A system and method for reducing congestion points associated with switching the transport mode of a multimode transport service.

Abstract

A computing system is provided that is configured to perform operations. The operations include obtaining multi-modal transportation data associated with a multi-modal transportation service. The multi-modal transportation data includes user data indicative of a multi-modal transportation itinerary for a user. The operations include obtaining facility data associated with an air transportation facility. The facility data indicative of parameters associated with each of a plurality of transition points at the air transportation facility. The operations include determining one of the plurality of transition points as a selected transition point for the user based, at least in part, on the multi-modal transportation data and the facility data. The operations further include communicating one or more command signals associated with controlling operation of the selected transition point for the user.

Description

Technical Field

[0001] (Related Application) This disclosure claims priority based on U.S. Provisional Application No. 63 / 073,608, having a filing date of September 2, 2020, which is incorporated herein by reference.

[0002] This disclosure generally relates to multimodal transportation services.

Background Art

[0003] A variety of transportation modes are available within a city. For example, people can walk, ride a bicycle, drive a car, use public transportation, or use a ridesharing service. However, as population density and land demand increase, many cities are suffering from traffic congestion and associated pollution problems. As a result, there is a need to expand the available transportation modes in a way that can reduce traffic volume without requiring a large amount of land use.

[0004] Aerial mobility within a city can reduce travel time compared to a purely land-based approach and can mitigate problems associated with traffic congestion. Vertical takeoff and landing (VTOL) aircraft offer an opportunity to incorporate air transportation into the transportation network for cities and metropolitan areas. VTOL aircraft require much less space for takeoff and landing than other types of aircraft, making them more suitable for high population density urban environments.

Summary of the Invention

Means for Solving the Problems

[0005] Aspects and advantages of embodiments of this disclosure will be set forth in part in the following description, or can be learned from the description, or can be learned through practice of the embodiments.

[0006] One exemplary aspect of this disclosure relates to a computer implementation method. The method includes obtaining multimode transport data associated with a multimode transport service via one or more computing devices of a computing system, wherein the multimode transport data includes user data indicating a multimode route relating to a user of the multimode transport service. The method also includes obtaining facility data associated with an air transport facility via one or more computing devices, wherein the facility data indicates parameters associated with each of a plurality of transition points at the air transport facility. The method includes determining, at least in part, one of the plurality of transition points as a selected transition relating to a user, based on the multimode transport data and facility data, via one or more computing devices. The method also includes communicating one or more command signals via one or more computing devices, which are associated with controlling the operation of the selected transition point relating to a user.

[0007] Another exemplary aspect of this disclosure relates to one or more tangible, non-transient, computer-readable media that, when executed by one or more processors, stores computer-readable instructions that cause one or more processors to perform an operation. The operation includes retrieving multimode transport data associated with a multimode transport service, the multimode transport data including user data indicating a multimode route relating to a user of the multimode transport service. The operation includes retrieving facility data associated with an air transport facility, the facility data indicating parameters associated with each of a plurality of transition points at the air transport facility. The operation includes, at least in part, determining one of a plurality of transition points as a selected transition point relating to a user, based on the multimode transport data and facility data. The operation includes communicating one or more command signals relating to controlling the operation of the selected transition point relating to a user.

[0008] Another exemplary aspect of this disclosure relates to a computing system. The computing system includes one or more processors and one or more tangible non-transient computer-readable media that store computer-readable instructions that, when executed by one or more processors, cause one or more processors to perform operations. The operation includes acquiring multimode transport data associated with a multimode transport service, the multimode transport data including user data indicating a multimode route relating to a user of the multimode transport service. The operation includes acquiring facility data associated with an air transport facility, the facility data indicating parameters associated with each of a plurality of transition points at the air transport facility. The operation includes, at least in part, determining one of a plurality of elevators as a selected transition point relating to a user, based on the multimode transport data and facility data. The operation includes communicating one or more command signals relating to controlling the operation of the selected transition point relating to a user.

[0009] Other exemplary aspects of this disclosure include other systems, methods, vehicles, apparatus, tangible non-transient computer-readable media, and devices for reducing congestion points associated with switching modes of transport in multimode transport services.

[0010] These and other features, aspects, and advantages of various embodiments will be better understood by referring to the following description and the appended claims. The accompanying drawings incorporated herein and forming part thereof illustrate embodiments of the present disclosure and, together with the description, illustrate the relevant principles. This specification also provides, for example, the following: (Item 1) A computer implementation method, Acquiring multimode transport data associated with a multimode transport service via one or more computing devices in a computing system, wherein the multimode transport data includes user data indicating multimode routes relating to users of the multimode transport service; Acquiring facility data associated with an air transport facility via one or more computing devices, wherein the facility data represents parameters associated with each of a plurality of transition points in the air transport facility; via one or more computing devices, at least in part, determining one of the plurality of transition points as a selected transition point for the user based on the multimode transport data and the facility data, Communicating one or more command signals associated with controlling the behavior of the selected transition point with respect to the user via one or more computing devices Computer implementation methods, including those mentioned above. (Item 2) The computer implementation method according to item 1, wherein the plurality of transition points comprises at least one of (i) a plurality of entry points for the aircraft facility, (ii) a plurality of exit points for the aircraft facility, or (iii) a plurality of elevators for the air transport facility. (Item 3) The computer implementation method according to item 1 or 2, wherein the multimode transport data further comprises user data indicating the estimated weight of the effective load associated with the user. (Item 4) The aforementioned operation further, To obtain data indicating the actual weight of the effective load associated with the user while the user is located in one of the multiple elevators. The computer implementation methods described in item 3, including the methods described in item 3. (Item 5) The computer implementation method according to any one of items 1-4, wherein the multimode journey comprises at least a first segment and a second segment, the first segment comprising a land-based transport service associated with transporting the user from a departure point to the air transport facility, and the second segment comprising an air-based transport service associated with transporting the user from the air transport facility to another air transport facility. (Item 6) The user data includes the means for the land-based transportation service, Determining one of the plurality of transition points as the selected transition point for the user is: At least in part, determining the estimated effective load associated with the user based on the means of the land-based transport service, At least in part, the selected transition point is determined based on the estimated effective load. The computer implementation method described in item 5, including the method described in item 5. (Item 7) The multimode transport data indicates the type of route associated with the second segment of the multimode journey, Determining one of the plurality of transition points as the selected transition point for the user is: Based on the type of route associated with the second segment of the multimode journey, the estimated effective load associated with the user is determined. At least in part, the selected transition point is determined based on the estimated effective load. Computer implementation methods as described in item 5 or 6, including the methods described in item 5 or 6. (Item 8) The aforementioned operation further, To provide information associated with the aforementioned multimode transport service. A computer implementation method as described in any of items 1-7, including the above. (Item 9) The computer implementation method according to item 8, wherein the information associated with the multimode transport service includes a map of the air transport facilities. (Item 10) The multimode transport journey comprises a third segment associated with transporting the user from a second air transport facility to a destination location via a land-based transport service of the multimode transport service, The information associated with the multimode transport service includes details associated with the third segment of the multimode journey. Computer implementation method as described in item 8 or 9. (Item 11) The computer implementation method according to any one of items 1-10, wherein the multimode transport data further comprises at least one of the estimated time of the user's arrival at a first air transport facility or the estimated time of the user's arrival at a destination location. (Item 12) The computer implementation method according to any one of items 1-11, wherein the multimode transport data includes historical data indicating one or more prior requests by the user regarding the multimode transport service. (Item 13) The computer implementation method according to item 12, wherein determining one of the plurality of transition points as the selected transition point when the historical data indicates that the user has not previously visited the air transport facility includes selecting a transition point among the plurality of transition points that includes one or more display devices. (Item 14) A computer implementation method according to any one of items 1-13, further comprising communicating one or more control signals associated with adjusting the lighting conditions of one or more light sources associated with a selected transition point of the air transport facility. (Item 15) One or more tangible non-transient computer-readable media, the one or more tangible non-transient computer-readable media storing computer-readable instructions, the computer-readable instructions, when executed by one or more processors, cause the one or more processors to perform an operation, the operation being The acquisition of multimode transport data associated with a multimode transport service, wherein the multimode transport data includes user data indicating multimode routes relating to users of the multimode transport service. The acquisition of facility data associated with an air transport facility, wherein the facility data indicates parameters associated with each of a plurality of transition points in the air transport facility. At least in part, determining one of the plurality of transition points as a selected transition point for the user based on the multimode transport data and the facility data, Communicating one or more command signals associated with controlling the behavior of the selected transition point with respect to the user. One or more tangible, non-transient, computer-readable media, including [the specified text]. (Item 16) The parameters include at least one of the following: (i) a location among the plurality of transition points with respect to a location relating to a subsequent transport section; (ii) the size of each of the plurality of transition points; (iii) the capacity for each of the plurality of transition points; or (iv) the maximum speed for each of the plurality of transition points; one or more tangible non-transient computer-readable media as described in item 15. (Item 17) The multimode transport data includes location data indicating the user device associated with the user, When the location data indicates that the user device is located within or at a transition point other than the selected transition point, the operation further: To provide one or more notifications prompting the user to move to the selected transition point. One or more tangible, non-transient, computer-readable media described in item 15 or 16, including: (Item 18) The one or more command signals are associated with making the selected transition point accessible, and are one or more tangible, non-transient, computer-readable media as described in any of items 15-17. (Item 19) The one or more command signals are associated with a request to secure a selected transition point of the plurality of transition points, in one or more tangible non-transient computer-readable media as described in any of items 15-18. (Item 20) A computing system, One or more processors, One or more tangible non-transient computer-readable media, the one or more tangible non-transient computer-readable media storing computer-readable instructions, the computer-readable instructions, when executed by one or more processors, cause the one or more processors to perform an operation, the operation being The acquisition of multimode transport data associated with a multimode transport service, wherein the multimode transport data includes user data indicating multimode routes relating to users of the multimode transport service. The acquisition of facility data associated with an air transport facility, wherein the facility data indicates parameters associated with each of a plurality of transition points in the air transport facility. At least in part, determining one of the plurality of transition points as a selected transition point for the user based on the multimode transport data and the facility data, Communicating one or more command signals associated with controlling the behavior of the selected transition point with respect to the user. including one or more tangible non-transient computer-readable media and A computing system equipped with [the following features]. [Brief explanation of the drawing]

