The disclosed relates to the field of aircraft passenger boarding bridges, specifically to sealing of passenger boarding bridges, and more specifically seals for creating a more airtight and fire resistive passenger boarding bridge.
Passenger boarding bridges are well known and are used at airports to load and unload passengers between concourses and parked aircraft. Passenger boarding bridges are typically connected to an airport terminal building or concourse at agate which is comprised of an exterior door in a terminal building envelope. There may be a plurality of passenger boarding bridge gates in a terminal building or concourse and there may be a plurality of concourses at an airport. Henceforth, concourse and terminal building will be used interchangeably.
Usage of concourse gate doors opening to the passenger boarding bridges differs substantially from average buildings where a person passing through a door may open the door for seconds at a time. Concourse gate doors may be held open continuously for substantial fractions of an hour. Each gate door opening to a passenger boarding bridge may be open for a substantial portion of a day as multiple aircraft arrive and depart and passengers board and deplane aircraft. Airlines often schedule flights with overlapping arrival and departure times across the gates to optimize operations and aircraft usage. This results in multiple gate doors being open coincidentally.
Passenger boarding bridges have empirically been considered exterior to concourse building envelopes and are constructed to be weather tight. Prior-art specifications disclosed in Patent Nos. CA 660,225, U.S. Pat. Nos. 3,412,412, 4,333,194, 6,487,742, and 7,269,871 allude to weather tight construction. As such the envelope separating the interior of passenger boarding bridges from the exterior atmosphere has generally not been sealed to building envelope construction standards. The objective of weather tight construction is to protect passengers from physical inclement weather conditions including sun, rain, snow, hail, and wind. However, wind and breezes often induce infiltration and exfiltration to passenger boarding bridges, Snow may within state-of-the-art passenger boarding bridges because of wind effects in inclement weather.
The construction forming the shell or envelope of a typical passenger boarding bridge is complex. A passenger boarding bridge has a multiplicity of degrees of freedom and given the occupiable nature of the passenger boarding bridge much of the envelope construction is integral to passenger boarding bridge articulation. The passenger boarding bridge may be comprised of fixed structures, telescoping passageway tunnels, rotatable structures, leveling apparatus, and elevational apparatus. As such many different types of seals may be required to provide air barriers between sections of passenger boarding bridge structure to create a substantially airtight barrier between the passenger boarding bridge interior and exterior atmosphere
Poorly sealed passenger boarding bridges may allow the introduction of substantial amounts of unconditioned air into concourses when concourse gate doors are open. For instance, the air pressures encountered by an open gate door on one side of a concourse may induce uncontrolled airflow into a concourse from an open gate door on the other side thereby inducing crossflow through the concourse. The effect is compounded when multiple gate doors are open. Each boarding bridge is a part of and contributes to system of air movement in a concourse. These uncontrolled air flows may create significant heating and cooling demands on airport and concourse environmental systems depending on the temperature and humidity differences between the concourse interior and external ambient conditions. Given that many airports have tens if not hundreds of boarding bridges there are substantial implications for energy consumption, energy cost, passenger comfort, and carbon footprint which could be mitigated by adding air barriers to the passenger boarding bridges to make the passenger boarding bridges substantially airtight.
Building envelope infiltration and exfiltration is measured as a function of airflow and pressure. For instance, the 2021 International Energy Code, requires that air losses not exceed test conditions of 0.4 cubic feet per minute per square foot of envelope area at a pressure differential of 0.3 inches of water column when subjected to a blower door test. Building infiltration and exfiltration is the subject of significant literature describing wind effects, crack losses, openings, and etc. in publications by multiple organizations such as the American Society of Heating and Refrigeration Engineers (ASHRAE).
