U.S. patent application number 11/580994 was filed with the patent office on 2007-02-08 for automated elevational adjustment of passenger loading bridge.
This patent application is currently assigned to DEW Engineering and Development Limited. Invention is credited to Mathew Connelly, Neil Hutton, Rami Ibrahim.
Application Number | 20070028404 11/580994 |
Document ID | / |
Family ID | 36124082 |
Filed Date | 2007-02-08 |
United States Patent
Application |
20070028404 |
Kind Code |
A1 |
Hutton; Neil ; et
al. |
February 8, 2007 |
Automated elevational adjustment of passenger loading bridge
Abstract
Vertical alignment of a movable bridge with a doorway of an
aircraft is achieved by moving a sensor disposed on the movable
bridge in a generally downward direction so as to sense a position
of an upper surface of the aircraft. The upper surface of the
aircraft has a known elevational relationship relative to the
doorway of the aircraft, which is used along with the sensed
position to align an aircraft engaging portion of the movable
bridge with the doorway. The method accommodates different heights
of a same model of aircraft resulting from differences in the
aircraft loads and is easily implemented using either contact or
non-contact sensors.
Inventors: |
Hutton; Neil; (Ottawa,
CA) ; Ibrahim; Rami; (Kanata, CA) ; Connelly;
Mathew; (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: |
36124082 |
Appl. No.: |
11/580994 |
Filed: |
October 16, 2006 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
10957981 |
Oct 5, 2004 |
7120959 |
|
|
11580994 |
Oct 16, 2006 |
|
|
|
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 method for elevationally aligning a movable bridge with a
doorway of an aircraft, comprising: using a sensor, sensing a
property relating to each one of a plurality of different
elevational locations within a vertical plane that is normal to a
length of the aircraft, the vertical plane passing through the
doorway of the aircraft to which the moveable bridge is to be
elevationally aligned, and at least some of the plurality of
different elevational locations being disposed outside a known
surface boundary of the aircraft; and, detecting a variation in the
sensed property between two elevational locations of the plurality
of different elevational locations, the variation being indicative
of an elevational position of the known surface boundary of the
aircraft.
2. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 1, comprising:
determining an elevational position of the doorway of the aircraft
based upon a known elevational relationship between the known
surface boundary of the aircraft and the doorway of the aircraft
and based upon the indicated elevational position of the known
surface boundary of the aircraft.
3. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 1, comprising:
elevationally aligning an aircraft engaging portion of the movable
bridge based upon the indicated elevational position of the known
surface boundary of the aircraft and based upon a known elevational
relationship between the known surface boundary of the aircraft and
the doorway of the aircraft.
4. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 1, comprising providing
the sensor including at least one transmitter element for
transmitting electromagnetic radiation having a range of
wavelengths selected from a known portion of the electromagnetic
spectrum and further comprising providing at least one detector
element for sensing at least an intensity of the electromagnetic
radiation having the range of wavelengths selected from the known
portion of the electromagnetic spectrum after reflection from a
surface of the aircraft.
5. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 4, wherein the range of
wavelengths is selected from one of the infrared, ultraviolet and
visible portions of the electromagnetic spectrum.
6. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 4, wherein the at least
one transmitter element is a laser light source.
7. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 1, wherein providing a
sensor comprises providing an imager including an array of CCD
elements.
8. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 1, comprising providing
the sensor including an elongated body having a mounting end and an
indicating end, the mounting end for being mounted to a surface of
the moveable bridge at a location proximate the aircraft engaging
portion and the indicating end for being moved toward the known
surface boundary of the aircraft.
9. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 8, wherein the mounting
end is pivotally mounted to the surface of the moveable bridge
proximate the aircraft engaging portion.
10. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 8, wherein the sensor
comprises a contact sensor and wherein detecting a variation in the
sensed property comprises sensing a change in state of the contact
sensor resulting from a contact between of the elongated body and
the known surface boundary of the aircraft.
11. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 8, wherein the sensor
comprises a non-contact sensor and wherein detecting a variation in
the sensed property comprises sensing a close approach of the
indicating end to the known surface boundary of the aircraft.
