HK1075030A

HK1075030A - Imaging system for a passenger bridge or the like for docking automatically with an aircraft

Info

Publication number: HK1075030A
Application number: HK05107304.1A
Authority: HK
Inventors: 德温．C．斯潘塞; 奥哈德.I.昂纳
Original assignee: 英达尔技术公司
Priority date: 2002-02-27
Filing date: 2003-02-26
Publication date: 2005-12-02

Description

Imaging system for passenger bridge or similar device automatically parked with airplane

no marking

Background

Modern airports are equipped with passenger bridges, which are located near numerous gates, on which passengers can walk safely between the gates of the building of the terminal and the aircraft, protected from the weather.

A known mobile passenger bridge comprises a rotunda connected to the building of the terminal room, the bridge being rotatably mounted on a cylinder fixed in the ground, from which rotunda a tunnel extends, which tunnel is composed of a large number of telescopically engaging tunnel-like elements, so that the tunnel can be changed in length. At the end of the passage furthest from the rotunda, a cell is provided which is pivotable relative to the passage so as to be aligned with the aircraft door, the cell being connected to passage elements which are suspended from a vertically adjustable frame which in turn is supported by a bogie having separately drivable wheels.

The passenger bridge is normally located in a parking position near the parking position after landing of the aircraft, when the aircraft is stopped, the operator controls the vertical height and angle of the passenger bridge and extends the tunnel telescopically in the direction of the aircraft, finally pivoting the cubicle so that the end of the bridge is connected to the door of the aircraft, the operation in the horizontal plane being achieved by varying the speed of the bogie wheels relative to each other.

Current docking procedure

When the aircraft arrives, the Ground Traffic Controller (GTC) hands the aircraft off to the apron or Airport Controller (AC) once the aircraft leaves the taxiway at the gate of the airport lounge. When the pilot's communications switch from the GTC to the AC, the AC directs the pilot to proceed to a particular gate. The AC indicates that the tarmac crew is in place to receive the aircraft, and the tarmac crew must have at least one dispatcher who can start the visual docking system or operate the gates, and the aircraft can travel to its docking location via one or both of the engines.

When the aircraft stops, the dispatcher (who may also be an AC) will turn on the aircraft to communicate with the pilot, and then the passenger bridge operator (which may sometimes be a dispatcher) will drive the Passenger Bridge (PB) to the aircraft doors. The dispatcher then connects the ground power from the PB to the aircraft's Auxiliary Power Unit (APU), and due to the length of the cable on the cable drum, the PB must be in close proximity to the aircraft in order to connect to the APU, and then the PB operator (for some airlines) opens the aircraft door, or for others, the crew opens the aircraft door.

Leave from

Approximately five minutes before "push back", the dispatcher disconnects ground power from the aircraft APU. Once the aircraft door is closed, the PB can be retracted, but the PB operator must maintain control of the PB in the event of an emergency evacuation. In fact, if there is a delay, the PB operator sometimes leaves to operate the PB at another gate, which causes a problem because if the delay is suddenly removed and the pilot is ready to "push back", the PB operator may not be present. Typically, there is a tarmac guide (connected to the aircraft for communication with the pilot), a tractor driver and possibly a pedestrian who monitors obstacles during the "push back" involved in the operation.

Due to its complexity, this operation requires specially trained operators, which are expensive for airlines. Furthermore, it takes a long time to make the connection, and occasionally the boarding bridge collides with the airplane due to an error in the operator, thereby damaging the airplane. Thus, a passenger bridge in the airport terminal may cause delays in the arrival and departure of the aircraft, since it is necessary to have a qualified operator to move the passenger bridge. The number of qualified operators is limited and they are scarce in busy hours, so that when an aircraft arrives at a gate or is ready to leave a gate, there may not be one operator available and the aircraft will be delayed until the operator arrives.

The applicant is aware of the following patent documents on the aforementioned subjects:

us patent 3683440 teaches a device for aligning one or more mobile terminal boarding bridges with one or more doors on a vehicle that can load and unload passengers and cargo. The subject patent provides for the control of drive signals used to align the cubicles of a waiting room bridge with the doors of a parked vehicle. It comprises position sensors coupled to different movable parts of the bridge, the movable parts comprising a rotating end of the bridge connected to the terminal room, a tunnel of expandable length, a rotatable cell and a hydraulic cylinder of variable height connecting the bogie supporting the bridge to the tunnel, these sensors generating a voltage representative of the spatial position of the bridge determined by the orientation of the different movable parts. A video camera mounted in the cabinet enables an operator at a remote control panel to view the area around the bridge on a video monitor, the cabinet being rotatable from the control panel while the operator is viewing the monitor, and control circuitry in an electronic unit located beneath the cabinet generates initial position signals in response to signals from the control panel which cause the bridge to pivot away from the terminal room, extend the doorway, and align an opto-electronic device with the reflective material attached to the aircraft adjacent the hatch. The position voltage supplied by the sensor and by the optoelectronic device is processed in a logic circuit arranged on an electronic unit which acts in a defined manner to generate drive signals which guide the bridge along a path which will align the cabin with the hatch, the speed being automatically reduced when the cabin approaches the hatch until the cabin contacts the vehicle. A pressure switch mounted on the periphery of the port opening of the chamber contacts the vehicle to generate a control signal that rotates the chamber and provides forward driving movement until full contact between the port opening of the chamber and the vehicle is achieved. A park indicator signal is then applied to the remote control panel and all power is turned off except for that used in the control circuit connected to the hydraulic cylinder. Opto-electronic devices mounted in the cubicle detect the vehicle height and if the vehicle height changes during loading and unloading, these switches provide a signal to the control circuit which will generate a drive signal to the hydraulic cylinder, thereby keeping the cubicle at the same height as the hatch. In response to a control signal from the control panel, the boarding bridge is automatically retracted from the vehicle and returned to its original position before its start. It is apparent that the operation of the system, despite the inclusion of semi-automatic computer-assisted features, is operator dependent and, therefore, all of the disadvantages of the prior art identified above have not been addressed.

Us patent 4942538 teaches a remote robotic system suitable for tracking and processing moving objects comprising a robot arm, a video monitor, an image processor, a hand controller and a computer.

Us patent 5226204 teaches a remote robot control for aligning the movable end of a motorized passenger boarding bridge with the doors in a vehicle that can load and unload passengers and cargo.

Us patent 6330726 teaches a boarding bridge for transporting passengers between elevated-height room buildings having a lobby connected to the room buildings.

European patent 0781225 teaches a method of attaching one end of a passenger bridge (1) or mobile cargo handling equipment to a door on an aircraft, which system requires identification of the aircraft type in order to provide the correct wind shield.

Us patent 3642036 teaches a system for automatically refueling a motor vehicle comprising a removable fuel dispenser containing a nozzle adapted to be coupled to a fuel inlet of the vehicle and a programmable displacement device connected to the fuel dispenser for displacing it into a position in which the nozzle can be coupled to the fuel inlet.

Us patent 3917196 teaches a device for determining the direction in which an aircraft is flying for refueling or other purposes.

