KR100837497B1 - Passenger Guiding System for a Passenger Transportation System - Google Patents

Abstract

The present invention provides a passenger transport system (4) comprising a lobby (2) providing access to at least one transport car (6, 8, 10, 12) and a control for controlling the movement of the car. A passenger transport system characterized by a passenger tracker tracking device (16) comprising data processing means for monitoring an access area for (6, 8, 10, 12).

Passenger Carrier System, Carrier Car, Passenger Tracker, Load Condition, Destination Input Device

Description

Passenger Guiding System for a Passenger Transportation System

The present invention relates to an elevator system comprising a row of elevators used in a building, comprising a passenger transport system, for example a lobby providing access to at least one transport car, and a control for controlling the movement of the car. .

One of the main problems with such elevator systems is the control of individual elevator cars to transport passengers to the desired destination with minimal waiting time in the lobby and as little intermediate stops as possible before reaching the destination. Long wait times and excessive stops are one of the most frustrating conditions for individual passengers. There is an elevator system that allows passengers in the lobby to enter their destination direction, i.e. up or down, as well as enter their exact destination, for example the destination floor. Along with indicating to the passenger the arrival floor to be moved by any car, ie "this elevator moves to the 23, 24 and 46 floors", the control using such input information is only used to control using the destination direction. Can be substantially improved. However, especially in communication congestion, such systems have drawbacks unless the system has control over the actual number of destination calls made and destination calls not yet made. It is therefore an object of the present invention to provide a passenger transport system as defined above with an improved elevator control which receives more detailed information for each passenger.

In order to solve this problem, the passenger conveying system further includes a passenger trace checking device including data processing means for monitoring an access area to the car. The passenger trace tracking device may comprise sensors for detecting the location, speed and direction of the passenger within the area of access to the car and possibly within the entire lobby. The data processing means may use such data to calculate the track or route the passenger traveled and, if necessary, to calculate the expected trace. The data processing means can be any type of microprocessor known to those skilled in the art for performing such calculations. The data processing means may be part of a sensor or a control portion for controlling the movement of the car such that the plurality of sensors may be directly connected with the control portion of the passenger transport system, or alternatively the data processing means may be adapted to calculate respective passenger trace data. It may be associated with a sensor or a plurality of sensors and may be connected to and transmit such data to a control of a passenger transport system. For certain applications, it may be advantageous to have a passenger trace tracking unit that includes the data processing means as a "plug-in device" to allow its easy retrofit to existing passenger conveying systems.

It is possible to have a plurality of sensors connected to a single data processing means, but it is also possible to have a plurality of passenger trace tracking devices each including data processing means for monitoring each area. The individual passenger tracker devices may be combined with each other and / or with the controls of the passenger transport system to allow passenger tracking beyond the boundary between the individual passenger tracker devices.

Such passenger trace tracking devices open up various options for improving the control of the passenger conveying system. In particular, such a system can recognize that many passengers are heading for a particular elevator car. This information can be used to assign a different car to each destination at an early stage before the overload sensor of each car signals the overload condition. Such a feature can help redirect the passenger to another car and avoid unnecessary delays in car movement caused by an overload condition.

It should be appreciated that the present invention can be used in any type of passenger transport system including any type of lobby or access area that provides access to a plurality of transport cars, such as escalators and train systems. Beyond the optimization of the induction of passengers in each car, the system also compares the predicted passenger trace with the moving part of the passenger conveying system, such as an incoming train, etc. and takes any action when a potential collision is determined. It should be noted that the safety of a person can be substantially improved.

