Airport ground support equipment

Abstract

The present invention provides airport ground assistance equipment capable of calculating an error of an actual stop position with respect to a normal stop position of an aircraft without requiring input of aircraft model information. An example of this airport ground assistance equipment includes an assistance equipment body, an aircraft model determination device (1B), a nose gear imaging camera (91), and a stop error calculation unit (53). The assistance equipment body can approach an aircraft in stoppage from a standby position and allows movement of people and / or articles between the assistance equipment body and the aircraft while being adjacent to or in contact with the aircraft. The aircraft model determination device (1B) captures an image of the aircraft while the assistance equipment body is at the standby position and uses the captured image to determine the aircraft model of the aircraft. The nose gear imaging camera (91) is attached to the assistance equipment body and images the nose gear of the aircraft that is in stoppage in an apron while the assistance equipment body is at the standby position. The stop error calculation unit (53) detects the stop position of the nose gear on the basis of the image captured by the nose gear imaging camera and calculates an error of the stop position of the nose gear with respect to a normal stop position determined in advance according to the aircraft model determined by the aircraft model determination device (1B).

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] On a passenger boarding bridge, a cab is moved from a predetermined standby position and attached to an aircraft. For example, Patent Document 1 describes a method of moving a cab from a standby position and stopping the cab at a predetermined target position in a position facing the aircraft's boarding and disembarking section. Patent Document 1 also describes a method of setting a target position based on the actual installation position of the cab when the cab is first installed at the aircraft's boarding and disembarking section and the amount of deviation between the actual stopping position of the aircraft and the predetermined stopping position of the aircraft, and of moving the cab based on the set target position when the cab is installed at the aircraft's boarding and disembarking section for the second or subsequent times. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2005-104193 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, if there is a large error (deviation) between the aircraft's actual stopping position and its normal stopping position, it is recommended from a high safety standpoint to adjust the aircraft's position using a towing tractor or similar device to tow the aircraft before attaching the passenger boarding bridge to the aircraft so that the aircraft is in the normal stopping position, and then attach the passenger boarding bridge to the aircraft.

[0006] The normal stopping position of an aircraft is determined as the stopping position of the aircraft's nose gear, and is usually determined according to the aircraft model. Therefore, the normal stopping position may differ depending on the aircraft model. The aircraft model information can be input to the control device by an operator operating an operating device, or the aircraft model information can be received from an external device such as a VDGS (Visual Docking Guidance System) or FIDS (Flight Information Display System) and input to the control device.

[0007] However, there is a possibility that operators may make mistakes when entering aircraft information. Also, some airports do not use VDGS, and many airports do not have communication equipment between passenger boarding bridges and FIDS, etc.

[0008] The present invention has been made to solve the above-mentioned problems, and aims to provide airport ground support equipment that can calculate the error between an aircraft's actual stopping position and its normal stopping position without inputting aircraft model information. [Means for solving the problem]

[0009] In order to achieve the above-mentioned object, the airport ground support equipment of the first aspect of the present invention comprises a support equipment main body that is capable of approaching an aircraft stopped on the apron from a waiting position and that enables the movement of people and / or goods between the aircraft and the aircraft while being adjacent to or in contact with the aircraft; a model identification device that photographs the aircraft while the support equipment main body is at the waiting position and identifies the model of the aircraft based on the captured image; a nose gear photographing camera that is attached to the support equipment main body and photographs the nose gear of the aircraft stopped on the apron while the support equipment main body is at the waiting position; and a stopping error calculation unit that detects the stopping position of the nose gear based on the captured image by the nose gear photographing camera and calculates the error of the stopping position of the nose gear relative to a predetermined normal stopping position according to the aircraft identified by the model identification device.

[0010] According to this configuration, a model identification device is provided that photographs the aircraft and identifies the model of the aircraft based on the captured image, the stopping position of the nose gear is detected based on the image captured by a nose gear photographing camera that photographs the aircraft's nose gear, and the error of the nose gear stopping position from a predetermined normal stopping position is calculated according to the model identified by the model identification device, so that the error of the actual stopping position of the aircraft from the normal stopping position can be calculated without inputting aircraft model information.

[0011] In addition, the airport ground support equipment according to the second aspect is the airport ground support equipment according to the first aspect, wherein the model identification device has a first camera that photographs a paint pattern painted on the aircraft that is characteristic of the airline that uses the aircraft, a second camera that photographs the nose gear cover of the aircraft, and an identification processing unit that identifies the model of the aircraft based on the airline identified from the paint pattern photographed by the first camera and the abbreviation of the aircraft registration number written on the nose gear cover photographed by the second camera.

