Gallery bridge auxiliary approach and efficiency analysis method and system

Abstract

The invention belongs to the technical field of civil airport information, and discloses a gallery bridge auxiliary approach and efficiency analysis method and system. The method comprises the following steps: acquiring flight information, confirming the time and position of a gallery bridge docking task, and confirming an inarching machine type and gallery bridge elevation angle and height data of the corresponding machine type; the gallery bridge docking operation terminal obtains guarantee task information through the handheld terminal; carrying out gallery bridge pre-operation, namely adjusting the elevation angle of the gallery bridge and the height during pre-operation; completing corridor bridge abutting, wherein the abutting distance measured by a cabin door distance sensor is measured and calculated; calculating left-right deviation data of the gallery bridge, and obtaining the height of the gallery bridge; removing the end of the gallery bridge; and through data statistics of the inarching process, the gallery bridge docking efficiency is analyzed. By means of efficient gallery bridge butt joint, the utilization rate of airport resources can be optimized, the parking time of the remote parking spaces is shortened, and the use efficiency of gallery bridges is improved.

Description

Technical Field

[0001] This invention belongs to the field of civil airport information technology, and in particular relates to a method and system for analyzing the auxiliary docking and efficiency of jet bridges. Background Technology

[0002] Jet bridges: Jet bridges, also known as passenger boarding bridges, are enclosed passageways connecting aircraft to the terminal building. Using boarding bridges provides passengers with 24 / 7 boarding and disembarking services, sparing them from the discomfort of wind, rain, and scorching sun, while also improving the airport's service level and capacity.

[0003] Jet bridge docking is crucial for ensuring passengers board and disembark on time. In China, most jet bridge docking is still done manually. Highly skilled and experienced jet bridge operators can complete docking and disembarkation tasks more quickly and efficiently, thus effectively maintaining the normal order of airport operations and improving flight punctuality.

[0004] Although many large airports and newly built or expanded airports have gradually applied video analytics and automated docking technologies to jet bridge docking with the advancement of science and technology, the vast majority of small and medium-sized airports, especially existing airports, still use outdated jet bridge equipment. This results in low levels of informatization in jet bridge operations and high costs associated with upgrading the equipment.

[0005] Currently, the main problems in the connection of airport jet bridges are as follows: First, the boarding bridge docking process is complex. Strict requirements are placed on personnel operating procedures and completion timelines. Boarding bridge docking work mainly encompasses key stages such as task assignment, pre-shift preparation, pre-operation, boarding bridge docking, and boarding bridge evacuation. In the task assignment stage, the dispatcher needs to notify the boarding bridge docking operation terminal of the support task, including: task timeline, target boarding bridge location, and target flight. In the pre-shift preparation and pre-operation stages, operators need to use the work manual to look up the corresponding pre-adjustment parameters according to the aircraft type, including: altitude, bridge approach angle, docking marker lines, etc., and complete the pre-adjustment work in advance. During the boarding bridge docking process, the boarding bridge needs to be gradually moved closer to the aircraft door to complete the docking. During this process, it is necessary to continuously observe the various parameters on the workbench screen and the bridge approach marker lines. The bridge approach marker lines are usually inconspicuous short horizontal lines and are not easily identifiable.

[0006] Secondly, the level of informatization is low. The operational data during the docking process of the connecting bridge relies mainly on manual recording, which cannot be accurately grasped. Process data includes: connecting bridge time, number of docking attempts, arrival and departure times, etc. Inaccurate process data collection is detrimental to management performance evaluation and operator skills assessment and improvement.

[0007] Third, the cost of equipment upgrades is high. Currently, the cost of purchasing new automated boarding bridges for airports is 2.5 million to 5 million yuan per unit, while upgrading ordinary boarding bridges to automated boarding bridges usually costs hundreds of thousands or even millions of yuan per unit. The high construction costs put enormous pressure on the cost of equipment replacement.

[0008] The invention patent discloses a measurement method, device, boarding bridge, equipment and medium for boarding bridge operation (publication number CN115320878A, publication date 2022.11.11). By installing video equipment and sensor devices on the boarding bridge, the invention can obtain the result data after the boarding bridge operation, including docking time and door docking accuracy.

[0009] However, this invention neglects the distinction between pre-operation, automatic operation, and manual operation processes in actual business, as well as the application of data in the docking process; at the same time, the invention does not explain how to improve the management and utilization of process data; finally, the invention uses video recognition, which is costly for airports to purchase, and for many small and medium-sized airports and airports that need to upgrade old equipment, the upgrade pressure is great and the fundraising is difficult.

[0010] Based on the above analysis, the existing technologies have the following problems and shortcomings: untimely data transmission during the preparation of the bridge docking process; low efficiency in bridge auxiliary docking and docking; high cost of upgrading traditional bridges; and low utilization of data during the docking process. Summary of the Invention

[0011] To overcome the problems existing in related technologies, the present invention discloses an embodiment of a method and system for analyzing the auxiliary approach and efficiency of a covered bridge.

