U.S. patent application number 11/250479 was filed with the patent office on 2006-02-16 for supplemental lift system for an over-the-wing passenger boarding bridge.
This patent application is currently assigned to DEW Engineering and Development Limited. Invention is credited to Neil Hutton.
Application Number | 20060032005 11/250479 |
Document ID | / |
Family ID | 32927063 |
Filed Date | 2006-02-16 |
United States Patent
Application |
20060032005 |
Kind Code |
A1 |
Hutton; Neil |
February 16, 2006 |
Supplemental lift system for an over-the-wing passenger boarding
bridge
Abstract
Disclosed is a supplemental lift system for use with an aircraft
passenger boarding bridge of a type that includes a tunnel section
for being extended over the wing of an aircraft in a
cantilever-like fashion. The supplemental lift system is for use in
an event that a main elevating mechanism of the passenger boarding
bridge is other than operable, such that the over the wing portion
of the boarding bridge may be moved out of the way of a wing of the
aircraft, permitting the same to move in a direction away from the
boarding bridge. A preferred embodiment of the supplemental lift
system comprises at least a jack including a first portion that is
mounted to the aircraft passenger boarding bridge at a point that
is distal from an outboard end thereof. The at least a jack further
comprises a second portion having a first end for being
telescopically received within the first portion such that a length
of the jack is variable, and a second end for engaging an area of
the ground that is elevationally below the aircraft passenger
boarding bridge. The supplemental lift system also includes a power
source in communication with the at least a jack for providing the
power required for extending the length of the jack.
Inventors: |
Hutton; Neil; (Ottawa,
CA) |
Correspondence
Address: |
FREEDMAN & ASSOCIATES
117 CENTREPOINTE DRIVE
SUITE 350
NEPEAN, ONTARIO
K2G 5X3
CA
|
Assignee: |
DEW Engineering and Development
Limited
Ottawa
CA
|
Family ID: |
32927063 |
Appl. No.: |
11/250479 |
Filed: |
October 17, 2005 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
10383288 |
Mar 7, 2003 |
6954959 |
|
|
11250479 |
Oct 17, 2005 |
|
|
|
Current U.S.
Class: |
14/71.5 |
Current CPC
Class: |
B64F 1/305 20130101 |
Class at
Publication: |
014/071.5 |
International
Class: |
E01D 1/00 20060101
E01D001/00 |
Claims
1. A passenger boarding bridge including a tunnel section for being
extended over the wing of an aircraft in a cantilever-like fashion,
the passenger boarding bridge comprising: a main elevating
mechanism mounted to a wheel carriage of the passenger boarding
bridge for supporting the tunnel section in a height adjustable
manner; at least a jack including a first portion mounted to the
aircraft passenger boarding bridge at a point that is distal from
an outboard end thereof, and a second portion having a first end
for being telescopically received within the first portion such
that a length of the jack is variable, and a second end for
engaging an area of the ground that is elevationally below the
aircraft passenger boarding bridge; and, a power source in
communication with the at least a jack for providing power for
extending the length of the jack.
2. A passenger boarding bridge according to claim 1 wherein the
power source is separate from a main power source of the passenger
boarding bridge.
3. A passenger boarding bridge according to claim 2 wherein the
power source is selected from a group comprising: a portable
gasoline powered generator; a portable diesel powered generator, a
fuel cell; and, a storage battery.
4. A passenger boarding bridge according to claim 1 wherein the at
least a jack comprises a mechanism in communication with the power
source, the mechanism for relatively moving the first portion and
the second portion so as to vary the length of the jack.
5. A passenger boarding bridge according to claim 4 wherein the
mechanism comprises an electromechanical ball screw.
6. A passenger boarding bridge according to claim 4 wherein the
mechanism is a self-locking mechanism comprising one of a redundant
ball-path screw and a screw having an acme thread.
7. A passenger boarding bridge according to claim 1 wherein the
first portion of the jack is fixedly mounted to the wheel carriage
of the aircraft passenger boarding bridge.
8. A passenger boarding bridge according to claim 7 wherein the at
least a jack comprises two separate jacks mounted one each
proximate opposite ends of the wheel carriage.