[0011] A detailed discussion of embodiments intended for those skilled in the art is provided herein with reference to the accompanying drawings.

[0012] [Figure 1]Figure 1 depicts a block diagram of an exemplary computing system according to an exemplary embodiment of the present disclosure.

[0013] [Figure 2] Figure 2 illustrates a perspective view of an air transport facility according to an exemplary embodiment of the present disclosure.

[0014] [Figure 3] Figure 3 illustrates a multimode transport service according to an exemplary embodiment of the present disclosure.

[0015] [Figure 4] Figure 4 illustrates elevators in a first air transport facility and a second air transport facility according to exemplary embodiments of the present disclosure.

[0016] [Figure 5] Figure 5 illustrates a block diagram of the transition point components according to an exemplary embodiment of the present disclosure.

[0017] [Figure 6] Figure 6 illustrates a flowchart of a method for selecting transition points at an air transport facility for a user of a multimode transport service, according to an exemplary embodiment of the present disclosure.

[0018] [Figure 7] Figure 7 illustrates a flowchart of a method for selecting a transition point at an air transport facility for a user, according to an exemplary embodiment of the present disclosure.

[0019] [Figure 8] Figure 8 illustrates a flowchart of a method for selecting transition points at an air transport facility for a user of a multimode transport service, according to an exemplary embodiment of the present disclosure.

[0020] [Figure 9]Figure 9 illustrates a flowchart of a method for selecting transition points at an air transport facility for a user of a multimode transport service, according to an exemplary embodiment of the present disclosure.

[0021] [Figure 10] Figure 10 depicts a block diagram of an exemplary computing system according to an exemplary embodiment of the present disclosure. [Modes for carrying out the invention]

[0022] Detailed explanation The exemplary aspects of this disclosure relate to systems and methods for reducing congestion points associated with switching between means of multimode transport services (e.g., land-based transport services and air-based transport services). For example, in a facility, when a user of multimode transport services switches between land-based transport services and air-based transport services (or vice versa), they must utilize one of several transition points in the air transport facility. Transition points may include, for example, one or more entry points (e.g., entrance passages, gates, ramps, etc.), one or more elevators and / or other facility transport mechanisms, or one or more exit points (e.g., exits, etc.), and / or at least one of a combination thereof. In some implementations, transition points may be associated with designated areas / parts of the air transport facility. In embodiment, an elevator may be a transition point. An elevator in an air transport facility may also be a congestion point for users because the elevator may also be used by persons residing or working at the air transport facility. For example, when one or more users of a multimode transport service arrive at an air transport facility to switch between land-based and air-based transport services, all elevators may be occupied. In such cases, one or more users of the multimode transport service may have to wait until one of the elevators becomes available. This delay may represent a congestion point associated with switching between land-based and air-based transport services.

[0023] In another embodiment, at a certain facility, when a user of a multimode transport service switches between air-based and land-based transport services (or vice versa), they must pass through at least one entry or exit point (e.g., a door, corridor, exit, etc.) at the air transport facility. Entry or exit points at air transport facilities can become congestion points for users because users may not realize they are passing through the correct entry or exit point. For example, if a user passes through the wrong entry or exit point, they will waste time and generate unnecessary traffic, both by passing through the entry or exit point initially and by passing through it again to retrace their wrong path. In such cases, the user may also condense space prior to moving towards the entry or exit point while trying to determine which entry or exit point is correct. This delay may represent a congestion point associated with switching between different modes of transport services.

[0024] A service entity can manage and coordinate multiple different types of vehicles to provide multimode transportation services to multiple users. For example, a user may generate a service request for transportation from a place of origin to a place of destination via an application running on a device associated with the user (e.g., a smartphone, tablet, etc.). A computing system associated with the service entity (e.g., cloud-based operational computing) can acquire data indicating the service request. The computing system can generate one or more itineraries (e.g., user itinerary, flight itinerary, etc.) based at least in part on the data indicating the service request to facilitate the transportation of the user from the place of origin to the place of destination. In some implementations, the vehicles used to transport the user according to the itinerary may be provided by a vehicle provider. This could include, for example, an aircraft vehicle provider for aircraft that may be used by the service entity (e.g., its transportation platform) to provide transportation services for at least part of the itinerary.

[0025] A user journey may be a multimode journey that includes at least two types of transport services (e.g., land-based transport and air-based transport). A multimode journey may include at least a first segment and a second segment. The first segment may include land-based transport services to transport the user from a place of origin (e.g., home) to a first air transport facility. The second segment may include air-based transport services to transport the user from the first air transport facility to a second air transport facility.

[0026] In some implementations, the destination location may be a location other than the second air transport facility. In such implementations, the multimode transport journey may include a third segment associated with transporting the user from the second air transport facility to the destination location. For example, the third segment may include land-based transport services (e.g., cars, scooters, trains, ships, etc.). Alternatively, the third segment may include air-based transport services (e.g., commercial passenger aircraft, private jets, etc.).

[0027] An air transport facility may include a rooftop (and / or another portion above ground level) having one or more landing areas for accommodating aircraft vehicles (e.g., vertical takeoff and landing vehicles). Thus, aircraft vehicles associated with air transport services may land on the rooftop of the air transport facility. In some implementations, the air transport facility may be at ground level and / or below ground level.

[0028] An aeronautical facility may include one or more facility transport mechanisms for transporting users within the facility. These facility transport mechanisms may include, for example, elevators (e.g., configured to move up, down, sideways, etc.), escalators, moving walkways, vehicles designated for transport within the facility, and / or other means of transport within the aeronautical facility. The following describes the technology of this disclosure within the context of elevators for illustrative purposes only and is not intended to be limiting. The technology described herein may also utilize, or be used in conjunction with, other types of facility transport mechanisms.

