Compact vertiport using space efficiently

Abstract

To provide efficient and compact vertiport system.SOLUTION: According to the present invention, a vertiport system may be efficient and compact since a plurality of activities typically performed in different spaces and different timings are integrated in one space and time period. For example, while an aircraft is moved from a landing zone to a takeoff zone, the aircraft can be charged at the same time as the moving. In addition, while the aircraft is moved, change of occupants is performed. As a result, a compact vertiport system can correspond to a small space, for example, the uppermost part of a building or a small land.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] This application claims the benefit under 35 U.S.C. §119(e) to U.S. Provisional Patent Application No. 63 / 111,522, filed November 9, 2020, entitled "Vertiport And Charge Cart System," the disclosure of which is incorporated herein by reference in its entirety for all purposes. [Background technology]

[0002] Small, autonomous personal air vehicles can provide efficient transportation because they can travel direct routes. They can be particularly effective in densely populated areas with heavy road traffic. However, densely trafficked areas such as cities typically have limited and expensive real estate, and they typically do not have large areas of available land that would be suitable for an airport within the city. Summary of the Invention

[0003] Described herein are examples (or embodiments) of compact vertiport systems with efficient space utilization. A vertiport system can be efficient and compact by integrating multiple activities that typically occur in different spaces and at different times into one space and time period. For example, as an electric aircraft is being moved from a landing zone to a takeoff zone, one or more batteries of the electric aircraft can be simultaneously charged. Also, passengers can be swapped while the aircraft is being moved (e.g., in a slow, steady, and safe manner). As a result, a compact vertiport system can fit into a smaller space (e.g., the top of a building, a parking lot, or other smaller piece of land).

[0004] Furthermore, efficient configuration of the various zones of a vertiport system can further improve the use of limited space. Illustratively, a landing zone can be directly connected to a transition zone (e.g., for battery recharging and / or passenger exchange), and the transition zone can be directly connected to a takeoff zone. This can allow aircraft to be transported directly from the end of a landing zone (e.g., a first runway or pad) to the beginning of a takeoff zone (e.g., a second runway or pad). In some embodiments, the various zones of a vertiport system can be arranged in a z-shape. Furthermore, multiple versions of similar zone arrangements can be combined. For example, multiple z-shape configurations can be positioned adjacent to fully utilize a rectangular space.

[0005] According to various embodiments, a system is provided having a landing zone, a takeoff zone, and a transition zone including at least one surface positioned between the landing zone and the takeoff zone. The system further includes a transfer facility configured to simultaneously physically transfer multiple aircraft from the landing zone to the takeoff zone across the transition zone and to enable passenger exchanges on each of the multiple aircraft while each of the multiple aircraft is coupled to the transfer facility and located in the transition zone. The system also includes a plurality of chargers, each configured to charge a battery of one of the multiple aircraft while the aircraft is coupled to the transfer facility and located in the transition zone. Each charger includes a power source and an electrical coupler coupled to the power source, the electrical coupler configured to couple to the aircraft's battery to provide power.

[0006] According to a further embodiment, the at least one surface includes at least one path. The transport facility includes a plurality of carts configured to simultaneously physically transport a plurality of aircraft from a landing zone to a takeoff zone across the at least one path. The plurality of chargers are arranged on the plurality of carts such that each of the plurality of carts includes one charger from the plurality of chargers and such that each cart from the plurality of carts is configured to charge batteries of the aircraft simultaneously with physically transporting the aircraft.

[0007] According to a further embodiment, at least one surface is a single path, the beginning of the single path being adjacent to the end of the landing zone and the end of the single path being adjacent to the beginning of the take-off zone, the landing zone being oriented in a first direction, the take-off zone being oriented in a second direction, and the single path being oriented in a third direction.

[0008] According to a further embodiment, the first direction is parallel to the second direction, and the first direction and the second direction are both perpendicular to the third direction.

[0009] According to a further embodiment, the first direction is parallel to the second direction, and both the first direction and the second direction are antiparallel to the third direction.

[0010] According to a further embodiment, the at least one surface is in the form of a circular platform configured to simultaneously physically support multiple aircraft, and the transfer facility includes a motor coupled to the circular platform and configured to rotate the circular platform.

[0011] An embodiment further provides a method comprising the steps of: accepting an aircraft at a landing zone by a system; physically transferring the aircraft from the landing zone across a transition zone to a takeoff zone; charging one or more batteries of the aircraft while transferring the aircraft; allowing passenger changes to occur on the aircraft while transferring the aircraft; placing the aircraft at the takeoff zone; and allowing the aircraft to depart from the takeoff zone.

[0012] Various embodiments of the present invention are disclosed in the following detailed description and accompanying drawings. [Brief explanation of the drawings]

[0013] [Figure 1] FIG. 1 illustrates an example of a Vertiport system, according to various embodiments. [Figure 2A] 1 illustrates an example of a cart, according to various embodiments. [Figure 2B] 1 illustrates an example of a cart, according to various embodiments. [Figure 3] 10A-10C illustrate examples of Vertiport systems including alternative configurations of zones, according to various embodiments. [Figure 4] FIG. 1 illustrates an example of a vertiport system including alternative entry and exit points, according to various embodiments. [Figure 5A] FIG. 1 illustrates an example of a vertiport system including separate areas for passenger shunting and aircraft resetting, according to various embodiments. [Figure 5B] FIG. 1 illustrates an example of a vertiport system including a combined takeoff and landing zone, according to various embodiments. [Figure 6] 1A-1C illustrate examples of vertiport systems including multiple pathways within a transition zone, according to various embodiments. [Figure 7] FIG. 1 illustrates an example of a Vertiport system including multiple sets of zones, according to various embodiments. [Figure 8] FIG. 1 illustrates an example of a Vertiport system including a set of interconnected zones, according to various embodiments. [Figure 9] FIG. 1 illustrates an exemplary method and schedule for sequencing the use of various zones of a Vertiport system, according to some embodiments. [Figure 10] FIG. 1 illustrates an example of a carousel style Vertiport system, according to various embodiments. [Figure 11] FIG. 1 illustrates a method for resetting an aircraft, according to various embodiments. DETAILED DESCRIPTION OF THE INVENTION

[0014] The embodiments may be implemented in many ways, including as processes, devices, and / or systems. These embodiments, or any other form the invention may take, may be referred to herein as techniques. In general, the order of steps in a disclosed process may be varied within the scope of the invention. Unless otherwise stated, components may be implemented as generic components temporarily configured to perform a task at a given time, or as specific components manufactured to perform a task.

[0015] Various embodiments provide a compact vertiport system with efficient space utilization. A vertiport system can be efficient and compact by integrating multiple activities that typically occur in different spaces and at different times into one space and time period. For example, as an electric aircraft is being moved from a landing zone to a takeoff zone, one or more batteries of the electric aircraft can be simultaneously charged. Also, passengers can be swapped while the aircraft is being moved (e.g., in a slow, steady, and safe manner). As a result, a compact vertiport system can fit into a smaller space (e.g., the top of a building, a parking lot, or other smaller piece of land).

[0016] Additionally, efficient configuration of the various zones of a vertiport system can further improve the use of limited space. Illustratively, a landing zone can be directly connected to a transition zone (e.g., for battery recharging and / or passenger exchange), and the transition zone can be directly connected to a takeoff zone. This can allow an aircraft to be transported directly from the end of the landing zone to the beginning of the takeoff zone. In some embodiments, the various zones of a vertiport system can be arranged in a z-shape. Furthermore, multiple versions of similar zone arrangements can be combined. For example, multiple z-shape configurations can be positioned adjacent to fully utilize a rectangular space.

[0017] FIG. 1 illustrates an example of a vertiport system 105, according to some embodiments. The vertiport system 105 may include infrastructure that accepts an aircraft from a flight, resets the aircraft for a subsequent flight, and allows the aircraft to depart for a subsequent flight. According to some embodiments, a vertiport may resemble an airport, including at least some similar components. In contrast to a typical airport, a vertiport may further be configured for use with aircraft capable of vertical takeoff and landing (VTOL). In some embodiments, a vertiport specifically configured for VTOL aircraft may have a smaller footprint due to smaller landing and takeoff areas compared to a typical airport including a typical runway.

[0018] 1 , the vertiport system 105 may include a landing zone 110, a transition zone 115, and a takeoff zone 120. An aircraft 112 may arrive at the landing zone 110 and then depart the vertiport system 105 via the takeoff zone 120. The transition zone 115 may connect the landing zone 110 to the takeoff zone 120. The transition zone 115 may host facilities and provide space for the aircraft 112 to complete its first flight and for the aircraft 112 to be prepared for its second flight. This may include facilities and space for recharging the aircraft's 112 power source (e.g., batteries), shunting passengers (e.g., unloading passengers from a first flight and loading passengers for a second flight), and / or transporting the aircraft 112 from the landing zone 110 to the takeoff zone 120.

[0019] According to various embodiments, the aircraft 112 may be moved continuously or repeatedly across the transition zone 115. Figure 1 illustrates several example positions of the aircraft 112 as the aircraft 112 is moved from the landing zone 110 to the takeoff zone 120.

[0020] According to some embodiments, multiple aircraft may simultaneously exist in the vertiport system 105. Each aircraft may be simultaneously reset and processed as it is moved from the landing zone 110 to the takeoff zone 120, recharged, and undergoes passenger rotation. For example, instead of showing the same aircraft 112 at various locations / timings, Figure 1 may be interpreted as an illustration of multiple aircraft simultaneously existing in the vertiport system 105 and at various different locations.

[0021] Embodiments provide various types of transfer equipment configured to physically transfer aircraft 112 from landing zone 110 to takeoff zone 120. The transfer equipment may include any suitable equipment capable of supporting and / or moving one or more aircraft 112. For example, the transfer equipment may include one or more carts, lifts, tugs, conveyor belts, track systems, and / or any other suitable mechanisms. In FIG. 1 , the transfer equipment takes the form of cart 150. There may be multiple carts, where each cart 150 is configured to physically transfer one aircraft 112 at a time.

[0022] In various embodiments, vertiport system 105 also includes one or more chargers 160 configured to charge (e.g., recharge) one or more aircraft batteries. Chargers 160 may take various forms and may be in various locations that allow aircraft 112 to be charged while located in transition zone 115 and / or while coupled to transport equipment (e.g., carts 150). Chargers 160 may include a power source (e.g., batteries) coupled to an electrical coupler (e.g., wires, cables, plugs, and / or other electrical contacts) configured to couple to and provide power to one or more batteries of aircraft 112. In FIG. 1 , one charger 160 is located on each cart 150. As a result, each cart 150 can simultaneously recharge aircraft 112 and physically transport aircraft 112.

[0023] I. Kurt An exemplary cart 150, according to an embodiment, is shown in FIG. 2A . As shown, the cart 150 may include a support structure, such as a platform 151. The platform 151 may include a load-bearing surface configured to physically support one or more aircraft 112, upon which the aircraft 112 may rest. The cart 150 may further include one or more mechanical couplers 152 that may couple to the aircraft 112 to provide additional stability and support to the aircraft 112 during transit. The cart 150 may also include mobility components, such as a motor 153 (which may be powered, for example, by a power source) and / or wheels 154. The motor 153 may be coupled to one or more sets of wheels 154 and configured to rotate the one or more sets of wheels 154 such that the cart 150 moves (and thus the platform 151 moves). In some embodiments, the cart 150 may include components to assist passengers in boarding the cart 150 and / or the aircraft 112, such as stairs 155 and / or ladders. Components that assist passengers in boarding the cart 150 and / or aircraft 112, such as stairs 155 and / or ladders, may be retractable and extendable. For example, stairs 155 may extend for passenger boarding and disembarking, and may retract when the cart 150 and / or aircraft 112 are moving.