Us patent 6024137 teaches an automatic refueling system including a pump having a telescoping arm positionable in three dimensions; a flexibly mounted nozzle at the end of the arm and a docking cone that mates with a fuel port on the vehicle. A camera provides a view of the side of the vehicle on a monitor having a guide visible to the vehicle operator to help locate the vehicle within the confines of the pump, and a light near the nozzle and camera are used to identify light reflected back from a circular object around the inlet.

Us patent 4834531 teaches a ship berth pushing algorithm optoelectronic intelligent berthing system.

Us patent 5109345 teaches an autonomous parking system for generating steering commands and a propulsion system for a tracked vehicle for use in parking a tracked vehicle with a target vehicle.

Us patent 5734736 teaches an autonomous rendezvous and docking system and method therefor.

Us patent 3765692 teaches a device for automatically adjusting the floor of a moving vehicle to the height of a loading dock or platform.

Us patent 4748571 teaches a visual alignment system for verifying the alignment of a workpiece in a fixture of an automated processing apparatus.

Us patent 3983590 teaches a safety device for loading a boarding bridge or a sidewalk towards which an aircraft is parked for loading and unloading of passengers and cargo through an open door on the aircraft.

Us patent 5105495 teaches a non-contact proximity sensor array mounted on the front damper of a loaded boarding bridge opposite the aircraft.

Us patent 5552983 teaches a variable reference control system for remotely operating a vehicle.

Us patent 5791003 teaches a method and apparatus for variably elevating an axle platform on a passenger.

Us patent 5855035 teaches a method and apparatus for the sliding of fewer wheels on a passenger's bridge.

Us patent 5950266 teaches a method and apparatus for connecting a passenger's airplane bridge to a moving body.

Us patent 6195826 teaches a joint structure adapted to be secured to the end of an aircraft upper axle including a damper assembly formed by a first damper and an auxiliary damper.

Us patent 3883918 teaches a telescopic connection for the proximal end of an airport passenger bridge.

Us patent 5761757 teaches a passenger bridge for a shuttle aircraft.

Accordingly, the present invention is directed to problems in the art.

It is therefore a primary object of the present invention to provide an imaging system suitable for docking a vehicle with an aircraft access port.

It is a further object of this invention to provide such a system which is self-starting and does not require an operator.

It is another object of the present invention to automate the control of passenger bridges by using an imaging system based camera to detect aircraft position and drive the bridge to the appropriate doorway location.

Additional and other objects of the present invention will become apparent to those skilled in the art upon consideration of the following summary of the invention and the more detailed description of the preferred embodiments described herein.

Disclosure of Invention

According to a first aspect of the present invention, there is provided an automated imaging system for the preferential starting, control, positioning and docking of vehicles (such as cargo loaders, service vehicles and passenger boarding bridges) with respect to an aircraft doorway without informing about the aircraft type, said vehicles having drive means to move and raise/lower the vehicle.

The system comprises a set of defined, preferably retroreflective, target marks, which are located in a discernible manner in the vicinity of the aircraft access opening, for example manufactured by 3M company, preferably under the trademark Scotchlite *.

A light emitting device, preferably a pulsating light emitting device, which is focused on the target mark when the aircraft is at least adjacent to an intended location.

A camera, preferably at least one digital camera, disposed substantially adjacent to said light emitting means and having a field of view oriented parallel to the light emitted from said light emitting means to capture any reflected images of said target indicia and generate images for transmission to a computer, and a field of view containing said aircraft access port to coact with and preferably synchronize with said preferably pulsating light emitting means.

A computer disposed with the vehicle to process images received from the camera and provide a start signal to a drive of the vehicle.

Software residing in the computer that provides a set of instructions to the computer on how to process the image information and what action to begin in view of the information.

Wherein the imaging system automatically scans the area where the vehicle is expected to be located and, once the computer has verified that the target mark is obtained, preferably initiates and controls the positioning and docking of the vehicle with respect to the aircraft access opening while maintaining a continuous view of the target mark.

Preferably the vehicle is selected from the following group of devices:

i) a cargo conveyance device;

ii) passenger service equipment; and

iii) passenger boarding bridges;

or the like

According to another aspect of the present invention there is provided an imaging system for identifying the position of an aircraft access port or hatch and for docking a vehicle (e.g. passenger, cargo, service or the like) with the aircraft, the system comprising:

i) a passive target marker device, preferably at least one target marker and more preferably a set of target markers, preferably located at the end of an access opening or hatch door, (preferably the target marker device is of the retro-reflective type, e.g. Scotchlite *, product of 3M);

ii) a target mark recognition device comprising at least one camera with a field of view containing said passage opening or hatch of the aircraft to co-operate with and preferably synchronize with the preferably pulsating lighting device;

iii) preferably pulsating light means, preferably stroboscopic, for illuminating said target mark means and providing identification thereof by computer means, said computer means being in communication with said target mark identification means;

iv) computer means for processing information from the target mark recognition means (preferably at least one image processed as an enhanced image) and comparing the processed information (preferably the enhanced image) with the image retained in the memory of the computer means;

v) a software tool residing in said computer means providing instruction sets and logic for the system to compare the processed information including the enhanced image with stored information, preferably images, and to thereby determine the corresponding direction, distance and trajectory of the vehicle to automatically dock the vehicle with said aircraft based solely on the system's determination;

vi) preferably said vehicle is selected from the following group of devices:

i) a cargo conveyance device;

ii) passenger service equipment; and

iii) passenger boarding bridges; or the like.

According to a further aspect of the present invention there is provided an automated computerized passenger bridge control system, said bridge having passenger bridge moving means to allow movement of the bridge relative to an aircraft, the system for use at an airport with departing/arriving aircraft and comprising:

i) passive target marking means for identifying/accessing independent of each aircraft type;

ii) target identification means, preferably at least one camera, which identifies when the aircraft containing the target identification means approaches a parking position adjacent to a predetermined gate for the passenger boarding bridge;

iii) position detection means for determining the actual position of the passenger boarding bridge, including the angle of the wheels with respect to the telescopic tunnel, the angle of the lobby with respect to the tunnel and the radius of curvature based on the elongation of the corridor with respect to the pivot point on the waiting room, to allow the computer to calculate the trajectory of the passenger loading bridge and then to command the moving means to cross the necessary path;

iv) a computing device in communication with the target mark recognition device, position detection device and passenger boarding bridge movement device that activates the movement device and provides instructions to the boarding bridge as to when and how to move based on input from the target mark recognition device and position detection device, that receives and processes all input system signals and provides output system signals to the passenger boarding bridge movement device to stop, move (preferably raise or lower, pause, or preferably turn in a predetermined direction), turn on and synchronize cameras and lights as needed; and starting any alarm lamp, buzzer, horn or audible signal;

v) preferably an obstacle recognition device, such as equipment commonly known as a "safety loop", which informs the computing device of the presence of an obstacle, prevents further movement of the bridge and indicates the need for employee action to remove the obstacle;

vi) a lighting device that illuminates the aircraft and illuminates the target sign device when the aircraft approaches an aircraft parking position;

vii) a software tool resident in said computing device providing the instruction set and logic necessary to operate the system to compare the processed information including the enhanced image with stored information, preferably images, and to determine therefrom the corresponding direction, distance and trajectory of the vehicle to automatically dock the vehicle with said aircraft based solely on the system's determination;

wherein the system allows the passenger bridge to be moved during the departure and/or arrival of an airplane without the need for its operator.

