JP2018187982A - Boarding bridge - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a boarding bridge capable of efficiently moving a passage part moved by a driving part.SOLUTION: A boarding bridge 1 includes: a passage part 30; a driving part 9 installed on the passage part 30 to move the passage part 30; an NSS receiver 8 installed on the passage part 9 and detecting the present position of the driving part 9; a position calculation part 14 calculating the position of the driving part 9 on the basis of the detection result by the NSS receiver 8; and a drive control part 15 controlling the driving part 9 so that the driving part 9 travels along a moving route, on the basis of route information on a prerecorded moving route and position information on the driving part calculated in the position calculation part 14.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a boarding bridge.

  The boarding bridge is, for example, a tunnel-like passage that connects an airport terminal building and an aircraft, and allows passengers to get on and off directly between the terminal building and the aircraft. The boarding bridge is provided with a drive unit having wheels that can move the passage unit, and the drive unit is in a standby state between a standby position for preparing connection and a connection position when connected to an aircraft. The boarding bridge is moved between the position and the retracted position when moored when not in use.

  Conventionally, the boarding bridge includes an operation unit (console panel or the like) in a head unit provided at the tip of the tunnel unit, and an operator manually operates the operation unit. Further, for example, as disclosed in Patent Document 1 below, a technique for automatically moving the boarding bridge from the standby position of the boarding bridge to the installation position on the aircraft is also disclosed.

Japanese Patent Laid-Open No. 2002-37196

  In the technique described in the above-mentioned Patent Document 1, it is provided at the tip of the tunnel portion from the standby position of the boarding bridge toward the mounting position on the aircraft based on the rotation angle of the rotander, the length of the tunnel portion, and the rotation angle of the driving wheel. The head part (cab) is moved. Further, the current position of the center point of the drive column of the boarding bridge is calculated from the rotation angle of the rotander and the length of the tunnel portion, and the target position (mounting position) is preset according to the aircraft model. Patent Document 1 describes that the current position and the target position are connected by a straight line, and the boarding bridge is caused to travel straight from the standby position to the mounting position on the aircraft.

  However, the boarding bridge is connected to the rotander at the base end side of the tunnel portion and rotates around the rotander, and has a telescopic structure and expands and contracts. In addition, due to the relationship between the direction in which the head portion of the tunnel portion can rotate and the position of the aircraft, there may be cases where the vehicle cannot be smoothly connected to the aircraft only by straight traveling, and straight traveling is not always an efficient operation.

  Manual boarding bridge operation by skilled workers takes into account various conditions such as the heading direction of the boarding bridge, the movement of the tunneling section, interference with ground equipment, and the position of the aircraft from the standby position to the installation position of the aircraft. However, they are approaching the aircraft efficiently. Such efficient traveling is difficult, and inexperienced workers often cannot smoothly travel from the standby position to the mounting position on the aircraft.

  This invention is made | formed in view of such a situation, Comprising: It aims at providing the boarding bridge which can move the channel | path part moved by a drive part efficiently.

In order to solve the above problems, the boarding bridge of the present invention employs the following means.
That is, the boarding bridge according to the present invention includes a passage portion, a drive portion that is provided in the passage portion and moves the passage portion, a detection portion that detects a current position of the drive portion, and a detection result by the detection portion. Based on the position calculation unit that calculates the position of the drive unit, the path information related to the travel route recorded in advance, and the position information of the drive unit calculated by the position calculation unit, A drive control unit that controls the drive unit to travel along the movement path.

  According to this configuration, the detection unit detects the current position of the drive unit, and the position calculation unit calculates the position of the drive unit based on the detection result by the detection unit. The drive unit is controlled based on the route information recorded in advance and the position information of the drive unit calculated by the position calculation unit, so that the drive unit travels along the movement route recorded in advance. To drive.

  In the above invention, the drive control unit controls the drive unit based on the drive information of the drive unit that is recorded in advance in association with each position on the movement path, the path information, and the position information. May be.

  According to this configuration, the driving unit includes driving information of the driving unit that is recorded in advance in association with each position on the moving path, path information about the moving path that is recorded in advance, and driving calculated by the position calculating unit. By being controlled based on the position information of the part, the drive unit drives so as to travel along the pre-recorded movement path based on the drive information associated with each position on the movement path.

  In the above invention, the drive information is a rotation speed and a rotation direction of a wheel included in the drive unit associated with each position on the movement path, and the drive control unit is configured to record the rotation of the wheel recorded in advance. You may control the rotational speed and rotation direction of the said wheel so that it may become speed and the said rotation direction.