The following orifice equation to estimate air movement through openings given a pressure differential including unit conversions is derived from the orifice equation provided in the 2019 ASHRAE Applications Handbook Chapter 54 at standard atmospheric conditions at sea level:
Q=3966√{square root over (Δp)}
where
Passenger boarding bridge passageways are generally comprised of a rotational passageway called a rotunda, two interstitial and overlapping telescoping tunnels, and a second rotatable passageway near the aircraft called a cab. A table of the junctures of the sections is provided below with the approximate height and width of the overlapping sections with Juncture 1 being the juncture between the rotunda and the first telescoping section, Juncture 2 between the first and second telescoping section, and Juncture 3 between the second telescoping section and the final overlapping section which extends from the cab. Airflows are calculated from the above equation using an average of 2″ for the gap between the sides of the overlapping sections, 1″ for the gap across the top of the internal section, and C=0.5 for the flow coefficient. Published values of flow coefficient C are determined experimentally and C=0.5 was estimated based on ranges of similar applications described in the ASHRAE Applications Handbook. The gaps between the floors were not included.
The total airflow at 0.05 inches of water column for these junctures is estimated to be 4,200 cubic feet per minute.
Between the roofs and arcuate curtains of the rotunda and cab there is a gap of approximately 12″. The arcuate curtains are circular with approximately 60% of the circumference interrupted by connected passageways.
The total airflow at 0.05 inches of water column is estimated to be 13,400 cubic feet per minute.
The estimated gap between a large body aircraft and an awning is between 4 square feet for newer passenger boarding bridges and 6 square feet for older passenger boarding bridges with a calculated airflow of 2,200 cubic feet per minute.
The estimated envelope surface area for a 100 foot long passenger boarding bridge with the tabulated dimensions is 3,400 square feet. This yields 1,360 cubic feet per minute of air leakage at 0.3 inches of water column which is equivalent to 750 cubic feet per minute at 0.05 inches of water column after applying affinity laws.
The total airflow for all opening losses is then 20,550 cubic feet per minute in calm air if a pressure differential of 0.05 inches of water column was maintained over the length of the passenger boarding bridge. However, pressure decreases as air is lost through gaps as it moves down the passenger boarding bridge so actual airflow losses can be below 7,000 cubic feet per minute in calm wind conditions. The calculated airflow leakage rates calculations are also highly dependent on the value of flow coefficient C which may be lower for this application.
For small gaps of less than ½ inch leakage rates per lineal foot vs. pressure are provided in Heating, Ventilating, and Air Conditioning 5th edition, McQuiston and are tabulated as follows for a differential pressure of 0.05 inches water column.
The present disclosures are intended to reduce the total exfiltration airflow rate of a passenger boarding bridge to 2,500 cubic feet per minute or less to be within a reasonable level of terminal building air handling system performance. Given the dynamic nature of the passenger boarding bridge environment and the seals probabilistic estimates and sums are provided for the length of each gap with a total estimated exfiltration of 1,450 cubic feet per minute which is 60% of the target value and 13% of the estimated state of the art air leakage rates. These probabilities are likely conservative considering that the disclosed seals are intended to be zero gap.
Passenger boarding bridges also serve as an emergency egress passageway in the event of an emergency such as a ramp fuel fire. National Fire Protection Association (NFPA) Standard 415 prescribes the fire resistive performance requirements of passenger boarding bridge components in a temperature vs. time profile. However, NFPA 415 does not require passenger boarding bridges to be tested as a complete assembly. State of the art passenger boarding bridge construction would likely not be acceptable to current building or NFPA codes given the substantial gaps with consequent infiltration and exfiltration at the many different joints in a passenger boarding bridge.
The concourse side of the passenger boarding bridge may be considered the inboard side and towards the aircraft as the outboard side.
Side panels 132 are located on either side of awning 126. Fixed pads 133 may be located at the outboard side of guides 132. Elevational means to raise and lower cab 120 is provided by vertical movement means at truck 134 about horizontal transverse pivot 136 which allows displacement of cab 120 in a vertical plane. Utility swing arms 138 extend from a pivot 140 at the bottom of telescoping tunnels 112, 114 to a peak pivot 142.
