METHOD AND DEVICE FOR MONITORING THE OPERATION OF A PASSENGER CONVEYOR SYSTEM

Description

[0001] The invention relates to a method for monitoring the operation of one or more passenger transport systems and a device for carrying out this method.

[0002] Passenger transport systems such as escalators and moving walkways are used, for example, in department stores and large shopping centers, but also in train stations, subway stations, and airports. In the latter three areas, there can be an increased risk of accidents during peak hours if users in a hurry crowd other users on the transport systems. This can cause crowded individuals to fall on the conveyor belt or step belt of the escalator or the pallet belt of the moving walkway and suffer serious injuries if the belt is not stopped, for example, by an emergency stop. Others, in turn, recklessly misuse passenger transport systems as sports and play equipment, thereby endangering themselves and other users.

[0003] Video cameras are used to monitor these passenger transport systems. The video footage is transmitted in real time to a control room and displayed on screens there. From the control room, several passenger transport systems are usually monitored by the monitoring personnel, with each group of systems being supervised by a single monitor. In addition, the monitor often also monitors and operates the lighting, fire alarm, ventilation, and, if necessary, other equipment such as security gates and the like within their assigned group of passenger transport systems.

[0004] This high intensity of monitoring activities can lead to rapid fatigue and reduced attention for the monitor. If a critical situation occurs on one of the passenger transport systems, this reduced attention can exacerbate the situation and, in severe cases, lead to serious injury or, in the worst case, the death of the user.

[0005] To solve the aforementioned problem, monitoring rooms are set up so that critical situations involving users on the passenger transport system can be automatically detected by processing motion sequence recordings using image recognition. As soon as a critical situation is detected, the corresponding motion sequence recording is displayed on the monitor in the monitoring room. The motion sequence recording is assigned an identification number, allowing the monitor to immediately identify which passenger transport system in their group experienced a critical situation.

[0006] Below the screen, a number of physical emergency stop switches are arranged according to the number of monitored passenger transport systems, each emergency stop switch being connected to the safety circuit of the corresponding passenger transport system. A corresponding monitoring system for a passenger transport system is disclosed, for example, in JP 5917327 B2.

[0007] As soon as a critical situation arises, the monitoring personnel must locate and activate the assigned emergency stop switch of the passenger transport system shown in the motion sequence recording with the identification number.

[0008] This searching can significantly reduce the emergency response speed, causing the monitoring room staff to intervene too late. Furthermore, during dramatic scenes on the motion sequence recording, the monitoring staff may panic and press the wrong emergency stop button, resulting in an emergency stop of another people mover that should not have stopped. This does not defuse the critical situation and causes inconvenience to the users of the erroneously stopped people mover, as a stopped system cannot be immediately restarted.

[0009] In the event of an abrupt stop, such as the emergency stop defined in standards (e.g., EN 115), users not directly affected by the critical situation may fall and injure themselves. However, it is quite possible that a falling user will be able to regain their balance. In this case, the critical situation resolves itself, and an emergency stop is not necessary. In other words, situations can arise where initiating an emergency stop does more harm than good to users. Such potential scenarios lead operators to believe that the expertise of monitoring personnel is indispensable when assessing critical situations.

[0010] To solve the problems described above, the object of the present invention is to provide a monitoring system for a passenger transport system which reduces the emergency response speed of the monitoring system to a minimum, minimizes human error and takes into account the beliefs of operators.

[0011] This task is solved by a method for monitoring the operation of a passenger transport system using a monitoring system. The monitoring system comprises a hazard analysis module, an interaction module, a control module, and at least one motion detection module. The motion detection module is directed at an assigned passenger transport system and can capture electronically processable motion sequence recordings of situations occurring on the assigned passenger transport system.

[0012] In other words, one or more motion detection modules are directed at a specific passenger transport system and continuously record the processes or situations currently occurring on the escalator or moving walkway. Motion detection modules can include video cameras, thermal imaging cameras, laser scanners, time-of-flight (TOF) cameras, a set of multiple sensors, and similar devices. The resulting motion sequences are then captured in an electronically processable format, such as video, image, or thermal imaging sequences. When using multiple motion detection modules per passenger transport system, each module is preferably assigned a specific section or area, ensuring that the entire escalator or moving walkway is not visible in any single motion sequence recording.

[0013] According to the invention, the motion sequence recordings are transmitted to the hazard analysis module in real time. Within the hazard analysis module, the motion sequence recordings are examined for critical situations using analysis algorithms. In other words, automated recognition processes and analysis methods known from the technical field of surveillance electronics, such as image analysis methods and corresponding algorithms, motion analysis methods and corresponding algorithms, statistical and heuristic evaluation methods, and the like, are used to detect user movements that deviate from or are atypical. Depending on the nature of the deviation, the hazard analysis module may assume a critical situation. A possible implementation of this automated assessment process is described in more detail below.

[0014] As soon as a critical situation is detected in the motion sequence recordings by the hazard analysis module, the module generates a warning signal. This signal is sent to the interaction module and the control module. Immediately upon receiving the warning signal, the motion sequence recording corresponding to the warning signal is displayed on a screen in the interaction module. Simultaneously, the control module initiates a change in the operating mode of the passenger transport system associated with the warning signal. The correlation between the warning signal and the correct motion sequence recording can be achieved, for example, by including an identification number assigned by the motion detection module in the motion sequence recording, which the hazard analysis module then also appends to the warning signal.

[0015] In other words, the monitoring system automatically initiates changes to the operation of the passenger transport system when a critical situation is detected. This results in an extremely safe and short reaction time, which cannot be achieved with the manual triggering described earlier. Human error is also eliminated.

[0016] However, a critical situation may resolve itself, for example, if a falling user is able to catch themselves. In such a scenario, an immediate stop to the ride would be unnecessary and could even endanger other users. To be able to react appropriately to such situations, the interaction module has an input device that is also activated by the warning signal. By manually operating the input device, the control module is instructed to immediately prevent or reverse the change in ride operation initiated by the warning signal.

[0017] In other words, the input device allows the on-duty supervisor to intervene in and prevent or reverse the automatic changes to the operation of the passenger transport system. This input device can be a push button, a buzzer, a virtually generated button on the screen (touch-sensitive screen interface), and similar devices.

