Lightweight Docking Station for Micromobility Transit Vehicle Systems and Methods

Abstract

Techniques for systems and methods associated with lightweight docking stations for one or more micromobility transit vehicles are described. The docking station may include one or more racks configured to dock micromobility transit vehicles, a locking hole in a rack plate of one or more racks, and a base. The locking hole may be configured to align with a respective locking device on each of one or more micromobility transit vehicles. The base may be configured to raise one or more micromobility transit vehicles to align their respective locking devices with the locking hole.One method may include identifying at least one shelf out of one or more shelves available for docking one or more micromobility transit vehicles and communicating with a mobile computing device to display an indication of at least one shelf available for docking one or more micromobility transit vehicles.

Description

Lightweight Docking Station for Micromobility Transit Vehicle Systems and Methods Field of invention One or more of the modalities of the present description generally refer to transit vehicles for micromobility and more particularly, for example, to systems and methods for a lightweight docking station for one or more transit vehicles for micromobility. Background of the invention Docking stations for micromobility rental vehicles (e.g., shared scooters, seated scooters, bicycles, etc.) are robust and represent a significant investment for a ride-sharing company. These and other considerations limit the number of docking stations that can be deployed within a municipality or region. Legacy docking stations also need to be upgraded with new or updated technologies and / or features. Sometimes, legacy docking stations are offline due to various factors, including signal loss, disconnection from a central server, a dead battery, and ramp misalignment, among others.In such situations, a rider may be unable to end their rental trip at an offline station, leaving them "stuck" and unable to take a subsequent ride. Additionally, a potential rider may approach an offline station and become frustrated by their inability to unlock and / or retrieve a rental micromobility vehicle. Furthermore, privately owned micromobility vehicles are frequently locked at private parking stations owned by the ride-sharing company, which overcrowds the parking stations and sometimes prevents a rider from properly parking or locking a rental micromobility vehicle. Therefore, there is a need in systems and methods technology for a lightweight docking station that addresses the aforementioned shortcomings, other known deficiencies in the industry, or at least offers an alternative to current techniques. For example, improvements are needed to identify and notify rideshare users of offline docking stations, to reserve or rent micromobility vehicles only from online docking stations, to guide rideshare users to only online docking stations, to limit the vehicles that can be parked / locked at docking stations, and similar features. Brief description of the invention Techniques for systems and methods associated with lightweight docking stations for micromobility transit vehicles are described. A multimodal transportation system is provided, based on one or more modalities. The multimodal transportation system may include one or more docking stations, a non-transient memory containing stored instructions, and one or more hardware processors configured to execute the instructions for performing the operations. One or more docking stations may include one or more racks configured to secure one or more micromobility transit vehicles.The operations may include identifying at least one shelf out of one or more shelves available for docking one or more micromobility transit vehicles and communicating with a mobile computing device to display an indication of at least one shelf available for docking one or more micromobility transit vehicles. According to one or more of the available configurations, a docking station is provided. The docking station may include one or more racks configured to dock one or more vehicles, a locking hole in a rack plate of one or more racks, and a base. The locking hole may be configured to align with a respective locking device on each of one or more vehicles. The base may be configured to raise one or more vehicles to align their respective locking devices with the locking hole. According to one or more modalities, a method is provided for determining docking availability at one or more docking stations that include one or more racks configured to secure one or more micromobility transit vehicles. The method may include identifying at least one rack out of one or more racks available for docking one or more micromobility transit vehicles and communicating with a mobile computing device to display an indication of at least one rack available for docking one or more micromobility transit vehicles. The scope of the invention is defined by the claims, which are incorporated into this section by reference. A more complete understanding of the embodiments of the invention, as well as a realization of their additional advantages, will be provided to those skilled in the art by considering the following detailed description of one or more embodiments. Reference will be made to the accompanying drawing sheets, which will first be briefly described. Brief description of the drawings FIG. 1 illustrates a block diagram of a portion of a dynamic transportation matching system that includes a transit vehicle according to one modality of the description. FIG. 2 illustrates a block diagram of a dynamic transportation matching system that incorporates a variety of transportation modes according to a mode description. FIGS. 3A-3C illustrate transit vehicle diagrams for micromobility for use in a dynamic transportation matching system according to one modality of the description. FIG. 3D illustrates a diagram of a first docking station for docking one or more micromobility transit vehicles according to a modality of the description. FIG. 4 illustrates a diagram of a second docking station for docking one or more micromobility transit vehicles according to a modality of the description. FIG. 5 illustrates a diagram of alternative geometries for the docking station of FIG. 4 according to one modality of the description. zwe Ln / zznz / E / YiAi FIG. 6 illustrates a diagram of a first side of a docking station flasher of FIG. 4 according to one modality of the description. FIG. 7 illustrates a diagram of a second side of the flasher of FIG. 6 according to one modality of the description. FIG. 8 illustrates a diagram of a third docking station for docking one or more micromobility transit vehicles according to a modality of the description. FIG. 9A illustrates a diagram of a partially cropped view of the docking station of FIG. 8 according to one modality of the description. FIG. 9B illustrates a top, right front perspective view of an anchor for a docking station and shows some features in dotted lines according to one modality of the description. FIG. 9C illustrates a front elevation view of the anchor of FIG. 9B according to one modality of the description. Figure 9D illustrates a left elevation view of the anchor in Figure 9B according to one embodiment of the description. The right elevation view of the anchor may be a mirror image of Figure 9D. FIG. 9E illustrates a perspective view of the top, rear, right portion of the anchor in FIG. 9B according to one modality of the description. FIG. 9F illustrates a rear elevation view of the anchor of FIG. 9B according to one modality of the description. FIG. 9G illustrates another diagram of the docking station of FIG. 8 according to one modality of the description. FIG. 10 illustrates a diagram of an alternative geometry for the docking station of FIG. 8 according to one modality of the description. FIG. 11 illustrates a diagram of an anchor docking station according to one modality of the description. FIG. 12 illustrates a first diagram of a user interface according to one modality of the description. FIG. 13 illustrates a second diagram of the user interface of FIG. 12 according to one modality of the description. FIG. 14 illustrates a third diagram of the user interface of FIG. 12 according to one modality of the description. FIG. 15 illustrates a fourth user interface diagram from FIG. 12 according to one modality of the description. FIG. 16 illustrates a fifth diagram of the user interface of FIG. 12 according to one modality of the description. FIG. 17 illustrates a flow diagram of a process for determining a coupling availability at one or more coupling stations according to a modality of the zwe ίη / ζζηζ / E / γίΛΐ description. FIG. 18 illustrates a flow diagram of a process for providing a transit vehicle use for micromobility according to one modality of the description. FIG. 19 illustrates a process flow diagram for managing a system of docking stations and transit vehicles for micromobility according to one modality of the description. FIG. 20 illustrates a process flow diagram for managing a docking station system according to one modality of the description. The embodiments of the invention and its advantages will be better understood with reference to the detailed description that follows. It should be noted that similar reference numbers are used to identify similar elements illustrated in one or more of the figures. Detailed description of the invention According to various modalities of this description, a "lightweight" docking station can be placed in a greater number of locations due to its smaller footprint, form factor, visual weight (e.g., visual mass, visual impact, or a visual characteristic that attracts and interacts with an observer's eye or vision), or any combination thereof, compared to legacy stations in the industry. As described herein, "lightweight" refers to a comparatively smaller size, robustness, weight, visual weight, or any combination thereof. The docking station includes one or more ramps on which a micromobility transit vehicle (e.g., kick scooter, seat scooter, bicycle, etc.) is placed.Once the micromobility transit vehicle is in position, it can be locked onto the ramp, such as by looping a cable around a section of the ramp. Optionally, the ramp can be shaped or sized to accommodate a locking structure or device for the micromobility transit vehicle. For example, the ramp might have a unique shape or size that allows only a specific type of micromobility transit vehicle to be locked onto it.The docking station may include one or more intelligent functions, such as one or more modules configured to determine the type of micromobility transit vehicle locked at the docking station, how many micromobility transit vehicles are at the docking station, how many ramps are available for parking a micromobility transit vehicle, and whether the micromobility transit vehicle is correctly parked on the ramp, among other things. The docking station may also include charging capabilities and may be modular to adapt the docking station to a specific location, requirement, or other need. Furthermore, various modalities of the present description include an application experience that interacts with the lightweight docking station and alleviates one or more problems associated with offline stations. For example, an application (or app) running on a user's computing device can use application logic to reserve an available micromobility transit vehicle at an online station and guide the user to the online station. During the rental trip, the app logic can guide the user to another online station that is close to the user's destination and includes an available ramp (i.e., a destination station).Once locked at the destination station, the micromobility transit vehicle can be paired with a sensor, such as passively, at the destination station, and the status of the destination station can be updated for future trips and / or other crew members. Instead of booking a micromobility transit vehicle, the app's logic can dynamically display nearby docking stations and their status (e.g., online, offline, available parking spaces, available vehicles, etc.), allowing the rider to check trip availability. Similarly, during the trip, the app's logic can dynamically display nearby docking stations and their status, allowing the rider to check parking availability. The app's logic can filter available docking stations based on the desired vehicle to rent or the actual vehicle being ridden (e.g., availability of a seated scooter versus a bicycle, parking availability, etc.).The app's logic can also provide alternatives to the rider or crew member as a docking station's status changes (e.g., from online to offline, offline to online, etc.). The app's logic can also warn the crew member if they have parked a micromobility transit vehicle at an offline station. Figure 1 illustrates a block diagram of a portion of a dynamic transportation matching system 100 (e.g., system 100) that includes a transit vehicle 110 according to one modality of the description. In the modality shown in Figure 1, system 100 includes transit vehicle 110 and optionally a user device 130. In general, the transit vehicle 110 can be a passenger vehicle designed to carry a single person (e.g., a micromobility transit vehicle, a transit bicycle and scooter vehicle, or the like) or a group of people (e.g., a typical car or truck).More specifically, the 110 transit vehicle can be implemented as a motorized or electric kick scooter, bicycle, and / or motor scooter designed to carry one or perhaps two people at a time, typically on a paved road (collectively, transit vehicles for micromobility), as a typical car configured to carry up to 4, 7, or 10 people at a time, or according to a variety of different modes of transport (e.g., transportation mechanisms). Transit vehicles similar to the 110 transit vehicle may be owned, operated, and / or serviced primarily by a fleet manager / operator who provides the 110 transit vehicle for hire and use by the public as one or more types of transportation modes offered by a dynamic transportation matching system, for example.In some modalities, transit vehicles similar to Transit Vehicle 110 may be owned, operated, and / or serviced by a private owner using the dynamic transportation matching system to match their vehicle with a transportation request, such as with ridesharing or ride-sharing applications typically running on a mobile user device, such as User Device 130 as described herein. User Device 130 may be a smartphone, tablet, near-field communication (NFC) or radio-frequency identification (RFID) enabled smart card, or other personal or portable computing and / or communication device that may be used to facilitate the rental and / or operation of Transit Vehicle 110. As shown in FIG. 1, the transit vehicle 110 may include one or more of a controller 112, a user interface 113, an orientation sensor 114, a gyroscope / accelerometer 116, a global navigation satellite system receiver 118, a wireless communications module 120, a camera 148, a propulsion system 122, an air quality sensor 150, and other modules 126. The operation of the transit vehicle 110 may be substantially manual, autonomous, and / or partially or completely controlled by the user device 130, which may include one or more of a user interface 132, a wireless communications module 134, a camera 138, and other modules 136. In other modalities, the transit vehicle 110 may include any one or more of the elements of the user device 130.In some modalities, one or more of the elements of system 100 can be implemented in a combined housing or structure that can be attached to or inside a transit vehicle 110 and / or held or carried by a user of system 100, such as a transportation requester or crew member. The controller 112 can be implemented as any appropriate logic device (e.g., processing device, microcontroller, processor, application-specific integrated circuit (ASIO), field-programmable gate array (FRGA), memory storage device, memory reader, or other device or combinations of devices) that can be adapted to execute, store, and / or receive appropriate instructions, such as software instructions implementing a control loop to control various transit vehicle operations 110 and / or other system elements 100, for example.Such software instructions may also implement methods for processing images and / or other sensor signals or data, determining sensor information, providing feedback to the