[0024] According to various embodiments, cart 150, which may be automated, can mechanically lift and / or support aircraft 112 (e.g., using mechanical coupler 152 and / or platform 151) and then transport aircraft 112 across transition zone 115 while aircraft 112 is in the lifted and / or supported position. Mechanical coupler 152 may include a support beam, a forklift, a tension line, a hook, a mechanical contact, or any other suitable tool for lifting (e.g., vertically moving), holding, and / or moving aircraft 112.

[0025] In some embodiments, the aircraft 112 may land directly on the cart 150. For example, the aircraft 112 may land directly on the platform 151. Alternatively, after the aircraft 112 lands in the landing zone 110, the cart 150 may move to a position directly underneath the aircraft 112. For example, the cart 150 may move underneath the aircraft 112 from behind the aircraft 112, from the front of the aircraft 112, or from any other suitable approach angle. In some embodiments, the aircraft's sleds may be positioned on both sides of the aircraft 112, so that the cart 150 cannot enter from the side. The cart 150 can then proceed to lift the aircraft 112. In this case, the cart 150 may not use and / or include the platform 151, but instead may couple to the aircraft 112 using a mechanical coupler 152 to lift the aircraft 112.

[0026] In some embodiments, aircraft 112 may have landing gear such as a sled that is not capable of independent ground movement. In other embodiments, aircraft 112 may include wheels instead of a sled, and cart 150 may pull aircraft 112 instead of lifting it.

[0027] According to various embodiments, carts 150 may travel independently over various surfaces, moving from landing zone 110 to transition zone 115 and then to take-off zone 120. In other embodiments, carts 150 may follow and / or be connected to a defined track or path.

[0028] As discussed above, one or more carts 150 may transport one or more aircraft 112 between the landing zone 110 and the takeoff zone 120 through the transition zone 115. While transporting the aircraft 112, the carts 150 may also provide power to recharge one or more batteries of the aircraft 112. This may advantageously improve the space and time efficiency of the vertiport, as the transition zone 115 may be used for both repositioning and recharging activities, instead of these activities occurring at different times and in different spaces.

[0029] A charger 160 may be included as a component of the cart 150 to provide power for recharging the electric aircraft 112. Each of the multiple carts 150 may include one of the multiple chargers 160. The charger 160 may include a power source 161 (e.g., a battery on the cart or a wired connection to an off-cart vertiport power source) and an electrical coupler 162 configured to couple to and provide power to one or more batteries of the aircraft 112. Additionally, the cart 150 may include an additional electrical coupler 162 for recharging the on-cart power source by connecting to a separate off-cart vertiport power source 161. In some embodiments, the charger's power source 161 may also provide power to the motor 153.

[0030] In one example, the electrical coupler 162 may be housed within a recessed trough in the cart 150. When the cart 150 approaches and mechanically couples to the aircraft 112, the electrical coupler 162 may automatically emerge from the cart (e.g., vertically or horizontally) and connect to a charging port on the aircraft 112 without user / operator intervention.

[0031] In some embodiments, one or more mechanical couplers 152 and one or more electrical couplers 162 may be integrated into a single component that provides both mechanical support and charging to aircraft 112 through one multi-purpose coupling.

[0032] Each of mechanical coupler 152 and electrical coupler 162 may be removably attached to any suitable portion of aircraft 112, such as the body of aircraft 112, the wings of aircraft 112, and / or one or more ports or attachment points on aircraft 112. According to various embodiments, the electrical and mechanical attachment points on aircraft 112 may be adjacent to one another or may instead be at separate or unrelated locations on aircraft 112.

[0033] In further examples, charger 160 may be equipped for wireless charging. Thus, in addition to or instead of electrical coupler 162 that physically connects to aircraft 112, charger 160 may include a wireless charging module that can transfer power to aircraft 112 (e.g., to a corresponding wireless charge receiving module in aircraft 112) without physical contact between charger 160 and the charging module of aircraft 112.

[0034] According to various embodiments, cart 150 may be configured to fully charge and / or fully charge one or more batteries of aircraft 112 while traveling across transition zone 115. An optimal cart speed may be calculated by dividing the traveling distance (e.g., 20 meters) between landing zone 110 and takeoff zone 120 (or the width of transition zone 115) by the time required to charge the aircraft (e.g., 30 minutes).

[0035] As mentioned above, the cart 150 may allow passengers to be swapped while the aircraft 112 is in transition (e.g., coupled to the transition facility and / or located within the transition zone 115). For example, a first set of one or more passengers may exit the aircraft 112 after the aircraft 112 arrives at the landing zone 110, and a second set of one or more passengers may enter the aircraft 112 before the aircraft departs from the takeoff zone 120. The cart speed may be set below a maximum threshold so that passengers can safely enter and exit the aircraft (at a slow, steady speed) even while the aircraft is being moved by the cart 150. In some embodiments, the cart 150 may have a variable speed, and the speed is reduced (or stopped) when passengers are entering or exiting the aircraft 112.

[0036] Additionally, cart 150 may additionally include a scale module 156 that can determine the total weight and / or balance (e.g., center of gravity) of aircraft 112. For example, after a new set of passengers boards aircraft 112 (e.g., with or without baggage), cart 150 may use one or more on-cart scale modules 156 to calculate the new total weight and / or balance of aircraft 112. The calculated weight and / or balance data may then be provided to aircraft 112 (e.g., aircraft computer) for use in the next flight. In some embodiments, cart 150 and / or aircraft 112 may use the weight and balance information to determine needed or recommended changes to the positioning of passengers and / or baggage within aircraft 112 to improve balance and weight distribution. Incorporating the scale functionality into the cart can advantageously eliminate the need for a separate scale, a separate process for weighing passengers and / or baggage before boarding the aircraft 112, and a separate determination of optimal passenger and / or baggage positioning within the aircraft 112.

[0037] An example of a cart 150 when coupled to an aircraft 112, according to an embodiment, is shown in FIG. 2B . As shown, the cart 150 may include a platform 151, a mechanical coupler 152, wheels 154, stairs 155 (e.g., shown in a retracted position), and / or a charger 160. While both an on-cart power source 161 and an off-cart power source 161 are shown, embodiments allow for either or both to be included. Also, while two electrical couplers 162 are shown, namely, a cart-to-aircraft electrical coupler 162 and an off-cart power source-to-cart power source electrical coupler 162, embodiments allow for either or both to be included. A coupling point 113 on the aircraft 112 is shown. The coupling point 113 may provide connection to one or more aircraft batteries and may be configured for removable coupling to a corresponding electrical coupler 162 on the cart 150.

[0038] II. Vertiport Zone 1 , landing zone 110 may include a first space or surface (e.g., a first aircraft runway) configured to accept incoming aircraft 112. Takeoff zone 120 may include a second space or surface (e.g., a second aircraft runway) configured to allow aircraft 112 to depart. Landing zone 110 and takeoff zone 120 may each support aircraft 112 and provide sufficient space for aircraft 112 to land and / or depart from the ground. Landing zone 110 and takeoff zone 120 may each include any suitable material, such as asphalt, concrete, tarmac, wood, metal, and / or natural surface materials (e.g., grass, soil, gravel, ice, sand, salt). Additionally, landing zone 110 and / or takeoff zone 120 may include on-surface or sub-surface heating elements (e.g., to prevent ice formation), drainage systems, markings and markers, and / or any other suitable elements.

[0039] In some examples, the width of landing zone 110 and / or takeoff zone 120 may be at least twice the size of aircraft 112. For example, the width may be 3 meters, 5 meters, 10 meters, 20 meters, or any other suitable width. The length of landing zone 110 and / or takeoff zone 120 may be configured based on the space needed for acceleration for takeoff and / or deceleration during landing. For example, the length may be 10 meters, 20 meters, 30 meters, 50 meters, 100 meters, or any other suitable length.

[0040] In some embodiments, vertiport system 105 may be configured for aircraft utilizing horizontal takeoff and landing (HTHL). For example, the length of landing zone 110 and / or takeoff zone 120 may take the form of a runway configured to accommodate HTHL aircraft.

[0041] In other embodiments, the vertiport system 105 may be configured for aircraft capable of vertical takeoff and landing (VTOL). In this case, less space may be required for takeoff and landing, and the length of the landing zone 110 and / or takeoff zone 120 may be reduced compared to a typical runway. Such landing zone 110 and / or takeoff zone 120 may take the form of a pad (e.g., a landing pad or takeoff pad) instead of a runway. For example, the shape and size (e.g., length and width) may be configured to be smaller than a typical runway, but may be at least twice the size (e.g., corresponding length or width) of the aircraft 112. Embodiments allow the landing zone 110 and / or takeoff zone 120 to have the dimensional size of a runway, a pad, a hybrid runway pad, and any other suitable size.

[0042] Landing zone 110 and takeoff zone 120 may each include three separate regions: (1) a touchdown and liftoff (TLOF) area, (2) a final approach and takeoff (FATO) area, and (3) a safety area. The TLOF may be a generally paved, load-bearing area upon which aircraft 112 lands and / or takes off. The FATO may be an area in space above which aircraft 112 completes the final phase of its approach for hovering or landing and / or above which aircraft 112 begins the initial phase of takeoff from a hovering or landing location. The TLOF may be in the center of the FATO. The safety area may be an area in space surrounding the FATO, providing additional buffer space.

[0043] According to an embodiment, transition zone 115 may include at least one space or surface positioned between landing zone 110 and takeoff zone 120. For example, transition zone 115 may include one or more surfaces (e.g., which may be paved), each of which may include one or more paths, one or more platforms (e.g., which may rotate), and / or any other surface that may be used when transferring carts and / or aircraft from landing zone 110 and takeoff zone 120. Transition zone 115 may provide space outside landing zone 110 and takeoff zone 120 for ending a flight (e.g., passenger deplaning), starting a new flight (e.g., passenger boarding), and / or resetting aircraft 112 for a subsequent flight (e.g., repositioning the aircraft, charging batteries, cleaning, etc.). Transition zone 115 may host facilities to assist in performing these tasks, such as transfer facilities and / or chargers.

[0044] 1 , transition zone 115 includes a single surface. The surface includes an elongated path capable of simultaneously accommodating multiple aircraft 112 (e.g., in tandem), with each aircraft 112 at a different forward point across transition zone 115. Such a surface can physically support aircraft 112 and can include any suitable material, such as asphalt, concrete, tarmac, wood, metal, and / or natural surface materials (e.g., grass, dirt, gravel, ice, sand, salt). Transition zone 115 can also include heating elements (e.g., to prevent ice formation) on or below the surface, a drainage system, markings and markers, and / or any other suitable elements.

[0045] In some embodiments, the width of transition zone 115 may be similar to or slightly larger than the width of aircraft 112. For example, if the width of aircraft 112 is 10 meters, transition zone 115 may have a width of 11 meters. Because aircraft 112 cannot begin or end its flight in transition zone 115, transition zone 115 may not require the same amount of buffer space as landing zone 110 and takeoff zone 120.

[0046] The length 116 of the transition zone 115 may be configured based on the time required to charge the aircraft 112, the number of aircraft 112 desired to be accommodated on the vertiport system 105 at any given time, and / or the space required for each aircraft 112 and cart 150. For example, if the vertiport system 105 is designed to accommodate a new arriving aircraft every five minutes and it takes 30 minutes to charge an aircraft 112, after the first aircraft 112 arrives and begins the charging process, five additional aircraft may arrive while the first aircraft 112 is still undergoing the charging process. If each aircraft / cart system has a length of 10 meters (e.g., including buffer space between aircraft and / or carts), the transition zone may be designed to have a length 116 of at least 60 meters. This allows enough space for all six aircraft to charge and move across the transition zone 115 upon arrival at the landing zone 110 without any delay to any of the aircraft. 1 may be configured based on available space. For example, the size dimensions of a building rooftop may limit the length 116 of the transition zone 115 to be 20 meters.

