Airport ground assistance equipment

Abstract

To provide airport ground assistance equipment that can reduce human labor.SOLUTION: One example of this airport ground assistance equipment is provided with: an access unit that approaches a parked aircraft (3) and, in an access state in which the tip of the access unit is adjacent to or in contact with the aircraft (3), allows movement of people and / or goods to and from the aircraft (3) through an opening when a door (3a) of the aircraft (3) is open; and an image providing unit that is disposed in the access unit and provides an image of the access state of the access unit to the aircraft (3) when the door (3a) of the aircraft (3) is closed.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to airport ground support equipment such as passenger boarding bridges and passenger step cars. [Background technology]

[0002] At airports, various types of airport ground support equipment are used, such as passenger boarding bridges and passenger step cars. In this specification and claims, the term "airport ground support equipment" includes passenger boarding bridges. In a passenger boarding bridge, a tunnel section that serves as a pedestrian walkway is connected to a rotunda connected to the terminal building, and a cab that is attached to an aircraft is connected to the end of the tunnel section.

[0003] When the cab is installed on the aircraft, generally, a ground staff member such as a passenger boarding bridge operator visually checks from the cab side whether the cab is installed properly and whether there are any abnormalities around the aircraft door, and then receives a signal (such as a thumbs-up) from a cabin crew member on the aircraft through the door window that the door mode has been changed from automatic mode to manual mode, after which the ground staff member opens the aircraft door. When leaving the aircraft, the ground staff member closes the aircraft door from the cab side and visually checks whether there are any abnormalities around the door, and then receives a signal from the cabin crew member through the door window that the door mode has been changed from manual mode to automatic mode, and then operates the passenger boarding bridge to allow the aircraft to leave the aircraft.

[0004] In this way, the opening and closing of aircraft doors is usually performed by ground staff waiting on the cab side, in coordination with cabin crew through the door window.

[0005] Patent Document 1 describes a passenger boarding bridge in which a lamp is provided in a position visible to a cabin crew member through the aircraft door window to notify the cabin crew that installation is complete when the cab is installed on the aircraft. It also describes that the lamp is turned on to notify the cabin crew that installation is complete, and the cabin crew then opens the door. [Prior art documents] [Patent documents]

[0006] [Patent Document 1] Patent No. 6720414 Summary of the Invention [Problem to be solved by the invention]

[0007] However, after the passenger boarding bridge cab is installed on the aircraft, when the aircraft door is opened, the cabin crew can see the light on through the door window, but the actual access state of the cab to the aircraft (installed state) is in a blind spot and cannot be visually confirmed. For this reason, the operator of the passenger boarding bridge on the cab side opens the door, including visually confirming that it is OK to open the door.

[0008] On the other hand, when a passenger boarding bridge is attached to an aircraft by remote control from a central monitoring room, it is not desirable from the standpoint of reducing personnel to have an operator or other personnel enter the cab to check the door mode change or open the aircraft door.

[0009] Furthermore, when the passenger boarding bridge is detached from the aircraft by remote control from a central monitoring room, etc., it is not desirable from the perspective of reducing personnel to have an operator or other personnel enter the cab to close the aircraft doors or check the door mode status.

[0010] In addition, similar problems will arise with airport ground support equipment other than passenger boarding bridges, such as passenger step cars, when they are attached to or detached from aircraft as automated and unmanned driving becomes more common in the future.

[0011] The present invention has been made to solve the above-mentioned problems, and has as its object to provide airport ground support equipment that can reduce the number of personnel required. [Means for solving the problem]

[0012] In order to achieve the above-mentioned object, an airport ground support equipment according to one embodiment of the present invention comprises an access section that, when approaching a parked aircraft and in an access state with its tip adjacent to or in contact with the aircraft, enables the movement of people and / or goods between the aircraft and the access section through an opening that opens when the aircraft door is opened, and an image providing section that is provided in the access section and provides an image of the access state of the access section to the aircraft when the aircraft door is closed.

[0013] With this configuration, the cabin crew can confirm that the access state is normal by looking at the image of the access state of the access unit provided by the image providing unit. Therefore, there is no need for an operator or other person to get into the access unit to inform the cabin crew that the access state is normal, which reduces the number of people required when installing the access unit on an aircraft.

[0014] The access unit may further include an image capturing device that is provided in the access unit and captures an image including the tip of the access unit when in an access state, and the image providing unit may be a display device that displays the image captured by the image capturing device toward the aircraft.

[0015] The image providing unit may be a mirror body, and the mirror body may be arranged in the access unit so that the access state of the access unit can be seen from the aircraft side via a mirror image reflected in the mirror body.

[0016] The aircraft may further include a first notification means for notifying the aircraft of precautions to be taken before opening the aircraft door, thereby making it possible to notify cabin crew of precautions to be taken before opening the door.

[0017] The first notification means may be configured to notify the aircraft of a prompt to change the door mode of the aircraft from automatic mode to manual mode, thereby ensuring safety when the door is opened.

[0018] The system may further include a photographing unit that photographs an image including a window provided in the door of the aircraft, an image determination unit that analyzes the image photographed by the photographing unit and determines whether a cabin crew member in the aircraft has performed a predetermined action, and a second notification means that notifies the aircraft of the progress of a confirmation procedure for opening the door of the aircraft based on the determination result of the image determination unit. In this way, the progress of the confirmation procedure for opening the door can be notified to the cabin crew.

[0019] The system may further include a signal output unit that outputs a detachment enable signal indicating that the access unit can be detached from the aircraft to a predetermined notification unit when the image determination unit analyzes an image taken by the photographing unit after the aircraft door has been opened and then closed and determines that the cabin crew has performed a predetermined action intending to change the door mode of the aircraft from manual mode to automatic mode. This eliminates the need for a person such as an operator to get into the access unit to confirm the door mode with the cabin crew when detaching the access unit from the aircraft, thereby reducing the number of people required to detach the access unit from the aircraft.