[0029] An aeronautical facility may include multiple transition points. A transition point may be an area, passageway, or section of an aeronautical transport facility associated with a user transitioning from one mode of transport to another. For example, a transition point may include multiple approach points. Approach points may include passageways, gates, entrances, check-in stations, etc., for entering the aeronautical facility (e.g., after arriving in a land-based vehicle). Approach points may be located in various places within and around the aeronautical facility (e.g., a southwest entrance, a northeast entrance, etc.). Additionally, or alternatively, a transition point may include multiple exit points (e.g., a southwest exit, a northeast exit, etc.). Exit points may include passageways, exits, etc., for leaving the aeronautical facility (e.g., to board a land-based vehicle after riding in an aeronautical vehicle). Exit points may be located in various places within and around the aeronautical facility. Additionally, or alternatively, a transition point may include multiple facility transport mechanisms (e.g., multiple elevators, etc.). In some implementations, the entry point may include and / or be associated with a facility transport mechanism (e.g., an elevator to reach the roof of an aviation facility). In some implementations, the exit point may include and / or be associated with a facility transport mechanism (e.g., an elevator to reach the roof of an aviation facility).

[0030] As an example, multiple elevators in an air transport facility can transport one or more users of a multimode transport service to the rooftop (and / or other parts) of the air transport facility. In some implementations, multiple elevators in an air transport facility may include a first group or bank of elevators and a second group or bank of elevators. For example, each elevator in the first group of elevators may be smaller in size than each elevator in the second group of elevators. In another implementation, each elevator in the first elevator bank may have a different load capacity than each elevator in the second elevator bank. In yet another implementation, each elevator in the first elevator bank may have a different maximum speed than each elevator in the second elevator bank. In some implementations, multiple elevators may be distributed at / behind entry or exit points associated with several aspects of the next multimode transport section. For example, elevators may be allocated based on a determined air transport gate so that a particular elevator transports a user to a desired location relative to a particular air vehicle. For example, specific aircraft can be grouped by gates associated with a gate classification system (e.g., destination region, aircraft size, distance traveled, etc.).

[0031] The exemplary aspects of this disclosure relate to computing systems. A computing system may be configured to acquire multimode transport data associated with a multimode transport service. The multimode transport data may include user data indicating multimode transport routes for users of the multimode transport service. For example, user data may include data indicating estimated effective load weight associated with a user, data indicating multimode transport routes associated with a user (e.g., indicating a first segment of the multimode transport route and the means of land-based transport service associated with it), data indicating routes / route types associated with the user's multimode transport route (e.g., first segment route, second segment route, third segment route, etc.), historical data associated with a user, historical data associated with air facilities, and timing data (e.g., estimated time of arrival, etc.).

[0032] User data indicating the estimated effective load weight associated with a user can be provided as part of a check-in process that takes place when a user switches from a land-based transport service (e.g., the first leg) to an air-based transport service (e.g., the second leg). In some implementations, the user can provide the estimated effective load weight via an application running on a device associated with the user (e.g., a smartphone, laptop, tablet, etc.). In alternative implementations, the user can provide the estimated effective load weight via one or more input devices (e.g., a touchscreen, etc.) associated with a check-in station at an air transport facility.

[0033] In some implementations, the check-in station may be located on the ground floor of the air transport facility. In such implementations, the actual weight of the effective load may be determined at the check-in station. For example, the check-in station may include one or more weighing devices (e.g., a bathroom scale) configured to determine the actual weight of the effective load associated with the user (e.g., the user's weight and / or the weight of the user's luggage / baggage, etc.).

[0034] In some implementations, the check-in station may be located on an intermediate floor, situated between the ground floor of the air transport facility and the rooftop (and / or another portion above or below ground level) of the air transport facility. In such implementations, the elevator in the air transport facility may include one or more weight sensors (e.g., load cells). One or more weight sensors may be configured to acquire data indicating the actual weight of the effective load associated with the user. This eliminates a potential point of congestion in the check-in process, as the actual weight of the effective load associated with the user does not need to be acquired as part of the check-in process at the check-in station. Thus, the amount of time spent by the user at the check-in station can be reduced. A computing system can be configured to retrieve facility data associated with an air transport facility. For example, facility data may indicate one or more parameters associated with at least some of a plurality of transition points in an air transport facility. The parameters may indicate, for example, (i) at least one location among the plurality of transition points (e.g., proximity to a location for a subsequent transport section, such as a pickup area for an assigned land transport vehicle, a boarding area for an assigned air vehicle, etc.), (ii) the size of each of the plurality of transition points, (iii) the capacity for each of the plurality of transition points (e.g., weight, processing capacity, etc.), (iv) the maximum speed for each of the plurality of transition points, and / or other parameters. For example, facility data may indicate one or more elevator parameters associated with each of a plurality of elevators in an air transport facility. In some implementations, one or more elevator parameters may include at least one of the following: the size of each of the plurality of elevators in an air transport facility, the load capacity of each of the plurality of elevators (e.g., weight capacity), or the maximum speed of each of the plurality of elevators. Alternatively, or in addition, one or more elevator parameters may include the amount of time remaining before each of the elevators undergoes a scheduled maintenance event. In some implementations, one or more elevator parameters may include whether the corresponding elevators in the group include at least one of the following: a weight sensor (e.g., a load cell) or a display device.

[0035] The computing system can be configured, at least in part, to determine one of several transition points as a selected transition point for the user, based on multimode transport data and facility data. Furthermore, the computing system can be configured to communicate one or more control signals associated with controlling the behavior of the selected transition point.

[0036] In some implementations, the computing system can select transition points based, at least partially, on positioning the user in a more convenient location based on the next transport segment. For example, a transition point through which the user can board the aircraft / land vehicle, or to a more convenient location for boarding that aircraft / land vehicle (e.g., an approach / exit point, etc.). In another embodiment, a transition point through which the user can obtain transport to the aircraft / land vehicle, or to a more convenient location for that aircraft / land vehicle. In an embodiment, the computing system may determine a particular exit point from the landing area of ​​an aircraft facility (e.g., a northeast exit, etc.) as the selected transition point for the user, rather than other exit points (e.g., a northwest exit, a southwest exit, etc.), because that particular exit point can be more conveniently located with respect to the user's next mode of transport (e.g., a land-based vehicle picking up the user for the third segment of a multimode transport service).

[0037] In some implementations, the computing system can determine multiple transition points as selected transition points, at least partially, based on parameters and / or multimode transport data. For example, the computing system can determine a first selected transition point that can lead the user to a second selected transition point. The first selected transition point may be an exit point, such as a door or corridor, that can lead the user to a second selected transition point, such as an elevator. The computing system may make such a decision based on the effective load associated with the user. For example, the data may indicate that the user is moving with an effective load exceeding a certain threshold weight, and therefore it may be preferable to use an elevator.

[0038] In some implementations, the computing system can be configured to queue, or pre-queued, one of several transition points (e.g., elevators, etc.) as the selected transition point (e.g., elevators, etc.) based at least in part on the estimated effective load associated with the user. Furthermore, the computing system can be configured to refine its selection of one of the transition points as the selected transition point based at least in part on the actual effective load associated with the user. For example, the computing system may determine a first elevator of several elevators as the selected elevator based at least in part on the estimated effective load of the user. The computing system may then determine a second elevator of several elevators as the selected elevator for the user, based at least in part on the actual effective load associated with the user. The computing system can be configured to change the selected elevator from the first elevator to the second elevator based at least in part on the discrepancy between the estimated effective load associated with the user and the actual effective load associated with the user.

[0039] In some implementations, the computing system can select transition points based, at least partially, on the means of transport indicated in user data representing a multimode transport journey for the user. For example, if the user selects a first means of transport (e.g., scooter, bicycle, etc.) representing a land-based vehicle lacking space for luggage (e.g., trunk), the computing system can be configured to select an approach point from among several elevators at an air transport facility that is smaller and / or generally suitable for a user with less luggage. Conversely, if the user selects a second means of transport (e.g., autonomous vehicle, human-operated vehicle) representing a land-based vehicle with space for luggage, the computing system can be configured to select an approach point from among several elevators at an air transport facility that is larger and / or generally suitable for a user with larger or more luggage. In addition, or alternatively, the exit point at the destination air transport facility can be selected, at least partially, based on the type of transport used in the previous transport segment. This might be, for example, an exit point associated with a stairwell rather than an elevator for a user presumed to have less luggage.

