Automated methods of assisting with loading and / or unloading operations of aerial ropeway systems, and systems and software for the same

Abstract

Systems and methods, for aerial ropeway systems having passenger carriers circulated via a haul-cable drive system, that assist with passenger loading and / or unloading. In some embodiments, a controller tracks the location of a passenger carrier next approaching a passenger-loading region and monitors one or more detection regions along a loading ramp using one or more detectors for detecting presence of a foreign object, such as a passenger-to-be and / or a current passenger. Based on the tracked location of the next-approaching passenger carrier and detected presence in a monitored region, the controller selects among control options that selectively allow the haul-cable drive system to continue normal operation or cause the drive system to enter another mode, such as reduced-speed mode or a stop mode. In some embodiments, each detection region can be configured independently of any other detection region relative to the control options based on location of the next-approaching passenger carrier.

Description

AUTOMATED METHODS OF ASSISTING WITH LOADING AND / OR UNLOADING OPERATIONS OF AERIAL ROPEWAY SYSTEMS, AND SYSTEMS AND SOFTWARE FOR THE SAME RELATED APPLICATION DATA

[0001] This application claims the benefit of priority of U.S. Provisional Patent Application Serial No. 63 / 765,155, filed on February 28, 2025, and titled “AUTOMATED METHODS FOR AVOIDING USER INJURIES IN AERIAL CHAIRLIFT LOADING AREAS AND / OR UNLOADING AREAS, AND SYSTEMS AND SOFTWARE FOR SAME”, which is incorporated by reference herein in its entirety for all purposes.FIELD

[0002] The present invention generally relates to the field of aerial chairlifts. In particular, the present invention is directed to automated methods of assisting with loading and / or unloading operations of aerial ropeway systems, and systems and software for the same.BACKGROUND

[0003] Aerial chairlifts are large machines that move heavy free-hanging metal chairs in close proximity to various objects, including passengers, lift workers, and other people, as well as snowmobiles and other equipment. The positions of moving chairs in relation to passenger location and passenger movement are important factors in the safety of the processes of loading and unloading passengers onto and off of chairlifts.

[0004] Aerial chairlifts are managed by human lift operators who have critical responsibilities to ensure the safety of themselves and the passengers. These responsibilities include monitoring the passenger loading and unloading areas, bumping chairs in the loading process (“bumping” is the act of physically withholding forward movement of a chair to orient it into a backward tilt position for passengers to sit on the chair), and orchestrating passenger movement in accordance to the moving chairs, all to ensure that passengers are loaded onto and unloaded from the chair in coordination with the movement of advancing chairs. Additionally, chairlift operators must monitor the loading and unloading areas to ensure the area and path of the moving chairs remain clear and free of unplanned and non-routine obstructions. Typically, one chairlift operator manages tasks at the loading area and one chairlift operator manages tasks at the unloading area.

[0005] While waiting to load a chairlift, passengers must remain in a specific location that is deemed safe from the moving chairs but within range to promptly move from the safe waiting area 1 Atorney Docket No. 18909-003WOU1into position to load onto the chairlift. This is a specific window of opportunity where passengers can safely move into the loading zone while the next incoming chair is at a point where it is farthest away from necessary passenger movement. If passengers miss this window of opportunity, they risk moving into the loading area at a point deemed unsafe due to the close proximity of the next incoming chair, which may result in insufficient preparation time for the passenger to ready themselves for loading. This applies to any object in the path of the moving chairs that may cause an obstruction that results in a collision.

[0006] While unloading a chairlift, passengers must promptly move off the chair and out of the unloading area in advance of the next incoming chair so that the passenger(s) can unload off of that chair. If passengers have not moved out of the unloading area promptly, or if any other object is obstructing the unloading path, it becomes unsafe for the next passengers to unload from the chairlift.SUMMARY

[0007] In one implementation, the present disclosure is directed to a method of automatedly controlling an aerial ropeway system having a plurality of passenger carriers circulated within a carrier-travel envelope via a haul cable driven by a haul-cable drive system that has a normal operating mode, wherein the carrier-travel envelope has a first approaching-carrier region and the aerial ropeway system has a first loading ramp proximally downstream of the first approaching-carrier region and proximally upstream of a first passenger-transition region, wherein a portion of the first loading ramp extends under the carrier-travel envelope. The method includes tracking position of a first approaching passenger carrier of the plurality of passenger carriers within the first approaching-carrier region; monitoring, using a non-imaging free-space detector, a first region along the first loading ramp for detection of presence of a first foreign object within the first region; making a determination whether or not to cause the haul-cable drive system to change from the normal operating mode to a collision-avoidance mode based on the position of the first approaching passenger carrier within the first approaching-carrier region and the detection of the presence of the first foreign object within the first region; and when the determination is to change from the normal operating mode to the collision-avoidance mode, issuing a first state-change control signal to the haul-cable drive system to cause the haul-cable drive system to change from the normal operating mode to the collision-avoidance mode.2 Atorney Docket No. 18909-003WOU1

[0008] In one implementation, the present disclosure is directed to a machine-readable storage medium containing machine-executable instructions for performing the method described immediately above.

[0009] In one implementation, the present disclosure is directed to an operation-assistance system for an aerial ropeway system, which includes a memory containing the above-mentioned machine-executable instructions of at least one microprocessor in operative communication with the memory and configured to execute the machine-executable instructions; and a sensor suite containing detectors for effecting the above-described method.

[0010] In one implementation, the present disclosure is directed to a method of retrofitting an existing aerial ropeway system, the method including installing the operation-assistance system of the operation-assistance system described immediately above.

[0011] In one implementation, the present disclosure is directed to a method of automatedly controlling an aerial ropeway system having a plurality of passenger carriers circulated within a carrier-travel envelope via a haul cable driven by a haul-cable drive system that has a normal operating mode, wherein the carrier-travel envelope has a first approaching-carrier region and the aerial ropeway system has a first loading ramp proximally downstream of the first approaching-carrier region and proximally upstream of a first passenger-transition region, wherein a portion of the first loading ramp extends under the carrier-travel envelope. The method includes tracking position of a first approaching passenger carrier of the plurality of passenger carriers within the first approaching-carrier region; monitoring, using a non-imaging free-space detector, a first region along the first loading ramp for detection of presence of a first foreign object within the first region; executing control logic that generates a first state-change control signal that causes the haul-cable drive system to change the normal operating mode to a collision-avoidance mode when: the monitoring detects presence of the first foreign object in the first region along the first loading ramp; and simultaneously, an instantaneous position of the first approaching chair within the approaching-chair zone indicates that the collision-avoidance mode must be activated; and issuing the at least one first state-change control signal to the haul-cable drive system.

[0012] In one implementation, the present disclosure is directed to a method of controlling operation of an aerial ropeway system to avoid accidents during loading of passengers onto the aerial ropeway system, wherein the aerial ropeway system includes a plurality of passenger carriers secured to a haul cable; a cable-hauling system for hauling the haul cable so as to move the3 Atorney Docket No. 18909-003WOU1passenger carriers, wherein the cable-hauling system is responsive to an operation-assistance control signal that changes an operating state of the aerial ropeway system; a loading area; and a loadingramp region upstream of the loading area;. The method includes sensing for presence of a foreign object in the loading-ramp region only during a sensing time-window; sensing movement of an approaching passenger carrier of the plurality of passenger carriers next in line for receiving one or more of the passengers; controlling the sensing time-window as a function of the movement of the approaching passenger carrier; and when sensing the presence of the first object during the sensing time-window, generating the operation-assistance control signal.

[0013] In one implementation, the present disclosure is directed to a machine-readable storage medium containing machine-executable instructions for performing the method described immediately above.

[0014] In one implementation, the present disclosure is directed to a system for controlling operation of an aerial ropeway system to avoid accidents during loading of passengers onto the aerial ropeway system, wherein the aerial ropeway system includes a plurality of passenger carriers secured to a haul cable; a cable-hauling system for hauling the haul cable so as to move the passenger carriers, wherein the cable-hauling system is responsive to an operation-assistance control signal that changes an operating state of the aerial ropeway system; a loading area; and a loadingramp region upstream of the loading area. The system includes a first detector that, during operation of the chairlift, detects for presence of a foreign object in the loading-ramp region only during a sensing time-window; a second detector that, during operation of the chairlift, tracks movement of an approaching passenger carrier of the plurality of passenger carriers next in line for receiving one or more of the passengers; and a controller in operative communication with each of the first detector, the second detector, and the cable-hauling system, the controller comprising: memory containing the machine-executable instructions described in the immediately preceding paragraph; and at least one processor in operative communication with the memory and configured to execute the machine-executable instructions.BRIEF DESCRIPTION OF THE DRAWINGS

[0015] For the purpose of illustrating aspects of the disclosure, the drawings illustrate features and / or characteristics of one or more embodiments of the disclosure. However, it should be understood that the present disclosure is not limited to the precise arrangements and instrumentalities shown in the drawings, wherein:4 Atorney Docket No. 18909-003WOU1

[0016] FIG. 1 A is a diagrammatic plan view of the loading end of an example aerial ropeway system that includes a operation-assistance system made in accordance with aspects of the present disclosure;

[0017] FIG. IB is a diagrammatic elevational view of the loading end of the example aerial ropeway system of FIG. 1A

[0018] FIGS. 2A-2C is a flow diagram for an example operation-assistance method made in accordance with aspects of the present disclosure;

[0019] FIG. 3 is a high-level block diagram of an example operation-assistance system made in accordance with aspects of the present disclosure; and

[0020] FIG. 4 is a screenshot of an example graphical user interface of operation-assistance software that controls operation of a operation-assistance system made in accordance with the present disclosure, such as the operation-assistance system of FIG. 3.DETAILED DESCRIPTION DEFINITIONS

[0021] Unless otherwise noted, the following terms shall have the following meanings when used herein and in the appended claims.

[0022] Aerial Ropeway System - Any cable-propelled people-moving system comprising at least one circulating haul cable and a plurality of passenger carriers suspended from or otherwise coupled to the haul cable, wherein the passenger carriers are configured to transport one or more people along a predefined route. Aerial ropeway systems include, by way of non-limiting example, chairlifts, gondola systems, aerial tramways, surface lifts such as T-bars, and cable-propelled people movers configured to transport passengers across terrain features such as rivers, ravines, or developed areas.

[0023] Carrier-Travel Envelope - The 3D space swept by each moving passenger carrier as it is moved along a carrier path by the haul cable, including any sideways swinging movement of the passenger carrier caused by centrifugal force as the passenger carrier moves around a bullwheel or other horizonal-direction-changing structure. At locations where a moving passenger carrier is in a linear trajectory, the width of the carrier-travel envelope is typically equal to the overall width of the passenger carrier, including any lateral projection it may have, if any.5 Atorney Docket No. 18909-003WOU1

[0024] Loading Ramp - Surface region that each passenger uses to wait to load, approach the loading zone and load onto a passenger carrier. A portion of the loading ramp is located underneath the carrier-travel envelope and located downstream of the approaching-carrier region along the carrier path.

[0025] Potential-Collision Region - The 3D portion of the carrier-travel envelope that is above the loading ramp. This is a region of space wherein a collision can occur between an advancing passenger carrier traversing through the potential-collision region and a foreign object that is in the potential-collision region at the same time as the advancing passenger carrier.