  According to this configuration, the rotation speed and rotation direction of the wheel recorded as drive information are associated with each position on the movement path, and the drive unit is based on the rotation speed and rotation direction of the wheel recorded in advance. However, the rotational speed and direction of rotation of the wheel are controlled, and the vehicle is driven so as to travel along a movement route recorded in advance.

  In the above invention, the drive information is a rotation speed and a rotation direction of a wheel of the drive unit associated with each position on the movement path, and a steering angle of the wheel with respect to the passage unit, A second detection unit that detects a steering angle with respect to the passage unit, wherein the drive control unit rotates the wheel so that the rotation speed, the rotation direction, and the steering angle of the wheel are recorded in advance; Further, the rotation direction may be controlled.

  According to this configuration, the rotation speed and rotation direction of the wheels recorded as drive information, and the steering (steering) angle with respect to the passage portion of the wheels are associated with each position on the movement path. Based on the recorded rotation speed, rotation direction and steering angle of the wheel, the rotation speed and rotation direction of the wheel are controlled, and the vehicle is driven so as to travel along the movement path recorded in advance.

  In the above invention, based on the deviation amount calculation unit that calculates the deviation amount between the movement route and the position information calculated by the position calculation unit, and the driving amount based on the deviation amount calculated by the deviation amount calculation unit And a correction unit that corrects control of the drive unit by the drive control unit so that the unit travels along the movement path.

  According to this configuration, the amount of deviation between the movement route and the position information calculated by the position calculation unit is calculated, and based on the calculated amount of deviation, the driving unit is configured to travel along the movement route. Control is corrected.

  In the above invention, a shift for calculating a shift angle between a steering angle of the wheel, which is recorded in advance in association with each position on the moving route, and the position information calculated by the second detection unit. An angle calculation unit and a correction unit that corrects control of the drive unit by the drive control unit so that the drive unit travels along the movement path based on the shift angle calculated by the shift angle calculation unit. And may further be provided.

  According to this configuration, the steering (steering) angle with respect to the passage portion of the wheel is recorded in advance in association with each position on the movement route, and the steering angle detected in advance and the steering detected by the second detection unit. A deviation angle from the angle is calculated, and the control of the drive unit is corrected so that the drive unit travels along the movement path based on the calculated deviation angle.

  In the above invention, a first area is set within a predetermined first distance from the movement route, and a second area is set between the first distance and a predetermined second distance longer than the first distance, The third region is set beyond the second distance, and the correction unit does not correct the control of the drive unit by the drive control unit when the drive unit is traveling in the first region, When the drive unit travels in the second region, the drive control unit corrects control of the drive unit, and when the drive unit travels in the third region, the drive control unit It is desirable to stop the drive unit.

  According to this configuration, when the drive unit travels in the first region, the drive control unit is not corrected for control by the drive control unit, and the drive unit is driven only by the control by the drive control unit. When traveling in the second region, the control for the drive unit is corrected by the drive control unit, and the drive unit is adjusted so as to travel along the movement path. Further, when the drive unit is traveling in the third region, the drive control unit stops the drive unit, and the movement of the passage unit is stopped.

  In the above invention, in the second area, a 2-1 area on the first area side and a 2-2 area on the third area side are further set. When traveling in the 2-1 region, a slow correction is performed to cause the driving unit to travel to the first region, and when the driving unit is traveling in the 2-2 region, the driving unit is moved to the first region. Forcible correction may be performed more forcibly than the gentle correction, which is caused to travel to the first region.

  According to this configuration, when the drive unit is traveling in the 2-1 region on the first region side in the second region, the gentle correction is performed to cause the drive unit to travel to the first region, and the drive unit is When traveling in the second area on the third area side in the second area, the forced correction is performed more forcibly than the gentle correction that causes the drive unit to travel to the first area.

  In the above invention, the detection unit may be a receiver that is installed in the passage unit and receives radio waves transmitted from a navigation satellite used in a navigation satellite system.

  According to this configuration, unlike the case of acquiring position information by detecting the rotation angle of the passage section in the rotunda or the length of the passage section, the position information can be obtained accurately without depending on the mechanical positional relationship. it can.

  According to this invention, since the drive unit travels along the movement route recorded in advance, the passage unit moved by the drive unit can be efficiently moved.

