The invention refers to a Passenger boarding bridge as well as a method for operating such a passenger boarding bridge.

Up to date, bridge operators physically operate at the airport, generally within the secure area of an airport (airside). Physical presence of staff at the airport, particularly within the airside, creates more administrative work (e.g. access passes and background checks) and constitutes an additional potential safety and security concern.

Currently, passenger boarding bridges are typically operated manually by bridge operators. The process of operating a passenger boarding bridge usually comprises of the following steps upon arrival of an airplane:

1. Bridge operator is informed in advance about expected arrival time and gate of the airplane.

2. Bridge operator finds his/her way typically either by walking within the terminal building or driving with a car on the apron to the gate.

3. Bridge operator waits for the airplane to arrive and complete taxi in.

4. Bridge operator checks the passenger boarding bridge for correct functioning and safe environment before starting the steering process of the passenger boarding bridge to the airplane.

5. Bridge operator steers the passenger boarding bridge to the airplane by manual inputs via a joystick.

6. Bridge operator prepares the passenger boarding bridge for unboarding of passengers, once the passenger boarding bridge has docked to the airplane.

7. Process completed for the bridge operator as passengers deboard.

8. Bridge operator transfers to the next passenger boarding bridge at the airport for docking or undocking or waits for the next order.

New developments enable automated operations of passenger boarding bridges. In these cases, the process of operating a passenger boarding bridge usually comprises of the following steps upon arrival of an airplane:

1. Bridge operator is informed in advance about expected arrival time and gate of the airplane.

2. Bridge operator finds his/her way typically either by walking within the terminal building or driving with a car on the apron to the gate.

3. Bridge operator waits for the airplane to arrive and complete taxi in. 4. Bridge operator checks the passenger boarding bridge for correct functioning and safe environment before starting the steering process of the passenger boarding bridge to the airplane.

5. Bridge operator activates the automatic steering of the passenger boarding bridge to the airplane by e.g. pushing a button. The passenger boarding bridge approaches the airplane without manual inputs from the bridge operator.

6. Bridge operator prepares the passenger boarding bridge for unboarding of passengers, once the passenger boarding bridge has docked to the airplane. Preparation of the passenger boarding bridge can also occur automatically.

7. Process completed for the bridge operator as passengers deboard.

8. Bridge operator transfers to the next passenger boarding bridge at the airport for docking or undocking or waits for the next order.

In case of departure of an airplane, the process typically comprises of the following steps for manual operations:

1. Bridge operator is informed in advance about expected departure time and gate of the airplane.

2. Bridge operator finds his/her way typically either by walking within the terminal building or driving with a car on the apron to the gate.

3. Bridge operator waits for boarding completed.

4. Bridge operator checks the passenger boarding bridge for correct functioning and safe environment before starting the steering process of the passenger boarding bridge away from the aircraft; additionally bridge operator awaits confirmation from apron ground coordinator.

5. Bridge operator steers the passenger boarding bridge away from the airplane by manual inputs via a joystick.

6. Bridge operator prepares the passenger boarding bridge for non-operations, once the passenger boarding bridge is back into rest position.

7. Process completed for the bridge operator.

8. Bridge operator transfers to the next passenger boarding bridge at the airport for docking or undocking or waits for the next order.

For automated operations upon departure of an airplane, the process usually comprises of the following steps:

1. Bridge operator is informed in advance about expected departure time and gate of the airplane. 2. Bridge operator finds his/her way typically either by walking within the terminal building or driving with a car on the apron to the gate.

3. Bridge operator waits for boarding completed.

4. Bridge operator checks the passenger boarding bridge for correct functioning and safe environment before starting the steering process of the passenger boarding bridge away from the airplane additionally bridge operator awaits confirmation from apron ground coordinator.

5. Bridge operator activates the automatic steering of the passenger boarding bridge away from the airplane by e.g. pushing a button. The passenger boarding bridge steers away from the airplane without manual inputs from the bridge operator.

6. Bridge operator prepares the passenger boarding bridge for non-operations, once the passenger boarding bridge is back into rest position. Preparation of the passenger boarding bridge can also occur automatically.