[0020] The system may further include a photographing unit that photographs an image including a window provided in a door of the aircraft, an image determination unit that analyzes the image photographed by the photographing unit and determines whether or not a cabin crew member on board the aircraft has performed a predetermined action intended to change the door mode of the aircraft from manual mode to automatic mode, and a signal output unit that analyzes the image photographed by the photographing unit after the door of the aircraft has been opened and then closed, and outputs a detachment possible signal to a predetermined notification unit, indicating that the access unit can be detached from the aircraft, when the image determination unit determines that the cabin crew member has performed the predetermined action.

[0021] According to this configuration, after the aircraft door has been opened and then closed, if it is determined that the cabin crew has performed a specified action intended to change the door mode from manual mode to automatic mode, a detachment possible signal is output. This eliminates the need for an operator or other person to get into the access unit to confirm the door mode with the cabin crew, thereby reducing the number of people required when detaching the access unit from the aircraft.

[0022] The aircraft may further include a door closure detection means for detecting a state in which a door of the aircraft is closed. [Effects of the Invention]

[0023] The present invention has the above-described configuration and has the effect of providing airport ground support equipment that can reduce the number of personnel required.

[0024] The above and other objects, features, and advantages of the present invention will become apparent from the following detailed description of preferred embodiments, which proceeds with reference to the accompanying drawings. [Brief explanation of the drawings]

[0025] [Figure 1] FIG. 1 is a schematic plan view of a passenger boarding bridge, which is an example of airport ground support equipment according to this embodiment. [Figure 2] Figure 2 is a schematic side view of a passenger boarding bridge. [Figure 3] FIG. 3 is a side view showing an example of a state in which the cab is mounted on an aircraft. [Figure 4] FIG. 4 is a view of the tip of the cab to be attached to the aircraft, as seen from the aircraft side. [Figure 5] FIG. 5 is a schematic plan view showing the front end of the cab and its surrounding area. [Figure 6] FIG. 6 is a block diagram showing an outline of the control system of the passenger boarding bridge. [Figure 7] FIG. 7 is a flowchart showing an example of the operations of the cabin crew and the processing of the control device when attaching the passenger boarding bridge to the aircraft. [Figure 8] FIG. 8 is a flowchart showing an example of the outline of the actions of the cabin crew and the processing of the control device when the passenger boarding bridge is detached from the aircraft. DETAILED DESCRIPTION OF THE INVENTION

[0026] Preferred embodiments of the present invention will be described below with reference to the drawings. In the following, identical or corresponding elements will be designated by the same reference numerals throughout the drawings, and redundant explanations will be omitted. The drawings are schematic illustrations of the respective components for ease of understanding, and the shapes, dimensional ratios, and the like may not be accurately depicted. The present invention is not limited to the following embodiments.

[0027] (Embodiment) The airport ground support equipment according to this embodiment includes passenger boarding bridges, passenger step cars, airport catering trucks, etc. In the following, a passenger boarding bridge will be described as an example.

[0028] FIG. 1 is a schematic plan view showing an example of a passenger boarding bridge, which is an example of airport ground support equipment according to this embodiment. FIG. 2 is a schematic view of the passenger boarding bridge as viewed from the side. FIG. 3 is a side view showing an example of a cab attached to an aircraft. FIG. 4 is a view of the tip of the cab attached to the aircraft as viewed from the front (aircraft side). FIG. 5 is a schematic plan view showing the tip of the cab and its vicinity. FIG. 6 is a block diagram showing an overview of the control system of the passenger boarding bridge.

[0029] This passenger boarding bridge 1 comprises a rotunda (base circular chamber) 4 that is connected to the boarding and disembarking entrance of an airport terminal building 2 and is capable of rotating horizontally, a tunnel section 5 whose base end is connected to the rotunda 4 and is configured to be able to extend and retract in the longitudinal direction, a cab (tip circular chamber) 6 that is provided at the tip of the tunnel section 5 and is capable of rotating forward and backward, and a drive column 7. The cab 6 corresponds to the access section.

[0030] The rotunda 4 is supported by a support 70 so as to be rotatable in both directions around a rotation axis (vertical axis) CL1.

[0031] Tunnel section 5 forms a walkway for passengers, and is configured with multiple cylindrical tunnels 5a, 5b nested within each other to allow for free extension and contraction in the longitudinal direction. Note that while the tunnel section 5 is illustrated here as being composed of two tunnels 5a, 5b, it is sufficient for the tunnel section 5 to be composed of two or more tunnels. Furthermore, the base end of tunnel section 5 is connected to rotunda 4 so that it can swing freely around horizontal rotation axis CL4 (Figure 2) within rotunda 4, and thus tunnel section 5 is connected to rotunda 4 so that it can be freely raised and lowered.

[0032] A drive column 7 is attached as a support leg to a portion of the tunnel section 5 near the tip (the tunnel 5b on the tip-most side). The drive column 7 may be attached to the cab 6.

[0033] The drive column 7 is provided with a lifting device 8 that raises and lowers the cab 6 and the tunnel section 5. The lifting device 8 has, for example, a pair of support columns that support the tunnel section 5 and are configured to be extendable and retractable, and the tunnel section 5 can be raised and lowered by the extension and contraction of this pair of support columns. This allows the cab 6 and the tunnel section 5 to swing up and down with the rotunda 4 as the base point.

[0034] Additionally, the drive column 7 is provided with a traveling device 10 below the lifting device 8, which has two traveling wheels 9 (right wheel 9R and left wheel 9L) that can be driven to rotate forward and backward independently. The traveling device 10 is configured to be able to travel forward (in the direction of arrow F) and backward (in the direction of arrow B) by the rotational drive of the two traveling wheels 9. The traveling device 10 is also configured to be able to rotate forward and backward around a rotation axis CL2, allowing the traveling direction to be changed. As the traveling device 10 (traveling wheels 9) travels on the apron EP, the tunnel section 5 can be rotated around the rotation axis CL1 of the rotunda 4, and the tunnel section 5 can be extended or retracted.