[0018] As mentioned above, the hazard analysis module employs an automated detection and assessment process for critical situations. This process extracts and evaluates atypical movement patterns from motion sequence recordings, based on known extraction and analysis methods. To perform this evaluation, the hazard analysis module stores a set of potential critical situations. This set comprises various atypical movement scenarios, which are used to compare the movement patterns extracted from the motion sequence recordings.

[0019] This set of atypical movement scenarios can be generated, for example, through a machine learning process. This involves using a dummy or stunt performer to simulate typical critical situations, such as falls or reckless actions on the passenger transport system. These simulations are then recorded, and the extracted movement sequences are incorporated into the set as atypical movement scenarios. Of course, it is also possible to create such movement scenarios purely virtually using suitable software and sufficient computing power. Naturally, the set can also be supplemented with further atypical movement scenarios that led to accidents during the operation of the passenger transport system and that were not detected by the hazard analysis module.If there is sufficient similarity between an extracted movement sequence and an atypical movement scenario, the hazard analysis module assumes the presence of a critical situation and sends a warning signal to the interaction module and the control module.

[0020] In one embodiment of the invention, the various atypical movement scenarios of the set have different weightings in the sense of a ranking. Corresponding to these weightings, different actions for changing the travel operation can be defined. For example, the control module can open a switch of a safety circuit of the passenger transport system, thereby immediately triggering an emergency stop of the travel operation if a detected fall of a user has a very high weighting and an emergency stop is defined as the action for this high weighting.

[0021] It is also possible for a user to resolve the critical situation themselves, for example, by catching their fall by grabbing the handrail and then standing upright again. However, the user must still be in a semi-upright position. In the hazard analysis module, an atypical movement scenario corresponding to this posture can be assigned a medium weighting. To give the user sufficient time to "rescue" themselves, with medium weighting, the control module only opens a switch in a safety circuit of the passenger transport system after a predetermined delay, thus initiating an emergency stop of the system after the delay has elapsed. The supervisor also has more time to decide whether or not to activate the input device.

[0022] For example, if a user enters the passenger transport system against its direction of travel, this critical situation can be highly serious. In such a case, the control module may send a braking signal to the passenger transport system's control unit. This braking signal then initiates the braking of the passenger transport system using its frequency converter and service brake. This braking can be very gentle, preventing users on the passenger transport system from falling.

[0023] In a further embodiment of the invention, the control module, upon receiving a warning signal, issues warnings and / or instructions to the users of the passenger transport system associated with that warning signal. These warnings can be acoustic and / or visual, and can be issued to the users of the passenger transport system via an output module. The output module is located within the passenger transport system to which the warning signal is assigned. In other words, each passenger transport system is assigned at least one output module, which is operated, for example, based on an identification number of the warning signal. Preferably, this output module is oriented towards the passenger transport system in such a way that the acoustic warning addresses only the users of that passenger transport system or individual users, and not the entire surrounding area.The output module can be a loudspeaker, a sound system, a screen display, a projector for two-dimensional representations or holograms, and so on. A combination of audible and visual warnings is most effective. The warnings can be tailored to the specific critical situation and its resolution, so that, for example, if an emergency stop is initiated, other users are warned before it is. Preferably, a set of different warnings is available, from which an appropriate warning for the critical situation is automatically selected, for example, based on the weighting described above, and output via the output module.

[0024] In a further embodiment of the invention, the monitoring system comprises several motion detection modules that record the motion sequences of at least two different passenger transport systems. Each motion detection module has an identification number and assigns this identification number to its motion sequence recordings, or codes its motion sequence recordings accordingly. As soon as the hazard analysis module detects a critical situation in a motion sequence recording, it assigns the same identification number to the warning signal as that assigned to the corresponding motion sequence recording containing the critical situation.

[0025] The warning signal issued can also be provided by the hazard analysis module with a passenger transport system identification number, which is uniquely assigned to the corresponding identification number of the motion detection module.

[0026] This assignment is made, for example, via an assignment table stored in the hazard analysis module. It is also possible for the assignment to be made in the control module if the assignment table is stored there. In this case, the warning signal does not need to contain a passenger transport system identification number.

[0027] In a further embodiment of the invention, and with an implemented weighting system, the hazard analysis module can send warning signals with corresponding weightings to the interaction module in immediate succession when several critical situations are detected simultaneously. The motion sequence recordings are then displayed sequentially on the interaction module's screen according to their weighting. In other words, the motion sequence recording with the most critical situation is highlighted first. Once a predetermined time has elapsed, the motion sequence recording with the second most critical situation is highlighted, and so on. A switch to the next motion sequence recording also occurs if the monitoring personnel have manually activated the input device.

[0028] As mentioned above, the input device can have a manually operated switch, which is preferably only activated following a warning signal to prevent unintentional activation. However, it is significantly clearer for the monitoring personnel if the interaction module generates a delete input field on the screen in response to the warning signal, prompting the user to activate and manually operate the input device. Manually tapping this delete input field causes the interaction module to delete the warning signal and remove the associated display of the corresponding motion sequence recording. As explained in detail above, activation of the input device also immediately prevents or reverses the change in driving operation that was automatically initiated by the warning signal.

[0029] In a further embodiment of the invention, the interaction module can, upon receiving a warning signal, issue an optical and / or acoustic alarm to the monitoring personnel in order to draw their attention to the motion sequence recording displayed on the screen.

[0030] In a further embodiment of the invention, the interaction module comprises several small screens and one large screen. The number of screens corresponds to the number of motion detection modules, with the motion sequence recording corresponding to a warning signal being displayed on the large screen. This visually highlights the motion sequence recording associated with a warning signal, allowing the responsible monitoring person to pay full attention to it and better recognize and assess details.

[0031] It is also possible that the hazard analysis module may fail to detect a critical situation because, for example, the recorded movement pattern does not correspond to any of the atypical movement scenarios. To solve this problem, the monitoring system can be designed so that each screen is touch-sensitive, and when a small screen is tapped, its motion sequence recording is displayed on the large screen. After a defined preset time, the interaction module also sends a warning signal to the control module, containing the corresponding identification number of the motion sequence recording and the associated passenger transport system identification number. Based on the received warning signal, the control module then initiates a change in the operating procedure of the passenger transport system associated with the warning signal.