According to another aspect of the present invention there is provided a computerized automatic passenger bridge control system, said bridge having a passenger bridge mover to allow movement of the bridge relative to an aircraft, the system for use at an airport with departing/arriving aircraft and comprising:

i) at least one passive target marker for identifying/entering the aircraft independently of each aircraft type;

ii) at least one camera which identifies when an aircraft containing said at least one target mark approaches a parking location adjacent a predetermined gate for a passenger boarding bridge;

iii) a position detector for determining the actual position of the passenger boarding bridge, including the angle of the wheels with respect to the telescopic tunnel, the angle of the lobby with respect to the tunnel and the radius of curvature based on the elongation of the corridor with respect to the pivot point on the waiting room, to allow the computer to calculate the trajectory of the passenger loading bridge and then to instruct the mover to cross the necessary path;

iv) a computer in communication with the target identifier recognizer, position detector and passenger bridge mover that starts the mover and provides instructions to the bridge as to when and how to move based on input from the target identifier recognizer and position detector, that receives and processes all input system signals and provides output system signals to the passenger bridge mover to stop, move (preferably raise or lower, pause, or preferably turn in a predetermined direction), turn on and synchronize cameras and lights as needed; and starting any alarm lamp, buzzer, horn or audible signal;

v) preferably an obstacle discriminator which informs said computing means of the presence of an obstacle, prevents further movement of said boarding bridge and indicates the need for staff action to remove the obstacle;

vi) a lighting device that illuminates the aircraft and illuminates the at least one target mark when the aircraft approaches an aircraft parking position;

vii) software resident in said computer that provides the instruction sets and logic necessary to operate the system to compare the processed information, including the enhanced images, with the stored information (preferably the images) and to determine therefrom the corresponding direction, distance and trajectory of the service device to automatically dock the service device with said aircraft based solely on the system's determination;

Preferably, the object marker recognition device or object marker recognizer of the above system is at least one digital camera, and further, the at least one object marker and object marker device are made of a retroreflective material, such as manufactured by 3M company, preferably under the trademark Scotchlite *.

According to a further aspect of the present invention, there is provided a method of identifying the position of an access opening of an aircraft, such as a door or a cargo bay, or the like, said access opening having a predetermined perimeter; the method comprises the following steps:

i) providing at least one passive target marking device (preferably, a passive reflective target marking, such as the product sold under the trademark Scotchlite * by 3M) proximate the perimeter of the access opening, and preferably proximate the corners of a door when the access opening is such a door, and in another embodiment, the target marking device is provided as a set of target markings proximate each corner of the door;

ii) focusing a preferably pulsating light emitting means on said target mark, in one embodiment in an invisible spectrum, such as infrared or similar light;

iii) providing a target mark recognition means, preferably at least one camera and preferably a digital camera, synchronized with said lighting means and preferably housed with said lighting means to provide raw data, preferably images, to a computing means;

v) computing means for receiving information from said target mark recognition means, preferably at least one camera, to process the information (in one embodiment to provide an enhanced image), and comparing the information with information stored in the computing means, thereby determining further action that can be taken based on the recognition of the port location. Preferably, the access opening is selected from the group of access openings comprising passenger door, cargo door or similar door, and preferably the access opening is in the fuselage of the aircraft. In one embodiment, the passenger bridge or the cargo handling equipment is controlled by the computing device on the basis of the identification of the target marking device, so that the passenger bridge or the cargo handling equipment can be parked together with the aircraft and separated therefrom when the aircraft is loaded and unloaded before the aircraft leaves or arrives at a parking position.

According to another aspect of the present invention, there is provided a method of identifying the position of a passage opening of an aircraft, such as a door or a cargo hold, or the like, and the type of the aircraft when the aircraft is moving towards the passenger boarding bridge or parked at a gate, the method comprising:

i) providing at least one passive target marking device proximate a perimeter of the passage opening, wherein a shape of the target marking device, or a number of individual target markings in a set, or a relative position of individual target markings in a set uniquely identifies an aircraft type, such as a machine-readable pattern using a reflective tape, wherein the aircraft type is contained in the pattern machine-identifiable code;

iv) computing means for receiving information from said target mark recognition means, preferably at least one camera, for processing the information (providing an enhanced image in one embodiment), and comparing the information with information stored in the computing means based on the identification of the port location and the aircraft type; preferably, said access opening is selected from the group of access openings comprising passenger compartment doors, cargo compartment doors or the like, and preferably, the access opening is in the fuselage of the aircraft; in one embodiment, the movement of the passenger bridge is controlled by restrictions imposed by the type of airplane, for example when one of the engines of the airplane is so close to the access opening that it is necessary to operate the passenger bridge around the engine, or in such a way as to prevent collision with the engine or to let the passenger bridge be damaged by collision, thermal radiation, exhaust gases or other such risks; in another example, in one or more specific aircraft types, a sensitive part of the aircraft, such as a wing leading edge or an airspeed sensor, is located close to the doorway so as to force the passenger boarding bridge to take a different route, or to contact the aircraft in such a way as not to harm the sensitive part or parts of the aircraft, in such an embodiment, a computing device receives information about the aircraft type from a camera, and once the camera identifies the specific aircraft type encoded in the target marking device, the computing device directs the movement of the passenger boarding bridge in a manner appropriate for the specific aircraft type being approached.

In a preferred embodiment, the at least one camera employed in any of the foregoing systems or methods may further include at least one first camera and at least one wide-view camera. In another embodiment of the present invention, the at least one camera may further comprise a zoom lens, for example, the at least one first camera or the at least one wide view camera may further comprise a zoom lens. In another embodiment, the at least one camera may further comprise a pan or pan and tilt mount.

The present invention provides a passenger clerk boarding bridge or alternatively computerized automatic or semi-automatic activation of a cargo lift to align the boarding bridge's cabin with the doors on a parked airplane, a retro-reflective target marker set strategically placed adjacent to the doors for computer identification, and a manual override to also provide all of the functions required.

The automatic function provides continuous monitoring and operation of the gate area in a standby mode until an arriving aircraft is detected, which leaves the system in an armed state until the aircraft is substantially parked, at which point the computer initiates the parking procedure or an authorized person, such as a dispatcher, initiates the parking procedure, after which the entire system is automated. The bridge comprises position sensors and drive actuators coupled to different movable parts of the bridge, including a rotatable fixed rotating end of the bridge connected to the waiting room, a tunnel of extendable length, a rotatable cell with sensors indicating successful parking, and a hydraulic cylinder of variable height connecting the bogie supporting the bridge to the tunnel. These position sensors generate signals to communicate with a computer, the signals being representative of the position of the boarding bridge relative to the position of the parked aircraft, the position being determined by the orientation of the different movable parts. A digital camera (CCD) and a light emitter (laser) may be installed on the same side of the cell part of the boarding bridge, respectively, or preferably together in a single housing on the cell part of the boarding bridge, to illuminate the target mark and take images and provide these original images to a computer, which is also installed on the cell part of the boarding bridge. By known methods, as will be described below, digital images of passively determined retro-reflective target markers are processed by a computer, the target markers being located near the aircraft doorway and being readily distinguishable from other images due to their determined nature. To improve accuracy, the target markers can be placed in groups of two or more target markers.