It is a side view which shows the boarding bridge which concerns on one Embodiment of this invention. It is a longitudinal section showing a boarding bridge concerning one embodiment of the present invention. It is a block diagram which shows the boarding bridge which concerns on one Embodiment of this invention. It is a top view which shows the movement path | route of a boarding bridge, and the set area | region. It is a block diagram which shows the control method which controls the drive part of the boarding bridge which concerns on one Embodiment of this invention. It is a block diagram which shows the control method which correct | amends control of the drive part of the boarding bridge which concerns on one Embodiment of this invention.

The boarding bridge 1 according to an embodiment of the present invention forms a passenger passage between an airport terminal building and an aircraft, connects the terminal building and the aircraft, and allows passengers to get on and off directly. .
The boarding bridge 1 moves between a standby position for connection preparation before arrival of the aircraft and a connection position when connected to the aircraft, and a standby position and a retracted position when moored when not in use. Move between.

  As shown in FIGS. 1 and 2, the boarding bridge 1 is connected to a rotander 2 fixed to a fixed bridge leading to the terminal building, and is connected to the rotander 2 so as to be rotatable in the horizontal direction and the vertical direction. The proximal end tunnel 3 and the distal end side (aircraft side) of the proximal end tunnel 3 are fitted to the outer side of the proximal end tunnel 3 in a telescopic manner, and are fixed to the distal end portion of the distal end tunnel 4 and the movable end tunnel 4. A head 5 and the like.

  A fixed leg 6 is fixed to the ground below the rotander 2. A movable leg 7 is provided on the distal end side in the longitudinal direction of the distal end tunnel 4. The boarding bridge 1 is supported by a fixed leg 6 and a movable leg 7. The proximal end tunnel 3, the distal end tunnel 4, and the head 5 constitute a passage portion 30 that can be moved by the movable leg 7. The rotander 2 may be supported by a terminal building, and the fixed leg 6 may not be installed at the lower part.

  The cross-sectional area of the hollow portion of the front end tunnel 4 is larger than the cross-sectional area of the base end tunnel 3. The distal end tunnel 4 moves along the outer peripheral surface of the proximal end tunnel 3. The total length of the passage portion 30 is extended by moving the tip tunnel 4 toward the parking side of the aircraft, and the total length of the passage portion 30 is contracted by moving the tip tunnel 4 to the rotander 2 side. Note that the tunnel portion of the present invention is not limited to the combination of the two tunnel portions of the proximal end tunnel 3 and the distal end tunnel 4, and may be one having three or more tunnel portions connected to each other and having a two-step or more extension mechanism. Good.

  The proximal end tunnel 3 is rotatable around a rotation axis provided in the rotander 2 and parallel to the vertical direction. Therefore, the proximal end tunnel 3, the distal end tunnel 4 and the head 5 can be rotated in the horizontal direction, for example, in the horizontal direction around the rotation axis.

  The distal end tunnel 4 is moved in the longitudinal direction and the left and right direction of the proximal end tunnel 3 and the distal end tunnel 4 by driving the drive unit 9 provided on the movable leg 7 and moving the movable leg 7. The drive unit 9 includes a wheel 11 driven by a motor and a carriage 12 on which the wheel 11 is installed. As shown in FIG. 2, for example, a pair of wheels 11 with two wheels is installed on the carriage 12. The two wheels 11 are connected to each other and can turn around a rotating shaft 13 parallel to the vertical direction.

  The traveling speed of the drive unit 9 can be adjusted by changing the rotational speed of the wheels 11. The turning angle (steering angle) of the wheel 11 with respect to the length direction of the front end tunnel 4 is the difference in rotational speed between the two wheels 11 and the rotational direction (forward or reverse) of the two wheels 11. Can be adjusted by changing.

  The proximal tunnel 3 can be rotated around a rotation axis provided in the rotander 2 and parallel to the horizontal direction. The movable leg 7 can be adjusted in the height direction of the front end tunnel 4 by a motor and a ball screw mechanism. Therefore, the height of the movable leg 7 is adjusted, and the proximal end tunnel 3, the distal end tunnel 4 and the head 5 are tilted according to the height of the aircraft by rotating up and down around the rotation axis. The

  In this way, the boarding bridge 1 expands and contracts, or rotates in the horizontal direction and the vertical direction around the rotation axis provided in the rotander 2. Proper connection to the aircraft.

  The front end of the head 5 is connected to the entrance of the aircraft. Inside the head 5, there is provided an operation unit 21 for starting driving of the drive unit 9 of the boarding bridge 1 and operating the drive unit 9.