[0047] According to various embodiments, the transition zone 115 may be wide enough, or have a wide enough section, for a cart 150 and aircraft 112 to pass another cart 150 and aircraft 112. For example, an aircraft 112 may arrive that still has some amount of charge / power remaining from a previous flight and therefore does not require all of the time for the recharging process. As a result, that aircraft 112 may be ready for a subsequent flight before another aircraft 112 that is further forward in the queue to the takeoff zone 120. Using the extra width in the transition zone 115, any aircraft 112 that is closer to being fully charged may be bypassed by one or more other aircraft 112, thereby positioning it closer to the front of the queue.

[0048] According to various embodiments, passengers may board and deplan from aircraft 112 at any suitable time, which may advantageously include the time during which aircraft 112 is being transferred and charged, thereby eliminating the need to allocate additional space for a separate passenger interchange zone. As shown in FIG. 1 , passenger deplaning position 130 may be located within the first section of transition zone 115, which may be the first area into which cart 150 and aircraft 112 enter after aircraft 112 arrives within landing zone 110. Passenger boarding position 135 may also be located within the last section of transition zone 115, which may be the last area into which cart 150 and aircraft 112 are transferred before departing vertiport system 105 from takeoff zone 120. However, embodiments enable passengers to enter and / or depart aircraft 112 at other times and locations. For example, when a passenger arrives at the vertiport system 105, the next available aircraft 112 may not be in the last section of the transition zone 115 (e.g., the aircraft 112 may be in the middle of the transition zone 115). The passenger may be admitted to board the aircraft 112 at this point and wait inside the aircraft 112 while the cart 150 completes charging and transporting the aircraft 112.

[0049] The vertiport system 105 may further include one or more access portals through which passengers can enter and / or exit the vertiport system 105. For example, the vertiport system 105 may include passenger exit points 175 and / or passenger entry points 170. According to various embodiments, the passenger exit points 175 and / or passenger entry points 170 may include any suitable type of access portal, such as stairs, escalators, elevators, and / or walkways. The access portals may connect to corridors located below the surface level of the vertiport system 105. For example, if the vertiport system 105 is located on the roof of a building, the passenger exit points 175 and passenger entry points 170 may be connected to lower floors of the building. If the vertiport system 105 is located at ground level, the passenger exit points 175 and passenger entry points 170 may be connected to tunnels and / or walkways below ground level.

[0050] In some embodiments, one or more walkways (e.g., tunnels, walkways, etc.) that may be connected to passenger exit point 175 and / or passenger entry point 170 may be considered part of vertiport system 105. One or more walkways may be located beneath takeoff zone 120, landing zone 110, and / or transition zone 115.

[0051] According to an embodiment, passenger exit point 175 and / or passenger entry point 170 may be located within any suitable region of vertiport system 105. As shown in FIG. 1 , passenger exit point 175 may be located adjacent the beginning of transition zone 115, near where aircraft 112 and / or cart 150 can initially enter transition zone 115 from landing zone 110. As shown, passenger exit point 175 may thereby be conveniently located near passenger disembarkation location 130. As also shown in FIG. 1 , passenger entry point 170 may be located adjacent the end of transition zone 115, near where aircraft 112 and / or cart 150 can leave transition zone 115 and enter takeoff zone 120. As shown, passenger entry point 170 may thereby be conveniently located near passenger embarkation location 135.

[0052] In some embodiments, passenger exit point 175 and / or passenger entry point 170 may be located within transition zone 115. In some embodiments, the locations of passenger exit point 175 and / or passenger entry point 170 shown in FIG. 1 (e.g., adjacent to the elongated surface path of transition zone 115) may also be considered part of transition zone 115 (e.g., within transition zone 115).

[0053] In some embodiments, an air traffic controller or automated aircraft communications network may coordinate the arrival times of different aircraft 112. In this situation, each arrival may be spaced apart in time (e.g., by at least 1, 2, 3, 4, or 5 minutes) so that there is always available space in the landing zone 110 and / or transition zone 115 for the arriving aircraft 112. As a result, each arriving aircraft 112 can not only quickly couple to a cart 150 and be moved from the landing zone 110 to the transition zone 115, but also immediately begin charging.

[0054] In other examples, aircraft may be allowed to arrive even when there is no space available within the transition zone 115. In this case, the landing zone 110 may include extra space (e.g., at the end of the landing zone 110) that is used as a waiting / storage area. The overflow aircraft may wait in the waiting area (with or without carts 150) until space and / or carts 150 become available within the transition zone 115. Because the overflow aircraft may be positioned out of the way (e.g., in the waiting area), additional aircraft 112 may be able to arrive within the landing zone 110.

[0055] In some examples, the cart 150 containing the next available aircraft 112 can wait at the end of the transition zone 115 until the next passenger boards the aircraft 112, and then the cart 150 can place the aircraft 112 in the takeoff zone 120. Alternatively, the cart 150 can place the aircraft in the takeoff zone 120 when it has finished charging, and the aircraft 112 can wait there until the next passenger arrives.

[0056] In some embodiments, if the multiple aircraft 112 finish charging before the next passenger arrives, each of the multiple aircraft 112 may be placed by their respective carts in an extra waiting / storage area of ​​the takeoff zone 120 (e.g., at the beginning of the takeoff zone 120). As a result, space within the carts 150 and the transition zone 115 may be made available for additional arriving aircraft 112. Once the takeoff zone 120 and / or waiting area are fully occupied, the additional aircraft may wait in the transition zone 115, in which case the carts 150 may stop moving toward the takeoff zone 120 but may continue charging the aircraft 112.

[0057] In some embodiments, if space in a vertiport system 105 is fully occupied by aircraft 112, the vertiport system 105 may allow one or more aircraft 112 to depart from the takeoff zone 120 even if there are no departing passengers. For example, allowing incoming aircraft 112 with arriving passengers to land may be considered a high priority, so that some existing aircraft 112 may be commanded to depart without passengers. In some embodiments, such available aircraft 112 may be allocated to another vertiport system that does not have enough aircraft 112 but has demand from passengers to depart. Embodiments allow for aircraft 112 to be automatically reallocated among different vertiports based on real-time demand, time of day, or any other suitable consideration.

[0058] As described above, the cart 150, together with the transition zone 115, can efficiently combine the space and time required for (1) resetting the aircraft 112 from the landing zone 110 to the takeoff zone 120, (2) recharging the aircraft 112, and (3) replacing passengers.

[0059] III. Charging Station 1 , chargers 160 can take a variety of forms and can be present in a variety of locations that allow aircraft 112 to be charged while located within transition zone 115 and / or while docked to transport equipment. As previously discussed, in some embodiments, chargers 160 may be located on cart 150. In other embodiments, one or more chargers 160 may instead be located at one or more fixed locations on one or more surfaces of transition zone 115.

[0060] For example, one or more chargers may be installed at fixed locations on the ground. The transport facility may still be embodied as including a cart that couples to the aircraft 112 for physically transporting the aircraft 112 across the transition zone 115. However, instead of providing the aircraft charging capabilities and components on the cart 150, the cart 150 may be configured to temporarily stop for some period of time at one or more ground chargers 160. When stopped at a charger 160, the aircraft 112 may be electrically coupled to the charger 160 and undergo some or all of the recharging process.

[0061] In some examples, the surface of transition zone 115 can include an elongated path with multiple charging station locations, and the multiple charging station locations can be arranged in a continuous row along the path. For example, a charger 160 can be installed at the location of each aircraft 112 on transition zone 115 shown in FIG. 1 . A cart 150 can repeatedly move aircraft 112 from one charging station to the next. For example, cart 150 can stop at a first charger 160 for a first period of time, and aircraft 112 can be electrically coupled to the first charger 160 and undergo a first portion of a battery recharging process. Then, after a certain predetermined time or in response to an event (e.g., a new aircraft arrives or another aircraft departs, thereby allowing each waiting aircraft to advance in position), aircraft 112 can detach from charger 160, and cart 150 can move aircraft 112 to a second location having charger 160. At the second position, the cart 150 may again stop to allow the aircraft 112 to connect to the second charger 160. The cart 150 and the aircraft 112 may proceed repeatedly from station to station in this manner until the aircraft 112 is fully charged, sufficiently charged, and / or the cart 150 places the aircraft 112 in the takeoff zone.

[0062] Surface-mounted charger 160 may include a power source 161 (e.g., a central power source for vertiport system 105 or a local battery) and one or more electrical couplers 162 configured to couple to and provide power to one or more batteries of aircraft 112. In one example, electrical coupler 162 may be housed within a console. When cart 150 and aircraft 112 are within a certain range of the console, electrical coupler 162 may automatically emerge from the console (e.g., vertically or horizontally) and connect to a charging port on aircraft 112. In a further example, charger 160 may be capable of wireless charging. Thus, in addition to or instead of electrical coupler 162 physically connecting to aircraft 112, charger 160 may include a wireless charging module capable of transferring power to aircraft 112 (e.g., to a corresponding wireless charge-receiving module on aircraft 112) without physical contact between charger 160 and the charging module on aircraft 112.

[0063] Embodiments allow any of the vertiport systems discussed herein or shown in the figures to include a charger located on a cart or a charger installed at a fixed ground location.

[0064] IV. Vertiport Configuration: Z-Shaped Zone According to various embodiments, additional compact vertiport efficiency may be achieved through efficient placement and configuration of the various zones of vertiport system 105. For example, as shown in FIGURE 1, landing zone 110, transition zone 115, and takeoff zone 120 may together form an efficient z-shape for vertiport system 105. This z-shape configuration may minimize the distance traveled by the aircraft between landing and subsequent takeoff, thereby minimizing the energy and time required to reset aircraft 112 for subsequent flight.

[0065] As shown, the end of landing zone 110, where aircraft 112 may most naturally come to a stop, may be a portion of landing zone 110 that is adjacent to and / or connected to transition zone 115. This connection may occur at the exact end of landing zone 110 or near the end of landing zone 110 (e.g., within 2 meters, within 5 meters, within 10 meters, or within 20 meters).

[0066] Similarly, the beginning of takeoff zone 120, from which aircraft 112 can typically begin its takeoff process, may be a portion of takeoff zone 120 adjacent to and / or connected to transition zone 115. This arrangement allows aircraft 112 to be positioned for takeoff without any unnecessary movement along takeoff zone 120. This connection may occur at the exact beginning of takeoff zone 120 or near the beginning of takeoff zone 120 (e.g., within 2 meters, within 5 meters, within 10 meters, or within 20 meters).

[0067] This end-to-beginning connection combination provides the shortest, most efficient way to connect landing zone 110 to takeoff zone 120. For example, in contrast, if the beginning of landing zone 110 (instead of the end) were connected to transition zone 115, aircraft 112 may have to retrace the length of landing zone 110 (e.g., via cart 150) after landing before entering transition zone 115. This may inefficiently take more time and energy to reset aircraft 112 for a subsequent flight and may cause landing zone 110 to be occupied for a longer period of time, thereby preventing additional aircraft from landing. While not the most efficient configuration, such a configuration (e.g., a configuration in which the beginning of landing zone 110 (instead of the end) is connected to transition zone 115, or a similar configuration) may also be justified by real estate regulations, zoning requirements, etc., and is therefore within the scope of the present disclosure.