9. A passenger boarding bridge according to claim 7 wherein the at
least a jack comprises four separate jacks including two jacks
mounted one each proximate opposite ends along a first side of the
wheel carriage and two other jacks mounted one each proximate
opposite ends along a second side of the wheel carriage opposite
the first side.
10. A passenger boarding bridge according to claim 9 wherein each
jack of the four separate jacks includes a separate ground-engaging
member mounted at a free end of the jack, the separate ground
engaging member having a surface area larger than a cross-sectional
surface area taken in a plane normal to a length of the jack.
11. A passenger boarding bridge according to claim 1 wherein the at
least a jack is selected from a group comprising: a hydraulic
cylinder jack; and, a pneumatic cylinder jack.
12. A passenger boarding bridge according to claim 1 wherein a
vertical displacement of the aircraft passenger boarding bridge at
the point that is distal from the outboard end effects a larger
vertical displacement of the outboard end of the aircraft passenger
boarding bridge.
13. A supplemental lift system for an aircraft passenger boarding
bridge including a tunnel section for being extended over the wing
of an aircraft in a cantilever-like fashion, the tunnel section
supported in a height adjustable manner by an elevating mechanism
mounted to a wheel carriage, the supplemental lift system
comprising: a plurality of height-adjustable jacks mounted to a
wheel carriage of an aircraft passenger boarding bridge, each
height-adjustable jack of the plurality of height-adjustable jacks
including a ground engaging end and being operable between a
retracted position in which the ground engaging end other than
supports a substantial portion of a weight of a passenger boarding
bridge and an extended position in which the ground engaging end
supports a substantial portion of a weight of a passenger boarding
bridge.
14. A supplemental lift system according to claim 13 wherein each
height-adjustable jack of the plurality of height-adjustable jacks
comprises an electromechanical screw.
15. A supplemental lift system according to claim 13 wherein each
height-adjustable jack of the plurality of height-adjustable jacks
is extensible to a length that is sufficient for vertically
displacing a wheel carriage of a passenger boarding bridge.
16. A supplemental lift system according to claim 15 comprising a
power source separate from a main power source of a passenger
loading bridge, the power source in communication with each
height-adjustable jack of the plurality of height-adjustable jacks
for providing power thereto.
17. A supplemental lift system according to claim 16 wherein the
power source is selected from a group comprising: a portable
gasoline powered generator; a portable diesel powered generator; a
fuel cell; and, a storage battery.
18. A supplemental lift system according to claim 15 wherein each
height-adjustable jack of the plurality of height-adjustable jacks
comprises a mechanism in communication with the power source, the
mechanism for relatively moving the first portion and the second
portion so as to extend the length of the jack.
19. A supplemental lift system according to claim 18 wherein the
mechanism comprises an electromechanical ball screw.
20. (canceled)
21. A method of elevating an outboard end of an over-the-wing
passenger boarding bridge comprising the steps of: providing a
source of power for extending a length of at least a jack, the at
least a jack mounted to a portion of the over-the-wing passenger
boarding bridge at a point that is distal from the outboard end;
and, extending the length of the at least a jack by an amount that
is sufficient to engage the ground and to elevate the outboard end
so as to provide a minimum safe clearance between a lower surface
of the over-the-wing passenger boarding bridge and an upper surface
of a wing of an aircraft.
Description
FIELD OF THE INVENTION
[0001] The instant invention relates generally to passenger
boarding bridges including a section for being cantilevered over a
wing of an aircraft so as to engage a rear doorway of the aircraft,
and more particularly to a supplemental lift system for use with
such passenger boarding bridges.
BACKGROUND OF THE INVENTION
[0002] Over-the-wing passenger boarding bridges for servicing
aircraft doorways located above or behind the wing are known in the
art (U.S. Pat. No. 6,496,996, DE 10046010, WO 0009395, U.S. Pat.