[0040] In some implementations, the computing system can select transition points based, at least partially, on user data indicating the type of route (e.g., associated with a second segment of a multimode transport journey). For example, if the route associated with a second segment of a multimode transport journey is of a first type (e.g., entertainment) that will not require luggage, the computing system can be configured to select a smaller elevator from among several elevators. Conversely, if the route associated with a second segment of a multimode transport journey is of a second type (e.g., travel to an airport) that will require luggage, unlike the first type (e.g., entertainment), the computing system can be configured to select a larger elevator and / or its associated entry / exit point from among several elevators.

[0041] In some implementations, the computing system can select transition points based at least partially on user data indicating whether the user is able-bodied (e.g., whether the user uses a wheelchair, scooter, or otherwise requires mobility assistance). Such decisions can be based at least partially on information voluntarily entered by the user into the user profile, which may be shown, for example, in multimode transport data. For example, when the computing system determines that the user is not able-bodied, the computing system can be configured to select a suitable elevator from among several elevators (e.g., an elevator with a wider entrance, a larger elevator, etc.), regardless of alternative user data indicating the user's effective load or lack thereof. In another embodiment, when the computing system determines that the user is not able-bodied, the computing system can be configured to select an entry or exit point, such as an entrance or exit (e.g., a wide door frame to accommodate a wheelchair, a ramp exit, etc.), that is suitable for the user's abilities from among several entry or exit points.

[0042] In some implementations, multimode transport data may include historical data associated with users of the multimode transport service. For example, historical data may indicate the weight of luggage carried by the user on previous flights. In some implementations, the computing system may be configured, at least partially, to determine one of several transition points as a selected transition point for the user based on the historical data. For example, if historical data indicates that the user typically (e.g., in most cases) carries luggage, the computing system may be configured to select a larger elevator (and / or associated approach / exit point) from among several elevators (and / or approach / exit points) at the air transport facility. Thus, the larger elevator can accommodate both the user and any luggage the user may carry onto the aircraft. Conversely, if historical data indicates that the user typically does not carry luggage, the computing system may be configured to select a smaller elevator from among several elevators at the air transport facility.

[0043] In some implementations, user data indicating a multimode transport journey may include data indicating the estimated time of arrival for the user at an air transport facility. In such implementations, the computing system can be configured to select one of the transition points that is available at the estimated time of arrival. In this way, potential congestion points associated with users switching between ground-based and air-based transport services (or vice versa), such as elevators, entry / exit points, etc., that are not available when the user arrives at an air transport facility, can be avoided.

[0044] In some implementations, user data indicating a multimode transport journey may include an estimated time of arrival for the user at the destination location. For example, the destination location could be an airport, and the estimated time of arrival could correspond to the boarding time associated with a flight departing from the airport. When a user is delayed, the computing system can prioritize that user over other users of multimode transport services who require a transition point at an air transport facility, so that the delayed user does not have to wait at the transition point at the air transport facility. In this way, the computing system can reduce or eliminate congestion points associated with users switching between ground-based and air-based transport services (or vice versa) to avoid disrupting the user's estimated time of arrival (e.g., boarding time) at the destination location (e.g., an airport).

[0045] In some implementations, multimode transport data may include historical data associated with air transport facilities. For example, historical data may show demand for transition point usage (e.g., elevator travel, user traffic associated with entry / exit points, etc.) at air transport facilities over a given period (e.g., days, weeks, months, years, etc.). In some implementations, historical data showing demand for transition point usage may include a breakdown of the total number of users of multimode transport services and the total number of non-users of multimode transport services using a particular transition point (e.g., persons residing or working at the air transport facility, etc.). In such implementations, the computing system may be configured, at least in part, to reserve, secure, etc., time at air transport facilities based on historical demand for transition point usage associated with users of multimode transport services.

[0046] In some implementations, one or more command signals communicated by a computing system may be associated with reserving transition points at an air transport facility to meet the demand for transition points associated with users of a multimode transport service. This can be done, for example, when the entity coordinating / managing the multimode transport service also owns / controls the air transport facility. For example, one or more command signals may be communicated to an elevator reservation system relating to the air transport facility. The elevator reservation system may be configured to reserve sufficient elevator time to meet the demand for elevator travel associated with users of the multimode transport service. In some implementations, the remaining elevator time at the air transport facility may be available for reservation by persons residing or working at the air transport facility and / or another entity potentially providing transport services at the air transport facility. In another embodiment, a particular entry point may be reserved to accommodate a large number of users arriving at the air transport facility, and / or a particular exit point may be reserved to accommodate a large number of users leaving the air transport facility.

[0047] In some implementations, one or more command signals communicated by a computing system can be associated with a request to secure a transition point at an air transport facility to meet the demand for transition points associated with users of a multimode transport service. This can be done, for example, when the entity that owns / controls the air transport facility is different from the entity that coordinates the multimode transport service. In one example, if the entity that owns / controls the air transport facility is unable to meet the demand for elevator travel involving users of a multimode transport service, the entity providing the multimode transport service can reduce its capacity in air transport and increase its capacity at a nearby air transport facility.

[0048] In some implementations, the computing system can be configured to determine whether the user is at a selected transition point. For example, the computing system can obtain location data (e.g., Global Positioning System data) from a user device associated with the user (e.g., a smartphone, tablet, etc.). When the location data indicates that the user is at an incorrect transition point in an air transport facility (i.e., not a selected transition point for the user), the computing system can provide one or more notifications to the user device. For example, one or more notifications may inform the user that they are at an incorrect exit point, and in some implementations, may provide directions to the selected exit point for the user. Furthermore, in some implementations, the computing system can provide one or more notifications to a display device (e.g., a display screen, etc.) indicating one or more incorrect transition points where the user is currently located. Alternatively, or in addition, the computing system may provide one or more command signals, where applicable, associated with holding the selected transition point for the user (e.g., an elevator, an exit, etc.) because the user is in proximity to a selected transition point (e.g., in an air transport facility, etc.).

[0049] In some implementations, the computing system can be configured to communicate information associated with a multimode transport service to a user device associated with the user (e.g., a smartphone, tablet, etc.). For example, the information can be associated with a multimode transport service and provided to the user device based at least partially on the user's location. For example, when location data about the user device (e.g., GPS data) indicates that the user has arrived at a first air transport facility, the computing system can communicate information showing a map of the first air transport facility to the user device. More specifically, the information could indicate the location of a transition point located on the first floor of the air transport facility.

[0050] When location data associated with a user device indicates that the user is within and / or near a transition point, the computing system may, in some implementations, provide the user device with information showing a map of the rooftop (and / or another ground level, or part above or below the ground) of a first air transport facility. In this way, the user can become familiar with the layout of the rooftop before exiting the transition point (e.g., an elevator). Furthermore, when location data associated with a user device indicates that the user is departing from a first air transport facility, the computing system may communicate information showing the layout of a second air transport facility. In this way, the user can become familiar with the layout of a second air transport facility before disembarking from an aircraft.

[0051] When location data associated with a user device indicates that the user is within a transition point at a second air transport facility, the computing system may, in some implementations, be configured to communicate information associated with a third segment of the multimode transport journey for the user. For example, the information may include details about a land-based transport service associated with the third segment of the multimode transport journey for the user (e.g., driver's name, vehicle manufacturer, vehicle model, license plate number, etc.). The selected transition point may be one that allows the user to most easily access the area to transition to a land-based transport service.

[0052] In some implementations, the computing system can provide information to the user via one or more display devices associated with selected transition points (e.g., elevators, entry / exit points). This information can be associated with the multimode transport service. For example, the information could include frequently asked questions related to the multimode transport service. Thus, information displayed on one or more display devices can enhance the user experience of the multimode transport service.