[0012] According to this configuration, the aircraft model is identified based on the airline identified from the aircraft paint pattern photographed by the first camera and the abbreviation of the aircraft registration number written on the nose gear cover photographed by the second camera. Here, the official aircraft registration number (aircraft identification number) is uniquely determined from the airline using the aircraft and the abbreviation of the aircraft registration number established by the airline, and the aircraft model is uniquely determined from the official aircraft registration number. Therefore, since the aircraft model can be uniquely determined from the airline using the aircraft and the abbreviation of the aircraft registration number written on the aircraft, it is possible to accurately identify the aircraft model. Note that the same camera may be used as both the nose gear photographing camera and the second camera.

[0013] In addition, the airport ground support equipment of the third aspect is the airport ground support equipment of the first or second aspect, and further includes a main body control unit that prohibits the support equipment main body from approaching the aircraft when the error calculated by the stopping error calculation unit is outside the allowable range.

[0014] According to this configuration, if the error in the stopping position of the aircraft (nose gear) is outside the allowable range, the support equipment main body is prohibited from approaching the aircraft, thereby ensuring a high level of safety.

[0015] Furthermore, the airport ground support equipment according to the fourth aspect is the airport ground support equipment according to any one of the first to third aspects, and further comprises an alarm unit that notifies the outside of information relating to an abnormal stopping position of the aircraft when the error calculated by the stopping error calculation unit is outside the allowable range.

[0016] With this configuration, information regarding an abnormality in the aircraft's stopping position can be communicated to workers on the apron, allowing the workers to quickly adjust the aircraft's stopping position using, for example, a towing tractor. [Effects of the Invention]

[0017] The present invention has the above-described configuration and has the effect of providing airport ground support equipment that can calculate the error between an aircraft's actual stopping position and its normal stopping position without inputting aircraft model information.

[0018] 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]

[0019] [Figure 1] FIG. 1 is a schematic plan view showing 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 view of the tip of the cab to be attached to the aircraft, as seen from the aircraft side. [Figure 4] FIG. 4 is a diagram showing an overview of the control system including the passenger boarding bridge operation panel. [Figure 5] FIG. 5 is a flowchart showing an example of a stop position determination process performed by the control device. [Figure 6] FIG. 6 is a schematic diagram showing an example of an image captured by the nose gear photographing camera when the cab is in the standby position. DETAILED DESCRIPTION OF THE INVENTION

[0020] 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.

[0021] (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.

[0022] 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 seen from the side. Fig. 3 is a view of the tip of the cab attached to an aircraft as seen from the front (aircraft side). Fig. 4 is a diagram showing an overview of a control system including a control panel for the passenger boarding bridge.

[0023] This passenger boarding bridge 1 includes a boarding bridge main body 1A, a plurality of cameras 21, 22, 91, 92 (FIG. 4), a plurality of sensors 23 to 28 (FIG. 4), a control panel 31 (FIG. 4), a control device 50 (FIG. 4), and the like.

[0024] The boarding bridge main body 1A comprises a rotunda (base circular chamber) 4 that is connected to the boarding and disembarking entrance of the airport terminal building 2 and can rotate horizontally, a tunnel section 5 whose base end is connected to the rotunda 4 and is configured to be able to extend and retract longitudinally, a cab (tip circular chamber) 6 that is provided at the tip of the tunnel section 5 and can rotate forward and backward, a drive column 7, a cab rotation device 6R (Fig. 4) and a closure 63 (Figs. 2 and 3) that will be described later, etc. The boarding bridge main body 1A corresponds to the support equipment main body.

[0025] The rotunda 4 is supported by a support 70 so as to be rotatable in both directions around a rotation axis (vertical axis) CL1.

[0026] 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.

[0027] 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.

[0028] 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.

[0029] Additionally, the drive column 7 is provided with a traveling device 10 below the lifting device 8, which has two traveling wheels 9 that can be driven to rotate forward and backward independently. The traveling device 10 is configured to be able to travel forward (travel in the direction of arrow F) and backward 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.

[0030] The cab 6 is provided at the tip of the tunnel section 5, and is configured to be rotatable in both forward and reverse directions around a rotation axis CL3 perpendicular to the floor surface of the cab 6 by a cab rotation device 6R (FIG. 4).

[0031] A closure 63 is provided at the tip 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, which is the boarding and disembarking portion of the aircraft 3.

[0032] 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 closure 63 attached to the aircraft 3 and the tip portion including the tip 6a of the cab 6 may be configured to rotate about a rotation axis CL3.

[0033] 3, 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.