[0012] The technical solution is as follows: An analysis method for the auxiliary approach and efficiency of the covered bridge, including the following steps: S1, Flight Information Acquisition, obtain information on upcoming arriving flights; S2, based on flight information and the duty roster for the day, confirm the time and location of the jet bridge docking task, confirm the aircraft type to be docked, and the jet bridge elevation angle and height data for the corresponding aircraft type; S3, Based on the confirmed data information, the corridor bridge docking operation terminal obtains the support mission information E through a handheld terminal; S4. Based on the obtained support mission information E, confirm the actual arrival time of the corridor bridge docking operation terminal by activating the corridor bridge equipment, and perform corridor bridge pre-operation, including adjusting the corridor bridge elevation angle and the height during pre-operation. S5, based on the pre-operation results of the boarding bridge and with reference to the projection position of the door by the laser calibrator, completes the boarding bridge docking, including the calculation of the docking distance measured by the door distance sensor; S6, based on the calculation of the contact distance result measured by the door distance sensor, calculate the left and right deviation data of the boarding bridge through the door distance sensor, and obtain the height of the boarding bridge through the boarding bridge height sensor; S7, remove the covered bridge for final touches, and close the covered bridge; S8, Data Analysis, analyzes the docking efficiency of the bridge by statistically analyzing the data of the docking process.

[0013] In step S1, flight information is obtained, including information on incoming flights: S1.1. Obtain flight information A from the airport information integration system or airport collaborative decision-making system via a data interface. Flight information A includes: flight number a1, airline a2, aircraft type a3, scheduled landing time a4, scheduled departure time a5, taxiing time a6, estimated wheel chock time a7, and gate position a8; the expression is: A = [Flight number a1, Airline a2, Aircraft type a3, Scheduled landing time a4, Scheduled departure time a5, Taxiing time a6, Estimated wheel chock time a7, Gate a8] S1.2. Confirm flight completion of parking by using the estimated wheel chute time a7. If the estimated wheel chute time a7 is not obtained, calculate the wheel chute time using the planned landing time a4 + taxiing time a6; the expression is: a7 = Planned landing time a4 + Glide time a6.

[0014] In step S2, based on flight information and the daily duty roster, the time and location of the jet bridge docking task are confirmed, the aircraft type being docked is confirmed, and the jet bridge elevation angle and height data for the corresponding aircraft type are obtained, including: S2.1. Based on airport support standards, confirm the arrival time of the jet bridge docking terminal by using the estimated arrival time of the flight at the gate: C1 = Estimated flight start time a7 + T pre In the formula, T pre The advance time is based on airport support standards and is used for preparation work for the arrival of the jet bridge docking operation terminal. S2.2. Based on the aircraft type, confirm the corresponding key parameters D for jet bridge docking. Jet bridge docking parameter D is a set of information, expressed as: D = [Bridge elevation angle d1, height d2, pre-departure distance d3] In the formula, d1 is the elevation angle of the covered bridge, d2 is the height, and d3 is the pre-departure distance.

[0015] In step S3, the task information E includes: the arrival time of the boarding bridge docking operation terminal C1, the boarding bridge number E1, the scheduled landing time of the flight a4, the aircraft type a3, and the boarding bridge docking parameters D; the expression is: E = [Gateway docking operation terminal arrival time C1, gateway number E1, flight scheduled landing time a4, aircraft type a3, gateway docking parameters D].

[0016] Step S4 specifically includes: S4.1, activate the boarding bridge equipment, as well as the boarding bridge height sensor, the door distance sensor, and the laser calibrator. Confirm the actual arrival time T1 of the boarding bridge docking operation terminal by the activation time of the boarding bridge equipment. After the boarding bridge height sensor and the door distance sensor are activated, start recording the data on changes in ground distance and door distance. S4.2. The bridge docking operation terminal performs pre-operation; according to the bridge approaching parameter D, adjust the bridge elevation angle d1, the height d2 during pre-operation, and the pre-approach distance d3, and adjust the left and right angles of the bridgehead so that the crosshairs emitted by the laser calibrator are located on the center of the hatch. The pre-berthing distance d3 is typically 3 meters according to airport support standards, which is the distance from the leading edge of the jet bridge's movable floor to the cabin door; the expression is: Sensor measurement distance g1 = Fixed distance g2 between sensor and front edge of raised floor + Pre-collision distance d3; When the distance between the leading edge of the movable floor of the corridor bridge and the cabin door reaches 3 meters, the work platform issues a prompt.

[0017] Step S5 specifically includes: S5.1, the gate bridge docking operation terminal operates the gate bridge to approach the hatch, so that the crosshair projected by the laser calibrator onto the hatch is always kept in the center position; S5.2, the door distance sensor provides real-time feedback on distance changes via the workbench in front of the boarding bridge docking operation terminal. As the boarding bridge gradually approaches the fuselage within a range of 0.5 to 0.01 meters from the leading edge of the movable floor, the workbench emits a gradually increasing alert sound. Once the minimum approach distance of 0.01 to 0.05 meters is reached, the boarding bridge docking operation terminal switches the boarding bridge to automatic leveling mode. The contact distance g1 measured by the door distance sensor = the fixed distance g2 between the door distance sensor and the leading edge of the movable floor + the distance g3 between the leading edge of the movable floor and the aircraft fuselage.