When the passenger boarding bridge is desired to be docked with aircraft 124 cab 120 is displaced vertically to match the cab floor 144 height with the parked aircraft 124 floor 146 height. Telescoping tunnel 112, 114, 118 rotate about lateral pivot 136 at a juncture region between telescoping tunnel 112 and outboard rotunda wall 150. Arcuate curtains 152 at rotunda 102 and cab 120 shaped by guiding means (not shown) at rotunda roof 154 and rotunda floor 156 and cab roof 158 and cab floor 144 provide a weather barrier between the atmosphere and the passenger boarding bridge interior when rotunda 102 pivots about vertical rotational axis 110. A passenger boarding bridge may have a plurality of successive first and second telescoping tunnels 112, 114. Three concentric tunnels 112, 114, 118 are shown and should not interpreted as limiting the application of the present disclosure. Some passenger boarding bridges may also reverse the order of the telescoping tunnel sections with a larger cross-sectional tunnel 112 connected to rotunda 112 and reducing in cross sectional size toward the aircraft 124.
In
Now turning to
Similarly in
The passenger boarding bridge 100 as described is well known in prior art and in practice and provides robust means to dock with myriad makes and models of parked aircraft and are substantially described in U.S. Pat. No. 4,333,194. Several components like the rotatable cab 120, awning 126, and truck 134 are example structures and are not fully inclusive of design possibilities.
According to some embodiments a passenger boarding bridge is provided for extending an environmental envelope of an airport concourse to a parked aircraft. The passenger boarding bridge may comprise a proximal section connectable to a doored exit of the airport concourse, a distal section adapted to dock with the parked aircraft, and at least one tunnel section interposed between the proximal section and the distal section. A plurality of distal section seals may be associated with the distal section to contact the parked aircraft when the distal section is docked therewith. A first plurality of seals may be provided for sealing a juncture of the proximal section and the tunnel section, and a second plurality of seals may be provided for sealing a juncture of the distal section and the tunnel section. One or more of these seals may comprise at least one inflatable seal assembly.
The proximal section may comprise a proximal section air barrier including at least a first proximal section air barrier member fixed in position when the proximal section is connected to the door exit, and a second proximal section air barrier member that is rotatable relative to the first proximal section air barrier member about a vertical axis of the proximal section. The distal section may comprise an associated distal section air barrier including at least a first distal section member that is fixed in position when the distal section is docked with the aircraft, and a second distal section air barrier rotatable relative to the first distal section air barrier member about a distal section rotational axis.
According to some embodiments, the proximal section is a rotunda section, the distal section is a cab section, and at least one tunnel section is located therebetween. A horizontal rotunda air barrier is situated below a rotunda roof and includes at least a first horizontal rotunda member adapted to be fixed in position when the rotunda section is connected to the doored exit, and a second horizontal rotunda member rotatable relative to the first horizontal rotunda member about a rotunda section vertical rotational axis. According to some embodiments, the horizontal rotunda air barrier is interposed between a roof of the rotunda and an architectural ceiling of the rotunda, with an insulation layer disposed in the interstitial space therebetween, while in other embodiments the horizontal rotunda air barrier serves as the architectural ceiling of the rotunda section and includes an insulation layer. A vertical rotunda air barrier may also be fastened to the horizontal rotunda air barrier.
The first and second horizontal rotunda members may be sealed in a variety of ways such as through calipers, in abutment with one another, or overlapping with one another, to name a few. Where calipers are employed, a groove may be provided for enhancing a barrier seal between the two members.
The first horizontal rotunda member may extend from an end wall of the doored exit toward the at least one tunnel section, and the second horizontal rotunda member may extend from proximate to the at least one tunnel section toward the end wall. Here, the first horizontal member may be bounded by an end wall of the doored exit, fixed rotunda walls, movable arcuate curtains and a radial arc that is defined at an intersection of the fixed tunnel with the rotunda roof. The second horizontal rotunda member may be rotatable about the rotunda vertical axis and bounded by a rotunda exterior wall, rotational rotunda walls and the radial arc. In an alternate embodiment, the first horizontal rotunda member may extend from proximate to the tunnel section toward the end wall of the doored exit, while the second horizontal rotunda member extends from the end wall toward the tunnel section.
The cab section for the passenger boarding bridge may comprise a horizontal cab air barrier including at least a first horizontal cab member fixed in position when the cab section is docked with the parked aircraft, and a second horizontal cab member rotatable relative to the first horizontal cab member about a cab section rotational axis. The cab may include an awning pad with at least one awning expandable bladder attached thereto, and a cab floor having an underside with an associated cab floor seal, such as an inflatable seal or a deformable bumper, adapted to contact a fuselage of the parked aircraft. Where an inflatable seal is employed, it may be movable between a contracted position having a deflated state wherein the cab floor seal is disengaged from the fuselage, and a deployed position having an inflated state wherein the cab floor seal contacts the fuselage.