[0035] The cab 6 is provided at the tip of the tunnel section 5, and is configured to be rotatable forward and backward around a rotation axis CL3 perpendicular to the floor surface of the cab 6 by a cab rotation device 6R (FIG. 6).

[0036] In addition, a closure 63 is provided at the tip end of the cab 6. The closure 63 has a bellows portion that can be expanded and contracted in the front-to-rear direction, and by attaching the cab 6 to the aircraft 3 and expanding the bellows portion forward, the front end of the bellows portion can abut against the periphery of the door 3a of the aircraft 3.

[0037] A level detection device 64 is also attached to the outer side wall of the cab 6. The level detection device 64 is a device that detects the amount of vertical movement of the aircraft 3 relative to the cab 6 when the aircraft 3 moves up and down due to passengers getting on and off or luggage being loaded and unloaded after the cab 6 is installed on the aircraft 3. When the level detection device 64 is activated, the wheel 64A moves forward and abuts against the surface of the aircraft 3's body, and when the aircraft 3 moves up and down, the wheel 64A rotates. The level detection device 64 detects the amount of vertical movement of the aircraft 3 based on the rotation direction and rotation angle of the wheel 64A, and when this amount of movement exceeds a predetermined amount, it outputs this amount of movement to the control device 50. The control device 50 controls the lifting device 8 of the drive column 7 based on the amount of movement so that the cab 6 moves in accordance with the vertical movement of the aircraft 3.

[0038] In this example, the rotunda 4 is configured to rotate together with the tunnel section 5, but the tunnel section 5 may be configured to rotate around the rotunda 4 about a rotation axis CL1 while the rotunda 4 is fixed. Also, in this example, the entire cab 6 is configured to rotate relative to the tunnel section 5, but only the tip portion including the closure 63, level detection device 64, and tip portion 6a of the cab 6 attached to the aircraft 3 may be configured to rotate about a rotation axis CL3.

[0039] As shown in FIGS. 4 and 5, an electric double door 65 is installed in the passageway inside the cab 6 to separate the tip end 6a side from the inside side (tunnel side).

[0040] 3 and 4, a bumper 62 is provided at the tip of a floor 61 of a cab 6 attached to the aircraft 3, and a plurality of distance sensors 23 (for example, laser range finders) (two in this example) for measuring the distance between the cab 6 and the aircraft 3 are attached side by side in the left-right direction of this bumper 62. The installation position of the distance sensor 23 can be changed as appropriate, and may be placed on the floor 61 of the cab 6, for example.

[0041] 4, first and second cameras 21 and 22 for photographing the door 3a of the aircraft 3 are installed in a recessed position at the tip of the cab 6. The installation positions of these first and second cameras 21 and 22 may be changed as appropriate as long as they are arranged apart from each other and can photograph the door 3a of the aircraft 3.

[0042] Furthermore, a camera 101 is installed on the upper wall near the tip of the cab 6. This camera 101 is a photographing device that captures an image including the tip 6a of the cab 6. When the cab 6 is in an accessible state with the cab 6 attached to the aircraft 3, it can capture an image of the boundary portion, which is the gap or contact portion, between the tip 6a of the cab 6 and the aircraft 3.

[0043] An operation panel 31 is installed inside the cab 6, and transparent displays 104, 105 are attached to the window in front of the operation panel 31 and the window of the electric double door 65. The transparent displays 104, 105 remain transparent when the power is off. A display device 102 is installed on the right side near the front end of the cab 6. The display device 102 and the transparent displays 104, 105 can display images captured by a camera 101 mounted in front of the cab 6, etc., facing the aircraft.

[0044] Furthermore, signal lights 103 are arranged near the display device 102 and near the first camera 21 in front of the operation panel 31. Each of the two signal lights 103 can be lit in multiple colors. In this example, a stacked signal light that can be lit in four colors, for example, red, yellow, green, and blue, is used as the signal light 103.

[0045] In addition, a speaker 106 is disposed in front of the operation panel 31, and can output predetermined information by voice to the aircraft.

[0046] Furthermore, a human detection image sensor 107 is disposed near the first camera 21 in front of the operation panel 31, facing the aircraft. As shown in FIG. 5, this human detection image sensor 107 can detect a state in which a cabin crew member has performed a predetermined action through a window 3b of a door 3a of the aircraft 3 mounted in front of the cab 6. In other words, the human detection image sensor 107 can be configured as a human vision component including a photographing unit that photographs an image including the window 3b of the door 3a, and an image determination unit that analyzes the image photographed by the photographing unit and determines whether or not a cabin crew member in the aircraft 3 has performed a predetermined action. Note that the photographing unit (camera) and the image determination unit may be provided separately.

[0047] Furthermore, a door closing detection sensor 108 is disposed on the right side near the tip of the cab 6 to detect when the door 3a of the aircraft 3 is closed. An object detection sensor such as an infrared sensor can be used as the door closing detection sensor 108. The door closing detection sensor 108 detects the door 3a and outputs a detection signal when the door 3a is closed, and does not detect the door 3a and does not output a detection signal when the door 3a is open.

[0048] Furthermore, as shown in Figure 6, the passenger boarding bridge 1 is equipped with, at appropriate positions, a rotunda angle sensor 24 that detects the rotation angle φr (Figure 1) of the rotunda 4, a cab angle sensor 25 that detects the rotation angle φc (Figure 1) of the cab 6 relative to the center line Ed of the tunnel section 5, a traveling angle sensor 26 that detects the rotation angle (angle indicating the traveling direction) φw (Figure 1) of the traveling device 10 relative to the center line Ed of the tunnel section 5 in a plan view, a lift sensor 27 that detects the amount of lift of the lifting device 8, and a tunnel length sensor 28 that is composed of a distance meter or the like and detects the length of the tunnel section 5 (for example, length LF in Figure 2).

