Note: Descriptions are shown in the official language in which they were submitted.
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TITLE OF TI3E INVENTION
ADAPTABLE CAB FLOOR ENGAGEMENT ASSEMBLY FOR CO1494UTER
AND CONVENTIONAL JET AIRCRAFT
TECHNICAL FIELD
Field: This invention relates to apparatus for use in servicing aircraft at
airports.
More specifically, the invention is directed to aircraft boarding bridges
which are
adapted for pennitfing egress from and ingress to an aircraft positioned
adjacent to an
airport terminal building.
Statement of the Art: Aircraft boarding bridges have become a commonplace
phenomena at airport terminals both in this country and abroad. Such bridges
provide a
passageway for aircraft passengers and crew from the terminal building to an
aircraft
parked proximate to the terminal building. These bridges are highly valued for
their
ability to shelter aircraft passengers and crew from inclement weather as well
as their
ability to facilitate access to the aircraft for those having special needs,
such as the
disabled.
A reoccuring requirement encountered at airports is the need to provide
boarding bridge access to a multiplicity of aireraft types. Given the
existence of a
nuniber of aircraft manufacturers, each with their own particular aircrafft
doorway design
and the lack of a standardized configuration for the entryway of an aircra=ft,
airport
service personnel are confronted on a'daily basis with the need to provide an
accessway
to a number of aircraft doorway configurations and orientations with a single
boarding
bridge assembly.
A primaty example of this circumstance are the requirements posed by the door
configurations typically found on large commerciai aircraft verses the door
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configurations found on smaller commuter-type aircraft. In the case of the
large
commercial aircraft, the door is opened by means of a lateral displacement of
the door
panel, e.g., the door may open by pivoting about a vertical axis. Traditional
boarding
bridge constructions permit the bridge to be docked against the aircraft
fuselage
subsequent to the opening of the aircraft door. The many commercial aircraft
the door
is pivoted about its vertical axis. Since the path of travel of the door is
above the floor
of the boarding bridge, the positioning of the boarding bridge floor against
the sidewall
of the aircraft does not impede the opening or closing of the aircraft door.
Since the
aircraft door does not come into contact with the floor structure of the
boarding bridge
during either the opening or closing procedure, boarding bridges have
typically been
constructed to define a planar floor element which is positioned elevationally
below the
door opening and positioned to extend outwardly from the doorway of the
aircraft when
the bridge is in a docked position.
In contrast, commuter aircraft oftentimes utilize a door assembly which pivots
about a horizontal axis, positioned at the lower end of the door. In many
instances, the
door of a conventional commuter aircraft is fitted with a series of steps on
its interior
surface. Furthermore, the door assembly is oftentimes fitted with a handrail
assembly
which extends upwardly from the opposing sides of the door when the door is
lowered
into an open position.
In its open position the door defines a stairwell for accessing the aircraft
or
alternatively deplaning from the aircraft. The fact that commuter aircraft
doors pivot
about a horizontal axis creates a number of complications for the operator of
a
conventional boarding bridge structure which has been designed for use with
aircraft
having doors which pivot about a vertical axis. In those instances wherein a
bridge is
used to service a commuter aircraft, the bridge is conventionally brought into
abutment
against the aircraft fuselage subsequent to the opening of the aircraft door.
The
operator of a conventionally constructed bridge is confronted with the problem
of
accommodating the boarding bridge to a door having upstanding structure which
is not
a conventional feature of doors found on commercial aircraft. Of specific
concern is the
provision of a floor arrangement which provides a safe egress and ingress from
the
aircraft portal to the main structure of the boarding bridge.
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It should be appreciated that aircraft boarding bridges seek to provide a
passageway which is of considerable height above the surface of the underlying
tarmac.
Understandably, considerations of safety play a pivotal role in boarding
bridge design.
Changes in the configuration of the floor system of a boarding bridge, which
are often
mandated in transitioning from servicing an aircraft of one type to servicing
an aircraft
of a different configuration, present a significant safety concern in that
adequate
measures need to be taken to preclude passengers from inadvertently falling
through
openings in the floor system which may be created during any reconfiguration
of the
floor system.
It follows that there presently exists a need for an engagement structure for
a
boarding bridge which at once addresses the need to provide a means of
accommodating
varied aircraft door constructions, particularly vertically pivoted doors and
horizontally
pivoted doors. Some effort has been made in the past to address this issue.
One such
effort is disclosed in U.S. Patent 6,122,789 (Stephenson et al).
Notwithstanding the efforts made in the past, a continuing need exists for an
engagement structure adapted for providing a dimensionally adjustable floor
system for
the transition area between the aircraft and the main structure of the
boarding bridge
which likewise is suitable for use with both types of aircraft door
structures. It is further
recognized that such an engagement structure should minimize safety concerns.
Such
an engagement structure should provide flexibility and adaptability whereby
the
boarding bridge may be used to service aircraft having a variety of doorway
constructions of various dimension, configuration, orientation and operation.
DISCLOSURE OF INVENTION
An adaptable cab floor adapted for use with an aircraft boarding bridge is
disclosed. The cab floor includes a frame structure which supports a generally
horizontal floor surface. In a first orientation the frame structure and floor
surface
define an opening dimensioned to permit the passage there through of a door,
or a
portion of a door, of a commuter aircraft, e.g. a door which rotates about a
horizontal
axis. The frame structure is fitted with an assembly adapted to provide a
walking
surface over the aforesaid opening in a second orientation. This assembly
includes at
least one floor panel which is displaceable relative to the frame structure.
The frame is
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fitted with a first floor panel which is rotatably connected to the frame
structure about
its proximal end. The first floor panel defines an upper surface configured to
provide a
walking surface for passengers exiting or entering the aircraft. This first
floor panel
extends outwardly from the frame structure and is oriented, in a first
condition, to
extend from its proximal end positioned adjacent to the frame structure to its
distal end
which is positioned proximate the door portal of an aircraft positioned
adjacent to the
cab floor assembly. In this first condition, the first floor panel extends
into or over the
aforesaid opening to define a bridge between the floor surface of the frame
structure and
the entry/exit portal of the aircraft. In a second condition, the first floor
panel is rotated
out of the opening defined by the floor structure sufficiently to permit the
passage
through the opening of the door and associated airstair assembly of a commuter
aircraft.