  A passage through which a passenger passes is installed from the rotander 2 to the head 5 inside the rotander 2, the proximal end tunnel 3, the distal end tunnel 4, and the head 5 of the boarding bridge 1.

  An NSS receiver 8 is installed on the head 5 of the boarding bridge 1. The NSS receiver 8 receives radio waves transmitted from a navigation satellite used in a navigation satellite system (NSS). Thereby, the position information regarding the position where the NSS receiver 8 is installed is acquired by the NSS receiver 8. The navigation satellite system (NSS) used in the present embodiment may be a global navigation satellite system (for example, GPS) or a regional navigation satellite system (for example, QZSS). The NSS receiver 8 may be provided in the tip tunnel 4 or the movable leg 7. The NSS receiver 8 is preferably installed on the upper surface of the tip tunnel 4, the head 5, or the movable leg 7 that easily receives radio waves from the navigation satellite.

  As shown in FIG. 3, the boarding bridge 1 includes a control device 10 that controls the operation of the drive unit 9 and the like. The control device 10 includes, for example, a position calculation unit 14, a drive control unit 15, a deviation amount calculation unit 16, a correction unit 17, a memory 20, and the like. The operation of the control device 10 is realized by a hardware resource such as a CPU by executing a pre-recorded program.

  The memory 20 records route information related to the travel route through which the drive unit 9 passes, drive information of the drive unit 9 associated with each position on the travel route, region information set along the travel route, and the like. .

  The route information recorded in advance is, for example, information based on a movement route when a skilled worker manually operates, a movement route input in advance to the computer in consideration of various conditions, and the like. In the travel route, connect the standby position for connection preparation before arrival of the aircraft and the connection position when connected to the aircraft, and the standby position and the retreat position when moored when not in use. There are routes.

  The movement path is composed of a plurality of points such as a movement start point, a movement end point, and a passing point of the drive unit 9 and connects a plurality of points. The route information is composed of position information (coordinate information) of a plurality of points. The movement start point, the movement end point, and the passing point are set every predetermined time interval or every predetermined distance.

  The drive information recorded in advance is drive information related to the drive unit 9 associated with the movement start point, the movement end point, and each passing point on the movement path. For example, when a skilled worker performs a manual operation, Driving information, driving information input to a computer in consideration of various conditions in advance, and the like. The drive information is, for example, the rotation speed and rotation direction of the wheel 11 in the drive unit 9 associated with each passing point on the movement path.

  The position calculation unit 14 calculates the position of the driving unit 9 based on the detection result by the NSS receiver 8, that is, the acquired position information. As described above, the position where the NSS receiver 8 is installed is different from the position of the drive unit 9, but the position of the drive unit 9 to be controlled is calculated by the position calculation unit 14 calculating the position of the drive unit 9. It becomes possible to grasp. Note that the position calculation unit 14 according to the present embodiment is not limited to the case of calculating the position of the drive unit 9 from only the position information acquired from one NSS receiver 8 installed in the head 5 or the like. For example, highly accurate position calculation may be performed by further using position information acquired from another NSS receiver fixed at a fixed position, such as Rotunda 2 or a terminal building. This method is a technique such as Differential GNSS (DGNSS) or Differential GPS (DGPS).

The drive control unit 15 controls the drive of the drive unit 9, and the drive control unit 15 controls, for example, the start and stop of the drive of the drive unit 9, the rotation speed and the rotation direction of the wheels 11 in the drive unit 9, and the like.
The drive control unit 15 drives based on the path information recorded in the memory 20, the drive information of the drive unit 9 recorded in the memory 20, and the position information of the drive unit 9 calculated by the position calculation unit 14. The drive unit 9 is controlled so that the unit 9 travels along the movement path. Thus, the drive unit 9 is controlled based on the path information recorded in advance, the drive information of the drive unit 9 recorded in advance, and the position information of the drive unit 9 calculated by the position calculation unit 14, The drive unit 9 drives the wheels 11 so as to travel along a movement route recorded in advance.

  Based on the current position calculated by the position calculation unit 14, the drive control unit 15 reads out the drive information of the drive unit 9 at the passing point on the moving path corresponding to the current position from the memory 20, and the read drive unit The rotational speed and direction of the wheels 11 in the drive unit 9 are controlled so as to match the drive information 9.