[0032] Furthermore, the interaction module also activates the input device of the monitoring system, so that by manually operating the input device the control module is instructed to immediately prevent or reverse the change in driving operation initiated by the warning signal.

[0033] In other words, a monitor might notice a critical situation while reviewing the various screens. Tapping the screen visually highlights the corresponding motion sequence recording, making it easier to see. Furthermore, this tap initiates a change in the operating mode of the passenger transport system. This change can, for example, always be defined as an emergency stop. To give the monitor time for a more precise overview, a preset time is defined. After this time expires, a warning signal is sent to the control module, and the change in operating mode or the emergency stop is initiated immediately.If, upon closer inspection, the situation proves not to be critical, the monitoring person can operate the input device and delete the warning signal before it is sent to the control module, or immediately prevent or reverse the change in driving operation initiated by the warning signal.

[0034] In an alternative embodiment of the invention, the interaction module can have only a single, very large screen, which is divided into several small screen areas and one large screen area. The number of screen areas corresponds to the number of motion detection modules, whereby, as a result of a warning signal, the motion sequence recording corresponding to the warning signal is displayed on the large screen area. Otherwise, the functionality of this embodiment is identical to the previously described embodiment with multiple screens.

[0035] Embodiments of the invention are described below with reference to the accompanying drawings, whereby neither the drawings nor the description are to be interpreted as limiting the invention. Identical or equivalent features are designated by the same reference numeral. The drawings show: Figure 1: A passenger transport system in three-dimensional view, the operation of which is to be monitored, and a monitoring system for monitoring this passenger transport system; Figure 2: Several passenger transport systems in three-dimensional view, the operation of which is to be monitored, and the monitoring system adapted for monitoring several passenger transport systems. Figure 1 .

[0036] The Figure 1Figure 1 shows a monitoring system 1 for a passenger transport system 51. The monitoring system 1 comprises a hazard analysis module 11, an interaction module 21, a control module 31, and two motion detection modules 41 and 42. The aforementioned modules 11, 21, 31, 41, and 42 are interconnected via a data network 3. The design of the data network 3 is not shown in detail, as it can be implemented in a variety of ways, such as via a local wired and / or wireless data network 3, via internet connections to a data cloud 5, via CAN bus systems, Bluetooth connections, and the like. The only relevant factor is that the individual modules 11, 21, 31, 41, 42 can exchange data with each other, whereby this data exchange between the individual modules 11, 21, 31, 41, 42 can be unidirectional or bidirectional as required.Only the most important connections of the data network 3 are symbolically represented by arrows. It should also be noted that at least the hazard analysis module 11, possibly also a computing unit 29 of the interaction module 21 and / or the control module 31 and their data storage and computing units may be implemented in the data cloud 5.

[0037] The two motion detection modules 41, 42 are directed towards the associated passenger transport system 51. Of course, only one motion detection module 41, 42 may be present if the conveying area 53 of the passenger transport system 51 is not too long and a single motion detection module 41, 42 is sufficient to monitor and record the entire conveying area 53 of the passenger transport system 51, its balustrades 54, 55, and its two access areas 56, 57.

[0038] The motion detection module 41, 42 can electronically capture motion sequence recordings 441, 442 of situations occurring on the associated passenger conveying system 51. This can also include the immediate surroundings of the passenger conveying system 51. These immediate surroundings include, for example, the areas of the building (not shown) in which the passenger conveying system 51 is installed that are upstream of the access areas 56, 57. These upstream areas of the building are also referred to as anterooms and may be monitored by proximity sensors of the passenger conveying system 51, which transmit their detection data to a start / stop control system of the passenger conveying system 51.

[0039] Motion detection modules 41, 42 can be video cameras, thermal imaging cameras, laser scanners, TOF cameras, a combination of several sensors, and the like, whereby their motion sequence recordings 441, 442 are accordingly captured as video sequences, image sequences, thermal image sequences, etc., in electronically processable form. When using several motion detection modules 41, 42 per passenger transport system 51, each motion detection module 41, 42 is assigned a specific section or area (see Figure 2 ) assigned. These areas preferably overlap so that there are no monitoring gaps in which critical situations 101 of users 102 can occur unobserved.

[0040] To efficiently and safely monitor the operation of the passenger transport system 51, the motion detection modules 41, 42 transmit their motion sequence recordings 441, 442 in real time in parallel to the interaction module 21 and the hazard analysis module 11. For this purpose, the motion detection modules 41, 42 label their motion sequence recordings 441, 442 with their identification numbers 441N, 442N in order to be able to process them correctly in the hazard analysis module 11, interaction module 21 and control module.

[0041] In this example, the motion sequence recordings 441, 442 of the two motion detection modules 41, 42 are also displayed side by side on a screen 22 of the interaction module 21, so that a supervisor (not shown) of the monitoring personnel can view the entire operation F of the passenger transport system 51 in real time. In this embodiment, the screen 22 is divided into several small screen areas 24, 25, 26 and one large screen area 23. Each motion detection module 41, 42 has its own assigned small screen area 24, 25. As in the Figure 1 As shown, another small screen area 26 is defined in which, for example, operating data of the monitored passenger transport system 51, the ventilation, the fire monitoring and the like can be displayed.

[0042] Parallel to the display on screen 22 of interaction module 21, the motion sequence recordings 441, 442 are examined in hazard analysis module 11 for critical situations 101 for users 102 of the passenger transport system 51 using analysis algorithms. These analysis algorithms are based, for example, on known image processing techniques that are optimized and applied in self-learning processes using artificial intelligence in neural networks.

[0043] A common image processing technique for extracting information from an image is, for example, the calculation of the histogram, which provides information about the statistical brightness distribution in the image. Such a histogram can serve, for example, as a configuration for further image processing steps or as information for a human user of software. Other computable information about an image includes its entropy or average brightness. Based on this information, vector analyses can be performed on image sequences to determine how individual prominent features shift relative to each other, and from this, conclusions can be drawn about user movement scenarios.Once a movement sequence 199 (symbolically represented as a moving skeleton) of a user 102 has been extracted, for example, as a skeleton movement sequence 199, and its movements have been recognized, it can be compared with a stored set 16 of atypical movement scenarios 15, which represent possible critical situations 101. Of course, instead of the procedure described above, other analysis techniques and methods known from the technical field of video surveillance can also be used to extract movement sequences 199 of users 102 from the motion sequence recordings 441, 442.