The first floor panel defines two opposing longitudinal edges. In a preferred
embodiment, the first floor panel is associated with one or more supplemental
side
panels. Each of these side panels may be connected to the first floor panel
proximate a
respective longitudinal edge of the first floor panel. Alternatively each of
the side panels
may be connected to the frame whereby the side panels are displaceable to an
orientation
wherein they provide a floor surface between the frame and the longitudinal
edges of the
first floor panel. In this latter construction, each of the side panels may be
disposed for
rotation about a horizontal axis which is mounted parallel to its respective
first floor
panel longitudinal edge.
In one embodiment of the invention a second floor panel is mechanically
connected to the first floor panel. The second floor panel defines an upper
surface
configured to form a walking surface for passengers exiting or entering the
aircraft. The
second floor panel is constructed to be displaceable, either manually or by
means of a
driving structure, outwardly from the first floor panel to form a walkway from
the
aircraft portal to the first floor panel and thereafter to the boarding bridge
structure.
The second floor panel is therefore displaceable between a first condition,
wherein the
second floor panel is generally nested in, below or above the first floor
panel and a
second condition wherein the second floor panel is displaced outwardly from
the first
floor panel to form an extension of the floor surface formed by the first
floor panel.
When the second floor panel is positioned in the first or retracted condition,
and the first
floor panel is in a first condition, a slot-tike void or recess is defined
between the
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proximal edge of the second floor panel and the forwardmost portion of the
floor
surface of the frame structure. This slot-like void is of sufficient dimension
to receive
the upstanding sections of an opened door of a commuter aircraft. Once the
engagement assembly is docked to the aircraft, the second floor panel is
displaced to its
second condition whereby the proximal end of the second floor panel is
positioned into
the open portal of the docked aircraft thereby forming a bridge or passageway
to the
main structure of the boarding bridge. The first floor panel, being pivotedly
secured to
the frame of the boarding bridge cab, may rotate about its axis of rotation in
the event
that the first or second floor panels is brought into contact with any
underlying structure
such as portions of the opened aircraft door. This rotational capacity permits
the first
and second floor panels to rotate about their joint axis of rotation whereby
the door
panels are displaced thereby limiting or avoiding damage to either the
boarding bridge or
the opened aircraft door.
In a second embodiment, the second floor panel may be rotatably connected to
the frame structure to rotate about a first end thereof. Similar to the second
floor panel,
this alternative second floor panel may define an upper surface configured to
define a
walking surface for passengers exiting or entering an aircraft. The side edge
of this
alternative second floor panel, in an extended orientation, is positionable
adjacent to the
portal of an aircraft parked adjacent to the cab floor assembly. In this
extended
orientation, the upper surface of the alternative second floor panel
intercooperates with
the floor surface of the first panel to form a walking surface which covers
the aforesaid
opening or slot. In a retracted orientation of the alternative second floor
panel, a slot-
like void or recess is defined between a longitudinal edge of the first floor
panel and a
perimeter of the frame structure. In contrast to the first embodiment, the
alternative
second floor panel is not mounted within or below the first floor panel.
Instead, the
alternative second floor panel is positioned adjacent to the first floor panel
and in some
constructions may actually be positioned to overlap a portion of the first
floor panel.
The alternative second floor panel may be rotated by a respective driving
structure or alternatively may be manually operated. The alternative second
floor panel
is rotatable independent of the first floor panel to permit the cab floor
assembly operator
to vary the configuration of the cab floor and thereby adapt the cab floor to
the
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particular construction of the aircraft portal structure being presently
serviced by the
boarding bridge.
A third floor panel may also be rotatably connected to the frame structure to
rotate about a proximal end thereof. Similar to the second floor panel, this
third floor
panel may define an upper surface configured to define a walking surface for
passengers
exiting or entering an aircraft positioned adjacent to the engagement
assembly. The
proximal end of the third floor panel, in an extended orientation, is
positionable adjacent
to the portal of an aircraft positioned adjacent to the cab floor assembly. In
this
extended orientation, the upper surface of the third panel intercooperates
with the floor
surface of the first panel and the upper surface of the second panel to form a
walking
surface which covers the aforesaid opening. In a retracted orientation of the
third floor
panel, a slot-like void or recess is defined between a longitudinal edge of
the first floor
panel and a second edge of the frame structure. This slot-like void or recess
is of
sufficient dimension to permit the passage therethrough of a second hand rail
assembly
of a commuter aircraft door assembly. In some embodiments, the third floor
panel may
be positioned contiguous to the upstanding wall of the cab assembly. In this
latter
instance, the second edge of the frame assembly is defined by the upstanding
wall as
opposed to the floor surface of the frame structure.
In those embodiments which include side panels interconnected to the first
floor
panel, these side panels may be adapted to be positionable in a somewhat
upstanding
orientation to form a vertical restraint or guard for the floor surface formed
by the first
floor panel. In this generally upstanding orientation, these side panels may
be positioned
proximate or in abutment with the hand rail assemblies of the commuter
aircraft door to
form an upstanding barrier along the edge of the floor surface defined by the
first floor
surface. When the first floor panel is in a first condition and the second and
third floor
panels are in extended orientations, the side panels are positionable to
extend between
the longitudinal edges of the first floor panel and the upper surface of a
respective
second or third floor panel to thereby form a generally planar walking surface
which
extends from an outermost longitudinal edge of the second floor panel to the
outermost
longitudinal edge of the third floor panel.
The first, second and third floor panels may be each rotated by a respective
driving structure. Each of these floor panels is rotatable independent of the
other floor
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panels to permit the cab floor assembly operator to vary the configuration of
the cab
floor and thereby adapt the cab floor to the particular construction of the
aircraft portal
structure being presently serviced by the boarding bridge.