No. 3,538,529, U.S. Pat. No. 3,722,017). Each prior art solution
provides a tunnel section that is supported in a cantilever-like
fashion by an overhead support system, such that the tunnel section
is positionable over the wing of the aircraft for engaging a rear
doorway that is located above or behind the wing. To this end, the
tunnel section typically includes at least a telescopic portion
including a cab mounted at an outboard end thereof, the cab for
being aligned with the rear doorway of the aircraft. In general,
the tunnel section is supported at a minimum safe height above the
wing, so as to provide as nearly a horizontal walking surface as
possible for passengers walking therethrough. Furthermore, often
the cab engages the rear doorway of the aircraft at a height above
the apron that is insufficient to allow the aircraft to move away
from the terminal building in the event that the over-the-wing
passenger boarding bridge loses power or suffers a mechanical
failure of a main elevating mechanism. During such an event, the
departure of the aircraft may be delayed indefinitely while repairs
are being attempted.
[0003] The above-mentioned problem is most serious for those prior
art solutions that include a massive external support structure for
supporting the tunnel section over the wing of the aircraft.
Examples of such systems include U.S. Pat. No. 6,496,996, WO
0009395, and U.S. Pat. No. 3,538,529. In particular, the support
structure is permanently mounted to the apron surface and includes
a horizontally moveable extension arm that is connected to the
tunnel section via variable length mechanisms. Accordingly,
vertical movement of the cab mounted at the outboard end of the
tunnel section can be effected only as a result of actuation of the
variable length mechanisms. If the variable length mechanisms fail,
then the tunnel section can only be moved along an arcuate path in
a horizontal plane. Unfortunately, the design of most modern
commercial aircraft wings makes it unsafe to pivot the cab away
from the aircraft without also simultaneously elevating the cab
above the height of certain features of the aircraft wing.
[0004] In DE 10046010, disclosed is an over-the-wing bridge
including a telescoping tunnel section that is pivotally mounted at
an outboard end of a radial bridge. An overhead adjustable support
system is provided including an elaborate assembly of support rods,
which is disposed both above and below portions of the telescoping
tunnel section and the radial bridge, for supporting the
telescoping tunnel section in a height adjustable manner. The
over-the-wing bridge that is disclosed in DE 10046010 suffers from
many of the same limitations that were described above with
reference to U.S. Pat. No. 6,496,996, WO 0009395, and U.S. Pat. No.
3,538,529. However, the shorter length of the cantilevered tunnel
section combined with the generally lighter weight construction of
the overhead adjustable support system would make this bridge
easier to manually move out of the way in the event of mechanical
failure or power loss. It is a disadvantage that the aircraft would
be unacceptably delayed in departing whilst preparations are being
made to manually adjust the bridge. Of course, depending upon the
nature of the failure, such a manual adjustment may be deemed
unsafe and it would become necessary to either repair the bridge or
transfer passengers to another aircraft, when available, for
departure.
[0005] In fact, the above-mentioned problem is unique to the
over-the-wing passenger boarding bridges. For instance, apron drive
bridges, radial bridges, and the like typically do not engage an
aircraft at a point behind the wing, such that the aircraft may
depart even when the boarding bridge cannot be retracted in a
normal fashion. Furthermore, an apron drive bridge or a radial
bridge may be towed safely away from the aircraft using a tractor
or another available ground vehicle. It will be obvious to one of
skill in the art that prior art teachings relating to
non-over-the-wing passenger boarding bridges do not address the
above-mentioned problem associated with the over-the wing passenger
boarding bridges.
[0006] It would be advantageous to provide a supplemental lift
system for use with an over the wing passenger boarding bridge that
overcomes the above-mentioned limitations of the prior art.
SUMMARY OF THE INVENTION
[0007] In accordance with an aspect of the instant invention there
is provided a passenger boarding bridge including a tunnel section
for being extended over the wing of an aircraft in a
cantilever-like fashion, the passenger boarding bridge comprising:
a main elevating mechanism mounted to a wheel carriage of the
passenger boarding bridge for supporting the tunnel section in a
height adjustable manner; at least a jack including a first portion
mounted to the aircraft passenger boarding bridge at a point that
is distal from an outboard end thereof, and a second portion having
a first end for being telescopically received within the first
portion such that a length of the jack is variable, and a second
end for engaging an area of the ground that is elevationally below
the aircraft passenger boarding bridge; and, a power source in
communication with the at least a jack for providing power for
extending the length of the jack.