[0068] 1, landing zone 110 (e.g., a first surface) may be oriented in a first direction, and takeoff zone 120 (e.g., a second surface) may be oriented in a second direction, where the first and second directions may be parallel or otherwise similar. For example, it may be desirable to orient both landing zone 110 and takeoff zone 120 so that they both face the prevailing wind direction.

[0069] The transition zone 115 (e.g., the third surface) can be oriented in a third direction. As shown in FIG. 1, the third direction can be angled relative to the first and second directions. In some embodiments, the third direction can be perpendicular to the first and second directions. The angle between the transition zone 115 and the other zones can be determined based on the shape of the overall space allocated to the vertiport system 105.

[0070] In some embodiments, the transition zone 115 may allow movement in either direction (e.g., the cart 150 can move in either direction). Additionally, the landing zone 110 and the takeoff zone 120 may be able to switch names (e.g., the landing zone 110 becomes the takeoff zone 120 and vice versa). This may be useful in certain situations, such as when the wind is moving opposite to its typical direction. It may be desirable to land and take off against the wind. Thus, if the wind is blowing from behind the landing zone 110 and the takeoff zone 120 (e.g., from back to front), the landing zone 110 and the takeoff zone 120 may switch names, and traffic across the transition zone 115 may switch direction.

[0071] Embodiments of the present invention enable additional configurations to be used that can achieve benefits similar to the z-shape configuration. For example, in contrast to a z-shape configuration in which the aircraft 112 lands and takes off with the same directional heading, the takeoff zone 120 may instead be oriented in the opposite direction of the landing zone 110 (e.g., anti-parallel to the landing zone 110) so that the aircraft takes off with a heading opposite to the landing heading. This may resemble a u-shape. A u-shape configuration allows for efficient resetting of the aircraft 112 across the short transition zone 115 in a manner similar to that of a z-shape configuration. However, a u-shape configuration may fit well into typical rectangular real estate space. While a u-shape can efficiently use rectangular space, wind direction may make a u-shape configuration undesirable or impractical in some situations, as it is typically preferable for aircraft to both take off and land against the prevailing wind direction. In some embodiments, such as for VTOL aircraft, wind direction may not be a concern or may be of lesser concern.

[0072] The configuration and arrangement of landing zones 110, transition zones 115, and takeoff zones 120 may be modified on an ad hoc basis and may be determined based on numerous external factors, such as the shape of the available real estate land or surface, surrounding obstacles (e.g., buildings, hills, mountains, air currents), surrounding flight regulations (e.g., restricted airspace or restricted flight paths), aircraft capabilities (e.g., vertical vs. horizontal takeoff and landing), etc. Thus, depending on the external factors, the optimal configuration may involve modifying the size (e.g., length) of one or more zones, modifying the orientation and / or relative angle of one or more zones, and / or modifying the relative position and / or connection points of one or more zones with respect to the configuration shown in FIG. 1 . As one example, if a long, narrow strip of surface is available, landing zones 110, transition zones 115, and takeoff zones 120 may all be aligned in the same direction in one long, continuous strip.

[0073] While configurations such as the z-shape and u-shape allow for short transition zones 115, a short transition zone 115 may limit the number of aircraft that can be accommodated (e.g., placed on a cart and charged) at a given time. Therefore, in some embodiments, alternative configurations may be used to extend the transition zone 115 so that additional aircraft 112 can be accommodated. For example, the transition zone 115 may be lengthened by making any suitable number of turns, bends, switchbacks, or other detours on the way to the takeoff zone 120. Also, the landing zones 110 and the takeoff zones 120 may be further staggered in any direction such that the transition zone 115 extends further to connect them (e.g., using an angle other than 90 degrees). Alternatively, instead of staggering the landing zones 110 and the takeoff zones 120 as shown in FIG. 1 , the landing zones 110 and the takeoff zones 120 may be parallel and aligned with each other (e.g., as in a u-shape configuration, except that here the landing direction and takeoff direction may be the same). In this case, the transition zone 115 may extend primarily in a direction equal to and opposite to the takeoff / landing direction (e.g., downward in FIG. 1 ) to extend from the end of the landing zone 110 to the beginning of the takeoff zone 120. This may result in efficient use of the available space in a rectangular real estate area or rectangular rooftop while extending the transition zone 115. An example of such a vertiport configuration is shown below with respect to FIGS. 3-5. In FIGS. 3-5 , the transition zone 115 is straight, relatively short, and anti-parallel to the landing zone 110 and the takeoff zone 120. If a longer transition zone 115 is desired, the transition zone 115 may be angled (e.g., rather than anti-parallel) relative to the landing zone 110 and the takeoff zone 120 and / or may include any suitable number of twists and turns as discussed above (e.g., based on the width of the available real estate space).

[0074] 1, the vertiport system 105 may also include a return path for carts that have dropped off the aircraft 112 at the takeoff zone 120. Illustratively, the return path may be adjacent to the transition zone 115, but with empty carts traveling in the opposite direction from the carts in the transition zone 115. In some embodiments, the return path may involve twists and turns to extend the path, thereby utilizing any unused real estate space, allowing the vertiport system 105 to store extra carts, and / or providing the carts with space / time to recharge their on-board cart power supplies 161 (e.g., by stopping at and connecting to a vertiport ground power source).

[0075] V. Vertiport Configuration: Parallel Lanes 3 illustrates an example vertiport system 305 including alternative configurations of zones. As shown, landing zone 310 and takeoff zone 320 may be substantially aligned (e.g., vertically aligned, from the perspective of FIG. 3). For example, the beginnings of landing zone 310 and takeoff zone 320 may be vertically aligned, and / or the ends of landing zone 310 and takeoff zone 320 may be vertically aligned. Landing zone 310 and takeoff zone 320 may also be oriented in the same or similar directions (e.g., parallel).

[0076] Transition zone 315 may be adjacent to both landing zone 310 and takeoff zone 320 and may be located between landing zone 310 and takeoff zone 320. Transition zone 315 may also be aligned with (e.g., vertically aligned from the perspective of FIG. 3 ) landing zone 310 and / or takeoff zone 320. Additionally, transition zone 315 may be oriented in the opposite direction (e.g., anti-parallel) relative to landing zone 310 and / or takeoff zone 320.

[0077] The landing and takeoff directions (e.g., first and second directions) of the aircraft may both be oriented from below to above (e.g., upward from the perspective of FIG. 3 ) landing zone 310 and takeoff zone 320. To move from the end of landing zone 310 to the beginning of takeoff zone 320, the aircraft may be transported (e.g., via a cart) across transition zone 315 in a direction (e.g., a third direction) equal and opposite (e.g., anti-parallel) to the takeoff / landing direction (e.g., downward in FIG. 3 ).

[0078] The zonal arrangement of the vertiport system 305 shown in FIG. 3 simultaneously provides efficient and direct transfer from the landing zone 310 to the takeoff zone 320, allows both the landing and takeoff directions to be oriented in the same direction (e.g., against the wind), and creates a rectangular shape that can fit well into a rectangular space (e.g., a rectangular plot of land or rooftop).

[0079] Vertiport system 305 may further include one or more protective barriers (e.g., 380A and 380B) and / or one or more walkways (e.g., 385A and 385B). Protective barriers 380A and 380B may take the form of a wall, a fence, a gap, rough ground, or any other suitable type of barrier or marking. First barrier 380A may be positioned along at least a portion of a first boundary between transition zone 315 and landing zone 310. Second barrier 380B may be positioned along at least a portion of a second boundary between transition zone 315 and takeoff zone 320.

[0080] Walkways 385A and 385B may take the form of a paved, stationary path, a moving path (e.g., a conveyor belt), an escalator, stairs, or any other suitable type of passenger corridor. Walkways 385A and 385B may be positioned adjacent to both transition zone 315 and respective barriers 380A and 380B.

[0081] According to various embodiments, separate walkways 385A and 385B may be used for incoming and outgoing passengers. First barrier 380A and first walkway 385A may guide disembarking passengers from aircraft 312 to an exit area or exit portal through vertiport system 305. Second barrier 380B and second walkway 385B may guide embarking passengers from an entrance area or entrance portal to aircraft 312 through vertiport system 305. Barriers 380A and 380B and walkways 385A and 385B may prevent passengers from walking into landing zone 310 and / or takeoff zone 320. Barriers 380A and 380B may surround transition zone 315, and barriers 380A and 380B may include gaps at one or more ends to allow aircraft 312 to enter and exit landing zone 310 and takeoff zone 320 from transition zone 315.

[0082] FIG. 4 shows another example of a vertiport system 405. The vertiport system 405 shown in FIG. 4 shares many similarities with the vertiport system 305 shown in FIG. 3. However, the vertiport system 405 shown in FIG. 4 further includes a passenger exit point 475 and a passenger exit point 470. As shown, disembarking passengers can proceed directly from the aircraft 412 to a conveniently located passenger exit point 475 (e.g., stairs, elevator, escalator, etc.). Similarly, boarding passengers can proceed directly from a conveniently located passenger entry point 470 (e.g., stairs, elevator, escalator, etc.) to the aircraft 412. This may advantageously reduce the amount of space and time passengers spend walking within the vertiport system 405, as passengers do not need to travel the length of the walkway adjacent to the transition zone 415. As shown, passenger exit point 475 and passenger entry point 470 are located at the end of each walkway and each barrier, however, embodiments allow for passenger exit point 475 and passenger entry point 470 to be located in the center region of each walkway or in any other suitable location.

[0083] FIG. 5A shows another example of a vertiport system 505A. The vertiport system 505A shown in FIG. 5A shares many similarities with the vertiport system 405 shown in FIG. 4. However, in contrast to FIG. 4, the vertiport system 505A shown in FIG. 5A positions a passenger exit point 575A and a passenger entry point 570A at the beginning and end of a transition zone 515A, respectively. Furthermore, a passenger disembarkation zone 530A may be defined at a first location in the transition zone 515A, at the beginning of the transition zone 515A. Similarly, a passenger embarkation zone 535A may be defined at a third location in the transition zone 515A. The passenger exit point 575A may be located within the passenger disembarkation zone 530A (which may also be referred to as an exit point), and the passenger entry point 570A may be located within the passenger embarkation zone 535A (which may also be referred to as an entry point).

[0084] This arrangement can contain the passenger exchange area in a limited portion of the transition zone 515A, thus leaving the remainder of the transition zone 515A available for other activities. For example, a second portion of the transition zone 515A located between the passenger disembarkation zone 530A and the passenger embarkation zone 535A can be used for cleaning the aircraft 512A, preconditioning the aircraft's cabin environment, recharging, performing maintenance, and / or otherwise preparing or resetting the aircraft 512A for a subsequent flight. This second portion of the transition zone 515A can be referred to as a reset zone 537A. In some embodiments, the reset zone 537A can be maximized so that ground crews have as much time as possible to reset and prepare the aircraft 512A.

[0085] In some embodiments, recharging may occur only in reset zone 537A. In other embodiments, recharging may occur in other zones, such as passenger disembarkation zone 530A and passenger embarkation zone 535A. For example, charging may begin when aircraft 512A is electrically coupled to the cart (e.g., this may occur in landing zone 510A).