[0034] Door photographing cameras 21 and 22 for photographing the door 3a of the aircraft 3 are installed in recessed positions at the front end of the cab 6. These cameras 21 and 22 may be installed at positions separate from each other as long as they can photograph the door 3a of the aircraft 3. A nose gear photographing camera 91 for photographing the nose gear 3b of the aircraft 3 is installed under the floor at the front end of the cab 6. An aircraft photographing camera (first camera) 92 for photographing the fuselage and other parts of the aircraft 3 is installed on the roof of the cab 6. The aircraft photographing camera 92 preferably has a wider angle of view than the other cameras 21, 22, and 91. The aircraft photographing camera 92 may be installed on the roof of the rotunda 4. If the rotunda 4 is connected to the end of a fixed bridge leading to the terminal building, the aircraft photographing camera 92 may be installed on the roof of the fixed bridge.

[0035] 2, an external speaker 93 serving as a notification unit is installed, for example, on the underside of the drive column 7 or the tunnel 5b nearby. This external speaker 93 is used to make audio announcements to workers on the apron EP, and the installation location and number of the external speakers 93 may be changed as appropriate.

[0036] Furthermore, as shown in Figure 4, 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).

[0037] An operation panel 31 such as that shown in Fig. 4 is provided inside the cab 6. The operation panel 31 is provided with an operation device 30 and a display device 34. The operation device 30 is equipped with various operation switches 33 for operating the lifting device 8 to raise and lower the tunnel section 5 and the cab 6, and the cab rotation device 6R to rotate the cab 6, as well as an operation lever 32 for operating the traveling device 10. The operation panel 31 is also provided with an audio output unit 35 such as a speaker for notifying the operator of predetermined information. The operation panel 31 is also provided with a key switch 36, and when the operator uses the operation panel 31, he or she first inserts an operation key into the key hole of the key switch 36 and turns it.

[0038] The control device 50 is also connected to the operation panel 31 via an electrical circuit, and receives input of information such as operational commands based on the operation of the operation device 30, and outputs information to be displayed on the display device 34 and information to be output to the audio output unit 35. The control device 50 also receives output signals from the sensors 23 to 28. The control device 50 also receives input of images captured by the door photographing cameras 21 and 22, the nose gear photographing camera 91, and the aircraft photographing camera 92, and analyzes the input photographed images. The control device 50 can also cause an external speaker 93 to make a predetermined audio announcement.

[0039] The control device 50 has an arithmetic processing unit such as a CPU and a storage unit such as a ROM and a RAM. The storage unit pre-stores a predetermined program executed by the CPU and information necessary for executing the program. When the CPU executes the program, the control device 50 functions as a main body control unit 51, a discrimination processing unit 52, a stop error calculation unit 53, and the like. The control device 50 functions, for example, as the main body control unit 51, and controls the operation of the cab rotation device 6R, the lifting device 8, the traveling device 10, the closure 63, and the like, thereby controlling the operation of the boarding bridge main body 1A. The control device 50 may be configured as a single control device that performs centralized control, or may be configured as a plurality of control devices that cooperate with each other via communication means and perform distributed control. The control device 50 is provided, for example, in the cab 6 or the most distal tunnel 5b.

[0040] Furthermore, the control device 50 can calculate the positions (position coordinates) of predetermined parts of the passenger boarding bridge 1, such as the predetermined position of the tip 6a of the cab 6 and the center position of the traveling gear 10, in real time using, for example, a three-dimensional Cartesian coordinate system (the XYZ Cartesian coordinate system shown in FIG. 1 ) whose origin is the intersection of the rotation axis CL1 of the rotunda 4 and the plane of the apron EP, and display the positions (position coordinates) on the display device 34. Here, the control device 50 is configured to calculate the current positions of 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 tunnel length sensor 28, and the lift sensor 27. The X, Y, and Z coordinates representing the position coordinates indicate the distance from the origin. Here, the X coordinate value is positive to the right of the origin and negative to the left of the origin.

[0041] Next, a description will be given of 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.

[0042] When the aircraft 3 has not yet arrived at the apron, the passenger boarding bridge 1 waits at a predetermined waiting position indicated by a solid line in Fig. 1. The aircraft 3 is stopped with its axis aligned with the aircraft guidance line AL drawn on the apron and aiming for a regular stopping position determined in the direction of the aircraft guidance line AL. The regular stopping position is determined depending on the type of aircraft 3.

[0043] To give an overview of the movement of the cab 6 after the aircraft 3 has stopped, 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 (the state shown by the two-dot chain line in FIG. 1). Furthermore, when the cab 6 subsequently 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 at which the cab 6 will be at the standby position is stored in advance in the control device 50.

