Method for operating a passenger boarding bridge at an airport

Abstract

A method for operating a passenger boarding bridge (7) at an airport (1), wherein operating the passenger boarding bridge (7) includes the steps of moving the passenger boarding bridge from a retracted position to a docked position or from the docked position to the retracted position, and the method includes the following steps: providing a remote operation network (6) including at least one remote operation workstation (65), wherein the remote operation workstation (65) includes an operation interface (67), receiving an operation instruction (72) issued by a bridge platform operator (66) located at the remote operation workstation (65) through the operation interface (67), and operating the passenger boarding bridge (7) according to the received operation instruction (72) issued by the bridge platform operator (66) at the remote operation workstation (65).

Description

[0001] The present invention relates to a method for operating a passenger boarding bridge at an airport.

[0002] To date, the efficiency potential of passenger boarding bridge operations has not been fully realized. The primary cause of this inefficiency is underutilization of passenger boarding bridges by bridge operators. This underutilization is due to significant waiting times for bridge operators before docking / undocking procedures can begin, long transition times from one bridge to the next, and off-peak idle time due to peak staffing demands.

[0003] Furthermore, to date, bridge operators have operated physically at the airport, typically within a secure area of the airport (airside). Physical presence of personnel at the airport, particularly airside, creates more administrative work (e.g., passes and background checks) and poses additional potential safety and security issues.

[0004] The following paragraphs explain the reasons for the inefficiency in detail.

[0005] Currently, passenger boarding bridges are usually operated manually by bridge operators. The operation process of a passenger boarding bridge usually includes the following steps after the aircraft arrives:

[0006] 1. Inform the bridge operator of the aircraft’s estimated arrival time and gate in advance.

[0007] 2.Bridge operators usually reach the gate by walking inside the terminal or driving on the tarmac.

[0008] 3. The bridge operator waits for the aircraft to arrive and complete taxiing.

[0009] 4. The bridge operator shall check whether the passenger boarding bridge is operating normally and in a safe environment before turning the passenger boarding bridge to the aircraft.

[0010] 5. The bridge operator manually inputs the passenger boarding bridge towards the aircraft through the joystick.

[0011] 6. When the passenger boarding bridge is docked with the aircraft, the bridge operator will prepare the passenger boarding bridge for passengers to disembark.

[0012] 7. When the passengers disembark, the bridge operator process is complete.

[0013] 8. The bridge operator moves to the next passenger boarding bridge at the airport to complete docking or undocking or wait for the next instruction.

[0014] The new improvements have enabled automated passenger boarding bridge operations. In these cases, the passenger boarding bridge operation process typically includes the following steps after the aircraft arrives:

[0015] 1. Inform the bridge operator of the aircraft’s estimated arrival time and gate in advance.

[0016] 2.Bridge operators usually reach the gate by walking inside the terminal or driving on the tarmac.

[0017] 3. The bridge operator waits for the aircraft to arrive and complete taxiing.

[0018] 4. The bridge operator shall check whether the passenger boarding bridge is operating normally and in a safe environment before turning the passenger boarding bridge to the aircraft.

[0019] 5. The bridge operator initiates the automatic steering of the passenger boarding bridge toward the aircraft by, for example, pressing a button. The passenger boarding bridge can approach the aircraft without manual input from the bridge operator.

[0020] 6. When the passenger boarding bridge docks with the aircraft, the bridge operator will prepare the passenger boarding bridge for passengers to disembark. The preparation of the passenger boarding bridge can also be carried out automatically.

[0021] 7. When the passengers disembark, the bridge operator process is complete.

[0022] 8. The bridge operator moves to the next passenger boarding bridge at the airport to complete docking or undocking or wait for the next instruction.

[0023] For aircraft takeoff, the process typically involves the following manual steps:

[0024] 1. Inform the bridge operator of the aircraft's estimated departure time and gate in advance.

[0025] 2.Bridge operators usually reach the gate by walking inside the terminal or driving on the tarmac.

[0026] 3. The bridge operator waits for boarding to be completed.

[0027] 4. The bridge operator must check whether the passenger boarding bridge is operating normally and in a safe environment before it is rotated away from the aircraft; in addition, the bridge operator needs to wait for confirmation from the apron ground coordinator.