12. A method for elevationally aligning a movable bridge with a
doorway of an aircraft according to claim 1, comprising:
identifying a model of the aircraft; and, retrieving from memory
data that is indicative of the known elevational relationship
between the known surface boundary of the aircraft and the doorway
of the aircraft for the identified model of the aircraft.
Description
FIELD OF THE INVENTION
[0001] This application is a divisional application of U.S. patent
application Ser. No. 10/957,981 filed Oct. 5, 2004, the entire
contents of which are hereby incorporated by reference.
[0002] The present invention relates generally to automated
passenger loading bridges and in particular to elevational
adjustment of an automated passenger loading bridge.
BACKGROUND OF THE INVENTION
[0003] Passenger loading bridges are used to quickly transport
passengers between an airport terminal and an aircraft and to
protect the passengers from weather and other environmental
influences. For example, a present day passenger loading bridge
comprises a plurality of adjustable modules, including: a rotunda,
a telescopic tunnel, a bubble section, a cab, and elevating columns
with wheel carriage. Of concern to airlines is to ensure that a
passenger loading bridge is aligned with an aircraft as rapidly as
possible, thereby minimizing the time to complete passenger
deplaning as well as the total time the aircraft spends at the
airport terminal. As such, manual, semi-automated and
fully-automated bridge alignment systems are known for adjusting
the passenger loading bridge relative to the aircraft. Some
passenger loading bridges are equipped with controls, which
automatically cause the height adjustment mechanism of the
passenger loading bridge to move the cab to a predetermined height
depending on the aircraft model. However, a major problem is that
once the cab of the passenger loading bridge is almost aligned with
the door of the aircraft using an automated process, a
bridge-operator still has to manually perform the final height
adjustment. The reason is because one can retrieve data from memory
relating the height of the doorsill to other features of the
aircraft, but depending upon the load of the aircraft the height of
the doorsill above ground varies substantially.
[0004] Schoenberger et al. in U.S. Pat. No. 5,226,204 describe an
automated passenger loading bridge using video cameras to control
bridge movement. The system maneuvers the cab of the bridge to a
position close to the door of the aircraft, whereupon a
bridge-operator controls the bridge movement by looking at images
recorded by the video cameras. Suggestions are made in the patent
specification that the system could be arranged to operate fully
automated using image processing of the recorded video images to
calculate the relative position of the passenger loading bridge
with respect to the aircraft. However, image processing is time
consuming, thus making the bridge movement based thereon slow.
[0005] U.S. Pat. No. 6,552,327 in the name of Anderberg, issued
Apr. 22, 2003 teaches a device for positioning a passenger loading
bridge for controlling at least the vertical movement of the
bridge. The device comprises a sensor arranged to transmit
electromagnetic radiation in different directions and to detect
electromagnetic radiation. The device measures a time difference
between the transmission of radiation in at least two different
directions and the detection of said radiation for determining the
position of the passenger loading bridge in relation to the
aircraft. A major disadvantage of Anderberg's device is the need
for highly complex sensor and signal processing systems, since
accuracy of the positioning depends on the sensing and processing
of very small time differences, in particular in situations of
final vertical adjustments when the distance between the passenger
loading bridge and the aircraft is relatively small.
[0006] PCT application WO 03/072435 in the name of Spencer et al.,
published Sep. 04, 2003 teaches an imaging system for a passenger
loading bridge for docking automatically with an aircraft. Light is
emitted toward reflective targets mounted to the aircraft. Using a
digital camera the reflective light is sensed to provide image data
of the targets. The image data are then processed to reveal
information for bridge adjustment.
[0007] U.S. Patent Application 20030136898 in the name of Oki et
al., published Jul. 24, 2003 teaches automatic control of a
passenger loading bridge. Light is emitted towards reflective
targets mounted to the aircraft. Using sensors the reflected light
is sensed and based on the pattern of the sensed light the
passenger loading bridge is adjusted.