[0044] Note that when the cab 6 approaches the 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 (attached state), the front end 6a of the cab 6 is adjacent to or in contact with the aircraft 3. In other words, the attached 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.

[0045] In this embodiment, for example, a case will be described in which the passenger boarding bridge 1 (cab 6) is attached to the aircraft 3 by automatic control. The operator inserts an operation key into the key switch 36 and turns it in a predetermined direction to switch the state of the key switch 36 from the OFF state to the ON state.

[0046] Next, when the operator presses the automatic attachment start button provided on the operation device 30, the operation signal is input to the control device 50, and the control device 50 performs a stop position determination process to determine whether the actual stop position of the aircraft 3 is within an allowable range with respect to the normal stop position. Details of the stop position determination process will be described later with reference to FIG. 5.

[0047] If the result of the stop position determination process indicates that the actual stop position of the aircraft 3 is within an allowable range of the normal stop position, the control device 50 starts automatic attachment and attaches the cab 6 to the aircraft 3. Here, when performing automatic attachment, that is, when moving the cab 6 from the standby position by automatic control and attaching it 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 (attachment position) where the tip 6a of the cab 6 is attached to the door 3a.

[0048] The control device 50 then controls the traveling device 10, the lifting device 8, and the cab rotation device 6R to move the tip end 6a of the cab 6 to the above-mentioned mounting position, thereby mounting the cab 6 to the door 3a of the aircraft 3. The mounting position may be calculated multiple times before the cab 6 starts to move and during its movement. The position of the door 3a may also be calculated using the detection value of the distance sensor 23. After mounting the cab 6 to the door 3a of the aircraft 3, the control device 50 extends the closure 63 to deploy the bellows. This completes the mounting of the passenger boarding bridge 1 to the aircraft 3. After this, the door 3a of the aircraft 3 is opened, allowing passengers and others to move between the boarding bridge main body 1A and the aircraft 3.

[0049] Fig. 5 is a flowchart showing an example of a stop position determination process by the control device 50. As described above, the control device 50 starts the process shown in Fig. 5 when, for example, the automatic mounting start button provided on the operation device 30 is pressed.

[0050] First, the control device 50 causes the aircraft photographing camera 92 to photograph, for example, the paint pattern or the like of the fuselage of the stopped aircraft 3 (step S1). The control device 50 acquires photographed images of the aircraft 3 from the aircraft photographing camera 92, and analyzes the photographed images to identify the airline using the aircraft 3 (step S2).

[0051] Each aircraft has a different paint pattern, particularly on the fuselage, depending on the airline. Some aircraft have special paint finishes, such as wraps for advertisements, and the same airline may have multiple paint patterns. These paint patterns, including these, are distinctive paint patterns for each airline. These paint patterns are paint patterns that can identify the airline. A plurality of paint pattern data associated with each of the multiple airlines is pre-stored in the memory of the control device 50. The stored paint pattern data need only be data related to aircraft that may be parked at the target gate associated with the passenger boarding bridge 1. The control device 50 identifies the airline using the aircraft 3 based on the paint pattern of the aircraft 3 photographed by the aircraft photographing camera 92 and the pre-stored paint pattern data. That is, the control device 50 selects, from the pre-stored paint pattern data, paint pattern data that matches or is most similar to the paint pattern of the aircraft 3 photographed by the aircraft photographing camera 92, and identifies the airline associated with the selected paint pattern data as the airline using the aircraft 3.

[0052] Next, the control device 50 causes the nose gear photographing camera 91 to photograph the nose gear 3b of the aircraft 3 (step S3). The control device 50 acquires a photographed image of the aircraft 3 from the nose gear photographing camera 91, analyzes the photographed image, and calculates the stopping position of the nose gear 3b of the aircraft 3 (step S4).

[0053] FIG. 6 is a schematic diagram showing an example of an image A1 captured by the nose gear photographing camera 91 when the cab 6 is in the standby position.

[0054] As shown in Fig. 6, a plurality of stop lines SL1 to SL3 corresponding to a plurality of vehicle models are drawn on the apron together with an aircraft guide line AL. The positions pS1 to pS3 where the aircraft guide line AL intersects with each of the stop lines SL1 to SL3 are the regular stop positions corresponding to each vehicle model. The position coordinates of these regular stop positions pS1 to pS3 are stored in advance in the control device 50. Therefore, the actual distance between each of the stop positions pS1, pS2, and pS3 can be calculated.