[0026] Approaching-Carrier Region - Region along the carrier path proximally upstream, relative to the direction of carrier travel, of the loading ramp wherein the location of an advancing passenger carrier is tracked for controlling movement of that advancing passenger carrier. In some embodiments, the approaching-carrier region extends from a location where an advancing passenger carrier is at a location at which the advancing passenger carrier is first started to be tracked and ends at a location immediately upstream of the potential-collision region and / or the first, in some cases only, foreign-object detection region downstream of the approaching-carrier region. It is noted that tracking of a passenger carrier within the approaching-carrier region denotes knowing or estimating a location of the passenger carrier at multiple points in time, which translates into obtaining multiple known or estimated locations of the passenger carrier within the approaching-carrier region.Tracking can be continuous or intermittent.

[0027] Wait Region - Zone of the loading ramp and the corresponding 3D space above the loading ramp where each passenger waits for the next-available advancing passenger carrier. The wait region is spaced at a safe distance from the carrier-travel envelope by a wait buffer zone. The wait region is typically, but not necessarily, defined in part by a visual and / or physical indicator of a location where each passenger should stand or not go beyond while waiting for the next-available advancing passenger carrier.

[0028] Wait Buffer Region - Zone of the loading ramp and the corresponding 3D space above the loading ramp that provides a safe distance between the wait region and the carrier-travel envelope. The wait buffer region is located between the wait region and the potential-collision zone. In some embodiments, the wait buffer region, or a portion thereof, is a detection region.6 Atorney Docket No. 18909-003WOU1

[0029] Passenger-Transition Region - Zone of the loading ramp and the corresponding 3D space above the loading ramp past the wait region wherein each passenger moves from the wait region to the loading region. At least a portion of the passenger-transition region typically intersects with at least a portion of the carrier-travel envelope, with the overlapping regions of the passengertransition region and the carrier-travel envelope known as the potential-collision region. Passengers-to-be waiting in the wait region typically start moving toward the loading region once an advancing passenger carrier is within the passenger-transition region as it approaches the loading region. In some embodiments, the passenger-transition region includes a wait-buffer region. In some embodiments, the transfer region, or portion thereof, is a detection region.

[0030] Loading Region - Zone of the loading ramp and the corresponding 3D space above the loading ramp wherein each passenger-to-be (hereinafter, simply “passenger”) stands to load onto the next approaching passenger carrier. In some embodiments, the loading region includes a toe line or other marker(s) showing each passenger the optimal location along the direction of travel of the advancing passenger carriers at which the passenger should stand to load onto the next approaching passenger carrier.

[0031] Fall Region - Zone of the surface (e.g., snow, ground, etc.) beyond the loading ramp, in the direction of travel of the advancing passenger carriers, and the corresponding 3D space above such surface wherein falls from improper loading onto an advancing passenger carrier are statistically most likely to happen. In some embodiments, the length of the fall region along the direction of travel of the advancing passenger carriers is on the order of about 10 feet (~3 meters) to about 100 feet (-30.4 meters), but may have other values depending on circumstances. In some embodiments, the fall region, or portion thereof, is a detection region.

[0032] Unloading Region - Zone of the surface (e.g., snow, ground, etc.) and the 3D space above such surface in which the passenger(s) of each passenger carrier alight from the passenger carrier. In some embodiments, the length of the unloading region along the direction of travel of the advancing passenger carriers is on the order of about 10 feet (-3 meters) to about 20 feet (-6 meters) but may have other values depending on circumstances. In some embodiments, the unloading region, or portion thereof, is a detection region.

[0033] Foreign Object - Any object, including a person, a ski, a ski pole, a ski helmet, a snow shovel, etc., or any combination thereof, that is in the potential-collision region at a time that such object should not be in the potential-collision region because collision between an approaching 7 Attorney Docket No. 18909-003WOU1passenger carrier and the object is more likely than not. A passenger carrier traversing through the potential -collision region according to normal operation of the aerial ropeway system is, by definition, not a foreign object, as it is expected to be in the potential-collision region.

[0034] Detection Region - Any region along the loading ramp and in the fall region that is monitored by one or more detectors. For example, the potential-collision region, or portion thereof, is a detection region for which one or more detectors are deployed to sense whether or not a foreign object is located within the detection region. In some embodiments, the wait buffer region, or portion thereof, is a detection region for which one or more detectors are deployed to sense whether or not a foreign object is located within the detection region. In some embodiments, the fall region, or portion thereof, is a detection region for which one or more detectors are deployed to sense whether or not a foreign object is located within the detection region.

[0035] Detector - A detector is any sensing device, system, or sensor-suite component configured to detect a condition relevant to aerial -ropeway operations, including, without limitation, presence, motion, proximity, acoustic events, or other signals indicative of hazards or deviations from expected operation, in any monitored region such as, for example, the wait region, the waitbuffer region, the transfer region, the loading region, the fall region, and the unloading region.Detectors may be contact or non-contact, imaging or non-imaging, and ground-embedded or above grade, as appropriate to the monitored region and use case. By way of example, and not limitation: presence or motion in the wait region may be detected by beam sensors, passive infrared modules, radar, or ultrasonic devices; conditions in the fall region may be detected by motion sensors, by sound-level meters or decibel readers configured to detect elevated acoustic levels indicative of distress or yelling, or by infrared hanging-person detectors positioned below expected seated foot height; passenger-carrier presence at a reference location may be detected by inductive, optical, magnetic, or mechanical sensors that detect passenger-carrier passage; speed and position of the haul cable may be derived from detectors coupled to the haul-cable drive system, such as encoders, boltpass counting at a bullwheel periphery or other location, or rotational sensors on a bullwheel, drivemotor shaft, or transmission gear; and conditions in the wait-buffer and loading regions may be detected by non-imaging free-space detectors, break-beam arrays, or light curtains positioned to monitor above-grade free-space detection volumes.

[0036] Non-Imaging Free-Space Detector - A non-imaging free-space detector is a non-contact sensing device or sensor array configured to establish and monitor one or more 3D detection8 Attorney Docket No. 18909-003WOU1volumes in free space above grade within a passenger-transition path, without acquiring or processing images. In a loading context and in one example, one or more non-imaging free-space detectors monitor the potential -collision region and / or the wait-buffer region. Each detector produces occupancy and / or motion signals indicative of foreign object intersecting the monitored free-space detection volume(s) and is insensitive to ground-applied loads. Example implementations include, but are not limited to: frequency-modulated continuous-wave radar or microwave Doppler modules forming above-grade detection lobes across the transfer region; ultrasonic transceivers using time-of-flight or echo-based ranging to detect occupancy within defined 3D volumes above the loading ramp; light curtains or non-imaging optical grids, such as infrared or visible break-beam arrays, arranged to create a volumetric curtain across the potential-collision region; time-of-flight range sensors oriented to establish non-imaging detection volumes without forming images; and multi -element passive infrared presence detectors tuned to above-grade occupancy in the transfer and wait-buffer regions, laser scanners, and lidar, among others.

[0037] In addition to the foregoing definitions, it is noted that, unless specifically noted to the contrary, an element identified in the singular in the drawings and / or in the description below can be provided in differing embodiments in the singular or plural, depending on the choice of a designer. For example, when “a microprocessor” is shown and stated relative to a particular example embodiment, some instantiations of that example embodiment may include only a single microprocessor, whereas other instantiations may include two or more microprocessors.GENERAL

[0038] In some aspects, the present disclosure is directed to methods of controlling operation of an aerial ropeway system so as to assist with loading passengers onto the aerial ropeway system and / or unloading passengers from the aerial ropeway system, which may translate into reducing downtime of the aerial ropeway system and that may also reduce collisions between passengercarriers and passengers and / or other foreign objects.

[0039] As those skilled in the art will readily appreciate, methods of the present disclosure are applicable to aerial ropeway systems that, without limitation, include chairlifts, gondola systems, aerial tramways, surface lifts such as T-bars, and overhead-cable-propelled people movers configured to transport passengers along a predefined route. In the context of loading onto a chairlift, a foreign object is any person(s) or thing(s), other than a passenger carrier, present within the potential-collision region at a time that such person(s) or thing(s) should not be in the potential-9 Atorney Docket No. 18909-003WOU1collision region because collision between the approaching passenger carrier and the foreign object is more likely than not. In many use cases, the foreign object is a passenger to be or group of passengers to be lingering in a passenger-transition region, located between a wait region and a loading region, beyond an acceptable time window, an attendant, or equipment inadvertently positioned in a potential-collision region.

[0040] In some embodiments, methods of the present disclosure track, in real time, the location of a next approaching passenger carrier within an approaching-carrier region and, in conjunction therewith, evaluate detector signals indicative of presence or motion of a foreign object within a passenger-transition region, or portion thereof. By tracking the real-time position of a next approaching passenger carrier and correlating detector signals to the tracked position of that passenger carrier, methods of the present disclosure improve loading operations by enforcing a systematic loading procedure, reduce false alarms by evaluating detector signals when they are most meaningful, and enable timely control actions that can include, for example, continuing normal operation, entering a reduced-speed state, or entering a stopped state.

[0041] In some embodiments, methods of the present disclosure divide the approaching-carrier region into multiple proximity-defined state regions to which differing control commands are applied, with each state region having a corresponding predetermined distance from the potentialcollision region. In such embodiments, the differing proximity-defined state regions are associated with differing operating-state-change control signals. For example, a state region that is farther from the potential-collision region may require an operating-state control signal that reduces the haul speed, while a state region that is closer to the potential-collision region may require and operatingstate control signal that stops movement of the haul cable.

[0042] In some embodiments, differing detection regions along the passenger-transition region may having differing control commands relative to one or more of the differing state regions of the approaching-carrier region. For example, for a particular state region within the approaching-carrier region, detection of a foreign object in a detection region closer to that particular state region may result in issuance of an operating-state control signal that stops movement of the haul cable, whereas detection of a foreign object in a detection region farther from that particular state region may result in issuance of an operating-state control signal only reducing the haul speed. In some embodiments, differing state regions within the approaching-carrier region may be logically coupled differently relative to one another with multiple detection regions.10 Atorney Docket No. 18909-003WOU1

[0043] In some instantiations, a farther state region within the approaching-carrier region is treated such that detector signals indicating presence in a wait-buffer region and / or a transfer region cause a haul-cable drive system of the aerial ropeway system to enter a reduced-speed state for a defined interval to allow passengers-to-be to clear the passenger-transition path, while a nearer state region within the approaching-carrier region is configured such that detector signals indicating presence in the same regions cause the haul-cable drive system to enter a stopped state to avoid collision as the passenger carrier approaches the loading region.

[0044] In some instantiations, a method of the present disclosure monitors foreign-object detectors at two distinct detection regions, for example, a wait-buffer region and a potential-collision region across the passenger-transition region, each monitored by a non-imaging free-space detector establishing and observing a free-space detection volume above grade. Tn some embodiments, the methods further include monitoring a fall region beyond the loading region during short, positiongated evaluation windows tied to passage of the next approaching passenger carrier.

[0045] In some instantiations, when the next-approaching passenger carrier is within a far-upstream state region, detector signals indicating presence in the wait-buffer region may result in issuance of a passenger-alert signal, such as activation of a visual indicator or audible notification, without altering the operating speed of the haul-cable drive system. Such alert-based responses may encourage clearance of the passenger-transition path while maintaining normal operation when the approaching passenger carrier remains at a sufficient distance.