7. Process completed for the bridge operator.

8. Bridge operator transfers to the next passenger boarding bridge at the airport for docking or undocking or waits for the next order.

The current processes reguire physical presence of bridge operators at the airport. Bridge operators are located physically at the airport and perform docking and undocking operations at that specific airport. Physical presence of bridge operators at an airport leads to administrative complexity as bridge operators typically operate within the airside. For staff access to the airside, special access passes and background checks are reguired from the authorities creating additional administrative work.

Furthermore, physical presence, in particular within the airside, creates safety and security concerns as every additional person within this area constitutes a potential safety and security risk. Security risks are minimized if fewer people have access to the airside. Safety risks are minimized if fewer people participate physically in on-site operations, e.g. driving cars on the apron.

This problem can be solved by controlling passenger boarding bridges via a remote control operating device.

CN 1476250 discloses a remote system for operating a plurality of passenger boarding bridges from a central duty room within the airport. Only one person sitting in the duty room is responsible for the operation of all passenger boarding bridges within the airport. Thereat, the system comprises a shooting camera, an image transmission system, a data communication network system and remote control computer. A bridge head camera and an aircraft wheel camera are set on each passenger bridge and their video signal are sent to an image divider and an image matrix controller at the central duty room simultaneously. The signal from the divider is set to image monitor where displays information of each passenger bridge and the matrix controller selects key point for monitoring and to send it to remote control computer. The passenger bridge joining or releasing is automatically executed by the central processing unit under the control of remote control computer as per its analyzed and processed data.

In general, a passenger boarding bridge has a visual and acoustic warning as a safety device for the apron staff operating around the airplane.

The visual and acoustic warning are activated whenever the bridge is put in the manual mode and whenever the bridge is moving.

When the passenger boarding bridge is controlled in remote mode, from a Remote Control System, the operator has no possibility of checking that visual and acoustic warnings are working properly.

In case of a failure of the visual and/or the acoustic warning, there can be a safety risk for the apron staff.

WO 2018/034615 A1 discloses a Passenger boarding bridge, which can be driven by a PBB motion control. An obstacle detection component is located at a distal end of the PBB. The obstacle detection component comprises an imaging systems and object detection software to detect objects or hazards in the apron. In a preferred mode of operation, the obstacle detection component begins scanning the apron prior to the arrival of an aircraft. If a foreign object or hazard is detected, the system can send an alert and prevent further movement of the PBB.

It is an object of the present invention to provide an improved possibility of operation passenger boarding bridges. The invention comprises a passenger boarding bridge and a method according to the main claims. Embodiments are subject of the subclaims and the description.

During remote or automated operation of the PBB, usually no operator is located at the distal end of the PBB who can intervene if any unforeseen situation occurs. That per se leads to a more risky situation compared to the conventional PBB operation by an operator on site. In particular apron ground staff can permanently be present on the apron ground also in the immediate surrounding of PBBs. To improve safety of the apron ground staff the PBB issues a warning signal always when the PBB is moving. The warning signal is also issued if there is no object or hazardous situation at all. The warning signal is also a clear prompt to the apron ground staff, to stay outside of the range of PBB movement. This avoids that the apron ground staff is detected as an “unwanted object” which stops movement of the PBB, in particular as described in WO 2018/034615 Al.

The warning system, which send out a warning signal also issued if there is no object or hazardous situation at all, is in particular an important component not only of a safe but also of a smooth operation of the PBB when operated remote of automated.

With respect of the present invention the pure movement of the PBB is not to be understood as a hazardous situation.

Generally, remote operation means in this context that there is no operator on site on the Passenger boarding bridge. The remote operation can be an automated operation, which in particular may be initiated in a control outside of the PBB, or by a manual input, made by a person in a remote operations center.

If the warning system does not work properly there is an increased risk that the apron ground staff gets into a safety area of the PBB when the PBB is under operation. A conseguence would be a safety stop issued by the object identification system as indicated in WO 2018/034615 Al. This again would result in an unwanted and avoidable stop of operation.