[0055] In step S4, the control device 50 detects the predetermined reference position pS1 and the actual stop position of the nose gear 3b on the image captured by the nose gear photographing camera 91, for example, using the stop position pS1 as a predetermined reference position. The actual stop position is a position directly below the center position p1 of the nose gear 3b on the aircraft guide line AL and its extension. The distance on the image between the actual stop position of the nose gear 3b and the reference position pS1 is converted to an actual distance, and the position coordinates of the stop position of the nose gear 3b of the aircraft 3 are calculated based on this actual distance and the position coordinates of the reference position pS1. Here, for example, the distance on the image between the actual stop position of the nose gear 3b and the reference position pS1 may be converted to an actual distance using the relationship between the distance on the image between two stop positions pS1 and pS2, whose actual positions (position coordinates) are stored, and the actual distance.

[0056] In the next step S5, the control device 50 analyzes the image captured by the nose gear photographing camera 91 and recognizes the abbreviation of the aircraft symbol written on the cover 3c of the nose gear 3b as characters.

[0057] The nose gear cover of each aircraft bears the abbreviation for the aircraft's registration number, which is determined by the airline. The registration number is an identification symbol that identifies an aircraft. Each airline writes an abbreviation consisting of the last two or three letters of the registration number, for example, on the cover 3c of the nose gear 3b. In the example of Figure 6, "MF" is the abbreviation for the registration number. This abbreviation is determined by the airline, and the abbreviation written on the cover 3c may be the same even for different aircraft. In other words, once the airline is identified, the official registration number is uniquely determined from the abbreviation.

[0058] That is, it is possible to associate the abbreviated aircraft registration number with the official aircraft registration number for each airline. Also, it is possible to associate the official aircraft registration number, which is the aircraft's identification symbol, with the aircraft model. Therefore, it is possible to associate the abbreviated aircraft registration number with the aircraft model for each airline.

[0059] The control device 50 stores in advance association information that is information that associates, for example, airlines, abbreviations of aircraft registrations, and aircraft models.

[0060] Then, in the next step S6, the control device 50 determines the model of the aircraft 3 based on the airline identified in step S2, the abbreviation of the aircraft registration number recognized in step S5, and the association information. Note that the association information may be divided into first association information, which is information that associates the airline, the abbreviation of the aircraft registration number, and the official aircraft registration number, and second association information, which is information that associates the official aircraft registration number with the model of the aircraft.

[0061] In the next step S7, the control device 50 calculates the error of the actual stopping position of the nose gear 3b of the aircraft 3 relative to the normal stopping position, which is predetermined according to the aircraft type identified in step S6. For example, if the normal stopping position of the nose gear 3b of the aircraft type identified in step S6 is pS2 (FIG. 6), the position coordinates of the normal stopping position pS2 are stored in advance, and the error can be calculated based on this position coordinate and the position coordinates of the actual stopping position calculated in step S4. This error is the amount of deviation of the actual stopping position from the normal stopping position on the aircraft guidance line AL and its extension. Note that the error of the actual stopping position of the nose gear 3b relative to the normal stopping position in the direction perpendicular to the aircraft guidance line AL is very small and does not cause any problems, so it is not considered here.

[0062] In the next step S8, the control device 50 determines whether the error calculated in step S7 is within a predetermined tolerance. The tolerance is, for example, ±1 m. If the error is within the tolerance, the control device 50 determines that the stopping position of the aircraft 3 is normal and permits the operation of the boarding bridge main body 1A (step S9), at which point the aforementioned automatic docking begins.

[0063] On the other hand, if the error is outside the allowable range, the control device 50 determines that the stopping position of the aircraft 3 is abnormal, prohibits the operation of the boarding bridge main body 1A (step S10), and causes the external speaker 93 to announce information related to the abnormal stopping position of the aircraft 3 (step S11). In this case, the control device 50 prohibits operation in step S10 and therefore does not start automatic docking. Furthermore, the information announced in step S11 is pre-stored as an audio file in the control device 50, and may be information that the aircraft 3 is in an abnormal stopping position, or information that prompts the adjustment of the stopping position of the aircraft 3. This information related to the abnormal stopping position of the aircraft 3 can be communicated to a worker on the apron, so that the worker can quickly adjust the stopping position of the aircraft 3 using, for example, a towing tractor or the like so that the error in the stopping position of the aircraft 3 is within the allowable range.

[0064] After adjusting the position of the aircraft 3 in this way, the operator may again press the automatic docking start button to start the process of Figure 5. Alternatively, an abnormality reset button may be provided on the operation device 30, and the operator may press the abnormality reset button to cause the control device 50 to start the automatic docking described above. Note that the information notified in step S11 may also be output from the display device 34 and / or audio output unit 35 provided on the operation panel 31.