Preferably, the passenger trace tracking device processes the data to determine the approximate information of the passengers and subjects and preferably the location, speed, and direction of each passenger, and possibly the size of the passenger, subject, etc. An imaging device connectable to the means. The imaging device may be a video camera, thermal sensor, infrared sensor or radar system. Other devices such as floor contact sensors and the like can also be used. It should be appreciated that each sensor system and in particular each imaging system can be rather simple with a relatively low resolution and low refresh rate. It should be appreciated that modern low cost ship radar systems already provide a way to track an object, calculate its position, speed, and route, and calculate potential collision alerts. Such a system can track many moving objects simultaneously. Each hardware for sensors and microprocessors and the like is relatively inexpensive, and in addition to such hardware, only computational software is required. It would be difficult for a person skilled in the art to implement a known solution from a ship radar system or an aircraft collision avoidance system in a passenger trace tracking device for use in a passenger conveying system, and thus a detailed description of such a technique will be omitted.

Preferably, the passenger conveying system further comprises means for providing information about the movement state of the individual car doors, and the data processing means also reacts if the predicted passenger trace and the predicted car door trace interfere with each other. It is configured to generate a potential crash alert. Such a response may be a warning signal to the passenger or an issue such as a command to open the car door. Passenger track tracking devices can also be used to identify slow or handicapped people heading for a particular car and delay the closing of the car door, if appropriate. Additionally, the passenger tracer device may be implemented to allow for the determination of the size of a person moving in an access area or lobby or a particular subject, such as a person pushing a cart or a baby stroller, a mother pushing a hospital bed, and the like. This information can be used to assign a new car to the same destination even if the car already assigned to that destination has not yet been overloaded in terms of weight.

Preferably, the passenger transport system further comprises a destination input device located within the area monitored by the passenger tracker. Preferably, the destination input device is centrally located within the entrance area to the lobby. Clearly, a plurality of destination input devices may be provided at a plurality of inlets. The destination input device may be any type of pushbutton destination input device, which may alternatively or additionally be an entrance identification device, for example a card reading device. In the case of an identification system, the data associated with the person stored in the elevator control may include the destination of the passenger. This arrangement of the destination input device within the area monitored by the passenger tracker allows the association of each passenger track tracked by the passenger tracker with its specific destination. Thus, the passenger transport system not only knows where the passenger is moving, but also knows the destination of such passenger. In particular, the passenger transport system may use this information to check whether all passengers assigned to a particular car have entered a particular car. It may also use such information to monitor whether a passenger is heading for the right car and so forth. The passenger conveying system may also use such information to accelerate the allocation of cars, for example if all passengers assigned to such a car have entered the car, close the car door and dispatch each car. In particular, the destination input device can input destination data into the data processing means, so that the data processing means can associate such destination data with each passenger trace. In particular, the data processing means can calculate whether a particular passenger is heading for the correct car.

Preferably, the passenger conveyance system includes an indicator that informs a particular passenger. Such an indicator may be a simple display that informs a passenger of a particular car going to his destination associated with or adjacent to a destination input device. Additionally or alternatively, a similar display may be provided in contact with some or all of the car, for example to notify the destination floor moved by such a car. The indicator may further comprise any acoustic or optical device, for example a simple speaker system in the hall. A directional indicator may also be provided, ie an indication system that provides optical or acoustic information directly to a particular passenger. One such directional display system projects information in the form of letters or symbols on the floor in front of each passenger or on a wall in the direction in which each passenger sees, or in contact with or anywhere in the passenger's sight. Or a beam forming apparatus or laser system. A directional acoustic system may also be used that allows for "whispering in the passenger's ears". Since such oriented display systems preferably follow the passenger's trace, passenger trace data can be used to control and direct such a system. It is possible to use different, ie acoustic, optical indicators, etc. together.

Preferably, the destination input device is connected with the data processing means for inputting the destination data into the data processing device, the data processing means is configured to calculate the number of passengers destined for the specific destination, and the control unit is configured for each of the assigned destinations. A second car dispatcher for calculating an additional overload condition based on the actual load of the car and the number of passengers heading to that destination to allocate additional cars to the lobby assigned to the destination if the potential overload condition is calculated; Include. Thus, the passenger can be notified of the car he has been assigned immediately after the destination input device has received information about his destination, leading the passenger to the correct car at an early stage of his route towards the car. The second car dispatcher may also obtain information about the number of passenger traces going to the car in order to take into account the passenger who missed entering his destination, in particular in a traffic congestion situation, not all passengers would enter his destination. . This feature enables the calculation of potential overload conditions based on destination input device data and / or passenger trace data and / or actual load data provided by the passenger transport system.

