Universal ramp

Abstract

A passenger ramp system that may include: a central section having a first end and a second end; a first wing section connected to a first side of the first end of the central section; a second wing section connected to a second side of the first end of the central section, wherein the second side is opposite from the first side; a plurality of wheels disposed on a bottom surface of the central section, the first wing section, and the second wing section; and a power mechanism that facilitates movement of the passenger ramp system via energy transfer to a subset of the plurality of wheels. Other aspects are described and claimed.

Description

Universal Ramp And Methods ThereofCROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Application No. 63 / 483,589, filed February 7, 2023, which is incorporated by reference herein in its entirety.TECHNICAL FIELD

[0002] Aspects of the present disclosure relate generally to a universal ramp, and, more specifically, to an automated guided vehicle passenger ramp system that may provide guidance and protection to all passengers boarding and / or disembarking a vehicle.BACKGROUND

[0003] Individuals generally board vehicles, such as aircraft, via a portable bridge (“jet bridge”) that conventionally extends from an airport terminal gate to an airplane. The jet bridge may enable passengers to embark and / or disembark the aircraft in an intuitive manner without going outside. These types of bridges, however, are not commonly utilized for smaller aircraft. Rather, passengers flying on smaller aircraft are commonly required to walk out onto a tarmac, or some other open-air boarding area, to board, which may be inconvenient, burdensome, and potentially dangerous.

[0004] The present disclosure is accordingly directed to an automated guided vehicle passenger ramp system that may provide passengers with a more efficient path to their aircraft and may also provide them with other types of helpful information. The background description provided herein is for the purpose of generally presenting the context of the disclosure. Unless otherwise indicated herein, the materials described in this section are not prior art to the claims in this application and are not admitted to be prior art, or suggestions of the prior art, by inclusion in this section.SUMMARY OF THE DISCLOSURE

[0005] According to certain aspects of the disclosure, a universal passenger ramp is disclosed.

[0006] In an aspect, a passenger ramp system is disclosed. The passenger ramp system may include: a central section having a first end and a second end; a first wing section connected to a first side of the first end of the central section; a second wing section connected to a second side of the first end of the central section, wherein the second side is opposite from the first side; a plurality of wheels disposed on a bottom surface of the central section, the first wing section, and the second wing section; and a power mechanism that facilitates movement of the passenger ramp system via energy transfer to a subset of the plurality of wheels.

[0007] In another aspect, a passenger ramp system is disclosed. The passenger ramp system may include: a first end divided by a central wall into a first passenger entrance area and a second passenger entrance area; a first display guide positioned over the first passenger entrance area and a second display guide positioned over thesecond passenger entrance area; a second end having a shaped aircraft docking area; a floor portion extending between the first end and the second end; a roof portion that encloses the passenger ramp system between the first end and the second end; and a plurality of wheels positioned on a bottom surface of the passenger ramp system.

[0008] The foregoing is a summary and thus may contain simplifications, generalizations, and omissions of detail; consequently, those skilled in the art will appreciate that the summary is illustrative only and is not intended to be in any way limiting.

[0009] For a better understanding of the embodiments, together with other and further features and advantages thereof, reference is made to the following description, taken in conjunction with the accompanying drawings. The scope of the invention will be pointed out in the appended claims.BRIEF DESCRIPTION OF THE DRAWINGS

[0010] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate the disclosed embodiments, and together with the description, serve to explain the principles of the disclosed embodiments. There are many aspects and embodiments described herein. Those of ordinary skill in the art will readily recognize that the features of a particular aspect or embodiment may be used in conjunction with the features of any or all of the other aspects or embodiments described in this disclosure. In the drawings:

[0011] FIG. 1 depicts a perspective view of a passenger ramp system, according to various aspects of the present disclosure.

[0012] FIGS. 2A - 2C depict deployment of the passenger ramp system from a first configuration to a second configuration, according to various aspects of the present disclosure.