[0046] In some aspects, the present disclosure is directed to operation-assistance systems for implementing any one or more of the foregoing methods, each operation-assistance system comprising 1) a detector suite containing detectors positioned to monitor designated detection regions within and / or adjacent to the passenger-transition region, 2) a fixed reference detector positioned along the carrier path and configured to detect passage of a passenger carrier at a known location, 3) one or more detectors configured to produce signals indicative of haul -cable motion from which a real-time position state of the next approaching passenger carrier is derived, and 4) a operation-assistance system in operative communication with the detector suite and a haul-cable drive system. In some embodiments, the operation-assistance system tracks the real-time position of the next approaching passenger carrier, evaluates detector signals relative to that position and one or more monitored detection regions, selects a control option from among a set of control options that includes at least a continue-normal -operation option and a stop-operation option (and in some11 Attorney Docket No. 18909-003WOU1embodiments a reduced-speed option with automatic resume if clearance occurs within a defined interval), and issues, as appropriate, a corresponding operating-state-change control signal to the haul-cable drive system. In some embodiments, an additional control option includes activation of a visual indicator and / or audible alert without altering haul-cable speed when the next-approaching passenger carrier is beyond a defined proximity threshold, thereby prompting clearance of a detection region while maintaining normal operation.

[0047] In some aspects, the present disclosure is directed to aerial ropeway systems that include corresponding operation-assistance systems designed and configured in accordance with the present disclosure. Each such operation-assistance system may be as discussed above and / or as described below.

[0048] In one aspect, the present disclosure is directed to machine-executable software for implementing any one of the foregoing methods. In a nonlimiting example, the software tracks position states of a next-approaching passenger carrier from signals indicative of motion of components kinematically coupled to the haul cable, receives and time-stamps detector signals from detection regions in the passenger-transition path, correlates the detector signals to a current-position state and to configure acceptance conditions for presence of a foreign object within any of one or more detection regions, and generates and issues, as needed based on the control logic, operatingstate-change control signals that cause the haul-cable drive system to slow (e.g., to one or more degrees depending on the actual distance between the next-approaching passenger carrier and the detected foreign object) or stop operation according to proximity-defined state regions and persistence of unsafe occupancy. In some embodiments, the software defines passenger-carrier-passage gating windows for detection regions that the passenger carrier physically traverses, suppressing expected carrier-caused activations during such windows and re-enabling evaluation outside the windows to prevent false detections while maintaining sensitivity to passenger / passenger presence.

[0049] In some embodiments, one or more presence detectors that monitor a detection region for presence of a foreign object, such as, for example, a wait-buffer region, a potential-collision region and / or a fall region, are implemented as non-imaging free-space detectors configured to monitor one or more three-dimensional detection volumes above grade. Such detectors may output a binary occupancy signal and / or an analog signal indicative of occupancy or motion within the monitored volume, without, for example, acquiring or processing images and without relying on12 Atorney Docket No. 18909-003WOU1ground-applied load to sense a person. Example implementations include radar-based presence sensors; lidar-based presence sensors; ultrasonic ranging-based sensors; laser-based time-of-flight or scanning sensors, including safety-rated laser scanners; and optical beam arrays or light curtains arranged to form a volumetric detection curtain above the loading ramp, among others. Detector selection, mounting height, and detection-volume boundaries may be configured to provide reliable occupancy detection for passengers-to-be while avoiding nuisance triggers attributable to environmental conditions.

[0050] Use of non-imaging free-space detectors can provide a number of practical and technical advantages in aerial ropeway loading environments. For example, because such detectors do not acquire or process images, the operation-assistance system can avoid computationally intensive image-based object recognition and associated latency, calibration complexity, and software maintenance burden. Further, mature non-imaging detector technologies, such as industrial radar, ultrasonic ranging, and light curtains, can provide robust performance in harsh outdoor conditions including variable illumination, glare, blowing snow, and partial occlusions, while also reducing privacy concerns that may arise with camera-based monitoring. In addition, non-imaging free-space detectors can be implemented using relatively simple signal interfaces (e.g., discrete occupancy outputs) that integrate readily with safety-rated controllers and drive interlocks, thereby improving determinism and testability of the control logic. Non-imaging detectors can also simplify installation and repair by allowing modular replacement and field adjustment of detection volumes without retraining models or revalidating image-processing pipelines, and can reduce lifecycle cost by using standardized components with known maintenance practices and safety certifications. These features can increase overall system reliability while preserving the ability of the controller to make timely, position-aware control decisions for the haul-cable drive system. In addition, non-imaging free-space detectors typically require less specialized configuration and support infrastructure than image-based systems, thereby simplifying commissioning, troubleshooting, and field service in distributed resort environments.

[0051] In some embodiments, a operation-assistance system of the present disclosure is configured through a setup and calibration procedure performed during installation and / or commissioning. In a representative example, a fixed reference point is established along the passenger-carrier path at which passage of a passenger carrier is detected to initialize tracking of a next-approaching passenger carrier. A motion-to-distance relationship is then determined for the aerial ropeway system by correlating signals indicative of motion of one or more components 13 Attorney Docket No. 18909-003WOU1kinematically coupled to the haul cable to linear travel of the passenger carriers along the carrier path. For example, a known or measured circumference of a bullwheel and / or a known spacing of detectable features, such as bolts at a periphery of the bullwheel, can be used to convert counted features into linear distance. As another example, a drive ratio can be used to convert rotation of a motor shaft or transmission gear into linear haul-cable travel. Using this mapping, boundaries for one or more proximity-defined state regions within the approaching-carrier region are stored as configurable parameters, thereby allowing the same control methodology to be adapted to differing aerial ropeway geometries and operating speeds.

[0052] In some embodiments, a controller of a operation-assistance system made in accordance with the present disclosure applies temporal qualification in addition to proximity when evaluating detector signals. By way of example, a detector indication may be required to persist for a confirmation interval before being treated as occupancy, and a cleared indication may be required to persist for a release interval before being treated as clearance, thereby providing debounce and hysteresis suitable for outdoor environments. In some embodiments, the controller selects a reduced-speed option when occupancy is detected while the next-approaching passenger carrier is within an intermediate proximity-defined state region, and escalates to a stop-operation option when occupancy persists as the same next-approaching passenger carrier advances into a nearer proximity-defined state region and / or when occupancy persists beyond a configured persistence threshold. These temporal qualifications can reduce nuisance responses while maintaining decisive action when collision risk becomes imminent.

[0053] In some embodiments, a controller of a operation-assistance system made in accordance with the present disclosure performs diagnostic monitoring of one or more detector inputs and one or more motion-indicative signals used for tracking of each next-approaching passenger carrier.Example fault conditions include a detector stuck in an asserted state, loss of communication with a detector, loss of expected motion-indicative pulses, or out-of-range motion-indicative values inconsistent with commanded operation. In response to a detected fault condition, the controller may select a safe operating state for the haul -cable drive system, including issuing a stop-haul-cable control signal or maintaining a reduced-speed state, and may generate an operator alert identifying the fault condition. In some embodiments, the controller inhibits automatic resumption of normal speed following a fault condition until an operator acknowledgement is received and / or the fault condition is cleared.14 Attorney Docket No. 18909-003WOU1

[0054] In some embodiments, when a controller of a operation-assistance system made in accordance with the present disclosure selects a reduced-speed option or a stop-operation option, the controller generates one or more operator alerts, including one or more visual indicators and / or one or more audible alarms. In a representative example, reduced-speed operation is maintained for a defined interval and the controller automatically resumes normal speed when the relevant detection region is determined to be clear within that interval. In a representative example of stop-operation, resumption of normal speed is conditioned on a clearance indication and may further be conditioned on an operator acknowledgement provided via an operator interface. These features can improve operational efficiency while maintaining safety in the passenger-transition region.

[0055] In some embodiments, a benefit of an operation-assistance system and method of the present disclosure is that it affords each passenger-to-be as much time as practicable to prepare for proper loading onto the next-approaching passenger carrier. In many aerial ropeway installations, mis-loading incidents occur when passengers are effectively rushed through the passenger-transition region and arrive late to the loading region, leaving insufficient time to adopt a proper loading stance, to look back and visually confirm the approaching passenger carrier, and / or to be properly situated at the load-here location before the passenger carrier arrives. When passengers lack adequate preparation time, they may fail to sit promptly, may mis-time their seating motion, may stumble, or may otherwise improperly engage the passenger carrier, which can lead to falls or other unsafe conditions.

[0056] By tracking the real-time position of the next-approaching passenger carrier and correlating that position with occupancy indications in one or more monitored detection regions of the passenger-transition region, the controller of an operation-assistance system of the present disclosure can select control options that increase loading preparation time when warranted. For example, when the system detects that one or more passengers remain in a wait-buffer region and / or a transfer region at a time when those passengers should already be clear of those regions for a systematic loading procedure, the controller can command a reduced-speed mode for a defined interval, thereby increasing the time available for the passengers to reach and settle in the loading region. If clearance occurs within the interval, the system can resume normal operation without requiring a stop, thereby improving both safety and loading efficiency. In this manner, the operation-assistance system can reduce mis-loading incidents attributable to insufficient preparation time while maintaining predictable, position-aware control of the aerial ropeway system.15 Attorney Docket No. 18909-003WOU1

[0057] The foregoing and other aspects, embodiments, instantiations, and features are described in detail below.DETAILED EXAMPLES

[0058] Referring now to the drawings, FIGS. 1A and IB illustrate a loading end 100 of an example aerial ropeway system 102 to which any of the operation-assistance methods and systems described in this disclosure, or any operation-assistance method and / or system apparent to someone skilled in the art after reading this disclosure, can be implemented. To provide context to such operation-assistance methods and systems, first the loading end 100 is described relative to regions, features, and aspects of the loading end pertinent to describing the operation-assistance systems and methods.

[0059] In this example, the aerial ropeway system 102 includes a haul-cable system 104 that comprises a haul cable 106, a pair of bullwheels (one at each end of the aerial ropeway system; only the loading-end bullwheel 108 shown), and a haul-cable drive system 110. Each of these components of the example haul-cable system 104 can be the same as or similar to such components as are well-known in the art, such that further details are not necessary, other than the fact that the haul-cable drive system 110 is responsive to signals from a controller 112 of an operation-assistance system (see, e.g., operation-assistance system 300 of FIG. 3) designed and configured in accordance with the present disclosure and as described below.

[0060] A plurality of passenger carriers 114 are secured to the haul cable 106, such as in any conventional manner known for aerial ropeway systems. For the sake of illustrating features the controller 112, when the aerial ropeway system 102 is operating, as the haul-cable system 104 is moving the passenger carriers 114, here, in a direction 116, the passenger carriers sweep through a fictious carrier-travel envelope 118. Relatedly, the loading end 100 has an approaching-carrier region 120 in which the location of each of the passenger carriers 114 is tracked by the controller 112, as discussed below. As noted above, the approaching-carrier region 120 many have one or more state regions, such as state region 0 through state region 3, as a nonlimiting example.