At system start-up, the computer will pulse a narrow cone of light synchronized with the camera shutter to view the entire area where the aircraft is parked and to view the target signs. Since the boarding bridge is rotated around the rotunda away from the pose near the gate while the computer continuously maintains constant view of the target mark, and after the tunnel is extended, the cell can be rotated until the camera/illuminator is in most cases substantially perpendicular to the doorway on the airplane, the computer will determine and initiate the necessary steps to align the boarding bridge with the doorway of the airplane based on the view of the target mark, as shown in the figure. A computer mounted on the cabin of the bridge, in response to the information provided by the processed image and other sensors provided to generate signals to rotate the bridge away from the waiting room, elongates the tunnel and aligns the cabin with the target mark. Based on software based algorithms, the images are processed by the computer to generate drive signals based on the computer's knowledge of the position of the cell relative to the passage opening, which drive signals guide the boarding bridge along a path that will align the cell with the hatch door as the position information is updated by a new series of images monitored by the computer. When the cell approaches the passage opening, its speed can be automatically reduced until the cell contacts the aircraft. Pressure switches may be installed around the periphery of the access port of the cabin in contact with the aircraft to verify to the computer that the cabin is in full contact with the vehicle access port. An electro-optical device mounted in the cubicle can be used to detect the height of the aircraft relative to the cubicle, and if the vehicle height changes during loading and unloading, these switches will provide a signal to the computer, which will generate a drive signal to the hydraulic cylinder, thereby keeping the cubicle at the same height as the access opening.

In response to a signal to the computer initiated by the dispatcher or by a sensor that determines that the door has been closed prior to departure and further confirms that departure is intended, the boarding bridge may automatically retract from the aircraft and return to its original stowed position prior to departure.

Drawings

The following figures represent preferred embodiments of the present invention, wherein:

fig. 1 is a schematic view of an airplane and a boarding bridge in a position away from each other before moving the boarding bridge to an entrance of the airplane;

FIG. 2 is a flow chart showing the system components;

3A, 3B, and 3C are examples of target markers used, each of which is illustrated in an embodiment of the present invention;

fig. 3D to 3G represent machine-readable patterns for identifying the type of airplane explained in the first embodiment of the present invention;

figures 4 to 15 show a sequence of steps relating to the automatic starting and the docking of a passenger bridge with an aircraft according to the invention;

FIGS. 16 through 18 represent the logic employed by the system of the present invention to accomplish the steps shown in FIGS. 4 through 15;

figures 19 to 22 show different images observed by the cameras, which in this respect coincide with different positions of the boarding bridge;

figures 23 to 25 show alternative vehicles which may be used with the present invention.

As shown in the figure, the function of the system is to automatically activate and control the movement of the airport terminal passenger bridge B into the appropriate position for interfacing with the aircraft a or for letting the departing aircraft a leave the terminal. The system is automatically activated when the airplane arrives or by the authorized person who does not need any special training in the movement of the passenger boarding bridge and only needs to be familiar with the system control.

As shown in the figure, the imaging system is made up of several elements coupled together, which enable the determination of the position of the passenger bridge B and the detection of the position of the aircraft a. When commanded, the system commands the boarding bridge B to be driven in a safe manner, avoiding all the obstacles on the ground, to the right position corresponding to the command.

For an outgoing aircraft a, the system, when commanded, would move the passenger bridge B a few feet away from the aircraft a, sufficient to exit the fuselage.

When the aircraft a arrives at the gate, the imaging system will determine the position of the passenger bridge, it will determine the aircraft position with its position detection system, and then, when appropriate commands are given, the system will control the passenger bridge B to avoid all the obstacles on the ground, moving into the correct position to approach the passenger doors 10, 11 of the arriving aircraft a.

Device description and operation target mark

At least one retro-reflective target 10, 11 is located on the aircraft a to indicate the appropriate position for the passenger bridge B to contact the aircraft a, the target 10, 11 being a passive symbol or object that can be easily attached to the fuselage without any effect on the airworthiness of the aircraft. As shown in fig. 3A, B, and C, the target mark is distinctive so that it can be easily, reliably, and quickly identified by the position detection system. The target signs 10, 11 remain in the field of view of the camera(s) 20 regardless of whether the passenger bridge B is in contact with the aircraft a or whether it is backing from the aircraft a.

The target signs 10, 11 are retroreflective materials that can be applied to aircraft as peel and stick applications.

The target markers can be carefully placed in any predetermined location near the hatch door, as long as (a) their exact location relative to the hatch door is known, and (b) they can be tracked by the camera. The ideal position is near the corner of the hatch door, which corresponds to the arrangement of the cameras near the end of the passenger bridge. The target indicia is a retroreflective material such as Scotchlite * manufactured by 3M company. The material comprises glass microspheres incorporated into a plastic matrix that is used to impart desired retroreflective properties to the target indicia in a predetermined pattern, which enhances the visibility of the target indicia to the camera, both during the day and at night.

Initially, the bridge is not presented as being level with the cabin doors, and in fact, the bridge may be located in any direction relative to the aircraft. The actual position and orientation of the bridge can usually be measured directly by the bridge sensors, and the imaging system can determine the position and orientation of the surface on which the target mark is located, so that the absolute position and orientation of the aircraft can be easily calculated. Neither the camera nor the bridge must be perpendicular to the target mark surface, and even when the bridge is not aligned with the hatch, the field of view of the camera is sufficient to cover an area in which the target mark is expected to be. As long as the target mark is seen by the at least one camera, the bridge cabin-and thus the camera-can be repositioned with the bridge driver in a suitable orientation for successful attachment to the aircraft door.

At a minimum, the system should use one camera and one "set" of target markers, e.g., one set comprising three or more individual elements. Since the imaging system relies on the apparent size and shape of such target marker sets to determine the position and orientation of the target marker placement surface (as shown in fig. 19 to 22), no additional data is required for successful operation. In a preferred embodiment, one target marker set is used for each of the plurality of cameras; however, some or all of the cameras may share a single target marker set, and optionally, more than one target marker set can be used by some or all of the cameras. Increasing the number of target marker sets provides greater accuracy, fault tolerance, and reduces the complexity and cost of the system.

The figure shows the boarding bridge as approaching perpendicular to the hatch; this is often the case. However, as noted above, this is not necessary for successful operation of the imaging system.

Machine recognizable pattern for identifying aircraft type

In fig. 3D, a machine recognizable pattern for recognizing the type of airplane is shown. In this example, the pattern includes up to six individual elements, and for this example, the particular type of aircraft is identified by using element numbers 1, 3, 4, and 6. With this system, it is theoretically possible to code up to 64 different aircraft types. In practice, many of the 64 patterns should be avoided, either because of the ambiguity that can lead to the viewing system, or to reduce the likelihood of erroneous decoding.

In fig. 3E, a different pattern is shown, this time using element numbers 1, 2, 5 and 6.

As shown in fig. 3D and 3E, the pattern is located in a fixed position relative to the main target marker set used to determine the relative passenger boarding bridge position of the aircraft, which makes it easy for the viewing system to determine the position of each individual element of the target pattern and decode the aircraft type by observing which of the individual pattern elements are present and which are absent.