[0044] As the example shows, this has implications regarding the level of consideration of Figure 1A motion detection module 42, located further back, records a motion sequence 442 with a critical situation 101 and sends it to the hazard analysis module 11. There, the critical situation 101 is recognized by extraction and comparison, and the hazard analysis module 11 sends a warning signal 13 to the interaction module 21 and the control module 31 (dashed arrows). When the interaction module 21 receives this warning signal 13, the motion sequence 442 associated with the warning signal 13 is displayed visually on the large screen area 23.

[0045] As mentioned above, in the illustrated embodiment of the Figure 1Small screen areas 24 and 25 are defined according to the number of motion detection modules 41 and 42, so that the motion sequence recording 442 displayed on the large screen area 23 is also shown simultaneously on the assigned small screen area 25. Of course, the screen layout of the interaction module 21 can also be chosen so that the number of small screen areas 24 and 25 is determined by the number of motion detection modules 41 and 42.

[0046] The screen areas 24, 25, 26 are one area smaller than the number of motion detection modules 41, 42, so that the motion sequence recording 441, 442 on the large screen area 23 in which a critical situation 101 was last detected always continues to run. As soon as a warning signal 13 is sent to the interaction module 21 again, the corresponding motion sequence recording 441, 442 exchanges places, or rather the screen areas, with the motion sequence recording 441, 442 displayed on the large screen area 23.

[0047] Since the interaction module 21 displays the motion sequence recording 441, 442, which is shown on a small screen area 24, 25, 26, on a larger screen area 23 due to the warning signal 13, it is visually highlighted. Naturally, it can also be further emphasized, for example, by a red or yellow flashing border. In addition, the attention of the monitoring personnel can also be increased acoustically, for example, by defined alarm tones 20. Other display layouts are also possible, for example, by zooming in on the corresponding small screen area 24, 25, 26 when a warning signal 13 is triggered, instead of a permanently displayed large screen area 23.

[0048] Since a critical situation 101 is usually a dynamic process, it is quite possible that it is first recorded in the motion sequence recording 442 of the motion detection module 42, which is located further back with respect to the viewing plane, and then in the motion sequence recording 441 of the motion detection module 41, which is located further forward. Since both motion sequence recordings 441, 442 are analyzed simultaneously by the hazard analysis module 11, corresponding warning signals 13 are transmitted successively to the interaction module 21 and control module 31, which have the different identification numbers 441N, 442N of the motion sequence recordings 441, 442 assigned to them. A logic is implemented in a processing unit 29 of the interaction module 21, which automatically switches the motion sequence recordings 441, 442 displayed in the large screen area 23 according to the sequence of the warning signals 13.

[0049] Upon receiving the warning signal 13, the control module 31 initiates a change in the driving operation F of the passenger transport system 51 associated with the warning signal 13. This means that the control module 31 and the interaction module 21 become active in parallel upon receiving a warning signal 13, with the control module 31 initiating the change in the driving operation F and the interaction module 21 displaying or highlighting on its screen 22 the motion sequence recording 441, 442 corresponding to the warning signal 13.

[0050] In other words, the change in the operating procedure F of the passenger transport system 51, on which a critical situation 101 has been detected, is automatically initiated by the monitoring system 1. This results in an extremely safe and short reaction time, which cannot be achieved by pure video surveillance with automated evaluation and manual triggering.

[0051] However, a critical situation 101 may resolve itself, for example, if a falling user 102 is able to catch themselves. In such a scenario, an immediate emergency stop of the driving operation F would be unnecessary and could even endanger other users. To be able to react appropriately to such situations, the interaction module has an input device 30, which is also activated by the warning signal 13. By manually operating the input device 30, the control module 31 is instructed, for example, by means of a reset command R, to immediately prevent or reverse the change in the driving operation F initiated by the warning signal 13.Furthermore, manually tapping the input device 30 causes the interaction module 21 to delete the warning signal 13 and to withdraw the associated highlighted display of the corresponding motion sequence recording 441, 442.

[0052] In other words, the input device 30 enables the on-duty supervisor to intervene in the automatically occurring change to the driving operation F and to prevent or reverse it. The input device 30 can be a buzzer button 27 represented by a dashed line, a virtually generated deletion input field 28 on the screen 22 (touch-sensitive screen surface), and the like.

[0053] It is also possible that the hazard analysis module 11 cannot detect a critical situation 101 because, for example, the recorded movement pattern does not correspond to any of the atypical movement scenarios 15 present in set 16. To solve this problem, the monitoring system 1 can be designed such that the screen 22 is touch-sensitive and, when a small screen area 24, 25 is tapped, its movement sequence recording 441, 442 is displayed on the large screen area 23. After a defined preset time T, the interaction module 21 sends a warning signal 13 with the corresponding identification number 441N, 442N of the movement sequence recording 441, 442 and an associated passenger transport system identification number 51N to the control module 31, which, based on the received warning signal 13, initiates a change in the driving operation F at the passenger transport system 51 assigned to the warning signal 13.

[0054] Furthermore, the interaction module 21 also activates the input device 30 of the monitoring system 1, so that by manually operating the input device 30, the control module 31 can be instructed to immediately prevent or reverse the change in driving operation F initiated by the warning signal 13. If the input device 30 is operated manually or another small screen area 24, 25 is tapped before the specified preset time T has elapsed, no warning signal 13 is sent to the control module 31. This effectively prevents the change in driving operation F initiated by the warning signal 13.

[0055] As previously mentioned, the hazard analysis module 11 stores a set of 16 possible critical situations 101 as atypical movement scenarios 15, with which movement sequences 199 extracted from the movement sequence recordings 441, 442 are compared. If there is sufficient similarity between an extracted movement sequence 199 and an atypical movement scenario 15, the presence of a critical situation 101 is assumed, and the warning signal 13 is sent to the interaction module 21 and the control module 31. Depending on the detected movement scenario 15, different actions can be planned, such as how the operation F of the passenger transport system 51 is to be changed. For this purpose, an instruction set 14 with instructions 17 is stored in the control module 31. The instructions 17 for the action to be carried out depend on the detected critical situation 101 and are retrieved via a weighting 18X, 18Y, 18Z.Each atypical movement scenario 15 is assigned a weighting of 18X, 18Y, 18Z. Accordingly, the warning signal 13 emitted by the hazard analysis module 11 is also assigned a weighting of 18X, 18Y, 18Z.

