motion until
objects are cleared;
upon approaching the aircraft, aligning a burnper of the aircraft interface with the
entrance; and
moving the aircraft interface to engage the aircraft with the bumper.
Brief Dcsel ;I)lion of the Drawings
An exemplary embodiment of the invention will now be discussed in conjunction with
the attached drawings in which:
Fig. 1 is a side elevation view of the propellable bridge assembly illustrating a mobile
5 supporting platform, a pair of vertical supports and an enclosed bridge structure
according to the prior art;
Fig. 2 is top view of a passenger loading bridge according to the invention and
comprising an interface unit, a rotunda, a walkway, a head unit supported by a gantry,
and an aircraft interface;
20 Fig. 3 is side view of the passenger loading bridge of Fig. 2 in an elevated position;
Fig. 4 is side view of the passenger loading bridge of Fig. 2 in a lowered position;
Fig. 5a is an illustration of a passenger loading bridge coupled to a second story t~rrnin~l
gate,
Fig. 5b is an illustration of a passenger loading bridge coupled to a ground level terminal
25 gate;
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Fig. 6 is top view of a passenger loading bridge according to the invention and
comprising an interf~ee unit, a rotunda, a walkway, a head unit supported by a gantry,
and an aircraft interface,
Figs. 7a, 7b, 7c, 7d, 7e, 7f, 7g, 7h, and 7i are diagrams of the rotunda of the passenger
s loading bridge according to the invention,
Fig. 8 is a diagram of a control console for use with a passenger loading bridge according
to the invention;
Figs. 9a, 9b, and 9c are diagrams of a retracting or "flip-out" control console for use with
a passenger loading bridge according to the invention;
Figs. lOa, lOb, lOc, lOd, and lOe, are detailed diagrams of the gantry shown in Fig. 2,
Fig. 11 is a method of adjusting aircraft interface height automatically,
Fig. 12 is a flow diagram of a method of :~lignin~ the passenger loading bridge with an
aircraft,
Fig. 13 is a flow diagram of a method of ~ligning the passenger loading bridge with an
aircraft;
Figs. 14a and 14b are simplified flow diagrams of methods of training the automatic
~lignment system for the passenger loading bridge and,
Fig. 15 is a simplified diagram of a side of the canopy showing the canopy extension
mechzlni~m
Detailed Description of the Invention
Referring to Fig. 1, a prior art propellable telescoping bridge assembly 10
comprises a rO~ ~d telescoping bridge section 11, a rear telescoping bridge section 12, a
fo,~ld extension 13, and a mobile supporting platform 14. Fxt~n~ling upwardly from
upper portion 15 of platform 14 are forward rectilinear support 16 and rear rectilinear
support 17. Such supports are sufficiently wide and deep so as to obviate any necessity
for additional vertical supports.
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To facilitate positioning of the forward and rear bridge sections 11 and 12,
supports 16 and 17 are provided with hydraulic cylinders 18 and 19 that are
independently operable in response to controls such as those represented by control panel
30. As is known to those skilled in the art, such cylinders extend and retract extending
portions 20 and 21 so as to controllably pivot the lonp;itll-1in~1 axis of bridge sections 11
and 12 in such manner as to align the forward extension 13 of forward telescoping bridge
section 11 with the entry/exit hatch 22 of small aircraft 23.
Some small aircraft are equipped with moveable stairs that swing downwardly
when their entry/exit hatch is opened, and such stair and its associated railing are
I o identified with numerals 24 and 25. Of course, it will be under- stood that when the
bridge assembly 10 is disposed as shown, stairs 24 and railing 25 are not used. As is clear
from the drawing, the railings 25 must fit outside the forward telescoping bridge section
or they are prone to damage from collisions and the bridge is likely incapable of eng~ging
a side of an aircraft.
Further reference to the front of the forward section 11 reveals the presence of an
optional swing down extension that is represented by dashed lines 11a. Such optional
swing down extension may preferably be pivoted by a hinge 11b that connects it to the
floor of extension 11 and is provided so as to accommodate the narrow exit/entry doors
that are provided in some small aircraft. Of course, as will be evident to those skilled in
the art, a similar hinged swing down extension may optionally be provided at the opposite
end of the bridge.
Also shown in FIG. 1 is a conventional large aircraft loading/unloading bridge 26
which is typically supported in part by a conventional wheel 27. As is known to those
skilled in the art, such a conventional bridge is typically equipped with an adjustable
2s forward extension such as extension 28, and to facilitate engagement therewith, there is
provided along the rear terrninllc of rear bridge section 12, a conforming curved surface
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29. Such conforming curved surface preferably simulates the curvature of a conventional
large aircraft (not shown) for which large aircraft loading bridge 26 is designed.
As known to those skilled in the art, telescoping bridge sections are extended and
retracted with conventional powered controls, and to facilitate extension and rekaction of
5 forward section 11 ofthe bridge, such conventional controls are provided within section
12 or on the control panel 30 of mobile supporting platform 14.
When extensions 20 and 21 are extended to dirrerellt lengths, the bases will tend
to swing slightly through small arcs. Accordingly, provision is made to accommodate the
swing through the inclusion of conventional swivels or the like (not shown). Provision
lO also is made to secure the bridge, when deployed in its desired position, through the
lowering of four hydraulic stabilising jacks that firrnly engage upper surfaces of the
airport tarmac. Such jacks (represented by jacks 31 and 32) are preferably located near
the four corners of the supporting platform 14 and are controlled by conventional controls
that are included among those of control panel 30.