[0086] FIG. 5B illustrates another example of a vertiport system 505B. The vertiport system 505B illustrated in FIG. 5B is more compact by combining the landing and takeoff zones into a single, integrated, multi-purpose surface used for both landing and takeoff. In other words, the landing and takeoff zones may be co-located. This integrated zone may be referred to as a landing and takeoff zone 511B. In this case, the transition zone 515B may be a surface that connects the end of a runway to the beginning of the same runway. The transition zone 515B may be positioned adjacent to and oriented anti-parallel to the takeoff and landing zone 511B, as shown in FIG. 5B. In some embodiments, the takeoff and landing zone 511B may include a curve or bend or have a path of any other suitable shape. In other examples, transition zone 515B may be a loop that returns cart 550B and / or aircraft 512B to the same position on the runway after recharging and / or passenger exchange is complete. Even if the landing zone and takeoff zone occupy the same space, transition zone 515B may still be considered to be located between the landing zone and the takeoff zone, as the space (e.g., a single runway) may first be used as a landing zone (e.g., to receive an aircraft) and then as a takeoff zone (e.g., to allow the aircraft to depart) after aircraft 512B has traveled across transition zone 515B.

[0087] VI. Vertiport Configuration: One-Stop Route Figure 6 shows another example of a Vertiport system 605. The Vertiport system 605 shown in Figure 6 shares many similarities with the Vertiport system 305 shown in Figure 6. However, in the Vertiport system 605 shown in Figure 6, the transition zone 615 includes a surface with multiple channels 616A, 616B, 616C, and 616D.

[0088] 6, each of paths 616A, 616B, 616C, and 616D may connect directly from landing zone 610 to takeoff zone 620. As a result, each aircraft 612 can reach takeoff zone 620 by traveling across only one of paths 616A, 616B, 616C, and 616D, as opposed to descending the entire transition zone 615 (e.g., as in FIG. 3). After entering takeoff zone 620, aircraft 612 can move to the bottom or start area of ​​takeoff zone 620. Also, each aircraft 612 can move directly from landing zone 610 into available space on any of available paths 616A, 616B, 616C, and 616D (e.g., instead of all aircraft entering from the top / end of landing zone 610 to the top of transition zone 615).

[0089] 3, each of the paths 616A, 616B, 616C, and 616D may be relatively short (e.g., approximately the size of an aircraft). Each path may be configured to accommodate one aircraft 612 at a time, allowing the aircraft 612 to remain in one position for the duration of a charging process, a passenger exchange process, and / or a reset process.

[0090] An embodiment allows for chargers to be located separately on carts or on transition zones 615, as discussed above. In some embodiments, each of paths 616A, 616B, 616C, and 616D may include fixed charging stations. This may be suitable for the configuration of FIG. 6, as each aircraft 612 may couple to a single ground charger and complete the charging process without having to travel to another ground charger.

[0091] Separating the transition zone 615 into multiple separate paths can eliminate single-file queues of aircraft 612 that can cause delays or congestion. For example, each aircraft 612 can take as much time as needed to charge without causing delays or interruptions for other aircraft 612.

[0092] VII. Vertiport Configuration: Sets of Multiple Stacked Zones Figure 7 shows an example of a Vertiport system 705 that includes multiples of each zone. As shown, multiple versions of each zone can be stacked together in one area. While this example uses multiple stacked sets of z-shaped configurations as shown in Figure 1, the embodiment allows other configurations (e.g., the configuration shown in Figure 3) to be stacked as well.

[0093] A first set of zones including a first landing zone 710A, transition zone 715A, and / or takeoff zone 720A may be positioned adjacent to a second set of zones including a second landing zone 710B, transition zone 715B, and / or takeoff zone 720B. Although two sets of zones (e.g., landing, transition, and takeoff) are shown, any suitable number of sets of zones may be included and stacked above or below the zones shown in FIG. 7 to create a single combined vertiport system 705.

[0094] The two sets of zones may be positioned relative to each other in any suitable manner. In one example, the two sets of zones are aligned (e.g., horizontally aligned, from the perspective of FIG. 7). For example, as shown in FIG. 7, the first landing zone 710A may be oriented in the same direction and / or horizontally aligned as the second landing zone 710B such that the end of the first landing zone 710A is adjacent to and / or connects with the beginning of the second landing zone 710B. Similarly, the first takeoff zone 720A may be oriented in the same direction and / or horizontally aligned as the second takeoff zone 720B such that the end of the first takeoff zone 720A is adjacent to and / or connects with the beginning of the second takeoff zone 720B. Furthermore, the first transition zone 715A may be parallel to the second transition zone 715B.

[0095] Including multiple stacked zones can more fully utilize available space while maintaining the benefits of the efficient zone configuration (e.g., z-shape) described above. For example, a z-shape zone configuration cannot utilize a portion of a rectangular real estate space (e.g., a rectangular lot or a rectangular rooftop). However, several z-shape configurations stacked together can better utilize the rectangular space.

[0096] Additionally, the presence of multiple landing, takeoff, and transition zones may allow for much more frequent aircraft arrival, departure, and recharging sessions. For example, if a single set of zones (e.g., landing, transition, and takeoff) can accept and process one aircraft per five minutes, and there are five sets of zones in the vertiport system 705, then the vertiport system 705 as a whole can accept one aircraft per minute.

[0097] According to various embodiments, the vertiport system 705 (e.g., via the vertiport computer and / or communication system) can direct incoming aircraft to land at a particular landing zone (e.g., 710A or 710B) based on any suitable criteria. For example, the landing zones may be cycled repeatedly (e.g., using landing zone 710A first, then landing zone 710B, then another landing zone if included, etc.). Alternatively, the vertiport system 705 may utilize whichever set of zones (e.g., landing, transition, and takeoff) currently provides the shortest wait time (e.g., for passengers to exit the aircraft or for the aircraft to be recharged and reset for subsequent use).

[0098] According to various embodiments, one or more sets of zones may share certain components and / or zones. For example, multiple carts may be shared by a first set of zones and a second set of zones. In such embodiments, carts may be intelligently distributed among different sets of zones based on where they are needed. Alternatively, separate carts may be dedicated to different sets of zones. For example, a first plurality of carts may be provided for the first set of zones and configured to physically transport a first plurality of aircraft from a first landing zone 710A to a first takeoff zone 720A across a first transition zone 715A. Similarly, a second plurality of carts may be provided for a second set of zones and configured to physically transport a second plurality of aircraft from a second landing zone 710B to a second takeoff zone 720B across a second transition zone 715B.

[0099] Additionally, in some embodiments, separate landing zones 710A and 710B may be combined into one continuous landing zone. Multiple transition zones 715A and 715B may lead off different portions of a single continuous landing zone. Similarly, separate takeoff zones 720A and 720B may be combined into one continuous takeoff zone.

[0100] Vertiport system 705 may include one or more passenger exit points (e.g., 775A and 775B) and one or more passenger entry points (e.g., 770A and 770B). According to an embodiment, passenger exit points 775A and 775B and passenger entry points 770A and 770B may be located in any suitable region of vertiport system 705, such as midway between a set of zones, to take advantage of space not occupied by the zones. As shown in FIG. 7, passenger exit points 775A and 775B may be located adjacent to the beginning of a corresponding transition zone (e.g., 715A and 715B), i.e., where aircraft and / or carts can first enter the transition zone from a landing zone (e.g., 710A and 710B). As also shown in FIG. 7, passenger entry points 770A and 770B may be located adjacent to the end of the corresponding transition zone (e.g., 715A and 715B), i.e., the location where aircraft and / or carts can leave the transition zone to enter the takeoff zone (e.g., 720A and 720B).

[0101] VIII. Vertiport Configuration: A set of interconnected zones Figure 8 shows an example of a vertiport system 805 including a set of interconnected zones, according to various embodiments. As shown, multiple versions of each zone may be interconnected within a single vertiport system 805. This example uses a transition zone that includes multiple single aircraft routes, similar to transition zone 615 shown in Figure 6, although embodiments allow other configurations (e.g., those shown in Figures 1, 3, 4, and 5) to be similarly interconnected.

[0102] Vertiport system 805 may include two separate landing zones 810A-B (e.g., two separate surfaces), two separate takeoff zones 820A-B (e.g., two separate surfaces), and four separate transition zones 815A-D (e.g., four separate surfaces). Landing zones 810A-B and takeoff zones 820A-B may each be positioned at a respective corner of rectangular-shaped vertiport system 805, and each of transition zones 815A-D may be positioned intermediate and connected to a separate pair of location zones and takeoff zones. As a result, transition zones 815A-D may together assume a plus shape.

[0103] In one embodiment, two landing zones 810A-B are positioned at opposite corners (e.g., upper left and lower right), and two takeoff zones 820A-B are positioned at the remaining opposite corners (e.g., upper right and lower left). Each of these corner zones is separated by four transition zones 815A-D. Each of the transition zones 815A-D provides a unique connecting route from one of the landing zones 810A-B to one of the takeoff zones 820A-B. This geometry allows each of the landing zones 810A-B to be connected to both takeoff zones 820A-B (but not to the other landing zones) by the transition zones 815A-D. As a result, a landing aircraft has multiple options for movement within the vertiport system 805, as it may be able to move to either of the takeoff zones 820A-B.

[0104] In some embodiments, the Vertiport system 805 may have one large continuous surface, and the various zones (which may be described as different surfaces) may be part of the same surface but may be separated by markings or other indicators.

[0105] In this example, each of transition zones 815A-D includes a surface, and each surface includes two paths (e.g., two of eight paths 816A-H), although embodiments allow each transition zone surface to include any suitable number of paths. Each path connects one of landing zones 810A-B to one of takeoff zones 820A-B. This provides landing aircraft with more options for moving within vertiport system 805. For example, an aircraft 812 landing at first landing zone 810A may have four different options for where to move next. The aircraft 812 can move to either first transition zone 815A or second transition zone 815B, and within these options, the aircraft 812 can move to first path 816A, second path 816B, third path 816C, or fourth path 816D. Depending on which transition zone the aircraft 812 uses, the aircraft 812 may subsequently move to a first takeoff zone 820A or a second takeoff zone 820B.

[0106] It can thus be seen that the interconnected zones of the vertiport system 805 provide routing flexibility when receiving, resetting, and dispatching aircraft 812. This can assist in efficiently coordinating multiple aircraft that may be arriving, resetting, and / or departing simultaneously at any given time.

[0107] Similar to FIG. 6, in FIG. 8, each aircraft 812 can move (e.g., via cart) directly from one of landing zones 810A-B to an available path in one of adjacent transition zones 815A-D. Each of paths 816A-H can be configured to accommodate one aircraft 812 at a time. The aircraft 812 can remain in one location for the duration of charging, passenger exchange, and / or other reset processes. The aircraft 812 can then move directly to the nearest of takeoff zones 820A-B.

[0108] Also, as discussed above with respect to Figure 6, the vertiport system 805 of Figure 8 allows for fixed chargers to be installed on each of the routes 816A-H. Because each aircraft 812 can charge while stationary in one location, the carts need not include charging equipment. Instead, aircraft 812 may be docked to fixed charging equipment positioned within designated charging areas within routes 816A-H in transition zones 815A-D. Simplifying the carts in this manner can provide a more flexible and efficient vertiport system 805.

[0109] The vertiport system 805 may provide benefits at least somewhat similar to those described above with respect to FIG. 7. For example, the vertiport 805 may result in efficient use of all available space in a rectangular real estate area or a rectangular rooftop. This arrangement also allows carts to be shared and distributed based on demand. Alternatively, a separate set of carts may be dedicated to each pairing of landing zones to transition zones (e.g., four sets). Furthermore, multiple landing zones 810A-B and takeoff zones 820A-B may allow for more frequent aircraft exchanges, as multiple aircraft may land and / or take off simultaneously, and the landing zones 810A-B and takeoff zones 820A-B may otherwise be operated simultaneously. Furthermore, this arrangement may be well-suited for VTOL aircraft, which may function with smaller, square-shaped landing and takeoff pads without the need for elongated runways.