[0056] In Figure 1The following is an example of how a user 102 of the passenger transport system 51 stumbles and falls in its conveying area 53. The motion detection module 42 records this critical situation 101 in its motion sequence recording 442 and sends it, labeled with its identification number 442N, to the interaction module 21, where it is displayed in the designated small screen area 25. Simultaneously, the same motion sequence recording 442 is also sent to the hazard analysis module 11. Using image processing, the movement sequence 199 of the user 102 is extracted from the motion sequence recording 442 and compared with the set 16 of atypical movement scenarios 15 stored in the hazard analysis module 11.Since the extracted movement sequence 199 corresponds sufficiently with one of the atypical movement scenarios 15, which defines a stumble, the hazard analysis module 11 sends a warning signal 13, along with the average weighting 18Y defined for stumble, to the interaction module 21 and the control module 31. The transmission of the warning signal 13 is represented by a dashed arrow. The term "sufficient" here refers to a similarity assessment within defined limits, which are defined, for example, by a percentage range of correspondence between the user's movement sequence and the movements stored in the atypical movement sequence, as stored in the hazard analysis module.

[0057] With the transmission of the warning signal 13, the motion sequence recording 442 of the motion detection module 42 is also displayed on the large screen area 23 and together with the deletion input field 28 of the input device 30.

[0058] In control module 31, instruction 17, assigned to weights 18X, 18Y, and 18Z, is retrieved and executed. In this example, with a medium weight of 18Y, an emergency stop is to be performed after a delay of t = 2 seconds. After the delay t has elapsed, control module 31 opens a switch 33 of a safety circuit 35 of the passenger transport system 51, whereupon an emergency stop is immediately initiated by the control unit 59 of the passenger transport system 51. If the monitoring personnel touch the input device 30 within the delay t, control module 31 aborts the execution of instruction 17 and does not open the switch 33. As indicated by the arrow with a dashed line, the safety circuit 35 reports the successful opening of the switch 33 back to control module 31, and from there to the interaction module 21, where it is displayed, for example, in the small screen area 26.

[0059] The double-dotted arrow 37 shows that the control module 31 can also directly access the control unit 59 of the passenger transport system 51 and transmit instructions 17 to it to change the travel operation F. This is the case, for example, when a user 102 enters the passenger transport system 51 against the current direction of travel and a reduction in the transport speed is provided as instruction 17 for this atypical movement scenario 15.

[0060] In the Figure 2 Several passenger transport systems 61, 71, 81 are shown in a three-dimensional view, the operation of which F is to be monitored. For this purpose, monitoring system 1 of the Figure 1 adapted accordingly. This monitoring system 1 also includes a hazard analysis module 11, an interaction module 21, and a control module 31.

[0061] To monitor multiple passenger conveying systems 61, 71, 81, the monitoring system 1 also includes several motion detection modules 43, 44, 45, 46, 46+n, 46+2n. In the present embodiment, two passenger conveying systems 61, 71 designed as escalators are shown in detail. The balustrade sketched with a dashed line symbolizes a multitude of further passenger conveying systems 81.

[0062] Each of these passenger transport systems 61, 71, 81 is assigned two motion detection modules 43, 44, 45, 46, 46+n, 46+2n, which record motion sequences 443, 444, 445, 446, ... from the operating mode F of "their" passenger transport systems 61, 71, 81. Each of the motion detection modules 43, 44, 45, 46, 46+n, 46+2n has a code or identification number 443N, 444N, 445N, 446N, ... and codes its motion sequence recordings 443, 444, 445, 446 accordingly.

[0063] As in the exemplary embodiment of the Figure 1, are also included in the exemplary embodiment of the Figure 2 The motion sequence recordings 443, 444, 445, 446, ... are sent in parallel to the hazard analysis module 11 and the interaction module 21. In the event of a detected critical situation 101A, 101B, 101C, the hazard analysis module 11 assigns the corresponding identification number 443N, 444N, 445N, 446N, ... to the motion sequence recording 443, 444, 445, 446, ... containing the critical situation and sends this warning signal 13A, 13B, 13C, as symbolically indicated by the arrows, to the interaction module 21 and the control module 31.

[0064] Unlike in the Figure 1 , the monitoring module 21 of the Figure 2A central screen 91 and, in its immediate vicinity, further screens 93 to 96+2n are displayed, with each motion detection module 43, 44, 45, 46, 46+n, 46+2n having an associated screen 93 to 96+2n, each of which displays its motion sequence recordings 443, 444, 445, 446, ... in real time. Upon receiving a warning signal 13A, 13B, 13C, the interaction module 21 displays the motion sequence recording 443, 444, 445, 446, ... associated with the warning signal 13A, 13B, 13C on the central screen 91, based on the transmitted identification number 443N, 444N, 445N, 446N, ... To visually highlight the associated motion sequence recording 443, 444, 445, 446, ... the central screen 91 has a larger screen area than the other screens 93 to 96+2n.

[0065] As shown by the dashed line, the hazard analysis module 11 can contain a unique mapping of passenger transport system identification numbers 61N, 71N, 81N to identification numbers 443N, ..., 446N of the corresponding motion detection modules 43, ..., 46+2n, so that the control module 31 initiates the change in the operating mode F at the correct passenger transport system 61, 71, 81. Such a mapping can, for example, be stored as a table in a storage medium 99 of the hazard analysis module 11. In this case, the warning signal 13A, 13B, 13C must also contain the corresponding passenger transport system identification number 61N, 71N, 81N. Alternatively, these mappings can also be stored in a storage medium 99 of the control module 31. In this case, it is not necessary for the warning signal 13A, 13B, 13C to have the corresponding passenger transport system identification number 61N, 71N, 81N.