[0008] The employment of reflective targets mounted to the aircraft
has numerous disadvantages. Firstly, it is only possible to
automatically adjust the passenger loading bridge for those
aircraft having reflective targets mounted thereto. Secondly,
reliable operation of the automatic adjustment is not always
ensured, for example, foreign material that is disposed on the
reflective targets, separation of the reflective targets from the
aircraft, or adverse weather conditions can substantially impede
the performance of this system, or even render it completely
inoperative. Furthermore, there also exists the danger that
reflective surfaces of ground service equipment or other ramp
equipment may inadvertently be mistaken for an aircraft.
[0009] It would be advantageous to provide automated elevational
adjustment of a passenger loading bridge that is accurate and fast
in response for final height adjustment. It would be further
advantageous to provide automated elevational adjustment of a
passenger loading bridge that is simple, reliable, and does not
require modifications of the aircraft serviced by the passenger
loading bridge.
SUMMARY OF THE INVENTION
[0010] It is, therefore, an object of at least some embodiments of
the instant invention to provide a method and apparatus for
automated elevational adjustment of a passenger loading bridge that
is accurate and fast in response for final height adjustment.
[0011] It is further an object of at least some embodiments of the
instant invention to provide a method and apparatus for automated
elevational adjustment of a passenger loading bridge that is simple
and reliable.
[0012] It is further an object of at least some embodiments of the
instant invention to provide a method and apparatus for automated
elevational adjustment of a passenger loading bridge that does not
require modifications of the aircraft serviced by the passenger
loading bridge.
[0013] In accordance with an aspect of the instant invention there
is provided a method for elevationally aligning a movable bridge
with a doorway of an aircraft, comprising: providing a sensor
disposed on the movable bridge; using the sensor, launching
electromagnetic radiation along a first optical path and in a
direction toward the aircraft; sensing a first intensity of the
electromagnetic radiation being reflected from a known surface of
the aircraft along the first optical path; adjusting the sensor so
as to emit electromagnetic radiation along other optical paths that
are increasingly spaced apart from the first optical path, until
the sensed intensity of electromagnetic radiation being reflected
from the known surface of the aircraft along one of the other
optical paths changes by a predetermined amount that is indicative
of the sensor sensing an elevational limit of the known surface of
the aircraft; and, adjusting an elevational position of an aircraft
engaging portion of the movable bridge based upon the indicated
elevational limit of the known surface of the aircraft and based
upon a known elevational relationship between the elevational limit
of the known surface of the aircraft and the doorway of the
aircraft.
[0014] In accordance with another aspect of the instant invention
there is provided a method for elevationally aligning a movable
bridge with a doorway of an aircraft, comprising: providing a
sensor disposed on the movable bridge for sensing a position of an
upper surface of the aircraft, the upper surface of the aircraft
having a known elevational relationship relative to the doorway of
the aircraft; aligning an aircraft engaging portion of the movable
bridge with the doorway of the aircraft in a direction along the
length of the aircraft and such that the sensor is disposed
elevationally above the upper surface of the aircraft; moving the
sensor in a generally downward direction; and, sensing an
indication that the sensor is approximately at a same elevational
position as the upper surface of the aircraft.
[0015] In accordance with yet another aspect of the instant
invention there is provided a method for elevationally aligning a
movable bridge with a doorway of an aircraft, comprising: using a
sensor, sensing a property relating to each one of a plurality of
different elevational locations within a vertical plane that is
normal to a length of the aircraft, the vertical plane passing
through the doorway of the aircraft to which the moveable bridge is
to be elevationally aligned, and at least some of the plurality of
different elevational locations being disposed outside a known
surface boundary of the aircraft; and, detecting a variation in the
sensed property between two elevational locations of the plurality
of different elevational locations, the variation being indicative
of an elevational position of the known surface boundary of the
aircraft.
[0016] In accordance with yet another aspect of the instant
invention there is provided an apparatus for elevationally aligning
a movable bridge with a doorway of an aircraft, comprising: a
sensor for sensing an elevational limit of a known surface of the
aircraft, the sensor being disposed at a known position relative to
an aircraft engaging portion of the movable bridge; a processor in
communication with the sensor for receiving a signal therefrom, the
signal containing information relating to a position of the sensed
elevational limit of the known surface of the aircraft, the
processor for determining an elevational adjustment of the aircraft
engaging portion of the movable bridge based upon the signal and
based upon data indicative of a known elevational difference
between the elevational limit of the known surface of the aircraft
and a door sill of the doorway, and the processor for providing a
control signal relating to the determined elevational adjustment to
a controller of a vertical alignment mechanism of the movable
bridge.