[0110] A passenger entry / exit area 870 may be located in the center of the vertiport system 805. The passenger entry / exit area 870 may be similar to the passenger exit point 175 and / or passenger entry point 170 described above with respect to FIG. 1. However, here, the passenger entry / exit area 870 may be one unified access portal for both entry and exit. Alternatively, two different paths for entry and exit, respectively, may be located adjacent to each other within the same area 870.

[0111] In some embodiments, each of landing zones 810A-B and takeoff zones 820A-B may be at least twice the size (e.g., length and width) of aircraft 812, while paths 816A-H of transition zones 815A-D may have the same or similar size as aircraft 812. Thus, each of landing zones 810A-B and takeoff zones 820A-B may be twice the size of each of paths 816A-H. For example, each of landing zones 810A-B and takeoff zones 820A-B may have a length equal to the length of the two paths 816A-H and / or a width equal to the width of the two paths 816A-H. As a result, two paths 816A-H (e.g., including chargers) may conveniently fit between each landing zone and takeoff zone.

[0112] Although FIG. 8 shows two routes (e.g., including charging stations) per transition zone, embodiments of the present invention enable each transition zone to include any suitable number of routes and / or chargers (e.g., 1, 2, 3, 4, 5, 10, etc.).

[0113] IX. Methods for Staggering Zones FIG. 9 illustrates an exemplary method and schedule for staggering the use of various zones of a Vertiport system 805, according to some embodiments.

[0114] In the table shown in FIG. 9, the columns represent time periods. For example, the first column labeled "1" represents a first time period, the second column labeled "2" represents a second time period, and so on. According to some embodiments, each time period may have the same duration. For example, each time period may have a duration of 15 minutes. Other durations (e.g., 1 minute, 5 minutes, 10 minutes, 20 minutes, 30 minutes, 45 minutes, 1 hour) may be used.

[0115] In the table shown in Figure 9, rows represent various locations, for example, rows including both landing zones 810A-B, both takeoff zones 820A-B, and each path 816A-H of each transition zone 815A-D.

[0116] As noted above, multiple aircraft may arrive simultaneously and be processed by the vertiport system 805. Each aircraft may spend some time at each location. For example, each aircraft may spend up to a four-hour period on a given route to fully charge the aircraft's batteries and / or to shunt passengers. In the table shown in FIG. 9, each cell indicates the locations of multiple aircraft over a set of time periods 1 through 13.

[0117] As shown, two aircraft may arrive at two different landing zones at the same or similar times. The two aircraft may then be moved (e.g., while attached to a charging cart) to a route having a charging station, where they may pause and charge (e.g., for the duration of a four-hour period). Once charged, the aircraft may be moved to the appropriate takeoff zone and depart.

[0118] As a specific example, aircraft 1 and 2 both arrive at landing zones 810A and 810B, respectively, in time period 1. Aircraft 1 and 2 are then moved to routes 816A and 816E, respectively, in time period 2. Aircraft 1 and 2 remain on routes 816A and 816E throughout time period 5. Then, in time period 6, aircraft 1 and 2 are moved to takeoff zones 820A and 820B, respectively, from which they may depart before time period 7. While aircraft 1 and 2 are charging and / or shunting passengers, additional aircraft 3-10 arrive. Aircraft 3-8 are each moved to one of the other available routes 816B, 816C, 816D, 816F, 816G, and 816H. Once aircraft 1 and 2 move off paths 816A and 816E, clearing paths 816A and 816E, aircraft 9 and 10 may be moved onto those paths in time period 6.

[0119] It may be preferable to distribute the use of takeoff zones 820A and 820B by sending two aircraft arriving at the same time in different directions. For example, as shown, aircraft 1 is sent down path 816A leading to takeoff zone 820A, while aircraft 2 is sent down path 816E leading to takeoff zone 820B. That way, if both aircraft finish recharging at the same time (which they do in this example), they can both be immediately moved to separate takeoff zones instead of competing for the same takeoff zone.

[0120] X. Vertiport Configuration: Carousel FIG. 10 shows an example of a carousel-style vertiport system 1005. In this example, instead of a stationary elongated path (e.g., as shown in FIGS. 1 and 3-5), the surface of the transition zone can take the form of a circular platform 1023. The circular platform 1023 can be configured to physically rotate (e.g., counterclockwise). The rotation allows an aircraft 1012 and / or an attached cart 1050 located on the edge of the circular platform 1023 to be transported from a landing zone 1010 on a first side of the circular platform 1023 to a takeoff zone 1020 on a second side of the circular platform 1023.

[0121] The circular platform 1023 may be coupled to be rotationally driven by a motor. The circular platform may be a flat surface configured to rotate and simultaneously physically support one or more air vehicles 1012. Embodiments allow the platform to take other shapes besides a circle, such as an oval, a rectangle, a hexagon, an octagon, or any other suitable shape.

[0122] The transfer facility may still include a cart 1050, as shown in FIG. 10 . The cart 1050 may be configured to move the aircraft 1012 from the landing zone 1010 to the circular platform 1023, and then from the circular platform 1023 to the takeoff zone 1020. As shown, the aircraft 1012 may arrive at the landing zone 1010 and be coupled to and / or supported by the cart 1050. The aircraft 1012 may land directly on the cart 1050. The aircraft 1012 is then transferred by the cart 1050 onto the circular platform 1023. The cart 1050, which may be self-propelled or moved by a moving track within the landing zone 1010, for example, moves or may be moved from the landing zone 1010 to the circular platform 1023. Once positioned on the circular platform 1023, the cart 1050 can rest on the circular platform 1023 without being connected to the circular platform 1023, or the cart 1050 can be physically attached to the circular platform 1023. At this point, the rotation of the circular platform 1023 can continue to move the cart 1050 and the aircraft 1012 towards the takeoff zone 1020. Thus, the cart 1050 and the circular platform 1023 together can move the aircraft 1012 along the route 1028 shown from the landing zone 1010 to the takeoff zone 1020. The circular platform 1023 can also be considered part of the transport facility because, in addition to being part of the transition zone, it also supports the movement of the aircraft 1012.

[0123] As mentioned above, the charger may be installed on the cart 1050 or elsewhere in the transition zone. As shown in FIG. 10 , the charger may be coupled to the circular platform 1023 in the transition zone. An electrical coupler 1062 (e.g., a component of the charger) may extend from a central region 1026 (e.g., a central axis) of the circular platform 1023, for example, through an opening in the circular platform 1023 or from a console fixture. The electrical coupler 1022, which may take the form of a wire or cable, may couple the aircraft 1012 to a power source (which may be located, for example, at, within, or below the circular platform 1023) to thereby charge the aircraft's batteries. This may take the form of a single charger with multiple electrical couplers. In other examples, separate chargers (e.g., power sources and / or electrical couplers) may be distributed around the circular platform 1023 at different locations, such as around the edges of the circular platform 1023.

[0124] The circular platform 1023 can rotate while the aircraft's batteries are being recharged, so that the aircraft 1012 can be transported along the route 1028 while charging occurs.

[0125] The circular platform 1023 may rotate, for example, counterclockwise. Once the circular platform 1023 has rotated far enough (and / or charging is complete), the aircraft 1012 may detach from the electrical coupler 1022, and the cart 1050 may then be moved or transported to the takeoff zone 1020. In some embodiments, the circular platform 1023 may rotate 270 degrees, 180 degrees, 90 degrees, or any other suitable rotational distance (e.g., clockwise or counterclockwise) before the aircraft 1012 and / or cart 1050 depart. Once the aircraft 1012 is located in the takeoff zone 1020, the aircraft 1012 may depart by commencing flight. A currently available position on the circular platform 1023 may be filled by another cart and / or aircraft once it has rotated so that its position is also aligned with the landing zone 1010. In some embodiments, the aircraft 1012 may stay on the platform for one or more additional rotations to have more charging time, to wait for passengers, or for any other suitable purpose.

[0126] The circular platform 1023 may rotate at any suitable speed, such as a speed that completes a 90-degree rotation in 15 minutes, or stated another way, a speed of one complete rotation per hour. According to some embodiments, the circular platform 1023 may temporarily stop and / or slow down when the cart 1050 enters or exits the circular platform 1023. Alternatively, the circular platform 1023 may rotate continuously without stopping and / or slowing down. As a further alternative, the circular platform 1023 may undergo repetitive rotations. For example, the circular platform 1023 may pause for a fixed time interval (e.g., 15 minutes), then rotate a fixed distance (e.g., 45 degrees, 90 degrees, etc.) to proceed to the next position, and then stop for another time interval (e.g., another 15 minutes).

[0127] When the aircraft 1012 and / or cart 1050 initially arrive on the circular platform 1023, an electrical coupler 1022 on the circular platform may couple to the aircraft 1012 so that the aircraft may be coupled to and charged by a power source to begin the battery charging process while the aircraft is being moved. This may occur during a first time period (e.g., having a duration of 15 minutes). The aircraft 1012 may be allowed to arrive at the circular platform 1023 any time during the first time period, or the aircraft 1012 may be allowed to arrive only at the beginning or end of the first time period (e.g., when an available position on the circular platform 1023 aligns with the landing zone 1010). In a second time period (e.g., having a duration of 15 minutes), the circular platform may rotate, thereby transporting the aircraft 1012 toward the takeoff zone. The circular platform 1023 may rotate from a first position to a second position. This may include a fixed amount of rotation, such as a 90-degree rotation. In some embodiments, the circular platform 1023 rotates this amount through continuous rotation over a fixed time period (e.g., 15 minutes). In other embodiments, the circular platform 1023 performs the rotation repeatedly after the fixed time period (e.g., 15 minutes) has already elapsed. In a third time period (e.g., having a duration of 15 minutes), the circular platform 1023 may rotate from the second position to a third position (e.g., another 90 degrees in the same direction). In a third time period (e.g., having a duration of 15 minutes), the circular platform 1023 may rotate from the third position to a fourth position (e.g., another 90 degrees in the same direction). At this point, the circular platform may have rotated a total of 270 degrees from the first position to the fourth position, and the aircraft 1012 may be in alignment with the takeoff zone 1020. The aircraft may then be decoupled from the electrical coupler 1022 (e.g., after completing the recharging process) and moved to the takeoff zone 1020 (e.g., by cart 1050), and the aircraft 1012 may depart.The circular platform 1023 may then rotate from the fourth position to a fifth position (e.g., another 90 degrees in the same direction). In some cases, the fifth position may be the same as the first position. In other words, the circular platform 1023 may have completed one full rotation at this point. At this point, this same area of ​​the circular platform 1023 may be used to transfer another aircraft. An additional aircraft may already be positioned on the circular platform 1023, but at a different location on the circular platform.

[0128] Although four carts 1050 and four aircraft 1012 are shown being charged (e.g., by electrical couplers 1022) and transported by circular platform 1023 simultaneously, embodiments enable circular platform 1023 to support, charge, and transport any suitable number of carts 1050 and / or aircraft 1012 simultaneously.

[0129] In some embodiments, the end of the electrical coupler 1022 located at the center 1026 of the circular platform 1023 may not rotate with the circular platform 1023, as the electrical coupler 1022 may be unplugged from one aircraft and moved to the next after each repetitive movement of the circular platform 1023. Thus, according to some embodiments, a current collecting ring may not be needed for the electrical coupler 1022. In other embodiments, the electrical coupler 1022 may remain coupled to the same aircraft 112 while the circular platform 1023 rotates (e.g., one electrical coupler for the entire charging process of the aircraft), and a current collecting ring may be used with the electrical coupler 1022.