[0065] In the above, steps S2, S5, and S6 are processes performed when the control device 50 functions as the discrimination processing unit 52, and steps S4 and S7 are processes performed when the control device 50 functions as the stopping error calculation unit 53. Furthermore, step S10 is a process performed when the control device 50 functions as the main body control unit 51.

[0066] 5, steps S3 and onward must be performed after the aircraft 3 has stopped, but steps S1 and S2 may be performed before the aircraft 3 has stopped. Furthermore, if step S1 and onward are performed after the aircraft 3 has stopped, the order of steps S1 to S5 can be changed. For example, steps S3 to S5 may be performed before steps S1 and S2, or steps S1 and S2 and steps S3 to S5 may be performed in parallel.

[0067] 5, step S4 may be omitted. In this case, in step S7, the control device 50 detects, based on the image A1 captured by the nose gear photographing camera 91, the normal stopping position (e.g., stopping position pS2) of the nose gear 3b of the aircraft 3 determined according to the aircraft type determined in step S6, and the actual stopping position of the nose gear 3b on the image. As described above, the actual stopping position is the position directly below the center position p1 of the nose gear 3b on the aircraft guide line AL and its extension. The error may be calculated by converting the distance on the image between this actual stopping position and the normal stopping position pS2 into an actual distance.

[0068] In the above description, the stop position determination process of Fig. 5 is started by pressing the automatic attachment start button, but the operation device 30 may be provided with a dedicated button for starting the stop position determination process. In this case, the stop position determination process of Fig. 5 is started by pressing the dedicated start button, and after operation is permitted in step S9, automatic attachment may be started by pressing the automatic attachment start button. In this case, information that operation is permitted in step S9 may be output from the display device 34 and / or the audio output unit 35.

[0069] Furthermore, in the case of manual control, the operator can operate the operating device 30 to perform the traveling operation of the traveling device 10, the raising and lowering operation of the lifting device 8, and the rotation operation of the cab rotation device 6R. When attaching the cab 6 to the aircraft 3 by this manual control, the stop position determination process of FIG. 5 is started by pressing the button dedicated to starting the stop position determination process described above. If operation is permitted in step S9, the various components of the boarding bridge main body 1A can be operated by manual control to attach the cab 6 to the aircraft 3. On the other hand, if operation is prohibited in step S10, operation of the boarding bridge main body 1A by operating the operating device 30 is disabled. Here, it is possible to prohibit at least the approaching operation of the cab 6 to the aircraft 3, for example, the approaching operation of the traveling device 10 to the aircraft 3. This ensures a high level of safety.

[0070] In addition, instead of the dedicated button for starting the above-mentioned stop position determination process, the stop position determination process of FIG. 5 may be started when the operator inserts an operation key into the key switch 36 and turns it in a predetermined direction, switching the state of the key switch 36 from the OFF state to the ON state.

[0071] The passenger boarding bridge 1 may be configured to be remotely operable. In this case, the control device 50 is configured to be able to communicate with a remote control device installed, for example, in a central monitoring room in the terminal building, and the remote control device has a configuration similar to that of the control panel 31, which has the operation device 30, display device 34, etc. When an operator operates the operation device of the remote control device, the operation signal is sent to the control device 50, and the passenger boarding bridge 1 can be docked to the aircraft 3 by automatic or manual control. In this case, the control device 50 may start the stop position determination process when an automatic docking start button or a button dedicated to starting the stop position determination process, etc., provided on the operation device of the remote control device is pressed, and the control device 50 receives the operation signal from the remote control device to start the stop position determination process.

[0072] In this embodiment, the nose gear photographing camera 91 used to detect the stop position of the nose gear 3b and the like is also used as a camera (second camera) to photograph the cover 3c of the nose gear 3b, but a second camera may be provided separately. Also, in this embodiment, the model identification device 1B (FIG. 4) is made up of the aircraft photographing camera 92 corresponding to the first camera, the nose gear photographing camera 91 functioning as the second camera, and the identification processing unit 52.

[0073] <Modification of the model identification device> In this embodiment, the type of aircraft may be determined as in the following first and second variants without identifying the airline based on the paint pattern (step S2) and recognizing the abbreviation of the aircraft registration number written on the nose gear cover 3c (step S5).

[0074] (First Modification) Generally, the mechanical structure (suspension structure) near the nose gear of an aircraft varies depending on the aircraft model. Therefore, in the aircraft model identification device of the first modified example, shape patterns of the nose gear and its nearby mechanical structure viewed from the side (hereinafter referred to as "nose gear portion shape patterns") corresponding to a plurality of aircraft models are stored in advance in the storage unit of the control device 50.