[0049] In addition, an operation panel 31 installed inside the cab 6 is equipped with an operation device 32 and a display device 33. The operation device 32 is equipped with various operation switches and operation levers, etc., and by using these, the operator can perform operations such as raising and lowering the tunnel section 5 and the cab 6 using the lifting device 8, rotating the cab 6 using the cab rotation device 6R, and traveling using the traveling device 10.

[0050] The control device 50 is disposed, for example, in the cab 6 (illustrated in FIG. 5) or the tunnel 5b at the tip end. The control device 50 may have any configuration as long as it has a control function. The control device 50 has, for example, a calculation unit such as a CPU and a storage unit such as a ROM and RAM. The storage unit pre-stores control programs for operating each unit of the passenger boarding bridge 1 and information necessary for the operation. The calculation unit (CPU) executes the control programs to control the operation of the cab rotation device 6R, the lifting device 8, the traveling device 10, the closure 63, the level detection device 64, the electric double doors 65, and the like. Information stored during operation of the passenger boarding bridge 1 is also stored in the storage unit. The control device 50 may be configured as a single control device that performs centralized control, or as a plurality of control devices that cooperate with each other to perform distributed control.

[0051] Information (operation information) such as operation commands based on the operation of the operating device 32 is input to the control device 50. The control device 50 can control the operation of each part of the passenger boarding bridge 1 based on the operation of the operating device 32. The control device 50 also outputs information to be displayed on the display device 33.

[0052] The control device 50 receives the captured image data from the first and second cameras 21 and 22, and also receives the output signals from the sensors 23 to .

[0053] The control device 50 also receives as input captured image data from the camera 101, and as input output signals from the human detection image sensor 107 and the door closing detection sensor 108. The control device 50 also controls the display device 102, the signal light 103, the transparent displays 104 and 105, and the speaker 106. The control device 50 can display images captured by the camera 101, etc., on the display device 102 and the transparent displays 104 and 105. The control device 50 can also cause the speaker 106 to make a predetermined announcement (output audio) as necessary. The content of the announcement is stored in advance in a storage unit as an audio file corresponding to the announcement.

[0054] The control device 50 is also configured to be able to communicate with a control device 81 of a remote control device 80 installed in, for example, a central monitoring room in a terminal building. This communication may be wireless and / or wired, and a communication device may be provided separately. The remote control device 80 includes a control device 81, an operating device 82, a display device 83, etc.

[0055] The operating device 82 has a configuration substantially similar to that of the operating device 32 of the passenger boarding bridge 1. Thus, with this passenger boarding bridge 1, an operator can enter the cab 6 and directly operate the passenger boarding bridge 1 using the operating device 32, or the operator can use the operating device 82 of the remote control device 80 to select the passenger boarding bridge 1 to be remotely operated and remotely operate the selected passenger boarding bridge 1. In the case of manual control, the operator operates the operating device 32 or the operating device 82 to operate each part of the passenger boarding bridge 1, thereby moving the passenger boarding bridge 1 from the standby position and docking it with the door 3a of the aircraft 3 (more precisely, around the door 3a). In the case of automatic control, the operator can press an automatic docking start button provided on the operating devices 32, 82 to move the passenger boarding bridge 1 from the standby position and dock it with the door 3a of the aircraft 3. The standby position is a predetermined position where the passenger boarding bridge 1 waits when the aircraft 3 has not arrived at the apron. Furthermore, when the passenger boarding bridge 1 is to be detached from the door 3a of the aircraft 3, the operator can press the automatic detachment start button provided on the operating device 32, 82 to automatically control the passenger boarding bridge 1 to return to a predetermined waiting position.

[0056] The control device 81 of the remote control device 80 (hereinafter also referred to as the "remote control device 81") and the control device 50 of the passenger boarding bridge 1 to be remotely controlled transmit and receive information and the like required for remote control. For example, the remote control device 81 transmits operation information (such as an automatic docking start signal) of the operation device 82 required to remotely control the passenger boarding bridge 1 to the control device 50 of the passenger boarding bridge 1. In addition, the control device 50 of the passenger boarding bridge 1 transmits image data captured by the cameras 21, 22, 101, etc. provided on the passenger boarding bridge 1 to the remote control device 81 in real time.

[0057] The remote control device 80 is equipped with a camera image display device (not shown) that acquires image data captured by cameras 21, 22, 101, etc. on the passenger boarding bridge 1 and displays the captured images in real time. The display method may be to split the screen so that images captured by multiple cameras can be displayed simultaneously, or to select a camera and switch between them for display. The display device 83 may also be configured to function as a camera image display device.

[0058] Furthermore, the remote control device 81 can obtain, from the control device 50 of the passenger boarding bridge 1, current position information of predetermined parts of the passenger boarding bridge 1 (such as a predetermined position 6P of the tip 6a of the cab 6 and the center position of the running gear 10) to be displayed on the display device 33 of the passenger boarding bridge 1, and display this information on the display device 83. The control device 50 of the passenger boarding bridge 1 grasps the positions (three-dimensional position coordinates) of the predetermined parts of the passenger boarding bridge 1 in real time, for example, using a three-dimensional Cartesian coordinate system whose origin is the intersection of the rotation axis CL1 of the rotunda 4 and the plane of the apron EP. The control device 50 is configured to calculate the positions of the predetermined parts of the passenger boarding bridge 1 based on the detected values ​​of the rotunda angle sensor 24, the cab angle sensor 25, the elevation sensor 27, and the tunnel length sensor 28, etc.

[0059] Next, we will explain an example of the operation of the passenger boarding bridge 1. The operation of this passenger boarding bridge 1 is realized by the control of the control device 50.

[0060] When the aircraft 3 has not yet arrived at the apron, the passenger boarding bridge 1 waits at a predetermined waiting position indicated by the two-dot chain line in Fig. 1. The aircraft 3 stops with its axis aligned on the aircraft guidance line AL drawn on the apron and aiming at a predetermined stopping position determined in the extension direction of the aircraft guidance line AL.