The opening defined by the frame structure and its associated floor surface
forms
a passageway of sufficient dimension to accommodate the protruding platform
often
found on commuter type aircraft which platform forms part of the deployable
airstair. A
displacement, e.g., rotation, of the first floor panel to a closed orientation
may be
adopted to partially close the aforesaid opening passageway sufficiently to
provide a
passenger passageway from the aircraft to the main structure of the boarding
bridge.
These two floor panels may be displaced in various arrangements to provide a
floor
structure between the boarding bridge and the aircraft of sufficient dimension
and
configuration to permit the passage of passengers there over into and out of
the aircraft.
Accordingly, the cab floor assembly provides the operator with a means of
providing a dimensionally adjustable embarkation platform adjacent to the
aircraft portal
and a means of adjusting the configuration of the interface between the bridge
and the
fuselage of the aircraft. As may be appreciated, the cab floor assembly may be
adapted
to accommodate a multiplicity of aircraft door configurations, dimensions,
orientations
and operational characteristics on an individualized basis.
The invention therefore provides a construction whereby the floor of the
boarding bridge cab may be reconfigured to define a passageway dimensioned to
accommodate the platform of commuter type aircraft during its opening or
closing
procedure. The floor may then be reconfigured to define an embarkation
platform of
sufficient dimension, adjacent to the open doorway of a conventional
commercial
aircraft, to provide for the passage there over of passengers and crew
entering or leaving
the aircraft.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a partial elevated perspective view of a passenger boarding bridge
fitted
with the adaptable cab floor assembly of the instant invention. The adaptable
cab floor
assembly is shown in a closed condition;
FIG. 2 is a partial elevated view of a boarding bridge illustrating a second
floor
panel of the cab floor assembly in a retracted condition;
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FIG. 3 is a further elevated view of a boarding bridge illustrating the first
and
second floor panels of an adaptable cab floor assembly in a retracted
condition;
FIG. 3A is an elevated partial perspective view of the adaptable cab floor
assembly with the second floor panel in a retracted condition;
FIG. 3B is an elevated partial perspective view of the cab floor assembly
illustrating the second floor panel in an extended condition;
FIG. 3 C is an elevated partial perspective view of the cab floor assembly
taken
from another perspective illustrating a partial extension of the second floor
panel;
FIG. 3D is an elevated partial perspective view of the cab floor assembly,
taken
from the perspective of FIG. 3C illustrating the first and second floor panels
rotated
about the horizontal axis of the first floor panel;
FIG. 3E is a partial perspective view of the cab floor assembly taken from
below
the floor assembly illustrating the second floor panel in a retracted
condition;
FIG. 3F is an elevated partial perspective view of the cab floor assembly,
taken
from the perspective of FIG. 3E illustrating the second floor panel in an
extended
condition;
FIG. 3G is an partial perspective view of the cab floor assembly in
association
with the deployable airstair of an aircraft;
FIG. 3H is a cross sectional view of a engagement assembly of the invention
shown in an extended condition;
FIG. 31 is a cross sectional view of the engagement assembly of FIG. 3H shown
in a retracted condition;
FIGS. 3J-3L are cross-sectional views of the engagement assembly of the
invention illustrating a transition free intercooperation of the first and
second floor
panels;
FIG. 4 is a cross sectional side view of an aircraft in association with a
boarding
bridge of the instant invention shown in a conventional passenger unloading
orientation;
FIG. 5 is a cross sectional side view of the aircraft and boarding bridge
association of FIG. 4 wherein the relative positioning of the aircraft and the
boarding
bridge has shifted thereby causing a rotation of the first and second floor
panel boarding
bridge engagement assembly as that assembly contacted the upstanding structure
of the
airstair;
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FIG. 5A is a partial perspective view of the cab floor assembly in a closed
condition;
FIG. 6 is a partial elevated perspective view of a passenger boarding bridge
fitted
with an alternative construction of the adaptable cab floor assembly of the
instant
= 5 invention. The adaptable cab floor assembly is shown in a closed
condition;
FIG. 7 is a partial elevated view of a boarding bridge illustrating a second
floor
panel of the cab floor assembly in a retracted condition;
FIG. 8 is a further elevated view of a boarding bridge illustrating the first
and
second floor panels of an adaptable cab floor assembly in a retracted
condition;
FIG. 9 is an elevated partial perspective view of the adaptable cab floor
assembly with a cover plate shown positioned atop the boarding bridge
engagement
assembly,
FIG. 10 is a partial elevated perspective view of a passenger boarding bridge
fitted with the adaptable cab floor assembly of the instant invention. The
adaptable cab
floor assembly is shown in a retracted condition;
FIG. 11 is a partial elevated perspective view of a cab floor assembly of the
instant invention;
FIG. 12 is a partial elevated view of a boarding bridge iliustrating a first
floor
panel of the cab floor assembly in an extended condition;
FIG. 13 is a further elevated view of a boarding bridge iltustra.ting the
first,
second and third floor panels of an adaptable cab floor assembly in an
extended
orientation;
FIG. 14 is an elevated partial perspective view of the adaptable cab floor
assembly with the first, second and third floor panels in a retracted
condition;
FIG. 15 is an elevated partial perspective view of the cab floor assembly
illustrating the first floor panel in the process of being extended;
FIG. 16 is an elevated partial perspective view of the cab floor assembly
illustrating yet a further extension of the first floor panel;
FIG. 17 is an elevated partial perspective view of the cab floor assembly
illustrating the first floor panel extended to a generally horizontal
orientation;
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FIG. 18 is an elevated partial perspective view of the cab floor assembly with
the
side panels of the first panel being positioned in abutment against the
support structure
of the second and third floor panels;
FIG. 19 is an elevated partial perspective view of the cab floor assembly
illustrating the second and third floor panels being displaced to an extended
orientation;
FIG. 20 is an elevated partial perspective view of the cab floor assembly
illustrating a further displacement of the second and third floor panels to an
extended
orientation;
FIG. 21 is an elevated partial perspective view of the cab floor assembly
illustrating the disposition of the first, second and third floor panels in an
extended
orientation;
FIG. 22 is a elevated perspective view of an alternative embodiment of the cab
floor assembly;
FIG. 23 is a perspective view of the assembly in FIG. 22 with the side panels
in
an inclined orientation; and
FIG. 24 is an alternative configuration of the embodiment of FIG. 22 with the
side panels in an inclined orientation.