The present invention also relates to a method for controlling access to a passenger transport system comprising a lobby providing access to at least one transport car and a control for controlling the movement of the car,

Way,

(a) monitoring an area of access to the car by means of a passenger tracker;

(b) determining the location, speed, and direction of the passenger's access area;

(c) controlling the passenger conveying system based on such passenger trace data;

(d) providing information to the passenger based on such passenger trace data.

Thus, it is possible to assign additional cars to a lobby assigned to the same destination as a particular car that is subject to overload. Close the car door and dispatch the car when the last passenger to that car is slow and turn away from each car, or alternatively reopen the car door if the passenger is in a hurry towards the car if the overload condition of the car has not yet been reached. It is also possible to send a signal to open. It is also possible to delay the closing of the car door in the case of a passenger, in particular a slow or handicapped passenger, heading for a particular car. Alternatively, it is possible to notify the passenger if he is heading to an incorrect car, or to inform the passenger that he is not able to board the car he is facing due to the fact that such car is close to overload.

Preferably, the method comprises the steps of determining the car the passenger is heading to, calculating an estimated time to reach the car, determining the load condition of such car, and up to the estimated time of passenger arrival or the car is still full. Or delaying closing of the car door until the passenger enters the car. These steps prevent the frustrating and disappointing closure of the car door in front of the passengers facing such cars. In particular, this prevents or reduces the action likely to injure a passenger, for example, placing a leg or an arm in the middle of a closed car door.

Preferably, the method comprises providing information about the movement state of the car door, comparing the passenger trace data with the car door movement state data and evaluating whether the passenger is in a collision process with the door being closed; If the car is not yet full, sending a door reversal signal to the door control unit or notifying the passenger that the car is already full. A car door movement sensor may be provided to provide information about the movement state of the car door. Alternatively, the car door movement profile may be stored in the data processing means, for example, such that the information about the start time of the car door movement is sufficient to calculate the movement state of the car door. Similarly, ordinary car load sensors or any similar means of providing data on car load conditions known to those skilled in the art can be used to provide information about car load conditions.

Preferably, the method includes determining another available car for the passenger and notifying the passenger of the other available car. This step can include assigning additional cars to a particular destination. The information may be given to the passenger by any type of monitor or display located adjacent to the overload car or by the directional indicator, as described above. Early reinduction of such passengers prevents any delay caused by an overload condition and passengers' disappointment, due to the fact that the specific car to which the passenger is heading is overloaded and at the same time being notified of other available cars.

On the other hand, in many cases, the passenger does not enter a relatively full car which still has the capacity to carry such additional passengers. A passenger heading to such a full car slows down when he recognizes the car's load and stops or returns to another car. If the passenger tracker recognizes such an action, especially when there are no other passengers heading to such a car, the data processing means can signal the elevator control to immediately close the door and dispatch the car to its destination. Also in this case, it is reasonable to notify each passenger who has not entered the car of any other available car going to his destination.

Preferably, the method comprises obtaining passenger destination data from a destination input device, associating such destination data with each passenger, assigning a particular car to such a destination, and notifying each car assigned to that passenger. It includes a step. The system then follows the movement of the passenger until the passenger enters the car, and when all passengers assigned to a particular car enter such car, the data processing means immediately closes each car door and dispatches the car to its destination. Signal can be sent.

Preferably, the method includes determining which car each passenger is heading to and notifying each passenger if he is heading for the wrong car. By doing so, the passenger transport system can reliably guide the passenger to the correct car and avoid interruptions and delays caused by the passenger entering the wrong car and pressing a destination button in the car that does not match the destination assigned to that particular car. Reduction can improve the fast and smooth handling of the communication load.