As is evident upon review of Fig. 1, in order to engage small aircraft, it is
essential that conforming curved surface 29 be disposed a significant distance above the
tarmac. This enables the extensions 20 and 21 to rest below the rear bridge section 12
above the wheels. Further, stability is provided by the jacks 31 and 32. These jacks
support members and as such are costly. It would be advantageous to design an aircraft
passenger bridge that does not need stabilisers in the form of structural members.
Referring to Fig. 2, a top view of an aircraft walkway is shown. A terminal 100 is
provided with a plurality of gates. At gate 8 is affixed a passenger loading bridge. The
passenger loading bridge comprises an interface unit in the forrn of a valet unit 102 for
connection to the t~rminz~l 100. The valet unit 102 is provided with a service ramp 104
and a passenger ramp 106. These ramps are well known in the art of passenger loading
bridge design. To the valet unit 102 is attached a rotunda 104. The rotunda 104 comprises
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a revolving section 106 for allowing the distant end of the passenger loading bridge to
pivot relative to the airport terminal 100 about the rotunda 104. The rotunda 104 remains
enclosed during passenger loading bridge movement thereby ensuring that the passenger
loading bridge is protected from the elements. The rotunda comprises edge strip 105 for
5 interfacing with the valet unit 102, a bellows 107, and an walkway unit interface 109.
Attached to the rotunda 104 by way of a hinged connection (shown in Fig. 2) is awalkway section 110a. Walkway sections 110a, 110b, ..., 110n are disposed end on end
to produce a passenger loading bridge of a desired length. In the drawing of Fig. 1, 3
walkway units are shown. To the end ofthe walkway units 110 distant the rotunda 104, is
lO attached a head unit 120. The head unit 120 comprises a walkway unit similar to the
walkway units 110 but provided with additional features. E~amples of these features
include safety features in the form of an emergency exit stairway 112, a gantry 130
mounted to the head unit 120, and an aircraft interface 140.
As is shown in Fig. 2, the gantry 130 is provided with wheels 132 that allow for15 lateral motion ofthe passenger loading bridge. Because the rotunda 104 is fixed and
allows rotation of the walkway portion of the passenger loading bridge, moving the
gantry 130 causes the entire walkway portion of the passenger loading bridge to swing
through the arc shown.
Referring to Fig. 3, a side view of the passenger loading bridge is shown in which
20 the walkway portion is lifted to engage an opening in an aircraft that is 9 feet above the
ground. The walkway portion of the passenger loading bridge is elevated using elevators
compri~ing support beams 124 extending vertically on either side of the head unit 120
and an elevator power unit (not shown) in the form of a hydraulic lift. Placing the support
beams 124 on either side of the head unit 120 allows head unit 120 to be lowered to level
25 just clearing the gantry frame as is described with reference to Fig. 10 below. The
elevator is collinear with the support beams 124 thereby retaining a space below the head
unit 120 free of obstruction, this allows the head unit to descend substantially farther than
11
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with devices according to the prior art. The rotunda 104 remains substantially horizontal
and the walkway units 110 are angled upward. The hinged connection in the form of
bellows 107 between the rotunda 104 and the walkway units 110 is evident. When the
head unit 120is elevated, the emergency exit stairs 113 are extended to allow for
emergency exit use. The wheels 132 of the gantry 130 are well below the base of the head
unit 120 and the angle ofthe walkway sections 110 is determined by the desired height of
the aircraft interface 140. Where safety and accessibility for passengers with physical
disabilities is of concern, sufficient walkway units 110 are inserted to ensure the angle is
not excessive. For a 9 foot rise, a walkway length of about 100 feet including the head
10 unit 120 is desirable.
The head unit is fixedly connected to the walkway unit 110n at a small angle by
connection 122. Asis seen in Fig. 3, the head unit is disposed at a less steep angle than
the walkway unit 110n thereby permitting a more comffirtable transition between the
aircraft interface 140 and the aircraft entrance (not shown).
Referring to Fig. 4, the tilt of the head unit 120 is shown to allow lowering of the
aircraft interface 140 to a level below the top of the gantry wheels 132. At this height, the
emergency exit stairs 113 are collapsed. Preferably, at this height, the stairs 113 are
formed into a ramp for serving a same purpose. Lowering the head unit 120 below the top
of the gantry wheels 132 allows for a short head unit length to provide the desired
20 reduction in aircraft interface height. Should the gantry 130 always remain below the
head unit 120, a longer head unit is necessary to mate with a lower aircraft opening
because the point F is neces.~rily higher than in the drawing of Fig. 4. Of course,
lengthening the head unit or the walkway section of the passenger loading bridgeincreases overall cost and space required on the apron and is undesirable.
Optionally, the walkway unit 100n is coupled to the head unit 120 by a hinged
connection. The head unit is disposed at a less steep angle than the walkway unit 110n
thereby perrnittin~ a more comfortable transition between the aircraft interface 140 and
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the aircraft entrance (not shown). In the design shown, this is accomplished using the
force of gravity. By placing more of the head unit 120 - by weight - on the side of the
gantry 130 proximate the aircraft interface 140 than on the side of the gantry 130
proximate the rotunda 104, the head unit 120 tilts downward naturally toward the aircraft
5 entrance. Optionally, the head unit 120 is in line with the walkway units.