[0028] 5. The bridge operator manually inputs the passenger boarding bridge away from the aircraft via the joystick.

[0029] 6. When the passenger boarding bridge returns to its stationary position, the bridge operator prepares the passenger boarding bridge to stop operation.

[0030] 7. The process for the abutment operator is completed.

[0031] 8. The bridge operator moves to the next passenger boarding bridge at the airport to complete docking or undocking or wait for the next instruction.

[0032] For automated operations during takeoff, the process typically includes the following steps:

[0033] 1. Inform the bridge operator of the aircraft's estimated departure time and gate in advance.

[0034] 2.Bridge operators usually reach the gate by walking inside the terminal or driving on the tarmac.

[0035] 3. The bridge operator waits for boarding to be completed.

[0036] 4. The bridge operator must check whether the passenger boarding bridge is operating normally and in a safe environment before it is rotated away from the aircraft; in addition, the bridge operator needs to wait for confirmation from the apron ground coordinator.

[0037] 5. The bridge operator initiates the automatic steering of the passenger boarding bridge away from the aircraft by, for example, pressing a button. The passenger boarding bridge can be steered away from the aircraft without manual input from the bridge operator.

[0038] 6. When the passenger boarding bridge returns to its rest position, the bridge operator stops the passenger boarding bridge from operating. The preparation of the passenger boarding bridge can also be carried out automatically.

[0039] 7. The process for the abutment operator is completed.

[0040] 8. The bridge operator moves to the next passenger boarding bridge at the airport to complete docking or undocking or wait for the next instruction.

[0041] The first problem is that bridge operators spend a significant amount of time unproductively waiting for the next indication or transfer to the next passenger boarding bridge (see step 8 above) or waiting for an aircraft to arrive and complete taxiing or boarding (see step 3 above). Until now, bridge operators have been unable to efficiently utilize this unproductive time by performing the required operations at different airports because they have been unable to quickly switch to different airports during these periods.

[0042] The second issue is that the current process requires the bridge operator to be physically present at the airport. The bridge operator is physically located at the airport and performs docking and undocking operations at that specific airport. Because bridge operators typically operate airside, this physical presence at the airport creates administrative complexity. For personnel to access the airside area, authorities require special passes and background checks, which creates additional administrative work.

[0043] Furthermore, a physical presence, particularly airside, creates safety and security issues, as every additional person in the area poses a potential safety and security risk. Security risks are minimized if fewer people enter airside. Safety risks are also minimized if fewer people are physically involved in on-site operations, such as driving on the tarmac.

[0044] The scope of the first issue is significant, as airports must plan for bridge operator requirements based on peak periods. Due to the so-called "wave system," airports often operate on a peak / off-peak basis, leaving bridge operators facing periods of high utilization during certain times of the day and low utilization during other times of the same day. Seasonal fluctuations in flight movements exacerbate this issue, with summer typically seeing higher passenger traffic than winter.

[0045] Across the entire airport system, a scenario may arise where one airport faces a temporary high volume of flight movements during peak hours, with bridge operator utilization reaching its highest levels, while at the same time, another airport, for example in a different time zone with a different wave system or a strict night-time curfew, remains underutilized.

[0046] Figure 1 Here's an example of the current situation: For shift 1, Airport A requires 20 bridge operators. For shift 1, Airport B requires 19 bridge operators. For shift 2, Airport A requires 16 bridge operators and Airport B requires 18 bridge operators.

[0047] CN 1476250 discloses a system for operating a plurality of passenger boarding bridges from a central duty room in an airport. Only one person sitting in the duty room is responsible for the operation of all passenger boarding bridges in the airport (see also below for Figure 2 (Note: The following table contains the instructions for use with the .

[0048] However, many regional airports have limited traffic. For example, at Asturias Airport in Spain, there are only three closely located passenger boarding bridges, and sometimes only one aircraft lands or takes off per hour. Consequently, due to the low utilization of the passenger boarding bridges, there is little difference in efficiency whether a person sits in a central duty station or walks between the passenger boarding bridges.

[0049] The object of the present invention is therefore to provide an improved possibility for operating a passenger boarding bridge.