Preferably, the method includes the steps of calculating the number of passengers heading to a particular destination, calculating the potential overload condition of the assigned car based on the actual load of the assigned car, and if there is a risk of overload condition. Assigning the car to such a destination, and notifying at least one passenger of the additional car assigned to that destination. Calculating the potential overload condition of the assigned car may include determining the number of passengers heading to each car based on the passenger trace data.

Preferably, the method comprises tracking the individual waiting time of the passenger and storing the individual time or calculating the performance data of the passenger conveying system based on such individual waiting time. Such data can be used to optimize communication / car placement, or can be used for customer reporting.

It is to be appreciated that the present invention not only measurably improves allocation speed, conveying speed and safety, but also makes the passenger conveying system more "humane behavior" towards the passenger.

The invention and embodiments of the invention will now be described by way of example only with reference to the accompanying drawings.

1 is a plan view of the lobby of a passenger transport system in accordance with the present invention;

2 is a flow chart of a passenger guide mode of operation of a passenger transport system in accordance with the present invention.

3 is a flow chart detailing the control logic for the door collision avoidance mode of operation of the passenger transport system of the present invention.

1 shows a top view of the lobby 2 of a passenger transport system 4 according to the invention. The lobby 2 provides access to a plurality of transport cars 6, 8, 10, 12. The transport cars 6, 8, 10, 12 are driven by a drive unit (not shown) and can move under the guidance of a control unit (not shown). The controller may assign the car to a specific destination, dispatch the car to the destination, or alternatively assign the car to the lobby to make it available for allocation and dispatch. The control may also include typical safety control features, such as safety chains, to ensure safe shutdown in the event of an emergency. Within each passenger transport system, one control for each single transport car 6, 8, 10, 12, one control for one group of transport cars, or all transport cars 6, 8, 10. , 12) may be a single control unit. The individual controls may preferably be interconnected with each other.

A door 14 is provided for closing the entrance of each transport car. In addition to the lobby door 14, a separate door can be provided for each transport car. Movement of the door 14 and any car door can also be controlled by the control unit.

Although this embodiment as shown in FIG. 1 has four transport cars, the present invention can be used in connection with any number of transport cars. Also, the lobby 2 does not necessarily need to be the main entrance floor of the building, and the present invention can be practiced in any lobby 2 on any floor of the building. While some of the advantages of the present invention, such as increasing the efficiency of the conveying system, may be most advantageously achieved in high traffic floors, other advantages, such as preventing door collisions, may be obtained in non-communicating floors.

The passenger conveying system 4 according to the invention comprises a passenger trace tracking device 16 comprising data processing means (not shown) for monitoring the access area for the car.

Passenger trace tracking device 16 is one or more sensors, such as simple cameras, thermal sensors, or rotary radars, for example, useful for detecting the position, speed, and direction of a passenger or any other object moving within its field of view. It may include an image sensor. Each sensor may be connected to a separate data processing means, or alternatively, a group of sensors or all sensors may be connected to one data processing means. The data processing means may be located with a particular sensor, but may alternatively be located away from it, for example adjacent the control of the passenger transport system or may be integral with it. In particular, in the case of an elevator system, a single sensor can be preferably located on the ceiling in the center of the lobby, alternatively a plurality of sensors can be distributed in the lobby. It is possible to position the sensor in the corner of the lobby. Multiple sensors are particularly good with regard to the complex lobby where multiple sensors are required to fully monitor the lobby.

For special safety and services such as door closing delays and door collision avoidance, it is necessary to monitor the restricted access areas in front of each car door, and virtually complete monitoring of the lobby is required to ensure optimal passenger guidance within the lobby. do.

In the embodiment of FIG. 1, a destination input device 18 is located at the entrance 20 of the lobby 2. Additionally or alternatively, the destination input device can be located anywhere, for example side by side with respect to the entrance of the car or the like. The destination input device may include a pushbutton area for entering a number of destination floors. The destination input device is preferably connected to a control of the passenger transport system.