[0061] The loading end 100 has a loading ramp 122 where passengers-to-be proceed to loading onto the passenger carriers 114. In this example, the loading ramp includes a wait region 124, a loading region 126, and a passenger-transition region 128 that extends between the wait region and the loading region and through which passengers traverse when transitioning from the wait region to the loading region. The passenger-transition region 128 can be segmented into two or more16 Atorney Docket No. 18909-003WOU1monitored detection regions, such as a wait-buffer region 130 and a potential-collision region 132 as illustrated in FIGS. 1A and IB. In this example, the potential-collision region 132 is a region of the passenger-transition region 128 where the carrier- travel envelope 118 and the passenger-transition region intersect with one another, and the wait-buffer region 130 is a region of the passengertransition region outside of the carrier-travel envelope and downstream of the wait region 124. In some embodiments, a single detector configured to monitor a detection region may define a plurality of independently monitored detection fields within that region, including two or more, and in some implementations dozens or hundreds of discrete detection fields. Each detection field may correspond to a distinct spatial zone and may be logically associated with a different control response depending on which field is occupied and the position state of the approaching passenger carrier. Regarding the wait-buffer region 130, while the region is outside of the potential-collision region 132, a passenger that enters into this region at the wrong time and that may be approaching toward the potential-collision region could end up causing a collision once he / she makes it to the potential -collision region, especially since the stopping of the haul cable 106 does not instantaneously stop the nearest approaching passenger carrier 114. Even if the controller 112 were to quickly stop the haul cable 106, the momentum of the passenger carrier 114 would cause it to initially swing forward and potentially into the passenger. It is emphasized that while this example shows two detection regions, namely the wait-buffer region 130 and the potential-collision region 132, other embodiments of the operation-assistance system may implement more of fewer detection regions as the implementation may require.

[0062] As mentioned above, the loading end 100 of the aerial ropeway system 102 in this example includes the approaching-carrier region 120, which is a region in which the controller 112 tracks movement of each passenger carrier 114 to effect the safety logic of the operation-assistance system. In the embodiment shown, the operation-assistance system includes a carrier-presence detector 134 that indicates when a next-approaching one of the passenger carriers 114 enters into the approaching-carrier region 120 such that the tracking of that passenger carrier begins. The carrierpresence detector 134 may be of any suitable type such as, but not limited to, optical photoelectric sensors such as through-beam or retroreflective break-beam devices arranged so that a passing hanger, clamp, or carrier frame interrupts or attenuates a beam; inductive proximity sensors configured to detect metallic portions of the carrier assembly; magnetic or Hall-effect sensors (including reed switches) that respond to a permanent magnet affixed to each carrier; capacitive proximity sensors tuned to the carrier structure; ultrasonic or short-range radar (e.g., FMCW or17 Atorney Docket No. 18909-003WOU1Doppler) modules aimed across the path to detect the passing carrier within a defined range gate; laser time-of-flight rangefinders set with a threshold for rapid range change on passage; ruggedized mechanical lever or whisker switches as contact confirmations in harsh environments; and identification-oriented solutions such as RFID tag / reader pairs or reflective contrast markers on carriers detected by an optical contrast sensor. Selection among these implementations may be based on environmental robustness, mounting and alignment constraints, tolerance to carrier sway and geometry variation, and maintenance requirements. In some embodiments, passage of a next approaching one of the passenger carriers 114 at a fixed reference point (e.g., the beginning of the approaching-carrier region 120) may be inferred from motion-coupled signals rather than a dedicated presence detector. For example, an index or count threshold derived from an encoder coupled to the haul-cable drive system 110, bolt-passage counting near the periphery of the bullwheel 108, or rotational sensing of the bullwheel, drive-motor shaft, or transmission gear can indicate that a next carrier has reached a calibrated reference position, thereby serving as a carrier-presence proxy. In such cases, the controller 112 correlates the proxy signal to known passenger-carrier spacing along the haul cable 106 and the carrier-travel envelope 118 to initialize the real-time position state for the next-approaching carrier.

[0063] Once the controller 112 knows that a next-approaching one of the passenger carriers 114 has entered the approaching-carrier region 120, the operation-assistance system tracks movement of that passenger carrier through the approaching-carrier region so that it can execute the carrierposition-aware safety logic that uses real-time position information for the approaching passenger carrier. In some embodiments, the controller 112 determines a real-time position of a nextapproaching one of the passenger carriers 114 within the approaching-carrier region 120 by counting discrete features mechanically tied to motion of the haul cable 106. In an example implementation, the operation-assistance system includes a tracking detector 136, such as a proximity detector (e.g., a capacitance detector, magnetic detector, etc.) that allows the operation-assistance system to count the passage of bolts (not shown) at or near the periphery 108P of the bullwheel 108 by providing a stream of pulses proportional to the travel of the haul cable. For example, when the nextapproaching passenger carrier 114 passes the carrier-presence detector 134, the controller 112 resets a position state and begins integrating bolt counts to obtain distance from the reference into the approaching-carrier region 120. Because the bolt pitch and bullwheel circumference are known (or calibrated), each pulse corresponds to a known linear increment along the carrier-travel envelope 118. In continuous operation, the controller 112 maintains a rolling count (or distance) for18 Atorney Docket No. 18909-003WOU1the next-approaching passenger carrier 114 and compares the current value to configured proximity bands that govern control decisions for the haul-cable drive system 110.

[0064] In another example, the controller 112 derives the position state from signals generated by a rotational-type tracking detector 136 mounted on a component (not shown) of the haul -cable drive system 110 that is kinematically coupled to the haul cable 106. For example, the tracking detector 136 may be an incremental encoder on a drive-motor shaft, a tachometer on a transmission gear, or a rotational sensor on the bullwheel 108 that produces pulses or angular position readings that are proportional to the movement of the haul cable. Upon detecting passage of the nextapproaching passenger carrier 114 at a fixed reference point (e.g., by the carrier-presence detector 134 or a proxy therefor), the controller 112 zeroes a position accumulator and continuously updates the accumulator by integrating encoder counts (or angle) from the tracking detector 136 multiplied by the known drive ratio. This approach avoids reliance on vision, remains robust in adverse weather, and can be implemented with existing drive instrumentation in many installations. In some implementations, the controller 112 may also or alternatively ingest a speed signal already available from a haul-cable drive system 110 and integrates speed over time from the fixed reference to maintain a real-time position of the next-approaching one of the passenger carriers 114 within the approaching-carrier region 120, with periodic count-based updates used to bound integration drift.

[0065] In another example, the operation-assistance system employs distributed non-vision reference points (not shown) to constrain and correct the continuously updated position state. For example, the carrier-presence detector 134 at a fixed reference point initializes the position for the next-approaching one of the passenger carriers 114, while one or more additional tracking detectors 136 located downstream of the carrier-presence detector (or at bracketed locations along the approaching -carrier region 120) periodically re-synchronize the position state as the passenger carrier progresses through the approaching-carrier region. Between reference points, the controller 112 updates position using motion-coupled signals such as encoder counts, bull-wheel bolt passages, or tachometer output. This hybrid arrangement maintains continuous tracking while providing automatic correction for slip, transient drive regulation, or environmental factors. In some cases, passive identification targets affixed to the passenger carriers 114 (e.g., magnetic or RFID markers) at known spacings provide additional passage confirmations at low duty cycle without invoking any vision-based processing, allowing the controller 112 to validate carrier identity and spacing while continuing to compute real-time position for the same next-approaching one of the passenger carriers 114.19 Attorney Docket No. 18909-003WOU1

[0066] In an example implementation, the operation-assistance system monitors the wait-buffer region 130 and the potential-collision region 132 using respective presence detectors 138 and 140 while continuously tracking, from a fixed reference point 142, the real-time position of a next-approaching one of the passenger carriers 114 within an approaching-carrier region 120. Upon detection of the next-approaching passenger carrier 114 at a fixed reference point 142 (here, corresponding to the position of the carrier-presence detector 134), the controller 112 initializes a position state and updates that state from signals indicative of motion of a component kinematically coupled to the haul cable 106, for example, as discussed above. The controller 112 classifies the current position of the next-approaching one of the passenger carriers 114 into proximity-defined state regions within the approaching-carrier region 120. In one example, these proximity-defined stage regions include a far-upstream state (State 0), an intermediate cautionary state (State 1), a near-approach stop-priority state (State 2), and an on-ramp passage state (State 3). As the next-approaching passenger carrier 114 advances, outputs from the presence detector 138 of the wait-buffer region 130 and the presence detector 140 of the potential-collision region 132 are evaluated relative to the continuously updated position state of the next-approaching passenger carrier to select a control option for a haul-cable drive system 110.

[0067] In some embodiments, two or more detection regions, such as the wait-buffer region 130 and the potential-collision region 132, need not be monitored by two physically distinct detector devices. Rather, a single detector device may be configured to monitor multiple detection regions by establishing multiple independently evaluated detection zones, fields, or volumes corresponding to different portions of the passenger-transition region. By way of example, a single laser-based detector, such as a safety -rated laser scanner or time-of-flight device, may be mounted and oriented so as to cover both the wait-buffer region 130 and the potential-collision region 132, with the controller logically partitioning the detector’s sensing coverage into a first detection zone corresponding to the wait-buffer region 130 and a second detection zone corresponding to the potential -collision region 132. In such embodiments, the detector can output separate signals or separate logical status indications for the respective detection zones, thereby allowing the controller to apply different control responses as a function of which zone indicates presence and as a function of the real-time position of the next-approaching passenger carrier 114 within the approaching -carrier region 120, despite use of a single physical detector device. Similar multi -zone monitoring may be implemented using other detector technologies capable of defining multiple detection fields20 Attorney Docket No. 18909-003WOU1within a single sensing device, including radar-based detectors, ultrasonic detectors, and optical beam arrays or light curtains with independently monitored segments.

[0068] In this example, when the next-approaching passenger carrier 114 is in State 0, the controller 112 ordinarily maintains a continue-normal-operation option because the passenger carrier 114 is far upstream of the loading ramp 122 and the potential for imminent collision between the approaching passenger carrier and a foreign object is low. Any indication of the presence of a foreign object in either or both of the wait-buffer region 130 and the potential-collision region 132 from, respectively, the presence detector 138 and / or the presence detector 140 may be logged or used to alert an operator (not shown) or passenger, but such indication(s) typically do not cause the controller 112 to issue a speed change when the next-approaching passenger carrier 114 is in this far-upstream state. As the next-approaching passenger carrier 114 in the approaching-carrier region 120 transitions into State 1, the controller 112 treats the presence of one or more foreign objects in the wait-buffer region 130 and / or in the potential-collision region 132 as a cautionary condition. If the presence detector 138 indicates occupancy of a foreign object in either of the wait-buffer region 130 or in the potential-collision region 132 during State 1, the controller 112 selects a reduced-speed option for a defined interval sufficient to allow passengers-to-be to clear a passenger-transition path and issues a corresponding reduce-speed signal to the haul -cable drive system 110. Optionally, the operation-assistance system may also issue an alert (not shown) such as a visual and / or audible alert to draw operator attention to the situation. If the wait-buffer region 130 clears within that interval, then the controller 112 causes the haul -cable drive system 110 to resume normal speed without further intervention. If, during State 1, the presence detector 140 indicates occupancy within the potential-collision region 132, in this example the controller 112 likewise selects the reduced-speed option, issues a corresponding reduce-speed signal to the haul-cable drive system, and optionally may alert the operator, because the indication falls within a carrier-travel envelope above the loading ramp while the next-approaching passenger carrier 114 remains at an intermediate proximity at which a controlled slow can prevent a developing hazard from maturing into a collision.