Current commercially available passenger loading bridges do not support
coupling a ground level t~.rrnin~l to an aircraft having a doorway less than 2 feet from the
ground. Referring to Fig. 5a, a passenger loading bridge 51 for coupling with a second
story of a terminal 50 is shown. The gantry 52, is disposed to remain below the bottom of
0 the passenger loading bridge 51 even when the passenger loading bridge is lowered to the
ground. As such, only the length of the passenger loading bridge is altered to increase or
decrease the height of aircraft entrance to which such a passenger loading bridge can be
coupled. Referring to Fig. 5b, a ground level terminal 53 is shown coupled to anpassenger loading bridge 51. The passenger loading bridge 51 is capable of being raised
5 and lowered by a gantry 52. Unfortunately, even when lowered to just clear the gantry 52,
the lowest an aircraft entrance can be is ~x above the ground. Due to the large size of the
gantry wheels and the small size of some commuter aircraft, the height ~x is above a base
of an entrance for the smaller aircraft.
Alternatively, a plurality of support arms disposed in pairs, each pair hingedly20 joined at a centre thereof and adjacent pairs joined to one another by connecting an end of
each support arm within each pair to a single end of a support arm in an adjacent pair.
This forms a scissors like structure for ext~ncling and retracting. Devices of this type are
well known and understood. A hydraulic or other piston member disposed between pair
ends of a first pair, drives the pairs apart or together. Disposing such a device below the
2s head unit, allows the head unit to be raised and lowered through the action of the piston
while retaining the a substantially low profile and allowing the head unit to descend to a
location substantially proximate a top of the gantry frame. By positioning the support
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arrns along the longitudinal axis of the head unit, a minimum number of support arms is
required since the support arm length can be longer than in the transverse orientation.
Referring to Fig. 6, a detailed top view of the walkway is shown. The interface
unit in the form of a valet unit 102 is coupled to the rotunda 104. The rotunda 104 is
5 shown to revolve about a central point P, this need not be. The gantr~v wheels 132 are
shown angled somewhat beneath the head unit 120 mounted on the gantry frame 134.This permits comfortable travel through an arc without wheel slippage and extensive tire
wear. Also, give in the wheel mount assembly provides greater stability to the hydraulic
members for raising and lowering the head unit 120.
0 The head unit 120 is provided with an aircraft interface 140 in a side thereof. The
aircraft interface 140is disposed on a telescoping section 124 of the head unit 120
allowing for more accurate ~ nment of the aircraft interface 140 and the aircraft
entrance. The aircraft interface 140 is provided with a bumper 142 along the floor thereof
for en~ging the outside of an aircraft near the entrance. A gasket 144 surrounding the top
and sides of the aircraft interface 140 is for extentlinp to contact the aircraft above the
enkance. The gasket 144 serves to protect passengers from the elements while emplaning
or deplaning.
Because of the dirr~lcll~ locations of aircraft entrances, the different sizes of
aircraft, and the different ~;Ul v~Lul~ of aircraft hulls, the gasket 144 is provided with a
number of extPnclers 146 providing complex motion comprising an angular adjustment
and a telescoping means. The combination of the motions allows the gasket 144 to be
extended to meet with the hull of the plane at a point above the entrance. Alternatively,
the gasket 144 is provided with another form of actuation pelmiLling it to engage the top
of the aircraft entrance.
When eng~gin~ an aircraft, the header unit 120 is moved proximate the aircraft
entrance. The aircraft intPrf~ce 140 is then aligned with the entrance to the aircraft and the
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Reference No. 12M~3 CA Canadian Patent
header unit 120is moved to engage the aircraft -the burnper 142 contacts the aircraft hull
below the aircraft entrance. The gasket 144 is extended to complete the covered walkway
from the airport terminal to the aircraft entrance.
When the aircraft is provided with steps on the inside of the door and the steps5 have a railing - this is common on the Dash 8~ - two flaps 148 in the floor of the aircraft
interface 140 proximate the bumper 142 are opened to allow the railings from the aircraft
to extend through the floor of the aircraft interface 140. This allows for better positioning
of the aircraft interface 140 and improved comfort for passengers emplaning or deplaning
from an aircraft provided with steps and a railing.
Controls for the passenger loading bridge are located proximate the bumper 142 to
allow for accurate docking with the aircraft and to minimi~se the potential for ~l~rn~Ejn~;
the aircraft or passenger loading bridge.
Referring to Fig. 7, detailed drawings of the rotunda are presented. Referring to
Fig. 7a, a top view of the rotunda is shown. The rotunda is provided with an edge strip
15 105 for interfacing with the valet unit 102. A roof skin 103 covering the rotunda, a
bellows 107, and a walkway unit interface 109.
Referring to Fig. 7b, a frame structure for the rotunda is shown. The frame is
provided with a structural frarne 150 mounted on a plurality of levelling jack feet 152.