[0053] In some implementations, information displayed on a display device at one or more of the selected transition points (e.g., elevators, entrances, check-in stations, etc.) may include a map of the rooftop of the first air transport facility. In this way, the user can become familiar with the layout of the rooftop (e.g., landing area) prior to arriving on the rooftop. Alternatively, or in addition, the information may include a map of the rooftop of the second air transport facility. In this way, the user can become familiar with the layout of the rooftop of the second air transport facility before the aircraft lands on its rooftop.

[0054] In some implementations, a computing system may be configured to communicate one or more control signals associated with controlling the operation of a lighting system associated with a selected transition point related to a user (e.g., an elevator). For example, if the roof of a first air transport facility is brightly lit, one or more control signals may be associated with brightening the interior lighting related to a selected elevator. For example, the lighting in the selected elevator may be brightened to a brightness determined based on the brightness of the roof when the user enters the selected elevator. Alternatively, the lighting in the selected elevator may start at a dimmer interior lighting level and be progressively brightened after the user enters the selected elevator (e.g., throughout the entire time the user is in the selected elevator) so that the interior lighting level reaches a brightness determined based on the brightness of the roof prior to the user exiting the selected elevator. Specifically, when the user enters the selected elevator, the interior lighting related to the selected elevator may start at a brightness level determined based on the brightness of the selected elevator. In another embodiment, if the roof of the first air transport facility is dimly lit, one or more control signals can be associated with dimming the interior lighting for a selected elevator. For example, the lighting in a selected elevator may be dimmed to a brightness determined based on the brightness of the roof when a user enters the selected elevator. Alternatively, the lighting in a selected elevator may start at a brighter interior lighting level and be progressively dimmed after a user enters the selected elevator (for example, throughout the entire time the user is in the selected elevator) so that the interior lighting level reaches a brightness determined based on the brightness of the roof prior to the user exiting the selected elevator. Specifically, when a user enters a selected elevator, the interior lighting for the selected elevator may start at a brightness level determined based on the brightness of the selected elevator.Thus, the user's eyes can become accustomed to the interior lighting while riding the selected elevator, and therefore less likely to be affected by the rooftop lighting. If the interior of the selected elevator is illuminated at a substantially different level than the rooftop, the user's eyes will need time to adapt to the mismatch between the intensity (e.g., brightness) of the interior lighting of the selected elevator and the exterior lighting of the rooftop, and the user may be slower to exit the selected elevator on the rooftop. In this way, adjusting the brightness of the interior lighting of the selected elevator based on the brightness of the exterior lighting of the rooftop can improve the user experience and reduce or eliminate delays (e.g., congestion points) associated with exiting the elevator on the rooftop of the first air transport facility to board an aircraft.

[0055] In another embodiment, the computing system may be configured to communicate one or more control signals associated with controlling the lighting conditions of one or more light sources associated with a transition point. For example, the computing system may transmit one or more control signals to activate lighting elements, cause lighting elements to emit color / frequency / other properties, cause signs, etc. to emit light, indicate a selected transition point (e.g., check-in station, exit, etc.), and / or indicate a path to it.

[0056] In some implementations, a computing system can communicate control signals regarding multiple transition points based on multiple users. This may include indicating a first transition point (and / or a path to it) for a first user and a second transition point (and / or a path to it) for a second user. For example, a first user device of a first user may receive a notification indicating that the first user should use a first exit point (e.g., the northwest exit) which will be indicated by a first color (e.g., blue). The computing system may communicate a control signal causing a light source associated with the first exit point to emit light of the first color. This can indicate the location of the first exit point to the user and / or indicate a first-color-illuminated path that the first user should follow to the first exit point. A second user device of a second user may receive a notification indicating that the second user should use a second exit point (e.g., the southeast exit) which will be indicated by a second color (e.g., red). The computing system can communicate a control signal that causes a light source associated with a second exit point to emit light of a second color. This can indicate the location of the second exit point to the user and / or show the second-colored illuminated path that the second user should follow to the first exit point. Thus, the computing system can show multiple users their individual transition points and increase the efficiency of multiple users traveling through an air transport facility simultaneously.

[0057] In some implementations, the computing system may be configured to communicate information for display on a display device at one or more transition points (e.g., elevators) located within and / or near a second air transport facility where the user is located. For example, if a multimode transport journey includes a third segment associated with transporting the user from a second air transport facility to a destination, the computing system may be configured to communicate information associated with the third segment. When the third segment includes a land-based transport service with a first means of transport (e.g., scooter, bicycle), the information may include a map of bicycle / scooter stations closest to the second air transport facility. Conversely, when the third segment includes a land-based transport service with a second means of transport different from the first means of transport (e.g., autonomous vehicle, human-operated vehicle), the information may include information associated with the second means of transport (e.g., license plate, vehicle manufacturer, vehicle model). Furthermore, in implementations where the land-based vehicle is operated by a human driver, the information may include the human driver's name. The transition point can be selected to be conveniently located for the user to transition to a vehicle for the third segment of the multimode transport journey.

[0058] In some implementations, the third segment may include air-based transportation services such as commercial flights. In such implementations, the information may include details associated with the commercial flight (e.g., boarding time, departure time, gate number, etc.). In addition, in some implementations, the information may include details associated with the airport from which the commercial flight departs (e.g., security waiting time, etc.).

[0059] The exemplary aspects of this disclosure can provide several improvements to computing techniques. For example, the computing system of this disclosure reduces congestion points associated with switching means of multimode transport services. For example, the computing system can acquire multimode transport data indicating a multimode transport route for a user requesting multimode transport services. Furthermore, the computing system can acquire facility data relating to air transport facilities associated with multimode transport services. The facility data may indicate parameters associated with multiple transition points at air transport facilities. The computing system can be configured, at least in part, to determine one of multiple transition points as a selected transition point for a user based on the multimode transport data and facility data. In this way, a transition that reduces congestion points (e.g., time delays, etc.) associated with switching means of multimode transport services can be selected. For example, when multimode transport data indicates that a user is carrying luggage when boarding an air vehicle, the computing system can be configured to determine a larger transition point (e.g., an elevator, etc.) from multiple transition points as a selected transition point for the user. Therefore, situations can be avoided in which the user and their luggage pass through separate transition points at air transport facilities, thereby increasing the chances of the luggage being separated from the user while the means of multi-mode transport service are being switched.

[0060] In addition, the computing system can be configured to provide information for display on one or more displays, associated with selected transition points (e.g., elevators, other facility transport mechanisms, entry / exit points, etc.), in order to improve the user experience of the multimode transport service. For example, the information may include a map of the rooftop of the departure air transport facility if the user has not previously used the multimode transport service. In this way, the user can become familiar with the rooftop layout and, as a result, be informed about where they need to go on the rooftop to board the aircraft. In addition, the information may include a map of the rooftop of the destination air transport facility. In this way, the user can become familiar with the rooftop layout before the aircraft lands at the destination facility and, as a result, will be less likely to waste time searching for the transition points to use at the destination air transport facility.

[0061] Referring here to the figures, Figure 1 depicts a block diagram of a computing system 100 according to an exemplary embodiment of the present disclosure. The computing system 100 may include a cloud services computing system 102 that can operate to control, route, monitor, and / or communicate with an aircraft (e.g., a VTOL aircraft). These operations may be performed as part of a multimode transport service for passengers, including, for example, travel by land vehicles and travel by aircraft (e.g., a VTOL aircraft).

[0062] The cloud service computing system 102 can be communicatively connected via network 180 to one or more passenger computing devices 140, one or more service provider computing devices 150 relating to a first means of transport, one or more service provider computing devices 160 relating to a second means of transport, one or more service provider computing devices 170 relating to an Nth means of transport, one or more infrastructure operation computing devices 190, and one or more vehicle provider computing devices 195. In addition, the cloud service computing system 102 can be communicatively connected via network 180 to one or more aviation computing devices 142 and / or one or more facility computing devices 152. In some implementations, one or more facility computing devices 152 can store facility data 155 and / or be associated with it otherwise.