user (e.g., via user interface 113 or 132), querying devices for operating parameters, selecting operating parameters for devices, or performing any of the various operations described herein (e.g., operations performed by logic devices of various system devices 100). Furthermore, a non-transient medium may be provided for storing machine-readable instructions for loading and execution by the controller 112. In these and other modalities, the controller 112 may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, one or more interfaces, and / or various analog and / or digital components for interfacing with devices of system 100. For example, the controller 112 may be adapted to store sensor signals, sensor information, parameters for coordinate frame transformations, calibration parameters, sets of calibration points, and / or other operating parameters over time, for example, and provide such stored data to a transport requester or crew member through the user interface 113 or 132.In some modalities, the controller 112 can be integrated with one or more of other transit vehicle elements 110, for example, or distributed as multiple logic devices within the transit vehicle 110 and / or user device 130. In some embodiments, the controller 112 may be configured to monitor and / or store substantially continuously the status and / or sensor data provided by one or more transit vehicle elements 110 and / or user device 130, such as the position and / or orientation of the transit vehicle 110 and / or user device 130, for example, and the status of a communication link established between the transit vehicle 110 and / or user device 130. Such communication links may be established and then provide substantially continuous data transmission between system elements 100 throughout the operation of system 100, where such data includes various types of sensor data, control parameters, and / or other data. The user interface 113 of transit vehicle 110 can be implemented as one or more of a display, touchscreen, keyboard, mouse, joystick, knob, steering wheel, yoke, and / or any other device capable of accepting user input and / or providing feedback to a user. In various ways, the user interface 113 can be adapted to provide user input (e.g., as a type of signal and / or sensor information transmitted by the wireless communications module 134 of user device 130) to other devices of system 100, such as controller 112. The user interface 113 can also be implemented with one or more logic devices (e.g., similar to controller 112) that can be adapted to store and / or execute instructions, such as software instructions, that implement any of the various processes and / or methods described herein.For example, user interface 113 can be adapted to form communication links, transmit and / or receive communications (e.g., infrared images and / or other sensor signals, control signals, sensor information, user input, and / or other information), for example, or to perform various other processes and / or methods described herein. In one mode, user interface 113 can be adapted to display a time series of various sensor information and / or other parameters as part of or superimposed on a graph or map, which can be referenced to a transit vehicle position and / or orientation 110 and / or other system elements 100. For example, user interface 113 can be adapted to display a time series of transit vehicle positions, paths, and / or orientations 110 and / or other system elements 100 superimposed on a geographic map, which may include one or more graphs indicating a corresponding time series of actuator control signals, sensor information, and / or other sensor and / or control signals.In some configurations, user interface 113 can be adapted to accept user input that includes a user-defined destination path, waypoint, route, and / or orientation, for example, and to generate control signals to cause transit vehicle 110 to move according to the destination path, route, and / or orientation. In other configurations, user interface 113 can be adapted to accept user input that modifies a control loop parameter of controller 112, for example. zwe ίη / ζζηζ / Ε / γίΛΐ The orientation sensor 114 can be implemented as one or more of a compass, float, accelerometer, and / or other device capable of measuring a transit vehicle orientation 110 (e.g., magnitude and direction of roll, pitch and / or yaw, relative to one or more reference orientations such as gravity and / or Magnetic North), camera 148, and / or other system elements 100, and providing such measurements as sensor signals and / or data that can be communicated to various system devices 100.The gyroscope / accelerometer 116 can be implemented as one or more electronic sextants, semiconductor devices, integrated chips, accelerometer sensors, accelerometer sensor systems, or other devices capable of measuring angular velocities / accelerations and / or linear accelerations (e.g., direction and magnitude) of the transit vehicle 110 and / or other system elements 100 and providing such measurements as sensor signals and / or data that can be communicated to other system devices 100 (e.g., user interface 132, controller 112). The GNSS 118 receiver can be implemented according to any global navigation satellite system, including a GPS, GLONASS, and / or Galileo-based receiver and / or other device capable of determining the absolute and / or relative position of the transit vehicle 110 (e.g., or a transit vehicle element 110) based on wireless signals received from space and / or terrestrial sources (e.g., eLoran, and / or other at least partially terrestrial systems), and capable of providing such measurements as sensor signals and / or data (e.g., coordinates) that can be communicated to various system devices 100. In some modalities, the GNSS 118 receiver may include an altimeter, for example, or may be used to provide absolute altitude. The wireless communication module 120 can be implemented as any wireless communication module configured to transmit and receive analog and / or digital signals between system elements 100. For example, the wireless communication module 120 can be configured to directly or indirectly receive control signals and / or data from the user device 130 and provide them to the controller 112 and / or propulsion system 122. In other configurations, the wireless communication module 120 can be configured to receive images and / or other sensor information (e.g., still images or video images) and transmit the sensor data to the controller 112 and / or user device 130. In some configurations, the wireless communication module 120 can be configured to support spread spectrum transmissions, for example, and / or multiple simultaneous communication channels between system elements 100.The wireless communication links formed by the wireless communication module 120 may include one or more analog and / or digital radio communication links, such as WiFi, Bluetooth, NFC, RFID, and others, as described herein, and may be direct communication links established between elements of system 100, for example, or may be relayed through one or more wireless relay stations configured to receive and retransmit wireless communications. In various configurations, the wireless communication module 120 may be configured to support a wireless mesh network, as described herein. In some embodiments, the wireless communications module 120 may be configured to be physically attached to the transit vehicle 110 and to monitor the status of a communication link directly or indirectly established between the transit vehicle 110 and / or the user device 130. Such status information may be provided to the controller 112, for example, or transmitted to other elements of system 100 for monitoring, storage, or further processing, as described herein. Furthermore, the wireless communications module 120 may be configured to determine an interval to another device, such as based on time of flight, and provide that interval to the other device and / or controller 112.The communication links established by the communication module 120 can be configured to transmit data between elements of system 100 in a substantially continuous manner throughout the operation of system 100, where such data includes various types of sensor data, control parameters, and / or other data, as described herein. The propulsion system 122 can be implemented as one or more motor-based propulsion systems, and / or other types of propulsion systems that can be used to provide motive force to the transit vehicle 110 and / or to steer the transit vehicle 110. In some embodiments, the propulsion system 122 can include elements that can be controlled (for example, by the controller 112 and / or the user interface 113) to provide movement to the transit vehicle 110 and to provide orientation to the transit vehicle 110. In various embodiments, the propulsion system 122 can be implemented with a portable power source, such as a battery. In some embodiments, the propulsion system 122 can be implemented with a combustion engine / generator and fuel supply. For example, in some embodiments, such as when the propulsion system 122 is implemented by an electric motor (e.g., as with many transit vehicles for micromobility), the transit vehicle 110 may include a battery 124. The battery 124 may be implemented by one or more battery cells (e.g., lithium-ion battery cells) and configured to provide electrical power to the propulsion system 122 to propel the transit vehicle 110, for example, as well as various other elements of the system 100, including the controller 112, the user interface 113, and / or the wireless communications module 120.In some modalities, the 124 battery can be implemented with its own safety measures, such as thermal interlocks and a fire-resistant housing, for example, and may include one or more logic devices, sensors, and / or a display to monitor and provide visual feedback of a 124 battery's charge status (e.g., a charge percentage, a low charge indicator, etc.). Other modules 126 may include other and / or additional sensors, actuators, communication modules / nodes, and / or user interface devices, for example, and may be used to provide additional environmental information related to the operation of transit vehicle 110, for example. In some modalities, other modules 126 may include a humidity sensor, a wind sensor, and / or 7WP Ln / 77n7 / B / YIAI water temperature, a barometer, an altimeter, a radar system, a proximity sensor, a visible spectrum camera or infrared camera (with an additional support point), and / or other environmental sensors that provide measurements and / or other sensor signals that can be displayed to a requester of transportation or crew member and / or used by other devices of system 100 (e.g., the controller 112) to provide operational control of the transit vehicle 110 and / or system 100. In additional modalities, other modules 126 may include a light, such as a headlight or indicator light, and / or an audible alarm, which can be activated to alert bystanders to possible theft, abandonment, and / or other critical states of transit vehicle 110. In particular, and as shown in FIG. 1, other modules 126 may include camera 148 and / or air quality sensor 150. The camera 148 can be implemented as an imaging device that includes an imaging module comprising an array of detector elements that can be configured in a focal plane array. In various configurations, the camera 148 may include one or more logic devices (e.g., similar to controller 112) that can be configured to process images captured by the detector elements of the camera 148 before providing the images to the communications module 120. More generally, the camera 148 can be configured to perform any of the operations or methods described herein, at least in part, or in combination with controller 112 and / or user interface 113 or 132. In various configurations, the air quality sensor 150 can be implemented as an air sampling sensor configured to determine the air quality of an environment surrounding the transit vehicle 110 and provide the corresponding air quality sensor data. The air quality sensor data provided by the air quality sensor 150 may include particle counts, methane content, ozone content, and / or other air quality sensor data associated with common street-level sensitivities and / or typical health monitoring when in a street-level environment, such as that experienced when traveling in a typical micromobility transit vehicle, as described herein. Transit vehicles deployed as transit vehicles for micromobility may include a variety of additional features designed to facilitate fleet management and environmental and crew safety. For example, as shown in FIG. 1, the transit vehicle 110 may include one or more of the coupling mechanism 140, operator safety measures 142, vehicle safety device 144, and / or user storage 146, as described in more detail herein by reference to FIGS. 3A-3C. The user interface 132 of user device 130 can be implemented as one or more of a display, touchscreen, keyboard, mouse, joystick, knob, steering wheel, yoke, and / or any other device capable of accepting user input and / or providing feedback to a user, such as a transportation requester or crew member. In various configurations, the user interface 132 can be adapted to provide user input (for example, as a type of signal and / or sensor information transmitted by the wireless communications module 134 of user device 130) to other devices in system 100, such as controller 112.The zwe Ln / zznz / E / YiAi user interface 132 can also be implemented with one or more logic devices (e.g., similar to controller 112) that can be adapted to store and / or execute instructions, such as software instructions, that implement any of the various processes and / or methods described herein. For example, user interface 132 can be adapted to form communication links, transmit and / or receive communications (e.g., infrared images and / or other sensor signals, control signals, sensor information, user input, and / or other information), or to perform various other processes and / or methods described herein. In one mode, user interface 132 can be adapted to display a time series of various sensor information and / or other parameters as part of or superimposed on a graph or map, which can be referenced to a transit vehicle position and / or orientation 110 and / or other system elements 100. For example, user interface 132 can be adapted to display a time series of transit vehicle positions, paths, and / or orientations 110 and / or other system elements 100 superimposed on a geographic map, which may include one or more graphs indicating a corresponding time series of actuator control signals, sensor information, and / or other sensor and / or control signals.In some configurations, user interface 132 can be adapted to accept user input that includes a user-defined destination path, waypoint, route, and / or orientation, for example, and to generate control signals to cause transit vehicle 110 to move according to the destination path, route, and / or orientation. In other configurations, user interface 132 can be adapted to accept user input that modifies a control loop parameter of controller 112, for example. The wireless communications module 134 can be implemented like any wireless communications module configured to transmit and receive analog and / or digital signals between system elements 100. For example, the wireless communications module 134 can be configured to directly or indirectly transmit user interface control signals 132 to the wireless communications module 120 or 134. In some modes, the wireless communications module 134 can be configured to support spread spectrum transmissions, for example, and / or multiple simultaneous communication channels between system elements 100.In various configurations, the wireless communications module 134 can be configured to monitor the status of an established communication link between the user device 130 and / or the transit vehicle 110 (for example, including data packet loss between system elements 100, such as with digital communication links), and / or determine a time interval to another device, as described herein. Such status information can be provided to user interface 132, for example, or transmitted to other system elements 100 for monitoring, storage, or further processing, as described herein. In various configurations, the wireless communications module 134 can be configured to support a wireless mesh network, as described herein. Other