The levelling jack feet 152 are adjusted during in~t~ tion and require no further
20 adjustment. This permits the use of inexpensive manual jack feet as are well known in the
art. The frame is forrned of a base, side walls, and a roof support structure. No pillars or
other extraneous supports are used. This provides a clear path through the rotunda 104
during operation. A side coiling curtain 111 (only one ofthe side coiling curtains is
shown at the back of the frame) is disposed around the outside of the rotunda 104 to
25 allow access to render the rotunda 104 substantially impervious to the elements while
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l~e~erence No. 12M-3 CA Canadian Patent
pe~ lg entry and exit from the rotunda 104. The side coil curtain on the front of the
rotunda is not shown in Fig. 7b in order to show interior details.
Referring to Fig. 7c, an outside side view of the rotunda 104 is presented. The
int~rf~ce edge strip 105 is coupled to the fixed rotunda frame 104a. Upon the rotunda
fixed frarne 104a rests the rotunda rotating frame 104b. The rotating frame 104b is
coupled to the walkway unit llOa (not shown) by way of the bellows 107 and the bellows
interface frame 109. The bellows 107 is supported by the hinged bellows interface frame
109 allowing some angular movement between the walkway unit llOa and the rotating
frame 104b. The angular movement is better seen in Fig. 3. The side coiling curtain 111
o wraps around the outside of the rotunda 104 forming side walls on opposing sides of the
frame 150. When the rotunda rotating frame 104b is rotated, a side coiling curtain 111
extends while the other side coiling curtain 111 is retracted behind the side coiling curtain
exterior skin 111a and rolled up. The bellows interface frame 109 is supported by a pivot
pin 154 held in place by a shaft retainer 156 and allowing for pivotal movement of the
S bellows interf~ce frame 109 about the pivot pin 154. This allows for raising and lowering
of the head unit 120 without producing excessive stress on the rotunda frames 104a and
104b. A cross sectional view of the line EE of Fig. 7a with details of the pivot pin 154
and shaft retainer 156 is shown in Fig. 7d.
Referring to Fig. 7e, a cross sectional view along the roof of the rotunda 104
20 along line AA of Fig. 7a is shown. The roof skin 103 is shown to form a substantially
sealed roof for the rotunda 104 in order to provide comfort for passengers whilst boarding
a plane. The roof forms part of the fixed rotunda structure and is attached to the fixed
rotunda frame 104a; it does not rotate. ~lt~ ively, the roof rotates and the fixed
rotunda frame 104a comprises an interface for coupling with the valet unit 102 and a base
2s on which the rotunda rotating frame 104b rotates.
The roof of the rotunda 104 is supported by the f1xed frame 104a. To the fixed
frame 104a is attached the roof skin 103 by a rivet 212. Below the outer roof skin 103a is
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fibreglass batt insulation 214 separating the outer roof skin 103a from the inner roof skin
103b. The roof skin is stretched across the roof from support 216 to SUppOlt. At each
support the roof skin is capped as shown in Fig. 7g. At the rotunda wall proximate the
bellows 107, cove moulding 222 is used to form a visually pleasing seal between the
s inner roof skin 103b and the rotating frame 104b. The rotating frame 104b is connected
to the top bellows closure strip 218 which is in turn connected to the top of bellows 107.
The bellows frame 109 also acts as a support for the rotunda roof support 220 which rests
on the bellows frame 109 but is not connected thereto, thereby allowing for relative
motion between the rotunda roof and the bellows 107.
0 Referring to Fig. 7f, a cross sectional view of the rotunda floor along the line AA
of Fig. 7a is shown. The fixed frame 104ais provided with an interface 105 for adjoining
the valet unit 102. The base of the fixed frame 104a rests on the ground and is formed of
two parallel circular rails 160 and 162 disposed one above the other. The rotating frame
104b is provided with CAM follower bearings 164 support wheels (not shown) disposed
S between the rails 160 and 162 and for allowing rotational movement of the rotating frame
104b. In use, lifting the head unit 120 results in some upward force on the rotating frame
104a at the end adjacent the walkway unit llOa. This upward force causes the wheels
(not shown)at that end to roll against the upper rail 162. On the opposing side of the
rotating frame 104b, the wheels (not shown)is forced downward according to known20 mechanical design principles and rolls on the lower rail 160. Of course, when no upward
force is exerted upon the rotating frame 104b, the wheels (not shown)all roll along the
lower rail 160. Alternatively, a single circular rail for supporting a plurality of pairs of
wheels one wheel from each pair disposed on either side is used for a same purpose.
A platform frame 104c upon which is rested a plywood floor 104d forms part of
2s the fixed frame 104a. Alternatively, floors formed of other suitable material are used. A
transition ramp 166 made from a substantially thin material to prevent stumbling is
disposed between the plywood fixed floor 104d and the floor ofthe walkway unit llOa
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CA 02207499 1997-06-10
Refe~ence No. 12M-3 CA Ca~adian Patent
which rotate about the rotunda 104. As is seen in the drawing, the bellows 107 is coupled
at one end to the rotating frame 104b and at the other end to the bellows interface frame
109 coupled to the rotating frame 104b by way of the pivot pin 154.
Referring to Fig. 7g, a drawing of the roof skin seal 103a is presented. Of course
the roof skin 103 can be sealed in any of a number of fashions conventional in the art.