[0063] Computing devices 140, 142, 150, 152, 160, 170, 190, and 195 can each include any type of computing device, such as a smartphone, tablet, handheld computing device, wearable computing device, embedded computing device, navigation computing device, vehicle computing device, desktop, laptop, or server computing system. A computing device can be associated with a computing system. A computing device can include one or more processors and memory (similar to what would be discussed with reference to, for example, processor 112 and memory 114). A service provider device is shown with respect to N different means of transport, but any number of different means of transport can be used, including, for example, fewer than three illustrated means (for example, one or more means may be used).

[0064] The cloud service computing system 102 includes one or more processors 112 and memory 114. The one or more processors 112 may be any suitable processing device (e.g., processor core, microprocessor, ASIC, FPGA, controller, microcontroller, etc.) and may be one processor or multiple operationally connected processors. The memory 114 may include one or more non-transient computer-readable storage media such as RAM, ROM, EEPROM, EPROM, one or more memory devices, flash memory devices, etc., and combinations thereof.

[0065] Memory 114 can store information that can be accessed by one or more processors 112. For example, memory 114 (e.g., one or more non-transient computer-readable storage media, memory devices) can store data 116 that can be retrieved, received, accessed, written, manipulated, created, and / or stored. In some implementations, a cloud service computing system 102 can retrieve data from one or more memory devices located remotely from the cloud service computing system 102.

[0066] Memory 114 can also store computer-readable instructions 118, which can be executed by one or more processors 112. These computer-readable instructions 118 may be software written in any preferred programming language, or they may be implemented in hardware. In addition, or alternatively, the computer-readable instructions 118 may be executed logically and / or virtually in separate threads on one or more processors 112. For example, memory 114 can store computer-readable instructions 118, which, when executed by one or more processors 112, cause one or more processors 112 to perform any of the operations and / or functions described herein.

[0067] The cloud service computing system 102 may be, for example, an operational computing system associated with a service entity. The cloud service computing system 102 may be configured to manage, coordinate, and dynamically adjust multimode transportation services through the service entity's transportation platform. The service entity may include, for example, a transportation network provider. The transportation network provider may be an entity that coordinates, manages, and so on transportation services, including air and / or other types of vehicles. The transportation network provider may be associated with one or more transportation platforms. The transportation platform may be used to provide transportation services via one or more available vehicles, online, etc. In some implementations, the service entity may be a vehicle provider, as further described herein. Vehicles used to provide transportation services may be owned, operated, leased, etc. by the service entity (e.g., the transportation network provider). In addition, or alternatively, one or more of the vehicles used to provide transportation services may be owned, operated, leased, etc. by an entity other than the service entity (e.g., a third-party vehicle provider).

[0068] The cloud service computing system 102 may include several different systems, such as a world state system 126, a forecasting system 128, an optimization / planning system 130, and a matching and execution system 132. The matching and execution system 132 may include different matching systems 134 for each mode of transport and a monitoring and mitigation system 136. Systems 126-136 can each be implemented in software, firmware, and / or hardware, including, for example, as software that, when executed by a processor 112, causes the cloud service computing system 102 to perform a desired operation. Systems 126-136 can cooperate and operate with each other (including, for example, supplying each other with information).

[0069] The world state system 126 can operate to maintain data that describes the current state of the world. For example, the world state system 126 can generate, collect, and / or maintain data that describes predicted passenger demand, predicted service provider supply, predicted weather conditions, planned itineraries, given transport plans (e.g., flight plans) and allocations, current requests, current ground transport service providers, current transport node operational status (e.g., including recharging or refueling capacity), current aircraft status (e.g., including current fuel or battery levels), current aircraft pilot status, current flight status and trajectory, current airspace information, current weather conditions, current communication system behavior / protocols, and / or equivalent. The world state system 126 can obtain such world state information through communication with some or all of the computing devices 140, 142, 150, 152, 160, 170, 190, and 195.

[0070] For example, the passenger computing device 140 can provide current information about passengers. The passenger computing device 140 may include, for example, one or more user devices associated with passengers of one or more service providers. The passenger computing device 140 can monitor the progress of individual passengers and provide current information about passengers to the world state system 126. Computing devices 142, 150, 160, 170, and 195 can provide current information about service providers and / or aircraft used by service providers. The infrastructure and operations computing device 190 can provide current information about the status of infrastructure and associated operations / management.

[0071] In addition, or alternatively, the facility computing device 152 can provide current information about air transport facilities (e.g., facility data 155). The facility computing device 152 can be associated with air transport facilities, for example. The facility computing device 152 can monitor current information about air transport facilities and provide this current information to the world state system 126. In some implementations, the facility computing device 152 can be contained within the cloud service computing system 102, and / or one or more functions / systems of the cloud service computing system 102 can be contained within the facility computing device 152.

[0072] The forecasting system 128 can generate forecasts over time of the demand and supply of transportation services in or between various locations. The forecasting system 128 can also generate or supply weather forecasts. Forecasts made by system 128 can be generated based on historical data and / or through supply and demand modeling. In some cases, the forecasting system 128 may be referred to as an RMR system, where RMR stands for "Route Assignment, Matching, and Recharge." An RMR system may be capable of simulating the daily behavior of activity across multiple rideshare networks.

[0073] The optimization / planning system 130 can generate transportation plans for various transportation assets and / or itineraries for passengers. For example, the optimization / planning system 130 can implement a flight plan. In another embodiment, the optimization / planning system 130 can plan or manage / optimize itineraries, which include interactions between passengers and service providers across multiple modes of transportation.

[0074] The matching and fulfillment system 132 can match passengers with service providers for each different mode of transport. For example, each individual matching system 134 can communicate with the corresponding service provider computing devices 150, 160, 170 via one or more APIs or connections. Each matching system 134 can communicate the trajectory and / or assignment to the corresponding service provider. Thus, the matching and fulfillment system 132 can perform or handle assignments such as ground transport, flight trajectory, takeoff / landing, etc.

[0075] For example, one or more aeronautical computing devices 142 may include service provider computing devices 150, 160, 170 associated with the aircraft. Aeronautical computing devices 142 may include, for example, user computing devices associated with the aircraft's pilot, vehicle computing devices associated with the aircraft, and so on. For example, an aircraft may include an autonomous aircraft with a vehicle computing system (e.g., aeronautical computing device 142) configured to facilitate the aircraft's movement.

[0076] The monitoring and mitigation system 136 can monitor the user's journey and implement mitigation measures when the journey is experiencing significant delays (e.g., one of the segments fails). Thus, the monitoring and mitigation system 136 can perform situational awareness, advice, adjustment, and equivalent actions. The monitoring and mitigation system 136 can trigger alerts and actions transmitted to computing devices 140, 142, 150, 152, 160, 170, 190, and 195. For example, passengers, service providers, aircraft, and / or operational personnel can be alerted when a transport plan is modified and provided with an updated plan / set of actions. Thus, the monitoring and mitigation system 136 can have additional control over the movement of aircraft, ground vehicles, pilots, and passengers.

[0077] In some implementations, the cloud service computing system 102 may also store or include one or more machine learning models. For example, the models may be various machine learning models such as support vector machines, neural networks (e.g., deep neural networks), decision tree-based models (e.g., random forests), or other multilayer nonlinear models, or may include them in other ways. Exemplary neural networks include feedforward neural networks, recurrent neural networks (e.g., long-short-term memory recurrent neural networks), convolutional neural networks, or other forms of neural networks.

[0078] In some cases, service provider computing devices 150, 160, and 170 can be associated with autonomous vehicles (e.g., autonomous VTOL aircraft). Thus, service provider computing devices 150, 160, and 170 can provide communication between the cloud service computing system 102 and the autonomous stack of the autonomous vehicle, which autonomously controls the motion of the autonomous vehicle.

[0079] The infrastructure and operational computing devices 190 may be any form of computing device used by or by the infrastructure or operational personnel, including, for example, devices configured to perform passenger security checks, baggage check-in / check-out, recharging / refueling, safety briefings, vehicle check-in / check-out, and / or equivalent.