[0008] In accordance with an aspect of the instant invention there
is provided a supplemental lift system for an aircraft passenger
boarding bridge including a tunnel section for being extended over
the wing of an aircraft in a cantilever-like fashion, the tunnel
section supported in a height adjustable manner by an elevating
mechanism mounted to a wheel carriage, the supplemental lift system
comprising: a plurality of height-adjustable jacks mounted to a
wheel carriage of an aircraft passenger boarding bridge, each
height-adjustable jack of the plurality of height-adjustable jacks
including a ground engaging end and being operable between a
retracted position in which the ground engaging end other than
supports a substantial portion of a weight of a passenger boarding
bridge and an extended position in which the ground engaging end
supports a substantial portion of a weight of a passenger boarding
bridge.
[0009] In accordance with an aspect of the instant invention there
is provided a method of elevating an outboard end of an
over-the-wing passenger boarding bridge comprising the steps of:
providing a source of power for extending a length of at least a
jack, the at least a jack mounted to a portion of the over-the-wing
passenger boarding bridge at a point that is distal from the
outboard end; and, extending the length of the at least a jack by
an amount that is sufficient to engage the ground and to elevate
the outboard end so as to provide a minimum safe clearance between
a lower surface of the over-the-wing passenger boarding bridge and
an upper surface of a wing of an aircraft.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] Exemplary embodiments of the invention will now be described
in conjunction with the following drawings, in which similar
reference numbers designate similar items:
[0011] FIG. 1 is a side elevational view of an over-the-wing
passenger boarding bridge including a supplemental lift system
according to the instant invention;
[0012] FIG. 2 is a simplified side view of the supplemental lift
system according to the instant invention mounted to a wheel
carriage of an over-the-wing passenger boarding bridge;
[0013] FIG. 3 is a simplified top view of the supplemental lift
system according to the instant invention mounted to a wheel
carriage of an over-the-wing passenger boarding bridge;
[0014] FIG. 4 is a view the supplemental lift system of FIG. 2 in a
retracted condition;
[0015] FIG. 5 is a view of the supplemental lift system of FIG. 2
in an extended condition;
[0016] FIG. 6 is another view of the supplemental lift system of
FIG. 2 in a retracted condition; and,
[0017] FIG. 7 is another view of the supplemental lift system of
FIG. 2 in an extended condition.
DETAILED DESCRIPTION OF THE INVENTION
[0018] The following description is presented to enable a person
skilled in the art to make and use the invention, and is provided
in the context of a particular application and its requirements.
Various modifications to the disclosed embodiments will be readily
apparent to those skilled in the art, and the general principles
defined herein may be applied to other embodiments and applications
without departing from the spirit and the scope of the invention.
Thus, the present invention is not intended to be limited to the
embodiments disclosed, but is to be accorded the widest scope
consistent with the principles and features disclosed herein.
Throughout the detailed description and in the claims, it is to be
understood that the following definitions shall be accorded to the
following terms. The term `inboard end` refers to that end of a
passageway nearest a stationary structure, for instance one of a
terminal building and a stationary rotunda. The term `outboard end`
refers to that end of a passageway nearest an aircraft doorway.
[0019] Referring to FIG. 1, shown is a side elevational view of an
over-the-wing passenger boarding bridge including supplemental lift
system according to the instant invention. The passenger boarding
bridge, shown generally at 100, extends from a support, such as for
example a stationary rotunda 102. A passageway 104, ending with a
pivotal cabin 106 for mating to a not illustrated rear doorway of a
not illustrated aircraft, extends from the support. The passageway
104 comprises a fixed-length first passageway member 108 and a
telescopic tunnel section 110. The fixed-length first passageway
member 108 preferably includes a floor, two sidewalls and a
ceiling. The telescopic tunnel section 110 includes outer and inner
tunnel elements 112 and 114, respectively, wherein the inner
element 114 is telescopically received within the outer element 112
such that the length of the tunnel section 110 is variable. Each
tunnel element 112 and 114 preferably includes a floor, two
sidewalls and a ceiling. Preferably, the fixed-length first
passageway member 108 and the outer tunnel element 112 have
substantially similar cross-sectional profiles when viewed end-on.
A flexible connection 116 including a bellows-type canopy 118 and a
floor connector 120 connects the outboard end of the first
passageway member 108 and the inboard end of the outer tunnel
element 112. For instance, a hinge is provided between the outboard
end of the first passageway member 108 and the inboard end of the
outer tunnel element 112, for pivotally mounting one to the other.