Referring to Fig. 7h, a cross sectional view of the rotunda along the line BB inFig. 7a is shown. The view affords a detailed view of the side coiling curtain. As can be
appreciated from the drawing, the side coiling curtain 111 rolls about a post 171 when
the rotating frame 104b moves such that the side is reduced in length and unrolls to cover
0 the additional exposed siding when the rotating frame 104b is rotated in an opposite
direction. For increased protection and safety, the side coiling curtains 111 roll up inside
an enclosure 172. The far end ofthe side coiling curtain 111 is fixed to the side wall 174
of the rotunda 104 that forms part of the rotating frame 104b. As the rotating frame
rotates, the side wall 174 pushes or pulls on the side coiling curtain 111. At an opposing
15 end of the side wall 174 is fixed the bellows 107 and then the bellows interface frame
109.
Referring to Fig. 7i, a cross sectional view of the rotunda along the line CC in Fig.
7a is shown. The view affords another detailed view of the rotational mech~ni~m of the
rotunda.. The fixed frame 104a is provided with an interface 105 for adjoining the valet
unit 102. The base of the fixed frame 104a rests on the ground and is formed of two
parallel circular rails 160 and 162 disposed one above the other. The rotating frame 104b
is provided with CAM follower bearings 164 support wheels 166 disposed between the
rails 160 and 162 and for allowing rotational movement of the rotating frame 104b. In
use, lifting the head unit 120 results in some upward force on the rotating frame 104a at
the end adjacent the walkway un* 110a. This upward force causes the wheels 166 at that
end to roll against the upper rail 162. On the opposing side of the rotating frame 104b, the
wheels 166 is forced dowllw~d according to known mechanical design principles and
18
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~ef~renceNo.12M-3CA CanadianPatent
rolls on the lower rail 160. Of course, when no upward force is exerted upon the rotating
frame 104b, the wheels 166 all roll along the lower rail 160.
Referring to Fig. 8, a diagram of the control panel is shown. The passenger
loading bridge disclosed herein is provided with a novel user friendly control layout. The
5 controls are provided in button pairs wherein each button for performing an action and
the button for performing an opposite action are adjacent one another, in a predetermined
and consistent relation.
Button 251 controls floodlights disposed on the passenger loading bridge (not
shown). Button 252 controls the auto leveller feature for levelling the head unit 120.
10 Buttons 253 control the canopy. As the canopy is moved using 4 separate actuators to
control angle and extension on each of the sides of the aircraft interface, each actuator is
capable of being individually activated. Also, a group of actuators is capable of being
actuated simult~neously. Buttons 255 provide controls for raising and lowering the head
unit 120. Buttons 257 provide for high speed traverse. A large button 258 provides power
15 for the unit and is used mainly in its function as an emergency stop; without power,
motion will cease. Each button actuates a function. The function is then controlled by
joystick 259. The joystick allows for a fast and a slow speed of motion. Alternatively, a
plurality of speeds in excess of two or an analogue variable speed system is implemented
using the joystick 259. The joystick 259 operates when a button is pressed and has no
20 function in the absence of a depressed button. Of course other configurations of joystick
operation are possible and are dependent on safety regulations and concerns.
Using the layout shown in Fig. 8, the buttons are disposed right to left in the order
they are required for eng~ginp the loading bridge with the aircraft. Consequently, the
buttons are disposed from left to right in the order they are used to disengage the bridge
25 from the aircraft. The joystick operates in an intuitive fashion resulting in selecting at
least a button from each group from right to left and moving the appropriate portion of
the passenger loading bridge with the joystick until the positioning is as desired. Then, a
19
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ReferenceNo.12M-3CA CanadianPatent
next button is selected. In a preferred embodiment, joystick motion is in a direction of
walkway motion. For example, moving the joystick to the right causes the gantry wheels
to rotated moving the head unit to the right. Moving the joystick forward causes the
e~tensible section of the head unit to extend in a generally forward direction.
Heretofore, control panels for use with passenger loading bridges have been
difficult to learn to use. The incorporation of an easy to use control panel and a plurality
of sensors as described hereinbelow, allows less experienced operators to manoeuvre the
passenger loading bridge with minimum risk of property damage, few safety concerns
and little training. Also, training of new operators is rendered less costly because it is
0 unlikely an operator will damage an aircraft so fewer experienced operators can train a
plurality of new operators simultaneously. Heretofore, an experienced operator was
dedicated to the task of training a new operator until safety of personnel, aircraft,
vehicles, and luggage was assured. Further, ergonomic controls result in fewer operator
errors and therefore in reduced damage and liability.
I S Commonly, control panels for use in passenger loading bridges are provided with
a plurality of security features such as requiring the pressing of numerous buttons
simultaneously in order to actuate the gantry 130. Referring to Figs. 9a, 9b and 9c, the
control panel 200 is provided on a flip out console. The flip out console 200 is mounted
on hinges 202 and is held in a first position by latches 204 and in a second "flipped-out"
position by a stop 206 (shown in Fig. 9c).
When "flipped-out," controls are activated by pressing a button. The activation
continues while a button is pressed and t~rrnin~tes upon releasing all button. For security,
once the passenger loading bridge is in place, the console is moved to a "flipped-in"
position (shown in Fig. 9a) and the buttons are hidden from view or from accidental
activation. Optionally, when in this position, the buttons are disabled. Optionally, a key
CA 02207499 1997-06-lO
Re~erenceNo.12M-3C~ CanadianPa~ent
lock is provided to disable operation of the control panel or to prevent lln~lthl~rised
access to the panel.