[0080] In some implementations, the computing system 100 may include one or more vehicle provider computing devices 195. A vehicle provider computing device 195 may be associated with one or more vehicle providers. A vehicle provider may be an entity (e.g., a party entity, a third-party entity, etc.) that operates, owns, leases, controls, manufactures, etc., one or more vehicles. For example, a vehicle provider may include one or more aircraft operators, vendors, suppliers, manufacturers, etc. Each vehicle provider may be associated with an individual vehicle provider computing device 195. A vehicle provider computing device 195 may be configured to manage the vehicles associated with that vehicle provider. This may include, for example, route management, acceptance / denial of transport services, candidate vehicle proposal, maintenance management, online / offline status control, etc. A vehicle provider computing device 195 may communicate directly and / or indirectly with the cloud service computing system 102. Vehicles associated with a vehicle provider can communicate directly with the cloud service computing system 102 and / or indirectly via the vehicle provider computing device 195 (for example, acting as an intermediary).

[0081] A vehicle provider's vehicles available for transport services may include one or more types of vehicles. For example, a vehicle provider may include multiple aerial vehicle providers, each of which may offer different types of aircraft (e.g., VTOL, helicopters, etc.) and / or different models of aircraft. In some implementations, a vehicle provider may offer one or more types, versions, models, etc. of aircraft available for the cloud service computing system 102 and / or service entities. Different types of aircraft may include different shapes, sizes, capacities, capabilities, parameters, autonomy capabilities (e.g., autonomous, semi-autonomous, manual, etc.), landing gear, hardware, etc. The following description of a vehicle provider as an aerial vehicle provider is provided for illustrative purposes only and is not intended to be limiting. For example, a vehicle provider may include providers of other types of vehicles, such as land-based vehicles (e.g., cars, bicycles, scooters, etc.) and / or other modes of transport.

[0082] The cloud service computing system 102 and the vehicle provider computing device 195 can communicate information to each other. The vehicle provider computing device 195 can communicate various types of information to the cloud service computing system 102. For example, the vehicle provider computing device 195 can provide data indicating status information (e.g., online / offline status, mobile status, vehicle availability for transport services, etc.), acceptance and / or rejection of services (e.g., air transport services, etc.), maintenance information, vehicle parameters (e.g., weight capacity, noise signature, number of seats, set configuration, flight time, charging / refueling parameters, hardware, temperature control parameters, operating limits, etc.), flight schedules, candidate vehicles, locations, and any updates to such information. The cloud service computing system 102 can communicate various types of information to the vehicle provider computing device 195. For example, the cloud service computing system 102 can provide data indicating transportation services (e.g., required services, specific vehicle requests, etc.), vehicle routes, status information (e.g., services in progress, etc.), vehicle parameter updates, effective load, location, user / passenger information (e.g., anonymized and securely protected, etc.), air traffic information, environmental data (e.g., expected wind speed, weather information, etc.), and / or other types of information.

[0083] A service entity associated with the cloud service computing system 102 can utilize vehicles associated with various stakeholders. In some implementations, a service entity may also be a vehicle provider (e.g., a stakeholder entity). For example, a service entity may utilize vehicles in its fleet (e.g., land-based vehicles, aircraft, etc.) that are online with a transport platform, etc. In addition, or alternatively, a service entity may utilize vehicles provided by a vehicle provider from a vehicle provider's fleet. A fleet may include one or more vehicles. A vehicle provider may make one or more vehicles in its fleet available to the cloud service computing system 102. For example, a vehicle provider computing device 195 and / or a vehicle's service provider computing device may log in to the transport platform, provide data indicating that a vehicle is available, facilitate the vehicle's active engagement with the transport platform, and / or otherwise inform the service entity of the vehicle's availability. In some implementations, the vehicle provider computing device 195 may provide data indicating vehicles that are not online with the service entity but may or could become available.

[0084] The vehicles to be used for a particular multimode transport service can be determined in various ways. The cloud service computing system 102 (and associated service entities) may have varying levels of control over the vehicles that perform the service. For example, a vehicle provider may make one or more vehicles available to the service entity. The service entity may be able to determine which vehicles should perform which segments of the transport without input from the vehicle provider. Thus, the service entity may have complete control over the platform and online vehicles.

[0085] In some implementations, a service entity may determine the transportation service assignment for its vehicles, while a vehicle provider may determine the transportation service assignment for its vehicles (e.g., accept, reject). For example, the cloud service computing system 102 may provide one or more vehicle provider computing devices 195 with data indicating flight segments, itineraries, etc. The data may indicate a request for a specific vehicle or any available vehicle within the vehicle provider's available fleet to perform a transportation service (e.g., air transport between two vertiports). In some implementations, the data may include certain parameters (e.g., weight capacity, number of seats, noise parameters, etc.) required and / or preferred by the service entity, user, etc. The vehicle provider computing device 195 can process this data and determine whether the specifically requested vehicle and / or another vehicle associated with the vehicle provider will provide the requested service (e.g., perform a flight on the second segment of a multi-model transportation service). The vehicle provider computing device 195 may communicate data indicating acceptance or rejection to the cloud service system 102. In some implementations, data indicating the requested transport service can be communicated to service provider computing devices 150, 160, 160 associated with vehicles (e.g., aircraft, etc.) in the vehicle provider's fleet, and the service provider can accept or reject the service (e.g., air transport, etc.).

[0086] In some implementations, one or more vehicle provider computing devices 195 can communicate data indicating multiple candidate vehicles capable of providing the requested service (e.g., providing air transport services for a given flight segment). The cloud service computing system 102 can select from the multiple candidate vehicles and communicate data indicating the selected candidate vehicle to the vehicle provider computing device 195.

[0087] In some implementations, the service entity may be an air vehicle provider and can coordinate with one or more land-based vehicle providers to generate a multimode journey. For example, a user may request transportation via a software application running on a user device. The software application can be associated with the service entity (e.g., an air vehicle provider). The cloud service computing system 102 can then communicate with one or more land-based vehicle providers to determine which land-based vehicles may be available (and / or willing to be available) for transportation on one or more segments of a multimode journey (e.g., a first segment to a first air transport facility, a third segment from a second transport facility, etc.). Thus, the service entity may construct a multimode journey in an inside-out manner, starting from an intermediate segment (e.g., an air segment).

[0088] The cloud service computing system 102 can determine which vehicles should perform which transport segments on an on-demand basis, or at least partially on a schedule basis. For example, the cloud service computing system 102 can initially generate a flight itinerary in response to receiving a first request. In some implementations, the cloud service computing system 102 has a predetermined flight schedule and can offer air transport (e.g., for multi-mode transport services, etc.) if the user's time constraints and location can be met by the predetermined flight schedule.

[0089] In some implementations, the vehicle provider may provide initial input regarding vehicle scheduling. For example, the vehicle provider computing device 195 may communicate data indicating flight schedules for one or more aircraft between various air facilities (e.g., Vertiport). The vehicle provider computing device 195 may communicate initial seat availability and updates throughout the entire operating period (e.g., throughout the entire day) to the cloud service computing system 102. The cloud service computing system 102 can use this flight schedule to determine vehicles for itineraries and / or transport services for users. For example, the cloud service computing system 102 can use the flight schedule to determine whether to offer multimode transport services with air segments to users and / or generate itineraries with air segments. In some implementations, the flight schedule may be an initial flight schedule for the operating period. For example, the vehicle provider computing device 195 may provide data indicating initial flights for vehicles available at the beginning of the day. The cloud service computing system 102 can use this data to determine multimode transport services at the beginning of the day. Subsequently, the cloud service computing system 102 can determine the flight itinerary in an on-demand manner to meet user / passenger demand throughout the entire operating period.

[0090] In addition, or alternatively, the cloud service computing system 102 can communicate data indicating the schedule (e.g., regarding the initial and entire operating cycles) to the vehicle provider computing device 195. The vehicle provider computing device 195 can process the schedule and communicate data indicating which vehicles (e.g., aircraft) are available for which services (e.g., flight segments).