  In addition, the steering angle with respect to the front end tunnel 4 of the wheel 11 in the drive unit 9 associated with each passing point on the moving path may be recorded in the memory 20 in advance as the drive information. In this case, in this case, the drive unit 9 is provided with a sensor (second detection unit) that detects a steering angle of the wheel 11 with respect to the tip tunnel 4. And the drive control part 15 controls the rotational speed and rotation direction of the wheel 11 in the drive part 9 so that the detected steering angle becomes a steering angle recorded in advance. Thereby, compared with the case where only the rotation speed and the rotation direction of the wheel 11 in the drive unit 9 are controlled, the drive unit 9 can travel along the movement path with high accuracy.

  The deviation amount calculation unit 16 calculates the deviation amount between the movement route recorded in the memory 20 and the position information calculated by the position calculation unit 14. Thereby, the deviation | shift amount which has arisen between the preset moving path | route and the drive part 9 which is actually drive | working is grasped | ascertained.

  The correction unit 17 corrects the control of the drive unit 9 by the drive control unit 15 so that the drive unit 9 travels along the movement path based on the shift amount calculated by the shift amount calculation unit 16. Thereby, the control with respect to the drive unit 9 is corrected according to the shift amount calculated by the shift amount calculation unit 16, and the drive unit 9 travels along the movement route.

  The correction to the drive unit 9 by the correction unit 17 may be performed at all times when the drive unit 9 is driven, or the control method may be different for each preset region. When different correction control is performed for each region, information on the distance from the movement path for defining the region is recorded in the memory 20 as region information. Specifically, as shown in FIG. 4, the first area is set within a predetermined first distance from the movement route, the second area is set between the first distance and the second distance, Three regions are set beyond the second distance. The second distance is a predetermined distance from the moving route and is longer than the first distance. In the second area, a 2-1 area on the first area side and a 2-2 area on the third area side are further set. The memory 20 records the first distance and the second distance from the movement path, and the distance to the boundary between the 2-1 area and the 2-2 area.

  The correction unit 17 does not correct the control of the drive unit 9 by the drive control unit 15 when the drive unit 9 is traveling in the first region. Thus, when the drive unit 9 is traveling in the first region, the drive control unit 15 is not corrected for control of the drive unit 9, and the drive unit 9 is moved to the movement path only by the control of the drive control unit 15. It is driven to travel along.

  The correction unit 17 corrects the control of the drive unit 9 by the drive control unit 15 when the drive unit 9 is traveling in the second region. Specifically, the correction unit 17 increases or decreases the rotation speed of the wheel 11 in the drive unit 9 or changes the rotation direction according to the calculated deviation amount with respect to the control of the drive unit 9 by the drive control unit 15. To do.

  As a result, when the drive unit 9 is traveling in the second region slightly away from the movement route, the drive control unit 15 controls the drive unit 9 so that the drive unit 9 travels along the movement route. Correction is performed. Thus, when the drive unit 9 is traveling away from the movement route, correction control is performed so that the drive unit 9 is returned to the vicinity of the movement route, and the drive unit 9 is returned to the vicinity of the movement route while being moved to the movement route. It is possible to travel along.

  Further, in the second region, when the 2-1 region on the first region side and the 2-2 region on the third region side are further set, the correction unit 17 is configured so that the drive unit 9 has the 2-1 When the vehicle is traveling in the region, a gentle correction is performed to cause the drive unit 9 to travel to the first region. Here, the loose correction is feedback control such as PI control or PID control. When the target value is 0 mm, correction is performed so that the current value (= | previously recorded passing point−current position |) is 0 mm. Accordingly, excessive correction can be suppressed, and control such that the drive unit 9 moves to the second region on the side opposite to the current position in a short time can be prevented. That is, the drive unit 9 is gradually returned to the first region. The passing point on the movement route recorded in advance and the current position are connected by a normal line to the curve of the movement route.

  Moreover, the correction | amendment part 17 performs forced correction | amendment forcible rather than slow correction | amendment which makes the drive part 9 drive | work to a 1st area | region, when the drive part 9 is drive | working 2-2 area | region. The abrupt correction is feedback control performed without using PI control or PID control, and a relatively large correction amount is given so that the drive unit 9 moves to the first region in a short time. As a result, it is possible to prevent movement to the third region due to a delay in correction, and it is possible to move the drive unit 9 to the first region.

  When the drive unit 9 is traveling in the third region, the drive control unit 15 performs control to stop the drive unit 9. Thereby, when the drive part 9 is drive | working the 3rd area | region, the drive control part 15 stops the drive part 9, and the movement of the drive part 9 is stopped.