modules 136 of user device 130 may include other and / or sensors, actuators, communication modules / nodes, and / or additional user interface devices used to provide additional environmental information associated with user device 130, for example. In some modalities, other modules 136 may include a humidity sensor, a wind and / or water temperature sensor, a barometer, a radar system, a visible spectrum camera, an infrared camera, a GNSS receiver, and / or other environmental sensors that provide measurements and / or other sensor signals that can be displayed to a transport requester or crew member and / or used by other devices of system 100 (e.g., controller 112) to provide operational control of the transit vehicle 110 and / or system 100 or to process sensor data to compensate for environmental conditions. As shown in FIG.1, other modules 136 may include camera 138. Camera 138 can be implemented as an imaging device that includes an imaging module comprising an array of detector elements that can be configured in a focal plane array. In various configurations, Camera 138 may include one or more logic devices (e.g., similar to Controller 112) that can be configured to process images captured by the detector elements of Camera 138 before providing the images to the communications module 120. More generally, Camera 138 can be configured to perform any of the operations or methods described herein, at least in part, or in combination with Controller 138 and / or User Interface 113 or 132. In general, each of the elements of System 100 can be implemented with any appropriate logic device (e.g., processing device, microcontroller, processor, application-specific integrated circuit (ASIO), field-programmable gate array (FPGA), memory storage device, memory reader, or other device or combinations of devices) that can be adapted to execute, store, and / or receive appropriate instructions, such as software instructions that implement a method for providing sensor data and / or images, for example, or for transmitting and / or receiving communications, such as sensor signals, sensor information, and / or control signals, between one or more devices of System 100. In addition, one or more non-transient media may be provided to store machine-readable instructions for loading and execution by any logic device implemented with one or more of the System 100 devices. In these and other modes, logic devices may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, and / or one or more interfaces (e.g., integrated circuit (I2C) interfaces, mobile industry processor (MIPI) interfaces, joint test action group (JTAG) interfaces (e.g., IEEE 1149.1 standard test access port and boundary scanning architecture), and / or other interfaces, such as an interface for one or more antennas, or an interface for a particular type of sensor). Sensor signals, control signals, and other signals can be communicated between elements of System 100 and / or elements of other systems similar to System 100 using a variety of wired and / or wireless communication techniques, including voltage signaling, Ethernet, WiFi, Bluetooth, Zigbee, Xbee, Micronet, Near Field Communication (NFC), or other short-range wired and / or wireless networking media and / or protocols and / or implementations, for example. In such modalities, each element of System 100 may include one or more modules that support wired, wireless, and / or a combination of wired and wireless communication techniques, including wireless mesh networking techniques.In some modalities, various elements or portions of elements of the 100 system can be integrated together, for example, or can be integrated onto a single printed circuit board (PCB) to reduce system complexity, manufacturing costs, power requirements, coordinate frame errors, and / or timing errors between the various sensor measurements. Each element of system 100 may include one or more batteries, capacitors, or other electrical energy storage devices, for example, and may include one or more solar cell modules or other electrical power generating devices. In some embodiments, one or more of the devices may be powered by a power source for the transit vehicle 110, using one or more power cables. Each of the power cables may also be used to support one or more communication technologies between elements of system 100. Figure 2 illustrates a block diagram of a dynamic transportation matching system 200 (or multimodal transportation system) that incorporates a variety of transportation modes according to a modality of the description. For example, as shown in Figure 2, the dynamic transportation matching system 200 can include multiple system modalities 100. In the modality shown in Figure 2, the dynamic transportation matching system 200 includes a management system / server 240 in communication with a number of transit vehicles 110a-d and user devices 130a-b through a combination of a typical wide area network (WAN) 250, WAN communication links 252 (solid lines), a variety of mesh network communication links 254 (curved dashed lines), and NFC, RFID, and / or other local communication links 256 (curved solid lines).The dynamic transportation matching system 200 also includes a public transportation status system 242 in communication with a variety of public transportation vehicles, including one or more buses 210a, trains 210b, and / or other modes of public transportation, such as boats, ferries, light rail, subways, trams, trolleybuses, cable cars, monorails, streetcars, and aircraft. As shown in FIG. 2, all transit vehicles are capable of communicating directly with the WAN 250 and, in some modes, may be able to communicate via mesh network communication links 254 to transmit fleet data and / or fleet status data among themselves and / or to and from the management system 240. In FIG. 2, user device 130a can receive an input with a transport request for one or more transit vehicles 110a-dy / or public transport vehicles 210a-b. For example, the transport request might be a request to use (e.g., hire or rent) one of the transit vehicles 110a-d. The transport request can be transmitted to management system 240 via WAN 250, allowing management system 240 to poll the status of the transit vehicles 110a-dy to select one of the transit vehicles 110a-d to fulfill the transport request. At the time or after one of the transit vehicles 110a-d is selected to fulfill the transport request, a compliance notice from the management system 240 zwe Ln / zznz / E / YiAi and / or the selected transit vehicle 110a-d can be transmitted to the user device 130a.In some modes, navigation instructions to proceed or otherwise meet the selected transit vehicle 110a-d can be sent to user device 130a. A similar process can occur using user device 130b, but where the transport request enables a transit vehicle via a local communication link 256, as shown. The management system 240 can be implemented as a server with controllers, user interfaces, communication modules, and / or other elements similar to those described with respect to system 100 in FIG. 1, but with sufficient processing and storage resources to manage the operation of the dynamic transportation matching system 200, which includes monitoring the states of transit vehicles 110a-d, as described herein. In some configurations, the management system 240 can be implemented in a distributed manner and includes multiple independent server configurations linked communicatively to each other and / or through the WAN 250. The WAN 250 can include one or more of the Internet, a cellular network, and / or other wired or wireless WANs.WAN communication links 252 can be wired or wireless WAN communication links, and mesh network communication links 254 can be wireless communication links between transit vehicles 110a-d, as described herein. The user device 130a in FIG. 2 includes a user interface display 132 showing a planned route for a transport requester or crew member attempting to travel from origin point 260 to destination 272 using different modes of transport (e.g., a planned multimodal route), as depicted on a route / street map 286 presented by the user interface 132. For example, the management system 240 may be configured to monitor all states of available modes of transport (e.g., including transit vehicles and public transport vehicles) and provide a planned multimodal route from origin point 260 to destination 272.Such a planned multimodal route may include, for example, a walking route 262 from origin point 260 to a bus stop 264, a bus route 266 from bus stop 264 to a bus stop 268 (for example, using one or more of transit vehicles 210a or 210b), and a micromobility route 270 (for example, using one or more of micromobility transit vehicles 110b, 110c, or 110d) from bus stop 268 to destination 272.Also displayed by the user interface 132 are a current location indicator 280 (which indicates the current absolute position of the user device 130a on the street map 286), a navigation destination selector / indicator 282 (for example, configured to allow a passenger or crew member to enter a desired navigation destination), and a notification window 284 (for example, used to present vehicle status data or other information, including user notifications and / or alerts, as described herein). For example, a passenger or crew member may use a navigation destination selector / indicator 282 to provide and / or change the destination 272, as well as change any part (for example, leg, route, etc.) or mode of the multimodal route from the origin point 260 to the destination 272. In some modes, the notification window 284 may display instructions for... 7WP ίη / 77Ω7 / Β / YΙΛΙ travel to a next route point along the determined multimodal route (e.g., directions to walk to a bus stop, directions to travel by micromobility transit vehicle to a next stop along the route, etc.). In various modes, the 240 management system can be configured to provide or suggest an optimal multimodal route to a transport requester or crew member (e.g., initially and / or while traversing a particular planned route), and a transport requester or crew member can select or make changes to such a route through manipulation of the 130a user device, as shown.For example, the 240 management system may be configured to suggest a faster route, a less expensive route, a more convenient route (to minimize mode changes or physical actions that a passenger or crew member must perform along the route), an inclement weather route (for example, one that keeps the passenger or crew member protected from inclement weather for a maximum amount of time during the route journey), or some combination of those determined to be most suitable for the passenger or crew member, such as based on various user preferences.Such preferences can be based on the user's previous use of the system 200, past trips, a desired arrival and / or departure time (e.g., based on user input or obtained through a user calendar or other data source), or specifically entered or configured by a user (e.g., a ride requester or crew member) for the specific route, for example, or in general. In one example, the origin point 260 might be extremely congested or otherwise difficult for a rideshare transit vehicle to access, which could significantly increase or avoid a waiting time for the ride requester or crew member and the total travel time to reach the destination 272.In such circumstances, a planned multimodal route may include directing the passenger or crew member to walk and / or take a scooter / bicycle to a less congested intermediate location to meet a reserved rideshare vehicle, enabling the passenger or crew member to reach destination 272 faster than if the rideshare vehicle were forced to meet the passenger or crew member at the origin point 260. It will be appreciated that numerous different transport-relevant conditions may exist or dynamically appear or disappear along a planned route that may make it beneficial to use different modes of transport to reach destination 272 efficiently, including changes in traffic congestion and / or other transport-relevant conditions that occur mid-route, such as an accident along the planned route.Under such circumstances, the 240 management system can be configured to dynamically adjust a mode or part of the planned route in order to avoid or otherwise compensate for changed conditions while traveling the route. Figures 3A, 3B, and 3C illustrate the respective micromobility transit vehicle diagrams 110b, 110c, and 110d, which can be integrated network systems according to one modality of the description. For example, transit vehicle 110b in Figure 3A can correspond to a motorized bicycle integrated with the various elements of system 100 and can be 7*ίΠ / ZZΖηZ / E / YΙΛΙ configured to participate in the dynamic transport coincidence system 200 of FIG. 2. As shown, transit vehicle 110b includes controller / user interface / wireless communications module 112 / 113 / 120 (e.g., integrated with a rear fender of transit vehicle 110b), propulsion system 122 configured to provide motive force to at least one of the wheels (e.g., a rear wheel 322) of transit vehicle 110b, battery 124 to power propulsion system 122 and / or other elements of transit vehicle 110b, docking mechanism 140 (e.g., a paddle-lock assembly) to dock transit vehicle 110b to a docking station, user storage 146 implemented as a handlebar basket, and vehicle safety device (e.g., a modality of vehicle safety device 144 of FIG.1), which may incorporate one or more of a locking cable 144a, a terminal 144b coupled to a free end of the locking cable 144a, a terminal locking / insertion point 144c, a mounting frame 144d, and a cable / terminal sleeve 144e, as shown (collectively, vehicle security device 144). In some embodiments, the controller / user interface / wireless communications module 112 / 113 / 120 may alternatively be integrated into and / or within a handlebar enclosure 313, as shown. In some embodiments, the vehicle security device 144 can be implemented as a wheel lock configured to immobilize the rear wheel 322 of the transit vehicle 110b, such as by engaging terminal 144b with the spokes of the rear wheel 322. In the embodiment shown in FIG. 3A, the vehicle security device 144 can be implemented as a cable lock configured to engage with a terminal latch on a docking station, for example, or to wrap around and / or through a security post, fence, or bicycle rack and engage with terminal latch 144c. In some embodiments, the vehicle security device 144, such as one or more components of the vehicle security device 144, can be similar to the integrated lock described in U.S. Patent No.10,577,834 B1, entitled “SYSTEMS AND METHODS FOR MAGNETIC-EQUIPPED LOCKS”, which is incorporated herein in its entirety for all purposes. In various modalities, the vehicle security device 144 may be configured to immobilize the transit vehicle 110b by default, requiring a transport requester or crew member to transmit a request to the management system 240 (e.g., via user device 130) to reserve the transit vehicle 110b before attempting to use it. The request may identify the transit vehicle 110b based on an identifier (e.g., a QR code, a barcode, a serial number, etc.) displayed on the transit vehicle 110b (e.g., such as via user interface 113 on a rear bumper of the transit vehicle 110b).Once the request is approved, the management system 240 can transmit an unlock signal to transit vehicle 110b (for example, via network 250). Upon receiving the unlock signal, transit vehicle 110b (for example, controller 112 of transit vehicle 110b) can release vehicle security device 144 and unlock the rear wheel 322 of transit vehicle 110b. Transit vehicle 110c in FIG. 3B may correspond to a skateboard with a seat ZWP ίη / ZZΖΠZΖ / Β / YΥΙΛΙ motorized integrated with the various elements of system 100 and can be configured to participate in the dynamic transport matching system 200 of FIG. 2. As shown in FIG. 3B, transit vehicle 110c includes many of the same elements as those discussed with respect to transit vehicle 110b of FIG. 3A. For example, transit vehicle 110c may include user interface 113, propulsion system 122, battery 124, wireless communications controller / module / cabin enclosure 112 / 120 / 312, user storage 146 (e.g., implemented as a storage recess), and operator safety measures 142a and 142b, which can be implemented as various types of headlights, programmable light strips, and / or reflective strips. The transit vehicle 110d of FIG. 3C may correspond to a motorized stand or kick scooter integrated with the various elements