BEST MODE OR MODES FOR CARRYING OUT THE INVENTION
As illustrated in FIG. 1, a boarding bridge 15 (shown in partial view) is
fitted on
its outer end with a cab 17. The cab 17 is a generally enclosed structure
having a pair of
opposingly positioned upstanding sidewalls 19 surmounted by a ceiling or roof
element 20 which extends between the two sidewalls. The cab further includes a
floor
element 25. The floor element 25 extends between the two sidewalls. The cab
also
defines an entryway from the main boarding bridge structure. The cab 17
defines an
open portal 21 which is designed to interface with the fuselage of the
aircraft to be
serviced by the boarding bridge. The portal 21 is defined by a framing
structure 23
which extends upwardly from the floor 25 in a generally inverted U-shaped
configuration. The portal frame 23 may be fitted with a canopy structure (not
shown)
which extends from the frame to contact the fuselage of the aircraft. A
conventional
accordion-like canopy is anticipated for this purpose.
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The floor 25 is formed of two identifiable sections. The main body of the
floor,
herein designated as floor section 25A extends generally between the two
upstanding
sidewalls 19. A second section of the floor, designated as floor section 25B
extends
from the linear intersection of the two sections along the line 25C. The two
sections
25A and 25 B are interconnected to one another along the line 25C of their
intersection
to form a hinge-like connection. This hinged connection permits the two floor
sections
to move independent of one another to accommodate to uneven orientations of
the two
floor sections. The leading edge 30 of floor section 25A may be fitted with a
bumper
structure 27 as shown in FIG. 1. The leading edge 30 is configured to be
positionable
adjacent the fuselage of an aircraft to be serviced by the cab floor assembly.
The edge 30 of the forward floor section 25A defines a slot or recess opening
26
in the floor 25. This slot 26 is generally defined by the leading edge 30 of
the floor
section 25A, the edge 28 of the floor section 25A, the edge 29 of floor
section 25A and
the cab sidewall section 31. In the illustrated embodiment, this slot 26 is
illustrated as a
quadrilaterally configured void adjacent to the floor structure 25. It should
be
understood that this slot 26 may be of any number of different configurations
and shapes
and furthermore may be positioned at any number of locations in the floor
structure
proximate the leading edge 30 of the floor structure. In the instant
illustration the slot is
shown on the right side of the cab ( as viewed from the docked aircraft). The
slot 26
may also be on the left side of the cab, in the middle region of the cab or
any other
location along the leading edge 30 of the floor 25.
The instant invention provides a multi-segmented engagement assembly 33
which may be introduced into the aforesaid slot 26 in various configurations
to form an
embarkation platform over the slot 26 from an aircraft positioned adjacent to
that slot
26. In those instances wherein the cab floor is directed to service a commuter
type
aircraft having a door assembly which rotates about a horizontal axis the
boarding
bridge may be brought into position with the slot 26 in an open configuration
i.e.,
generally devoid of structure thereby permitting the passage there through of
the door
and associated airstair assembly of a commuter aircraft positioned adjacent to
the cab
floor 25. Subsequent to docking the engagement assembly may then be
reconfigured to
provide the desired embarcation platform from the portal of the aircraft to
the boarding
bridge structure. The slot 26 is specifically dimensioned to receive and
permit the
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passage there through of the upstanding portions of an airstair structure of a
commuter
aircraft.
During the docking procedure with a commuter aircraft, the assembly 33 is held
in a retracted position until the door of the aircraft has been completely
opened and
secured in its open orientation. This retracted condition is shown to
advantage in FIG.
2. Depending on the particular hand rail arrangement of the airstair, a
segment of the
assembly 33 may then be displaced into the slot 26 to interface with the
aircraft door
assembly and form an embarkation platform which accommodates the particular
hand
rail arrangement. For example as shown in FIG. 1, the assembly 33 is
illustrated
configured in an arrangement which provides a centrally positioned walking
surface 32.
The assembly may be fitted on its outer edge with a bumper structure 30A which
corresponds in construction and configuration with the bumper 30 which is
fitted on the
edge 30 of floor 25A.
The assembly 33 is pivotedly secured to the floor assembly 25 along its distal
end
35 for rotation about a horizontal axis 36 as shown in FIG. 3. Tliis pivoted
mounting
permits the assembly 33 to rotate upwardly in the event that the assembly
should be
forcedly brought into contact with any underlying structure such as the
handrail
assembly of an airstair. It has been found in practice that the relative
positioning of an
aircraft and its associated boarding bridge may change during the time that
the aircraft is
docked to the boarding bridge. This is especially true during the loading and
unloading
of the aircraft as the weight being carried by the aircraft changes due to
loading or
unloading. This change in weight carried by the aircraft may cause the
elevation of the
aircraft to be either increased or decreased depending on the amount of weight
change.
In the event that the elevation of the aircraft increases, i.e., the aircraft
rises, the
assembly 33 may be brought into a forced contact with the airstair structure
as that
airstair structure rises with the aircraft. The pivoted mounting of the
assembly 33
permits the assembly to rotate upwardly thereby minimizing the force of the
contact
between the assembly and the rising airstair. The rotation therefore avoids or
minimizes
any damage to either the airstair or the assembly 33. A rotation of the
assembly 33 is
shown to advantage in FIG. 3.
FIGS. 3A-3L illustrate the multi-segmented assembly 33 in the context of the
cab floor assembly. As shown, the cab floor 25 includes a frame structure 41
formed of
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a number of elongate frame members 43 which are positioned in spaced,
relationship to
one another. The frame members 43 are interconnected to one another by cross
members 45 which are spacedly positioned from one another. The frame members
43
and 45 are connected to one another at their various intersections or
junctures to form a
frame structure having an upper surface suited for receiving and retaining the
floor panel
25 . The panel, which forms the floor element 25, is connected to the frame
structure to
define a walking surface.