[0075] The control device 50 then compares an image A11 of an area including the nose gear 3b and its nearby mechanical structure, captured by the nose gear photographing camera 91 shown in Fig. 6, with the plurality of nose gear partial shape patterns, to select a model (or models) of the aircraft 3 that resembles the nose gear partial shape pattern. The control device 50 then calculates the center position p1 of the nose gear 3b from the image A1 captured by the nose gear photographing camera 91, and calculates the distance (referred to as distance a) between the reference point p2 or reference point p3 of the door 3a on the image and the center position p1 of the nose gear 3b.

[0076] Reference points p2 and p3 are the positions of the boundary points between the curved portions of the lower left and right corners of the painted portion 41 of the door 3a and the straight portions extending upward from those corners. Generally, in an aircraft 3, the outline of the door 3a is painted so that the door 3a can be seen, and the reference points p2 and p3 of the door 3a can be detected based on the shape of the painted portion 41. The control device 50 defines a y-z Cartesian coordinate system in the captured image A1, with a predetermined position (e.g., the upper left corner) as the origin (0,0). The y-coordinate value and z-coordinate value of any point on the captured image A1 are represented by pixel values ​​counted from the origin (0,0).

[0077] The distance a on the image may be the distance in the y-axis direction, the distance in the z-axis direction, or a straight-line distance. The control device 50 stores in advance an actual distance (length) corresponding to the distance a on the image for each aircraft model. In this case, the control device 50 may determine, as the aircraft model 3, one model that is common to both the model (multiple models) of aircraft 3 selected using the image A11 of the nose gear portion and the model (multiple models) of aircraft 3 identified using the distance a on the image. That is, after narrowing down the models of aircraft 3 to several models using the image A11 of the nose gear portion, the distance a on the image may be converted into an actual distance using, for example, the distance detected by the distance sensor 23, and the converted distance may be compared with the actual distance stored for each aircraft model to identify the model of aircraft 3.

[0078] (Second Modification) At some airports, there are only a few types of aircraft parked at a target gate, and the type of aircraft can be identified by determining whether the aircraft is, for example, a large aircraft or a small aircraft. Therefore, in the aircraft type determination device of the second modified example, the control device 50 may determine the type of aircraft by analyzing the image of the aircraft 3 taken by the aircraft photographing camera 92 and determining whether the aircraft is a large aircraft or a small aircraft based on, for example, the shape of the aircraft, the number of engines, the shape of the wings, etc.

[0079] The model identification device in this embodiment, including the model identification device 1B and the first and second variants described above, is configured so that the boarding bridge main body 1A photographs the aircraft 3 when it is in the waiting position, and identifies the model of the aircraft 3 based on the photographed image.

[0080] In this embodiment, a model discrimination device is provided that photographs the aircraft 3 and discriminates the model of the aircraft 3 based on the captured image, and the stopping position of the nose gear 3b is detected based on the image captured by a nose gear photographing camera that photographs the nose gear of the aircraft 3. The error in the stopping position of the nose gear 3b relative to the predetermined normal stopping position is calculated according to the model discriminated by the model discrimination device. This makes it possible to calculate the error in the actual stopping position of the aircraft 3 relative to the normal stopping position without inputting model information of the aircraft 3.

[0081] The aforementioned aircraft type identification device 1B comprises a first camera (aircraft photographing camera 92) that photographs the paint pattern painted on the aircraft and that is characteristic of the airline using the aircraft when the support equipment main body (boarding bridge main body 1A) is in the standby position, a second camera (nose gear photographing camera 91) that photographs the nose gear cover of the aircraft when the support equipment main body is in the standby position, and an identification processing unit 52 that identifies the aircraft type based on the airline identified from the paint pattern photographed by the first camera and the abbreviation of the aircraft symbol written on the nose gear cover photographed by the second camera.

[0082] According to this aircraft type identification device 1B, the aircraft type is identified based on the airline identified from the aircraft paint pattern photographed by the first camera and the abbreviated aircraft registration number written on the nose gear cover photographed by the second camera. Here, the official aircraft registration number (aircraft identification number) is uniquely determined from the airline using the aircraft and the abbreviated aircraft registration number determined by the airline, and the aircraft type is uniquely determined from the official aircraft registration number. Therefore, since the aircraft type can be uniquely determined from the airline using the aircraft and the abbreviated aircraft registration number written on the aircraft, it is possible to accurately identify the aircraft type.