of system 100 and may be configured to participate in the dynamic transportation matching system 200 of FIG. 2. As shown in FIG. 3C, the transit vehicle 110d includes many of the same elements as those discussed with respect to the transit vehicle 110b of FIG. 3A. For example, the transit vehicle 110d may include a user interface 113, a propulsion system 122, a battery 124, a wireless communications controller / module / cabin enclosure 112 / 120 / 312, and operator safety measures 140, which may be implemented as various types of programmable light strips and / or reflective strips, as shown. Figure 3D illustrates a docking station 300 for docking transit vehicles (e.g., transit vehicles 110c, 110e, and 110g, etc.) according to a modality. As shown, the docking station 300 can include multiple bicycle ramps, such as ramps 302ae. In this example, a single transit vehicle (e.g., any of the electric bicycles 304a-d) can dock at each of the ramps 302a-e of the docking station 300. Each ramp 302a-e can include a locking mechanism for receiving and locking the electric bicycles 304a-d. In some embodiments, once a transit vehicle docks at a bicycle ramp, the ramp can be electronically coupled to the transit vehicle (e.g., transit vehicle 312a-d controllers) by means of a link such that the transit vehicle and the ramp can communicate with each other through the link.A passenger or crew member can use a user device (e.g., user device 130) to operate a micromobility transit vehicle 110b-d docked at one of the bicycle ramps 302a-e by transmitting a request to the management system 240. Once the request is processed, the management system 240 can transmit an unlock signal to a micromobility transit vehicle 110b-d docked at the ramp and / or the ramp itself via network 250. The docking station 300 can automatically unlock the locking mechanism to release the micromobility transit vehicle 110b-d based on the unlock signal. In some configurations, each of the 302a-e ramps can also be configured to charge batteries (e.g., 324a-c batteries) of the 304a-d electric bicycle, respectively, when the 304a-d electric bicycle is coupled to the 302a-e ramps.In some modes, the zwe Ln / zznz / E / YiAi docking station 300 can also be configured to transmit information associated with docking station 300 (e.g., the number of transit vehicles docked at docking station 300, the charging states of the docked transit vehicles, etc.) to the management system 240. Figure 4 illustrates a diagram of a docking station 400 for docking one or more micromobility transit vehicles (e.g., micromobility transit vehicle 402) according to one modality of the description. Depending on the application, the micromobility transit vehicle 402 may be similar to any of the transit vehicles 110b, 110c, or 110d, described above. Similar to docking station 300, docking station 400 may include one or more racks 404 or ramps on which to park one or more micromobility transit vehicles 402. For example, docking station 400 may include multiple racks 404, each configured to receive one or more micromobility transit vehicles 402, as explained in more detail below. As described herein, the Docking Station 400 may include a lightweight feature. For example, the Docking Station 400 may include a smaller footprint, form factor, visual weight, or any combination thereof compared to legacy stations. Visual weight may refer to the visual mass of the docking station, its visual impact, or its ability to attract and interact with an observer's eye or vision (e.g., how much weight the observer perceives the docking station to have, the visual effect of pulling an observer's eye, etc.). The lightweight feature may allow the Docking Station 400 to be installed or placed in a greater number of locations compared to legacy stations.For example, the lightweight design (e.g., smaller footprint, form factor, and / or visual weight) may allow the Docking Station 400 to be installed or placed in areas with smaller size constraints. Furthermore, the lightweight design (e.g., smaller footprint, form factor, and / or visual weight) may meet the design guidelines of a greater number of municipalities and may be more appealing to the public and / or transportation users or crew members compared to legacy stations. The lightweight feature can result from many configurations. For example, Docking Station 400 might include fewer parts, similar elements with smaller weight / dimensions, one or more parts with a combination of features, or any combination thereof, compared to legacy stations. In some cases, the lightweight feature might result from the overall design of Docking Station 400 or the components themselves. For example, one or more Docking Station 400 structures might be minimized in size and / or shape while still providing adequate strength to secure Micromobility Transit Vehicle 402, preventing theft of Micromobility Transit Vehicle 402, etc.In one modality, the type of material can be selected to provide a lightweight feature (e.g., light metal type, smaller gauge material, perforations, and / or strategically placed cutouts or reliefs, etc.). zwe ίη / ζζηζ / Ε / γίΛΐ In some configurations, the Docking Station 400 can be modular to adapt it to a specific location, requirement, site regulation, or similar need. For example, multiple Docking Station 404 shelves can be connected to create a Docking Station 400 of a desired size (e.g., more shelves connected to create a larger Docking Station 400 suitable for a larger area, fewer shelves connected to create a smaller Docking Station 400 suitable for a smaller area, etc.). In such configurations, the shelves 404 can be connected end-to-end until the Docking Station 400 reaches the desired size.The core of the Docking Station 400 may also allow one or more 404 shelves to be added to or removed from the Docking Station 400, such as after initial installation or assembly, based on changing usage, demand, requirements, or regulations, or the like. As shown, each shelf 404 can include a base 410 and an anchor 412 extending from the base 410. The base 410 can be defined by a first bar 416 and a second bar 418 that extend in a spaced relationship. For example, the first bar 416 and the second bar 418 can extend horizontally in a parallel relationship. The first bar 416 and the second bar 418 can be formed from an extruded material. The first bar 416 and the second bar 418 may include a profile that provides a functional feature of the docking station 400. For example, the profile of the first bar 416 and the second bar 418 may be integrated with a ramp 422 to assist the insertion of the micromobility transit vehicle 402 into the docking station 400, such as to facilitate the micromobility transit vehicle 402 climbing onto the base 410 of the docking station 400. Extending between the first bar 416 and the second bar 418, there may be one or more platforms 430 to receive a part of the micromobility transit vehicle 402. For example, each platform 430 may include a tire recess 432 to receive a part of a tire of a micromobility transit vehicle 402 (e.g., the rear tire of a bicycle, the front tire of a skateboard or scooter with a seat, etc.). The tire recess 432 may be defined as a cutout, depression, or hole in the platform 430. In such embodiments, the tire recess 432 may be defined to correctly position the micromobility transit vehicle 402 within the rack 404.For example, when the tire of micromobility transit vehicle 402 is received within tire well 432 of platform 430, the micromobility transit vehicle 402 can be positioned appropriately to lock it to anchor 412, as described below. For example, tire well 432 can center the tire of micromobility transit vehicle 402 between the first bar 416 and the second bar 418, or position the tire of micromobility transit vehicle 402 closer to one of the first bars 416 and the second bar 418 to properly align the micromobility transit vehicle 402 with anchor 412. In one configuration, one or more 430 platforms may include a first 430a platform for receiving a first vehicle type, a second 430b platform for receiving a second vehicle type, and so on. For example, the first 430a platform may be configured to receive a bicycle tire (e.g., transit vehicle 110b), the second 430b platform may be configured to receive a scooter tire (e.g., transit vehicle 110c), and so on. In such configurations, the first 430a platform and the second 430b platform may be distinguishable by the size and shape of their respective 432 cutouts.For example, the 432 tire recess of the first 430a platform can be longer and / or wider to accommodate the specific tire size of the bicycle, and the 432 tire recess of the second 430b platform can be shorter and / or narrower to accommodate the specific tire size of the skateboard with a seat. As shown, the first 430a platform can extend on one side of the 412 anchor, and the second 430b platform can extend on the other side of the 412 anchor, although other configurations are contemplated. In some models, each of the first 430a platform and the second 430b platform can include multiple 432 cutouts for different vehicle types. Anchor 412 can include many configurations that form a support from which it locks the micromobility transit vehicle 402. For example, anchor 412 can form a strut or other structure to which it locks the micromobility transit vehicle 402. As shown, anchor 412 can extend straight (e.g., vertically) from base 410. Anchor 412 can include pipe 440 and a shelf plate 442 connected to pipe 440, with pipe 440 extending around shelf plate 442 from the first bar 416 to the second bar 418. Pipe 440 and / or shelf plate 442 can be configured to provide a lightweight feature for docking station 400. For example, shelf plate 442 can be formed from a perforated sheet of material (e.g., round-hole perforated metal) to reduce the physical and visual weight of anchor 412.In one embodiment, the anchor 412 may include iconography to assist a crew member in docking the micromobility transit vehicle 402. For example, one side of the rack plate 442 may include iconography associated with the configuration of the first platform 430a (e.g., to receive a first vehicle type), and the other side of the rack plate 442 may include iconography associated with the configuration of the second platform 430b (e.g., to receive a second vehicle type). Anchor 412 may have a geometry configured to interact with a locking device 444 of the micromobility transit vehicle 402. The locking device 444 may be similar to the vehicle security device 144 described above, such as being similar to the integrated lock described in U.S. Patent No. 10,577,834 B1. Specifically, the locking device 444 may include a locking cable 446, a locking terminal attached to a free end of the locking cable 446, and a terminal latch secured to the micromobility transit vehicle 402. The locking cable 446 may be similar to locking cable 144a, the locking terminal may be similar to terminal 144b, and the terminal latch may be similar to terminal latch 144c described above.In general, to lock the micromobility transit vehicle 402, the locking cable 446 can be wrapped around and / or through a secure structure (e.g., post, fence, bicycle rack, etc.) to connect the locking terminal to the terminal latch. The locking device 444 can be integrated with the micromobility transit vehicle 402. For example, the terminal latch can be integrated with the frame, bumper, or other part of the micromobility transit vehicle 402. In one embodiment, the locking device 444 can be of a type specific to the micromobility transit vehicle 402.For example, transit vehicle 110b may include a first locking device unique to its vehicle type, transit vehicle 110c may include a second locking device unique to its vehicle type, and transit vehicle 110d may include a third locking device unique to its vehicle type, such as unique in location, type, etc. As shown, each shelf 404 may include a locking hole 448 sized and shaped to align with the locking device 444 to allow the micromobility transit vehicle 402 to be locked to the anchor 412. For example, a vertical position of the locking hole 448 within the shelf plate 442 may be positioned at a height similar to or identical with the height of the terminal latch when the tire of the micromobility transit vehicle 402 is placed within the tire recess 432 of the platform 430. Additionally, a lateral position of the locking hole 448 within the shelf plate 442 may be set to align with the locking device 444 when the tire of the micromobility transit vehicle 402 is placed within the tire recess 432 of the platform 430.In this way, the locking hole 448 can be aligned with the locking device 444 when the micromobility transit vehicle 402 docks inside the docking station 400. Once the locking device 444 is aligned with the locking hole 448, the locking cable 446 can be passed through the locking hole 448 to engage the locking terminal with the terminal latch through the locking hole 448 to lock the micromobility transit vehicle 402 to the anchor 412. As shown, the locking hole 448 can be defined on the shelf plate 442, although other configurations are possible. For example, the locking hole 448 can be defined at least partially by the pipe 440. In some embodiments, the locking hole 448 can be defined by or through other components of shelf 404. The locking hole 448 can be defined asymmetrically or symmetrically on the shelf plate 442. For example, the locking hole 448 can be defined closer to one side of the anchor 412. Each rack 404 may include one or more alignment features configured to align the locking hole 448 with a respective locking device 444 of each micromobility transit vehicle coupled to the docking station 400. For example, the base 410 (e.g., the ramp 422 and / or platform 430) may be configured to raise the micromobility transit vehicle 402 to align the locking device 444 of the micromobility transit vehicle 402 with the locking hole 448 (e.g., so that the terminal latch aligns with the locking hole 448 to allow locking with the locking terminal). In some embodiments, the reception of at least a portion of the tire of the micromobility transit vehicle 402 within the tire recess 432 may further align the locking device. 