The bellows-type canopy 118 is provided between the first
passageway member 108 and the outer tunnel element 112 to provide
weatherproof protection to passengers passing therebetween.
Optionally, the flexible connection 116 includes a floor plate (not
shown) to provide a level surface over which passengers move
through the bridge. The flexible connection 116 supports a vertical
swinging motion of the telescopic tunnel section 110 about a
horizontal axis aligned with the floor connector 116, for instance
a pivoting motion about the hinge.
[0020] The loading bridge 100 is for being cantilevered and
extended over a not illustrated wing of a not illustrated nose-in
parked aircraft, so as to service a rear doorway thereof.
Accordingly, an inboard end of the first passageway member 108 is
pivotally mounted to the stationary rotunda 102, preferably being
at more or less the same elevation as the doorways along the
lateral surface of the not illustrated aircraft. The first
passageway member 108 is supported near the outboard end thereof by
a main elevating mechanism in the form of a wheel carriage 122
including a height adjustable support post 124 and drive wheels
126. The drive wheels 126 are for achieving angular displacement of
the passageway 104. Additional mechanisms (not shown) are provided
for slidingly extending and retracting the inner tunnel element 114
relative to the outer tunnel element 112, to thereby affect the
length of the passageway 104, and for pivoting the pivotal cabin
106. The height adjustable support post 124 preferably includes one
of a hydraulic cylinder, a pneumatic cylinder and a ball-screw
jack. Of course, other known mechanisms for moving the various
bridge components relative to other bridge components are envisaged
for use with the instant invention. Preferably, the height
adjustable support posts 124 are mounted at a point along the
length of the first passageway member 108 that is between
approximately 10 feet and approximately 3 feet from the outboard
end of the first passageway member 108. Most preferably, the height
adjustable support posts 124 are mounted at a point along the
length of the first passageway member 108 that is between
approximately 8 feet and approximately 4 feet from the outboard end
of the first passageway member 108. Mounting the height adjustable
support posts 124 at a point distal from the outboard end of the
first passageway member advantageously allows the wing of the
aircraft to approach more closely to the flexible connection,
absent any obstacles such as for instance one of a support post and
a bridge supporting pedestal.
[0021] An overhead adjustable support system 128 is provided for
supporting the telescopic tunnel section 110 relative to the
passageway member 108. The overhead adjustable support system 128
supports a controlled vertical swinging motion of an outboard end
of the telescopic tunnel section 110 relative to an inboard end of
the telescopic tunnel section 110, about a horizontal axis aligned
with the floor connector 116. Preferably, the overhead support
system 128 includes two lift mechanisms 130a, 130b for being
supported relative to a passenger boarding bridge 100. For example,
the lift mechanisms are selected from a group comprising:
electromechanical screws; hydraulic cylinders; and, pneumatic
cylinders. The electromechanical screws are optionally provided as
one of a ball-nut screw jack, a redundant ball-path screw jack and
a screw jack including an acme thread. When the lift mechanisms are
provided as electromechanical screws, each lift mechanism 130a,
130b is coupled to a not illustrated power transfer shaft of a
motor 132a, 132b, respectively, which motors are coupled one-to the
other via a drive-shaft 134. The drive-shaft 134 ensures that both
motors 132a, 132b turn at a same speed, such that both sides of the
telescopic tunnel section 110 are raised and lowered at a same
rate. Preferably, the motors 132a, 132b are reversible electric
motors including a break mechanism for substantially preventing
extension of a corresponding one of the lift mechanisms 130a, 130b
absent a control signal.
[0022] Referring still to FIG. 1, a first end of each lift
mechanism 130a, 130b is coupled to the outer tunnel element 112 via
first and second support members 136, 138, respectively. Similarly,
a second end of each lift mechanism 130a, 130b is coupled to the
first passageway member 108 via third and fourth support members
140, 142, respectively. Preferably, a cross-support member 148 is
disposed between one first support member 136 adjacent to each
opposite side of the telescopic tunnel section, so as to maintain a
constant separation between first ends of the lift mechanisms 130a,
130b.