In fig. 3F and 3G, an alternative method is used to encode the aircraft type. When using this method, certain geometric properties of the pattern are used to identify the aircraft type, e.g. the relative distances between pairs of lines are used to encode the aircraft type.

In fig. 3F, the pattern comprises three lines, the two outermost lines being "doorposts", essentially determining the envelope range (envelope) of the entire pattern, while the position of the middle "indicator" line encodes the information. In this figure, the indicator line is 60% of the distance between the left and right goalpost lines (so the distance between the left goalpost line and the indicator is 1.5 times the distance between the indicator and the right goalpost line).

In fig. 3G, the same method as in fig. 3F is used, but this time the indicator line is 80% of the distance between the left and right doorpost lines (so the distance between the left doorpost line and the indicator is 4 times the distance between the indicator and the right doorpost line).

The amount of information that can be encoded with the patterns shown in (3F) and (3G) depends on the inherent resolution and accuracy of the camera device and the image processing software.

The image processing software uses this information encoded with the ratio between the different intervals between the three lines to convey data about the aircraft type, for example, the patterns in fig. 3D and 3F may correspond to boeing 737 and 300 aircraft, while the patterns in fig. 3E and 3G may correspond to airbus-320 aircraft.

"butterfly bow tie" target mark pattern figure

In fig. 3C, a preferred pattern for a single target mark is shown. The pattern has several features that make it easy to identify and able to be read accurately:

1. such a "checkerboard" pattern is "unnatural" in the sense that it is unlikely that it will unintentionally appear to be part of another object that the camera device is viewing.

2. Even in poor visibility situations, the strong contrast between dark and light parts makes the camera device discrimination easy.

3. The shape of the individual target mark does not change significantly when viewed from an angle opposite to the "head-on" view.

4. In contrast to thin lines or dots, all features of the pattern are large monochromatic areas, which makes discrimination with camera devices with limited resolution easy or makes larger viewing distances possible.

5. The main feature of the pattern is the crossing filaments in the exact center of the pattern, which are present as boundaries between alternating dark and light areas.

6. The "cross-filament" feature described above consists of horizontal and vertical lines, which makes enhancement and processing very easy with standard rectangular matrix CCDs and simple image enhancement software. To benefit from this property, the target markers must be mounted such that the crossing wires are parallel to the X and Y axes of the camera sensor matrix.

7. No portion of the pattern contains any horizontal or vertical boundaries or lines, except for the "cross-filament" feature. This means that when using the above-described image enhancement software, the cross-hair feature-and only the cross-hair feature-will be enhanced, the intersection between the horizontal and vertical lines providing a strong, unique feature on the target mark, used as the centroid of the entire target mark.

8. Since the shape is a well-defined, simple geometric shape, it is easy to reproduce accurately and cheaply.

Vidicon (multiple)

The camera(s) 20 are input means of the position detection system, the camera(s) 20 are directed towards the parked, arriving aircraft a and have target markers 10, 11 within their field of view, the output of the cameras being sent directly to a Central Processing Unit (CPU) 40.

A number of lights 30 are mounted adjacent the camera(s) 20 which will illuminate the aircraft a and the target signs 10, 11.

The camera 20 and the lamp 30 are mounted in a suitable position on the exterior of the passenger boarding bridge B, the position being determined to provide the best, unobstructed view of parked aircraft.

There must be at least one camera to provide target detection, and multiple cameras provide better accuracy and fault tolerance. In a preferred embodiment, two digital cameras, for example CCD cameras, are used, one mounted on each side of the passenger boarding bridge or access shaft. In order for the cameras to provide useful stereo vision, the cameras should be mounted at a sufficient distance from each other to provide different views of the target mark.

The cameras are aimed in such a way that the main optical axes of all cameras are parallel to each other. Alternatively, once the aircraft is in its final parked position, the camera may be pointed at any point near the estimated location of the target mark.

The lens used by the camera is selected so that the focal length provides a wide enough field of view to cover the aircraft access zone while still providing sufficient resolution to accurately measure the position of the individual target markers in the target marker set. In a preferred embodiment, the viewing field of, for example, 20 degrees forms the coverage of the aircraft access zone when the bridge is retracted, since the camera is mounted above the passenger access tunnel. Once the aircraft stops and the boarding bridge or entryway begins its action towards the aircraft door, reducing the distance to the target mark would provide a larger view of the target mark without any additional equipment. In the final stages of approach of the boarding bridge or access corridor to the aircraft, the target mark will occupy all or most of the camera field of view, providing the best target mark resolution when it is most important.

Alternatively, in addition to the normal main viewing camera, an additional "wide view" camera may be employed, mounted or equipped with a wide angle lens in such a way as to provide a view of the aircraft access zone. When used in this manner, the camera(s) are used to point the boarding bridge or entryway toward the target mark, and then with a lens of narrower field of view, enabling higher target mark resolution.

Alternatively, a variable focal length "zoom" lens may be used in the camera.

When in use, the camera(s) initially start with a short focal length, providing a wide angle view for approach, and then the focal length will increase gradually or continuously as the boarding bridge or entryway approaches the target sign. When used in this manner, a computer is provided to detect or measure the focal length of each lens at any given time in order to properly calculate the actual distance of the camera from the target mark.

In that embodiment, the cameras (or all cameras collectively, or each of the plurality of cameras individually) are mounted on a pan or pan and tilt gimbal, wherein the pan or pan and tilt motion is computer controlled. In this embodiment, the motion of the camera(s) may be controlled independently of the motion of the boarding bridge or access corridor, which enables the camera(s) to scan aircraft access zones without such roll or pan and tilt mobility, even when the boarding bridge or access corridor is positioned and aimed in a manner that would otherwise impede the operation of the camera(s) attached to the boarding bridge frame. When used in this manner, the computer controls the motion of all the camera gimbals and is equipped with sensors to detect instantaneous side-to-side or side-to-side and pitch motions of the camera, which can be used alternatively or collectively with the wide view cameras described above.

In a preferred embodiment, the rotating action of the last joint of the passenger bridge ("cell") can be used to pan the camera(s) to scan the approaching airplane and to point the camera(s) in the optimal direction to detect the target mark and to guide the bridge or the entry way towards the target mark.

The ability to determine the position and orientation of the surface on which the target mark is located is a direct result of the placement of the target mark adjacent the aircraft access port/hatch and subsequent computer processing of the geometric observations of the cameras, an alternative embodiment of stereo vision is provided as a method to enhance the spatial accuracy of the present invention, the method of creating stereo vision with two cameras is standard practice in the field of machine vision and is a straightforward tool for anyone skilled in the art.

Preferred Charge Coupled Device (CCD) cameras are recommended and have become the standard for electronic cameras and digital photography, examples include: dalsa IM 15; JAI CV-A1; PulnixTM-200; hitachi KP-F110; COHU 6612-3000.

Electronic cameras equipped with zoom lenses generally use a servo mechanism that controls adjustment of the focal length. In this configuration, the computer both instructs a particular focal length and receives as calculation input the current actual focal length of the zoom lens.