[0017] In accordance with yet another aspect of the instant
invention there is provided an apparatus for elevationally aligning
a movable bridge with a doorway of an aircraft, comprising: a
sensor for sensing an elevational limit of a known surface of the
aircraft and for providing a control signal when the elevational
limit is sensed, the sensor being disposed at a known position
relative to an aircraft engaging portion of the movable bridge;
and, a programmable limit switch in communication with the sensor
for stopping a movement of the movable bridge in dependence upon
receiving the control signal from the sensor, wherein the position
of the sensor is selected such that the aircraft engaging portion
of the movable bridge is elevationally aligned with the doorway of
the aircraft when the sensor senses the elevational limit of the
known surface of the aircraft.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Exemplary embodiments of the instant invention will now be
described in conjunction with the following drawings, in which:
[0019] FIG. 1a illustrates a schematic side view of a passenger
loading bridge for an aircraft, the bridge being equipped with a
system according to the instant invention;
[0020] FIG. 1b is a simplified block diagram schematically
illustrating the system according to the instant invention;
[0021] FIG. 2 is a simplified flow diagram of a method for
elevationally aligning a passenger loading bridge according to the
instant invention;
[0022] FIG. 3 illustrates a schematic side view of a second
embodiment of the system according to the instant invention;
[0023] FIG. 4 illustrates a schematic side view of a third
embodiment of the system according to the instant invention;
and,
[0024] FIG. 5 illustrates a schematic side view of a fourth
embodiment of the system according to the instant invention;
[0025] FIG. 6 is a simplified flow diagram of a method for
elevationally aligning a movable bridge with a doorway of an
aircraft according to an embodiment of the instant invention;
[0026] FIG. 7 is a simplified flow diagram of another method for
elevationally aligning a movable bridge with a doorway of an
aircraft according to an embodiment of the instant invention;
[0027] FIG. 8 is a simplified flow diagram of yet another method
for elevationally aligning a movable bridge with a doorway of an
aircraft according to an embodiment of the instant invention;
[0028] FIG. 9a is an illustrative view of an aircraft 12 having a
doorway 14 and showing the position of a vertical plane 900 with
respect to the doorway 14; and,
[0029] FIG. 9b is an enlarged partial side view of the aircraft 12
with the vertical plane 900 coming out of the plane of the paper
and passing through the doorway 14.
DETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION
[0030] 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 therein 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.
[0031] Referring to FIG. 1a, a schematic side view of a passenger
loading bridge 10 is shown. The passenger loading bridge 10, which
is identically referred to as a moveable bridge, is equipped with a
system 100 for automated elevational adjustment, as is shown in
detail in FIG. 1b. Also shown in FIG. 1a is an aircraft 12 with a
door 14 having a doorsill 16, to which the passenger loading bridge
is to be connected. The passenger loading bridge ends with an
aircraft engaging portion, such as for instance a pivotable cabin
18 having a floor member 20 and canopy 22. A control unit 24 is
disposed within the cabin to be used by a bridge-operator when it
is necessary to adjust the passenger loading bridge 10 manually.
The passenger loading bridge 10 includes a bogie 26 with drive
wheels 28 for achieving angular displacement as well as for
altering the length of the passenger loading bridge, and a
vertically adjustable support mechanism 30 for adjusting the height
of the passenger loading bridge 10. The support mechanism 30 is
equipped with a transducer 32 to determine the height of the floor
member 20. Alternatively, another known system is provided for
determining the height of the floor member 20.