[0018] Step S6 specifically includes: S6.1. After the aircraft opens the cabin door, the collaborative decision-making system obtains the cabin door node reporting information. Upon receiving the information, the axis angle controller causes the cabin door distance sensor to scan to the left to obtain the distance data of the fuselage. S6.2. Calculate the left and right deviation h of the covered bridge, the expression is: The left and right deviation of the boarding bridge is h = f(the contact distance g1 measured by the door distance sensor, the deflection angle θ, and the door width h2 of this aircraft model). The left-right deviation h of the jet bridge is calculated based on the sensor-measured distance g1 and deflection angle θ. The distance between the theoretical center point and the edge of the door is calculated using trigonometric functions. This distance is then compared to half of the corresponding door width h2 for this aircraft model to obtain the deviation data h. The expression is: h = g1 / sinθ - 0.5 * h2 h>0 indicates that the jet bridge is deviated to the right relative to the aircraft, and h<0 indicates that the jet bridge is deviated to the left relative to the aircraft; the absolute value of h represents the specific deviation value. S6.3. Obtain and record the height dopen of the boarding bridge when the hatch is opened by measuring the height sensor of the boarding bridge.

[0019] In step S8, the docking efficiency of the bridge is analyzed by statistically analyzing the data of the docking process, including: S8.1, Dock-in task execution time: Task time = Bridge closure time - Actual arrival time of bridge docking operation terminal T1; S8.2, Corridor docking time: docking time = time when the corridor bridge switches to automatic leveling mode - formal docking start time; The official docking start time refers to the time after the jet bridge reaches the pre-docking distance d3 and continues to operate to approach the aircraft; S8.3. Jet bridge height deviation: Height deviation = jet bridge height dopen when the cabin door is open - height d2 during pre-operation; S8.4. Docking Number Deviation; The docking number deviation is measured by recording the number of times the jet bridge is withdrawn. Jet bridge withdrawal refers to the process of moving the jet bridge back away from the aircraft, readjusting the altitude or left and right deviations, and then moving back towards the aircraft.

[0020] By analyzing the process data of the distance g3 between the leading edge of the movable floor and the aircraft fuselage, if g3(t+1)-g3(t) n If t > 0, it means that the current time t is in the retreat phase, which continues until g3(t+1) - g3(t). n When ) < 0, it indicates that the retraction will stop and the aircraft will continue to approach; the duration of the retraction process of this jet bridge operation is recorded as T. rtn ; Docking deviation = Number of bridge withdrawals = Count[g3(t+T)] rtn )-g3(t)>0]; Among them, the distance g3 between the leading edge of the movable floor and the aircraft fuselage is equal to the sensor measurement distance g1 minus the fixed distance g2 between the sensor and the leading edge of the movable floor.

[0021] Another object of the present invention is to provide an analysis system for auxiliary approach and efficiency of a covered walkway, the system implementing the analysis method for auxiliary approach and efficiency of a covered walkway, the system comprising: The data acquisition unit is used to acquire flight information, obtain information on flights that are about to arrive; based on the flight information and the duty roster for the day, confirm the time and location of the boarding bridge docking task, confirm the type of aircraft to be docked, and the boarding bridge elevation angle and height data of the corresponding aircraft type; and the boarding bridge docking operation terminal obtains support task information E through a handheld terminal. The sensor control unit is used to confirm the actual arrival time of the boarding bridge docking operation terminal by activating the boarding bridge equipment based on the obtained support mission information E, and to perform boarding bridge pre-operations, including adjusting the boarding bridge elevation angle and the height during pre-operations; and to complete the boarding bridge docking based on the boarding bridge pre-operation results and with reference to the projection position of the door by the laser calibrator, including calculating the docking distance measured by the door distance sensor; and to calculate the left and right deviation data of the boarding bridge by measuring the door distance sensor based on the calculated docking distance results, and to obtain the boarding bridge height by measuring the boarding bridge height sensor. The walkway closing unit is used for the final dismantling and closing of the walkway. The data analysis unit is used to analyze the docking efficiency of the bridge by statistically analyzing the data of the docking process.

[0022] Combining all the above technical solutions, the beneficial effects of this invention are as follows: First, this invention improves flight punctuality and enhances passenger experience: The efficiency of jet bridge docking directly impacts flight punctuality. Timely and accurate jet bridge docking shortens flight support time, thereby increasing punctuality and reducing delays. Efficient jet bridge docking shortens passenger boarding and disembarkation times, reducing waiting times and improving the passenger experience. It also optimizes resource allocation: Efficient jet bridge docking helps optimize airport resource utilization, reduces parking time at remote stands, and improves jet bridge efficiency. Finally, it saves on operational and retrofit costs. By simply installing sensors and laser calibrators, and integrating airport production system data, it achieves low-cost, high-return returns through data integration.