So the present invention proposes a system which provides confidence that the warning system is working properly and unnecessary stops of operation can actually be avoided. In case the control system detects a fault in the warning system the warning system can immediately be repaired. In the meantime the passenger boarding bridge can be operated with an auxiliary warning system or an apron ground staff can be employed to observe the operation on site during operation visually. Consequently a first advantage of the control system is, that an unsafe situation for the apron ground staff (the warning system is not providing a warning signal) can be prevented, since confidence is provided that the warning system is working properly.

A second advantage is that the control system can be the trigger to start repair work to the warning system as soon as soon as the defect occurs at the warning system.

Consequently an object solved by the present invention is, to avoid, that defects of the safety devices is late identified by chance by the object identification device, in particular if the apron ground stuff is identified as an “object”.

In an embodiment an object identification system is provided, adapted to determine or determining that an object is located on the apron ground in the area of operation of the PBB. The object identification system is not required to be mounted at the PBB itself, in particular the object identification system can be attached to a visual docking guidance system.

The invention is explained in more detail by means of the figure, the figures show:

Figure 1 a front view of a remote operating PBB with an inventive control system;

Figure 2 a schematic diagram of the control system controlling the function of the warning system

Figure 1 shows a passenger boarding bridge (PBB) 100 in a front view.

An operating person located in a remote operations center (not shown), which does not need to be in the airport building. The operator operates a remote control operating device, as disclosed in CN1476250.

In order to control and move the PBB 100 via the remote control operating device, the PBB 100 comprises a camera 111 to project a live view of the apron (incl. the PBB 100) to the operator. The picture of the camera 111 is monitored to the operator in the remote operations center, so the PBB 100 can be moved towards an airplane door for boarding passengers.

The PBB 100 can be connected to the remote operations center via a network connection which in particular allows real-time replication of the apron environment at the remote operations center. The network connection can use the internet for establishing connections over a large distance. The operator controls the movement of the PBB 100 remotely via manual inputs from a joystick or other input means. Here the individual movements of the PBB 100 are influenced by the operators input.

With an automated docking / undocking technology the operator operates the PBB 100 by manual start of the procedure but without manual control inputs during the steering process. The individual movements of the PBB 100 are calculated by a drive controller and are not influenced by an operators input.

The operator checks whether the environment around the PBB 100 and the PBB 100 is functioning correctly. The operator starts the docking / undocking maneuver by either manual inputs or initiating the automated docking / undocking process by e.g. pressing a button.

Here for terms of the present invention it is of less relevance if the operator is steering each single movement of the PBB by manual inputs, or if the single movements are steered by automatically, where the operator serves merely for supervising the operation.

While the PBB 100 is moving a warning system 120 signals the movement of the PBB in order to warn the apron staff.

The warning system 120 includes a visual warning 121 and/or an acoustic warning 122.

For visual warning 121, the PBB 100 may comprise a flashing amber beacon in particular mounted under the bridgehead floor or anywhere at the Passenger boarding bridge where it can warn apron staff. Alternatively or in combination thereto a flashing amber beacon can be located at the drive unit 140 or on each end of the crossbeam of the PBB 100.

The beacons of the visual warning 121 generate intermittent intensive flashes of light with an intensity of 13 Joules, in order to be visible in any circumstance.

For acoustical warning 122 the PBB comprises an audible warning siren. The sounders of the acoustic warning 122 may reach an audibility of 114 d B (A) , in order to be audible in any circumstance around the PBB 100 on the apron. Further, an additional light may be installed on the PBB in order to inform the apron staff, that the PBB is controlled via a remote control system. To distinguish the additional light informing about a control via the remote control system from the warning light informing about a movement of the PBB, the additional light may be of a different color, e.g. blue.

When the PBB 100 is controlled in remote mode from the remote control system, the operator has no immediate possibility of checking that the visual and acoustic warnings are working properly, because the operator is not on site. So conseguently there is an increased risk that the operator get not aware if the warnings are not operating properly.

This can result in a safety risk for the apron staff, in case of failure of the visual warning 121 and/or acoustic warning 122.

To provide the possibility to check the function of the warning system 120 the PBB 100 comprises a control system 130, which is activated when the operator starts the remote control system in order to move the PBB 100.

To check the function of the visual warning 121 the control system 130 comprises a fault signaling channel evaluated by a controller, such as a safety PLC (Programmable Logic Controller).