[0032] The system 100 for automated elevational adjustment
according to the instant invention includes a transmitter 102 for
providing a beam of electromagnetic radiation. For instance, the
transmitter 102 includes a laser or LED, as two non-limiting
examples. The transmitter 102 is mounted to the cabin 18 at
aircraft facing wall 19, preferably at ceiling height such that the
beam of electromagnetic radiation emitted therefrom is oriented
substantially horizontally. Radiation reflected from the aircraft
is sensed using detector 104, for example, a photo detector
sensitive for a substantially same wavelength as the
electromagnetic radiation, also mounted to the wall 19. For
example, the detector is placed below the transmitter such that
radiation that is reflected from an object located behind the
aircraft 12 is substantially blocked by the same. The transmitter,
including at least one transmitter element, and the detector,
including at least one detector element, is referred to
collectively as the sensor. Preferably, the transmitter 102 and the
detector 104 are disposed within a same housing 106 and mounted to
the wall 19 within the canopy 22 for protection. A processor 108
(see FIG. 1b) is in communication with the detector 104, with the
transducer 32 via a port 110, with the controller 34 via port 112,
and with non-volatile memory 114. Furthermore, the processor 108 is
in communication with the transmitter 102 or with a controller, not
shown, controlling provision of power to the transmitter. The
processor 108 and the non-volatile memory 114 are disposed, for
example, in the control unit 24, enabling independent operation "on
site". Optionally, the processor 108 is in communication with a
second processor, not shown, located, for example, in an airport
terminal enabling a gate-operator located in the terminal to
instruct the processor 108, for example, to start the height
adjustment. Further optionally, the non-volatile memory is omitted
and data stored therein such as data indicative of aircraft models
and data related to doorsill height are provided from a database
located in the terminal. Instructions for performing the automated
vertical adjustment according to the instant invention are provided
as executable commands to the processor or, alternatively, are
hardwired. Further optionally, the processor 108 is replaced with a
programmable or a non-programmable limit switch.
[0033] Referring to FIG. 2, shown is a simplified flow diagram of a
method of automated elevational adjustment of a passenger loading
bridge 10 according to an embodiment of the instant invention.
Final elevational adjustment is, for example, initiated after the
passenger loading bridge 10 is moved to a preset position and the
aircraft 12 is parked or is soon coming to a complete stop. Upon
initiation, a beam of electromagnetic radiation is transmitted
substantially horizontally towards the aircraft 12 at block 150. If
reflected radiation is sensed at block 152, for instance by the
detector 104, then a signal indicative of the detection of a
reflection is provided to the processor 108 at block 154, and the
processor 108 instructs the controller 34 to lift the passenger
loading bridge 10 at block 156. The passenger loading bridge 10 is
lifted as long as the detector 104 provides a signal indicative of
a reflection at decision block 158. A change from detecting
reflected radiation to the instance when no radiation is detected
indicates that the beam passes above the top of the aircraft's 12
fuselage. Since the lift operation is performed at a relatively
slow speed, signal communication between the detector 104, the
processor 108, and the controller 34 is sufficiently fast for
indicating the instance of the beam being level with the top of the
aircraft's 12 fuselage during the lift operation and to stop the
lifting process. Alternatively, the passenger loading bridge 10 is
lifted in intervals and reflected radiation is detected after each
interval with either the intervals being sufficiently small for
proper alignment of the floor member 20 with the doorsill 16 or
when no reflection is detected after an interval the passenger
loading bridge is lowered in smaller intervals until a reflection
is detected again. Based on data indicative of a distance B between
the top of the aircraft 12 and the doorsill 16, retrieved from
memory 114, and the constant vertical distance A between the
transmitter 102 and the surface of the floor member 20, the
processor 108 determines an elevational adjustment distance C as
the difference B-A at block 160, and provides a signal indicative
of the elevational adjustment distance to the controller 34 at
block 162 for elevationally adjusting the passenger loading bridge
10 accordingly at block 164.
[0034] Alternatively, since A is constant in the illustrated
embodiment, the elevational adjustment distance C optionally is
stored directly for different aircraft models serviced by the
passenger loading bridge 10, obviating the step of calculating the
difference during each alignment operation.
[0035] Preferably, the aircraft model is determined automatically
using existing methods of pre-identification known to one skilled
in the art or, alternatively, the aircraft model is provided
manually, for example, by a gate operator, and a signal indicative
of the aircraft model is provided to the processor 108. Preferably,
in order to save time the step of identification is performed
during approach of the aircraft to the gate.