Next, a control method for controlling the drive unit 9 of the boarding bridge 1 according to the present embodiment will be described with reference to FIG.
First, a radio wave transmitted from a navigation satellite used in a navigation satellite system (NSS) is received by the NSS receiver 8, and position information regarding the position where the NSS receiver 8 is installed is acquired (step). S1). Then, the position calculation unit 14 calculates the position of the drive unit 9 (step S2). Thereby, the current position of the drive unit 9 to be controlled is grasped.

  Next, for example, when an input for starting driving is performed in the operation unit 21, driving of the driving unit 9 is started and the wheel 11 rotates (step S3). The drive unit 9 is controlled based on the route information related to the travel route recorded in advance, the drive information of the drive unit 9 recorded in advance, and the position information of the drive unit 9 calculated by the position calculation unit 14.

  Specifically, based on the current position calculated by the position calculation unit 14, the driving information of the driving unit 9 of the passing point on the moving path corresponding to the current position (the rotation of the wheel 11 in the driving unit 9 recorded in advance). The speed and direction of rotation are read from the memory 20 (step S4). Then, the rotational speed and direction of the wheels 11 in the drive unit 9 are controlled so as to coincide with the read drive information of the drive unit 9 (step S5). Thereby, the rotational speed and rotational direction of the wheel 11 in the drive unit 9 are controlled for each passing point, and the traveling speed of the drive unit 9 and the turning angle (steering angle) of the wheel 11 with respect to the tip tunnel 4 are changed.

  In addition, when the steering angle with respect to the front end tunnel 4 of the wheel 11 in the driving unit 9 associated with each passing point on the moving path is recorded in advance as the driving information in the memory 20, the detected steering angle is recorded in advance. The rotational speed and direction of the wheels 11 in the drive unit 9 are controlled so that the steering angle is set.

  It is determined whether or not the drive unit 9 has arrived at the movement end point at the end of the movement path (step S6), and the travel of the drive unit 9 is continued while performing the above-described control until the drive unit 9 arrives at the movement end point. The When the movement end point is reached, the drive of the drive unit 9 is stopped and the movement is stopped (step S7).

When the position of the drive unit 9 is out of the movement path, correction control is performed. The correction of the drive unit 9 by the correction unit 17 may be always performed when the drive unit 9 is driven. Hereinafter, correction control in the case where the correction control is made different for each region will be described with reference to FIG.
First, a deviation amount between the movement route recorded in the memory 20 and the position information calculated by the position calculation unit 14 is calculated (step S11).

  Then, it is determined whether or not the current position of the drive unit 9 is within a predetermined first distance from the movement route, that is, whether or not the drive unit 9 is traveling in the first region (step S12). When the drive unit 9 is traveling in the first region, the control for the drive unit 9 by the drive control unit 15 is not corrected (step S13). Therefore, with the control method described above, the drive unit 9 is driven so as to travel along the movement path only by the control by the drive control unit 15.

  When the drive unit 9 is not traveling in the first area, it is determined whether or not the current position of the drive unit 9 exceeds the first distance and is within a predetermined second distance from the movement path, that is, the drive unit 9. It is determined whether or not the vehicle is traveling in the second region (step S14). When the drive unit 9 is traveling in the second region, the drive control unit 15 corrects control of the drive unit 9 (step S15). As a result, the rotation speed of the wheel 11 in the drive unit 9 is increased or decreased or the rotation direction is changed according to the calculated deviation amount with respect to the control of the drive unit 9 by the drive control unit 15. Thereby, when the drive part 9 is drive | working the 2nd area | region, correction | amendment control is performed so that the drive part 9 may be returned to the movement path | route vicinity.

  Despite the correction control described above, when the current position of the drive unit 9 exceeds the second distance, that is, when the drive unit 9 is traveling in the third region, the drive control unit 15 causes the drive unit 9 to move. Control to stop is performed (step S16). Thereby, when the drive part 9 is drive | working the 3rd area | region, the drive control part 15 stops the drive part 9, and the movement of the drive part 9 is stopped. As a result, it is possible to prevent movement to a position greatly deviating from the movement route, and it is possible to prevent contact with other boarding bridges and aircraft.

  The correction control when the drive unit 9 is traveling in the second region may be further divided into two different types of control. In this case, the second area is further set with two areas, the 2-1 area on the first area side and the 2-2 area on the third area side.

  When the drive unit 9 is traveling in the 2-1 region, a gentle correction is performed to cause the drive unit 9 to travel to the first region. For example, the drive unit 9 is gradually returned to the first region while excessive correction is suppressed by PI control or PID control.