When the camera(s) are mounted on pan or pan and tilt gimbals, servos are used to control the angle of the gimbals, reference is made in this respect to US6191842 (and/or US5900925) and US 563681, the teachings of which are hereby incorporated by reference with respect to pan or pan and tilt gimbals. Other examples are also available.

Illumination device

At least one light source is attached to each camera, preferably by enclosing the camera and the light source in a single housing such that the light source is aimed in line of sight covering the area viewed by the camera. The efficiency of the light source in this embodiment of the invention is increased by one or more of the following methods:

1) limiting the spectrum: the light source may employ a monochromatic light emitter, such as a laser reflector, or a filtered flood light, or a special light bulb rich in a portion of the spectrum. When such a monochromatic light source is combined with a matched filter in the camera, the contrast of the image illuminated by the light emitting means is greatly enhanced, providing easier discrimination and discrimination of the target mark.

2) Flash illumination: by using short pulses of light as opposed to continuous illumination, and synchronizing the camera with short illumination periods, the effective illumination of the target mark can be greatly enhanced while keeping the apparent amount of light visible to the human eye to a minimum and reducing overall energy consumption. This has the benefit of avoiding glare that may interfere with the pilot or other nearby staff.

3) Expansion outside the visible range: further reducing interference with personnel, or instead of the above methods, light using the non-visible part of the spectrum may be employed. Infrared light is a preferred choice because it is inexpensive, powerful and harmless, and then a suitable infrared filter is added to the camera device to reduce external light interference from the light viewed by the camera.

4) An additional second "out of line" light source may be added to the system to further enhance contrast. The second light source is placed away from an imaginary line connecting the camera and the target mark, and when using the second light source, the camera first obtains an image when only the first (line of sight) light source illuminates the target mark, and then, in rapid succession, an image when only the second light source illuminates the target mark, and the two images are subtracted from each other by the computer. Since the target marks are designed to reflect light only in the direction in which they are illuminated, the target marks appear much brighter when illuminated by the first light source than when illuminated by the second light source, while other portions of the image typically appear substantially the same. Subtracting the two images tends to produce a highly enhanced image in which only the target mark is visible, making the identification of the target mark much easier.

When using such a second lighting device, one such light source is common to all cameras. Alternatively, if the angular distance between the cameras is large enough, the first light source may be connected to one camera and may be used as the second light source for all other cameras.

Just like the aiming of a rifle, each camera and its accompanying light rays must point in the same direction, cover the same (conical) field of view, and be in close proximity to each other. This alignment involves careful alignment of the camera with the light in a common fixture when using a telephoto lens and a narrow beam light source. For standard view-field devices, this calibration is not required and providing the camera and light source in a common pre-fabricated fixture would automatically force the two to be aligned in this "line of sight" manner. Because of the retroreflective nature of the target mark, proximity of the camera and corresponding light source is desirable. Since the target markers are designed to reflect light substantially only in the direction in which the light arrives, the camera must be positioned close enough to the light to easily receive the light reflected by the target markers and target marker sets.

If a telephoto lens and a narrow beam source are used, the calibration process can be completed during the manufacturing and assembly stages. Once the combined unit is built and sealed, no further separate alignment between the camera and the light is required, and the combined unit may still have to be aligned with the area where the target mark is expected to be revealed. Note that such narrow field-of-view cameras are typically used only with one or more "wide view" cameras, as described herein.

Most strobe light sources and most electronic cameras (such as those used in the preferred embodiment) can "follow" an external trigger that controls the precise time at which the flash light emits a pulse of light and the electronic camera samples data on its sensor. By sending the same external trigger signal immediately to the light source and camera, the system ensures that the image will be "seen" by the camera at the same time as the flash pulse occurs. This is conceptually similar to the flash operation attached to a standard camera, where the flash is synchronized with the film shutter by a one-piece shoe on the camera for the flash or by a separate attachment.

In a preferred embodiment, the trigger signals to the camera and strobe light source are sent by a computer. If multiple cameras are used, the triggers for different camera/illuminant pairs may be staggered in order to increase target discrimination. Each of the plurality of cameras views the target mark only when the light source connected to that camera illuminates the target mark, without interference from the light sources connected to the other cameras.

Boarding bridge position determiner

The movement of the passenger bridge B first requires that the current position is known, and several methods can be used to determine the position of the passenger bridge, briefly describing four possible options. An alternative way of providing said position is to detect the translation of the bridge segment and the angular position of the bridge B with respect to the terminal room, and a third option is to place a target mark directly under the bridge B or on the terminal room and use an additional camera to determine the position of the bridge B. The current position of the boarding bridge B is transferred to the CPU, and this position is continuously updated during the boarding bridge action.

Another method is to use a GPS/INS (inertial navigation system) to continuously determine the position of the passenger bridge B, such a system being produced by a company called Applanix, maxm, ontario, canada. The advantage of the systems of the third and fourth options is that they can be connected to existing boarding bridges without having to make any changes to the boarding bridge handling system.

Avoidance of objects

In order to automatically and safely operate the passenger bridge B, an object avoidance system is required which will recognize the devices, objects or employees in the path of the moving passenger bridge B and command the stop of the bridge B. There is an object avoidance system mounted on some Ford Windstar trucks that communicates directly with the CPU.

Another method is to use a device commonly known as a "safety ring", which is an annular contact switch that drives the wheel carriage around the "trolley" of the passenger boarding bridge, the safety ring being mounted in such a way as to detect contact with objects or personnel on its path and immediately switch off the motor driving the boarding bridge. When such a safety loop is used, it may be connected to the CPU, or directly to the drive motor, and the power supply is cut off upon triggering.

Central Processing Unit (CPU)

The central processing unit includes a microprocessor, input and output devices, and signal conditioning devices to communicate with and control other system components. The position detection and boarding bridge driver commands are performed by software resident in the CPU, as are other functions, such as boarding bridge position determiner and object avoidance.

Either automatically or by an authorized individual, the boarding bridge moves to meet the arriving aircraft a. The target markers 10, 11 of the parked aircraft a are in the field of view of the camera 20, so that the target markers 10, 11 can be "picked up" by the system. As the target mark is obtained, the position of the boarding bridge B will be compared with the target mark position and the boarding bridge is commanded to move towards the target marks 10, 11 of the airplane. The object avoidance system will act to ensure that the area on the path of the boarding bridge B is free of objects and once the boarding bridge B is in contact with the aircraft a, the system will revert to the safe mode.

To exit the gate, the system will automatically activate upon detection of the closing of the aircraft cabin door to be activated by an authorized individual. The gate will be moved away from the aircraft while the position detection system continuously determines the relative positions of aircraft a and passenger bridge B and the object avoidance system will always be active.

As shown in fig. 19 to 22, the fixed image appears different depending on the point being viewed, and different views can be used to derive the position of the image if the position of the camera viewing the image is known. The known pattern of fig. 19 is used as a target marker and the known camera(s) position (on the cell) is used to calculate the position and orientation of the surface on which the target marker is located, in this case the hatch/access opening of the aircraft.