[0023] As mentioned above, the lift mechanisms 130a, 130b
optionally are provided as self-locking mechanisms selected from
the group comprising a redundant ball-path screw and an
electromechanical screw including an acme thread. Since these
mechanisms are inherently self-locking, the probability that the
telescopic tunnel section 110 will damage a wing of an aircraft in
the event of a failure of the lift mechanisms 130a, 130b is
reduced. Optionally, the lift mechanisms 130a, 130b are provided as
a chain drive mechanism, or as any suitable mechanism having a
controllably variable length and sufficient mechanical strength to
support the weight of the telescopic tunnel section 110.
[0024] Referring now to FIG. 2, shown is a simplified side view of
the supplemental lift system according to the instant invention
mounted to a wheel carriage of an over-the-wing passenger boarding
bridge. Elements labeled with the same numerals have the same
function as those illustrated in FIG. 1. In a preferred embodiment,
the supplemental lift system includes four jacks 200, two of which
are shown in FIG. 2, mounted to the wheel carriage 122 of a
passenger boarding bridge 100. Each jack 200 includes an inner
suspension tube assembly 204 that is telescopically received within
an outer suspension tube assembly 202. The outer suspension tube
assembly 202 is fixedly mounted to the wheel carriage 122 by known
means such as one of bolting and welding. A ground-engaging member
206 is mounted at a free end of the inner suspension tube assembly
204. Each jack 200 includes a mechanism in communication with a
power source for extending the inner suspension tube assembly 204
relative to the outer suspension tube assembly 202. The mechanism
and power source cooperate to extend the inner suspension tube
assembly 204 to a length that is sufficient to raise the drive
wheels 126 of the wheel carriage 122 out of contact with the
ground. For instance, a non-limiting example of a suitable
mechanism is a ball-screw jack mechanism including an electric
motor, and some non-limiting example of a suitable power source are
a gasoline or diesel powered portable generator, a fuel cell, and a
storage battery. Optionally, the power source is replaced with a
mechanism for manually extending the inner suspension tube assembly
204 relative to the outer suspension tube assembly 202. Further
optionally, the power source provides power to the mechanism so as
to extend the mechanism to a full-extension length. In other words,
the mechanism is either fully retracted when not required, or fully
extended when it is required. Of course, optionally a controller is
provided such that the power source provides power to the mechanism
so as to extend the mechanism in a controllable manner. In this
last optional case, the drive wheels may be raised out of contact
with the ground in a height-adjustable manner.
[0025] Referring now to FIG. 3, shown is a simplified top view of
the supplemental lift system according to the instant invention,
mounted to a wheel carriage of an over-the-wing passenger boarding
bridge. Elements labeled with the same numerals have the same
function as those illustrated in FIG. 2. As shown in FIG. 3, the
four jacks 200 are preferably disposed one each adjacent to each
drive wheel 126. Such an arrangement provides a wide support base,
and is therefore stable. Optionally, the four jacks 200 are
arranged differently relative to the wheel carriage 122. Further
optionally, a number of jacks 200 other than four is provided.
Preferably, at least two jacks 200 are provided, one each disposed
proximate an opposite end of the wheel carriage 122 so as to
provide a wide support base. In a less preferred embodiment, one
jack is provided, the one jack being disposed approximately mid-way
between the two sets of drive wheels and having a broad base
designed to provide stability when the jack is in an extended
condition.
[0026] Referring now to FIG. 4, shown is a view of the supplemental
lift system of FIG. 2 in a retracted condition. Elements labeled
with the same numerals have the same function as those illustrated
in FIG. 2. FIG. 4 represents a "normal" operating condition of the
boarding bridge, in which the drive wheels 126 engage the ground,
and vertical adjustment of the telescopic tunnel section 110 is
accomplished using the main height adjustable support posts 124
and/or the overhead adjustable support system 128. Each one of the
four jacks 200, only two of which are shown in FIG. 4, is retracted
such that the ground-engaging member 206 is distal to the
ground.