In some embodiments, a first surrounding and expandible airtight seal may be disposed at a first juncture region between the rotunda section and the at least one tunnel section, and a second surrounding and expandible airtight seal may be disposed at a second juncture region between the at least one tunnel section and cab section.
In some embodiments, the at least one tunnel section includes a plurality of telescoping tunnels with at least one inflatable seal assembly located at each juncture of the telescoping tunnels. Thermocouples and dry sprinkler piping may be attached to an exterior wall of an inner one of the telescoping tunnels and deluge discharge nozzles may be connected to the dry sprinkler piping and directed toward the at least one inflatable seal assembly. The dry sprinkler piping is preferably connectable to a sprinkler system associated with the airport concourse via at least one motorized valve, and articulates with movement of the rotunda section whereby, when a threshold high temperature is sensed by the thermocouples, the motorized valve opens to deliver water through the deluge discharge nozzles to maintain the inflatable seal assembly below a failure temperature.
In some embodiments, the passenger boarding bridge further comprises a ventilation duct connectable to an air handling source and extending along substantially an entire length of the passenger boarding bridge to terminate in the cab section. The ventilation duct may comprise a selected number of duct segments corresponding to at least the plurality of telescoping tunnels.
The artisan will appreciate that various components and sealing characteristics as described herein can be used separately or in conjunction with one another in different combinations to accomplish the objectives described herein.
It is one objective of the present invention to provide a substantially air-tight passenger boarding bridge thereby extending the envelope of an airport concourse to a parked aircraft. Given the multiple degrees of freedom inherent in a modern passenger boarding bridge a plurality of methods and means are provided to address particular junctures associated with a degree of freedom, and the ordinarily skilled artisan will appreciate that various components and sealing characteristics as described herein can be used separately or in conjunction with one another in different combinations to accomplish the objectives described herein.
Air barriers are described which may provide a dual purpose as fire and smoke barriers when fire resistive materials are used. A typical aircraft evacuation time in an emergency through the passenger boarding bridges is five minutes. Therefore, the materials must be of selection sufficient to prevent burn through before the egress time of a typical airplane.
Significant air leaks may be present in a passenger boarding bridge rotunda between the rotunda roof and the top of arcuate curtains. A horizontal air barrier comprised of at least two members which rotate relative to each other may be installed below the top of the arcuate curtains with the first member extending from the fixed tunnel of the passenger boarding bridge and contacting the arcuate curtains and terminating in an arc centered on the rotunda rotational axis. The second member extends from edge of the first telescoping structure towards the rotunda center terminating in an arc centered on the rotunda rotational axis. The interface of the two members may by a plurality of overlapping configurations including grooves and reduced additional frictional elements or a butt configuration. The horizontal air barrier may be between an architectural ceiling and the roof of the rotunda or the horizontal air barrier may serve as the architectural ceiling. Preferably the horizontal air barrier is constructed of minimum 26 gauge steel to provide fire resistive properties. When the steel is used the horizontal barrier edges may be capped with elastomeric material to avoid scuffing and wear against metal contact, but this must be balanced against a fire resistivity and selection of horizontal barrier member interface.
Another significant leakage path at the rotunda is between the arcuate curtains and the rotunda floor. This leakage path may be sealed by employing raised rotunda floor with a pliable contact material below the raised floor thereby providing an air barrier between the arcuate curtains and the rotunda floor.
The arcuate curtains themselves are a leakage path as they are typically constructed of overlapping aluminum slats. Air leakage of the arcuate curtains may be improved by installing elastomeric strips mechanically fastened to metal slats while maintaining the same rotational apparatus. The elastomeric strips provide an airtight seal between the metal slaps while also allowing bending of the arcuate curtain with the metal strips providing vertical structural support.