Referring to fig. 19 to 22, the target marker set is shown in four different views relative to the camera. In fig. 19, the target markers are located on a surface perpendicular to the viewing direction of the camera and quite close to the camera (the actual distance depends on the actual size of the target marker set and the focal distance). In fig. a, the target marks are at the same height as the camera, but to the left of it (the two left target marks appear to be closer together than the two right target marks, meaning that the right target marks are further apart). In fig. 10, 11, the target mark is far above the camera and slightly to the left. In fig. 22, the target markers are in the same orientation as they were in fig. 10, 11, but they are further from the camera. Once the position of the target mark has been calculated with respect to the camera (and thus with respect to the bridge), the bridge can be controlled by instructions from the computer to move towards the hatch, any errors in this movement being corrected quickly, since the camera constantly observes the target mark, and the position of the target mark with respect to the camera/bridge is continuously updated. The position and orientation of the cabin door can be calculated by the computer on the basis of the appearance of the target mark, so that the position of the boarding bridge and its attitude can be controlled for optimal coupling to the aircraft cabin door.

Software

The flow diagrams provided herein in fig. 16 through 18 are self explanatory. Referring now to fig. 4 to 18, the present invention provides computer controlled auto or semi-auto activation for a passenger clerk bridge 10, or alternatively a cargo lift, to align the cabin of the bridge with the door of a parked aircraft a. A set of retro-reflective target markers 10, 11 are strategically placed near the door for computer recognition, and a manual override also provides all the required functionality.

The automatic function provides continuous monitoring and operation of the gate area in standby mode until an arriving aircraft a is detected, which leaves the system in standby until the aircraft is substantially parked, at which point the computer initiates the parking procedure or an authorized person, such as a dispatcher, initiates the parking procedure, after which the entire system is automated. The bridge B comprises position sensors and driving actuators coupled to different movable parts of the bridge, including a rotatable fixed rotating end of the bridge R connected to the terminal room, a tunnel T of extendable length, a rotatable cell C with sensors indicating successful parking, and a hydraulic cylinder of variable height connecting the bogie supporting the bridge to the tunnel. These position sensors generate signals to communicate with a computer, the signals being indicative of the position of the boarding bridge relative to the position of the parked aircraft, the position being determined by the orientation of the different movable parts. A digital camera (CCD) and a light emitter (laser) may be installed on the same side of the cell part C of the boarding bridge B, respectively, or preferably together in a single housing on the cell part C of the boarding bridge B, to irradiate the target signs 10, 11 and take images and provide these original images to a computer, which is also installed on the cell part C of the boarding bridge B. The digital images of passively determined retro-reflective target markers, which are located near aircraft access openings and which are readily distinguishable from other images due to their determined nature, are processed by a computer. To improve accuracy, the target markers can be placed in groups of two or more target markers.

At system start-up, as shown in fig. 16 to 18, the computer will pulse a narrow cone of light, as shown in fig. 6, which is synchronized with the camera shutter to view the full area where the aircraft is parked and to view the target signs 10 and 11. As shown in fig. 19 to 22, since the boarding bridge B rotates around the rotunda R, away from the position of presentation near the gate G, and the cell C can rotate until the camera/illuminator is substantially perpendicular to the passage opening after the tunnel T is extended, while the computer continuously keeps constant observation of the target signs 10 and 11, the computer will determine and initiate the necessary steps to align the boarding bridge B with the airplane passage opening, based on the observation of the target signs. A computer mounted on the cabin of the bridge B, which is provided to generate signals to turn the bridge B away from the waiting room, extends the tunnel T in response to the information provided by the processed images and other sensors, which are provided to generate signals to align the cabin C with the target marks 10 and 11. Based on software based algorithms, the images are processed by the computer to generate drive signals based on the computer's knowledge of the position of the cell C relative to the passage opening, which drive signals guide the bridge B along a path that will align the cell C with the hatch door as the position information is updated by a new series of images monitored by the computer. When the cell C approaches the passage opening, its speed may be automatically reduced until the cell C contacts the aircraft a. Pressure switches may be installed around the periphery of the access port of the cabin in contact with the aircraft to verify to the computer that the cabin is in full contact with the vehicle access port. An electro-optical device mounted in the cubicle can be used to detect the height of the aircraft relative to the cubicle, and if the vehicle height changes during loading and unloading, these switches will provide a signal to the computer, which will generate a drive signal to the hydraulic cylinder, thereby keeping the cubicle at the same height as the access opening.

Operator control

The system should be integrated into existing operator controls so that the passenger bridge B can be controlled automatically or manually. The required controls should include at least the on and off switches of the system, a command switch to activate retraction of the bridge from the aircraft a and a command switch to activate approach of the passenger bridge to the aircraft. In addition, there is an indicator that gives the status and current position of the system, but in general the control should be as simple as possible so that a qualified person with minimal training can initiate the operation of the boarding bridge B.

Advantages of the imaging system over the prior art

A saving in labour is achieved by automatically placing/removing the passenger bridge to/from the aircraft, resulting in a reduction in delays, and also in fuel savings due to a reduction in idling of the aircraft engine during the delays. It is anticipated that the entire job will be made faster and less damage to the aircraft will be expected through a limited number of gates.

Advantages expected to be achieved in part

APU annual fuel consumption in the gate of more than 150 kilolitres

One aircraft is injured by a tarmac accident every 1700 departures

Tarmac at the B gate worth about 250 ten thousand dollars/year

Global cost of apron accidents exceeds 20 billion dollars

Cost of airplane delay estimated at $ 50 per minute

Passenger boarding bridge type

Tarmac drive

Radiation drive

Fixed telescopic type

Conventional mixing of the above 3

Regional aircraft

Operator control/indicator

Automatic/manual (system on/off)

Boarding bridge engaging aircraft

Decoupling of the bridge from the aircraft

System status indicator

Maintenance controls/indicators

It is an object to improve existing boarding bridges or imaging systems optionally including OEMs to automatically launch and guide the boarding bridge from a parking location to dock with the aircraft when the aircraft is parked.

As shown in fig. 23-25, other vehicles that can be "parked" with an aircraft using the present invention are self-propelled cargo handlers, food/drink/booth service vehicles and passenger carriers, each of which must also be precisely maneuvered into position, raised to the correct height, and then gently contacted by the aircraft. In all three cases, the vehicle shown also has a camera, lights and a computer mounted on them in a similar manner to that described in connection with the passenger boarding bridge embodiment. All vehicles include detection and actuation means similar to those used on passenger boarding bridges. Since the operator moves the vehicle to the initial position, no obstacle detecting device or position determiner function is required. The software residing in the computer in a different way is very similar to the software for passenger boarding bridges, the target mark and target mark acquisition algorithm being almost identical, however the software is designed to drive the appropriate vehicle.

As shown in fig. 25, one example of a freight lift truck is produced by FMC Airline Equipment, which can be found on their internet website (www.fmcairline.com), and FMC manufactures several specifications of freight lift trucks for different full loads. The cargo lift vehicle includes two platforms that can be raised and lowered, the vehicle being positioned so that one platform is adjacent to and level with the cargo floor and the other platform is used to receive cargo at ground level, raise the cargo to the level of the first platform and transfer it to the first platform. By using embodiments of the present invention, initial access to and docking of the cargo compartment can be automated, which will minimize the training required by the operator since the final docking is performed under computer control. In order to accommodate the differences in the position of the target markers for the cargo door as compared to the target markers for the passenger door, the software is modified to recognize the pattern of the cargo door.