[0013] FIG. 3 depicts a passenger entrance view of the passenger ramp system, according to various aspects of the present disclosure.

[0014] FIG. 4 depicts an interior view of a boarding area of the passenger ramp system, according to various aspects of the present disclosure.

[0015] FIG. 5 depicts an aircraft perspective view of the passenger ramp system, according to various aspects of the present disclosure.

[0016] FIG. 6 depicts a bottom view of the passenger ramp system, according to various aspects of the present disclosure.

[0017] FIG. 7 depicts a bottom view of a portion of the passenger ramp system, according to various aspects of the present disclosure.

[0018] FIG. 8 depicts a perspective view of another passenger ramp system, according to the various aspects of the present disclosure;

[0019] FIG. 9 depicts a top view of the passenger ramp system from FIG. 8, according to the various aspects of the present disclosure.

[0020] FIG. 10 depicts a passenger entrance view of the passenger ramp system from FIG. 8, according to various aspects of the present disclosure.

[0021] FIG. 11 depicts an interior view of the passenger ramp system from FIG.8, according to various aspects of the present disclosure.

[0022] FIG. 12 depicts a kiosk and display area of the passenger ramp system from FIG. 8, according to various aspects of the present disclosure.

[0023] FIG. 13 depicts an interior view of a boarding area of the passenger ramp system from FIG. 8, according to various aspects of the present disclosure.

[0024] FIG. 14 depicts a cabin perspective of a guided display of the passenger ramp system from FIG. 8, according to various aspects of the present disclosure.

[0025] FIG. 15 depicts an interior view of the passenger ramp system from FIG. 8, according to various aspects of the present disclosure.DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] The terminology used below may be interpreted in its broadest reasonable manner, even though it is being used in conjunction with a detailed description of certain specific examples of the present disclosure. Indeed, certain terms may even be emphasized below; however, any terminology intended to be interpreted in any restricted manner will be overtly and specifically defined as such in this Detailed Description section.

[0027] In this disclosure, the term “based on” means “based at least in part on.” The singular forms “a,” “an,” and “the” include plural referents unless the context dictates otherwise. The term “exemplary” is used in the sense of “example” rather than “ideal.” The terms “comprises,” “comprising,” “includes,” “including,” or other variations thereof, are intended to cover a non-exclusive inclusion such that a process, method, or product that comprises a list of elements does not necessarily include only those elements, but may include other elements not expressly listed or inherent to such aprocess, method, article, or apparatus. Relative terms, such as “about,” “approximately,” “substantially,” and “generally,” are used to indicate a possible variation of ±10% of a stated or understood value. In addition, the term “between” used in describing ranges of values is intended to include the minimum and maximum values described herein. The use of the term “or” in the claims and specification is used to mean “and / or” unless explicitly indicated to refer to alternatives only or the alternatives are mutually exclusive, although the disclosure supports a definition that refers to only alternatives and “and / or.” As used herein “another” may mean at least a second or more.

[0028] As used herein, the term “vehicle” may refer to any type of vehicle, e.g., motor vehicles (e.g., cars, trucks, buses, etc.), railed vehicles (e.g., trains, etc.), amphibious vehicles (e.g., boats, etc.), aircraft (e.g., planes, helicopters, etc.), spacecraft, autonomous or semi-autonomous vehicles, and the like. Various embodiments of the present disclosure relate generally to electric vehicles, such as vehicles driven via one or more electric loads, components associated with the electrical loads, and monitoring systems for the electrical loads and / or the components associated with the electrical loads. The electric loads may be in the form of electric motors associated with one or more propellers of a vertical takeoff and landing vehicle.

[0029] The boarding and disembarking of passengers from vehicles, particularly aircraft, have conventionally relied on portable bridges, commonly known as “jet bridges,” which extend from airport terminal gates to the airplane. This conventional approach facilitates an intuitive and weather-protected passage for passengers between the terminal and the aircraft, enhancing the overall boarding experience. However, these solutions are primarily designed for larger aircraft and are less commonly utilizedfor smaller aircraft, resulting in passengers of smaller aircraft having to navigate open- air boarding areas, such as tarmacs, which can be inconvenient, burdensome, and potentially hazardous.