[0061] To give an overview of the movement of the cab 6 after the aircraft 3 has parked in this way, the cab 6 moves from the standby position so that the tip 6a of the cab 6 is attached to the bottom of the aircraft 3, immediately adjacent to the door 3a. Thereafter, when the cab 6 leaves the aircraft 3, it returns to the standby position and stops, and waits at the standby position until the attachment operation to the next aircraft begins. Note that when the cab 6 leaves the aircraft 3 and returns to the standby position, the target position (position coordinates) of the traveling device 10, which will be the standby position for the cab 6, is stored in advance in the control device 50.

[0062] Note that when the cab 6 approaches the parked aircraft 3 and the front end 6a of the cab 6 is attached to the lower part of the aircraft 3 immediately adjacent to the door 3a (access state), the front end 6a of the cab 6 is adjacent to or in contact with the aircraft 3. In other words, the access state may be such that there is a slight gap between the bumper 62 of the front end 6a of the cab 6 and the aircraft 3 that does not interfere with walking, or such that the bumper 62 is in contact with the aircraft 3.

[0063] The cabin crew of the aircraft 3 sets the door mode to automatic mode when the aircraft 3 takes off and to manual mode when the aircraft 3 lands. When the door mode is set to automatic mode, the emergency escape slide activates when the door 3a of the aircraft 3 is opened, but when set to manual mode, the emergency escape slide does not activate even when the door 3a of the aircraft 3 is opened. If the aircraft 3 lands and someone forgets to change the door mode from automatic mode to manual mode and opens the door 3a, the emergency escape slide will activate, putting workers on the apron and others in danger. Thus, there are two door modes: automatic mode, in which the emergency escape slide activates in response to the opening of the door 3a, and manual mode, in which the slide does not activate. Automatic mode is also called armed mode, and manual mode is also called disarmed mode.

[0064] [Remote control when worn] Next, a description will be given of the case where the passenger boarding bridge 1 is remotely attached to the aircraft 3. Fig. 7 is a flowchart showing an example of the operations of the cabin crew and the processing of the control device 50 when the passenger boarding bridge 1 is remotely attached to the aircraft 3.

[0065] First, when the operator selects the passenger boarding bridge 1 to be remotely operated using the operation device 82 of the remote control device 80 and presses the automatic docking start button, an automatic docking start signal is sent from the control device 81 to the control device 50 of the passenger boarding bridge 1 to be remotely operated, and the control device 50 starts automatic docking. The control device 50 starts automatic docking and docks the cab 6 to the aircraft 3. Here, when performing automatic docking, that is, when moving the cab 6 from the standby position by automatic control and docking the front end 6a of the cab 6 to the door 3a of the aircraft 3 (more precisely, around the door 3a), for example, the control device 50 photographs the door 3a of the aircraft 3 with the cameras 21, 22 installed on the cab 6, determines the three-dimensional position of the door 3a from these photographed images, etc., and calculates the position (docking position) where the front end 6a of the cab 6 will be docked to the aircraft 3.

[0066] The control device 50 then controls the traveling device 10, the lifting device 8, and the cab rotation device 6R to move the front end 6a of the cab 6 to the above-mentioned installation position, thereby installing the front end 6a of the cab 6 on the aircraft 3. The installation position may be calculated multiple times before the cab 6 starts to move and during its movement. The installation position may also be calculated using the detection value of the distance sensor 23. Next, the control device 50 extends the closure 63 to deploy the bellows portion and bring it into contact with the aircraft 3, and activates the level detection device 64. This completes the installation of the passenger boarding bridge 1 on the aircraft 3.

[0067] After receiving the automatic mounting start signal, for example, by remote control, the control device 50 turns on the signal light 103 in red as a signal indicating that mounting is in progress (step S11). The control device 50 also causes the monitors 102, 104, and 105 to display the image captured by the camera 101. The start timing of this display may be any predetermined timing between the start of mounting and the completion of mounting. As described above, the display device 102 and the transparent displays 104 and 105 may also be referred to as the monitors 102, 104, and 105.

[0068] Before the device is fully fitted, a cabin crew member may bring their face close to the window 3b of the door 3a of the aircraft 3 to check the monitors 102, 104, 105 and the signal light 103 (step S1). In this case, when the person detection image sensor 107 detects a person's face at the window 3b of the door 3a of the aircraft 3 (Yes in step S12), the control device 50 instructs the cabin crew member to wait until the device is fully fitted using the speaker 106 and the monitors 102, 104, 105 (step S13). This instruction may be given by outputting a predetermined message by voice from the speaker 106, or by displaying a predetermined message or a predetermined mark or the like on the monitors 102, 104, 105 together with the image captured by the camera 101.

[0069] Then, when the attachment is complete, the control device 50 lights the signal light 103 in yellow as a signal that attachment is complete, and uses the speaker 106 and the monitors 102, 104, and 105 to alert the cabin crew to confirm that the distance or contact state between the aircraft 3 and the leading edge 6a of the floor of the cab 6 is normal, that is, that the access state is normal (step S14). This alert to confirm the access state may be made by outputting a predetermined message by voice from the speaker 106, or by displaying a predetermined message or a predetermined mark on the monitors 102, 104, and 105.

[0070] The cabin attendant waits until the device is fully attached (step S2), and after that, brings their face close to the window 3b to check that the signal light 103 is lit in yellow, and also checks that the access status is normal by looking at the images captured by the camera 101 displayed on the monitors 102, 104, and 105 (step S3). Here, the cabin attendant's bringing their face close to the window 3b is an action for checking the access status.