[0050] The invention comprises a method and a network according to the independent claims. Implementations are subject matter of the dependent claims and the description.

[0051] The invention is explained in more detail with the aid of the accompanying drawings, which show:

[0052] Figure 1 a chart showing the number of bridge operators required at different airports during the day;

[0053] Figure 2 A bird's-eye view of an airport according to the prior art;

[0054] Figure 3 An overhead view of multiple airports connected by the PBB through the remotely operated network of the present invention;

[0055] Figure 4 A chart showing the number of bridge operators required for airports connected by the PBB via the teleoperation network of the present invention;

[0056] Figure 5 Remotely operated networks in the first case;

[0057] Figure 6 Remotely operated networks in the second scenario;

[0058] Figure 7 a remotely operated network in the third scenario;

[0059] Figure 2 An airport 1 is shown having a terminal 5. Attached to the terminal 5 are several passenger boarding bridges (PBBs), each for connecting a parked aircraft 8 to the terminal 5.

[0060] A central duty room 51 is provided in the terminal building, where personnel operate a remote control device, such as the device disclosed in CN 1476250. A local area network 52 is provided in the airport 1 for transmitting control signals between the central duty room 51 and the passenger boarding bridge 7.

[0061] Figure 3 A multi-airport network 6 according to the invention is shown. A plurality of airports 1 are involved. The passenger boarding bridges 7 of all the relevant airports 1 are connected to a remote operation center 61 via a remote control network 6.

[0062] The present invention specifically proposes providing a remote operation network 6 having a location-independent remote operation center 61 for operating passenger boarding bridges 7. This remote operation center 61 consolidates the operation of passenger boarding bridges at multiple airports 1 into a single location. This location can be an airport, but it can also be a remote off-airport location. This solution solves the problem of remotely operating passenger boarding bridges 7 at N airports 1 through the remote operation center 61, where N is equal to or greater than 1. N is unlimited, and the remote operation center 61 can operate passenger boarding bridges 7 at multiple airports 1 located in completely different locations around the world.

[0063] In one embodiment, the passenger boarding bridge 7 is connected to the remote operation center via a network connection 63, which in particular allows a real-time replication of the apron environment at the remote operation center 61. The network connection 63 may use the Internet 64 to establish a remote connection.

[0064] Figure 5 A remote operation center 61 is shown. In the remote operation center 61, at least one or more remote control workstations 65 are provided. An operator 66 is present at each remote operation station 65 to issue an operation instruction to one of the passenger boarding bridges 7 via a network connection 63.

[0065] Two basic technical approaches to remotely operating passenger boarding bridges 7 can be distinguished:

[0066] 1. Remote control technology (enabling technology 1),

[0067] 2. Automated docking / undocking technology (enabling technology 2).

[0068] With remote control technology (enabling technology 1), the bridge operator remotely controls the movement of the passenger boarding bridge through manual input via a joystick or other input device. Here, each movement of the PBB is affected by the operator input.

[0069] With automatic docking / undocking technology (enabling technology 2), the bridge operator manually starts the procedure to operate the passenger boarding bridge 7, but no manual control input is required during the steering process. Each movement of the PBB 7 is calculated by the drive controller and is not affected by operator input.

[0070] In one embodiment, enabling technology 1 and enabling technology 2 can be combined in one PBB. For example, enabling technology 1 can be used for docking, while enabling technology 2 can be used for undocking.

[0071] like Figure 5 As shown, the passenger boarding bridge 7 is typically equipped with a camera to project a real-time view of the apron (including the passenger boarding bridge) to the bridge operator 66. Suitable technology to support this function is described in PCT / EP2019 / 071239 (not yet published). The operator 66 in the remote operation center 61 is typically seated in front of a screen 67, which has a real view of the situation at the passenger boarding bridge and sufficient situational awareness for remote operation. In the case of applying automated docking / undocking technology (see Enabling Technology 2), the camera and the real-time view of the apron may not be needed because this technology covers situational awareness.

[0072] The method for docking / undocking a passenger boarding bridge through a remote operation center includes the following steps:

[0073] 1. The bridge operator is informed of the required docking / undocking of the passenger boarding bridge (operation request). There are several options for transmitting this information to the remote operation center 61. The exact choice of method depends on the requirements of the airport and airline and may therefore vary from airport to airport and even from terminal to terminal and airline to airline. The following list is not exhaustive:

[0074] - Gate agents call the Remote Operations Center.