[0030] Smaller aircraft, including electric vertical take-off and landing (VTOL) vehicles, are increasingly utilized for quick and convenient transportation between locations. Existing methods for guiding passengers onto these types of aircraft expose passengers to the elements and raise safety concerns, especially for individuals unfamiliar with the airfield layout. Furthermore, differently-abled individuals may face additional challenges reaching the aircraft and boarding it safely, further underscoring the need for an improved passenger transport system.

[0031] In view of the issues described above, aspects of this disclosure provide an automated guided vehicle passenger ramp system designed to optimize the boarding and disembarking experience for passengers of various aircraft, including smaller ones such as electric VTOL vehicles. The concepts described herein encompass a universal ramp that includes a central section, first and second wing sections, a plurality of display screens configured to display dynamic information, a plurality of wheels, and a power mechanism for controlled movement.

[0032] The disclosed automated guided vehicle passenger ramp system offers several advantages over conventional solutions. Firstly, it provides a safe and weather- protected pathway for passengers, eliminating the needs to navigate open-air boarding areas. Additionally, the dynamic deployment process ensures efficient alignment with the aircraft, offering a fully covered access-way between the terminal and the aircraft. The system’s adaptability caters to differently-abled individuals, enhancing accessibilityfor all passengers. Furthermore, the integration of guided display screens within the ramp system provides passengers with real-time, dynamic information, including seat assignments and other relevant details. This not only streamlines the boarding process but also contributes to a more informed and efficient passenger experience.Collectively, the foregoing features and characteristics may guide passengers to their intended aircraft in a safe way and may also provide the passengers with helpful information while doing so.

[0033] Reference will now be made in detail to the exemplary embodiments of the present disclosure described below and illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to same or like parts.

[0034] Additional objects and advantages of the embodiments will be set forth in part in the description that follows, and in part will be obvious from the description, or may be learned by practice of the embodiments. It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the claims.

[0035] Referring now to FIG. 1 , an automated guided vehicle passenger ramp system (“ramp system”) 100 is provided. Ramp system 100 may contain first wing portion 105, second wing portion 110, and central portion 115 that is positioned inbetween first wing portion 105 and second wing portion 110. Ramp system 100 may also contain a plurality of wheels 120 (described in detail later herein) and a power mechanism (not illustrated) that facilitates movement of ramp system 100 via energy transfer to plurality of wheels 120. In FIG. 1 , ramp system 100 is illustrated in a dockedconfiguration. In such a configuration, each of first wing 105, second wing 110, and central portion 115 may abut a terminal 125. Passengers may traverse between the terminal 125 and an aircraft 130 via passage through the ramp system 100, as further described herein.

[0036] In an embodiment, a mechanical connection may exist between central portion 115 and both of first and second wing portions 105, 110. More particularly, each of first wing portion 105 and second wing portion 110 may contain a first end and a second end. The first end may be representative of a ramp entrance and the second end may contain one or more mechanical connections that connect first wing portion 105 and second wing portion 110 to central portion 105. For instance, the mechanical connection may involve one or more hinges or joints that allow first and second wing portions 105, 110 to pivot or rotate relative to central portion 105. In some embodiments, to secure first and second wing portions 105, 110 in a “docked” configuration, as further described herein, a locking mechanism may be incorporated that prevents either first wing portion 105 or second wing portion 110 from moving and / or pivoting. In some embodiments, the connection mechanism may be designed to accommodate both manual and automated control. Manual control may involve operators providing inputs through a console or remote controller, while automated control may leverage data from sensors for autonomous adjustments.