[0071] When the control device 50 detects a human face at the window 3b of the door 3a of the aircraft 3 using the human detection image sensor 107 (Yes in step S15), the control device 50 lights up the signal light 103 in green as a signal that the door mode is being changed, in other words, as a signal to prompt the user to change the door mode, and issues a warning to the cabin crew to check the door mode using the speaker 106 and the monitors 102, 104, and 105 (step S16). This warning may prompt the user to change the door mode to the manual mode, or may prompt the user to confirm that the door mode is the manual mode. This warning may be issued by outputting a predetermined message via the speaker 106, or by displaying a predetermined message or a predetermined mark on the monitors 102, 104, and 105.

[0072] The cabin attendant confirms that the door mode is set to manual mode, and if it is automatic mode, changes it to manual mode (step S4), and performs a predetermined action to indicate that the door mode has been changed (step S5). The predetermined action may be bringing the face close to the window 3b or holding the palm of the hand over the window 3b.

[0073] When the control device 50 detects the cabin crew member's action of changing the door mode at the window 3b of the door 3a of the aircraft 3 using the human detection image sensor 107 (e.g., detects a person's face) (Yes in step S17), the control device 50 turns on the signal light 103 in blue as an instruction to open the door 3a of the aircraft 3 (step S18), and opens the electric double doors 65.

[0074] The cabin crew confirms that the signal light 103 has turned blue and then opens the door 3a of the aircraft 3 (step S6).

[0075] In steps S12 and S15, to prevent erroneous detection, it may be determined that a person has been detected if the person detection image sensor 107 detects a person continuously for a first predetermined time (e.g., two seconds). If a person is not detected in step S15, it is determined whether or not the person has not been detected a predetermined number of times (e.g., three times) (step S21). If the number of times that the person has not been detected has not reached the predetermined number, the control device 50 uses the speaker 106 and the monitors 102, 104, and 105 to re-prompt for confirmation of the access state (step S22). If the number of times that the person has not been detected has reached the predetermined number of times, the control device 50 issues an abnormality alert (step S25).

[0076] Also, in step S17, in order to prevent erroneous detection, it may be determined that a person has been detected if the person detection image sensor 107 detects a person continuously for a first predetermined time (e.g., two seconds). If a person is not detected in step S17, it is determined whether or not the person has not been detected a predetermined number of times (e.g., three times) (step S23), and if the number of times of non-detection has not reached the predetermined number, the speaker 106 and the monitors 102, 104, and 105 are used to issue a reminder to check the door mode (step S24). If the number of times of non-detection has reached the predetermined number, the control device 50 issues an abnormality alert (step S25).

[0077] In step S25, the control device 50 may, for example, use a speaker (not shown) arranged outside the passenger boarding bridge 1 to notify a worker on the apron EP that an abnormality has occurred. This worker is a worker who is able to manually operate the passenger boarding bridge 1. Also, in step S25, the control device 50 may send an abnormality signal to the remote control device 80. In the remote control device 80, the control device 81 causes the display device 83 and / or speaker (not shown) provided in the remote control device 80 to output a message indicating an abnormality based on the abnormality signal. The message indicating an abnormality may include a message indicating that manual operation is required.

[0078] As described above, in this embodiment, the cabin crew can confirm that the access state is normal by looking at the images captured by the camera 101 displayed on the monitors 102, 104, and 105. Therefore, there is no need for a person such as an operator to get into the cab 6 to inform the cabin crew that the access state is normal, which reduces the number of personnel required when attaching the passenger boarding bridge 1 to the aircraft 3. Furthermore, the control device 50 detects an action by the cabin crew indicating that the door mode has been changed (step S17) and then issues an instruction to open the door 3a of the aircraft 3 (step S18), thereby ensuring safety when the door 3a is opened.

[0079] In the above description, the display device 102 and the transparent displays 104, 105 are used as the image providing unit that provides an image of the access state toward the window 3b of the door 3a of the aircraft 3, but any one of these may be used. Also, as the image providing unit, a mirror such as a convex mirror may be installed in an appropriate position that does not obstruct the passage of passengers getting on and off, for example, near the display device 102.

[0080] 7 is an example, and it is possible that the cabin crew has already changed the door mode to the manual mode before the installation is complete. Therefore, if the person detection image sensor 107 detects a person continuously for a predetermined time (for example, 4 to 5 seconds) after step S14, the control device 50 may perform step S16 during that time, and may perform step S18 after the predetermined time has elapsed.

[0081] In the above, the speaker 106 and the monitors 102, 104, and 105 function as first notification means that notify the aircraft 3 of precautions to be taken before opening the door 3 a of the aircraft 3, for example, as in steps S14 and S16, and that notify the aircraft 3 of information urging the aircraft 3 to change the door mode from automatic mode to manual mode. The signal light 103 also functions as second notification means that notify the cabin crew of the aircraft 3 of the progress of the confirmation procedure for opening the door 3 a based on the detection result of the human detection image sensor 107, for example, as in the "door mode changing signal" in step S16 and the "door open signal" in step S17. Note that the function of the second notification means may be realized by the speaker 106 and the monitors 102, 104, and 105.

[0082] [Remote control during withdrawal] Next, a description will be given of a case where the passenger boarding bridge 1 is remotely detached from the aircraft 3. Fig. 8 is a flowchart showing an example of the actions of the cabin crew and the processing of the control device 50 when the passenger boarding bridge 1 is remotely detached from the aircraft 3.

[0083] The door close signal in step S41 is the signal light 103 being lit in blue, and the state in which the signal light 103 is lit in blue in step S18 of Fig. 7 continues. That is, the blue signal light 103 is a door open signal in step S18 of Fig. 7, but is a door close signal in step S41 of Fig. 8.

[0084] The cabin crew confirms that the signal light 103 is lit in blue, closes the door 3a of the aircraft 3 (step S31), and performs a predetermined action to indicate that the door 3a has been closed (step S32). The predetermined action may be bringing the face close to the window 3b, or holding the palm of the hand over the window 3b.

[0085] On the other hand, the control device 50 determines whether the door 3a of the aircraft 3 is closed based on the presence or absence of a detection signal from the door closing detection sensor 108 (step S42). When the door closing detection sensor 108 detects that the door 3a of the aircraft 3 is closed, it outputs a detection signal to the control device 50.