[0075] - Gate agent sends a message, such as SMS, to the remote operations center.

[0076] - The remote operation center 61 can view airport arrivals / departures in real time by linking to the airport operations database or other sources (e.g., real-time tracking via the Internet). It can verify the need for docking / undocking procedures by visual inspection through cameras (check whether the aircraft has taxied in and come to a complete stop; check whether passengers have completed boarding).

[0077] There are multiple options for triggering the request to begin the docking / undocking procedure. For example, pressing a button on the passenger boarding bridge or gate sends a signal to the remote operations center that the docking / undocking procedure has been requested and can begin. Two buttons are also possible, one for docking and the other for undocking. Other possibilities include: 1. The PBB key selector is set to the remote location option; 2. A confirmation button is pressed in the rotunda to confirm that no one is in the PBB; 3. A confirmation button is pressed in the column (at the apron level) to confirm that the apron level is clear.

[0078] 2. The operator 66 opens the passenger boarding bridge by selecting the correct passenger boarding bridge at the correct airport through the screen.

[0079] 3. The operator 66 checks whether the environment around the passenger boarding bridge is safe and whether the passenger boarding bridge is operating normally.

[0080] 4. With respect to Enabling Technique 1 , the operator 66 initiates the docking / undocking maneuver by manual input or by, for example, pressing a button, initiating the automated docking / undocking procedure.

[0081] 5. When docking / undocking the passenger boarding bridge with an aircraft, the operator 66 prepares the passenger boarding bridge for disembarkation using remote manual input or checks that the required actions have been performed in the case of automated preparation. After undocking, the operator 66 ensures that the passenger boarding bridge returns to its rest position and is ready for decommissioning.

[0082] 6. Upon completion, the operator 66 disconnects from the passenger boarding bridge and moves to the next passenger boarding bridge, which may be located at a different airport.

[0083] In the event that the operator 66 is unable to connect to the passenger boarding bridge from the remote operation center 61, there are several options. The following list is not exhaustive: - The bridge operator sends a message to the airport indicating that a qualified backup bridge operator will perform the operation manually until the problem is resolved.

[0084] - Perform operations from different remote locations until the problem is resolved.

[0085] - Operate from different remote operation centers until the problem is resolved.

[0086] In the case of N=1, the remote operation center solves the problem described in Problem Set 2. The remote operation center does not require the bridge operator 66 to be physically present at the airport. Therefore, the administrative complexity required to manage staff access to critical areas is reduced. Since the bridge operator is not physically present at the airside and is not physically involved in the on-site operations, safety and security issues are reduced. N=1 partially solves the problem described in Problem Set 1. With the remote operation center at one airport, the unproductive time of transferring from one passenger boarding bridge to another at the same airport is eliminated. The bridge operator 66 can immediately switch to the next passenger boarding bridge without having to walk to the next boarding gate or drive there or get there by alternative means of transportation.

[0087] When N > 1, the remote operations center solves all the problems described in Problem Sets 1 and 2. The solutions described for N = 1 also apply to N > 1. Furthermore, the remote operations center allows bridge operators to operate passenger boarding bridges at different airports. This capability allows for higher utilization of bridge operators, as bridge operators can be transferred to operations at a different airport if there is free time at another airport.

[0088] Figure 4 The concept is illustrated using the example above. Combining the passenger boarding bridge operations at Airport 1A and Airport 1B allows for bridge operators to be staffed based on the combined peak demand at both airports. Airport A faces peak demand at different times compared to Airport B. The combined peak demand of 25 bridge operators required for Flight 1 and 26 bridge operators required for Flight 2 is significantly lower than the peak demand at either airport individually (39 bridge operators required for Flight 1, 20 at Airport A and 19 at Airport B; 34 bridge operators required for Flight 2, 16 at Airport A and 18 at Airport B, see Figure 1 ).

[0089] With the help of Figures 5 to 7 , describes the organization of the network.