[0037] Referring now collectively to FIGS. 2A - 2C, a deployment process for ramp system 100 is illustrated. In an embodiment, ramp system 100 may adjust its shape and position to provide passengers more direct, convenient, and informed access to their desired aircraft 130. For instance, ramp system 100 in FIG. 2A is illustrated in adocked configuration (e.g., in which first and second wing portions 105, 110 are in a deployed state and central portion 115 directly abuts a terminal platform or walkway). Upon receipt of a command (e.g., at a processing unit contained within central portion 115), ramp system 100 may begin to deploy toward aircraft 130, as illustrated in FIG. 2B. In this regard, central portion 115 may more toward aircraft 130 such that a nose of the aircraft is aligned with a boarding area of central portion 115, the details of which are further described herein. First wing portion 105 and second wing portion 110 may simultaneously come together behind central portion 115, thereby creating a fully covered access-way between terminal 125 and aircraft 130, as illustrated in FIG. 2C. In this regard, first and second wing portions 105, 110 may be pulled by central portion 115 and naturally fold in along a crease created at the point of connection.

[0038] Accurate deployment of ramp system 100 may be facilitated in one or more different ways. For instance, in an embodiment, a user may provide manual controlling inputs (e.g., via a console within ramp system 100, via a remote controller, via another computing device, etc.) to guide ramp system 100 toward aircraft 130. Alternatively, in another embodiment, ramp system 100 may be able to dock with aircraft 130 autonomously. Such a process may be achieved by leveraging data obtained by one or more sensors positioned on ramp system 100 and / or on aircraft 130 (e.g., camera sensors, proximity sensors, pressure sensors, other types of audio and / or visual sensors, etc.). For example, one or more cameras may be positioned on areas of central portion 115 that may be configured to relay captured data to a central processor of ramp system 100. The central processor may then leverage one or more object identification techniques to identify the position and / or shape features of aircraft 130 andmay then transmit controlling inputs to the power mechanism to guide ramp system 100 toward the identified location of aircraft 130. Additionally or alternatively, sensors and / or computing components positioned in and / or around aircraft 130 may communicate with the sensors and / or central processor of ramp system 100 to intelligently guide ramp system 100 to the correct docking location.

[0039] Referring now to FIG. 3, a passenger entrance view of ramp system 100 arranged in the deployed configuration of FIG. 2C is illustrated. In an embodiment, each of first wing portion 105 and second wing portion 110 may contain a substantially identical interior area. When conjoined in the deployed configuration, this interior area may provide passengers with an easy, direct, and informative way of boarding and / or disembarking from their flight. In an embodiment, each of first wing portion 105 and second wing portion 110 may contain a display guide 140A, 140B. It is important to note that the illustrated position and / or design of display guides 140A, 1406 is not limiting, and the display guide(s) may be structured differently (e.g., one display guide may have different dimensions than the other display guide, each display guide may have shorter or longer dimensions than the display guides illustrated in FIG. 3, etc.) or may be positioned in a different location within the interior area of their respective wing portions.

[0040] Display guides 140A, 1406 may be configured to provide a variety of different types of information to passengers. For instance, ramp system 100 may be apprised of seat assignment information associated with each passenger and may thereafter present that information on the relevant display guide associated with the wing portion that may provide the passenger the most direct access to their seat. As an example, Passenger A may have a seat assignment on the right hand side of theaircraft and Passenger B may have a seat assignment on the left hand side of the aircraft. Display guide 140A (associated with first wing portion 105) may display Passenger A’s information and display guide OB (associated with second wing portion 110) may display Passenger B’s information. These indicators may enable passengers to find their correct seat in a quicker manner. In an embodiment, if multiple passengers have seats on the same side of the aircraft, the display guides 140A, MOB may provide an indication of the passenger’s positions with respect to one another on each side (e.g., which passenger is positioned forward or behind the other, etc.).