[0086] When the control device 50 receives a detection signal from the door close detection sensor 108 and determines that the door 3 a of the aircraft 3 is closed (Yes in step S42), it determines whether or not there is anyone inside the passenger boarding bridge 1 (step S43). This determination may be made, for example, by installing one or more interior imaging cameras inside the passenger boarding bridge 1 to capture images of the interior of the passenger boarding bridge 1 and based on the analysis results of images captured by the interior imaging cameras. Alternatively, a human presence sensor may be installed inside the passenger boarding bridge 1 and the determination may be made based on the analysis results of the captured images and the detection results of the human presence sensor. If the control device 50 determines in step S43 that there is anyone inside, it issues an abnormality alert (step S50). If the determination in step S43 is No, in step S50, for example, a speaker installed inside the passenger boarding bridge 1 may be used to output an audio message urging anyone inside to leave. Alternatively, the control device 50 may transmit an abnormality signal to the remote control device 80.

[0087] Next, when the control device 50 detects a predetermined action (e.g., a human face) intended to close the cabin crew door 3a at the window 3b of the aircraft 3 using the human detection image sensor 107 (Yes in step S44), the control device 50 turns on the signal light 103 green as a signal that the door mode is being changed, in other words, as a signal to prompt the cabin crew to change the door mode, and issues a warning to the cabin crew to check the door mode using the speaker 106 and the monitors 102, 104, and 105 (step S45). This warning may prompt the cabin crew to change the door mode to automatic mode, or may prompt the cabin crew to confirm that the door mode is automatic mode. This warning may be issued by outputting a predetermined message via the speaker 106, or by displaying a predetermined message or a predetermined mark on the monitors 102, 104, and 105.

[0088] The cabin attendant confirms that the door mode is set to automatic mode, and if it is manual mode, changes it to automatic mode (step S33), and performs a predetermined action to indicate that the door mode has been changed (step S34). The predetermined action may be bringing the face close to the window 3b or holding the palm of the hand over the window 3b.

[0089] When the control device 50 detects the cabin crew member's action of changing the door mode at the window 3b (for example, detecting a person's face) using the person detection image sensor 107 (Yes in step S46), the control device 50 lights up the signal light 103 in yellow as a signal that detachment is possible (step S47). At this time, the control device 50 transmits a detachment possible signal indicating that the cab 6 can be detached from the aircraft 3 to the remote control device 80, which is a notification unit.

[0090] In the remote control device 80, when the control device 81 receives the release possible signal, it displays, for example, on the display device 83, a message that the passenger boarding bridge 1 is ready to release or that it is ready to release. Seeing this display, the operator presses the automatic release start button provided on the operation device 82. When this operation signal is input, the control device 81 sends an automatic release start signal to the control device 50.

[0091] When the control device 50 receives the automatic release start signal, it closes the electric double doors 65 to start automatic release (step S48) and turns on the signal light 103 in red to signal that release is in progress (step S49). When automatic release is started, the control device 50 ends the operation of the level detection device 64 and contracts the closure 63, and then controls the traveling device 10, the lifting device 8, and the cab rotation device 6R to return the cab 6 to a predetermined standby position. Note that the electric double doors 65 may be closed after the determination in step S43 is Yes.

[0092] In steps S44 and S46, in order to prevent erroneous detection, it may be determined that a person has been detected when the person detection image sensor 107 detects a person continuously for a first predetermined time (for example, two seconds). If the control device 50 does not detect a person in steps S44 and S46, it issues an abnormality alert (step S50). In step S46, if the number of times that a person has not been detected has not reached a predetermined number, as in steps S17, S23, and S24 of Fig. 7, it may be configured to use the speaker 106 and the monitors 102, 104, and 105 to issue a second warning to check the door mode, and to issue an abnormality alert when the number of times that a person has not been detected has reached the predetermined number.

[0093] In step S50, if the determination is No in steps S44 and S46, the control device 50 may, for example, use a speaker (not shown) arranged outside the passenger boarding bridge 1 to notify a worker on the apron EP that an abnormality has occurred. This worker is a worker who is able to manually operate the passenger boarding bridge 1. Also, in step S50, the control device 50 may send an abnormality signal to the remote control device 80. In the remote control device 80, the control device 81 causes the display device 83 or a speaker (not shown) provided in the remote control device 80 to output a message indicating an abnormality based on the abnormality signal. This message indicating an abnormality may include a message indicating that manual operation is required.

[0094] As described above, in this embodiment, the control device 50 detects an action by the cabin crew indicating that the door mode has been changed (step S46), and then outputs a detachment possible signal in step S47. This eliminates the need for an operator or other person to get into the cab 6 to confirm the door mode with the cabin crew, thereby reducing the number of people required when detaching the passenger boarding bridge 1 from the aircraft 3.

[0095] 8 is merely an example, and it is conceivable that the cabin crew may change the door mode to the automatic mode immediately after closing the door 3a of the aircraft 3 (step S31). Therefore, if the human detection image sensor 107 detects a person continuously for a predetermined time (e.g., 4 to 5 seconds) after determining in step S43 that no person is inside the passenger boarding bridge 1, the control device 50 may perform step S45 during that time, and then perform step S47 after the predetermined time has elapsed. Alternatively, step S43 may be omitted, and if the human detection image sensor 107 detects a person continuously for a predetermined time (e.g., 4 to 5 seconds) after determining in step S42 that the door 3a is closed, step S45 may be performed during that time, and then step S47 may be performed after the predetermined time has elapsed.

[0096] In this embodiment, the door closed detection sensor 108 is used as the door closed detection means for detecting that the door 3a of the aircraft 3 is closed. However, instead of or in addition to this, images captured by the cameras 21 and 22 that capture images of the door 3a may be analyzed to detect that the door 3a is closed.