Positioned within the slot 26 defined by the floor 25 is the engagement
assembly
33. This assembly 33 includes principally two floor panels, a first floor
panel structure
37 and a second floor panel structure 39. As shown first floor panel structure
37
includes a generally planar walking surface panel 40 having a generally
rectangular
configuration in association with an underlying frame structure 38 which
supports the
walking surface panel 40. The longitudinal axis 42 of the panel structure 37
is oriented
generally parallel to the leading edge 30 of the floor 25. The first floor
panel 37 is
pivotedly mounted to the floor 25 by pivot mounting 43 utilizing a
conventional pivot
mounting structure such as a pivot axle rotatably mounted in a bracket. The
pivot
mounting of the first floor panel 37 permits the first floor panel 37 to
rotate about the
rotational axis 36. The frame 41 defines two elongate rails 46 which extend
along the
opposing edges 47 of the slot 26. Each of these rails defines a ledge upon
which the
first floor panel 37 rests when that panel is positioned in its first, closed
condition as
shown in FIG. 3A. The rails 46 preclude the panel 37 from rotating below the
plane of
the floor 25. The rails 46 therefor form a support for the first panel 37.
In a preferred construction the first floor panel structure 37 may include a
pair of
outwardly extending elements 49. These fork or tine-like elements are shown to
advantage in FIG. 3. Each of these elements 49 are generally elongate in
configuration
and define a slot-like opening which extends along the length of each element
to form a
channel 51. In this construction the free end of each element 49 is fitted
with a bumper
structure 30C which corresponds in construction and material to the bumper 30
discussed above.
The second floor panel structure 39 defines a generally planar upper surface
52
which forms a walking surface for passengers exiting the aircraft. The second
panel
structure 39 has a longitudinal dimension which corresponds generally with the
length
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of the first panel structure 37. The second panel structure 39 may be
configured in
various constructions. In a first construction, the second panel structure 39
may be
generally planar in construction and be positioned with its side edges
disposed within the
channel 51 defined within the elements 49 to be slidable therein between a
retracted
condition wherein the panel structure 39 is largely positioned beneath or
within the first
panel structure 37 in a stored condition and a second extended condition,
shown in FIG.
3B wherein the panel has been displaced outwardly from the first panel along
the
channels 51 so as to abut against the fuselage of the aircraft being serviced.
The
underlying frame 38 of the first panel structure is adapted in those
constructions wherein
the second panel structure is nested or stored within the body of the first
panel structure.
In this latter embodiment, the frame 38 is adapted to include a pair of
opposingly
positioned channel defining structures mounted within the frame 38. Each
channel
defining structure defines a channel which interconnects with the channel 51
of a
respective element 49 to form an extension of that channel within the body of
the frame
38.
This orientation of the second panel structure 39 is shown in greater detail
in
FIGS. 3H through 3L. As shown therein, the second panel structure 39 includes
a
planar surface panel 55 which is secured to an underlying frame 57. The frame
57
includes a roller member 59 on each of the sides of the frame. Alternatively,
a single
roller which extends over the complete width of the panel structure 39 may be
used.
The roller or rollers are preferably rotatably mounted to the panel structure
39. Each
roller member 59 is positioned with its longitudinal axis oriented parallel to
the
longitudinal axis 61 of the pane139.
Trained about the roller 59 is a flexible band of material 60 which is
disposed
over the surface 55. The first end 62 of the band 60 is fixedly secured to the
panel
structure 37 at location 62. The band 60 is dimensioned to have a width wliich
is
substantially dimensionally identical to the width of the second panel
structure 39. The
opposing end of the band 60 is fitted with two cables. Each cable 63 is
secured to the
band 60 proximate a respective side of the band 60. Each cable 63 is trained
over a
pulley 65 which is mounted, preferably rotatably, to the second panel
structure 39. The
cable 63 is secured at its end to a bracket 67 which is attached to a
respective element
49. As shown in FIGS. 3H through 3L as the second floor panel is displaced
between a
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retracted condition (FIG. 3J) and an extended condition (FIG. 3K), the band is
displaced along the underside of the panel structure 39 and subsequently
around the
roller 59 eventually being positioned over the surface 55 to form a transition
free
walking surface for the engagement assembly. The thickness of the band 60 is
dimensioned thickness-wise such that when the two panel structures 37 and 39
are
positioned adjacent to one another and the band 60 is drawn over the surface
of the
second floor panel, the plane of the upper surface of the band 60 is generally
co-planar
with the upper surface of the upper surface of panel 40 of the first panel
structure. This
dimensioning of the band produces a substantially planar or transition-free
surface
between the first and second panel structures 37 and 39. In this particular
construction
the axle 67 of the roller 59 may be secured within the channels 51 of the two
elements
49. In this particular construction the first panel 37 may include an
underlying
frainework structure which defines a void dimensioned to receive and retain
the second
panel structure 39, including the pulleys 65, in a nested orientation when
that panel is in
a retracted condition.
Various power structures 70 are contemplated, including electric motors and
adjustors as well as hydraulic powered rams for displacing the second floor
panel 39.
As shown in FIG. 3H and 3I, a hydraulic ram is shown attached to the underside
of the
first floor panel 37. This ram 70, being mounted to the first floor panel 37
is rotatable
with the assembly 33 as shown in FIG. 3L. The head of the ram 74 is shown in
attached
engagement with the second panel structure 39. As the ram is actuated and
driven
outwardly from its piston 72 the second floor panel structure 39 is driven
along the
channels 51 and the band 60 slides along the underside of the second panel and
is
extended over the upper surface of panel 55. Similarly as the ram is retracted
into its
cylinder the second panel structure 39 is driven back into a nested
orientation in the first
panel 37.
FIGS. 4 and 5 illustrate the function of the pivoted mounting of the first
panel
structure 37 to the floor 25. FIG. 4 illustrates the positioning of the
engagement
assembly during a normal unloading docked condition. Notably, the first and
second
panels 37 and 39 are shown in a generally horizontal orientation. The
engagement
assembly is shown above and generally out of contact with the airstair 77.