[0041] In an embodiment, one or both wing portions 105, 110 of ramp system 100 may contain tactile strips 145A, 145B. These tactile strips 145A, 145B may serve as an important feature to enhance accessibility and safety for vision-impaired individuals as they enter and navigate through ramp system 100. Tactile strips 145A, 145B may be positioned on a walkway surface of wing portions 105, 110 in a manner that indicates the entry points and / or pathways within ramp system 100. For instance, tactile strips 145A, 145B are illustrated in FIG. 3 as being positioned at the entryways of both wing portions 105, 110. In an embodiment, tactile strips 145A, 145B may be composed of materials with distinct texture (e.g., smoother or rougher compared to adjacent surfaces), providing a noticeable contrast against the surrounding walking areas. For instance, tactile strips 145A, 145B may be dimpled whereas the surrounding surfaces may be substantially smooth. This contrast helps vision-impaired passengers easily identify the entrance to and / or pathways within ramp system 100. In some embodiments, tactile strips 145A, 145B may be differently-colored than the surroundingsurfaces, thereby enhancing these areas and ensuring awareness of designated entryways and / or pathways associated with ramp system 100.

[0042] One or both wing portions 105, 110 of ramp system 100 may contain walkways 150A, 150B that guides the passengers toward an aircraft boarding area. Similar to tactile strips 145A, 145B, walkways 150A, 150B may have a different textured feel than the surrounding walking areas (e.g., smoother, rougher, etc.) to provide higher contrast for passengers. In some embodiments, walkway 150A may be a different color and / or texture than walkway 150B. Additionally or alternatively, in another embodiment, one or both wing portions 105, 110 may contain a storage bin 155A, 155B for holding passenger items during their flight (e.g., during flight-based tours of a city, etc.). The storage bins 155A, 155B may be appropriately labeled (e.g., via visual indicators and / or labels) and strategically integrated into the interior of wing portions 105, 110, ensuring easy accessibility for passengers while maintaining an efficient use of space within ramp system 100. Storage bins 155A, 155B may be designed to accommodate a variety of passenger items, such as carry-on bags, small luggage, or personal belongings and may be equipped with opening and closing mechanisms that are designed for ease of use, thereby enabling passengers to quickly stow and retrieve their belongings without difficulty.

[0043] Additionally or alternatively, in another embodiment, one or both wing portions 105, 110 of ramp system 100 may contain one or more wall-based display screens 160A, 160B (exemplary positions depicted) that may be placed virtually anywhere within the interior of wing portions 105, 110. The wall-based display screens 160A, 160B may be able to provide various types of helpful information to thepassengers. For instance, the wall-based display screens 160A, 160B may present passenger lists (e.g., showing the names and seat locations of passengers), seat maps (e.g., displaying a visual map of seat locations on the aircraft, which may help passengers more easily locate their assigned seat), connecting flight information (e.g., details for passengers with connecting flights, such as departure times, gate locations, etc.), safety instructions (e.g., safety-related information such as seatbelt instructions or emergency procedures, etc.), and the like. In an embodiment, the wall-based display screens 160A, 160B may be configured to offer dynamic updates, adapting the presented information based on the specific phase of the boarding process or other relevant factors.

[0044] Referring now to FIG. 4, an aircraft boarding area located within central portion 115 of ramp system 100 is illustrated. The aircraft boarding area may contain aircraft docking area 165 that may be arched-shaped in order to accommodate a nose / cabin of aircraft 135, as illustrated. More particularly, central portion 115 may dock with aircraft 135 so that substantially the entire aircraft cabin is bounded and enclosed by central portion 115. Different ramp systems may exist that include varying and dedicated aircraft docking area shapes that are tailored to the type of aircraft they are designed to dock with. In an embodiment, each wing portion 105, 110 may contain end guard 170A, 170B that may signal the terminal area of ramp system 100 and that may also act as a protective barrier preventing passengers from falling down to the tarmac. Each end guard 170A, 170B may be designed to withstand incidental contact and may provide a robust barrier, ensuring passenger safety throughout the boarding and disembarking processes.