[0023] Secondly, this invention saves on the cost of upgrading and retrofitting aging boarding bridges. By simply adding sensors and laser calibrators, and integrating data from the airport's production system, it achieves a low-cost, high-return return. Currently, the cost of purchasing a brand-new automated boarding bridge for an airport is 1 million to 3 million yuan per unit (depending on size and model), while upgrading a regular boarding bridge to an automated one typically costs hundreds of thousands or even millions of yuan per unit. The high construction costs put enormous pressure on equipment replacement costs. Therefore, achieving significant results with minimal investment is a necessary choice for many airports, especially small and medium-sized airports.

[0024] Third, in many small and medium-sized airports, the level of informatization in the boarding bridge docking process is low. The operational data of boarding bridge operators during the docking process mainly relies on manual recording, which cannot be accurately grasped. Process data includes: boarding bridge docking time, number of dockings, arrival and departure times, etc. Inaccurate process data collection is detrimental to management performance evaluation and operator skills assessment and improvement. Attached Figure Description

[0025] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure; Figure 1 This is a flowchart of the method for analyzing the auxiliary approach and efficiency of a covered bridge provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of the installation of the height measurement sensor for the covered bridge provided in an embodiment of the present invention; Figure 3 This is a schematic diagram of a laser calibrator and a distance sensor for measuring the door installed on one side of the bridgehead of the corridor bridge according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the measuring door distance sensor and laser calibrator provided in the embodiment of the present invention, with a protective housing installed. Figure 5 This is a graph showing the process data of contact distance and contact height in this invention; In the diagram: 1. Sensor for measuring the height of the boarding bridge; 2. Sensor for measuring the distance to the cabin door; 3. Laser calibrator; 4. Protective housing; 5. Axis angle controller and sensor base. Detailed Implementation

[0026] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0027] The innovation of this invention lies in its ability to address several issues: untimely data transmission during boarding bridge docking preparation; improved docking efficiency; high costs associated with upgrading traditional boarding bridges; low data utilization during docking; and insufficient data support for personnel skill enhancement. This invention helps airports improve flight punctuality, optimize resource allocation, and save on equipment modification costs. It also addresses the problems of adding sensor equipment and auxiliary laser guidance devices to boarding bridges, as well as integrating key production and business system data.

[0028] Example 1, as Figure 1As shown, the method for analyzing the auxiliary approach and efficiency of the covered bridge provided in this embodiment of the invention includes: S1, Flight Information Acquisition, obtain information on upcoming arriving flights; S1.1. Obtain flight information A from the airport information integration system or airport collaborative decision-making system through the data interface. Flight information A is a set of information, including: flight number a1, airline a2, aircraft type a3, scheduled landing time a4, scheduled departure time a5, taxiing time a6, estimated wheel chock time a7, and gate a8.

[0029] A = [Flight number a1, Airline a2, Aircraft type a3, Scheduled landing time a4, Scheduled departure time a5, Taxiing time a6, Estimated wheel chock time a7, Gate a8]; S1.2. Confirm the flight's entry into position using the estimated wheel chute time a7. If the accurate estimated wheel chute time a7 is not obtained, calculate the wheel chute time using the planned landing time a4 + taxiing time a6.

[0030] a7 = Planned landing time a4 + Glide time a6 S2, based on flight information and the duty roster for the day, confirm the time and location of the jet bridge docking task, confirm the aircraft type to be docked, and the jet bridge elevation angle and height data for the corresponding aircraft type; Based on flight information and the daily duty roster, the corresponding boarding bridge docking operation terminal is identified, and the relevant information on the support tasks for the corresponding boarding bridge docking is assigned to the corresponding boarding bridge docking operation terminal.

[0031] S2.1. Based on airport support standards, confirm the arrival time of the jet bridge docking operation terminal by using the estimated arrival time of the flight at the gate. C1 = Estimated time of the flight's wheel chock engagement a7 + T pre , among which, T pre The advance time is based on airport support standards and is used for preparation work for the arrival of the jet bridge docking operation terminal. S2.2. Based on the aircraft type, confirm the key parameters D for the boarding bridge docking corresponding to that aircraft type. The boarding bridge docking parameter D is a set of information, including: boarding bridge elevation angle d1, height d2, and pre-departure distance d3. D = [Bridge elevation angle d1, height d2, pre-departure distance d3] S3, Based on the confirmed data information, the corridor bridge docking operation terminal obtains the support mission information E through a handheld terminal; The support mission information E is a collection of information integrated from previous information, including: arrival time of the boarding bridge docking operation terminal C1, boarding bridge number E1, flight scheduled landing time a4, aircraft type a3, boarding bridge docking parameters D, etc.

[0032] E = [Gateway docking operation terminal arrival time C1, gateway number E1, flight scheduled landing time a4, aircraft type a3, gateway docking parameters D]; S4. Based on the obtained support mission information E, confirm the actual arrival time of the corridor bridge docking operation terminal by activating the corridor bridge equipment, and perform corridor bridge pre-operation, including adjusting the corridor bridge elevation angle and the height during pre-operation. S4.1. Activate the boarding bridge equipment, and measure the boarding bridge height sensor 1, the door distance sensor 2, and the laser calibrator 3. The system confirms the actual arrival time T1 of the boarding bridge docking operation terminal by the opening time of the boarding bridge equipment. After the boarding bridge height sensor 1 and the door distance sensor 2 are activated, they start recording the data on changes in ground distance and door distance.