[0066] On the in Figure 2The passenger transport systems 61, 71 and their immediate surroundings are also illustrated as examples of various critical situations 101A to 101C. A set of 16 possible critical situations is stored in the hazard analysis module 11, corresponding to these critical situations 101A, 101B, 101C. Specifically, the set comprises 16 different atypical movement scenarios 15, with which movement sequences 199 extracted from the motion sequence recordings 443, 444, 445, 446, ... are analyzed (see Figure 1 ) can be compared. The possible location where such a critical situation 101A, 101B, 101C could even occur can also play a role. An atypical movement scenario 15, which represents a fall in the sloping central section of an escalator, cannot occur in the same way in the vestibule of the passenger transport system 61, 71, 81 or in one of the access areas 56, 57 (see Figure 1) occur. The set of 16 atypical movement scenarios 15 can, for example, be generated by a machine learning process by simulating typical critical situations 101A, 101B, 101C, such as falls or reckless actions on the passenger transport system 61, 71, 81, using a dummy or stunt performer. The movement sequences 199 recorded and extracted in this process can be included in the set 16 as atypical movement scenarios 15. Of course, the set 16 can also be supplemented with further atypical movement scenarios 15 that led to an accident during the operation of the passenger transport system 61, 71, 81 and that were not detected by the hazard analysis module 11.If there is sufficient similarity between an extracted movement sequence 199 and an atypical movement scenario 15, the hazard analysis module 11 can assume or determine the existence of a critical situation 101A, 101B, 101C and send a warning signal 13A, 13B, 13C to the interaction module 21 and the control module 31.

[0067] As symbolically represented by differently sized weights, the various atypical movement scenarios 15 of set 16 have different weightings 18X, 18Y, 18Z in a ranking order. The critical situation 101A recorded by the motion detection module 43 is recognized in the hazard analysis module 11 as a "fall" and the corresponding warning signal 13A is assigned the highest weighting 18Z, since continuing the operation F could lead to serious injuries to the fallen user 102A.

[0068] The critical situation 101B, recorded by the motion detection module 44, is recognized in the hazard analysis module 11 as "entering in the wrong direction," and the corresponding warning signal 13B is assigned the lowest weighting of 18X. By entering in the wrong direction, user 102B does not immediately endanger himself, but rather obstructs oncoming users as they exit the passenger transport system 71.

[0069] The critical situation 101C, recorded by the motion detection module 46, is recognized in the hazard analysis module 11 as "entering with a shopping cart" and the corresponding warning signal 13C is assigned a medium weighting of 18Y. User 102C is only in danger when she reaches the rising central section of the personnel transport system 61 with her shopping cart.

[0070] As in the exemplary embodiment of the Figure 1 , is also in the Figure 2An instruction set 14 containing instructions 17 is stored in a storage medium (not shown) of the control module 31. The instructions 17 are retrieved according to the weighting 18X, 18Y, 18Z of the warning signal 13A, 13B, 13C and implemented by the control module 31. When the deletion input field 28 of the input device 30 is tapped, the control module 31 is instructed to prevent or reverse the change in the driving operation F, or the implementation of the retrieved instruction 17.

[0071] It should be noted at this point that the prevention or reversal of the retrieved instruction 17 for changing the driving operation F depends on the type of instruction 17 and its implementation progress at the time of manual activation of the input device 30. For example, instruction 17 "Emergency Stop" cannot be prevented or reversed once a switch 33 of a safety circuit 35 has been opened by the control module 31. As long as the switch 33 is closed, cancellation (prevention) is still possible; otherwise, the emergency stop will be carried out until the driving operation F has come to a complete standstill.However, instruction 17, "Slow down using frequency converter 87 and brake 88," can also be prevented or reversed after its implementation has started using input device 30. This can be achieved, for example, by maintaining the travel speed of the affected passenger transport system 61, 71, 81 from the moment input device 30 is manually activated (preventing) or by increasing it back to nominal speed according to a predefined acceleration profile (reversing). The abort criteria for preventing or reversing the instruction, as well as the associated control processes, are preferably also part of instruction 17.

[0072] In other words, when the deletion input field 28 is tapped, the control module 31 is always instructed to immediately prevent or reverse the change to the driving operation F. Whether this "delete command" is implemented, partially implemented, or not implemented at all depends on the logic stored in the control module 31, which takes into account the current operating parameters of the passenger transport system 61, 71, 81 as well as the abort criteria of the instructions 17.

[0073] In the critical situation 101A detected by the motion detection module 43, an instruction 17 is called up due to the high weighting 18Z, in which the control module 31 immediately activates a safety switch 33 of the affected passenger transport system 71 and initiates an emergency stop.

[0074] In the critical situation 101C detected by the motion detection module 46, an instruction 17 is called due to the medium weighting 18Y. In this instruction, the control module 31 activates a safety switch 33 of the affected passenger transport system 61 with a predefined delay time t. This provides sufficient time to warn the user 102C (see below) so that she leaves the anteroom of the passenger transport system 61 before she reaches its conveying area 63 and a stop is initiated.

[0075] In the event of a critical situation 101B detected by the motion detection module 44, an instruction 17 is retrieved, which, symbolically represented by a dash-three-dotted arrow, is sent by the control module 31 to a controller 73 of the affected passenger transport system 71. This instruction 17 causes the controller 73 to reduce the travel speed of a conveyor belt 75 of the affected passenger transport system 71 according to a predefined deceleration profile.

[0076] It goes without saying that if two critical situations 101A, 101B occur simultaneously on the same passenger transport system 71 and warning signals 13A, 13B are forwarded to the control module 31 in quick succession, instruction 17 with the higher weighting 18Z is preferentially implemented by the control module 31.

[0077] Since the monitoring system 1 of Figure 2Since several passenger transport systems 61, 71, 81 are being monitored, it is quite possible that several critical situations 101A, 101B, 101C may occur simultaneously, as shown. In this situation, the hazard analysis module 11 sends warning signals 13A, 13B, 13C with corresponding weightings 18X, 18Y, 18Z to the interaction module 21 and the control module 31 in immediate succession. The motion sequence recordings 443, 444, 445, 446, ... are then highlighted visually and / or audibly on the central screen 91 in the interaction module 21 based on their weightings 18X, 18Y, 18Z, so that the monitoring personnel can always assess the most critical situations 101A, 101B, 101C first.

[0078] This "sequential" display can be implemented in different ways. For example, the corresponding motion sequence recording 443, 444, 445, 446, ... can be highlighted for a predetermined period before the next motion sequence recording 443, 444, 445, 446, ... is displayed. Switching to the next motion sequence recording 443, 444, 445, 446, ... can also be done by tapping the deletion input field 28.