[0130] The combination of the circular platform 1023 and the electrical couplers 1022 protruding from the central area 1026 can advantageously centralize and simplify charging components and cable routing. For example, instead of equipping multiple carts with their own batteries and cables, or instead of having multiple carts that maintain connections to a central charging system, FIG. 10 can provide a single charging system with multiple couplers coming from a central area. The spatial arrangement of the rotating circular platform 1023 allows each aircraft 1012 to simultaneously connect to the charging system while traveling toward the takeoff zone 1020 without having to move the charging system itself.

[0131] 10 may instead take the form of a stationary platform, in which case a separate cart or transfer mechanism (e.g., a lift or crane) may move the aircraft from one platform to another (e.g., when the two platforms are positioned adjacent to each other due to the current rotational position of the circular platform 1023).

[0132] XI. Methods for Resetting the Aircraft FIG. 11 shows a flow diagram of the steps performed by an exemplary vertiport system to reset an aircraft.

[0133] In step S702, the vertiport system can receive an aircraft, which can land in a landing zone of the vertiport system.

[0134] In step S704, the vertiport system may transport the aircraft through the transition zone. For example, a cart in the vertiport system may mechanically couple to and / or lift the aircraft and begin transporting the aircraft through the transition zone toward the takeoff zone and away from the landing zone. The cart may move continuously or repeatedly from station to station in the transition zone. The cart may move at a continuous or variable speed. Finally, the cart may enter the takeoff zone from the transition zone.

[0135] In some embodiments, a vertiport system may include a rotating platform. An aircraft may be transferred from a landing zone (e.g., via a cart) to an adjacent edge of the rotating platform, and the platform may then rotate (e.g., continuously or repeatedly) until the aircraft is adjacent to the takeoff zone. The aircraft may then be transferred from the rotating platform (e.g., via a cart) to the takeoff zone.

[0136] In step S706, the vertiport system can charge one or more aircraft batteries. The charging step S706 can occur simultaneously and / or overlap with the transporting step S704. The transport cart (e.g., from S704) can include a charger that can be electrically coupled to the aircraft batteries. The charger can recharge one or more aircraft batteries while the cart is transporting the aircraft.

[0137] In other examples, one or more chargers may be positioned on the surface of the transition zone. For example, a set of chargers may be installed sequentially along a long, narrow path, or one charger may be installed in a short path. A cart may stop at one or more of the chargers, allow the aircraft to electrically couple to the charger for a period of time, and then move the aircraft onward to the next charger (or into the takeoff zone).

[0138] In another example, one or more chargers are located on a rotating platform. The aircraft can be electrically coupled to the chargers on the rotating platform and charged while the platform rotates. The aircraft can then be disconnected from the chargers before being transported off the platform and into the transition zone.

[0139] In step S708, the vertiport system may allow passengers to be swapped. The passenger swapping step S708 may occur simultaneously and / or overlap with the transferring step S704 and / or the charging step S706. Arriving passengers may exit the aircraft and then exit the vertiport system. Departing passengers may enter the vertiport system and then enter the aircraft. The aircraft may be transported in a slow, steady manner (e.g., at a speed less than a predetermined maximum speed) so that passenger swapping can occur safely. In some embodiments, the cart transporting the aircraft may slow down or stop to allow passenger swapping.

[0140] In step S710, the vertiport system can place the aircraft in the takeoff zone. For example, after one or more aircraft batteries have been fully (or suitably) recharged, after the aircraft has been transported across the transition zone, and / or after passenger exchange has been completed, the aircraft can be positioned in the takeoff zone for takeoff. This can include mechanical and / or electrical isolation from the aircraft. Then, in some embodiments, the cart can leave the area and return to the landing zone to capture another aircraft.

[0141] In step S712, the vertiport system may allow the aircraft to depart. The aircraft may take off and fly to another destination and / or vertiport system.

[0142] Embodiments allow processes to be performed simultaneously for multiple aircraft. For example, multiple aircraft can arrive in sequence, each aircraft can be coupled to a different cart and / or placed in a different position on a rotating platform, and each aircraft can be transported and recharged. Each aircraft can be positioned in a different location at any given moment and processed in a staggered manner.

[0143] Embodiments of the present invention advantageously enable a compact vertiport system that efficiently uses available space and time. For example, a transition zone may be used to accomplish the following: (1) moving an aircraft from a landing zone to a takeoff zone; (2) recharging aircraft power (or otherwise refueling the aircraft); and (3) shunting passengers. As a result, activities that typically use three different spaces and are performed separately at three different times may be performed simultaneously within a single allocated area.

[0144] XII. Further Examples According to some embodiments, a system includes: a landing zone; a takeoff zone; a transition zone including at least one surface positioned between the landing zone and the takeoff zone; a transfer facility configured to simultaneously physically transfer multiple aircraft across the transition zone from the landing zone to the takeoff zone and to enable passenger interchange on each of the multiple aircraft while each of the multiple aircraft is coupled to the transfer facility and located in the transition zone; and a plurality of chargers, each charger of the plurality of chargers configured to charge the batteries of one aircraft from the multiple aircraft while the aircraft is coupled to the transfer facility and located in the transition zone, and each charger of the plurality of chargers including a power source and an electrical coupler coupled to the power source, the electrical coupler configured to couple to and provide power to the aircraft batteries.

[0145] In a further example, the landing zone is a first landing zone, the takeoff zone is a first takeoff zone, the transition zone is a first transition zone, the at least one surface is a first surface, the plurality of aircraft is a first plurality of aircraft, and the system further comprises a second landing zone, a second transition zone including the second takeoff zone and a second surface positioned between the second landing zone and the second takeoff zone, wherein the transfer facility comprises a first plurality of carts configured to physically transfer the first plurality of aircraft from the first landing zone to the first takeoff zone across the first surface and a second plurality of carts configured to physically transfer the second plurality of aircraft from the second landing zone to the second takeoff zone across the second surface.

[0146] In further embodiments, the beginning of the first transition zone is adjacent to the end of the first landing zone, the end of the first transition zone is adjacent to the beginning of the first take-off zone, the first landing zone is oriented in a first direction, the first take-off zone is oriented in a second direction parallel to the first direction, and the first transition zone is oriented in a third direction perpendicular to the first and second directions, wherein the beginning of the second transition zone is adjacent to the end of the second landing zone, the end of the second transition zone is adjacent to the beginning of the second take-off zone, the second landing zone is oriented in the first direction, the second take-off zone is oriented in the second direction, and the second transition zone is oriented in the third direction, the end of the first landing zone is adjacent to the beginning of the second landing zone, and the end of the first take-off zone is adjacent to the beginning of the second take-off zone.

[0147] In a further embodiment, the system further includes a third transition zone including a third surface positioned between the first landing zone and the second takeoff zone, wherein the first plurality of carts are further configured to physically transfer the first plurality of aircraft from the first landing zone to the second takeoff zone across the third surface, and a fourth transition zone including a fourth surface positioned between the second landing zone and the first takeoff zone, wherein the second plurality of carts are further configured to physically transfer the second plurality of aircraft from the second landing zone to the first takeoff zone across the fourth surface.

[0148] In a further embodiment, the first surface includes a first set of at least two paths from the first landing zone to the first take-off zone, wherein the second surface includes a second set of at least two paths from the second landing zone to the second take-off zone, the third surface includes a third set of at least two paths from the first landing zone to the second take-off zone, and the fourth surface includes a fourth set of at least two paths from the second landing zone to the first take-off zone.

[0149] In a further embodiment, each of the at least two routes in a first set is configured to accommodate one aircraft at a time, each of the at least two routes in a second set is configured to accommodate one aircraft at a time, each of the at least two routes in a third set is configured to accommodate one aircraft at a time, and each of the at least two routes in a fourth set is configured to accommodate one aircraft at a time.

[0150] In a further embodiment, the first landing zone has a size that is at least twice the size of each of the at least two paths of the first set.

[0151] In a further example, the first landing zone, the first take-off zone, the second landing zone, the second take-off zone, the first transition zone, the second transition zone, the third transition zone, and the fourth transition zone may together form a rectangular shape, wherein the first landing zone, the first take-off zone, the second landing zone, and the second take-off zone each occupy a respective corner of the rectangular shape, the first landing zone and the second landing zone occupy a first set of opposing corners, and the first take-off zone and the second take-off zone occupy a second set of opposing corners.

[0152] In a further embodiment, the at least one surface is in the form of a circular platform configured to simultaneously physically support multiple aircraft, and the transfer facility includes a motor coupled to the circular platform and configured to rotate the circular platform.

[0153] In a further embodiment, the transfer facility further includes a plurality of carts, each cart of the plurality of carts configured to physically transfer one of the plurality of aircraft from the landing zone to the circular platform.

[0154] In a further embodiment, multiple chargers are positioned at one or more fixed locations on a circular platform.

[0155] According to some embodiments, a method includes the steps of: accepting an aircraft at a landing zone by the system; physically transferring the aircraft from the landing zone across a transition zone to a takeoff zone by the system; charging one or more batteries of the aircraft by the system while transferring the aircraft; enabling passenger changes to occur on the aircraft while transferring the aircraft; placing the aircraft at the takeoff zone by the system; and enabling the aircraft to depart from the takeoff zone by the system.

[0156] In a further embodiment, physically transporting the aircraft includes mechanically coupling the aircraft to the aircraft by a cart of the system, and placing the aircraft at the takeoff zone includes mechanically decoupling the aircraft from the aircraft by the cart of the system.

[0157] In a further embodiment, the step of allowing passenger shunting to occur on the aircraft includes physically transporting the aircraft at a speed less than a predetermined maximum speed.

[0158] While the invention has been described with reference to specific embodiments, those skilled in the art and having access to this disclosure will recognize that variations and modifications may be possible.

[0159] It should be understood that all numerical values ​​used herein are for illustrative purposes and are subject to change. In some cases, ranges are specified to provide a sense of scale, but values ​​outside the disclosed ranges are not excluded.

[0160] It should also be understood that all diagrams herein are intended to be schematic. Unless specifically indicated otherwise, the drawings are not intended to imply any particular physical arrangement of elements shown therein, or that all elements shown are required. Those skilled in the art with access to this disclosure will understand that elements shown in the drawings or otherwise described in this disclosure may be modified or omitted, and that other elements not shown or described may be added.

[0161] The above description is illustrative, not limiting. Many variations of the invention will become apparent to those skilled in the art upon review of this disclosure. Accordingly, the scope of patent protection should be determined not with reference to the above description, but should instead be determined with reference to the following claims, along with their full scope or equivalents.