FIG. 5
illustrates a condition wherein the elevation of the aircraft has changed,
i.e., the aircraft
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has been elevated by the action of its suspension system due to the unloading
of
passengers, i.e., the weight of the departing passengers has been removed from
the
suspension system thereby perniitting that system to return the aircraft to an
unloaded
raised or increased elevation. In this latter orientation, the airstair 77 is
elevated
together with the elevating aircraft thereby bringing the airstair into
contact with the
engagement assembly 33. Due to the pivoted mounting of the first pane137, the
entire
engagement assembly 33 is permitted to be rotated as its engages the airstair
thereby
lessening the resistence of the engagement assembly against the airstair. The
engagement structure 33 therefore rotates about the axis 36 thereby lessening
if not
eliminating the likelihood of either the engagement assembly 33 or the
airstair 77 being
damaged by their contact. In preferred constructions, the engagement assembly
33 is
fitted with sensors to sense a predetermined change in the incline of the
assembly 33.
Upon the predetermined incline setting being exceeded the sensor sends a
signal to a
display or alternatively activates an alarm to advise the operator of the
orientation of the
engagement assembly 33 and the need to take remedial action.
FIGS. 6-9 illustrate an alternative construction of the engagement assembly
wherein the second panel structure 39 of the prior described construction is
replaced by
a second panel structure 80 which is pivotedly mounted to the floor 25 to be
rotatable
about a generally horizontal axis 81. As shown the second pane180 is a
generally planar
panel having a generally rectangular configuration. The panel is pivotedly
secured to the
floor 25 by a pivot mounting structure 83. The second panel 80 may be rotated
about
axis 81 to the retracted condition shown in FIG. 8 whereby the upper surface
of the
panel is brought to rest atop the upper surface of the floor 25 thereby
exposing a portion
of the slot 26. It is contemplated that the second panel 80 may be either
manually
displaceable between its retracted and extended conditions or alternatively
the panel 80
may be displaced between the two conditions by a power driven device such as
an
electric or hydraulic motor. In either case the first panel 37 is
substantially similar to the
first panel described above with the exception that elements 49 are no longer
used. In
other constructions the second panel 80 may be substantially a planar panel
without an
underlying support structure.
In this alternative construction of the engagement assembly, the ledges 46
formed by the frame of the floor 25 function to retain the second panel 80 in
a generally
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horizontal orientation when the second panel is in the extended condition
shown in FIG.
6.
FIGS. 6-9 illustrate the displacement of the assembly 33 from the fully
retracted
position shown in FIG. 7 to the extended condition of FIG. 6, the condition
being
dictated by the nature of the entry portal of the aircraft to be serviced. In
the orientation
illustrated in FIG. 7, the assembly 29 is fully retracted thereby exposing a
portion of the
slot 26. In this orientation, the operator may position the cab floor
proximate the door
of a commuter aircraft having a door which rotates about a horizontal axis.
With the
aircraft door in an open position the cab floor may be positioned proximate
the aircraft.
Should the aircraft door having any upstanding structure associated therewith,
the slot
26 is dimensioned to permit the passage there through of such structure. After
the
boarding bridge has been docked with the aircraft with the second panel 80 in
the
position shown in FIG. 9, a generally planar panel 90 is positioned over the
slot 26 to
form a passageway over the slot 26 and the aircraft door. The panel 90 is
dimensioned
to extend from a location within the aircraft to the first panel structure 37.
As shown in
FIG. 9, the panel 90 extends from a location several centimeters into the
aircraft door 91
to a location proximate the pivoted mounting of the first floor panel 37 to
the floor 25.
A second embodiment of the invention is illustrated in FIG. 10. As illustrated
in
FIG. 10, a boarding bridge 15A (shown in partial view) is fitted on its outer
end with a
cab 17A. The cab 17A is a generally enclosed structure having a pair of
opposingly
positioned upstanding sidewalls 19A surmounted by a ceiling or roof element
20A which
extends between the two sidewalls. The cab further includes a floor element
25A, which
is generally planar in configuration. The floor element 25A extends between
the two
sidewalls. The cab also defines an entryway from the main boarding bridge
structure. In
the illustrated embodiment, the entryway is fitted with a pair of doors 22A.
Opposite
from the doors 22A is an open portal 21A which is designed to interface with
the
fuselage of the aircraft to be serviced by the boarding bridge. The portal 21A
is defined
by a framing structure 23A which extends upwardly from the floor 25A in a
generally
inverted U-shaped configuration. The portal frame 23A may be fitted with a
canopy
structure (not shown) which extends from the frame to contact the fuselage of
the
aircraft. A conventional accordion-like canopy is anticipated for this
purpose.
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The floor 25A is formed of two identifiable sections. The main body of the
floor, herein designated as floor section 25AA extends generally between the
two
upstanding sidewalls 19A. A forward extending section of the floor, designated
as floor
section 25AB extends forward of an imaginary line 32A which interconnects the
most
forward portion of each of the two sidewalls 19A. As illustrated, the forward
section
25AB is a generally rectangularly configured planer panel having parallel side
edges 28A
and a linearly configured leading edge 30A which is oriented orthogonally to
the side
edges 28A. The leading edge 30A may be fitted with a bumper structure 27A as
shown
in FIG. 1. The leading edge 30A is configured to be positionable adjacent the
fuselage
of an aircraft to be serviced by the cab floor assembly.
The edge 28AA of the forward floor section 25AB in conjunction with the
leading edge 32A of the floor section 25A defines a slot or recess opening 26A
in the
floor 25A. This slot 26A is generally defined by the leading edge 32A of the
floor
section 25AA, the edge 28AA of the floor section 25AB, the imaginary line 34AB
and
the imaginary line 34AA. In the illustrated embodiment, this slot 26A is
visualized as a
quadrilaterally configured void adjacent to the floor structure 25A.