[0033] The height sensor 1 of the covered bridge is installed at the lower end of the bridge abutment to measure the height of the bridge abutment relative to the ground. Figure 2 ; Door distance sensor 2 is installed on one side of the boarding bridge to measure the distance from the door to the boarding bridge. Laser calibrator 3 is installed on one side of the boarding bridge to measure changes in door distance. Figure 3 ; The measuring door distance sensor 2 and the laser calibrator 3 are externally protected by a housing 4. Both the measuring door distance sensor 2 and the laser calibrator 3 are mounted on the axis angle controller and sensor base 5. Figure 4 As shown.

[0034] S4.2. The bridge docking operation terminal performs pre-operation. Based on the bridge docking parameter D, adjust the bridge elevation angle d1, the pre-operation height d2, and the pre-dock distance d3, and adjust the left and right angles of the bridgehead so that the crosshair emitted by the laser calibrator 3 is located on the center of the hatch.

[0035] According to airport support standards, the pre-docking distance d3 is usually 3 meters, which is the distance between the front edge of the jet bridge's movable floor and the cabin door.

[0036] Sensor measurement distance g1 = Fixed distance between sensor and front edge of raised floor g2 + Pre-alignment distance d3 At this time, the sensor distance g1 = the fixed distance between the sensor measuring the door distance and the front edge of the movable floor g2 + the pre-approach distance d3; When the leading edge of the movable floor of the corridor reaches 3 meters from the cabin door, the workbench emits a warning sound to remind the operator to stop approaching.

[0037] S5, based on the pre-operation results of the boarding bridge and with reference to the projection position of the door by the laser calibrator, completes the boarding bridge docking, including the calculation of the docking distance measured by the door distance sensor; That is, the gate bridge docking operation terminal is re-inspected, and the gate bridge head is slowly moved closer to the aircraft cabin door to complete the docking; S5.1. The terminal operation of the jet bridge docking operation gradually approaches the hatch, so that the crosshair projected by the laser calibrator 3 onto the hatch is always kept in the center position.

[0038] S5.2. The door distance sensor provides real-time feedback on distance changes via the workbench in front of the boarding bridge docking operation terminal. As the boarding bridge gradually approaches the fuselage within a range of 0.5 to 0.01 meters from the leading edge of the movable floor, the workbench emits a gradually increasing alert sound. Once the minimum approach distance of 0.01 to 0.05 meters is reached, the boarding bridge docking operation terminal switches the boarding bridge status to "automatic leveling" mode.

[0039] The contact distance g1 measured by the door distance sensor = the fixed distance g2 between the door distance sensor and the leading edge of the movable floor + the distance g3 between the leading edge of the movable floor and the aircraft fuselage; S6, based on the calculated contact distance result measured by the door distance sensor, calculate the left and right deviation data of the boarding bridge through the door distance sensor 2, and obtain the height of the boarding bridge through the boarding bridge height sensor 1; S6.1. After the aircraft opens the cabin door, the collaborative decision-making system obtains the cabin door opening node reporting information. After receiving the information, the axis angle controller causes the cabin door distance sensor 2 to scan to the left to obtain the distance data of the fuselage.

[0040] S6.2. Calculate the left and right deviation h of the covered bridge.

[0041] The left and right deviation of the boarding bridge is h = f(the contact distance g1 measured by the door distance sensor, the deflection angle θ, and the door width h2 of this aircraft model). S6.3. Obtain and record the height dopen of the boarding bridge when the hatch is opened by measuring the height sensor 1; S7, remove the covered bridge for final touches, and close the covered bridge; After all passengers have disembarked, the boarding bridge docking terminal will gradually retract the boarding bridge to its original position and close it.

[0042] S8, Data Analysis, analyzes the docking efficiency of the bridge by statistically analyzing the data of the docking process; S8.1. Execution time of the assigned task.

[0043] Task time = Bridge closure time - Bridge docking operation terminal actual arrival time T1; S8, Data Analysis, analyzes the docking efficiency of the bridge by statistically analyzing the data of the docking process; Docking duration = Time when the bridge switches to "automatic leveling" mode - Time when docking begins; The official docking start time refers to the time after the jet bridge reaches the pre-docking distance d3 and continues to operate to approach the aircraft.

[0044] S8.3. Height deviation of the covered bridge.

[0045] Height deviation = jet bridge height dopen when the cabin door is open - height d2 during pre-operation; S8.4. Deviation in the number of docking attempts.

[0046] The deviation in the number of docking attempts is measured by recording the number of times the jet bridge is withdrawn. Jet bridge withdrawal refers to the process of moving the jet bridge back away from the aircraft, readjusting the altitude or lateral deviation, and then moving it back closer to the aircraft.