  When the drive unit 9 is traveling in the second-second region, the forced correction is performed more compulsorily than the gentle correction that causes the drive unit 9 to travel to the first region. For example, a relatively large correction amount is given so that the drive unit 9 moves to the first region in a short time by feedback control performed without using PI control or PID control. As a result, it is possible to prevent movement to the third region due to a delay in correction, and it is possible to move the drive unit 9 to the first region. At this time, the control device 10 transmits a warning signal indicating that the drive unit 9 is approaching the third region to a warning unit provided in the operation unit 21 or the like so that the warning unit issues a warning. May

  As described above, according to the present embodiment, the rotation speed and rotation direction of the wheel 11 in the driving unit 9 are controlled for each passing point, and the traveling speed of the driving unit 9 and the turning angle (steering angle) of the wheel 11 with respect to the tip tunnel 4 are controlled. Is changed.

  As a result, the drive unit 9 travels along the movement route recorded in advance based on the drive information recorded in advance. Therefore, the proximal tunnel 3, the distal tunnel 4, and the head 5 that are moved by the drive unit 9 can be efficiently moved. The route information and driving information recorded in advance are based on, for example, the moving route and driving information when a skilled worker performs manual operation, or the movement input to the computer in consideration of various conditions in advance. This is based on the route and driving information. For this reason, even in the case of automatic operation that does not depend on the operation of the worker, various factors such as the direction of the head 5 of the boarding bridge 1, the movement of the proximal tunnel 3 and the distal tunnel 4, interference with ground facilities, the position of the aircraft, etc. Efficient operation can be performed in consideration of the conditions.

  The current position of the drive unit 9 of the boarding bridge 1 is based on the position information received by the NSS receiver 8. Therefore, although depending on the error of the NSS receiver 8, unlike the case of acquiring the position information by detecting the rotation angle of the proximal tunnel 3 in the rotander 2 and the lengths of the proximal tunnel 3 and the distal tunnel 4, the machine The position information can be obtained with high accuracy without depending on the specific positional relationship. In particular, when the rotation angle of the proximal end tunnel 3 is detected in the rotander 2, the length of the proximal end tunnel 3 and the distal end tunnel 4 is several tens of meters to several tens of meters. Even if the detection error is less than 1 °, the head There is a problem that the position of 5 is greatly shifted. On the other hand, according to the position information received by the NSS receiver 8, it is difficult for the position shift due to the detection error to occur.

  In addition, although embodiment mentioned above demonstrated the case where the detection part which concerns on this invention was the NSS receiver 8, this invention is not limited to this example. The detection unit according to the present invention may be a camera that is installed in the rotander 2, a terminal building, or the like and images the tip tunnel 4, the head 5, or the movable leg 7. In this case, the position calculation unit 14 calculates the position of the drive unit 9 based on the imaging result of the camera. The detection unit according to the present invention may be a sensor that detects the rotation angle of the proximal tunnel 3 in the rotander 2 and the lengths of the proximal tunnel 3 and the distal tunnel 4. In this case, the position calculation unit 14 calculates the position of the drive unit 9 based on the detection angle by the sensor that detects the rotation angle of the proximal tunnel 3 in the rotander 2 and the lengths of the proximal tunnel 3 and the distal tunnel 4. To do.

  In the above-described embodiment, the case where the path information and the drive information according to the present invention are recorded in advance in the memory 20 installed in the control device 10 of the boarding bridge 1 has been described. It is not limited. The route information and drive information according to the present invention may be recorded in an external computer such as a server device installed at a location different from the control device 10 of the boarding bridge 1. In this case, route information and drive information are transmitted from the external computer to the control device 10 via the communication means. The control device 10 controls the drive unit 9 based on the received route information and drive information.

  Further, in the above-described embodiment, a deviation amount for the distance between the movement route recorded in the memory 20 and the position information calculated by the position calculation unit 14 is calculated, and the drive control unit 15 performs the operation on the drive unit 9. For the control, the case where the rotational speed of the wheel 11 in the drive unit 9 is increased or decreased or the direction of rotation is changed according to the amount of deviation for the calculated distance has been described. It is not limited to.

  For example, the steering angle of the wheel 11 with respect to the front end tunnel 4 is detected, and the deviation angle calculation unit detects the deviation between the detected steering angle and the steering angle associated with each passing point on the moving path. An angle may be calculated. In this case, the drive unit 9 is provided with a sensor that detects a steering angle of the wheel 11 with respect to the tip tunnel 4. Further, the steering angle associated with each position on the moving route is recorded in the memory 20 as drive information. And the correction | amendment part 17 correct | amends the control with respect to the drive part 9 by the drive control part 15 when the drive part 9 is drive | working the 2nd area | region. Specifically, the correction unit 17 increases or decreases the rotation speed of the wheels 11 in the drive unit 9 according to the calculated deviation angle for the angle with respect to the control of the drive unit 9 by the drive control unit 15. , Change the direction of rotation. In this case, feedback control such as PI control for angle or PID control may be performed.