The instant invention provides a multi-segmented assembly 29A which may be
introduced into the aforesaid slot 26A in various configurations to form an
embarkation
platform from an aircraft positioned adjacent to that slot 26A. In those
instances
wherein the cab floor is directed to service a commuter type aircraft having a
door
assembly which rotates about a horizontal axis the slot 26A is left generally
devoid of
structure thereby permitting the passage therethrough of the door and
associated airstair
assembly of a commuter aircraft positioned adjacent to the cab floor 25A.
Stated
otherwise, the assembly 29A is held in a retracted position until the door of
the aircraft
has been completely opened and secured in its open orientation. Depending on
the
particular hand rail arrangement of the airstair, one or more segments of the
assembly
29A may then be displaced into the slot to interface with the aircraft door
assembly and
form an embarkation platform which receives and accommodates the particular
hand rail
arrangement. For example as shown in FIG. 12, the assembly 29A is illustrated
configured in an arrangement which provides a centrally positioned walking
surface 31A
having upstanding barriers or guards positioned on the opposing edges thereof.
Recesses or voids 35A and 37A are defined between the walking surface 31A and
portal
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23A of the cab and the edge 28AA of the floor surface 25AB respectively. These
recesses are dimensioned to receive the hand rail structure which would be
mechanically
associated with the door of the aircraft being serviced. As further
illustrated, the
assembly 29A may also include a pair of vertically positioned guards or hand
rails 33A,
which may function in a protective sense in the absence of a hand rail
arrangement being
present on the door of the aircraft.
FIG. 14 illustrates the multi-segmented assembly 29A in greater detail. As
shown, a frame structure 41A is formed of a number of elongate frame members
43A
which are positioned in spaced, parallel relationship to one another. The
frame members
43A are interconnected to one another by cross members 45A which are
positioned
orthogonal to the frame members 43A and are spacedly positioned from one
another.
The frame members 43A and 45A are connected to one another at their various
intersections or junctures to form a frame structure having an upper surface
suited for
receiving a planar panel. The panel, which forms the floor element 25A, is
connected to
the frame structure to define a walking surface. Positioned along the leading
edge 32A
of the frame 41A is a multi-segmented assembly 29A. The assembly includes a
centrally
positioned first floor panel 31A, a second floor panel 53A which is positioned
intermediate the first floor panel 3 lA and the edge 28AA of the floor section
25AB, and
a third floor panel 5 1A which is positioned on the side of the panel 31A
opposite from
that occupied by the second panel 53A. Each of the panels 31A, 53A, and 51A
are
adapted for rotation about the imaginary line or axis 32A shown in FIG. 11.
Each panel
is positionable in a retracted orientation as illustrated in FIG. 14 and a
multitude of
extended orientations as will be discussed later.
FIGS. 14-20 depict the first floor panel 31A as including a generally planar
upper surface having a quadrilateral, e.g., rectangular, perimeter. This upper
surface is
formed by a planar panel which is secured to a frame element 65A which is
positioned
adjacent the panel. The frame element 65A includes an elongate section which
extends
generally along the complete length of the panel and is positioned
substantially along the
central longitudinal axis of the panel. A pair of support panels 67A are
mounted to the
elongate section spacedly about the elongate section near the proximal end of
that
section. The supports term.inate in a pair of spacedly oriented ears 67AA
which form a
clevis adapted to interconnect the first panel with an axle or axis of
rotation (not
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shown). The first panel 31A may be interconnected to a powered driving
structure 62A
adapted for rotating the panel about its axis of rotation. Various power
structures 62A
are contemplated, including electric and hydraulic powered motors.
The first floor panel may, in some embodiments, include one or more side
panels.
As shown in FIG. 15, the first panel 31A is fitted with a first side panel 81A
which is
rotatably secured to the longitudinal edge 85A of the panel 3 1A and a second
side panel
83A which is rotatably secured to the longitudinal edge 87A of the first floor
panel 31A.
Each of these side panels 81A and 83A is adapted for form an upstanding
barrier or
guard for the edge of the first floor panel 31A. For example in the depiction
of the
assembly shown in FIG. 17, the first floor panel is deployed in an extended
orientation.
Each of the side panels 81A and 83A are shown upstanding and forming a
boundary or
guard for the longitudinal edges of the first floor platform for limiting
access to the open
areas on either of the longitudinal sides of the first floor panel. In FIG. 18
the side
panels are illustrated as positioned against the frame elements of the second
and third
panels. In this latter orientation, the side panels are positioned in an
angulated
orientation as opposed to being positioned vertically upright.
The second floor panel 53A includes an elongate, preferably quadrilaterally
configured upper surface panel which surmounts an underlying frame structure.
The
upper surface panel is generally planar in configuration. Similar to the first
floor panel
the frame structure includes an elongate section which extends generally over
the length
of the floor panel and is positioned parallel to the central longitudinal axis
of the floor
panel. In contrast to the first floor panel, the frame structure of the second
floor panel
includes a pair of ears 57A which are secured to the frame structure proximate
the distal
end of the frame structure. These ears 57A form a clevis in which an auxiliary
frame
element 59A is rotatably secured. As shown the element 59A may be a generally
cylindrical member which is mounted on an axle secured in apertures defined in
the ears
57A. Element 59A is dimensioned to have a length substantially identical to
that of the
frame section 58A of the second floor panel. This dimensioning of the member
59A
permits the member to function as a hand rail when oriented as shown in FIG.
17.
Alternatively, the member 59A may be oriented as shown in FIG. 18 whereby the
member 59A in association with the frame element 58A form a substantially
isosceles
triangle shaped barrier assembly. The frame structure of the second floor
panel also
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includes a pair of supports 61A which are secured thereto proximate the
proximal end of
the floor panel. Similar to the first floor panel these supports extend to
form a pair of
aperture defining ears configured to receive an axle for mounting the second
floor panel
for rotation about the axis 32A. In preferred constructions, the axis of
rotation for all
three of the floor panels, i.e., the first, second and third floor panels, is
the axis 32A.