[0079] In the present embodiment of the Figure 2Due to the warning signal 13A, 13B, 13C on screen 91, the interaction module 21 generates a deletion input field 28 of the input device 30. By manually tapping the deletion input field 28, the interaction module 21 is instructed to delete the warning signal 13A, 13B, 13C and to remove the associated visual and / or acoustic highlighting of the corresponding motion sequence recording 443, 444, 445, 446, ... or to no longer display it on the central screen 91. At the same time, the control module 31 is instructed to immediately prevent or reverse the change in driving operation F associated with the deleted warning signal 13A, 13B, 13C and which has already been initialized.

[0080] To warn users 102A, 102B, 102C of an impending change in the operating procedure F and / or to draw attention to their incorrect behavior, the control module 31, when a warning signal 13A, 13B, 13C is present, issues an audible and / or visual warning to users 102A, 102B, 102C of the passenger transport system 61, 71, 81 via an output module 121, 122, 123. The output module 121, 122, 123 is located in the vicinity of the passenger transport systems 61, 71, 81. Preferably, the control module 31 activates those output modules 121, 122, 123 that belong to the passenger transport system 61, 71, 81 to which the warning signal 13A, 13B, 13C is assigned. The visual and / or audible warning includes a message corresponding to the critical situation 101A, 101B, 101C. Based on the information in the Figure 2 The critical situations shown in sections 101A, 101B, and 101C are described in more detail below.

[0081] In the event of critical situation 101A, a "fall" was detected by the hazard analysis module 11 and a corresponding warning signal 13A was generated. Its identification number 443N prompts the control module 31 to select the output module 123 closest to the motion detection module 43. This output module 123, designed as a loudspeaker, receives, for example, the acoustic warning "Attention: Emergency stop of the escalator," selected based on weighting 18Z, via a wireless connection 97.

[0082] In the critical situation 101B, "incorrect access" was detected by the hazard analysis module 11, and a corresponding warning signal 13B was generated. Its identification number 444N prompts the control module 31 to select the output module 121 closest to the motion detection module 44. This output module 123, designed as a loudspeaker, receives, for example, the acoustic warning "Attention incorrect access area," selected based on weighting 18X, via the wireless connection 97.

[0083] In the critical situation 101C, the hazard analysis module 11 detected "unauthorized entry with a shopping cart" and generated a corresponding warning signal 13C. Its identification number 446N prompts the control module 31 to select the output module 122 closest to the motion detection module 46. This output module 122, designed as a screen, receives, for example, a visual warning via a wireless connection 97, displaying an image of a shopping cart with a line through it. Naturally, an audible warning can also be emitted to further alert output module 122. In principle, any device capable of emitting an audible and / or visual warning can be used as output modules 121, 122, and 123.Particularly effective in this regard are so-called hologram projectors, by means of which, for example, virtual persons can give acoustic warnings and hand movements to users 102A, 102B, 102C of the passenger transport systems 61, 71, 81.

[0084] Although based on the Figure 1 and 2 Since different versions of monitoring system 1 are shown, it is obvious that these can be combined with each other. For example, the one in the Figure 2 The arrangement of several screens shown (91, 93, 94, 95, 96) is also found in a monitoring system 1 of the Figure 1 be implemented and vice versa. Furthermore, the one related to the Figure 1 described “automatic switching”, the motion sequence recording 441, 442 shown in the large screen area 23 also in a monitoring system 1 according to the Figure 2This is implemented when the same critical situation 101, 101A, 101B, 101C is detected by multiple motion detection modules 41, ..., 46+2n during its temporal progression. Naturally, the described weights 18X, 18Y, 18Z are not limited to three; each atypical motion scenario 15 can have its own fixed, assigned weight 18X, 18Y, 18Z. The same applies to the instruction set 14 with instructions 17, whereby for each atypical motion scenario 15 or each known critical situation 101A, 101B, 101C, there can be a specific instruction 17 tailored to it.

[0085] Finally, it should be noted that terms such as "comprising," "encompassing," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Reference numerals in the claims are not to be considered as limitations.

Claims

1. A method for monitoring the drive operation (F) of a passenger conveyor system (51, 61, 71, 81) by means of a monitoring system (1), wherein the monitoring system (1) has a hazard analysis module (11), an interaction module (21), a control module (31) and at least one movement detection module (41, ..., 46+2n), which movement detection module (41, ..., 46+2n) is directed toward an associated passenger conveyor system (51, 61, 71, 81) and can record electronically processable movement sequence images (441, ..., 446+2n) of situations that occur on the associated passenger conveyor system (51, 61, 71, 81), • wherein the movement sequence images (441, ..., 446+2n) are transmitted in real time to the hazard analysis module (11) and an analysis is performed therein as to whether there is a critical situation (101, 101A, 101B, 101C) for users (102, 102A, 102B, 102C) of the passenger conveyor system (51, 61, 71, 81) in the movement sequence images (441, ..., 446+2n); • wherein the hazard analysis module (11) generates a warning signal (13, 13A, 13B, 13C) as soon as a critical situation (101, 101A, 101B, 101C) occurs in the movement sequence images (441, ..., 446+2n); • wherein the warning signal (13, ..., 13C) is sent to the interaction module (21) and the control module (31) and the movement sequence image (441, ..., 446+2n) correlating with the warning signal (13, ..., 13C) is shown on a screen (22, 91, 93, 94, 95, 96, 96+n) of the interaction module (21) immediately after receipt of the warning signal (13, ..., 13C) and the control module (31) initiates a change in the drive operation (F) of the passenger conveyor system (51, 61, 71, 81) associated with the warning signal (13, ..., 13C), characterized in that, • the interaction module (21) activates an input device (30) of the monitoring system (1) and, upon manual operation of the input device (30), the control module (31) is instructed to immediately suppress or cancel the change in the drive operation (F) initiated by the warning signal (13, ..., 13C).

2. The method according to claim 1, wherein a set (16) of possible critical situations (101, 101A, 101B, 101C) is stored in the hazard analysis module (11), wherein the set (16) comprises various atypical movement scenarios (15) with which movement sequences (199) extracted from the movement sequence images (441, ..., 446+2n) are compared, and if an extracted movement sequence (199) and an atypical movement scenario (15) correspond sufficiently, the existence of a critical situation (101, ..., 101C) is assumed and the warning signal (13, ..., 13C) is sent to the interaction module (21) and the control module (31).