444 of the micromobility transit vehicle 402 with the locking hole 448. In this way, the ramp 422 and / or platform 430 can vertically align the locking device 444 of the micromobility transit vehicle 402 with the locking hole 448 and the tire hole 432 can laterally align the locking device 444 of the micromobility transit vehicle 402 with the locking hole 448. If the micromobility transit vehicle 402 is incorrectly positioned within the rack 404 (for example, incorrectly placed on the platform or placed on a platform designed for a different type of vehicle), the locking hole 448 will not align with the locking device 444, and the micromobility transit vehicle 402 may not be locked to the docking station 400. Furthermore, the interface between the locking hole 448 and the locking device 444 may prevent unauthorized third-party vehicles from locking to the docking station 400. For example, the position of the locking hole 448 within the rack plate 442 may prevent the use of a U-lock to lock an unwanted third-party vehicle to the docking station 400.For example, the geometry of rack 404 can promote the proper blocking of the micromobility transit vehicle 402 to docking station 400, limit the unwanted blocking of unwanted vehicles to docking station 400, or otherwise provide a desired feature of docking station 400. The Docking Station 400 can be positioned for a desired display and / or layout. For example, Docking Station 400 can be placed within or near the edge of a street for parklet parking / viewing (extending pedestrian space at the expense of parking spaces). In such configurations, the Micromobility Transit Vehicle 402 can be parked facing the curb, with the Micromobility Transit Vehicle 402 being removed from Docking Station 400 as it backs into the street. In some configurations, Docking Station 400 can be placed on the curb near a building or other structure for curbside parklet parking / viewing.In such configurations, the micromobility transit vehicle 402 can be parked facing the front of the building or structure, with the micromobility transit vehicle 402 removed from docking station 400 by backing up to the curb. In some configurations, the racks 404 may be configured to permit or promote two-way or directional parking. For example, the configuration of the locking hole 448 and tire well 432 may only permit the micromobility transit vehicle 402 to be parked in one direction relative to rack 404 (such as to promote the curbside parklet parking / sighting described above or to reduce vehicle congestion within docking station 400).In other configurations, the configuration of the locking hole 448 and tire recess 432 may allow bidirectional parking to increase parking capacity at each docking station 400. Figure 5 illustrates a diagram of alternative geometries for the docking station 400 according to one embodiment of the description. As shown in Figure 5, the locking hole 448 can include many configurations. In one embodiment, the locking hole 448 can have a unique size and shape for the type of vehicle to be locked to the docking station 400. For example, the locking hole 448a can be circular or substantially circular to align with or otherwise interact with the locking device 444 of a first type of vehicle (e.g., transit vehicle 110b). The locking hole 448b can be pill-shaped and extend horizontally along the shelf plate 442 to align with or otherwise interact with the locking device 444 of a second type of vehicle (e.g., a tandem bicycle).In some embodiments, the locking hole 448c may be pill-shaped but extend diagonally along the shelf plate 442 to align with or otherwise interact with the locking device 444 of a third vehicle type (e.g., transit vehicle 110c or 110d). In some embodiments, the locking hole 448 may be uniquely sized and / or shaped to accommodate multiple vehicle types. For example, in addition to accommodating the third vehicle type, the diagonal pill-shaped locking hole 448c may also accommodate the first vehicle type. In this way, the locking hole 448 may be configured to align with the locking device 444 of at least two vehicle types. Figure 6 illustrates a diagram of one side of a flashing beacon 454 of docking station 400 according to one embodiment of the description. Figure 7 illustrates a diagram of one side of the flashing beacon 454 according to one embodiment of the description. With reference to Figures 6 and 7, the flashing beacon 454 may be formed as a panel, sign, or other structure that visually distinguishes or highlights docking station 400. The flashing beacon 454 may be similar to the anchor 412 described above. For example, the flashing beacon 454 may include piping 456 surrounding a panel 458. The flashing beacon 454 may include a design similar to the anchor 412. For example, the flashing beacon 454 may include curvatures, form factor, visual weight, or the like. As shown in Figure 6, the flashing beacon 454 may include a design similar to the anchor 412. 4, the flashing 454 may include a width similar or identical to anchor 412 but a height greater than anchor 412.In this way, the flashing 454 can be a visually distinctive feature of docking station 400 to facilitate the identification or location of docking station 400. With reference to Figures 6 and 7, the flashing light 454 may have a first side 460 (see Figure 6) and a second side 462 (see Figure 7). The first side 460 may be a front side and the face opposite the micromobility transit vehicle 402 at docking station 400 (e.g., facing oncoming traffic). The second side 462 may be a rear side and face the micromobility transit vehicle 402 at docking station 400. The first side 460 and the second side 462 may include instructions and / or iconography related to the use of docking station 400 and / or the micromobility transit vehicle 402. The first side 460 and the second side 462 may include the same or different instructions / iconography.For example, the first side 460 may include one or more instructions or tips related to unlocking the micromobility transit vehicle 402 from docking station 400 and / or mounting the micromobility transit vehicle 402. The second side 462 may include one or more instructions or tips related to parking the micromobility transit vehicle 402 and / or locking the micromobility transit vehicle 402 to docking station 400. In this way, the front side may be visible and / or designed for a passenger or crew member when the passenger / crew member is present. 7WP Ln / 77n7 / B / YIAI approaches docking station 400 to use the micromobility transit vehicle 402. Similarly, the second side 462 may be visible and / or designed for the transport applicant or crew member when the transport applicant / crew member approaches docking station 400 to park the micromobility transit vehicle 402. Docking Station 400 may include other features. For example, Docking Station 400 may include one or more sensors configured to electronically couple one or more Micromobility Transit Vehicles 402 to Docking Station 400. The sensors may communicate passively with one or more electronic devices of the Micromobility Transit Vehicles 402. In such modes, the passive sensors of Docking Station 400 may passively pair with one or more Micromobility Transit Vehicles 402 when coupled to Docking Station 400.This pairing may allow docking station 400 (or another component of system 100 or system 200) to determine or detect how many micromobility transit vehicles 402 are parked at docking station 400, what type of micromobility transit vehicles 402 are parked at docking station 400, how many of each type of micromobility transit vehicle 402 are parked at docking station 400, how many parking spaces are available at docking station 400, how many parking spaces are available for each type of micromobility transit vehicle 402, how many micromobility transit vehicles 402 are properly parked at docking station 400, how many micromobility transit vehicles 402 are improperly parked at docking station 400, or similar.Such determinations can be communicated to other system 100 or system 200 components, such as user device 130, management system 240, or similar. Pairing between the Docking Station 400 and the Micromobility Transit Vehicle 402 can occur through various communication protocols. For example, the Micromobility Transit Vehicle 402 can pair with the Docking Station 400 via radio frequency identification, near-field communication, or Bluetooth technologies, among others. Depending on the application,The micromobility transit vehicle 402 can be paired with docking station 400 in general or with the individual shelf 404 of docking station 400 where the micromobility transit vehicle 402 is parked. Pairing the micromobility transit vehicle 402 with an individual shelf 404 of docking station 400 allows docking station 400 (or another component of system 100 or system 200) to determine or detect how many micromobility transit vehicles 402 are parked on each shelf 404, what type of micromobility transit vehicles 402 are parked on each shelf 404, how many of each type of micromobility transit vehicle 402 are parked on each shelf 404, and how many parking spaces are available on each shelf 404.How many parking spaces are available for each type of micromobility transit vehicle 402 on each rack 404, how many micromobility transit vehicles 402 are properly parked on each rack 404, how many micromobility transit vehicles 402 are improperly parked on each rack 404, or similar. Such determinations can be communicated to other system 100 or system 200 components, such as user device 130, management system 240, or similar. Like docking station 300, docking station 400 can be configured to charge the micromobility transit vehicle 402. For example, docking station 400 can include one or more chargers, such as one or more chargers on each rack 404, each configured to charge one or more batteries of the micromobility transit vehicle 402. In some modalities, the charging status of each micromobility transit vehicle 402 docked at docking station 400 can be communicated to docking station 400 or another component of system 100 or system 200 (for example, user device 130, management system 240, or similar). Docking station 400 can function similarly to docking station 300. For example, a request can be generated and sent to docking station 400 to use a micromobility transit vehicle 402 that docks at one of the racks 404 of docking station 400. The request can be transmitted to management system 240, such as from user device 130. Once the request is processed, management system 240 can transmit an unlock signal to the micromobility transit vehicle 402 docked at docking station 400 and / or to docking station 400 via network 250. The micromobility transit vehicle 402 can automatically disconnect locking device 444 to unlock itself based on the unlock signal. The various communications and links between Docking Station 400 and Micromobility Transit Vehicle 402 or another component of System 100 or System 200 may require Docking Station 400 to be “online.” As described herein in one embodiment, an online docking station is one that is powered on, fully operational, and capable of communicating with Micromobility Transit Vehicle 402 or another component of System 100 or System 200 (e.g., User Device 130, Management System 240, or similar). In other embodiments, the docking station may still be online even if it is not fully operational, such as when a certain feature that does not affect parking or docking described herein is not functioning.Conversely, Docking Station 400 may become “offline” due to many factors, including loss of signal, disconnection from a communications link (e.g., Network 250), a depleted battery or disconnection from a power source, or ramp misalignment, among others. As described herein, an offline Docking Station is one that is powered off, malfunctioning (either with some features or only with the features necessary for the parking or docking described herein), or unable to communicate with Micromobility Transit Vehicle 402 or another component of System 100 or System 200 (e.g., with User Device 130, Management System 240, or similar).In some modalities, a docking station state 400 can communicate with the micromobility transit vehicle 402 or another system component 100 or system 200 (e.g., with user device 130, management system 240, or similar). Figure 8 illustrates a diagram of a docking station 464 for docking one or more micromobility transit vehicles (e.g., any of the micromobility transit vehicles 110b, 110c, 110d, or 402) according to one modality of the description. Unless otherwise stated below, docking station 464 may be similar to a docking station 400, described above, or vice versa. Accordingly, descriptions of similar features may be omitted for the sake of clarity. Similar to Docking Station 400, Docking Station 464 may include one or more 466 shelves or ramps on which to park one or more micromobility transit vehicles, such as multiple 466 shelves each configured to accommodate one or more micromobility transit vehicles. The 466 shelves may be similar to the 404 shelves described above, or vice versa. For example, the 466 shelves may be modular to adapt Docking Station 464 to a specific location, requirement, site regulation, or similar. Each 466 shelf may be identical or substantially identical and connectable end-to-end until a desired size of Docking Station 464 is achieved. Positioned along one or more 466 shelves may be a 468 flashing light, similar to the 454 flashing light described above, to facilitate identification or location of Docking Station 464. Each rack may include a base 470 and an anchor 472 extending from the base 470 to secure a micromobility transit vehicle. The base 470 may include a platform 474 to which the anchor 472 is secured or fixed. As shown, the platform 474 may generally be flat and may include a tire recess 476 to receive a portion of a micromobility transit vehicle tire for positioning the micromobility transit vehicle within the rack 476, as described above. For example, receiving the micromobility transit vehicle tire within the tire recess 476 may raise and / or laterally align the micromobility transit vehicle's locking device 444 with the anchor 472, as explained below. Anchor 472 may include a post 478 extending from the base 470 and a shelf plate 480 extending from the post 478. In some embodiments, anchor 472 may include an intermediate plate 482 extending between the post 478 and the shelf plate 480. For example, the intermediate plate 482 may extend at an angle from the post 478 to the shelf plate 480 to properly position the shelf plate 480 relative to a micromobility transit vehicle, although other configurations are contemplated. The shelf plate 480 may include a locking hole 484 sized and shaped to align with the locking device 444 of a micromobility transit vehicle when the micromobility transit vehicle docks within the shelf.For example, a vertical and / or lateral position of the locking hole 484 can be set to align with the locking device 444 of the micromobility transit vehicle when the tire of the micromobility transit vehicle is placed inside the tire recess 476 of the platform 474. Once the locking device 444 is aligned with the locking hole 484, the locking cable 446 can be passed through the locking hole 484 to couple the locking device 444 to lock the micromobility transit vehicle to the anchor 472. Flashing device 468 may be similar in size and / or shape to anchor 472. For example, flashing device 468 may be similar in shape but taller and / or wider to visually distinguish flashing device 468 from anchor 472 and / or to identify docking station 464. Flashing device 468 may be similar to a flashing device 454 described above, such as including instructions and / or iconography related to the use of docking station 464 and / or micromobility transit vehicles in general or parked at it. Figure 9A illustrates a diagram of a partially cropped view of the docking station 464 according to one embodiment of the description. With reference to Figure 9A, the base 470 may include a substructure 486 and a mesh 488 surrounding the substructure 486. The anchor 472 may be linked or secured to the substructure 486 to provide sufficient strength and rigidity to the anchor 472. The substructure 486 may be formed of metal and may be defined as a plate-type structure. The mesh 488 may be a rubber mesh molded around the substructure 486. Depending on the application, the tire well 476 may be defined with the mesh 488 or within both the mesh 488 and the substructure 486.Mesh 488 and substructure 486 can define a base thickness 470, with edges of mesh 488 providing a ramp-like feature to aid the insertion of a micromobility transit vehicle into docking station 464, such as to facilitate the micromobility transit vehicle's ascent onto base 470 and into the tire well 476. In this way, mesh 488 and / or substructure 486 can provide the above-described elevation and / or lateral positioning of the micromobility transit vehicle to align the micromobility transit vehicle's locking device 444 with the locking hole 484. Figures 9B-9F illustrate various diagrams of anchor 472, with some features shown in dotted lines to highlight it. Specifically, Figure 9B illustrates a top front perspective view of anchor 472, Figure 9C illustrates a front elevation view of anchor 472, Figure 9D illustrates a left elevation view of the anchor, Figure 9E illustrates a top rear perspective view of anchor 472, and Figure 9F illustrates a rear elevation view of anchor 472 according to one embodiment. The right elevation view of anchor 472 may be a mirror image of Figure 9D. Figure 9G illustrates another diagram of docking station 464 according to one embodiment. Figure 10 illustrates a diagram of an alternative geometry for docking station 464 according to one modality of the description. Specifically, the flasher 468 may include one or more features that facilitate the use of docking station 464. For example, the flasher 468 may include a light 490 that illuminates docking station 464 during low-light conditions. The light 490 may provide general ambient light or focused illumination on one or more shelves 466 of docking station 464. In some modalities, the light 490 may illuminate based on one or more detected conditions. For example, the light 490 may illuminate when a micromobility transit vehicle is withdrawing from docking station 464 or when a micromobility transit vehicle is locking into docking station 464.In some configurations, light 490 may illuminate when a threat to docking station 464 and / or to one or more of the micromobility transit vehicles docked within docking station 464 is detected. In some configurations, light 490 may illuminate based on detected movement adjacent to docking station 464. Figure 11 illustrates a diagram of an anchor 492 according to one embodiment of the description. Unless otherwise stated, the anchor 492 may be similar to an anchor 472 described above, or