Alternative constructions may utilize respective axis of rotation which are
not co-linear
in orientation. Fundamental to the invention is the provision of a multiple
number of
adjacently positioned floor panels which are rotatable in a vertical plane
whereby the
floor panels may be selectively positioned relative to one another to form an
embarkation platform while accommodating for the structure of the airstair,
handrails
and general structure of the door of the aircraft being serviced. It follows
that while the
instantly disclosed embodiment utilizes three floor panels in its
construction, the
invention is not limited to embodiments which employ three floor panels. In
contrast,
the invention contemplates embodiments utilizing two or more floor panels.
The third floor panel 51A is similar in construction to the second floor
pane153A
in that it includes a planar upper surface which surmounts a frame structure
constructed
from an elongate section and an auxiliary member 71A rotatably secured in a
clevis
formed by ears 73A. The proximal end of the frame structure is adapted with a
pair of
supports mounted on either side of the elongate frame member. These supports
tenninate in a pair of ears which define respective apertures for receiving an
axle to
define an axis of rotation. The third floor panel, in common with the first
and second
floor panel, is also fitted with a respective drive structure 64A adapted for
drivingly
rotating the third floor panel about its axis of rotation.
FIGS. 14-21 illustrate the rotation of the assembly 29A from the fully
retracted
position shown in FIG. 14 to a number of alternative orientations designed to
service
aircraft door configurations of various commercial aircraft. In the
orientation illustrated
in FIG. 14, the assembly 29A is fully retracted thereby exposing the slot 26A.
In this
orientation, the operator may position the cab floor proximate the door of a
commuter
aircraft having a door which rotates about a horizontal axis. With the cab
floor
positioned proximate the aircraft, the door may be opened by passing the
opening door
structure through the slot 26A. When the door has reached its opened
condition, The
first floor panel 3 1A may be rotated in a counterclockwise direction by
activating its
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respective drive structure 62A. FIGS. 16-18 illustrate the various steps
necessary to
position the upper surface of the first floor panel 31A in a generally
horizontal
orientation. Depending on the particular arrangement of the airstair and hand
rails of the
commuter aircraft, the second and third floor panels may be retained in the
orientation
shown in FIG. 14 or alternatively they may be extended as shown in FIGS. 15-
18.
FIG. 17 contemplates a handrail construction being associated with the
airstair.
The spacing of the first floor panel and the second and third floor panels is
such that a
hand rail may be received between the first floor panel 31A and the second
floor panel
53A as well as a hand rail being received between the first floor panel and
the third floor
panel. The side panels 81A and 83A are positioned in a generally upright
orientation
thereby functioning as kick guards for the embarkation surface formed by the
first floor
panel.
The auxiliary members 59A and 71A are positioned to extend outwardly toward
the fuselage of the aircraft to form an auxiliary barrier for the assembly.
FIG. 18
illustrates a configuration of the frame structure of the second and third
floor panels
whereby the panels form an isosceles shaped barrier structure for the
embarkation
platform. In this particular configuration, the side panels 81A and 83A are
positioned in
an angulated orientation relative to the vertical and are abutted against the
upstanding
framework formed by the second and third floor platforms.
FIGS. 19-21 illustrate the full extension of the second and third floor panels
to
form a contiguous, co-planar orientation of the upper panels of the three
floor panels. In
this configuration, the side panels 81A and 83A are positioned over atop a
portion of the
upper surfaces of the second and third floor panels respectively. In the
configuration of
FIG. 21, the cab floor assembly is adapted to service conventional aircraft
having a door
assembly which rotates about a vertical axis.
A further embodiment of the invention is illustrated in FIGS. 22-24. As shown,
each of the siderails 49 of the first floor panel may be fitted with a
respective side panel
107. Each side panel 107 is an elongate, rectangularly configured panel having
a planar
upper surface 109 which forms a floor surface. The proximal longitudinal edge
113 of
each side panel 107 is hingedly mounted to a respective side rail 49 to permit
its rotation
about a horizontal axis 111. The distal longitudinal edge 115 of the side
panel is
dimensioned to rest atop a ledge formed by the underlying frame of the floor
whereby
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the plane of the side panel may be positioned substantially co-planar with the
remainder
of the cab floor where the side panel 107 is in the orientation shown in FIG.
22.
Each of the side panels 107 may be fitted with a hydraulic cylinder
arrangement
117. The arrangement 117 is secured to the first panel assembly and is
structured to
rotate the side panel 107 about its respective axis 111. Cylinder arrangement
117
provides a means of power actuating the movement of the side panels 107. In
alternative construction, the panels 107 may be constructed to permit manual
rotation
about their respective axis of rotation 111.
FIG. 24 illustrates an alternative construction wherein the side panels 107
are
pivotedly secured to the frame of the cab floor as opposed to the first floor
panel
assembly. In this construction the side panels are adapted to rotate about
axis of
rotation 121. FIG. 24 illustrates the side panels being raised into an
inclined position.
As in the embodiment of FIG. 23, the side panels 107 in FIG. 24 may each be
fitted with
a hydraulic cylinder driven actuation mechanism 125 which is adapted to
drivingly rotate
the respective side panel 107 about its axis of rotation. Alternatively, the
panels 107
may be constructed for manual actuation.
In both the illustrated embodiments of FIG. 22-24, the side panels may be
displaced from a generally horizontal orientation to an inclined orientation,
e.g., as
shown in FIGS. 23 and 24. Upon being displaced, each side panel reveals an
underlying
open slot which is dimensioned to receive upstanding structure of an aircraft
door
assembly, e.g., to permit the upward passage of the handrails of the door of a
commuter-type aircraft. The side panels may be adjusted in orientation to form
an
upstanding edge for the first panel assembly.
The present invention has been described in detail with reference to specific
embodiments. The invention may be embodied in other specific forms without
departing
from its spirit or essential characteristics. The described embodiments are to
be consider
in all respects only as illustrative and not restrictive. The scope of the
invention is
therefore indicated by the appended claims rather than by the foregoing
description. All
changes which come within the meaning and range of equivalency of the claims
are to be
embraced within their scope.