The horizontal air barriers, raised floor, and arcuate curtain improvements described for the rotunda may also be installed at the rotatable cab section at the aircraft. A first passageway tunnel connects to the rotunda by a lower pivot and rotates in a vertical plane relative to the rotunda. Flexible bellows may be mounted to the exterior of the rotunda and the exterior of the first telescoping tunnel. A flexible bellows may instead be installed between the interior of the rotunda and the interior of the first telescoping structure.
At a movable juncture, such as between the rotunda and the passageway tunnel it is preferable to provide expandable seals comprised of inflatable elastomeric bladders which remain clear between moveable elements of the rotunda and tunnel sections. movement is required and deploy to create an air barrier when movement ceases and an air barrier is desired. Inflatable bladders are well suited to this application which can be deflated and contracted when movement is required and inflated and expanded to contact at least two structures or sections thereby forming an air barrier when required. The expandable seal may be comprised of a plurality of inflatable bladder seals to accommodate geometry and apparatus. The inflatable seals may be expanded by a fluid, preferrable a gas, and preferably compressed air.
Significant air leaks may also be present between the telescoping passageway tunnels. Given the size and tolerances the sliding structures are not well suited to fixed seals which remain in constant contact between two sliding surfaces thereby increasing the potential for binding, friction, and scratching of architectural finishes. Expandable seals which can be contracted for movement and expanded to provide an air barrier as previously described are also well suited for this application. Expandable seals may be installed between the walls, ceilings, and roofs of overlapping and overlapped telescoping tunnels.
The maximum temperature of elastomeric materials is 400° F. where flame temperatures of aviation fuel fires may exceed 2,000° F. The seals described may be installed in locations subject to abrasion, tearing, sun exposure, thermal cycling, and inflation and deflation cycling. Compounds suitable for flexibility and maximum temperature such as S60223, a silicone compound, are preferred for use in inflatable bladders and other flexible seals and pads where fire resistive properties are required. in inflation and deflation cycling, abrasion and tearing. When fire resistivity is not a consideration other elastomers such as EPDM may be used to improve sun and weather exposure durability. Elastomers and silicone materials may be used in conjunction with other fabric materials such as Dacron or Nylon to improve characteristics of the seals where installed. For instance, expandable seals between telescoping sections will likely not have significant sun exposure, where inflatable bladders and pads contacting the aircraft will be subject to sun and weather exposure. Discussion of material is not meant to limit selection of materials, but to illustrate possible selections for use in the range of seals. Material selection for particular seals may be optimized by those skilled in the art of material selection.
Additionally, a cooling means to prevent the seal from failing before passengers can egress may be employed such as a deluge fire sprinkler between the opening of the overlapping telescoping tunnel sections and directed at the inflatable seals to maintain a temperature below the failure temperature of the elastomeric seals. Thermocouples located near the telescoping seals may activate fire sprinkler valves through a control panel. Given the complexity of passenger boarding bridge movement, exterior location of piping, and freezing temperature of water the fire sprinkler piping may be comprised of a water source, glycol piping along the fixed walkway section, and transition to dry sprinkler piping through the rotational joint requirements of the passenger boarding bridge. When activated valves between the water and glycol piping and between the glycol and dry piping open thereby delivering glycol or water to the elastomeric seals during a fire emergency. The dry piping may be insulated and heat traced in extreme cold climates to limit the potential for freezing constriction of the piping.
While passenger boarding bridge awnings which extend to aircraft are the subject of significant prior art, air gaps remain between the awning and the aircraft and also between the floor edge of the cab and the aircraft. It is advantageous to install expandable seals on the face of the retractable awning. These expandable seals may be inflatable air bladders which inflate to an expanded state to contact the aircraft skin when deployed and deflate to a contracted state when not used. An inflatable seal mounted to the underside of the cab floor near the terminus of the cab floor is also advantageous which is shielded from weather when not in use, allows a hard walking surface for passengers, and which provides an air barrier between the cab floor and the aircraft. Inflatable seals may also be installed on the face of fixed padded bumpers which also may be present on the passenger boarding bridge cab. A mechanical retraction and extension system may also be used in lieu of the underfloor inflatable seal.