3. The method according to claim 2, wherein the various atypical movement scenarios (15) in the set (16) have different weightings (18X, 18Y, 18Z) in the sense of a ranking.

4. The method according to claim 3, wherein the drive operation (F) is changed on the basis of the weighting (18X, 18Y, 18Z) so that, according to the weighting (18X, 18Y, 18Z), • the control module (31) opens a switch (33) of a safety circuit (35) of the passenger conveyor system (51, 61, 71, 81), which immediately causes an emergency stop of the drive operation (F); or • the control module (31) opens a switch (33) of a safety circuit (35) of the passenger conveyor system (51, 61, 71, 81) after a predetermined delay time (t), whereby an emergency stop of the drive operation (F) takes place after the delay time (t) has elapsed; or • the control module (31) sends a braking signal to a controller (73) of the passenger conveyor system (51, 61, 71, 81), by means of which braking signal the drive operation (F) of the passenger conveyor system (51, 61, 71, 81) is braked by means of its frequency inverter (87) and its service brake (88).

5. The method according to any one of claims 1 to 4, wherein upon receipt of a warning signal (13, ..., 13C), the control module (31) issues warnings and / or instructions to users (102, ..., 102C) of the passenger conveyor system (51, 61, 71, 81) associated with the warning signal (13, ..., 13C).

6. The method according to claim 5, wherein the control module (31) outputs an acoustic and / or visual warning to the users (102, ..., 102C) of the passenger conveyor system (51, 61, 71, 81) via an output module (121, 122, 123), and wherein the output module (121, 122, 123) is arranged in the region of the passenger conveyor system (51, 61, 71, 81) with which the warning signal (13, ..., 13C) is associated.

7. The method according to any one of claims 3 to 6, wherein the monitoring system (1) comprises a plurality of movement detection modules (41, ..., 46+2n) which record movement sequence images (441, ..., 446+2n) of at least two different passenger conveyor systems (51, 61, 71, 81), wherein each of the movement detection modules (41, ..., 46+2n) has an identification number (443N, ..., 446N) and provides its movement sequence images (441, ..., 446+2n) with said number and the hazard analysis module (11) provides the issued warning signal (13, ..., 13C) with the corresponding identification number (443N, ..., 446N), wherein a unique assignment of passenger conveyor system identification numbers (61N, 71N, 81N) to the identification numbers (443N, ..., 446N) of the corresponding movement detection modules (41, ..., 46+2n) is stored in the hazard analysis module (11) or control module (31) so that the control module (31) initiates the change in the drive operation (F) on the correct passenger conveyor system (51, 61, 71, 81).

8. The method according to any one of claims 3 to 7, wherein the hazard analysis module (11) sends warning signals (13A, ..., 13C) with the associated weighting (18X, 18Y, 18Z) to the interaction module (21) in immediate succession when a plurality of critical situations (101, ..., 101C) are detected simultaneously, wherein the movement sequence images (441, ..., 446+2n) are displayed and emphasized successively on the screen (22, 91) on the basis of their weighting (18X, 18Y, 18Z).

9. The method according to any one of claims 1 to 8, wherein, on the basis of the warning signal (13, ..., 13C), the interaction module (21) generates a deletion input field (28) on the screen (22, 91) for activating and manually operating the input device (30), and, by manually tapping the deletion input field (28), the interaction module (21) is prompted to cancel the warning signal (13, ..., 13C) and to withdraw the associated display of the corresponding movement sequence image (441, ..., 446+2n).

10. The method according to any one of claims 1 to 9, wherein, upon receipt of the warning signal (13, ..., 13C), the interaction module (21) issues a visual and / or acoustic alarm to the monitoring staff who are responsible for the manual operation of the input device (30).

11. The method according to any one of claims 1 to 10, wherein the interaction module (21) has a plurality of small screens (93, 94, 95, 96, 96+n) and one large screen (91) and the number of screens (91, 93, 94, 95, 96, 96+n) corresponds to the number of movement detection modules (41, ..., 46+2n), wherein, as a result of a warning signal (13, ..., 13C), the movement sequence image (441, ..., 446+2n) corresponding to the warning signal (13, ..., 13C) is displayed on the large screen (91).

12. The method according to claim 11, wherein each screen (91, 93, 94, 95, 96, 96+n) is touch-sensitive and, when a small screen (93, 94, 95, 96, 96+n) is tapped, the reproduced movement sequence image (441, ..., 446+2n) thereof is reproduced on the large screen (93), and wherein, after a fixed predefined time (T), the interaction module (21) sends the warning signal (13, ..., 13C) together with the corresponding identification number (443N, ..., 446N) and the associated passenger conveyor system identification number (443N, ..., 446N) to the control module (31), and the input device (30) of the monitoring system (1) is activated.

13. The method according to any one of claims 1 to 10, wherein the screen (22) of the interaction module (21) is divided into a plurality of small screen regions (24, 25, 26) and one large screen region (23) and the number of screen regions (23, 24, 25, 26) corresponds to the number of movement detection modules (41, ..., 46+2n), wherein, as a result of a warning signal (13, ..., 13C), the movement sequence image (441, ..., 446+2n) corresponding to the warning signal (13, ..., 13C) is displayed in the large screen region (23).

14. The method according to claim 13, wherein the screen (22) is touch-sensitive and, when a small screen region (24, 25, 26) is tapped, the reproduced movement sequence image (441, ..., 446+2n) thereof is reproduced in the large screen region (23), and wherein, after a fixed predefined time (T), the interaction module (21) sends a warning signal (13, ..., 13C) together with the corresponding identification number (443N, ..., 446N) and the associated passenger conveyor system identification number (443N, ..., 446N) to the control module (31), and the input device (30) of the monitoring system (1) is activated.

15. A monitoring system (1) for carrying out the method according to any one of claims 1 to 14, which monitoring system (1) comprises at least one hazard analysis module (11), an interaction module (21), a control module (31) and at least one movement detection module (41, ..., 46+2n), which are connected to one another via a data network (3), wherein the interaction module (21) comprises an input device (30) which, after being manually operated, is designed to immediately suppress or cancel a change in the drive operation (F) initiated by the monitoring system (1).