Referring to Fig. 10, the gantry 130 comprises a platform 134. The platform 134
is structural and is capable of supporting the weight of the lifted portion of the passenger
s loading bridge. The gantry platform 134 supports two support beams 124 (not shown) on
either side of the head unit 120 for raising and lowering the head unit 120. The support
beams 124 are fitted with a vertical power unit 138 in the form of a hydraulic drive to
provide power for lifting and for lowering the head unit 120 in a controlled fashion.
Because the support beams 124 are disposed beside the head unit 120, the head unit 120
o can be lowered to rest on the ganky frame 134.
To the gantry 130 are also connected two pairs of wheels 132. Two of the wheels
132a are driven for moving the gantry 130 laterally. The other two wheels 132b, disposed
at the opposing end of the gantry 130 provide stability during motion of the gantry 130
and during rest. The wheels 132 are supported by axles 133 disposed above the frame
15 134. The placement of the wheels 132 above the gantry frame 134 allows a simple
rectangular frame conskuction and permits the head unit 120 to be lowered to a level
substantially near the ground. Further, the gantry configuration shown in Figs. 1 Oa, 1 Ob,
lOc, lOd and lOe allows exkemely large ganky wheels 132 without raising the minim
height of the head unit 120. Large wheels are desirable when obstacles such as uneven
20 ground or pot holes are of concern. Large wheels also permit the support of heavier
structures.
Because the radius of ~;Ul V~ ; of the gantry 130 during lateral movement is
fixed, the wheels 132 are turned in slightly to accommodate the arc that is traversed
during movement of the passenger loading bridge.
As is seen in Fig. 1 Ob the gantry frame 134 is disposed above the ground by a
clearance distance D to allow for unobskucted motion in the lateral direction when the
CA 02207499 1997-06-10
Reference No. 12M-3 CA - Canadian Patent
wheels 132 are driven. The gantry frame construction is dependent upon the weight of the
passenger loading bridge requiring support. Therefore, the minimum height of thepassenger loading bridge at the gantry 130 is the clearance distance D plus the frame
thickness T plus the thickness of the passenger bridge underside and floor. This distance
is also determinative of the lowest aircraft entrance with which the passenger loading
bridge can engage.
Since the ganky frame 134 extends beyond the sides of the head unit 120, there is
a potential that the gantry wheels 132 could damage an aircraft by hitting the aircraft
steps or the like. Therefore, the gantry 130 is positioned behind the aircraft interface 140
0 by a sufficient distance to clear any steps, railings, and propellers of supported aircraft.
Alternatively, the aircraft interface 140 extends from an end of the passenger loading
bridge instead of at a right angle and allows for the opening and the wheels to not
interfere with each other.
Of course, it is evident from the drawings that when the wheels 132 are disposedbeneath the aircraft interface 140 that the aircraft interface 140 can not be lowered below
the top of the wheels 132. This is undesirable. Disposing the wheels 132 on either side of
the head unit 120 and on either side of the aircraft interface 140 requires a substantial
skuctural support frame for the gantry 130 and is therefore, less desirable than the
embodiment shown in the figures. Also of note is that the hydraulic power unit presents
20 the same concerns. Disposing the hydraulic unit beneath the walkway is, therefor,
undesirable. As can be seen in the figures, the hydraulic power unit is disposed on a side
of the head unit 120 and not beneath it when the head unit is fully lowered.
Optionally, the rotunda 104is elevated above ground level. This requires an
in~-rfiqce unit 102 that slopes upward from the terminal 100 to the rotunda 104. With a
25 configuration as shown in Fig. 1, the additional sloped element allows for an extra 2 feet
of aircraft interface elevation and allows the aircraft interface 140 to be positioned lower
than with the rotunda 104 at ground level. Preferably, when the rotunda 104is positioned
22
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ReferenceNo.12M-3 CA CanadianPatent
2 feet above the ground, a base is placed below the rotunda 104, the base having a larger
diameter than the rotunda 104. This base increases rotunda stability.
Referring to Fig. 11, a method of automatically adjusting the height of a passenger
loading ramp is shown. An operator enters an aircraft type and where applicable an
5 entrance on the aircraft. The control panel comprises a processor and non-volatile storage.
In the non-volatile storage is a table of information regarding entrances to each aircraft.
The selected aircraft entrance is located in the table and a height is determined. The
height is provided to the elevation means and the aircraft interface 140 is raised to
substantially that height. Such a process reduces operator effort and improves efficiency
10 by accurately ~ nin~ the bridge with the aircraft entrance height automatically.
Referring again to Fig. 6, a detailed drawing of the head unit 120 shows a
plurality of sensors 230 disposed about the periphery of the head unit. These sensors
serve a variety of functions described hereinbelow.
It is uncommon to use a passenger loading bridge with small aircraft. As
5 described above, clearance between aircraft features such as propellers and entrances are
significantly less than with jumbo jets. Because a passenger loading bridge often costs
orders of m~gnitllcle less than aircraft, there is considerable concern over aircraft damage.
Alignin~ a bridge with an entrance of a small aircraft is very difficult and prone to error.
An obvious way of accomplishing this task is having an individual communicating by
20 radio to indicate to an operator current status and problems. In order to obviate the
individual, a window was placed in the passenger loading bridge. Unfortunately, due to
small clearances between the aircraft entrance and propeller and some features extending
beyond the sides and end of the passenger loading bridge, sufficient view to prevent
damage con~i.ctently was not afforded by the window.