[0069] When the next-approaching passenger carrier 114 progresses into State 2 within the approaching-carrier region 120, the controller 112 prioritizes a stop-operation option over a reduced-speed option because stopping distance is limited and the risk of collision is heightened. If the presence detector 138 indicates presence of a foreign object in the wait-buffer region 130 while the next-approaching passenger carrier 114 is in State 2, the controller 112 selects the stop-operation 21 Attorney Docket No. 18909-003WOU1option and issues a corresponding stop-haul-cable control signal to the haul-cable drive system 110 to halt the next-approaching passenger carrier 114 before it can reach the detected foreign object. Similarly, if the presence detector 140 indicates the presence of a foreign object within the potential-collision region 132 when the approaching passenger carrier 114 is in State 2 within the approaching-carrier region 120, the controller 112 selects the stop-operation option because a collision between the approaching passenger carrier and the foreign object is likely imminent. It is noted that in some embodiments, a human aerial-ropeway-system operator can override the operation-assistance system to put the aerial ropeway system in any desired mode, such as a normal mode, slow mode, or stop mode.

[0070] In embodiments in which the operation-assistance system also monitors a fall region 144 uphill of a loading region, the controller 112 may evaluate signals from one or more fall detectors 146 dedicated to the fall region during short, position-gated time windows correlated to passage of the passenger carrier 114. A detection in the fall region 144 during the gated window may, for example, trigger an operator alert and / or a stop-operation option in which the controller 112 issues a stop-haul-cable command signal to the haul-cable drive system 110. As described above, example fall detectors suitable for use as the fall detector(s) 146 include, but are not limited to, radar, infrared detector, decibel detectors and broken-beam detectors, among others.

[0071] As the next-approaching passenger carrier 114 enters State 3 within the approaching-carrier region 120 and traverses the loading ramp 122, the controller 112 applies a passengercarrier-passage gating window for any presence detection region within the loading ramp, such as the potential-collision region 132 and / or the wait-buffer region 130, that the passenger carrier 114 physically intersects or otherwise passes within the operating view of a corresponding presence detector 140 and / or 138 so that presence indications attributable to an expected passage of a passenger carrier therethrough are ignored during the window and are re-enabled immediately afterward. This passenger-carrier-passage gating prevents false positives while maintaining sensitivity to foreign-object detection. During this on-ramp passage state, the controller 112 prepares to detect passage of a subsequent passenger carrier 114 at the fixed reference point 142, at which time the tracking of the next-approaching passenger carrier is re-initialized for the next approach cycle.

[0072] In some embodiments, suppression of passenger-carrier-induced activations may be achieved through physical configuration of a detection volume rather than, or in addition to,22 Atorney Docket No. 18909-003WOU1software-based passage gating. For example, a non-imaging free-space detector may be oriented and configured such that its monitored detection volume is positioned below at least a portion of the carrier-travel envelope and above the ground surface, thereby intersecting the lower-leg region of passengers while avoiding intersection with a traversing passenger carrier. In such embodiments, the detector geometry itself reduces or eliminates carrier-induced activations without requiring timebased suppression logic. For example, such a detector can be a beam detector that would be triggered by peoples calves in the passenger-transition region 128. This beam detector would not get triggered by a next-approaching passenger-carrier 114 because it monitors a space below the passenger carrier envelop 118 and would allow operation-assistance system to not have to ignore the passenger carrier because only a calf of a person would trigger the sensor. The controller may nonetheless evaluate resulting detection signals relative to the real-time position state of an approaching passenger carrier in accordance with the proximity-defined control architecture described herein.

[0073] A representative sequence illustrates these behaviors. Assume the controller 112 detects the next-approaching passenger carrier 114 at the fixed reference point 142 and begins continuous position tracking. While the passenger carrier 114 is in State 1, a group of passengers-to-be advances through the wait-buffer region 130 more slowly than expected, and the presence detector 138 indicates occupancy therein by the passengers-to-be. The controller 112 implements the reduced-speed option and alerts the operator, thereby increasing the available time for the group of passengers-to-be clear the passenger-transition region 128. If the group of passengers to be clears the passenger-transition region 128 before the end of the reduced-speed interval, the controller 112 causes the haul-cable drive system 110 to resume normal speed. If, instead, the group of passengers-to-be remains in the wait-buffer region 130 as the passenger carrier 114 transitions into State 2, the controller 112 escalates to the stop-operation option and commands the haul-cable drive system 110 to stop so that the passenger carrier 114 halts within the loading area before reaching the potentialcollision region 132. In another scenario, while the passenger carrier 114 is within State 1, the presence detector 140 briefly indicates occupancy within the potential-collision region 132 due to a passenger stepping into a carrier-travel envelope and then stepping back; the controller 112 selects the reduced-speed option for the defined interval and resumes normal speed once thepotential-collision region clears. If an occupancy of the potential-collision region 132 is indicated as the passenger carrier 114 progresses into State 2, the controller 112 selects the stop-operation option to avoid a collision. In both scenarios, evaluations and control decisions are made relative to the23 Atorney Docket No. 18909-003WOU1same, continuously updated position state of the next-approaching passenger carrier 114, thereby enforcing a systematic loading procedure that is permissive when safe and decisive when proximity dictates that a collision may be imminent.

[0074] In some embodiments, the controller 112 also applies persistence criteria in addition to proximity. For example, a transient, short-duration indication in the wait-buffer region 130 during State 1 may result in an operator alert without a speed change if it clears within a short confirmation interval, whereas presence persisting beyond the confirmation interval invokes the reduced-speed option. Similarly, if the controller 112 implements the reduced-speed option due to foreign-object occupancy in State 1 and the indication persists through a transition into State 2, the operationassistance system escalates to the stop-operation option. These temporal qualifications, when combined with the proximity-defined state regions, provide robust discrimination between acceptable transient movement and unsafe lingering in a passenger-transition path, while minimizing unnecessary stops.

[0075] While the example passenger-loading configuration illustrated above is shown and described as having the loading region 126 located generally below the bullwheel 108 and the passengers-to-be approaching the loading region from a direction that is largely parallel to the haul cable 106, those skilled in the art will readily appreciate that other passenger-loading configurations are possible. For example, in some aerial ropeway system installations, the loading region may be positioned up-line from the bullwheel along a generally straight section of the haul rope, such that passengers may board passenger carriers while the carriers travel along a substantially linear path rather than through the terminal turnaround. In such arrangements, passengers can be staged within a defined safe waiting area that is offset from the path of the moving passenger carriers and may move into the carrier path at an appropriate time to transition into a carrier within a controlled loading area. Unlike bullwheel-based loading arrangements, where loading timing may be associated with carrier movement around the terminal, straight-line loading arrangements can involve passenger entry into the carrier path from a waiting area located outside the carrier path. The safety monitoring and carrier-referenced logic described herein may be used in connection with bullwheel-based loading geometries, straight-line loading geometries, and other terminal configurations in which passenger position relative to a known carrier location is considered in evaluating loading conditions. Accordingly, the present disclosure is not limited to any particular terminal layout or loading orientation.24 Atorney Docket No. 18909-003WOU1

[0076] With the following in mind, including the example aerial ropeway system 102 of FIGS. 1 A and IB, FIGS. 2A-2C illustrate an example operation-assistance method 200 of the present disclosure. Referring now to FIGS. 2A-2C, and also to FIGS. 1 A and IB for example contextual references, the method 200 begins at block 205 at which the controller 112 detects the passage of a next-approaching one of the passenger carriers 114 relative to the fixed reference point 142, for example, using the carrier-presence detector 134. In response to such detection, at block 210 the controller 112 initializes a position state within the approaching-carrier region 120 for that next-approaching passenger carrier 114 and begins tracking the location of the next-approaching passenger carrier. In this example, from detection of the next-approaching passenger carrier 114 at the reference point 142, the controller 112 continuously or continually updates the position state of the next-approaching passenger carrier within the approaching-carrier region 120 from signals indicative of motion of one or more components kinematically coupled to the haul cable 106. In the present example, the controller 112 classifies the real-time position of the next-approaching passenger carrier 114 in the approaching-carrier region 120 into proximity -defined state regions denoted here as State 0, State 1, State 2, and State 3. Correspondingly, at block 215, the controller 112 determines which position state that the next-approaching passenger carrier 114 is currently in and directs the logic to follow the corresponding one of the four position-state branches 220(0), 220(1), 220(2), and 220(3) of the operation-assistance method 200. As discussed elsewhere in this disclosure, the use of four position states is merely exemplary and is nonlimiting, as more or fewer than four position states can be used in other implementations.

[0077] When the controller 112 determines at block 215 that the next-approaching passenger carrier 114 is in State 0, it causes the operation-assistance method 200 to execute the State 0 branch 220(0). In this example, the State 0 branch 220(0) is a continue-normal-operating-speed path because the next-approaching passenger carrier 114 is so relatively far upstream of the potentialcollision region 132 that the likelihood of collision between that passenger carrier and a foreign object in either or both of the wait-buffer region 130 and the potential-collision region 132 is negligible so that there is no reason to slow or stop the haul cable 106. The State 0 branch 220(0) loops back to block 215 at loop 225 so that the haul cable 106 is permitted to continue at its normal operating speed and the operation-assistance method 200 continues to track movement of the nextapproaching passenger carrier 114 through the approaching-carrier region 120. The loop 225 continues as long as the controller 112 determines at block 215 that the current position state of the next-approaching passenger carrier 114 is still in State 0.25 Attorney Docket No. 18909-003WOU1

[0078] Once the controller 112 determines at block 215 that the position state of the nextapproaching passenger carrier 114 is in State 1, then at block 230 it evaluates, in this example, signals from each of the presence detector 138 monitoring the wait-buffer region 130 and the presence detector 140 monitoring the potential-collision region 132. At block 235, if the presence detector 138 indicates the presence of a foreign object within the wait-buffer region 130 while the next-approaching passenger carrier 114 is in State 1, then, at block 240, the controller 112 selects a slow-speed option and issues a corresponding slow-haul-cable control command to the haul-cable drive system 110 to cause the haul-cable drive system to slow the haul cable 106 from its current speed. On the other hand, if at block 235 the presence detector 138 does not indicate the presence of a foreign object within the wait-buffer region 130, then the operation-assistance method 200 loops back to block 215 at loop 225.

[0079] In some embodiments, resumption from a reduced-speed state to a normal-speed state may be conditioned upon receipt of one or more operator acknowledgement inputs rather than occurring automatically upon clearance of a detection region. Such acknowledgement-based resumption may require confirmation from a single operator station or from multiple operator stations of the aerial ropeway system, including remote stations, in accordance with established operational protocols. This acknowledgement requirement may include activation of one or more physical or electronic control inputs prior to restoring normal-speed operation.

[0080] Similarly, in this example, if, at block 245, the presence detector 140 indicates the presence of a foreign object within the potential-collision region 132 while the next-approaching passenger carrier 114 is in State 1, then, at block 240, the controller 112 selects the slow-speed option and issues a corresponding slow-haul-cable control command to the haul-cable drive system 110 to cause the haul-cable drive system to slow the haul cable 106 from its current speed. On the other hand, if at block 245 the presence detector 140 does not indicate the presence of a foreign object with the potential-collision region 132, then the operation-assistance method 200 loops back to block 215 at loop 225.

[0081] In this particular example, the reduced-speed option sets a time interval such that if the controller 112 determines at block 250 that the foreign object(s) has / have cleared from the waitbuffer region 130 and / or potential-collision region 132 within that time interval, then at block 255 the operation-assistance system resumes normal speed and the operation-assistance method 200 loops back to block 215 via loop 225. However, if the controller 112 determines at block 250 that26 Atorney Docket No. 18909-003WOU1the foreign object(s) has / have not cleared from the wait-buffer region 130 and / or potential-collision region 132 within that time interval, then the operation-assistance method 200 loops back to block 215 via loop 225.