[0047] By analyzing the process data of the distance g3 between the leading edge of the movable floor and the aircraft fuselage, if g3(t+1)-g3(t) n If t > 0, it means that the current time t is in the retreat phase, and this process continues until g3(t+1) - g3(t) n When ) < 0, it indicates that he stopped withdrawing and continued to approach the aircraft. The duration of the withdrawal process during this jet bridge operation is denoted as T. rtn .

[0048] Docking deviation = Number of bridge withdrawals = Count[g3(t+T)] rtn )-g3(t)>0]; Among them, the distance g3 between the leading edge of the movable floor and the aircraft fuselage is equal to the sensor measurement distance g1 minus the fixed distance g2 between the sensor and the leading edge of the movable floor.

[0049] As can be seen from the above embodiments, the present invention can improve flight punctuality and enhance passenger experience: the efficiency of jet bridge docking directly affects flight punctuality. Timely and accurate jet bridge docking can shorten flight support time, thereby improving flight punctuality and reducing flight delays. Efficient jet bridge docking can shorten passenger boarding and disembarkation time, reduce waiting time, and thus enhance the passenger experience.

[0050] Improving jet bridge efficiency and optimizing resource allocation: Efficient jet bridge connections help optimize the utilization of airport resources, reduce parking time at remote stands, and improve the efficiency of jet bridge use.

[0051] Save on upgrade and renovation costs. By simply adding sensors and laser calibrators, and connecting to airport production system data, low-cost, high-return returns can be achieved through data integration.

[0052] Facilitates management improvement. By integrating with data analysis of the ancient city, the skill levels of the covered bridge coordinators can be effectively assessed, and targeted improvement measures can be implemented.

[0053] Example 2: This invention provides a system for analyzing the auxiliary approach and efficiency of a covered bridge. The system includes: The data acquisition unit is used to acquire flight information, obtain information on flights that are about to arrive; based on the flight information and the duty roster for the day, confirm the time and location of the boarding bridge docking task, confirm the type of aircraft to be docked, and the boarding bridge elevation angle and height data of the corresponding aircraft type; and the boarding bridge docking operation terminal obtains support task information E through a handheld terminal. The sensor control unit is used to confirm the actual arrival time of the boarding bridge docking operation terminal by activating the boarding bridge equipment based on the obtained support mission information E, and to perform pre-operations on the boarding bridge, including adjusting the boarding bridge elevation angle and the height during pre-operations; and to complete the boarding bridge docking based on the boarding bridge pre-operation results and with reference to the door projection position of the laser calibrator 3, including calculating the docking distance measured by the door distance sensor 2; it is also used to calculate the left and right deviation data of the boarding bridge based on the calculated docking distance measured by the door distance sensor 2, and to obtain the boarding bridge height by measuring the boarding bridge height sensor 1; the door height is generally pre-adjusted in S4.2. Then, the height is compared with the approaching height, and in rare cases, the height is adjusted back. The height is determined according to the type of the other aircraft, and different aircraft types correspond to different heights.

[0054] The walkway closing unit is used for the final dismantling and closing of the walkway. The data analysis unit is used to analyze the docking efficiency of the bridge by statistically analyzing the data of the docking process.

[0055] Based on the technical solution of this invention, a simulation experiment was conducted in a laboratory environment. The process information is as follows: Select a specific flight as the verification target. The flight information is shown in Table 1.

[0056] Table 1 Flight Information Table

[0057] This flight is a medium-sized narrow-body aircraft with a door width of 2.32 meters. According to Qingdao Airport's service standards, the docking time requirement is ≤90 seconds; the number of withdrawals is limited to ≤0 times; the jet bridge height d2=3.1m, the pre-departure distance d3=3m, and the lateral deviation requirement is ≤10cm.

[0058] The operators arrived early at 14:45:00, prepared for the work according to the standard equipment specifications, and completed the pre-connection.

[0059] The flight completed the gear shift operation at 15:05:00.

[0060] The staff began the docking operation at 15:06:15.

[0061] Data on contact distance and contact height during the process are as follows: Figure 5 (Time starts from the beginning of the operation and is closest to the record.) The optimal distance was reached at 15:07:29, and the docking result was confirmed at 15:07:31. The system was then switched to "automatic leveling" mode, completing the docking operation.

[0062] Passengers disembarked at 15:19:00.

[0063] Bridge removal begins at 15:20:05.

[0064] Bridge removal completed at 15:20:35.

[0065] 15:20:50 Confirm evacuation results and close the walkway.

[0066] Analysis of indicators for this bridge docking and removal process: 1. Task execution time: Task time = 35 minutes and 50 seconds 2. Duration of connecting walkway: docking duration = 76 seconds; According to the protection standards, the duration of this event was less than 90 seconds, which meets the protection standards.

[0067] 3. Height deviation of the covered bridge: Height deviation = 0.10 meters; 4. Deviation in docking frequency: Docking frequency deviation = number of bridge withdrawals = 1; Based on the support standards, the number of evacuations this time is more than 0, which does not meet the support requirements. Targeted training and drills for staff are necessary.

[0068] 5. Left-right deviation of the covered bridge: The left and right deviations are h = 0.04 meters; According to the protection standards, the left and right deviations were less than 0.1 meters, which meets the protection requirements.