[0045] FIG. 5 illustrates an aircraft perspective view of aircraft docking area 165.In an embodiment, aircraft docking area 165 may be substantially entirely surrounded by tactile strip 175, which may provide a physical indication to vision-impaired individuals that they are about to board aircraft 135. In an embodiment, the aircraft boarding area may also contain kiosk 180, which may be integrated into ramp system 100 and serve as a point of interaction for passengers, offering valuable details related to their journey. For instance, passengers may interact with a user interface of kiosk 180 to obtain various types of audio and / or video-based information (e.g., flight departure time, anticipated flight length, seat locations, etc.). In certain embodiments, kiosk 180 may be feature automated audio output capabilities. For instance, upon detecting that a user is within a predetermined distance, kiosk 180 may dynamically provide audio announcements, such as greetings or other important information about the flight. Kiosk 180 may also be equipped with a button or interface element that enables individuals to request assistance from ground personnel or other parties. In some embodiments, kiosk 180 may also be equipped with scanning technology that may be leveraged to scan the boarding passes, or other relevant documents, of passengers for quick verification.

[0046] Referring now to FIGS. 6 - 7, a bottom surface of ramp system 100 in the deployed configuration is illustrated. In an embodiment, each of central portion 115, first wing portion 105, and second wing portion 110 may contain three wheels. More particularly, central portion 115 may contain wheels 120A, first wing portion 105 may contain wheels 120B, and second wing portion 110 may contain wheels 120C. As previously mentioned, the wheels 120A, 120B, and 120C, may aid ramp system 100 as it moves to dock with n aircraft 135. It is important to note that the number and positionof wheels 120A, 120B, and 120C illustrated in FIGS. 6 and 7 is not limiting, and each section may contain fewer or greater wheels and those wheels may be arranged in different positions that currently illustrated. Additionally or alternatively, each of wheels 120A, 120B, and 120C may be the same size or, alternatively in another embodiment, some wheels may have different dimensions than others. Additionally or alternatively, some or all of the wheels may be independently powered wheels (e.g., wheels 120A contained in central portion 115) whereas other wheels may be caster wheels.

[0047] FIGS. 8 - 15 illustrate ramp system 200 having a different design than ramp system 100 illustrated in FIGS. 1 - 7. It is important to note that although the ramp system 200 illustrated in FIGS. 8 - 15 is different than the one illustrated in FIGS. 1 - 7, some or all of the characteristics (e.g., display screen locations, information displayed thereon, kiosk locations and associated capabilities, etc.) of ramp system 200 may be included in ramp system 100, and vice versa.

[0048] Referring now to FIG. 8, ramp system 200 is illustrated. Unlike ramp system 100, ramp system 200 may be a single integrated unit. In an embodiment, ramp system 200 may be a partially enclosed singular unit that may be configured to dock with aircraft 205. More particularly, ramp system 200 may contain central wall 210, floor portion 215, roof portion 220, and two wall portions 225A, 225B. In an embodiment, ramp system 200 may meet or exceed all requirements of the Americans with Disabilities Act (ADA) and may deliver necessary information through accessible design allowing maximum percentage of individuals to easily board independently. Additionally, roof portion 220 may serve as an awning to both prevent the ramp from becoming slick and to also be able to control light levels within the partially enclosed ramp system 200.FIG. 9 provides a top view of ramp system 200 presented in FIG. 8 (without roof portion 220) and further highlights the presence of two passenger walkways 230A, 230B, tactile flooring strip 235 positioned at the entrance of ramp system 200 and another set of tactile flooring strips 240A, 240B situated at least partially around an aircraft docking area. Additional characteristics of ramp system 200 are further described below.

[0049] Referring now to FIG. 10, a passenger entrance view of ramp system 200 is illustrated. In an embodiment, ramp system 200 may contain first entry side 245 that is separated from second entry side 250 by central wall 210. Ramp system 200 may further contain first display area 255 positioned on an upper surface of first entry side 245 and second display area 260 positioned on an upper surface of second entry side 250. The functionality of first display area 255 and second display area 260 may be similar to that of display guides 140A, 1406 illustrated in FIG. 3 and previously described above. More particularly, first and second display areas 255, 260 may display information that may be helpful to passengers, such as their names and seat positions.