Inflatable seals may expand with ambient or fire driven temperature when deployed by heating of the internal gas Pressure relief valves connected to the inflatable bladders relieve pressure under such conditions. Pressure sensors are also described which may be used to inflate the seals to a predetermined pressure to reduce the risk of damage to the passenger boarding bridge structures, aircraft, and seals.
Because the passenger boarding bridge as described is airtight a source of breathing air is required for passengers transiting or queueing inside the boarding bridge. A telescoping ventilation duct may be provided from a concourse to end of a passenger boarding bridge.
Because tempered air may be delivered to the extension part of the passenger boarding bridge and in light of the disclosures to extend the concourse building envelope to the aircraft compliance with energy codes may be required. As such insulative materials may be required throughout the passenger boarding bridge shell.
When the gate door is open between the concourse and the passenger boarding bridge the aircraft service doors on the passenger levels must be closed to complete the envelope seal.
an aircraft.
Before explaining the disclosed embodiments of the present disclosures in detail, it is to be understood that the disclosures shall not limited in its application to the details of the particular arrangement shown, since there may be other embodiments of the disclosure. Also, the terminology used herein is for the purpose of description and not of limitation.
The headings provided herein are for convenience only and do not necessarily affect the scope of the embodiments. Further, the drawings have not necessarily been drawn to scale. For example, the dimensions of some of the elements in the figures may be expanded or reduced to help improve the understanding of the embodiments. Moreover, while the disclosed technology is amenable to various modifications and alternative forms, specific embodiments have been shown by way of example in the drawings and are described in detail below. The intention, however, is not to unnecessarily limit the embodiments described. On the contrary, the embodiments are intended to cover all suitable modifications, combinations, equivalents, and alternatives falling within the scope of this disclosure.
Various examples of the devices introduced above will now be described in further detail. The following description provides specific details for a thorough understanding and enabling description of these examples. One skilled in the relevant art will understand, however, that the techniques and technology discussed herein may be practiced without many of these details. Likewise, one skilled in the relevant art will also understand that the technology can include many other features not described in detail herein. Additionally, some well-known structures or functions may not be shown or described in detail below so as to avoid unnecessarily obscuring the relevant description.
Now turning to
In
Inflatable bladders 202, 204, 206, 210 and deformable pads are subject to sun exposure, thermal cycling, use cycling, abrasion, and tearing in addition to fire resistivity requirements. Inflatable bladder 212 under floor 144 are subject to the same conditions, but may incur less sun exposure. Material selection for these seals may be from the selection noted in the summary, but may also be selected and optimized for these conditions by those skilled in the art of material selection and seals.
In
The disclosed horizontal barriers 602 and 604 may be mounted to their respective structures by any number of fastening means such as clips, channels, bar stock, screws, welding, and the like.
Inflatable seal assemblies are largely installed in spaces between rotunda 102 and tunnels 112, 114, 118. These locations are not subject to significant sun exposure, but may incur thermal cycling, use cycling, abrasion, and tearing in addition to fire resistivity requirements. Material selection for these seals may be from the selection noted in the summary, but may also be selected and optimized for these conditions by those skilled in the art of material selection and seals.
Now turning to
In
When deployed inflatable bladder 1308 expands to contiguously contact first telescoping tunnel 112 exterior sides 2304 and top 2306 thereby providing an air barrier between rotunda 102 and telescoping tunnel 112. When retracted inflatable bladder 1308 deflates to provide clearance between the exterior sides 2304 and top 2306 of telescoping tunnel 112 thereby allowing telescoping tunnel 112 to freely pivot about 136 without interference between the top 2306 of telescoping tunnel 112 and horizontal barrier 604 during movement through arc 511.
Now referring to
Now turning to
The inflatable seal assemblies 1300, sprinkler heads 2606, and thermocouples 2604 may be attached to the interior of an overlapping tunnel provided the elements are located at the maximum extension of the interior tunnel. However, the disadvantage in this arrangement is that unnecessary volume must be pressurized and will have more surface area with the potential for air leakage.
In
In
A typical dry pipe sprinkler system 2812 is pressurized with air and serves fire sprinklers 2608 with fusible links. Given the requirement of dry sprinkler piping 2812 slip joints 2816, 2818 and rotating joints 2814 it is impractical maintain a pressurized dry sprinkler piping system across a plurality of passenger boarding bridges 100 with attendant unintended releases, maintenance and repair costs, and passenger boarding bridge 100 downtime. Therefore, the thermocouple 2604 activated system is disclosed. Controls and sequence of operation for a thermocouple 2604 activated dry pipe sprinkler system are described in further detail below.