[0069] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention and within the spirit and principles of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A method for analyzing the auxiliary connection and efficiency of a covered bridge, characterized in that, The method includes the following steps: S1, Flight Information Acquisition, obtain information on upcoming arriving flights; S2, based on flight information and the duty roster for the day, confirm the time and location of the jet bridge docking task, confirm the aircraft type to be docked, and the jet bridge elevation angle and height data for the corresponding aircraft type; S3, Based on the confirmed data information, the corridor bridge docking operation terminal obtains the support mission information E through a handheld terminal; S4. Based on the obtained support mission information E, confirm the actual arrival time of the corridor bridge docking operation terminal by activating the corridor bridge equipment, and perform corridor bridge pre-operation, including adjusting the corridor bridge elevation angle and the height during pre-operation. S5, based on the pre-operation results of the boarding bridge and with reference to the projection position of the door by the laser calibrator, completes the boarding bridge docking, including the calculation of the docking distance measured by the door distance sensor; S6, based on the calculation of the contact distance result measured by the door distance sensor, calculate the left and right deviation data of the boarding bridge through the door distance sensor, and obtain the height of the boarding bridge through the boarding bridge height sensor; S7, remove the covered bridge for final touches, and close the covered bridge; S8, Data Analysis, analyzes the docking efficiency of the bridge by statistically analyzing the data of the docking process.

2. The method for analyzing the auxiliary connection and efficiency of the covered bridge according to claim 1, characterized in that, In step S1, flight information is obtained, including information on incoming flights: S1.

1. Obtain flight information A from the airport information integration system or airport collaborative decision-making system via a data interface. Flight information A includes: flight number a1, airline a2, aircraft type a3, scheduled landing time a4, scheduled departure time a5, taxiing time a6, estimated wheel chock time a7, and gate position a8; the expression is: A = [Flight number a1, Airline a2, Aircraft type a3, Scheduled landing time a4, Scheduled departure time a5, Taxiing time a6, Estimated wheel chock time a7, Gate a8] S1.

2. Confirm flight completion of parking by using the estimated wheel chute time a7. If the estimated wheel chute time a7 is not obtained, calculate the wheel chute time using the planned landing time a4 + taxiing time a6; the expression is: a7 = Planned landing time a4 + Glide time a6.

3. The method for analyzing the auxiliary connection and efficiency of the covered bridge according to claim 1, characterized in that, In step S2, based on flight information and the daily duty roster, the time and location of the jet bridge docking task are confirmed, the aircraft type being docked is confirmed, and the jet bridge elevation angle and height data for the corresponding aircraft type are obtained, including: S2.

1. Based on airport support standards, confirm the arrival time of the jet bridge docking terminal by using the estimated arrival time of the flight at the gate: C1 = Estimated flight start time a7 + T pre In the formula, T pre The advance time is based on airport support standards and is used for preparation work for the arrival of the jet bridge docking operation terminal. S2.

2. Based on the aircraft type, confirm the corresponding key parameters D for jet bridge docking. Jet bridge docking parameter D is a set of information, expressed as: D = [Bridge elevation angle d1, height d2, pre-departure distance d3] In the formula, d1 is the elevation angle of the covered bridge, d2 is the height, and d3 is the pre-departure distance.

4. The method for analyzing the auxiliary connection and efficiency of the covered bridge according to claim 1, characterized in that, In step S3, the task information E includes: the arrival time of the boarding bridge docking operation terminal C1, the boarding bridge number E1, the scheduled landing time of the flight a4, the aircraft type a3, and the boarding bridge docking parameters D; the expression is: E = [Gateway docking operation terminal arrival time C1, gateway number E1, flight scheduled landing time a4, aircraft type a3, gateway docking parameters D].

5. The method for analyzing the auxiliary connection and efficiency of the covered bridge according to claim 1, characterized in that, Step S4 specifically includes: S4.1, activate the bridge equipment, and measure the bridge height sensor (1), the door distance sensor (2), and the laser calibrator (3). Confirm the actual arrival time T1 of the bridge docking operation terminal by the bridge equipment activation time. After the bridge height sensor (1) and door distance sensor (2) are activated, start recording the ground distance change and door distance change data. S4.

2. The bridge docking operation terminal performs pre-operation; according to the bridge approaching parameter D, adjust the bridge elevation angle d1, the height d2 during pre-operation, and the pre-approach distance d3, and adjust the left and right angles of the bridge head so that the crosshair emitted by the laser calibrator (3) is located on the center of the hatch. The pre-berthing distance d3 is typically 3 meters according to airport support standards, which is the distance from the leading edge of the jet bridge's movable floor to the cabin door; the expression is: Sensor measurement distance g1 = Fixed distance g2 between sensor and front edge of raised floor + Pre-collision distance d3; When the distance between the leading edge of the movable floor of the corridor bridge and the cabin door reaches 3 meters, the work platform issues a prompt.