[0036] In the event that no reflected radiation is sensed by the
detector 104 at block 152, then a signal indicative of no detection
of a reflection is provided to the processor 108 at block 166, and
at block 168 the processor instructs the controller 34 to lower the
passenger loading bridge 10. The passenger loading bridge 10 is
lowered as long as the detector 104 provides a signal indicative of
no reflection at decision block 170.
[0037] Alternatively, the transmitter 102 and the detector 104 are
attached to the bottom of floor member 20 for sensing the bottom of
the aircraft's 12 fuselage. As is evident, the method shown in FIG.
2 is easily adapted for adjusting the passenger loading bridge 10
by detecting the bottom of the fuselage of the aircraft 12.
Detecting the bottom the aircraft's 12 fuselage is advantageous for
servicing aircraft models having two decks such as Airbus A380 or
the front section of a Boeing 747.
[0038] Further alternatively, two pairs of transmitters 102 and
detectors 104 are provided, for detecting the top and the bottom of
the aircraft's 12 fuselage, respectively. This arrangement
supports, for example, adjusting the passenger loading bridge by
only lifting the same when the bottom detector detects no reflected
radiation and by only lowering the same when the top detector
detects no reflected radiation. Thus, obviating the need to, for
example, lift the bridge first until no reflected radiation is
detected and then lower the bridge to the appropriate height,
reducing the time that is needed to adjust the bridge. Another
advantage of employing two pairs of transmitters and detectors is
redundancy, i.e. the automatic elevational adjustment is still
fully operable in case of a malfunction of a transmitter or
detector.
[0039] The system 100 supports automated final elevational
adjustment of a passenger loading bridge. The simple principle of
detecting the instance of a reflection enables simple processing
and, therefore, a quick response. Furthermore, by detecting the top
or bottom of the aircraft above or below the door the system 100 is
highly accurate for final vertical adjustments. Due to its
simplicity, the system 100 is also implementable into existing
automated passenger bridge alignment systems as a retrofit for
providing automated final vertical adjustment.
[0040] Optionally, other characteristics than the top or bottom of
the aircraft's fuselage such as top or bottom of an aircraft's wing
or bottom of an aircraft's engine nacelle are detected for the
vertical adjustment. However, vertical adjustment using
characteristics other than the top or bottom of the aircraft's
fuselage at approximately a same location as the door is
substantially less accurate.
[0041] Referring to FIG. 3, a schematic block diagram of a second
embodiment 200 of a system for automated vertical adjustment is
shown. In the embodiment 200, the transmitter 102 and the detector
104 are replaced by an elongated body 202 mounted at a mounting end
202b thereof via pivot 204 to a surface of the cabin 18, and an
indicator 208. The elongated body 202 is supported by support 206
in a substantially horizontal orientation, such that an indicating
end 202b of the elongated body is positionable close to or in
contact with the upper surface of aircraft 12. The indicator 208
indicates instances when the elongated body 202 is oriented other
than horizontal, such as for instance when the indicating end 202b
contacts the upper surface of aircraft 12 and comes to rest
thereon. This is realized, for example, by integrating a switch
into the support 206. In operation, the elongated body 202 is first
positioned above the top of the aircraft's 12 fuselage. Then the
passenger loading bridge 10 is lowered until the indicating end
202b of elongated body 202 touches the top of the aircraft's
fuselage, thereby activating the switch, which in return provides a
signal to the processor 108 indicating the elevational position of
the top of the aircraft's 12 fuselage. Automated elevational
adjustment using system 200 is performed according to the steps
indicated by blocks 166 to 170 and 160 to 164. Optionally, the
pivot 204 and the support 206 are mounted on a rotatable platform
in order to move the elongated body 202 in a "parking position"
facing away from an aircraft when not in use avoiding a collision
with the same. Prior to elevational adjustment, the lever is moved
over the upper surface of the aircraft.