2s Due to the high cost of damage to an aircra-ft in terms of customer ~ s~lisf~ction,
delays, insurance, possible injury, etc., it is imperative that engaging the aircraft entrance
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ReferenceNo.12M-3CA CanadianPatent
be accomplished with minimllm risk to an aircraft. For Jumbo jets this was not an issue
due to significant clearance between the jets and the entrance; however, without a reliable
system for preventing aircraft damage, passenger loading bridges are unlikely to gain
acceptance with small aircraft.
The sensors 230r are disposed adjacent the handrail slots 148 in the floor of the
aircraft interface 140 proximate the bumper 142. The sensors detect a presence and/or
location of an object proximate the bumper. Examples of sensors that are suited for such
an application include sonar, proximity detector sensors, electromagnetic sensors, light
beam sensors disposed at a plurality of locations to detect the presence of an opaque
0 object breal~ing a beam of light, etc. Further sensors 230p are disposed in locations along
the side of the passenger loading bridge where the bridge may strike an aircraft propeller.
Other sensors 230s are disposed to detect the presence of people or vehicles on the tarmac
and in the path of the passenger loading bridge during positioning. Of course, many other
sensor locations are used depending on common collisions or near collisions and on the
intended use of the passenger loading bridge and its sensors. The sensors are used in any
of a number of ways some of which are outlined below with reference to Figs. 13-15.
Referring to Fig. 12, a simplified flow diagram of a method of eng~gin~; the
aircraft interface 140 with an aircraft entrance is shown. The type of aircraft is provided
to the control panel. The input for this is provided by a keyboard or mouse as is
conventionally used with personal computers. Alternatively, a dial is provided for
selecting a height or an aircraft type. The bumper 142 is automatically raised to a known
height for the selected aircraft. At this height, the bumper should engage the aircraft
substantially below the entrance thereof. The gantry 130 is swung into place proximate
the aircraft slowly. As the gantry approaches the aircraft, the extensible section of the
2s head unit 120 is ext~ncled or retracted to align the aircraft interface 140 and the enkance
to the aircraft. The gantry 130 again is used to move the head unit 120 to engage the
aircraft. When a sensor detects the presence of an object proximate the passenger loading
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CA 02207499 l997-06-lO
Re~erenceNo.12M-3CA C~n~ n Patent
bridge in a location where no object should correctly be, the operator is informed of this
fact. For example, when an object such as a railing is detected 6 inches from the railing
slot 148 along the bumper, the operator is appraised of this information and can stop the
gantry and extend or rekact the extensible portion of the head unit to ensure proper
5 ~lipnment Upon achieving proper ~lignment, the sensors provide feedback to the operator that such is the case.
Similarly, while operating the gantry to swing the passenger loading bridge intoposition, the sensors may detect an aircraft propeller. The cost of hitting an aircraft
propeller with a passenger loading bridge is significant, and the additional safety feature
0 of sensors disposed at outlying points on the passenger loading bridge provide an
advantage of increased safety by detecting collisions with people, reduced property
damage and consequently improved efficiency. These and other advantages will be
evident from this disclosure.
Referring to Fig. 13, a simpli~led flow diagram of a method of automatically
5 ~ligning the passenger loading bridge of Fig. 12 with the entrance of an aircraft is shown.
Preferably, the control system for the passenger loading bridge is trained according to
known training techniques in order to optimise alignment for a particular installation.
Training of passenger loading bridges is discussed below. The aircraft type is provided by
an operator. The operator need not be on the bridge and often, the operator is not at the
20 airport t~rrnin~l When all flights are scheduled at a central location, the central location
provides the aircraft type to the loading bridges using a communications network.
Optical, wireless or digital communications networks such as an Ethernet network are
applicable to this method.
The gantry 130 is controlled to raise the aircraft interface to the known height for
25 aircraft of the type provided. A method similar to that of Fig. 11 is used. Alternatively,
during training, aircraft heights are learned and incorporated into the alignment procedure
for each aircraft. Once at the known height, the gantry 130 is swung slowly toward the
2s
CA 02207499 1997-06-lO
ReferenceNo.12M-3CA C~adian Patent
aircraft. When learning has occurred, the aircraft interface 140 is extended to a
predet~rmined optimal extension. When learning has not been used, preferably, the
aircraft interface 140 is extended completely or retracted completely. During the
swinging of the passenger loading bridge, sensors 230 disposed at a plurality of locations
5 on the bridge, detect a presence or absence of objects in the path of the bridge. When an
object is detected, the gantry 130 is stopped and the head unit 120 is extended until the
object is cleared or until it is fully extended. When fully extended, the head unit 120
returns to its previous extension and indicates an error and a location of the object that is
causing the problem. An operator is then required to clear the object from the path before
0 engagement can proceed. Of course, should the object move on its own, the bridge
controller indicates all clear and waits a predetermined length of time to ensure safety
before moving. Then the engagement process continues.
It is evident to those of skill in the art that when the object is detected at the free
end of the head unit 120, the head unit 120 is not extended further but may be retracted in
15 some instances.