6. The method for analyzing the auxiliary connection and efficiency of the covered bridge according to claim 5, characterized in that, Step S5 specifically includes: S5.1, the bridge docking operation terminal operates the bridge to approach the hatch, so that the laser calibrator (3) projects the crosshair onto the hatch and keeps it in the center position. S5.2, The distance sensor (2) measuring the door distance provides real-time feedback on the distance change dynamics through the workbench in front of the bridge docking operation terminal. When the bridge gradually approaches the fuselage within a range of 0.5 to 0.01 meters from the front edge of the bridge movable floor, the workbench emits a gradually rapid reminder sound. After reaching the minimum contact distance range of 0.01 to 0.05 meters, the bridge docking operation terminal switches the bridge status to automatic leveling status. The contact distance g1 measured by the door distance sensor = the fixed distance g2 between the door distance sensor and the leading edge of the movable floor + the distance g3 between the leading edge of the movable floor and the aircraft fuselage.

7. The method for analyzing the auxiliary connection and efficiency of the covered bridge according to claim 6, characterized in that, Step S6 specifically includes: S6.

1. After the aircraft opens the cabin door, the information reported by the cabin door node is obtained through the collaborative decision-making system. After receiving the information, the distance sensor (2) measuring the cabin door is scanned to the left by the axis angle controller to obtain the distance data of the fuselage. S6.

2. Calculate the left and right deviation h of the covered bridge, the expression is: The left and right deviation of the boarding bridge is h = f(the contact distance g1 measured by the door distance sensor, the deflection angle θ, and the door width h2 of this aircraft model). The left-right deviation h of the jet bridge is calculated based on the sensor-measured distance g1 and deflection angle θ. The distance between the theoretical center point and the edge of the door is calculated using trigonometric functions. This distance is then compared to half of the corresponding door width h2 for this aircraft model to obtain the deviation data h. The expression is: h = g1 / sinθ - 0.5 * h2 If h>0, it means the jet bridge is deviated to the right relative to the aircraft; if h<0, it means the jet bridge is deviated to the left relative to the aircraft. The absolute value of h represents the specific deviation value. S6.

3. Obtain and record the height dopen of the boarding bridge when the hatch is opened by measuring the height sensor (1).

8. The method for analyzing the auxiliary connection and efficiency of the covered bridge according to claim 7, characterized in that, In step S8, the docking efficiency of the bridge is analyzed by statistically analyzing the data of the docking process, including: S8.1, Dock-in task execution time: Task time = Bridge closure time - Actual arrival time of bridge docking operation terminal T1; S8.2, Corridor docking time: docking time = time when the corridor bridge switches to automatic leveling mode - formal docking start time; The official docking start time refers to the time after the jet bridge reaches the pre-docking distance d3 and continues to operate to approach the aircraft; S8.

3. Jet bridge height deviation: Height deviation = jet bridge height dopen when the cabin door is open - height d2 during pre-operation; S8.

4. Docking Number Deviation; The docking number deviation is measured by recording the number of times the jet bridge is withdrawn. Jet bridge withdrawal refers to the process of moving the jet bridge back away from the aircraft, readjusting the altitude or left and right deviations, and then moving back towards the aircraft.

9. The method for analyzing the auxiliary connection and efficiency of the covered bridge according to claim 8, characterized in that, By analyzing the process data of the distance g3 between the leading edge of the movable floor and the aircraft fuselage, if g3(t+1)-g3(t) n If t > 0, it means that the current time t is in the retreat phase, which continues until g3(t+1) - g3(t). n When ) < 0, it indicates that the retraction will stop and the aircraft will continue to approach; the duration of the retraction process of this jet bridge operation is recorded as T. rtn ; Docking deviation = Number of bridge withdrawals = Count[g3(t+T)] rtn )-g3(t)>0]; Among them, the distance g3 between the leading edge of the movable floor and the aircraft fuselage is equal to the sensor measurement distance g1 minus the fixed distance g2 between the sensor and the leading edge of the movable floor.

10. A system for analyzing the auxiliary connection and efficiency of a covered bridge, characterized in that, The method for analyzing the auxiliary approach and efficiency of the covered bridge as described in any one of claims 1 to 9, the system comprising: The data acquisition unit is used to acquire flight information, obtain information on flights that are about to arrive; based on the flight information and the duty roster for the day, confirm the time and location of the boarding bridge docking task, confirm the type of aircraft to be docked, and the boarding bridge elevation angle and height data of the corresponding aircraft type; and the boarding bridge docking operation terminal obtains support task information E through a handheld terminal. The sensor control unit is used to confirm the actual arrival time of the bridge docking operation terminal by activating the bridge equipment according to the obtained support mission information E, and to perform bridge pre-operation, including adjusting the bridge elevation angle and the height during pre-operation; and to complete the bridge docking based on the bridge pre-operation results and referencing the laser calibrator (3) to the door projection position, including calculating the docking distance measured by the door distance sensor (2); and to calculate the left and right deviation data of the bridge by measuring the door distance sensor based on the calculated docking distance measured by the door distance sensor (2), and to obtain the bridge height by measuring the bridge height sensor (1); The walkway closing unit is used for the final dismantling and closing of the walkway. The data analysis unit is used to analyze the docking efficiency of the bridge by statistically analyzing the data of the docking process.

Images