[0042] Referring to FIG. 4, a schematic block diagram of a third
embodiment 300 of a system for automated elevational adjustment is
shown. In the embodiment 300 the transmitter 102 and the detector
104, collectively referred to as the sensor, are mounted to the
top, or to the bottom, of the cabin 18 via a vertically oriented
telescopic support 302. Telescopic movement is controlled via
controller 304 and height D above the floor member 20 of the
transmitter 102 is measured using transducer 306. Operation of the
system 300 is principally the same as the one shown in FIG. 2,
replacing the vertical movement of the passenger loading bridge 10
for detecting the top of the aircraft's fuselage with vertically
moving the transmitter 102 and the detector 104 via the telescopic
support 302. The adjustment difference C is then easily determined
based on the distances D and B. While the system 300 is more
complex than system 100 it has the advantage that the passenger
loading bridge 10 is not moved prior determination of the
adjustment distance. Furthermore, this system also allows
elevational adjustment during unloading and loading of an aircraft.
For example, after the passenger loading bridge is adjusted and
during unloading the transmitter mounted to the top of the cabin is
moved into a position close to the top of the aircraft where no
reflected radiation is detected. As the height of the aircraft
increases during unloading, the beam comes in contact with the
aircraft's fuselage and reflected radiation is detected. The
passenger loading bridge is then adjusted until no reflected
radiation is detected. Preferably, this process is performed in
predetermined time intervals.
[0043] Optionally, the transmitter 102 and the detector 104 are
replaced by an imager such as a one dimensional CCD array for
detecting the top or the bottom of the aircraft's fuselage as a
substantially sudden change in light intensity or color between the
aircraft and background. Thus signal processing is limited to the
detection of the position of the sudden change, i.e. image
processing is substantially less compared to normal image
processing methods. Further optionally, an imaged section of the
aircraft's fuselage is illuminated providing sufficient contrast at
night between the illuminated fuselage and dark background.
Employment of an imager also enables elevational adjustment during
unloading and loading of the aircraft.
[0044] Referring to FIG. 5, yet another embodiment 400 of a system
for automated elevational adjustment is shown. Using transmitter
402 a beam of electromagnetic radiation is emitted at different
angles .alpha. to the horizontal until a beam interacts with the
fuselage of the aircraft and a reflection is detected. Changing the
orientation of the beam is realized using, for example, a rotating
mirror or, by rotating the transmitter 402. If the beam is oriented
at an angle to the horizontal, it intersects with the fuselage,
which has usually a curved surface, at a position other than the
top, as indicated in FIG. 5. The adjustment distance C between the
floor member surface and the doorsill is then determined based on
distance E between the cabin and the aircraft, the angle .alpha.,
and aircraft model specific data relating the angle .alpha. and the
distance E to distance F between the point of intersection and the
doorsill. The distance E is measured using, for example, a laser
range finder (LFR), which is well known in the art.
[0045] In all of the above embodiments including an electromagnetic
radiation transmitter and detector pair, at least one transmitter
element is provided for transmitting electromagnetic radiation
having a range of wavelengths selected from a known portion of the
electromagnetic spectrum, and at least one detector element is
provided for sensing at least an intensity of the electromagnetic
radiation having the range of wavelengths selected from the known
portion of the electromagnetic spectrum after reflection from the
upper surface of the aircraft. Optionally, the range of wavelengths
is selected from one of the infrared, ultraviolet and visible
portions of the electromagnetic spectrum. Further optionally, the
at least one transmitter element is a laser light source.
[0046] Referring now to FIG. 6, shown is a simplified flow diagram
of a method for elevationally aligning a movable bridge with a
doorway of an aircraft according to the instant invention. At step
600, a sensor is used to launch electromagnetic radiation along a
first optical path and in a direction toward the aircraft. At step
602 a first intensity of the electromagnetic radiation is sensed
after being reflected from a known surface of the aircraft along
the first optical path. At step 604 the sensor is adjusted so as to
emit electromagnetic radiation along other optical paths that are
increasingly spaced apart from the first optical path, until the
sensed intensity of electromagnetic radiation being reflected from
the known surface of the aircraft along one of the other optical
paths changes by a predetermined amount that is indicative of the
sensor sensing an elevational limit of the known surface of the
aircraft. At step 606 the elevational position of an aircraft
engaging portion of the movable bridge is adjusted based upon the
indicated elevational limit of the known surface of the aircraft
and based upon a known elevational relationship between the
elevational limit of the known surface of the aircraft and the
doorway of the aircraft. At step 602, the first intensity of the
electromagnetic radiation may be approximately zero, in which case
it is known that the electromagnetic radiation is not impinging
upon the known surface of the aircraft. Accordingly, the change in
the sensed intensity of the electromagnetic radiation is indicative
of the electromagnetic radiation beginning to impinge upon the
known surface of the aircraft. Alternatively, at step 602, the
first intensity of the electromagnetic radiation may be
substantially greater than zero, in which case it is known that the
electromagnetic radiation is impinging upon the known surface of
the aircraft. In this latter case, the change in the sensed
intensity of the electromagnetic radiation is indicative of the
sensor sensing past the elevational limit of the known surface of
the aircraft, such that the electromagnetic radiation no longer
impinges upon the known surface of the aircraft.