[0050] Referring now to FIGS. 11 - 14, additional characteristics associated with ramp system 200 are illustrated. For instance, central wall display area 265, kiosk 270, boarding area 275, and boarding area display 280 are provided. In FIG. 12, central wall display area 265 and kiosk 270 are featured. In an embodiment, each of the first entry side 245 and the second entry side 250 may include a central wall display area 265 that may supplement the information presented to the passengers on first and second display areas 255, 260. For example, if the first and second display areas 255, 260 designate the entry side that passengers should enter ramp system 200 on, central wall display area 265 may provide a visual indication of where on the aircraft eachpassenger should be seated (e.g., by superimposing an image of a passenger over their assigned seat, etc.). In an embodiment, central wall display area 265 may display the seating arrangement of the entire aircraft 205 but may visually highlight the seating information of the passengers associated with the corresponding entry side while simultaneously de-emphasizing (e.g., by graying out, etc.) the seating information of the passengers not associated with the corresponding entry side. While primarily a visual display, central wall display area 265 may incorporate interactive elements for user engagement. For instance, passengers may interact with the display to obtain additional information about their trip (e.g., the anticipated weather conditions during their flight, the expected departure time, etc.).

[0051] In an embodiment, kiosk 270 may be present in each of first entry side 245 and second entry side 250. Passengers may interact with kiosks 270 to receive various types of information (e.g., flight times, estimated flight duration, weather conditions, etc.). In an embodiment, one or both kiosks 270 may be automated and may dynamically provide audio output upon detecting that a user is within a predetermined distance to it (e.g., a greeting, etc.). In another embodiment, one or both kiosks 270 may be equipped with a button that individuals may interact with to request employee assistance. In yet another embodiment, one or both kiosks 270 may be equipped with a scanner that may scan a ticket or a body party (e.g., an individual’s face, etc.) to determine whether they are entering the ramp system 200 on the correct side based on their assigned seating information.

[0052] FIG. 13 provides a more detailed illustration of boarding area 275. More particularly, each of walkways 230A, 230B may provide a defined path to the seatingarea of the cabin of aircraft 205. Walkways 230A, 230B may be composed of a different material and / or have a different texture than the surrounding walking areas to further emphasize the guided path to and from the aircraft. In an embodiment, ramp system 200 may dock against an aircraft in an aircraft docking area. The aircraft docking area may surround substantially all of the aircraft cabin. In an embodiment, first and second tactile strips 240A, 240B may be positioned at each cabin entryway. Bumper guard 285 may be present at a front edge of the aircraft docking area on which railing 290 may be placed to provide support for passengers embarking and disembarking. In an embodiment, each side of ramp system 200 may contain an end guard 295 that may signal the terminal area of ramp system 200 and that may also act as a protective barrier preventing passengers from falling down to the tarmac.

[0053] In an embodiment, each side of ramp system 200 in boarding area 275 may contain a boarding area display 280 that may provide an indication of the passengers associated with each seat, as illustrated more closely in FIG. 14. In some implementations, passengers may be apprised of additional flight information. For example, after the cabin doors close, boarding area display 280 may advise them to buckle their seatbelts and / or perform other safety checks. As another example, passengers disembarking from their flight may look to their portion of boarding area display 280 to be apprised of connecting flight information (e.g., time until departure of the connecting flight, where in the terminal does their connecting flight depart from, etc.). Referring now to FIG. 15, bench 300 may be provided in boarding area 275 in case any passengers need to rest or wait for assistance.

[0054] The many features and advantages of the present disclosure are apparent from the detailed specification, and thus, it is intended by the appended claims to cover all such features and advantages of the present disclosure that fall within the true spirit and scope of the disclosure. Further, since numerous modifications and variations will readily occur to those skilled in the art, it is not desired to limit the present disclosure to the exact construction and operation illustrated and described, and accordingly, all suitable modifications and equivalents may be resorted to, falling within the scope of the present disclosure.