[0090] A plurality of remote operation workstations 66 are provided in the remote operation center 61. The remote operation workstations 66 being located in a common remote operation center 61 is merely an example; in one embodiment, the remote operation workstations 66 may be distributed across a plurality of remote operation centers 61. In a more distributed embodiment, the remote operation workstations 66 may be located in the residence office of the abutment operator, where the operator's residence represents the remote operation center 61.

[0091] The abutment operator 66 is specifically a human.

[0092] Figures 5 to 7 The exemplary passenger boarding bridges 7a-7c are located at different airports, such as Figure 3 As shown. Figure 5 In the case of a plane arriving at the passenger boarding bridge 7c, the passenger boarding bridge 7c requests a docking operation. Figure 6 Therefore, the passenger boarding bridge 7b requests the undocking operation.

[0093] When an individual passenger boarding bridge is to be operated, an operation request 71 is issued. The operation request is received by the distributor 69. The distributor 69 distributes this request to the selected workstation.

[0094] according to Figure 5 In this case, the first passenger boarding bridge 7c will dock with the arriving aircraft. A corresponding first operation request 71m is issued and assigned to the first workstation 65x. A first operation connection 76i is temporarily established, allowing the transmission of operation instructions 72 from the workstation to the PBB and operation information from the PBB to the workstation.

[0095] During the allocation process, it is considered that operators need to obtain certifications to operate a certain PBB. Therefore, each operator is linked to one or more certifications that allow the operator to operate a certain PBB. The dispatcher takes the certifications into account when assigning a request to a workstation.

[0096] In principle, the term "dispatcher" should be understood in a broad sense. A dispatcher can explicitly dispatch a request to an operator; however, a user can be registered at a workstation, so that requests are dispatched to individual workstations by dispatching them to an operator sitting at a specific workstation.

[0097] exist Figure 6In this case, the docking procedure of the first passenger boarding bridge 7c is completed and the first operating connection 76i is terminated. A second operating request 71p is now assigned to the same first workstation 65x. According to the second operating request, the second passenger boarding bridge, which is located at a different airport than the first passenger boarding bridge, must be undocked from the departing aircraft. Therefore, a second operating connection 76ii is temporarily established between the first workstation 65x and the second passenger boarding bridge (7b).

[0098] exist Figure 7 In this case, the undocking procedure of the second passenger boarding bridge 7b is completed and the second operational connection 76ii is terminated. A third operational request 71q is now assigned to the second workstation 65v. According to the third operational request 71q, the first passenger boarding bridge previously docked via the first workstation 65x must be undocking from the previously docked aircraft. Therefore, a third operational connection 76iii is temporarily established between the second workstation 65v and the first passenger boarding bridge (7c).

[0099] In some embodiments, the gate where the passenger boarding bridge is located includes more than one centerline where an aircraft can be parked (see, for example, PCT / EP2019 / 076428, which also defines MARS stands). In this case, information is provided to a workstation located at one of the multiple centerlines. This information can be provided in the operation request.

[0100] In an embodiment, this request is linked to further contextual information about the actual docking / undocking situation. This contextual information is considered part of the operation request even if the initial information provided to the dispatcher does not contain this information; the contextual information may include data about the aircraft to be docked, the parking position on the centerline, and the selected centerline among multiple centerlines in the MARS parking stand.