FIG. 2 is a flow chart detailing a possible method for guiding a passenger entering the entrance 20 of the lobby 2 towards the correct car.

In step 22, the passenger enters a destination floor in the destination input device 18. At this time, the passenger trace tracking device 16 may identify the passenger and associate the destination floor with each tracked person. This association can be done in the data processing means of the passenger tracker 16 or in the control of the passenger transport system. In this step 22, the passenger is assigned to one of the transport cars already assigned to the destination floor or reassigned as a result of the destination input. The next step 24 is to inform the passenger which car to use. For example, this is done by the digital hall indicator 26. There may be an indicator location with the destination input device 18. Alternatively or additionally, indicators may be provided alongside each car. The digital hall indicator can be any type of indicator reached by the passenger anywhere in the lobby.

Thereafter, the passenger trace tracking device 16 follows the passenger route and, in step 28, determines whether the passenger walks to the correct car.

The determination of whether the passenger walks in the correct car, ie the assigned car, can be made based on different criteria. For example, the passenger transport system may calculate the optimal route towards each car and track whether the passenger is following the correct route. Advantageously, the calculation of the optimal route takes into account any passengers or objects that are moving, especially by frequently recalculating the optimal route. If the passenger deviates to some extent from such an optimal route, the passenger transport system may determine that the passenger is not walking towards the correct car. To avoid erroneous instructions to passengers, additional criteria may be applied, for example, so that an indication is given only when the passenger is within the precisely determined distance for the wrong car's door or when the passenger stops and waits in front of the closed door of the wrong car. Can be.

Alternatively, the determination of whether the passenger walks in the correct car is made based on the passenger's trace without precomputing the optimal route. In that way, if the passenger's route is headed to the correct car, it may be determined that the passenger is walking towards the correct car. In such a case, the allowable angle deviation may depend on the distance from the passenger to the door of the correct car so that as the passenger approaches the correct car closer, smaller angle deviations are acceptable. Basically, one skilled in the art will be able to select specific criteria for determining whether a person is walking in the correct car. If the passenger is walking towards the correct car, no change is applied at step 30 and the system proceeds to step 32 where a check is made to see if the passenger has entered the car. For example, such a check can be made by step 27 where the passenger tracker 16 calculates the passenger's position, speed, and direction. If the passenger leaves the lobby and enters the car, this is a clear indication to the passenger transport system 4 that he has entered the car. Alternatively or additionally, the car load measurement system (not shown) may notify the passenger transport system that the passenger has entered the car, or to check the data received by the passenger to check the tracking device 16, Additional passengers' entry into the car can be registered and this information can be provided to the passenger transport system. If the passenger entered the car, the system proceeds to step 34. At this stage, the passenger transport system closes the operation of guiding this particular passenger and cancels any instructions made for the passenger, for example any indication that he is heading for the correct car. If necessary, the system 4 will cancel 34 any command to the digital hall indicator 26.

In step 28, if the system 4 recognizes that the passenger is walking in an incorrect car, the system 4 proceeds to step 38, where the digital hall indicator 26 issues a command to notify the passenger of his mistake. To occur). Again, in step 28, the system 4 will determine the direction obtained from step 27 as to whether the passenger is walking in the correct car based on the speed of the passenger. From step 28, the system 4 will either continue to step 30 or step 38 as described above, or continue to inform the passenger whether he is heading for an incorrect car.

If the passenger enters the wrong car in step 32 despite the instructions, the system 4 goes back to the box 34 and terminates the guidance of the passenger in the lobby 2 as described above.

In step 32, if the system 4 recognizes that the passenger did not enter any car, the system will continue to notify the passenger of the correct car by the digital hall indicator 26 in steps 34 and 38.

Thus, according to the flowchart logic of FIG. 2, it can be seen that the passenger is guided from the destination input device 18 to each car 6, 8, 10, 12. The announcement is terminated when the passenger enters the car, independent of whether the passenger entered the correct car.