[0083] Here, data on multiple paint patterns associated with multiple airlines is stored in advance in the storage unit of the control device 50, and the airline using the aircraft 3 can be identified based on the paint pattern of the aircraft 3 photographed by the first camera and the pre-stored data on the multiple paint patterns. In this case, the paint pattern of the aircraft 3 is often not as detailed as, for example, the nose gear portion shape (the nose gear and its nearby mechanical structure) in the first modification. This allows the control device 50 (discrimination processing unit 52) ​​to easily recognize the paint pattern of the aircraft 3 and identify the airline. Furthermore, as shown in FIG. 6 , when the aircraft 3 stops, the cover 3c of the nose gear 3b is open, and the abbreviation of the aircraft registration number written on the cover 3c of the nose gear 3b can be photographed by the second camera from a substantially frontal direction. This allows the control device 50 (discrimination processing unit 52) ​​to accurately recognize the abbreviation of the aircraft registration number as characters. This also makes it possible to accurately identify the aircraft model.

[0084] The passenger boarding bridge 1 equipped with the boarding bridge main body 1A and the aircraft type identification device 1B of this embodiment is useful because it can accurately identify the aircraft type of the aircraft 3 without inputting aircraft type information. For example, when using the preset function to manually attach the boarding bridge main body 1A to the aircraft 3, conventionally, the aircraft type information of the aircraft 3 had to be input, but in this embodiment, the preset function can be used without inputting the aircraft type information.

[0085] In this embodiment, when using the preset function, the operator presses a preset button provided on the operating device 30, and the control device 50 operates the traveling device 10 to travel to a target position (a position closer to the operator when a cab is installed) predetermined according to the type of aircraft 3 identified by the aircraft type identification device 1B. The control device 50 also operates the lifting device 8 to raise and lower the lifting amount predetermined according to the type of aircraft 3 when a cab is installed. Furthermore, the control device 50 may also rotate the cab rotation device 6R to a predetermined rotation angle predetermined according to the type of aircraft 3 when a cab is installed. In this way, the preset function can be used without inputting model information. The preset function allows the boarding bridge main body 1A to be moved to a predetermined position according to the type of aircraft 3, facilitating approach to the aircraft 3.

[0086] 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 is capable of approaching an aircraft parked on the apron from a standby position and that is equipped with a support equipment main body that enables the movement of people and / or goods to and from the aircraft while being adjacent to or in contact with the aircraft. Examples of such airport ground support equipment include passenger step cars and airport catering trucks, in addition to passenger boarding bridges. The standby position is a position where the support equipment main body waits before commencing its approach to the aircraft.

[0087] 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]

[0088] The present invention is useful as airport ground support equipment or the like that can calculate the error between the actual stopping position of an aircraft and the normal stopping position of the aircraft without inputting aircraft model information. [Explanation of symbols]

[0089] 1A Boarding bridge body 1B Model identification device 51 Main unit control section 52 Discrimination processing unit 53 Stop error calculation section 91 Nose gear camera 92 Aircraft imaging camera 93 External Speaker

Claims

1. a support equipment main body that is capable of approaching an aircraft stopped on the apron from a standby position and that enables the movement of people and / or goods between the aircraft and the aircraft while being adjacent to or in contact with the aircraft; an aircraft type identification device that photographs the aircraft while the support equipment body is at the standby position and identifies the aircraft type based on the photographed image; a nose gear photographing camera attached to the support equipment body, which photographs a nose gear of the aircraft when the support equipment body is stopped on the apron at the standby position; a stop error calculation unit that detects a stop position of the nose gear based on an image captured by the nose gear photographing camera and calculates an error of the stop position of the nose gear from a regular stop position that is predetermined in accordance with the model identified by the model identification device; Airport ground support equipment equipped with

2. The model identification device a first camera that photographs a paint pattern that is painted on the aircraft and is characteristic of an airline that uses the aircraft; a second camera for photographing the nose gear cover of the aircraft; a discrimination processing unit that discriminates the type of the aircraft based on the airline identified from the paint pattern photographed by the first camera and the abbreviation of the aircraft registration number written on the nose gear cover photographed by the second camera, 2. Airport ground support equipment according to claim 1.

3. The system further includes a main body control unit that prohibits the support equipment main body from approaching the aircraft when the error calculated by the stop error calculation unit is outside an allowable range.

3. Airport ground support equipment according to claim 1 or 2.

4. The aircraft stop position control system further includes a notification unit that notifies an external party of information regarding an abnormal stopping position of the aircraft when the error calculated by the stopping error calculation unit is outside an allowable range. The airport ground support equipment according to any one of claims 1 to 3.

Images