[0162] Various examples of aspects of the present disclosure are described below as numbered clauses (1, 2, 3, etc.) for convenience, and are provided as examples and not as limitations on the subject technology. [Article 1] Landing zone and Take-off zone and a transition zone including at least one surface positioned between the landing zone and the takeoff zone; a transfer facility configured to simultaneously physically transfer multiple aircraft from the landing zone to the takeoff zone across the transition zone, the transfer facility configured to allow passengers to be exchanged on each of the multiple aircraft while each of the multiple aircraft is coupled to the transfer facility and located in the transition zone; a plurality of chargers, each charger of the plurality of chargers configured to charge a battery of an aircraft of the plurality of aircraft while the aircraft is docked to the transfer facility and located in the transition zone, and each charger of the plurality of chargers: Power supply, and an electrical coupler coupled to the power source, the electrical coupler configured to couple to the battery of the aircraft to provide electrical power; Includes multiple chargers and A system having: [Clause 2] a walkway beneath one or more of the takeoff zone, the landing zone, or the transition zone; at least one passenger entry point adjacent to or within said transition zone, said passenger entry point being connected to said passageway; 2. The system of claim 1, further comprising: [Article 3] The system described in clause 1, wherein the at least one surface includes at least one path, and the transport facility includes a plurality of carts configured to simultaneously physically transport the plurality of aircraft from the landing zone to the takeoff zone across the at least one path. [Article 4] 4. The system of claim 3, wherein each cart of the plurality of carts is configured to physically transport one aircraft at a time, and wherein each cart of the plurality of carts is located at a different location within the transition zone at any given time. [Article 5] The system described in clause 3, wherein the plurality of chargers are arranged on a plurality of carts such that each of the plurality of carts includes one charger from the plurality of chargers, whereby each cart of the plurality of carts is configured to charge the batteries of the aircraft simultaneously with physically transporting the aircraft. [Article 6] 6. The system of clause 5, wherein each cart of the plurality of carts includes a platform configured to physically support the aircraft. [Article 7] 7. The system of clause 6, wherein each cart of the plurality of carts further includes at least one mechanical coupler configured to move vertically to mechanically lift the aircraft. [Article 8] Each cart of the plurality of carts comprises: one or more sets of wheels coupled to the platform; a motor coupled to the power source and to the one or more sets of wheels, the motor configured to rotate the one or more sets of wheels to cause the platform to move; 7. The system of clause 6, further comprising: [Article 9] The system described in clause 3, wherein the plurality of chargers are located at a plurality of fixed locations on the at least one route, and each cart of the plurality of carts is configured to temporarily stop when passing at least one of the plurality of chargers. [Article 10] 10. The system described in clause 9, wherein the at least one path is a single path and the multiple chargers are arranged in a line along the single path. [Article 11] The system described in clause 9, wherein the at least one path is a plurality of paths, each of the plurality of paths including one of the plurality of chargers, whereby each aircraft of the plurality of aircraft passes through only one of the plurality of chargers when being moved from the landing zone to the takeoff zone. [Article 12] 10. The system of claim 1, wherein the at least one surface is a single path, the beginning of the single path being adjacent to the end of the landing zone and the end of the single path being adjacent to the beginning of the takeoff zone. [Article 13] 13. The system of claim 12, wherein the landing zone is oriented in a first direction, the takeoff zone is oriented in a second direction, and the single path is oriented in a third direction. [Article 14] 14. The system of claim 13, wherein the first direction is parallel to the second direction, and the first direction and the second direction are both perpendicular to the third direction. [Article 15] 14. The system of claim 13, wherein the first direction is parallel to the second direction and the third direction is angled relative to the first direction and the second direction. [Article 16] 14. The system of claim 13, wherein the first direction is parallel to the second direction, and the first direction and the second direction are both anti-parallel to the third direction. [Article 17] 17. The system of clause 16, wherein the transition zone is adjacent to the landing zone, adjacent to the takeoff zone, and positioned between the landing zone and the takeoff zone. [Article 18] a first barrier positioned along at least a portion of a first boundary between the transition zone and the landing zone; a second barrier positioned along at least a portion of a second boundary between the transition zone and the take-off zone; a first walkway positioned adjacent to the first barrier; a second walkway positioned adjacent to the second barrier; and 18. The system of clause 17, further comprising: [Article 19] 10. The system of claim 1, wherein the landing zone and the takeoff zone are co-located. [Article 20] the landing zone is a first landing zone, the takeoff zone is a first takeoff zone, the transition zone is a first transition zone, the at least one surface is a first surface, the plurality of aircraft is a first plurality of aircraft, and the system comprises: a second landing zone; a second take-off zone; and a second transition zone including a second surface positioned between the second landing zone and the second takeoff zone; and The transfer equipment includes: a first plurality of carts configured to physically transport the first plurality of aircraft across the first surface from the first landing zone to the first takeoff zone; a second plurality of carts configured to physically transport a second plurality of aircraft from the second landing zone to the second takeoff zone across the second surface; and 2. The system of claim 1, comprising: [Article 21] 21. The system of claim 20, wherein a beginning of the first transition zone is adjacent to an end of the first landing zone, an end of the first transition zone is adjacent to a beginning of the first take-off zone, the first landing zone is oriented in a first direction, the first take-off zone is oriented in a second direction parallel to the first direction, the first transition zone is oriented in a third direction perpendicular to the first direction and the second direction, the beginning of the second transition zone is adjacent to an end of the second landing zone, the end of the second transition zone is adjacent to a beginning of the second take-off zone, the second landing zone is oriented in the first direction, the second take-off zone is oriented in the second direction, the second transition zone is oriented in the third direction, the end of the first landing zone is adjacent to a beginning of the second landing zone, and the end of the first take-off zone is adjacent to a beginning of the second take-off zone. [Article 22] a third transition zone including a third surface positioned between the first landing zone and the second takeoff zone, the first plurality of carts further configured to physically transport the first plurality of aircraft from the first landing zone to the second takeoff zone across the third surface; a fourth transition zone including a fourth surface positioned between the second landing zone and the first takeoff zone, the second plurality of carts being further configured to physically transport the second plurality of aircraft from the second landing zone to the first takeoff zone across the fourth surface; 21. The system of clause 20, further comprising: [Article 23] The system described in clause 22, wherein the first surface includes a first set of at least two routes from the first landing zone to the first take-off zone, the second surface includes a second set of at least two routes from the second landing zone to the second take-off zone, the third surface includes a third set of at least two routes from the first landing zone to the second take-off zone, and the fourth surface includes a fourth set of at least two routes from the second landing zone to the first take-off zone. [Article 24] 24. The system of claim 23, wherein each of the first set of at least two routes is configured to accommodate one aircraft at a time, each of the second set of at least two routes is configured to accommodate one aircraft at a time, each of the third set of at least two routes is configured to accommodate one aircraft at a time, and each of the fourth set of at least two routes is configured to accommodate one aircraft at a time. [Article 25] 24. The system of claim 23, wherein the first landing zone has a size at least twice the size of each of the first set of at least two paths. [Article 26] 23. The system of claim 22, wherein the first landing zone, the first take-off zone, the second landing zone, the second take-off zone, the first transition zone, the second transition zone, the third transition zone, and the fourth transition zone jointly form a rectangular shape, the first landing zone, the first take-off zone, the second landing zone, and the second take-off zone each occupy a respective corner of the rectangular shape, the first landing zone and the second landing zone occupying a first set of opposing corners, and the first take-off zone and the second take-off zone occupying a second set of opposing corners. [Article 27] The system described in clause 1, wherein the at least one surface is in the form of a circular platform configured to physically support the multiple aircraft simultaneously, and the transfer equipment includes a motor coupled to the circular platform and configured to rotate the circular platform. [Article 28] 28. The system of clause 27, wherein the transfer facility further includes a plurality of carts, each cart of the plurality of carts configured to physically transfer one of the plurality of aircraft from the landing zone to the circular platform. [Article 29] 28. The system of clause 27, wherein the plurality of chargers are positioned at one or more fixed locations on the circular platform. [Article 30] receiving, by the system, the aircraft at the landing zone; physically transferring the aircraft from the landing zone across a transition zone to a takeoff zone with the system; charging one or more batteries of the aircraft with the system while the aircraft is in transit; allowing passenger changes to occur on the aircraft while the aircraft is in transit; placing the aircraft in the takeoff zone by the system; enabling the aircraft to depart from the takeoff zone by the system; A method comprising: [Article 31] 31. The method of claim 30, wherein the step of physically transporting the aircraft includes mechanically coupling the aircraft to the aircraft by a cart of the system, and the step of placing the aircraft in the takeoff zone includes mechanically separating the aircraft from the aircraft by the cart of the system. [Article 32] 31. The method of clause 30, wherein the step of enabling the passenger exchange on the aircraft comprises physically transporting the aircraft at a speed less than a predetermined maximum speed.

Claims

1. Landing zone and Take-off zone and a transition zone including at least one surface positioned between the landing zone and the takeoff zone; and an end of the landing zone is positioned adjacent to the beginning of the transition zone, the end of the transition zone is adjacent to the beginning of the takeoff zone, the landing zone is oriented in a first direction, the takeoff zone is oriented in a second direction parallel to the first direction, and the transition zone is oriented in a third direction perpendicular to the first direction and the second direction.

2. The system of claim 1 , wherein at least one of the landing zone and the takeoff zone has a length of 100 meters or less.

3. The system of claim 1 , wherein the transition zone has a length of 20 meters or less.

4. The system of claim 1 , wherein the transition zone has a length of 60 meters or less.

5. The system of claim 1 , wherein the landing zone includes a first hybrid runway pad and the takeoff zone includes a second hybrid runway pad.

6. 10. The system of claim 1, wherein the landing zone includes a first surface configured to accommodate a vertical landing and the takeoff zone includes a second surface configured to accommodate a vertical takeoff.

7. The system of claim 6 , further comprising an aircraft, and wherein at least one of the first surface and the second surface is approximately twice the size of the aircraft.

8. 2. The system of claim 1, wherein the at least one surface is a single path, the beginning of the single path being adjacent to the end of the landing zone and the end of the single path being adjacent to the beginning of the takeoff zone.

9. a transfer facility configured to simultaneously physically transfer multiple aircraft from the landing zone to the takeoff zone across the transition zone, the transfer facility configured to allow passengers to be exchanged on each of the multiple aircraft while each of the multiple aircraft is coupled to the transfer facility and located in the transition zone; a plurality of chargers, each charger of the plurality of chargers configured to charge a battery of an aircraft of the plurality of aircraft while the aircraft is docked to the transfer facility and located in the transition zone; The system of claim 1 further comprising:

10. 10. The system of claim 9, wherein the at least one surface includes at least one pathway, the transport facility includes a plurality of carts configured to simultaneously physically transport the plurality of aircraft from the landing zone to the takeoff zone across the at least one pathway, and the plurality of chargers are positioned on the at least one pathway at a plurality of fixed locations.

11. Landing zone and Take-off zone and a transition zone including at least one surface positioned between the landing zone and the takeoff zone; and an end of the landing zone is positioned adjacent to the beginning of the transition zone, the end of the transition zone is adjacent to the beginning of the takeoff zone, the landing zone is oriented in a first direction, the takeoff zone is oriented in a second direction parallel to the first direction, and the transition zone is oriented in a third direction anti-parallel to the first direction and the second direction.

12. a first passenger entry point adjacent a first side of the transition zone; a second passenger entry point adjacent a second side of the transition zone opposite the first side of the transition zone; a first walkway beneath one or more of the landing zone and the transition zone, the first walkway coupled to the first passenger entry point; a second passageway beneath one or more of the takeoff zone and the transition zone, the second passageway connected to the second passenger entry point; The system of claim 11 further comprising:

13. a first barrier positioned along a first boundary between the transition zone and the landing zone; a second barrier positioned along a second boundary between the transition zone and the takeoff zone, the transition zone being positioned between the landing zone and the takeoff zone; and The system of claim 11 further comprising:

14. a first opening adjacent a first end of the first barrier, the first opening sized to allow the aircraft to pass across the first boundary from the landing zone to the transition zone; a second opening adjacent a second end of the second barrier, the second opening sized to allow the aircraft to pass over the second boundary from the transition zone to the takeoff zone; The system of claim 13 further comprising:

15. The system of claim 14 , wherein the second opening is on an opposite side of the transition zone from the first opening.

16. a first walkway positioned adjacent to the first barrier; a second walkway positioned adjacent to the second barrier; and The system of claim 13 further comprising:

17. The system of claim 11 , wherein at least one of the landing zone or the takeoff zone has a length of 100 meters or less.

18. The system of claim 11 , wherein the landing zone has a length of no more than 10 meters, 20 meters, 30 meters, or 50 meters.

19. The system of claim 11 , wherein the landing zone includes a first hybrid runway pad and the takeoff zone includes a second hybrid runway pad.

20. The system of claim 11 , wherein the transition zone has a length of 20 meters or less.

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