One example of a diet/booth service cart may be as produced by Stinar Corporation, which may be found on their internet website (www.stinar.com), or by Global group Support Company, which may be found on their internet website (www.global-11c. Both manufacturers make vehicles similar to that shown in fig. 24 and 24A that can be used to provide food and beverages to the aircraft galley and to carry away waste associated with food service. Alternatively, the vehicle can be used to transport cabin service crews and their tools to the aircraft, and also to transport trash and waste from the aircraft after cleaning. The vehicle includes a conventional truck chassis having a scissors lift to which a cargo body is attached so that it can be raised from the truck bed to the height of the passenger compartment door. Since the serving of food and beverages is done on wheeled carts, the location and height must be precise. By using the embodiments of the invention described above, the initial access and docking with the passenger compartment door can be automated.

One example of a passenger transporter may be found on their website (www.accessairsystems.com), as manufactured by Access Systems Inc. As shown in fig. 23, the bus is similar to a bus in that it transports passengers from a waiting room to an airplane, however, unlike a bus in which passengers must go out and climb stairs onto the airplane, the body is raised to the same height as the airplane passenger doors so that passengers can get on the airplane without using stairs. By using the present invention, initial access to and docking with the passenger compartment door can be automated, which will allow the PTV to be operated by a person without any skill.

Thus, in retrospective manner, as shown in fig. 4, when the aircraft a arrives at the gate G, the passenger boarding bridge B is arranged at a position indicated by a rotunda R connected to the gate or lobby G and a tunnel T extending from the rotunda to the cubicle C at the terminal end thereof, so that the aircraft a arrives at the parking position P. As shown in fig. 5, target marker sets 10 and 11 are located near the doorway. As shown in fig. 6, when the aircraft a is substantially parked, the lights housed with the digital camera 20 illuminate a light cone onto the target signs 10 and 11, both the camera and lights being disposed in a common housing 20 on the cubicle C. Referring to fig. 19-22, based on the orientation of the target mark as seen by the computer, the computer can determine the position of the passenger bridge and the cubicle relative to the doorway of the cabin, as described above, so that the light will be continuously focused on the target mark groups 10 and 11, and as the camera 20, which is housed with the light 30, continuously provides images to the computer, the tunnel T will be rotated relative to the aircraft a until the wheels W, as shown in fig. 12, reach a position where the tunnel is fully pivoted, and in fig. 12 the tunnel will be extended towards the aircraft a as the images are continuously supplied to the computers of the groups 10 and 11. Now, with the set as appearing in fig. 19, the channel will project towards the aircraft as shown in fig. 14 and be docked with the aircraft as shown in fig. 15.

While the foregoing provides a detailed description of the preferred and alternative embodiments of the present invention, it is to be understood that this description is only illustrative of the principles of the present invention and not restrictive. Further, since many changes may be made in the invention without departing from the scope thereof, it is intended that all matter contained herein shall be interpreted as illustrative of the invention and not in a limiting sense.

Claims

1. An imaging system for identifying the position of an aircraft access port or hatch and for docking a vehicle (e.g., passenger, cargo, service, or the like) with the aircraft, the system comprising:

v) a software tool residing in said computer means providing instruction sets and logic for the system to compare the processed information including the enhanced image with stored information, preferably images, and to thereby determine the corresponding direction, distance and trajectory of the vehicle to automatically dock the vehicle with said aircraft based solely on the system's determination.

2. The system of claim 1, wherein the vehicle is selected from the group of devices consisting of:

i) a cargo conveyance device;

ii) passenger service equipment; and

iii) passenger boarding bridges; or the like.

3. An automated computerized passenger bridge control system, said bridge having passenger bridge moving means to allow movement of the bridge relative to an aircraft, for use at an airport with departing/arriving aircraft and comprising:

v) preferably an obstacle avoidance device that informs said computing device of the presence of an obstacle, prevents further movement of said boarding bridge and indicates the need for staff action to remove the obstacle;

4. A computerized automatic passenger bridge control system, said bridge having a passenger bridge mover to allow movement of the bridge relative to an aircraft, for use at an airport with departing/arriving aircraft and comprising:

5. A system as claimed in claim 1, 2 or 3, wherein the object recognition means is at least one digital camera.

6. A system according to claim 1, 2 or 3, wherein the target marker device is made of a retroreflective material, for example manufactured by 3M company, preferably under the trade mark Scotchlite *.

7. A method of identifying the position of an access opening of an aircraft, such as a door or a cargo hold, or the like, said access opening having a predetermined perimeter; the method comprises the following steps:

iv) computing means for receiving information from said target mark recognition means, preferably at least one camera, to process the information (in one embodiment to provide an enhanced image), and comparing the information with information stored in the computing means, thereby determining further action which may be taken based on the recognition of the port position.

8. The method of claim 7, wherein said access port is selected from the group of access ports comprising passenger compartment doors, cargo compartment doors or the like.

9. The method of claim 7 or 8, wherein the access opening is in an aircraft fuselage.

10. The method of claim 9, wherein a passenger bridge or cargo handling equipment is controlled by the computing device based on the identification of the target marker device such that the passenger bridge or cargo handling equipment can be docked with and undocked from the aircraft as the aircraft is loaded and unloaded before the aircraft leaves or arrives at a parking location.

11. An automated imaging system for the preferential starting, control, positioning and docking of vehicles (such as cargo handlers, service vehicles and passenger boarding bridges) with respect to an aircraft doorway without informing about the type of aircraft, said vehicles having drive means to move and raise/lower the vehicle,

the system comprises a set of defined, preferably retroreflective, target marks, which are located in a discernible manner in the vicinity of the aircraft access opening, for example manufactured by 3M company, preferably under the trade mark Scotchlite *;

a light emitting device, preferably a pulsating light emitting device, which is focused on said target mark when the aircraft is at least adjacent to an intended location;

a camera, preferably at least one digital camera, disposed substantially adjacent to said light emitting means and having a field of view oriented parallel to the light emitted from said light emitting means so as to capture any reflected images of said target indicia and generate images for transmission to a computer, and having a field of view containing said aircraft access opening for coaction with and preferably synchronization with said preferably pulsating light emitting means;

a computer disposed with the vehicle to process images received from the camera and provide a start signal to a drive of the vehicle;

software residing in said computer providing to said computer a set of instructions on how to process said image information and what action to begin in view of said information;

12. The system of claim 11, wherein the service device is selected from the group of:

i) a cargo conveyance device;

ii) passenger service equipment; and

iii) passenger boarding bridges;

or the like.

13. The system of claim 1, 3, 4, or 11 or the method of claim 7, wherein the at least one camera further comprises at least one first camera and at least one wide-field-of-view camera.

14. The system of claim 1, 3, 4 or 11 or the method of claim 7, wherein said at least one camera further comprises a zoom lens.

15. The system of claim 1, 3, 4 or 11 or the method of claim 11 wherein the at least one first camera or the at least one wide-field camera further comprises a zoom lens.

16. The system of claim 1, 3, 4 or 11 or the method of claim 7, wherein the at least one camera further comprises a pan or pan and tilt mount.

17. A kit of parts comprising the system of any preceding claim, adapted to retrofit an existing vehicle, such as a passenger boarding bridge.