vice versa. In some embodiments, the anchor 492 may be configured to provide a dual-purpose function. For example, the anchor 492 may be configured to receive or secure multiple micromobility transit vehicles. As shown, the anchor 492 may include a post 494 with a recess 496 configured to receive a first micromobility transit vehicle (e.g., micromobility transit vehicle 110d), such as by means of a locking structure within the recess 496.Similar to anchor 472, anchor 492 may also include a rack plate 498 configured to secure a second micromobility transit vehicle (e.g., micromobility transit vehicle 402), in a manner as described above (e.g., through the locking hole 484 in alignment with the locking device 444 of the second micromobility transit vehicle, etc.). In some embodiments, a locking cable 446 from each of the first and second micromobility transit vehicles may be received within the locking hole 484 of the rack plate 498 to secure the first and second micromobility transit vehicles. Figure 12 illustrates a first diagram of a user interface 500 according to one modality of the description. With reference to Figure 12, the user interface 500 can be a graphical user interface of an application running on a mobile computing device 502. The user interface 500 can display information related to the use of the transit vehicle for micromobility 402. For example, the user interface 500 can show a travel route for a passenger or crew member from a first location (e.g., a departure location) to a second location (e.g., a destination), as depicted in a map window 506 presented by the user interface 500.In some modes, user interface 500 can display a travel route from the first location to the second location using different modes of transportation (for example, a planned multimodal route), similar to user interface 132 described above. The planned multimodal route can include, for example, a walking route 510, a micromobility route 512 (for example, using one or more of the micromobility transit vehicles 110, 110c, 110d, or 402), a public transit route (for example, using buses, light rail, or other mass transit options), or any combination thereof. zwe Ln / zznz / E / YiAi For example, as shown in FIG. 12, the user interface 500 can display a walking route 510 from a starting location 518 to a first docking station 520. The starting location 518 can be defined by an initial user input received through the user interface 500. The initial user input can be any user input that defines a starting address, location, point of interest, or area. In some modes, the starting location 518 can be defined by the current location of the mobile computing device 502, for example, via GPS. The first docking station 520 can be the station closest to the starting location 518, the nearest station with vehicles available for use, or a desired station selected through the user interface 500.In some modes, the user interface 500 can display a plurality of docking stations within a predetermined distance of the starting location 518. The predetermined distance can be set by user input or defined by the map window extent 506. In such modes, a second user input can be received through the user interface 500, selecting the first docking station 520 from the plurality of docking stations displayed in the user interface 500. Once both the starting location 518 and the first docking station 520 (or starting station) are configured or selected through the user interface 500, the walking route 510 can be calculated from the starting location 518 to the first docking station 520. In various modes, the statuses of one or more docking stations near the starting location 518 can be displayed in the user interface 500. The user interface 500 can display the number of transit vehicles available for use, if any, at each displayed docking station, the type of docking station (e.g., docking station 300 versus docking station 400, docking station 300 versus docking station 464, etc., as indicated by different symbols), whether the docking station is online or offline, and similar information. For example, the first docking station 520 is shown in FIG. 12 to include two micromobility transit vehicles available for use, with other displayed docking stations showing ten, two, or zero micromobility transit vehicles available for use.In some modes, the docking stations displayed within the UI 500 can be visually distinguished within the UI 506 map window based on their status. For example, online stations may be distinguished by a first color, pattern, and / or symbol, with offline stations distinguished by a second color, pattern, and / or symbol. In some modes, the displayed states may be dynamic and change in real time. For example, as micromobility transit vehicles withdraw from or park at each docking station, the displayed status may change. Continuing with the reference to FIG. 12, the user interface 500 may include an information window 530. Vehicle status data, vehicle information, docking station status and availability, user prompts and alerts, and prompts / commands of 7*iP / ZZΖ / E / YILI functionality can be presented in the information window 530. The information window 530 can be dynamic and display different information or data depending on the user input received through the user interface 500. For example, when the first docking station 520 is selected, the location of the first docking station 520, the status of the first docking station 520, and the number of available transit vehicles, among other things, can be displayed in the information window 530. In one mode, the information window 530 can include a reservation button 532 to reserve a micromobility transit vehicle at the first docking station 520 for use, a scan button 534 to scan a unique code of a micromobility transit vehicle for use, or similar. Figure 13 illustrates a second diagram of the user interface 500 according to one modality of the description. With reference to Figures 12 and 13, the use of a micromobility transit vehicle from the first docking station 520 can be provided, just as it is to a user of the mobile computing device 502. For example, the user's selection of the reservation button 532 in the user interface 500 can reserve the use of a micromobility transit vehicle at the first docking station 520. As shown in Figure 13, once the micromobility transit vehicle is reserved, the user interface 500 can guide the requester or crew member to the first docking station 520. Also, the information window 530 can display information about the reserved micromobility transit vehicle (e.g., serial number, vehicle range, etc.).), a running clock of travel time, total miles traveled, or similar. The information window 530 may also give the option for the requester or crew member to cancel the reservation (for example, by means of a cancellation button 536) or scan the reserved micromobility transit vehicle at the first docking station 520 to unlock the reserved vehicle from the docking station, as described above. Figure 14 illustrates a third diagram of the user interface 500 according to one modality of the description. Figure 15 illustrates a fourth diagram of the user interface 500 according to one modality of the description. With reference to Figures 14 and 15, the user interface 500 can guide a passenger or crew member to a destination 540 during the journey. The destination 540 can be a second docking station 542, a point of interest, an area, an address, or another location. The destination 540 can be defined by a third user input received through the user interface 500. The second docking station 542 can be the station closest to the destination 540, the nearest station with ramps available for parking the micromobility transit vehicle, or a desired station selected through the user interface 500.In some modes, the user interface 500 can display a plurality of docking stations within a predetermined distance from the destination 540 or the crew member's current position during the journey. The predetermined distance can be set by user input or defined by the map window extent 506. In such modes, a fourth user input received through the user interface 500 can select the second docking station 542 from the plurality. 7H / G I Π / 77Π7 / Β / YILI of docking stations displayed in user interface 500. Once the second docking station 542 (or destination station) is configured or selected via user interface 500, the route for micromobility 512 can be calculated to the second docking station 542 to guide the transport requester or crew member to the second docking station 542 via user interface 500. The status of one or more docking stations within a predetermined distance of destination 540 or the crew member's current position during the trip can be displayed in user interface 500. The predetermined distance can be set by user input or defined by the map extent of map window 506. User interface 500 can display the number of available parking spaces or ramps, if any, at each displayed docking station, the docking station type (e.g., docking station 300 versus docking station 400, docking station 300 versus docking station 464, etc., as indicated by different symbols), whether the docking station is online or offline, and similar information. For example, as shown in FIG. 15, the second docking station 542 is displayed to include available parking in information window 530.In some configurations, the 500 user interface can display the number of available parking spaces (or ramps) at a docking station. In some configurations, the docking stations displayed within the 500 user interface can be visually distinguished based on their status. For example, online stations can be distinguished by a first color, pattern, and / or symbol in the 506 map window, with offline stations distinguished by a second color, pattern, and / or symbol. In some configurations, the displayed statuses can be dynamic and change in real time. For example, as micromobility transit vehicles are removed from or parked at each docking station, the displayed status can change. Figure 16 illustrates a fifth diagram of the 500 user interface according to one modality of the description. With reference to Figure 16, the 500 user interface can provide a notification or warning when the second docking station 542 (or destination station) is full, unavailable, or offline. For example, the 500 user interface can visually distinguish the docking station as full, unavailable, or offline in the map window 506. A notification or warning can also be provided in the information window 530 of the 500 user interface. The notification can be an automatic notification, an in-app notification, an email, a voice call, or similar. In some modalities, an alternative docking station can be suggested (for example, within the information window 530) if the second docking station 542 is full, unavailable, or offline. Figure 17 illustrates a flow diagram of a 550 process for determining coupling availability at one or more coupling stations according to a modality described. It should be appreciated that any step, sub-step, sub-process, or block of process 550 may be performed in a different order or arrangement from the modalities illustrated by Figure 17. For example, one or more blocks may be omitted from or added to process 550. Although process 550 is described with reference to the modalities in Figures 1-16, process 550 may be applied to other modalities. One or more docking stations associated with process 550 may be similar to a docking station 400 or docking station 464 described above. For example, each docking station may include one or more racks, each similar to rack 404 or rack 466, with a locking hole in a rack plate and one or more alignment features configured to align the locking hole in the rack plate with a respective locking device of one or more micromobility transit vehicles (for example, any of the micromobility transit vehicles 110b, 110c, 110d, or 402). In block 552, process 550 includes identifying at least one shelf of one or more shelves at one or more docking stations available for docking one or more micromobility transit vehicles. Block 552 may include detecting a reservation condition for at least one shelf. Detecting the reservation condition for at least one shelf may include detecting a pairing state between a passive sensor on at least one shelf and one or more micromobility transit vehicles docked to that shelf. In some modalities, detecting the reservation status of at least one rack may involve communicating with one or more micromobility transit vehicles docked at one or more docking stations to have one or more of these vehicles transmit a wireless signal and communicate with one or more of the docked vehicles to determine one or more responses to the wireless signal. At least one available rack from one or more racks can be identified based on at least one or more responses. For example, if the number of responses received is less than the number of racks at one or more docking stations, the difference can determine the number of available racks. In some modalities, one or more responses can identify which rack from one or more racks is available for docking one or more micromobility transit vehicles. In block 554, process 550 involves communicating with a mobile computing device to display an indication of at least one available rack for docking one or more micromobility transit vehicles. For example, a combination of rack availability, rack capacity, rack status, or similar information can be displayed on mobile computing device 502, as explained previously. The communication with the mobile computing device can also cause it to display instructions for locking one or more micromobility transit vehicles onto one or more racks. For example, one or more visual cues, written instructions, or reminders related to locking a micromobility transit vehicle onto rack 404 or rack 466 can be displayed on mobile computing device 502. Figure 18 illustrates a flow diagram of a process 600 that provides a use of a transit vehicle for micromobility according to one modality of the description. It should be appreciated that any stage, sub-stage, sub-process, or block of process 600 can be performed in a different order or arrangement from the modalities illustrated by Figure 18. For example, one or more blocks can be omitted from or added to process 600. Although process 600 is described with reference to the modalities in Figures 1-16, process 600 can be applied to other modalities. In block 602, process 600 involves receiving, through a user interface of an application running on a mobile computing device, initial user input indicating a starting location. For example, the user input might be received through the user interface, which defines a starting address, location, point of interest, or area, as explained earlier. The user interface might be similar to user interface 500 described earlier. In block 604, process 600 involves determining the status of one or more docking stations within a predetermined distance from the starting location. The predetermined distance can be set by user input or defined by the map window extent in map 506. Management system 240 or another component of system 100 or system 200 can determine whether one or more docking stations within the predetermined distance from the starting location are online or offline, how many and / or what type of micromobility transit vehicles are available for use at one or more docking stations, the charge status of each micromobility transit vehicle parked at one or more docking stations, or the docking station type, among other things, based on data received from one or more docking stations within the predetermined distance from the starting location. In block 606, process 600 involves receiving, via the user interface displaying the status, a second user input selecting a starting station from one or more docking stations. For example, the user input might be received through the user interface, selecting a docking station from one or more displayed docking stations. In block 608, process 600 involves providing a micromobility transit vehicle from the departure station to a passenger or crew member. For example, the micromobility transit vehicle can be reserved or unlocked from the docking station, such as through the user interface, as described above. In block 610, process 600 may include receiving, through the user interface, a third user input that defines a destination for use. For example, the user input may be received through the user interface defining a point of interest, area, address, or