[0082] It is noted that the behavior for State 1 in the operation-assistance method 200 is only an example and that a variety of changes can be made for other embodiments. For example, the detection of a foreign object in the wait-buffer region 130 may result in a different control outcome, such as letting the haul cable 106 continue at the normal speed. Similarly, the detection of a foreign object in the potential-collision region 132 may result in a different control outcome, such as causing the haul cablel06 to stop. In addition, the time-interval feature may be eliminated, among other changes that will be apparent to those skilled in the art.

[0083] Once the controller 112 determines at block 215 that the position state of the nextapproaching passenger carrier 114 is in State 2, then at block 260 it evaluates, in this example, signals from each of the presence detector 138 monitoring the wait-buffer region 130 and the presence detector 140 monitoring the potential collision region 132. At block 265, if the presence detector 138 indicates the presence of a foreign object within the wait-buffer region 130 while the next approaching passenger carrier 114 is in State 2, then, at block 270, the controller 112 selects a stop-haul-cable option and issues a corresponding stop-haul-cable control command to the haulcable drive system 110 to cause the haul -cable drive system to stop the haul cable 106 so as to stop the forward progress of the next-approaching passenger carrier 114. On the other hand, if at block 265 the presence detector 138 does not indicate the presence of a foreign object with the waitbuffer region 130, then the operation-assistance method 200 loops back to block 215 at loop 275.

[0084] Similarly, in this example, if, at block 280, the presence detector 140 indicates the presence of a foreign object within the potential-collision region 132 while the next-approaching passenger carrier 114 is in State 2, then, at block 270, the controller 112 selects the stop-haul-cable option and issues a corresponding stop-haul -cable control command to the haul-cable drive system 110 to stop the haul cable 106 so as to stop the forward progress of the next-approaching passenger carrier 114. On the other hand, if at block 280 the presence detector 140 does not indicate the presence of a foreign object with the potential-collision region 132, then the operation-assistance method 200 loops back to block 215 at loop 275.

[0085] In this particular example, in the event that the controller 112 issues the stop-haul-cable signal at block 270, then the operation-assistance method 200 proceeds to block 285 at which the 27 Attorney Docket No. 18909-003WOU1operation-assistance system determines whether or not it has received an all-clear signal that indicates that all foreign objects have cleared from the relevant one(s) of the wait-buffer region 130 and the potential-collision region 132. In one example, a human operator (not shown) initiates the all-clear signal, such as by using a restart button (not shown) or other signal generator. In another example, if the next-approaching passenger carrier 114 is still in State 2 when stopped, the all-clear signal may result from continued monitoring of the signals from the presence detectors 138 and 140 for a change that indicates that the foreign object(s) is / are no longer present in the wait-buffer region 130 and / or the potential-collision region 132. When the controller 112 determines at block 285 that it has received an all-clear signal, the operation-assistance method proceeds to block 290 at which it issues a resume-normal-speed command signal to the haul-cable drive system 110 and the operationassistance method 200 returns to block 215 via loop 275. However, when the controller 112 determines at block 285 that it has not received an all-clear signal, the operation-assistance method 200 enters a loop 293 that continues until the operation-assistance system receives an all-clear signal. It is noted that some aerial-ropeway-system operators require their aerial ropeway systems to be started in a slow mode from a stop.

[0086] It is noted that the behavior for State 2 in the operation-assistance method 200 is only an example and that a variety of changes can be made for other embodiment. For example, the detection of a foreign object in the wait-buffer region 130 may result in a different control outcome, such as slowing the haul cable 106.

[0087] Once the controller 112 determines at block 215 that the position state of the nextapproaching passenger carrier 114 is in State 3, the operation-assistance method 200 enters a passenger-carrier-passage gating operation to eliminate any false-positive foreign-object detection that the next-approaching passenger carrier 114 would otherwise trigger as it passes through the sensing fields of the presence detectors 138 and 140 of, respectively, the wait-buffer region 130 and the potential-collision region 132. In this example, the operation-assistance method 200 implements this passenger-carrier-passage gating operation by, at block 295, the controller 112 ignoring signals output by the presence detectors 138 and 140 during State 3. At loop 297, the operation-assistance method 200 loops back to block 205 for detecting another next-approaching passenger carrier 114 as it enters the approaching carrier region 120 to start the process of the operation-assistance method over again.28 Atorney Docket No. 18909-003WOU1

[0088] FIG. 3 illustrates an example operation-assistance system 300 configured to implement the loading-end monitoring and control methods described. For example, the operation-assistance system 300 of FIG. 3 can be used as the controller 112 of FIGS. 1 A and IB and / or to implement the operation-assistance method 200 of FIGS. 2A-2C, among other things. Referring to FIG. 3, in this example the operation-assistance system 300 includes a detector suite 304 for providing relevant signals for implementing a operation-assistance method configured in accordance with the present disclosure and a controller 308 for executing the operation-assistance method in response to signals from the detector suite. In the example illustrated, the detector suite 304 includes one or more presence detectors 312 positioned to monitor one or more designated detection regions of a loading ramp for presence of one or more foreign objects. In an example having the aerial ropeway system 100 of FIGS. 1A and IB as context, two presence detectors 312 corresponding to presence detectors 138 and 140 that correspond to the wait-buffer region 130 and the potential-collision region 132, respectively. The example operation-assistance system 300 of FIG. 3 also includes a carrierpresence detector 316, which corresponds to the carrier-presence detector 134 of FIG. 1A, and a tracking detector 320 operatively coupled to a haul-cable drive system and configured to produce signals indicative of haul -cable motion.

[0089] In an example using the aerial ropeway system 100 of FIGS. 1A and IB as context, the carrier-presence detector 316 and the tracking detector 320 correspond, respectively, to the carrierpresence detector 134 and the tracking detector 136 of FIGS. 1A and IB. Each presence detector 312, carrier-presence detector 316, and tracking detector 320 may be the same as or similar to any of the corresponding detectors described above, including in the Definitions section and relative to the example aerial ropeway system 100 of FIGS. 1A and IB. As alluded to above, in other embodiments the operation-assistance system 300 may not include either or both of the carrierpresence detector 316 and the tracking detector 320, with the operation-assistance system extrapolating the location of each next-approaching passenger carrier from other information available from the relevant haul-cable drive system and the known geometry of the corresponding aerial ropeway system.

[0090] In some embodiments, the operation-assistance system 300 further includes one or more optional fall-region detectors 324 oriented to monitor a fall region, such as the fall region 144 of FIGS. 1A and IB. The fall-region detector(s) 324 may include, for example, a presence detector for detecting the presence of a passenger abnormally below the passenger carrier which that person loaded onto and / or a sound / decibel-level detector oriented to detect elevated acoustic levels 29 Atorney Docket No. 18909-003WOU1indicative of distress in a designated region of the fall region adjacent to the relevant carrier-travel envelope.

[0091] In this example, the controller 308 includes microprocessor 332 and, operatively connected thereto, memory 336 and an input / output interface 348. The microprocessor 332 may be of any suitable type, including, without limitation, general-purpose central processing units, graphical processing units, digital signal processors, field-programmable gate arrays, systems-on-chip, application-specific integrated circuits, microcontrollers, and programmable logic controllers, and any combination thereof, among others. The memory 336 represents any one or more physical memories of any suitable technology(ies) including, without limitation, random-access memory, cache memory, read-only memory, solid-state drives, magnetic disk drives, non-volatile RAM, and battery-backed memory, and any combination thereof, among others. The memory 336 contains machine-executable instructions 340 stored in the memory 336 that, when executed by the microprocessor 332, causes the controller 308 to implement the safety logic described herein. As used herein and in the appended claims, the term “machine-readable storage medium” covers physical memory, such as any one or more components of the memory 336, and does not encompass transitory propagations such as digitally encoded signals, including digital information encoded onto carrier waves and digital information encoded into pulsed signals.

[0092] In the illustrated embodiment, the machine-executable instructions 340 include an operation-assistance algorithm 344 configured to perform the desired operation-assistance method. For example, the operation-assistance algorithm 344 may be configured to perform operations of the operation-assistance method 200 of FIGS. 2A-2C and customized to use the specific detectors selected to be part of the detector suite 304. A designer skilled in the art will readily understand how to select and implement the specific detectors of the detector suite for any particular deployment of the operation-assistance system 300 and will likewise understand how to configure the corresponding operation-assistance algorithm 344. Correspondingly, a programmer having ordinary skill in the art will similarly be able to code the operation-assistance algorithm 344 into operational machine-executable instructions 340 using only routine knowledge in the art. As emphasized in other locations of this disclosure, the operations of the operation-assistance method 200 of FIGS. 2A-2C are merely exemplary and can be substituted with other operations of other operationassistance methods made in accordance with the present disclosure without undue experimentation. As those skilled in the art will readily appreciate, the term “operation-assistance algorithm” is used in the singular for convenience but that a operation-assistance algorithm of the present disclosure 30 Attorney Docket No. 18909-003WOU1may comprise a plurality of individual algorithms that work together with one another and / or are executed so as to work with one another to achieve the overall functionality of the operationassistance method chosen for implementation.

[0093] In this example, the operation-assistance system 300 includes input / output (I / O) interface 348 that couples the controller 308 to the haul-cable drive system 328 for issuing operating-state-change control signals corresponding to the selected control options, including, for example, reduced-speed control signal, a stop-haul-cable control signal, and a resume-normal-operation control signal, among others that may be implemented in other embodiments, as well as to receive any current-operating-state data from the haul-cable drive system.

[0094] In some embodiments, the operation-assistance system 300 further includes an operator interface 352 configured, for example, to actuate one or more visual indicators and / or one or more audible alarms when the controller 308 selects, via the operation-assistance algorithm 344, a reduced-speed option or a stop-operation option to notify an operator of the current state of the operation-assistance system and the operating state of the aerial ropeway system and / or to allow an operator to initiate a resume-normal-operations control command to the controller 308.

[0095] In some implementations, the controller 308 includes a communications interface 356 that may provide data exchange with one or more supervisory systems 360, for example, for logging detector signals, position states, and control actions and / or for configuring the controller and updating firmware on the controller, among other things. Those skilled in the art will readily appreciate that FIG. 3 generally shows only components of the operation-assistance system 300 that are pertinent to explaining the operation-assistance system to someone skilled in the art and, therefore, does not show well-known components that may be necessary to embody the operationassistance system into an actual instantiation. Indeed, such additional components that may be necessary are so well known that someone skilled in the art can make any instantiation using only ordinary skill in the art, without any undue experimentation, and this disclosure as a guide.

[0096] Further, it is noted that in some embodiments the operation-assistance system 300 may be configured in an advisory-only configuration in which the controller 308 does not directly command a change in operating state of the haul-cable drive system. In such embodiments, upon detecting an unsafe condition, the controller generates one or more operator alerts, such as a “slow” alert or a “stop” alert, and / or outputs a request signal indicative of a recommended operating-state change, while a human operator remains the final arbiter and initiates any corresponding slow-down 31 Attorney Docket No. 18909-003WOU1or stop action using the ropeway’s normal operator controls. Such advisory-only operation can be desirable where resort operating protocols require a human confirmation prior to changing haulcable speed.