As the aircraft interface 140 approaches the aircraft, the sensors 230 detect the
presence of the aircraft. Preferably a more accurate sensor 230u such as an ultrasound
sensor is used to align the bumper 142 and the entrance to the aircraft. The use of a
distance measuring sensor such as ultrasound, enables the readings of other sensors to be
20 evaluated for accuracy and for potential problems. Of course, at no point on the passenger
loading bridge except the bumper 142 should contact with the aircraft occur so the
absence of a range sensor does not prevent application of the method of Fig. 14. Once
aligned, the control system indicates such and an operator traverses the passenger loading
bridge into the aircraft to ensure correct engagement. Then passengers can emplane or
25 deplane. Optionally, once aligned, the head unit 120 is raised or lowered a small amount
to determine if the height was in fact correct and to more precisely engage the base of the
aircraft entrance. In an embodiment, the auto-leveller performs this function.
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ReferenceNo.12M-3 CA CanadianPatent
In another embodiment, the entrance to the aircraft is fitted with a tr~n~mitt~r in
the form of an RF tr~n~mittcr for providing a wireless signal. The passenger loading
bridge is provided with a sensor for sensing the transmitted signal, for determining a
location of the transmitter, and for moving the aircraft interface toward the signal source.
5 Absent, sensors 230, the passenger loading bridge is liable to strike a wing, propeller, or
other part of the aircraft during motion. It is, therefore, preferable that the passenger
loading bridge have disposed thereon sensors 230 for detecting the presence of objects
proximate the loading bridge. The sensors 230 also increase safety.
It is apparent to those of skill in the art that placing a transmitter at the entrance to
10 an aircraft is far less time consuming than eng~gin,~ a passenger loading bridge to an
aircraft entrance. As such, efficiency is improved.
Referring to Fig. 14a, a method of training the automatic alignment system is
presented. Over a period of several months, an experienced operator enters the aircraft
type to be engaged and proceeds to manually engage the aircraft. With each engagement,
lS data is collected indicative of typical engagement practices for each aircraft type. This
method is suitable for use with an expert system.
Referring to Fig. 14b, another method of training the automatic alignment systemis presented. The system is adapted for use with neural networks or other learning
systems based on machine intelligence. For each aircraft, an attempt is made by the
20 system to engage the aircraft. The attempt may follow a method similar to that outlined
with reference to Fig. 13. Errors in the engagement are noted by an operator and provided
to the control system. The control system incorporates these "errors" into its learning
process. Over time, it is expected that the engagement accuracy should improve and that
operator verification of engagement and further entry of errors is obviated. Training in
25 such a manner allows the engagement method design to remain generic while training
compensates for specific issues that arise at a particular location or terminal.
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~eferenceNo.12M-3CA CanadLan Patent
In an embodiment, the automatic alignment system comprises a neural networ~ of
a conventional type. The network comprises a plurality of nodes including input nodes,
output nodes and an optional number of hidden nodes. Neural network design is well
known in the art of computer science and more particularly in the art of m~chines le~rnin~. Some signals from sensor are provided to input nodes and control signals are
provided as outputs. Disposed therebetween is a series of weighted sllmming nodes for
det~rmining the control signals in dependence upon the input signals. During training, the
weighted sllmming nodes are modified in a manner to provide the desired output control
signals in response to predetermined input signals.
0 In training, a plurality of ~lignment~ of the passenger loading bridge and the
enkance to different types of aircra* are performed by experienced operators. With each
~lignment, the neural network gathers information and correlates the information to
produce a trained control system. Neural network information ~therin~ and training is
well known in the art of m~chine leslrning. The training comprises weighting nodes of the
neural network in order to generate responses to input information that substantially
match responses provided with the training set for same input information.
When the sensors are for safety reasons and not intended for use in automatic
engagement, the sensors 230 sense a presence of an object. When the object is likely to be
hit by the passenger loading bridge - the object is in the path of motion of the bridge - one
of the horizontal pivot means, the elevation means, and the horizontal pivot means and
the elevation means is stopped. Selection of which to stop is dependent upon where the
object is detected and a direction of the bridge's motion. When the object is no longer in
the path of the passenger loading bridge, motion is resumed. ~lternatively, when an
object is detected, the bridge is moved so as to avoid the object but continue toward
en~ging the aircraft, when this is not possible, bridge motion is stopped.
Referring to Fig. 15, a diagram of the canopy extender 146 is shown. The canopy
144 is formed of conventional bellows. The extender 146 is formed of a supporting arm
28
CA 02207499 1997-06-10
ReferenceNo.12M-3 CA CanadianPatent
146a hingedly connected to the aircraft interface 140 at a hinged connection 146b.
Coupled between the supporting arm 146a and the aircraft interface 140 is an hydraulic
piston 146c swinging the supporting arm 146a about the hinged connection as shown at
arrows S. To the supporting arm is coupled an end of a secondary arm 146d by a second
hinged connection 146e. The secondary arm is swung about the second connection 146e
by a second hydraulic piston 146f and swings through the arc L when the supporting arm
is stationary. The opposing end ofthe secondary arm is coupled to the canopy 144.
In use, moving pistons 146c and 146f causes the canopy to moved according to a
complex motion comprising both forward and dowllw~.l motion. Preferably, supporting
10 arm 146a provides substantially horizontal movement while secondary arm 146d
provides substantially vertical movement of a top edge of the canopy 144.
Numerous other embodiments of the invention are envisaged without departing
from the spirit and scope of the invention.
29