The passenger trace tracking device 16 also tracks the passenger's route before entering the entrance 20 of the lobby 2, based on the information received from the destination input device, to determine the passenger's speed before assigning the passenger to the car. Obtain information about. Thus, the speed of travel of the passenger can be taken into account when assigning the passenger to a particular car. If the passenger is approaching the destination input device very quickly, considering the slight delay in the departure time of the car, the passenger goes to the specific destination floor and usually the car leaving the lobby 2 before the passenger reaches each car. Can be assigned to On the other hand, if a very slow person is approaching the destination input device, each assignment is made in consideration of the person's slow state, so as to avoid an inadequate delay in the departure time of the car on the way to this destination floor. You can assign people to other cars that go to that destination.

Guiding or inducing a passenger into a particular car may also be enhanced by the passenger tracking device by the fact that the passenger tracking device can at least give some information about the size of the particular object moving within its field of view. Thus, the passenger tracer device may move on a wheelchair, a hospital bed, a mother pushing a stroller, and possibly a parallel trace along the same trace or at a relatively small distance from each other, and especially in front of the destination input device or Gathering in any other place can identify two or more people who come together as a group. This will provide the passenger transport system with the opportunity to assign such large objects or groups to other cars, even if the cars already assigned to each destination floor are not yet full.

It may be advantageous for the passenger tracker 16 to monitor the lobby 2 as well as to monitor a particular area around the entrance 20 of the lobby 2 where the passenger accesses the destination input device 18.

The passenger trace tracking device 16 only needs to "view" the position, speed and direction, as well as the size of the "approximate shape". Therefore, inexpensive sensors and a small number of sensors can be used. For example, it is possible to use 360 ° lenses, ie fisheye lenses or rotary short range radars. The sensitivity of the sensor and / or data processing means may be corrected through a learning function implemented within the data processing means or control section in order to optimize the functionality of the system. This optimization is based on the size of the object registered and tracked by the passenger trace checking device 16, the processing in very fast and slow people, and the load of the car, which is acceptable for the average passenger and can be substantially less than actual overload conditions. Status and criteria for making decisions about who is heading for the wrong car.

In Fig. 3, another flow diagram is shown detailing the steps performed by the system 4 when a passenger or a plurality of passengers are moving towards a closed door. In step 42, the passenger trace tracking device 16 identifies that the passenger is moving towards the door 14 of the car. The system 4 also receives information about the closed state of each car door 14. If the system 4 recognizes that the car door 14 in which the passenger is moving is about to close, the system moves to step 44 where the car is full, for example based on the input 46 of the car load load sensor. You will decide on cognition. Otherwise, the system 4 proceeds to step 48 to reopen the car door 14 or delay the closing of the car door 14, or only when the passenger enters the car. Will start to close again. In step 44, if the car is already full, the system proceeds to step 50 to close the door 14 and in step 52 allocates a new car to each destination. In addition, the system converts the passenger to this newly dispatched car at step 50 by providing each command to the digital hall indicator 26. The system may then proceed to step 28 of the flowchart of FIG.

As mentioned above, the passenger trace tracking device 16 of the present invention can provide many advantageous functions to the passenger transport system 4 and in particular to the elevator system.

A chance of reversal if the passenger is in the process of colliding with a closed door,

Delays in closing the car door if passengers, especially disabled or slow passengers, are about to close but are moving to a car that is not yet full;

A second car assignment or a second car assignment, where a second car can be dispatched if too many passengers are queued up for a particular car.

This is a hypothetical scenario in the case of communication congestion because not everyone will press the destination floor but will enter the lobby and find the right car.

Thus, the system can track the number of passengers destined for a particular destination, so that they can allocate or allocate new cars at the same destination.

This may be support for the guidance system, in particular in smooth communication, whereby incoming passengers may be guided and guided to the correct car, for example via laser projection code on the floor or wall. Such a system can be truly interactive and can alert passengers traveling in the wrong direction.