[0097] FIG. 4 illustrates an example operation-assistance graphical user interface (GUI) 400 of software of an operation-assistance system made in accordance with aspects of the present disclosure, such as, for example, the software embodied in the machine-executable instructions 340 of the operation-assistance system 300 of FIG. 3. Referring to FIG. 4, in this example operationassistance GUI 400 is configured for an operation-assistance system having two primary sensor states, here, States 1 and 2, and six detectors that sense various regions of a loading end of an aerial ropeway system, such as the loading end 100 of the aerial ropeway system 104 of FIGS. 1A and IB, as an example. In the example operation-assistance GUI 400 of FIG. 4, States 1 and 2 correspond, respectively, to States 1 and 2 of the example operation-assistance method 200 of FIG. 2. Regarding the six detectors tied to the example GUI 400 of FIG. 4, these detectors are a wait-buffer detector, a potential-collision detector A, a potential-collision detector B, a fall detector, a hanging detector, and a decibel detector.

[0098] Relating these six detectors to the loading end 100 of FIGS 1A and IB, the wait-buffer detector is provided to detect a foreign object (e.g., a passenger) in the wait-buffer region 130, each of the potential-collision detectors A and B is provided to detect a foreign object (e.g., a passenger) in the potential-collision region 132, the fall detector is provided to detect a passenger falling from a passenger carrier in the fall region 144, the hanging detector is provided to detect a passenger that is hanging from a passenger carrier in the fall region but has not fallen, and the decibel detector is provided to detect screams of a passenger in the fall region as a back up or complement to each of the fall and hanging detectors. The wait-buffer detector is placed to monitor the wait-buffer region 130 and is typically triggered when a passenger leaves the wait region 124 at a wrong time and is in danger of getting hit by a next-advancing passenger carrier 114 (FIG. 1). In this example, the potential-collision detectors A and B are placed so that both monitor the potential-collision region 132, but at differing subregions of the potential-collision region. This is done in this example because the size of the potential-collision region 132 is too large to be reliably monitored by only one detector. The potential-collision detectors A and B may be of the same type as one another or may be of different types. In an example, each of the potential-collision detectors A and B may be of a radar type, a lidar type, or a laser type, among others.32 Attorney Docket No. 18909-003WOU1

[0099] In this example, the fall detector and the hanging detectors are both located uphill from the loading region 126. The fall detector monitors the portion of the fall region 144 immediately downstream of the loading region 126, wherein misloads are typically most likely to occur. In an example, the fall detector is typically a radar-, lidar- or laser-based device and is positioned to detect passengers who fall or otherwise fail to properly load. In this example, which is in the context of ski-mountain-based chairlift, the hanging sensor is an infrared (IR) detector positioned to monitor the fall region 144 at a location farther downstream from the loading region 126 than the fall detector, typically at a point along the haul cable 106 where the passenger carrier 114 begins to gain height above the ground. This placement ensures that passenger skis are clear of the ground and that each passenger is fully supported by the seat of the passenger carrier 114. The IR detector is typically aimed at or slightly below the passengers’ feet and is used to detect individuals who are not properly seated and may be hanging from the passenger carrier 114. In such cases, a person’s legs or body will hang lower than the expected foot position. Because the IR detector detects thermal differences, it is not triggered by skis or equipment that are not in close proximity to a passenger’s body. Instead, detection is based on a temperature increase caused by body heat transferring to clothing or gear. In this example, the decibel detectors supplements the fall and hanging detectors in the fall region 144 and detects screams from an improperly loaded or falling passenger.

[0100] As seen in FIG. 4, in this example, the operation-assistance GUI 400 includes a State 1 configurator 404 and a State 2 configurator 408 that each allow a user (not shown) to configure the action that each of the six sensors discussed above is to take. To accomplish this in this example, each of the State 1 and State 2 configurator 404 and 408 includes six action selectors 404(1) through 404(6) and 408(1) through 408(6), respectively, for each of the six sensors. In the embodiment shown, each of the action selectors 404(1) through 404(6) and 408(1) through 408(6) is a radiobutton-type selector having three selectors that allows the user to select among three options, namely, “Stop”, “Slow”, and “None”, which cause the operation-assistance system (not shown) to issue to the corresponding haul-cable drive system, such as the haul-cable drive system 110 of FIG.1, a stop-operation control command, a slow-operation control command, and no control command, respectively.

[0101] In alternative embodiments, each action selectors 404(1) through 404(6) and 408(1) through 408(6) need not be implemented as radio-style soft buttons. Any graphical soft selector permitting only a single active selection from a finite set of alternatives may be used. For example, each action selectors 404(1) through 404(6) and 408(1) through 408(6) may be implemented as a 33 Attorney Docket No. 18909-003WOU1segmented control, toggle button group, dropdown menu, tabbed interface, selectable list, or mutually exclusive selectable icons. In further embodiments, the selector may comprise a graphical slider, dial, rotary control, or other variable-input soft control configured to allow a user to select a discrete or continuous cable speed value within a defined range (e.g., from stop to full speed), wherein the system is configured to recognize only one operative speed setting at a time.

[0102] FIG. 4 shows the State 1 and State 2 configurators 404 and 408 in specific configurations. For State 1, which is farther from the potential-collision region 132 than State 2, the State 1 configurator 404 shows each of the action selector 404(1) through 404(3) set to the “Slow” selection and each of the action selectors 404(4) through 404(6) set to the “Stop” selection. For action selectors 404(1) through 404(3) set to “Slow”, this is acceptable for this particular aerial ropeway system 102 because there is enough distance between the potential-collision region 132 and the State 1 region that only slowing the speed on the next-approaching passenger carrier 114 is needed. However, for action selectors 404(4) through 404(6), each of these action selectors correspond to the fall region 144. Consequently, when any one or more of the corresponding detectors has triggered, the customary action is to bring the haul cable 106 to a stop so that the hanging or fallen passenger(s) can be rescued. It is noted that in other embodiments, the selection in any one or more of the action selectors 404(1) through 404(6) may be different from the corresponding selection shown. As a nonlimiting example, the user may select “None” in the waitbuffer detector action selector 404(1) depending on the configuration and normal operating speed of the haul cable 106.

[0103] For State 2, which is closer to the potential-collision region 132 than State 1, instead of the action selectors 408(1) through 408(3) being set to “Slow” as in the corresponding action selectors 404(1) to 404(3), they are rather set to “Stop” because the configuration of the aerial ropeway system 102 and the normal operating speed of the haul cable 106 dictate that simply slowing the haul cable is not a satisfactory action to attempt to avoid a collision within the potentialcollision region 132. In State 2, each of the action selectors 408(4) through 408(6) are set to the same “Stop” selection as in the corresponding action selectors 404(4) to 404(6). This is so because handling of falls and improper loadings are handled in the same way, regardless of where the nextapproaching passenger carrier 114 is located. Here, too, in other embodiments the selection in any one or more of the action selectors 408(1) through 408(6) may be different from the corresponding selection shown. As a nonlimiting example, the user may select “Slow” in the wait-buffer detector34 Attorney Docket No. 18909-003WOU1action selector 408(1) depending on the configuration and normal operating speed of the haul cable 106.ADDITIONAL EMBODIMENTS AND IMPLEMENTATION OPTIONS

[0104] In some embodiments, novelty resides in a carrier-referenced decision architecture that qualifies, suppresses, and escalates detector events based on a real-time position state of a specific next-approaching passenger carrier, rather than merely detecting occupancy of a region or merely tracking haul-cable speed.

[0105] In some embodiments, the controller is configured not only to track distance or position along the carrier path but also to associate the real-time position state with a particular carrier instance (i.e., a particular “next-approaching” passenger carrier), thereby enabling carrier-instance-aware control and diagnostics. By way of example, the aerial ropeway system may include carrier identifiers or carrier markers, such as magnetic markers, RFID tags, reflective codes, or other identifiers, that allow the controller to distinguish one passenger carrier from another, to detect missing carriers, to detect irregular carrier spacing, and / or to detect carrier removal / addition events. In some embodiments, the controller compares observed carrier passage timing and / or carrier identifier data to expected carrier spacing to detect anomalies, and, in response, generates an operator alert and, if configured, selects a safe operating state, such as reduced-speed operation or stop operation.

[0106] In some embodiments, methods and systems of the present disclosure are applicable to unloading in addition to loading. For example, the aerial ropeway system may include an unloading region and one or more detection regions in or adjacent to the unloading region, such as an unloading fall region and / or an unloading exit lane region, monitored by one or more detectors for detecting presence or motion of a foreign object. In representative embodiments, the controller tracks a next-approaching passenger carrier toward the unloading region using the same carrier-referenced tracking described herein and evaluates detector signals from the unloading detection region(s) relative to a position state of that next-approaching passenger carrier. If detector signals indicate that a passenger has not cleared the unloading region within an expected time window and / or that a foreign object is present in an unloading detection region at a time when it should be clear for the next passenger carrier, the controller generates an operator alert and, if configured, issues a state-change control signal that causes the haul-cable drive system to enter a reduced-speed state or a stopped state.35 Attorney Docket No. 18909-003WOU1

[0107] In some embodiments, restoration from reduced-speed operation to normal-speed operation is subject to operational protocol requiring affirmative authorization from one or more operator stations. For example, resumption may require a local operator input at a loading terminal and a confirmation input at an unloading terminal, optionally in a defined sequence, before a normalspeed command is accepted by the haul-cable drive system. In such cases, the controller may provide a ready-to-resume output or request signal while the lift control system and / or operator protocol governs final acceptance of the normal-speed transition. In some embodiments, resumption from a stopped state is conditioned on both a clearance indication and an operator acknowledgement.

[0108] In some embodiments, the controller mitigates nuisance triggers and environmental effects by applying one or more filtering and qualification techniques. By way of example, a detector indication may be required to persist for a confirmation interval before being treated as occupancy, and a cleared indication may be required to persist for a release interval before being treated as clearance, thereby providing debounce and hysteresis suitable for outdoor environments. In some embodiments, the controller uses multi -detector correlation and / or persistence-based escalation, such that a reduced-speed option is selected when occupancy is detected while the nextapproaching passenger carrier is within an intermediate proximity-defined state region, and escalation to stop operation occurs when occupancy persists as the same next-approaching passenger carrier advances into a nearer proximity-defined state region and / or when occupancy persists beyond a configured persistence threshold. In some embodiments, the system includes operator-selectable sensitivity profiles and / or weather modes that adjust one or more detector thresholds, confirmation intervals, exclusion zones, or state-region boundaries for differing conditions such as blowing snow, wet snow, rain, nighttime, or glare.

[0109] In some embodiments, state-region boundaries and decision thresholds are mapped using one or more approaches. In one example, the controller determines a position state using absolute distance from the fixed reference point derived from motion-indicative signals. In another example, the controller determines an estimated time-to-arrival at one or more detection regions based on measured haul-cable speed and uses the estimated time-to-arrival as a factor in selecting among control options. In another example, the controller uses a hybrid approach that uses both distance and estimated time-to-arrival. In some embodiments, one or more state-region boundaries are dynamic and are adjusted as a function of measured speed, wind, passenger-carrier type, passenger load, and / or other factors that affect stopping distance, swing behavior, or passenger loading timing.36 Atorney Docket No. 18909-003WOU1

[0110] In some embodiments, the controller interfaces with the haul-cable drive system using one or more drive interactions, including direct slow / stop outputs, safety relay chain interruption, networked commands to a lift PLC, or advisory-only signaling in which the controller generates alerts and requests while the lift PLC and / or operator controls govern the actual drive-state transition. In some embodiments, the safety system provides an override hierarchy in which an operator can place the system into a monitor-only mode, an assist mode, or a full-control mode, and operator override commands can supersede automated commands.