other desired destination location. In block 612, process 600 may include determining the status of one or more docking stations within a predetermined distance of the destination. The predetermined distance can be set by user input or defined by the map window extent in map 506. Management system 240 or another component of system 100 or system 200 can determine whether one or more docking stations within the predetermined distance of the destination are online or offline, how many parking spaces or racks are available at one or more docking stations, how many parking spaces or racks are available for different types of micromobility transit vehicles, or docking station type, among other things, based on data received from one or more docking stations within the predetermined distance of the destination. In block 614, process 600 may include the visualization of the status in the user interface. For example, the user interface may visually display the status through color, pattern, and / or symbol differentiation within one or more windows represented in the user interface. In this way, one or more docking stations can be visually distinguished within the user interface based on their status. In some modalities, the displayed status may change (for example, dynamically or automatically) when a change in status is detected or determined for one or more docking stations. In block 616, process 600 may include receiving, via the user interface, a fourth user input that selects a destination station from one or more docking stations within the predetermined distance of the destination. The destination station may be similar to the docking station. Specifically, the destination station may include a rack with a geometry configured to interact with a locking device integrated with the micromobility transit vehicle. For example, the rack may include a hole sized and shaped to align with the locking device to allow the micromobility transit vehicle to be locked to the rack. In some modalities, the destination station may include a passive sensor configured to passively pair with the micromobility transit vehicle.Pairing can enable the determination or detection of one or more features of the destination station, as explained above. In such modalities, process 600 can include pairing the micromobility transit vehicle to the passive sensor at the destination station (block 618) and, during or after pairing, updating the status of the destination station based on the pairing (block 620). In block 622, process 600 may include guiding the transport requester or crew member to the destination station via the user interface. In block 624, process 600 may include determining the status of one or more docking stations within a predetermined distance from the crew member's current position while driving. The predetermined distance may be set by user input or defined by the map extent in map window 506.The 240 management system or another component of system 100 or system 200 can determine whether one or more docking stations within a predetermined distance of the crew member's current position are online or offline, how many parking spaces or racks are available at one or more docking stations, how many parking spaces or racks are available for different types of micromobility transit vehicles, or the type of docking station, among other things. In this way, the crew member can check parking availability during the trip. FIG. 19 illustrates a flow diagram of a 650 process for managing a station system ZWP ίη / ZZΖΠZ / E / YΙΛΙ of coupling and transit vehicles for micromobility according to a modality of the description. It should be appreciated that any stage, sub-stage, sub-process, or block of process 650 can be carried out in a different order or arrangement from the modalities illustrated by FIG. 19. For example, one or more blocks can be omitted from or added to process 650. Although process 650 is described with reference to the modalities of FIGS. 1-16, process 650 can be applied to other modalities. In block 652, process 650 may include determining the status of one or more docking stations within a predetermined distance from a first location. The predetermined distance can be set by user input or defined by the map window extent in map 506. Management system 240 or another component of system 100 or system 200 may determine whether one or more docking stations within the predetermined distance from the first location are online or offline, how many and / or what type of micromobility transit vehicles are available for use at one or more docking stations, the charge status of each micromobility transit vehicle parked at one or more docking stations, or the type of docking station, among other things.The first location can be a starting location defined by initial user input received through a user interface of an application running on a mobile computing device. In some modalities, the first location can be the mobile computing device's current location, as defined, for example, by GPS. The user interface can be similar to the 500 user interface described earlier. In block 654, process 650 includes providing the use of a micromobility transit vehicle from a first docking station at the first location. For example, the micromobility transit vehicle can be rented from the first docking station to the transportation requester or crew member. The first docking station can be an in-line station of one or more docking stations within the predetermined distance of the first location. In block 656, process 650 involves determining a second location for use. In some modalities, the second location can be determined based on the micromobility transit vehicle's usage. For example, the second location can be determined based on a micromobility transit vehicle reservation (e.g., second location provided at the time of use), based on a rental agreement associated with the micromobility transit vehicle (e.g., must return to the same location, must return to the location designated in the agreement, etc.), based on the crew member's transportation or history, and so on. The second location can also be a destination defined by a second user input received through the user interface. In block 658, process 650 may include guiding a user to at least one of the first and second locations through the user interface. For example, a transportation requester or crew member may be guided to at least one of the first and second locations through the user interface. In block 660, process 650 includes determining the state of one or more stations of ZWP iη / ZZΖΠZ / B / YILI docking within a predetermined distance of the second location. The predetermined distance can be set by user input or defined by the map extent of map window 506. Block 660 can include at least one of the following: determining whether one or more docking stations are online or offline, determining how many micromobility transit vehicles are available for hire at one or more docking stations, or determining how many parking locations are available at one or more docking stations. In block 662, process 650 includes detecting a reservation condition at a second docking station of one or more docking stations within a predetermined distance of the second location. The second docking station may be similar to docking station 400 or docking station 464. For example, the second docking station may include a rack with a geometry configured to interact with a locking device integrated with the micromobility transit vehicle. For example, the rack may include a locking hole sized and shaped to align with the locking device to allow the micromobility transit vehicle to be locked to the rack. In one modality, the hole may be sized and shaped to align with a latch of the locking device to lock the micromobility transit vehicle to the rack. In some configurations, the second docking station may include a passive sensor configured to passively pair with the micromobility transit vehicle. Pairing may allow one or more features of the destination station to be determined or detected, as explained above. In such configurations, block 664 may include detecting a pairing state between the micromobility transit vehicle and the passive sensor of the second docking station. In block 666, process 650 involves updating the status of the second docking station, either during or after detection, based on the reservation condition. In one mode, when one or more micromobility transit vehicles are parked, locked, or otherwise docked at the second docking station, or when one or more micromobility transit vehicles are rented, unlocked, or otherwise removed from the second docking station, the status of the second docking station can be updated. For example, the number of available parking spaces, the number of available micromobility transit vehicles, or similar information can be updated during or after the reservation condition is detected.In block 668, process 650 can include generating and sending a notification of a status change for one or more docking stations within the predetermined distance of the second location for display on a mobile computing device (for example, in the user interface). For example, if a docking station changes status from online to offline, from available to unavailable, or similar, a notification can be generated and sent for display on the mobile computing device. The notification can be a push notification, an in-app notification, an email, a voice call, or similar. Figure 20 illustrates a flow diagram of a process 680 for managing a system of coupling stations (Zwe Ln / zznz / E / YiAi) according to one modality of the description. It should be appreciated that any step, sub-step, sub-process, or block of process 680 can be performed in a different order or arrangement from the modalities illustrated by Figure 20. For example, one or more blocks can be omitted from or added to process 680. Although process 680 is described with reference to the modalities in Figures 1-16, process 680 can be applied to other modalities. In block 682, process 680 involves receiving a request, through a user interface of an application running on a user's mobile computing device, for the use of a micromobility transit vehicle. For example, a micromobility transit vehicle may be rented or otherwise requested by a transportation requester or crew member through the user interface, such as by means of user input received through the user interface. The user interface may be similar to user interface 500 described earlier. In block 684, process 680 includes providing the use of the micromobility transit vehicle to the user of a first docking station. For example, the micromobility transit vehicle can be rented or reserved by the requester or crew member, as described above. In block 686, process 680 can include guiding the requester or crew member to the first docking station via the user interface during or after provisioning. For example, after the micromobility transit vehicle is rented or reserved for the requester or crew member, the requester or crew member can be guided to the first docking station via the user interface. In block 688, process 680 involves determining a destination for use based on a request or input received through the user interface. For example, the destination can be determined based on a micromobility transit vehicle reservation (e.g., the destination provided by the user with the request), or the transportation requester or crew member can enter a destination within the user interface. In block 690, process 680 includes determining the status of one or more docking stations within a predetermined distance of the destination. Block 690 may include determining the number of available parking locations at one or more docking stations, determining whether one or more docking stations are online or offline, or similar operations. In block 692, process 680 includes displaying the status in the user interface. For example, the user interface may visually display the status through color, pattern, and / or symbol differentiation within one or more windows represented in the user interface. In some modes, the displayed status may change (for example, dynamically or automatically) when a status change is detected or determined for one or more docking stations. In block 694, process 680 includes receiving, via the user interface, a user input selecting a second docking station from one or more docking stations within the predetermined distance of the destination. The second docking station may be similar to docking station 400 or docking station 464 described above. For example, the second docking station may include a rack with a geometry configured to interact with a locking device integrated with the micromobility transit vehicle, such as a hole sized and shaped to align with a latch of the locking device to allow the micromobility transit vehicle to be locked to the rack. The second docking station may also include a passive sensor configured to passively pair with the micromobility transit vehicle.In such modalities, process 680 may include pairing the micromobility transit vehicle to the passive sensor at the second docking station (block 696), and during or after pairing, updating the status of the second docking station based on the pairing (block 698). In block 700, process 680 includes guiding the transport requester or crew member to the second docking station via the user interface. In block 702, process 680 may include determining the status of one or more docking stations within a predetermined distance from the transport requester's or crew member's current position while driving from the first docking station to the second docking station. The predetermined distance can be set by user input or defined by the map extent in map window 506.The 240 management system or another component of system 100 or system 200 can determine whether one or more docking stations within a predetermined distance of the crew member's current position are online or offline, how many parking spaces or racks are available at one or more docking stations, how many parking spaces or racks are available for different types of micromobility transit vehicles, or the type of docking station, among other things. In this way, the crew member can check parking availability during the trip. In block 704, process 680 can include generating and sending a notification when the second docking station goes offline or becomes offline, for display in the user interface. The notification can be a push notification, an in-app notification, an email, a voice call, or similar. In block 706, process 680 can include suggesting an alternate docking station within a predetermined distance of the online destination. The predetermined distance can be set by user input or defined by the map window extent in block 506. The alternate docking station can be highlighted within the user interface, or a notification (e.g., a push notification, an in-app notification, an email, or a voice call) containing the suggested alternate docking station can be generated and sent. Where applicable, various modalities provided by this description may be implemented using hardware, software, or combinations of hardware and software. Also, where applicable, the various hardware and / or software components set forth herein may be combined into composite components comprising software, hardware, and / or both without departing from the spirit of this description. Where applicable, the various hardware and / or software components set forth herein may be separated into sub-components comprising software, hardware, or both without departing from the spirit of this description. Furthermore, where applicable, it is contemplated that software components may be implemented as hardware components, and vice versa. The software described herein, including non-transient instructions, program code, and / or data, may be stored on one or more non-transient, machine-readable media. It is also possible that the software identified herein may be implemented using one or more computers and / or general-purpose or special-purpose computer systems, networked and / or otherwise connected. Where appropriate, the order of the various stages described herein may be changed, combined into composite stages, and / or separated into sub-stages to provide the characteristics described herein. The embodiments described above illustrate but do not limit the invention. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the invention. Consequently, the scope of the invention is defined solely by the following claims.