[0055] Moreover, those skilled in the art will appreciate that the conception upon which this disclosure is based may readily be used as a basis for designing other structures, methods, and systems for carrying out the several purposes of the present disclosure. Accordingly, the claims are not to be considered as limited by the foregoing description.

Claims

WHAT IS CLAIMED IS:1 . A passenger ramp system, comprising: a central section having a first end and a second end; a first wing section connected to a first side of the first end of the central section; a second wing section connected to a second side of the first end of the central section, wherein the second side is opposite from the first side; a plurality of wheels disposed on a bottom surface of the central section, the first wing section, and the second wing section; and a power mechanism that facilitates movement of the passenger ramp system via energy transfer to a subset of the plurality of wheels.

2. The passenger ramp system of claim 1 , wherein the second end of the central section includes a docking area shaped to accommodate a portion of an aircraft.

3. The passenger ramp system of claim 1 , wherein the second end of the central section includes at least one end guard.

4. The passenger ramp system of claim 1 , wherein each of the first wing section and the second wing section comprises a tactile strip disposed on a floor surface at an entry way of the first wing section and the second wing section.

5. The passenger ramp system of claim 1 , further comprising a kiosk containing a user interface that is integrated into the central section.

6. The passenger ramp system of claim 1 , further comprising at least one storage bin positioned in at least one of the first wing section and the second wing section.

7. The passenger ramp system of claim 1 , wherein each of the first wing section and the second wing section includes a display guide configured to present information associated with one or more passengers.

8. The passenger ramp system of claim 7, wherein the information includes one or more of: a passenger name, a passenger seat assignment, or a passenger seat position.

9. The passenger ramp system of claim 1 , wherein the central section includes one or more boarding area displays that are aligned with a cabin of an aircraft and are configured to display passenger-specific information.

10. The passenger ramp system of claim 1 , wherein the subset of the plurality of wheels are disposed on the bottom surface of the central section.11 . A passenger ramp system, comprising: a first end divided by a central wall into a first passenger entrance area and a second passenger entrance area; a first display guide positioned over the first passenger entrance area and a second display guide positioned over the second passenger entrance area; a second end having a shaped aircraft docking area; a floor portion extending between the first end and the second end; a roof portion that encloses the passenger ramp system between the first end and the second end; and a plurality of wheels positioned on a bottom surface of the passenger ramp system.

12. The passenger ramp system of claim 11 , wherein the central wall extends a portion of a length between the first end and the second end.

13. The passenger ramp system of claim 11 , wherein the central wall includes at least one central wall display area configured to display a visual for a passenger seating arrangement.

14. The passenger ramp system of claim 11 , further comprising one or more tactile walkways positioned along the floor portion.

15. The passenger ramp system of claim 11 , further comprising a bumper guard and a railing disposed around at least a portion of the shaped aircraft docking area.

16. A method of autonomously docking a passenger ramp system with an aircraft, the method comprising: receiving, at a processor associated with the passenger ramp system, a command to initiate deployment of the passenger ramp system towards an aircraft; detecting, at the processor and from one or more sensors of the passenger ramp system, data associated with a position of the aircraft;guiding, via instructions provided by the processor to a plurality of wheels based on the data, the passenger ramp system towards the aircraft; aligning, during the guiding, a docking area of the passenger ramp system with a portion of the aircraft; and docking the passenger ramp system with the aircraft so that the portion of the aircraft is contained within the docking area.

17. The method of claim 16, wherein the one or more sensors include at least one of: a camera sensor, a proximity sensor, or a pressure sensor.

18. The method of claim 16, wherein the portion of the aircraft corresponds to a cabin of the aircraft.

19. The method of claim 16, wherein the docking area is shaped to accommodate the portion of the aircraft.

20. The method of claim 16, further comprising presenting, subsequent to the docking, information associated with one or more passengers in the aircraft on one or more display screens of the passenger ramp system.

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