[0101] Reference Signs List

[0102] 1 Airport

[0103] Terminal 5

[0104] 6 Remote Operation Network

[0105] 7 Passenger boarding bridge

[0106] 8. Airplane

[0107] 51 Central Duty Room

[0108] 52 Local Area Network

[0109] 61 Remote Operation Center

[0110] 62 Local PBB control unit

[0111] 63 Network Connections

[0112] 64 Internet

[0113] 65 Remote Operation Workstation

[0114] 66 Abutment Operator

[0115] 67 Operation Interface

[0116] 67a Screen

[0117] 67b Input element

[0118] 69 Distributor

[0119] 71 Operation Request

[0120] 72 Operation Instructions

[0121] 73 Operation Information

[0122] 76 Temporarily established operation connection

Claims

1. A method for remotely operating a plurality of passenger boarding bridges (7) at a plurality of airports (1), in, Operating the passenger boarding bridge (7) comprises the steps of moving the passenger boarding bridge from a retracted position to a docking position or from the docking position to the retracted position, The method comprises the following steps: A remote operation network (6) including at least one remote operation workstation (65) is provided, wherein the remote operation network (6) connects a plurality of first passenger boarding bridges located at a first airport and a plurality of second passenger boarding bridges located at a second airport to a remote operation center (61) provided with at least one remote operation workstation (65), wherein the remote operation workstation (65) includes an operation interface (67). Allocating an operation request (71) to one of said remote operation workstations (65), Receive an operation instruction (72) issued by a bridge operator (66) located at the remote operation workstation (65) through the operation interface (67) according to the operation request (71), and operate one of the plurality of passenger boarding bridges (7) in a plurality of airports according to the received operation instruction (72).

2. The method according to claim 1, The following steps are involved: sending operation information (73) from the passenger boarding bridge (7) to the remote operation workstation (65), The operation information (73) is presented to the abutment operator (66) located at the remote operation workstation (65) through the operation interface (67).

3. The method according to claim 2, in, The remote operation workstation (65) is located at a distance from the airport (1), in particular at a distance of at least 50 km, and / or The operating information (73) and / or the operating instructions (72) are transmitted between an airport including the passenger boarding bridge (7) and a workstation (65) located outside the airport (1), in particular at least 50 km away from the airport (1).

4. The method according to claim 1, further comprising the steps of: receiving a first operation request (71m) for operating a first passenger boarding bridge; assigning the received first operation request (71m) to a first workstation (65x), wherein the first workstation is selected from a plurality of workstations (65), in particular thereby establishing a first temporary operation connection (76i) between the selected first workstation (65x) and the first passenger boarding bridge; The first passenger boarding bridge is operated from the selected first workstation (65x) according to the assigned first operation request (71m).

5. The method according to claim 4, further comprising the steps of: After operating the first passenger boarding bridge according to the assigned first operation request (71m), In particular, after terminating said first temporary operational connection (76i); assigning a second operating request (71p) for operating a second passenger boarding bridge to the first workstation (65x); in particular thereby establishing a second temporary operating connection (76ii) between the selected first workstation (65x) and the second passenger boarding bridge; operating the second passenger boarding bridge from the selected first workstation (65x) according to the assigned second operation request (71p), The first passenger boarding bridge and the second passenger boarding bridge are located in different airports (1a, 1c).

6. The method according to claim 4 or 5, in, During operation according to the allocated first operation request (71m), the first passenger boarding bridge docks with the arriving aircraft (8); The method further comprises the following steps: receiving a third operation request (71q) for operating the first passenger boarding bridge; assigning the received third operational request (71q) to a selected third workstation (65v), wherein the third workstation is selected from the plurality of workstations (65), wherein the third workstation (65v) is different from the first workstation (65x), in particular thereby establishing a third temporary operational connection (76iii) between the selected third workstation (65v) and the first passenger boarding bridge; The first passenger boarding bridge is operated from a selected third workstation (65v) according to an assigned third operation request (71q), wherein during the operation according to the assigned third operation request (71q), the first passenger boarding bridge is undocked from the taking-off aircraft.

7. The method according to claim 4, in, The step of allocating an operation request to a single remote operation workstation among the plurality of remote operation workstations (65) is performed in accordance with the operation parameters of the remote operation network (6).

8. The method according to claim 4, It is characterized in that The assigning step allows for authentication of the operator located at the remote operation workstation.

9. The method according to claim 4, It is characterized in that Information related to the aircraft to be docked being parked on a centerline selected from a plurality of centerlines is provided to the remote operation workstation, and in particular, the operation request includes the information.

10. A remote operation network (6), comprising: - a plurality of first passenger boarding bridges located at the first airport, - a plurality of second passenger boarding bridges located at the second airport, - a plurality of remote operating workstations (65) located at remote locations of at least one of said airports, in particular all of said airports, - a network connection (63) capable of transmitting operating information (73) and / or operating instructions (72) between the passenger boarding bridge and the remote operating workstation (65).

11. The remote operation network (6) according to claim 10, including a dispenser (69); in, The distributor (69) is adapted to distribute a plurality of operation requests (71) to selected ones of the plurality of remote operation workstations (65), each operation request (71) received being for operating one of a plurality of passenger boarding bridges.

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