The controls depicted in
Sealing an improved passenger boarding bridge 100 substantially airtight reduces air infiltration and exfiltration at a time of maximum occupant loading when boarding or deplaning an aircraft 124 therefore
Other passenger boarding bridge construction, such as joining of exterior sheet metal or metal structures may not be well sealed. To improve the passenger boarding bridge envelope to a substantially airtight condition these joints must be sealed by means such as caulking or gasketing these assemblies or other means known to those skilled in the art of fixed enclosure sealing.
Operation
A passenger boarding bridge 100 is docked with aircraft 124 typically after positioning the cab floor edge 214 1″ to 3″ from aircraft fuselage 128 with cab floor 144 at approximately the same height as aircraft floor 146 and deploying awning 126. After passenger boarding bridge 100 is fixed in docking position a signal is sent to controller 3004 which actuates motorized valves 2906, 2908, 2912 as previously described thereby inflatable bladders 202, 204, 206, 208, 210, 212, and 1308 are inflated.
When aircraft 124 is ready to depart a signal is sent to controller 3004 which actuates motorized valves 2906, 2908, 2912 as previously described thereby inflatable bladders 202, 204, 206, 208, 210, 212, and 1308 are deflated prior to retracting awning 126 and moving passenger boarding bridge 100 away from aircraft 124.
When the gate door (not shown) is open between the concourse and the improved passenger boarding bridge 100 the exterior aircraft 124 service doors (not shown) between the exterior and passenger compartment must be closed to provide a substantially airtight envelope.
The preceding description and drawings have been presented only to illustrate and describe disclosed embodiments. It is not intended to be exhaustive or to limit the embodiment to any precise form disclosed. Many modifications and variations are possible considering the above teaching. The embodiments may be comprised of a selection among many types of materials selected by those skilled in the respective arts.
Reference in this specification to “one embodiment” or “an embodiment” or “some embodiments” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the disclosure. The appearances of the phrase “in one embodiment”, or similar phrases, in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Moreover, various features are described which may be exhibited by some embodiments and not by others. Similarly, various requirements are described which may be requirements for some embodiments but not for other embodiments.
The terms used in this specification generally have their ordinary meanings in the art, within the context of the disclosure, and in the specific context where each term is used. It will be appreciated that the same thing can be said in more than one way. Consequently, alternative language and synonyms may be used for any one or more of the terms discussed herein, and any special significance is not to be placed upon whether or not a term is elaborated or discussed herein. Synonyms for some terms are provided. A recital of one or more synonyms does not exclude the use of other synonyms. The use of examples anywhere in this specification, including examples of any term discussed herein, is illustrative only and is not intended to further limit the scope and meaning of the disclosure or of any exemplified term. Likewise, the disclosure is not limited to various embodiments given in this specification. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this disclosure pertains. In the case of conflict, the present document, including definitions, will control.
This application is a continuation-in-part of U.S. application Ser. No. 17/847,177, filed Jun. 23, 2022, now pending. This application claims priority to and the benefit of U.S. Provisional Application No. 63/394,593, filed Aug. 2, 2023, U.S. Provisional Application No. 63/394,606, filed Aug. 3, 2022, U.S. Provisional Application No. 63/395,816, filed Aug. 6, 2022, U.S. Provisional Application No. 63/396,606, filed Aug. 10, 2022, U.S. Provisional Application No. 63/408,128, filed Sep. 20, 2022, and of U.S. Provisional Application No. 63/439,821, filed Jan. 18, 2023.
Number | Date | Country | |
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63439821 | Jan 2023 | US | |
63408128 | Sep 2022 | US | |
63396606 | Aug 2022 | US | |
63395816 | Aug 2022 | US | |
63394606 | Aug 2022 | US | |
63394593 | Aug 2022 | US |
Number | Date | Country | |
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Parent | 17847177 | Jun 2022 | US |
Child | 18340655 | US |