-Detection of "special passengers" such as cargo or carts at wheelchairs, airports and train stations, and hospital beds. Since all such passengers and subjects have distinguishable shapes and speeds, the system can respond, for example, in a hospital bed, to reinduce other passengers and give priority to cars that are delayed in operation. The latter prevents the need for "manual" prioritization through code, card readers, and the like.

Performance tracking is also possible because it is possible to track individual latency. This information can be used to optimize communication and car placement or car allocation. It can also be used for consolidated customer reporting for an individual, which can be displayed when leaving the car.

Claims (15)

Passenger transport system (4), A lobby 2 providing access to at least one transport car 6, 8, 10, 12, A control unit for controlling the movement of the car, A passenger trace tracking device 16 comprising data processing means for monitoring an access area for the cars 6, 8, 10, 12; A passenger transport system comprising a destination input device (18) located within an access area monitored by a passenger tracker. 2. Passenger conveying system according to claim 1, wherein the passenger trace tracking device (16) comprises an imaging device connected with data processing means for determining the position, speed, and direction of each passenger. The method according to claim 1 or 2, further comprising means for providing information about the state of movement of the individual car doors 14, The data processing means is also configured to generate a potential crash alert. The passenger transport system of claim 1 or 2, further comprising an indicator for providing an indication to a particular passenger. The method according to claim 1 or 2, The destination input device 18 is connected with the data processing means for inputting destination data into the data processing means, The data processing means is configured to calculate the number of passengers destined for a particular destination, The control unit calculates a potential overload condition based on the actual load of each car 6, 8, 10, 12 assigned to the destination and the number of passengers destined for the destination and returns to the lobby 2 assigned to the destination. A passenger transport system comprising a second car dispatcher device for assigning additional cars (6, 8, 10, 12). A passenger transport system comprising a lobby 2 providing access to at least one transport car 6, 8, 10, 12 and a control for controlling movement of the car 6, 8, 10, 12 ( A method for controlling access to 4), (a) monitoring the area of access to the car by the passenger tracer device 16; (b) obtaining passenger destination data from the destination input device 18; (c) determining the position, speed, and direction of the passengers within this access area; (d) controlling the passenger conveyance system 4 based on such passenger trace data; (e) providing information to the passenger based on such passenger trace data. The method of claim 6, Determining the car (6, 8, 10, 12) to which the passenger is heading; Calculating an estimated time of arrival of the passenger in the cars 6, 8, 10, 12; Determining the load state of such a car, If the car is not yet full, delaying the closing of the car door 14 until the estimated passenger arrival time. The method according to claim 6 or 7, Providing information on the state of movement of the car door 14, Comparing the passenger trace data with the car door movement status data and evaluating whether the passenger is in the process of colliding with the door being closed; If the car is not yet full, sending a door reversal signal to the door control unit. The method according to claim 6 or 7, Providing information on the state of movement of the car door 14, Comparing the passenger trace data with the car door movement status data and evaluating whether the passenger is in the process of colliding with the door being closed; If the car is already full, notifying the passenger. The method of claim 9, Determining other available cars for the passenger, -Notifying the passenger of another available car (6, 8, 10, 12). The method according to claim 6 or 7, Associating passenger destination data with each passenger, Assigning a particular car to such a destination, -Notifying each passenger of the assigned car (6, 8, 10, 12). The method of claim 11, Determining which cars 6, 8, 10, 12 each passenger is facing, -Notifying each passenger if he is heading for the wrong car (6, 8, 10, 12). The method of claim 11, Calculating the number of passengers heading to a particular destination; Calculating a potential overload condition of the assigned cars 6, 8, 10, 12 based on the actual load of the assigned cars 6, 8, 10, 12; Assigning additional cars 6, 8, 10, 12 to such destinations, -Notifying at least one passenger of further cars 6, 8, 10, 12 to such destination. The method according to claim 6 or 7, Tracking the individual waiting time of the passenger, Storing said individual time. delete

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