[0097] Alternatively, an operator in the central monitoring room may determine whether or not there is an abnormality in the door 3a by looking at images captured by the cameras 21 and 22 displayed on a camera image display device, and transmit this determination result information to the control device 50 by operating the remote control device 80. This determination result information may include information indicating that an open state of the door 3a indicates an abnormality and that a closed state of the door 3a indicates no abnormality. In this case, the control device 50 may have a step of determining whether or not there is an abnormality in the door 3a based on the received determination result information, instead of or in addition to step S42, in which determination is made based on the detection result of the door closing detection means. Furthermore, upon receiving the determination result information from the remote control device 80, the control device 50 may notify a cabin crew member of the presence or absence of an abnormality in the door 3a indicated in the determination result information via the speaker 106, the monitors 102, 104, 105, the signal light 103, etc.

[0098] Furthermore, in this embodiment, instead of the person detection image sensor 107, a window photographing camera which is an imaging unit that photographs an image including the window 3b of the door 3a may be provided, and the image photographed by this window photographing camera may be transmitted from the control device 50 to the remote control device 80, and the image photographed by the window photographing camera may be displayed on, for example, a camera image display device provided in the remote control device 80. Then, an operator in the central monitoring room may monitor the image photographed by the window photographing camera displayed on the camera image display device, determine whether or not the cabin crew has performed a predetermined action, and transmit this determination result information to the control device 50 by operating the remote control device 80. In this case, steps S12, S15, and S17 in FIG. 7 and steps S44 and S46 in FIG. 8 are performed based on the determination result information received from the remote control device 80.

[0099] In the above-described embodiment, an example has been described in which the remote control device 80 is installed in a central monitoring room, but it may also be installed in a location other than the central monitoring room. Furthermore, the remote control device 80 may be realized by a mobile communication terminal such as a tablet or smartphone. In this case, for example, a remote control program for remotely controlling the passenger boarding bridge is installed in the mobile communication terminal. Alternatively, the mobile communication terminal may function as a web browser that accesses the remote control program stored in a web server, and remotely control the passenger boarding bridge.

[0100] Furthermore, in this embodiment, a passenger boarding bridge has been described as an example of airport ground support equipment, but the present invention can also be applied to airport ground support equipment that has an access section that allows people and / or goods to move between the aircraft and the aircraft through the opening when the aircraft door is opened when the access section approaches a parked aircraft and is in an access state with its tip adjacent to or in contact with the aircraft. Examples of such airport ground support equipment other than passenger boarding bridges include passenger step cars and airport catering trucks.

[0101] From the above description, many modifications and other embodiments of the present invention will be apparent to those skilled in the art. Therefore, the above description should be construed as illustrative only and is provided for the purpose of teaching those skilled in the art the best mode for carrying out the present invention. Details of the structure and / or function thereof may be substantially changed without departing from the spirit of the present invention. [Industrial Applicability]

[0102] The present invention is useful as airport ground support equipment that can reduce manpower. [Explanation of symbols]

[0103] 1 Passenger boarding bridge 3 aircraft 3a Aircraft door 3b Aircraft door window 6 Cab 101 Camera 102 Display device 103 Signal Light 104,105 Transparent display 106 Speaker 107 Human detection image sensor 108 Door close detection sensor

Claims

1. an access section that, when approaching a parked aircraft and in an access state with its tip adjacent to or in contact with the aircraft, allows movement of people and / or goods between the aircraft and the aircraft through an opening when a door of the aircraft is opened; an image providing unit that is provided in the access unit and provides an image of an access state of the access unit to the aircraft when a door of the aircraft is in a closed state; Airport ground support equipment equipped with

2. The access portion further includes an imaging device that is provided in the access portion and that captures an image including the tip of the access portion in an access state, the image providing unit is a display device that displays the image captured by the imaging device toward the aircraft.

2. Airport ground support equipment according to claim 1.

3. the image providing unit is a mirror body, the mirror body is disposed in the access portion so that the access state of the access portion can be visually confirmed from the aircraft side via a mirror image reflected in the mirror body.

2. Airport ground support equipment according to claim 1.

4. The aircraft door opening device further includes a first notification means for notifying the aircraft of precautions to be taken before opening the aircraft door. The airport ground support equipment according to any one of claims 1 to 3.

5. the first notification means notifies the aircraft of a message urging the aircraft to change its door mode from an automatic mode to a manual mode.

5. Airport ground support equipment according to claim 4.

6. an image capturing unit configured to capture an image including a window provided in a door of the aircraft; an image determination unit that analyzes the image captured by the image capturing unit and determines whether a cabin crew member in the aircraft has performed a predetermined action; and a second notification means for notifying the aircraft of a progress status of a confirmation procedure for opening the door of the aircraft based on a determination result of the image determination unit.

6. Airport ground support equipment according to any one of claims 1 to 5.

7. The system further includes a signal output unit that outputs a detachment possible signal to a predetermined notification unit, when the image determination unit analyzes an image taken by the photographing unit after the door of the aircraft has been opened and then closed, and determines that the cabin crew has performed a predetermined action intended to change the door mode of the aircraft from manual mode to automatic mode.

7. Airport ground support equipment according to claim 6.

8. an image capturing unit configured to capture an image including a window provided in a door of the aircraft; an image determination unit that analyzes the image captured by the image capture unit and determines whether a cabin attendant in the aircraft has performed a predetermined action intended to change the door mode of the aircraft from a manual mode to an automatic mode; and a signal output unit configured to output a detachment enable signal to a predetermined notification unit, the signal output unit being configured to output a detachment enable signal indicating that the access unit can be detached from the aircraft when the image determination unit analyzes an image taken by the image capture unit after the door of the aircraft has been opened and then closed and determines that the cabin crew has performed the predetermined action.

6. Airport ground support equipment according to any one of claims 1 to 5.

9. The aircraft further includes a door closure detection means for detecting a state in which the door of the aircraft is closed.

9. Airport ground support equipment according to claim 7 or 8.

Images