[0027] Referring now to FIG. 5, shown is a view of the supplemental
lift system of FIG. 2 in an extended condition. Elements labeled
with the same numerals have the same function as those illustrated
in FIG. 2. FIG. 5 represents an operating condition of the boarding
bridge subsequent to failure of at least one of the main height
adjustable support posts 124 and the overhead adjustable support
system 128. The failure may be of a mechanical nature, or as a
result of power loss to the boarding bridge. In case of such a
failure, each one of the four jacks 200, only two of which are
shown in FIG. 5, is extended such that the ground-engaging member
206 is brought into contact with the ground. Further extension of
each one of the four jacks 200 raises the drive wheels 126 out of
contact with the ground. In fact, the entire boarding bridge is
pivoted upwardly about a horizontal axis aligned with a connection
point between the first passageway member 108 and the support 102.
The four jacks 200 thereafter maintain the boarding bridge in the
pivoted upwardly position for at least a period of time that is
sufficient to move an aircraft away from the boarding bridge.
[0028] Referring now to FIG. 6, shown is another view of the
supplemental lift system of FIG. 2 in a retracted condition.
Elements labeled with the same numerals have the same function as
those illustrated in FIG. 2. Also shown in FIG. 6 is a wing 500 of
a not illustrated aircraft having a not illustrated rear doorway to
which a not illustrated cab mounted at the end of the telescopic
tunnel section 110 is aligned. Accordingly, when the boarding
bridge is aligned with the rear doorway of the not illustrated
aircraft, at least a portion of the wing is disposed elevationally
above a lower surface of the telescopic tunnel section. Prior to
the aircraft moving away from the boarding bridge, the telescopic
tunnel section 110 must be moved upwardly away from the aircraft,
so as to provide sufficient safe clearance for the wing to pass
therebelow.
[0029] Referring now to FIG. 7, shown is another view of the
supplemental lift system of FIG. 2 in an extended condition.
Elements labeled with the same numerals have the same function as
those illustrated in FIG. 2. FIG. 7 illustrates a situation in
which the boarding bridge has suffered a failure that prevents the
telescopic tunnel section 110 from being moved upwardly away from
the aircraft in a normal manner. In this case, each one of the four
jacks 200, only two of which are shown in FIG. 7, is extended so as
to raise the drive wheels 126 out of contact with the ground. As
shown in FIG. 7, the entire boarding bridge is pivoted upwardly
about a not shown horizontal axis that lies outside of the
left-edge of the drawing. Advantageously, the outboard end of the
boarding bridge is pivoted upwardly about a horizontal pivot axis
disposed at the inboard end of the boarding bridge. Accordingly,
using the jacks 200 to raise the boarding bridge by an amount
.DELTA.h.sub.1 at the wheel carriage results in a larger vertical
displacement .DELTA.h.sub.2 at the outboard end of the boarding
bridge. Such a mechanical advantage allows shorter jacks to be used
to achieve a desired elevation at the outboard end of the boarding
bridge, relative to a system in which jacks are disposed at the
outboard end of the boarding bridge. Still referring to FIG. 7, the
vertical displacement .DELTA.h.sub.2 at the outboard end of the
boarding bridge is sufficient to allow the wing 500 of the not
illustrated aircraft to pass therebelow. Accordingly, it is
possible to move the aircraft away from the boarding bridge, even
in the event that the boarding bridge suffers a failure.
[0030] In the above-described embodiment of the instant invention,
the jacks of the supplemental lift system are provided as
electromechanical screws. Optionally, the jacks of the supplemental
lift system are provided as one of hydraulic cylinder jacks and
pneumatic cylinder jacks. In this case, a pump for supplying fluid
to the hydraulic or pneumatic cylinder jacks is provided in
communication with the jacks. Of course, a power source is also
provided for supplying power to operate the pump. Advantageously,
two or more hydraulic or pneumatic cylinder jacks being operated
using a same pump will auto-level, such that each of the jacks is
extended at a same rate.
[0031] Of course, the passenger boarding bridge 100 shown at FIG. 1
is a specific and non-limiting example of one type of passenger
boarding bridge with which the supplemental lift system according
to the instant invention may be used. It will be obvious to one of
skill in the art that the supplemental lift system according to the
instant invention could be used with any type of passenger loading
bridge having an over-the-wing tunnel section that is supported in
a height-adjustable manner by elevating columns carried by a wheel
carriage.
[0032] Numerous other embodiments may be envisaged without
departing from the spirit and scope of the invention.
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