Further, the function of the acoustical warning 122 is monitored electrically and acoustically by a diagnosis channel. The information concerning the acoustic warning 122 is evaluated by a controller, such as a safety PLC (Programmable Logic Controller).

In any case of failure of the visual warning 121 and/or the acoustic warning 122, the translation motors of the PBB 100 are stopped and the brakes of the PBB 100 are enabled, so the PBB 100 stops moving and the drive unit 140 is blocked.

As long as the warning system 120 does not work properly the operator cannot move the PBB 100 via the remote control device.

In an arrangement, the control system 130 comprises a monitoring system 131 including at least a sensor 1311, 1312 registering an output signal of the visual warning 121 and/or the acoustical warning 122. The output signal registered by the sensor serves as input for the controller.

The controller evaluates the registered signal. In case, the registered signal eguals a fault value the control system 130 stops the drive unit 140 and activates the brakes of the PBB 100. In an arrangement, the monitoring system 131 includes an optical sensor, such as an additional camera or a plurality of additional cameras, monitoring the amber beacons of the visual warning 121.

In a further arrangement, the monitoring system 131 transfers a real-time replication of the visual warning 121 to the operator in the remote operations center.

In a further arrangement, the control system 130 comprises an acoustical sensor 132, such as a microphone, for monitoring the acoustic warning 122.

In a further arrangement, the sound registered by the acoustical sensor 132 is transferred to the operator, so the operator can check that the acoustical warning 122 transmits a sound.

In case of a failure of the visual warning 121 and/or the acoustic warning 122, the operator can stop the movement of the PBB 100 and enable the brakes of the PBB 100 manually via the remote control system.

In a further arrangement, the control system 130 is integrated into the warning system 120.

Fig. 2 shows a schematic diagram of the control system 130 controlling the function of the warning system 120.

The control system 130 comprises a monitoring system 131 including at least one sensor 1311, 1312, configured to register an output signal of the visual warning 121 and/or acoustic warning 122.

Especially, the sensor 1311, 1312 comprises at least one optical sensor 1311, in particular a camera, configured to register the visual warning 121, and/or at least an acoustical sensor 1312, in particular a microphone, configured to register a sound transmitted by the acoustic warning 122.

The controller especially a Programmable Logic Controller (PLC), of the monitoring system 131 evaluates the function of the warning system 120.

In an arrangement, shown in Fig.2, the sensor 1311, 1312 is configured to register a freguency, in particular an optical freguency, of the visual warning 121 and/or a freguency, in particular an acoustic freguency, of the acoustical warning 122. In a further arrangement, the controller compares the frequency registered by the sensor 1311, 1312 with a frequency stored in a database 132 of the control system 130.

In case the control system 130 detects a failure of the visual warning 121 and/or the acoustic warning 122, the control system 130 stops the movement of the passenger boarding bridge and enables the brakes of the passenger boarding bridge by sending a control signal to the drive unit 140.

In consequence, the drive unit 140 cannot be controlled via the remote control operation device 110, as long as the control system 130 registers a failure of the visual warning 121 and/or the acoustic warning 122.

In an arrangement, the control system 130 transfers a real-time replication of the visual warning 121 registered by the at least one optical sensor 1311 to the operator in the remote operations center.

In an arrangement, the control system 130 transfers the sound registered by the at least one acoustic sensor 1312 of the monitoring system 131 to the operator in the remote operations center.

In case of failure of the visual warning 121 and/or the acoustic warning 122 the operator controls manually the drive unit 140 of the PBB 100 via the remote control operation device 110 in order to stop the movement of the passenger boarding bridge 100.

In case the operator registers no failure of the warning system 120 based on the sound of the acoustic waring 122 and the real-time replication of the visual warning 121 transferred from the control system 130 to the operator in the remote operations center, but the control system 130 detects a failure of the warning system 120 by accident, the operator can overwrite the control signal of the control system 130 sent to the drive unit 140. List of reference signs

100 Passenger boarding bridge

110 Remote control operation device

111 Camera

120 Warning system

121 Visual warning

122 Acoustic warning

130 Control system

131 Monitoring system

1311 Optical sensor

1312 Acoustical sensor

132 Database

140 Drive unit