Claims

CLAIMS 1. A multimodal transport system, comprising: one or more docking stations comprising one or more racks configured to secure one or more micromobility transit vehicles; a non-transient memory having instructions stored therein; and one or more hardware processors configured to execute instructions to perform operations comprising: identifying at least one rack of one or more racks available for docking one or more micromobility transit vehicles; and communication with a mobile computing device to display an indication of at least one rack available for docking one or more micromobility transit vehicles.

2. The multimodal transport system according to claim 1, wherein: each of one or more racks comprises a locking hole in a rack plate; and the locking hole in the rack plate is configured to align with a locking device of at least one of one or more micromobility transit vehicles.

3. The multimodal transport system according to claim 2, wherein: one or more micromobility transit vehicles comprises a plurality of micromobility transit vehicles of a plurality of vehicle types; and the locking hole in the rack plate is configured to align with the locking device of at least two vehicle types from the plurality of vehicle types.

4. The multimodal transport system according to claim 1, wherein: each of one or more docking stations comprises a base configured to raise one or more micromobility transit vehicles to align a respective locking device of each of one or more micromobility transit vehicles with a respective locking hole in each of one or more racks; each locking device comprises a terminal latch configured to receive a respective locking terminal; and the base is configured to raise one or more micromobility transit vehicles such that the respective terminal latch aligns with the locking hole to permit locking with the respective locking terminal.

5. The multimodal transport system according to claim 4, wherein the locking hole is defined on a shelf plate of one or more shelves.

6. The multimodal transport system according to claim 1, wherein communication with the mobile computing device further causes the mobile computing device to display one or more instructions to lock one or more micromobility transit vehicles with a locking hole of one or more racks.

7. The multimodal transport system according to claim 1, the operations further comprising: communication with one or more vehicles coupled to one or more docking stations to cause one or more coupled vehicles to transmit a wireless signal; and communication with one or more coupled vehicles to determine one or more responses to the wireless signal, wherein at least one available rack of one or more racks is identified based on at least one or more responses.

8. A docking station comprising: one or more shelves configured to dock one or more vehicles; a locking hole in a shelf plate of one or more shelves, wherein the locking hole is configured to align with a respective locking device of each of one or more vehicles; and a base configured to raise one or more vehicles to align the respective locking device with the locking hole.

9. The docking station according to claim 7, wherein: each locking device comprises a terminal latch configured to receive a respective locking terminal; and the base is configured to raise one or more vehicles such that the respective terminal latch aligns with the locking hole to permit locking with the respective locking terminal.

10. The docking station according to claim 8, further comprising a passive sensor configured to pair with one or more vehicles when docked to one or more racks.

11. The docking station according to claim 10, wherein the passive sensor is configured to receive one or more wireless signals from one or more vehicles when docked to one or more racks.

12. The docking station according to claim 8, further comprising a tire recess configured to receive at least a portion of a tire from one or more vehicles, wherein the reception of at least a portion of the tire within the tire recess further aligns the respective locking device with the locking hole.

13. The docking station according to claim 8, wherein: the locking hole is defined asymmetrically in the shelf plate; and the locking hole comprises a circular or pill-shaped form.

14. A multimodal transport system, comprising: one or more docking stations according to claim 8; a non-transient memory having instructions stored therein; and one or more hardware processors configured to execute instructions to perform operations comprising: identifying at least one rack of one or more racks available for docking one or more vehicles; and communication with a mobile computing device to display an indication of at least one rack available for docking one or more vehicles.

15. A method for determining docking availability at one or more docking stations comprising one or more racks configured to secure one or more micromobility transit vehicles, the method comprising: identifying at least one rack out of one or more racks available for docking one or more micromobility transit vehicles; and communication with a mobile computing device to display an indication of at least one rack available for docking one or more micromobility transit vehicles.

16. The method according to claim 15, wherein identifying at least one available shelf from one or more shelves comprises detecting a reservation condition of at least one shelf.

17. The method according to claim 16, wherein detecting the reservation condition of at least one rack comprises detecting a pairing state between a passive sensor of at least one rack and one or more micromobility transit vehicles coupled to at least one rack.

18. The method according to claim 16, wherein detecting the reservation condition of at least one shelf comprises: communicating with one or more micromobility transit vehicles coupled to one or more docking stations to cause one or more coupled micromobility transit vehicles to transmit a wireless signal; and communicating with one or more coupled micromobility transit vehicles to determine one or more responses to the wireless signal, wherein at least one available shelf of one or more shelves is identified based on at least one or more responses.

19. The method according to claim 15, wherein each of one or more shelves comprises: a locking hole in a shelf plate; and one or more alignment features configured to align the locking hole in the shelf plate with a respective locking device of each of one or more micromobility transit vehicles.

20. The method according to claim 15, wherein communication with the mobile computing device causes the mobile computing device to further display instructions to lock one or more micromobility transit vehicles to a rack of one or more racks.

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