[0047] Referring now to FIG. 7, shown is a simplified flow diagram
of another method for elevationally aligning a movable bridge with
a doorway of an aircraft according to the instant invention. At
step 700, an aircraft engaging portion of the movable bridge is
aligned with the doorway of the aircraft in a direction along the
length of the aircraft and such that the sensor is disposed
elevationally above the upper surface of the aircraft. At step 702,
the sensor is moved in a generally downward direction toward an
upper surface of the aircraft. At step 704, an indication is sensed
that is indicative of the sensor being at approximately at a same
elevational position as the upper surface of the aircraft.
[0048] Referring now to FIG. 8, shown is a simplified flow diagram
of yet another method for elevationally aligning a movable bridge
with a doorway of an aircraft according to the instant invention.
At step 800, a sensor is used to sense a property relating to each
one of a plurality of different elevational locations within a
vertical plane that is normal to a length of the aircraft, the
vertical plane passing through the doorway of the aircraft to which
the moveable bridge is to be elevationally aligned, and at least
some of the plurality of different elevational locations being
disposed outside a known surface boundary of the aircraft. At step
802 a variation in the sensed property is detected between two
elevational locations of the plurality of different elevational
locations, the variation being indicative of an elevational
position of the known surface boundary of the aircraft. Preferably,
the property that is sensed at step 800 is an intensity of
electromagnetic radiation being reflected from the elevational
location.
[0049] Referring now to FIG. 9a, shown is an illustrative view of
an aircraft 12 having a doorway 14 and showing the position of a
vertical plane 900 with respect to the doorway 14. Referring now to
FIG. 9b, shown is an enlarged partial side view of the aircraft 12
with the vertical plane 900 coming out of the plane of the paper
and passing through the doorway 14. In FIG. 9b, the upper surface
902 and lower surface 904 of aircraft 12 are indicated. The point
where the vertical plane 900 intersects either the upper surface
902 or lower surface 904 of aircraft 12 is referred to as a known
surface boundary, SB, as is indicated at FIG. 9b. Points 908 are
disposed inside the known surface boundary, whereas points 906 and
points 910 are disposed outside the known surface boundary.
[0050] According to at least some of the embodiments of the instant
invention, the relationship between an elevational limit of a known
surface and the doorway of the aircraft has no relationship to an
easily identifiable real world, or human intelligible, parameter.
For instance, the elevational limit of a known surface may not
correspond to a point along the surface having the maximum, or
alternatively the minimum, elevational position. Provided that the
passenger loading bridge is aligned with the doorway and is always
positioned at a same known distance from the surface of the
aircraft, then the sensor will always sense a change in the
intensity of reflected electromagnetic radiation while moving past
a same point along the surface of the aircraft. Since the position
of this point is reproducible and may be calibrated for different
distances or different models of aircraft, then the position of
this point is considered to be a "virtual elevational limit" of the
known surface of the aircraft. The calibration step may be
performed after installation, for example a bridge operator
performs the calibration step during the first elevational
alignment operation for each model of aircraft. Alternatively,
calibration parameters are preprogrammed. Of course, the use of a
"virtual elevational limit" is envisaged with respect to the
methods and apparatus that have been described supra.
[0051] Numerous other embodiments of the invention will be apparent
to persons skilled in the art without departing from the spirit and
scope of the invention as defined in the appended claims.
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