[0111] In some embodiments, the controller performs diagnostic monitoring of detector inputs and motion-indicative signals used for position tracking. Example fault conditions include a detector stuck in an asserted state, loss of communication with a detector, loss of expected motion-indicative pulses, or out-of-range motion-indicative values inconsistent with commanded operation. In response to a detected fault condition, the controller may select a safe operating state for the haulcable drive system and generate an operator alert identifying the fault condition, and may inhibit automatic resumption of normal speed until an operator acknowledgement is received and / or the fault condition is cleared. In some embodiments, the controller logs occupancy events, position states, and selected control actions with timestamps for incident review, compliance documentation, troubleshooting, and maintenance.

[0112] In some embodiments, chair-passage gating is implemented in one or more ways, including time-window-based gating derived from a real-time position state and / or geometric gating based on configuring a detection volume below at least a portion of the carrier-travel envelope and above the ground surface so as to detect passengers while avoiding carrier-caused activations. In some embodiments, the controller uses an expected carrier signature, such as a non-imaging radar return envelope, to suppress expected carrier-caused activations while maintaining sensitivity to foreign-object detection.

[0113] Various modifications and additions can be made without departing from the spirit and scope of this invention. Features of each of the various embodiments described above may be combined with features of other described embodiments as appropriate in order to provide a multiplicity of feature combinations in associated new embodiments. Furthermore, while the foregoing describes a number of separate embodiments, what has been described herein is merely illustrative of the application of the principles of the present invention. Additionally, although particular methods herein may be illustrated and / or described as being performed in a specific order,37 Atorney Docket No. 18909-003WOU1the ordering is highly variable within ordinary skill to achieve aspects of the present disclosure. Accordingly, this description is meant to be taken only by way of example, and not to otherwise limit the scope of this invention.

[0114] The appended claims are incorporated into this Written Description section by reference for the purpose of teaching any detail not explicitly stated above.

[0115] Exemplary embodiments have been disclosed above and illustrated in the accompanying drawings. It will be understood by those skilled in the art that various changes, omissions and additions may be made to that which is specifically disclosed herein without departing from the spirit and scope of the present invention.38 Atorney Docket No. 18909-003WOU1

Claims

Claims:

1. A method of automatedly controlling an aerial ropeway system having a plurality of passenger carriers circulated within a carrier-travel envelope via a haul cable driven by a haul-cable drive system that has a normal operating mode, wherein the carrier-travel envelope has a first approaching-carrier region and the aerial ropeway system has a first loading ramp proximally downstream of the first approaching-carrier region and proximally upstream of a first passengertransition region, wherein a portion of the first loading ramp extends under the carrier-travel envelope, the method comprising:tracking position of a first approaching passenger carrier of the plurality of passenger carriers within the first approaching-carrier region;monitoring, using a non-imaging free-space detector, a first region along the first loading ramp for detection of presence of a first foreign object within the first region;making a determination whether or not to cause the haul -cable drive system to change from the normal operating mode to a collision-avoidance mode based on the position of the first approaching passenger carrier within the first approaching-carrier region and the detection of the presence of the first foreign object within the first region; andwhen the determination is to change from the normal operating mode to the collisionavoidance mode, issuing a first state-change control signal to the haul-cable drive system to cause the haul-cable drive system to change from the normal operating mode to the collision-avoidance mode.

2. The method of claim 1, further comprising receiving a first carrier-approaching signal indicating that the first approaching passenger carrier is entering the first approaching-carrier region, and, in response to receiving the first carrier-approaching signal, beginning the tracking of the location of the first approaching passenger carrier.

3. The method of claim 1, wherein the first passenger-transition region comprises a potentialcollision region.

4. The method of claim 1, wherein the first approaching-carrier region comprises a first state region and a second state region, wherein the second state region is located between the first state region and the first passenger-transition region.39 Attorney Docket No. 18909-003WOU15. The method of claim 4, further comprising executing control logic that:generates a slow-speed control signal when the monitoring detects presence of the first foreign object in the first passenger-transition region and the tracking of location of the first approaching passenger carrier indicates that the first approaching passenger carrier is in the first state zone of the first approaching-carrier region; andgenerates a stop-haul-cable control signal when the monitoring detects presence of the first foreign object in the first passenger-transition region and the tracking of location of the first approaching passenger carrier indicates that the first approaching passenger carrier is in the second state zone of the first approaching-carrier region.

6. The method of claim 1, wherein the aerial ropeway system has a second approaching-carrier region and a second passenger-transition region proximally downstream of the second approaching-carrier region, the method further comprising:tracking location of a second approaching passenger carrier of the plurality of passenger carriers;monitoring the second passenger-transition region for detection of presence of a second foreign object within the second passenger-transition region;executing control logic that generates a second state-change control signal that causes the haulcable drive system to change the operating state when:the monitoring detects presence of the second foreign object in the second passengertransition region; andthe tracking of the location of the second approaching passenger carrier indicates that the second approaching passenger carrier is in the second approaching-chair region; and issuing the second state-change control signal to the haul-cable drive system.

7. The method of claim 6, further comprising receiving a second chair-approaching signal indicating that the second approaching passenger carrier is entering the second approaching- carrier region, and, in response to receiving the second carrier-approaching signal, beginning the tracking of the location of the second approaching passenger carrier.

8. The method of claim 6, wherein the second passenger-transition region comprises a passengerunloading region.

9. The method of claim 6, wherein the second state-change control signal is a stop-haul-cable control signal.40 Atorney Docket No. 18909-003WOU110. The method of claim 6, wherein the second state-change control signal is a slow-speed control signal.

11. The method of claim 6, wherein the monitoring of the second passenger-transition region is performed using a non-imaging free-space detector.

12. A machine-readable storage medium containing machine-executable instructions for performing the method of any one of claims 1-11.

13. An operation-assistance system for the aerial ropeway system claim 1, comprising:a memory containing the machine-executable instructions of claim 12;at least one microprocessor in operative communication with the memory and configured to execute the machine-executable instructions; anda sensor suite containing detectors for effecting the method of claim 1.

14. The aerial ropeway system of claim 1 comprising the operation-assistance system of claim 13.

15. A method of retrofitting an existing aerial ropeway system in accordance with the aerial ropeway system of claim 1, the method including installing the operation-assistance system of claim 13.

16. A method of automatedly controlling an aerial ropeway system having a plurality of passenger carriers circulated within a carrier-travel envelope via a haul cable driven by a haul-cable drive system that has a normal operating mode, wherein the carrier-travel envelope has a first approaching-carrier region and the aerial ropeway system has a first loading ramp proximally downstream of the first approaching-carrier region and proximally upstream of a first passengertransition region, wherein a portion of the first loading ramp extends under the carrier-travel envelope, the method comprising:tracking position of a first approaching passenger carrier of the plurality of passenger carriers within the first approaching-carrier region;monitoring, using a non-imaging free-space detector, a first region along the first loading ramp for detection of presence of a first foreign object within the first region;executing control logic that generates a first state-change control signal that causes the haulcable drive system to change the normal operating mode to a collision-avoidance mode when:41 Atorney Docket No. 18909-003WOU1the monitoring detects presence of the first foreign object in the first region along the first loading ramp; andsimultaneously, an instantaneous position of the first approaching chair within the approaching-chair zone indicates that the collision-avoidance mode must be activated; andissuing the at least one first state-change control signal to the haul-cable drive system.

17. A method of controlling operation of an aerial ropeway system to avoid accidents during loading of passengers onto the aerial ropeway system, wherein the aerial ropeway system includes: a plurality of passenger carriers secured to a haul cable;a cable-hauling system for hauling the haul cable so as to move the passenger carriers, wherein the cable-hauling system is responsive to an operation-assistance control signal that changes an operating state of the aerial ropeway system;a loading area; anda loading-ramp region upstream of the loading area;the method comprising:sensing for presence of a foreign object in the loading-ramp region only during a sensing timewindow;sensing movement of an approaching passenger carrier of the plurality of passenger carriers next in line for receiving one or more of the passengers;controlling the sensing time-window as a function of the movement of the approaching passenger carrier; andwhen sensing the presence of the first object during the sensing time-window, generating the operation-assistance control signal.

18. The method of claim 17, wherein:sensing for the presence of the first object includes:sensing for presence of the object in a first ramp region of the loading-ramp region during a first sensing-time window; andsensing for presence of the foreign object in a second ramp region of the loading-ramp region during a second sensing time window, the second ramp region located at a location different from the first ramp region;controlling the sensing time-window includes controlling each of the first and second sensing time-windows as a function of the movement of the approaching passenger carrier; and 42 Attorney Docket No. 18909-003WOU1generating of the operation-assistance control signal occurs when the presence of the foreign object is detected in one or both of the first and second sensing time-windows.

19. The method of claim 17, wherein sensing the movement of the approaching passenger carrier senses movement of a moving part of the aerial ropeway system.

20. A machine-readable storage medium containing machine-executable instructions for performing the method of any one of claims 16-19.

21. A system for controlling operation of an aerial ropeway system to avoid accidents during loading of passengers onto the aerial ropeway system, wherein the aerial ropeway system includes: a plurality of passenger carriers secured to a haul cable;a cable-hauling system for hauling the haul cable so as to move the passenger carriers, wherein the cable-hauling system is responsive to an operation-assistance control signal that changes an operating state of the aerial ropeway system;a loading area; anda loading-ramp region upstream of the loading area;the system comprising:a first detector that, during operation of the chairlift, detects for presence of a foreign object in the loading-ramp region only during a sensing time-window;a second detector that, during operation of the chairlift, tracks movement of an approaching passenger carrier of the plurality of passenger carriers next in line for receiving one or more of the passengers; anda controller in operative communication with each of the first detector, the second detector, and the cable-hauling system, the controller comprising:memory containing the machine-executable instructions of claim 20; andat least one processor in operative communication with the memory and configured to execute the machine-executable instructions.

22. The method of claim 1 or 2, wherein the first passenger-transition region comprises a potentialcollision region.

23. The method of any one of claims 1-3, wherein the first approaching-carrier region comprises a first state region and a second state region, wherein the second state region is located between the first state region and the first passenger-transition region.43 Atorney Docket No. 18909-003WOU124. The method of claim 6 or 7, wherein the second passenger-transition region comprises a passenger-unloading region.

25. The method of any one of claims 6-8, wherein the second state-change control signal is a stophaul-cable control signal.

26. The method of any one of claims 6-8, wherein the second state-change control signal is a slow- speed control signal.

27. The method of any one of claims 6-10, wherein the monitoring of the second passengertransition region is performed using a non-imaging free-space detector.

28. An operation-assistance system for the aerial ropeway system of any one of claims 1-11, comprising:a memory containing the machine-executable instructions of claim 12;at least one microprocessor in operative communication with the memory and configured to execute the machine-executable instructions; anda sensor suite containing detectors for effecting the method of any one of claims 1-11.

29. The aerial ropeway system of any one of claims 1-11 comprising the operation-assistance system of claim 13.

30. A method of retrofitting an existing aerial ropeway system in accordance with the aerial ropeway system of any of claims 1-11, the method including installing the operation-assistance system of claim 13.

31. The method of either of claims 17 and 18, wherein sensing the movement of the approaching passenger carrier senses movement of a moving part of the aerial ropeway system.

32. A machine-readable storage medium containing machine-executable instructions for performing the method of any one of claims 16-19.44 Atorney Docket No. 18909-003WOU1

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