  In the above embodiment, the case where the detection unit such as the NSS receiver 8 detects the current position of the drive unit 9 has been described. However, the detection unit such as the NSS receiver 8 further detects the height of the head 5. May be. In this case, for example, the movable leg 7 can be driven to adjust the height direction of the head 5 based on the information about the aircraft model scheduled to arrive received by the control device 10. Thereby, the head 5 is moved to an appropriate position according to the aircraft. The timing of the height adjustment may be when the connection with the aircraft is released to return to the standby position in order to match the next arriving aircraft, or when the height adjustment is moved from the standby position to the connection position.

1: Boarding bridge 2: Rotunda 3: Base end tunnel 4: Front end tunnel 5: Head 6: Fixed leg 7: Movable leg 8: NSS receiver 9: Drive unit 10: Controller 11: Wheel 12: Cart 13: Rotating shaft 14: Position calculation unit 15: Drive control unit 16: Deviation amount calculation unit 17: Correction unit 20: Memory 21: Operation unit 30: Passage unit

Claims (9)

A passage section;
A drive part provided in the passage part and moving the passage part;
A detection unit for detecting a current position of the drive unit;
A position calculating unit that calculates a position of the driving unit based on a detection result by the detecting unit;
Based on the route information relating to the travel route recorded in advance and the position information of the drive unit calculated by the position calculation unit, the drive unit is controlled so that the drive unit travels along the travel route. A drive control unit;
Boarding bridge with.   The drive control unit controls the drive unit based on drive information of the drive unit, the path information, and the position information recorded in advance in association with each position on the movement path. The boarding bridge described in The drive information is a rotation speed and a rotation direction of a wheel of the drive unit associated with each position on the movement path,
The boarding bridge according to claim 2, wherein the drive control unit controls the rotation speed and the rotation direction of the wheel so that the rotation speed and the rotation direction of the wheel are recorded in advance. The drive information is a rotation speed and a rotation direction of a wheel of the drive unit associated with each position on the movement path, and a steering angle of the wheel with respect to the passage unit,
A second detection unit that detects a steering angle of the wheel with respect to the passage unit;
The boarding bridge according to claim 2, wherein the drive control unit controls the rotation speed and the rotation direction of the wheel so that the rotation speed, the rotation direction, and the steering angle of the wheel are recorded in advance. A deviation amount calculation unit for calculating a deviation amount between the movement route and the position information calculated by the position calculation unit;
A correction unit that corrects control of the drive unit by the drive control unit so that the drive unit travels along the movement path based on the shift amount calculated by the shift amount calculation unit;
The boarding bridge according to any one of claims 1 to 4, further comprising: A deviation angle calculation unit for calculating a deviation angle between the steering angle of the wheel with respect to the passage part recorded in advance associated with each position on the movement route and the steering angle detected by the second detection part. When,
A correction unit that corrects control of the drive unit by the drive control unit so that the drive unit travels along the movement path based on the shift angle calculated by the shift angle calculation unit;
The boarding bridge according to claim 4, further comprising: A first region is set within a predetermined first distance from the travel route;
A second region is set between the first distance and a predetermined second distance longer than the first distance;
A third region is set beyond the second distance;
When the drive unit is traveling in the first region, the correction unit does not perform control correction on the drive unit by the drive control unit, and the drive unit is traveling in the second region. , Correct the control of the drive unit by the drive control unit,
The boarding bridge according to claim 5 or 6, wherein when the drive unit travels in the third region, the drive control unit stops the drive unit. In the second area, a 2-1 area on the first area side and a 2-2 area on the third area side are further set,
The correction unit performs a gradual correction that causes the drive unit to travel to the first region when the drive unit travels in the 2-1 region, and the drive unit travels in the 2-2 region. The boarding bridge according to claim 7, wherein when the driving unit is running, the driving unit travels to the first region, and the forced correction is performed more forcibly than the gentle correction. The boarding bridge according to any one of claims 1 to 8, wherein the detection unit is a receiver that is installed in the passage unit and receives radio waves transmitted from a navigation satellite used in a navigation satellite system.

Images