[0091] In some implementations, the cloud service computing system 102 can communicate data indicating a transportation service (e.g., one or more flight segments, schedules, etc.) to multiple vehicle provider computing devices 195. One or more of the vehicle provider computing devices 195 can communicate data to the cloud service computing system 102 indicating vehicles (e.g., aircraft, etc.) that are available to process the data and perform the transportation service (e.g., perform air transport for one or more segments). In some implementations, the vehicle provider computing devices 195 can provide information indicating vehicle parameters, costs / fares, etc. The cloud service computing system 102 can be configured to analyze the responses from the multiple vehicle provider computing devices 195 to determine the service provider. For example, the cloud service computing system 102 can utilize rules, models, algorithms, etc., that weight various vehicle parameters to select an aircraft for a user, such as ensuring that the user's estimated arrival time is not disrupted and minimizing costs.

[0092] The vehicle provider computing device 195 and / or the cloud service computing system 102 can communicate data indicating transportation services (e.g., flight path data, etc.) to service provider computing devices 150, 160, and 170 associated with the vehicle. For example, the vehicle provider computing device 195 or the cloud service computing system 102 can communicate data indicating flight (e.g., time, location, user, effective load, etc.) to an onboard computing device in the aircraft and / or the aircraft pilot's device.

[0093] One or more networks 180 can be any type of network or combination of networks that enable communication between devices. In some embodiments, the networks can include one or more of local area networks, wide area networks, the Internet, secure networks, cellular networks, mesh networks, peer-to-peer communication links, and / or any combination thereof, and can include any number of wired or wireless links. Communication over one or more networks 180 can be carried out, for example, via network interfaces, using any type of protocol, protection scheme, encoding, format, packaging, etc.

[0094] For example, the cloud service computing system 102 can be configured to manage, coordinate, and dynamically adjust multimode transportation services via a transportation platform. A multimode transportation service may include multiple transportation segments, one of which (e.g., a second transportation segment) may include a user's air transport. For example, the cloud service computing system 102 can receive requests for transportation services (e.g., from a passenger computing device 140). These requests may include at least requests for air transport from users of the transportation platform. The cloud service computing system 102 can receive requests from user devices associated with users of the transportation platform (e.g., a passenger computing device 140).

[0095] A request for a transport service may include a departure location and a destination location. In some cases, unless otherwise specified, the departure location for the transport service may be assumed to be the user's current location (e.g., as indicated by location data such as GPS data received from the passenger computing device 140 and / or as entered by the user). The user may also supply a desired destination (e.g., by typing the destination into a text field, which may provide a suggested completed entry while the user types).

[0096] A multimode transport journey from a place of origin to a place of destination may be generated based on a request for transport services. A multimode transport journey may include two or more transport segments (e.g., a first transport segment, a second transport segment, a third transport segment, etc.) between the place of origin and the place of destination as specified in the request. Two or more transport segments may include travel via two or more different means of transport, such as cars, motorcycles, light electric vehicles (e.g., electric bicycles or scooters), buses, trains, aircraft (e.g., airplanes), ships, walking, and / or other means of transport. Exemplary aircraft may also include helicopters and other vertical take-off and landing (VTOL) aircraft such as electric vertical take-off and landing (eVTOL) aircraft. Vehicles may include non-autonomous, semi-autonomous, and / or fully autonomous vehicles.

[0097] The cloud service computing system 102 can facilitate the ability of users to receive transportation in one or more of the transportation segments included in a multimode transport route. For example, the cloud service computing system 102 can interact with multiple devices (e.g., one or more service provider computing devices 150, 160, 170, one or more facility computing devices 152, one or more aviation computing devices 142, one or more infrastructure and operations computing devices 190, one or more vehicle provider computing devices 195, etc.) to match users with one or more transport service providers for each transportation segment of a multimode transport route. For example, the cloud service computing system 102 can reserve or otherwise secure a seat, space thereon, or use thereof in one or more of the means of transport for a user. For example, a request for transport services may include at least the user's air transport. In response, the cloud service computing system 102 can determine an airline service provider and provide air transport for the user (for example, by reserving a seat on the airline service provider's aircraft).

[0098] For example, in response to a user request, the cloud service computing system 102 can utilize one or more algorithms / machine learning models to generate a multimode transport route for the user. In some implementations, the cloud service computing system 102 can sequentially analyze and identify potential transport segments for each different available mode of transport. For example, the most important, difficult, and / or supply-constrained transport segments can be identified first, and then the rest of the multimode transport route can be coupled around such segments. In some implementations, the order of analysis for different modes of transport may be a function of the total distance associated with the transport service (e.g., shorter transport services result in land-based modes being assessed first, while longer transport services result in air-based modes being assessed first, etc.). As an example, the cloud service computing system 102 can assign a user to an aircraft for an intermediate segment of a three-segment multimode journey, and then reserve a human-driven or autonomous land-based vehicle for the first segment of the multimode journey to transport the user from a departure location to a first air transport facility (e.g., at the departure facility, e.g., to board the aircraft). Later (e.g., while the user is in flight), the cloud service computing system 102 can reserve another human-driven or autonomous land-based vehicle to transport the user from a second air transport facility (e.g., a destination facility, e.g.) to a specified destination.

[0099] Thus, the cloud service computing system 102 can generate a multimode transport route to facilitate air transport for multimode transport services. The multimode transport route may include at least a first transport segment, a second transport segment, and a third transport segment. An air service provider may associate the second transport segment with the second transport segment to provide air transport to a user during the second transport segment, for example, from a first air transport facility to a second air transport facility.

[0100] Referring here to Figure 2, an aerial transport facility 200 is provided according to an aspect of this disclosure. Aircraft vehicles can land on, park on, take off from, be stored on, etc., a portion of the aerial facility located at ground level, below ground level, and / or above ground level. For example, the aerial transport facility 200 may be located on the roof 204 of a building 206 (e.g., a skyscraper, a multi-story parking garage, etc.). In some implementations, aircraft vehicles can land on, park on, take off from, etc., a portion of the aerial facility which is at ground level, or the aerial transport facility 200 may provide a landing and / or takeoff location for aircraft vehicles 208 (e.g., vertical takeoff and landing (VTOL) aircraft) of one or more multimode transport services.

[0101] The air transport facility 200 may include a lower level 205, which may include the roof 204 of building 206 and / or a platform supported on the roof 204 of building 206. The lower level 205 may include a lower landing area, which includes one or more landing pads 212, and a storage area, which includes one or more lower storage spaces 214. The air transport facility 202 may include an upper level 216, which is supported over at least a portion of the lower level 205. For example, the upper level 216 may be located over one or more of the lower storage spaces 214. The upper level 216 may have one or more upper landing pads 218 within the upper landing area and one or more storage spaces 220 within the upper storage area. An additional level 222 may be arranged over the storage spaces 220 of the upper level 216. The additional level 222 may include emergency landing pads 224 within an emergency landing area 226. However, it should be understood that in some embodiments, the air transport facility 202 may not have any additional levels above the upper level 216.

[0102] For example, computing systems such as the computing system 100, cloud service computing system 102, and facility computing device 152, as described with reference to Figure 1, may be configured to control, route, monitor, and / or communicate with aircraft in the vicinity of the air transport facility 202, for example, as used herein. The computing system may be configured to determine, or assist in determining, individual routes 210 for aircraft vehicles 208 to land at and / or take off from the air transport facility 202. The computing system may determine individual landing pads on which aircraft vehicles 208 may land.

[0103] In some embodiments, one or more sensors 228 may be configured to detect the location of the aircraft vehicle 208 relative to the landing pad (e.g., during approach, landing, taxiing, or storage). For example, a part of a computing system (e.g., a facility computing device 152 located at the air transport facility 200) may be operationally connected to the sensors 228 and configured to detect the presence and / or location of the aircraft vehicle 208 within the landing area, within the storage area, during approach, and / or during takeoff. The sensors 228 may be any preferred type of sensor, including optical, infrared, thermal, radar, LIDAR, pressure, capacitance, guidance, etc.

[0104] Referring now to Figure 3, a multimode transport service 300 according to an exemplary embodiment of the present disclosure is depicted. As shown, the multimode transport service 300 may include a ground-based transport service 310 associated with transporting each of several users 320 from a place of origin 330 (e.g., a house, office, etc.) to a first air transport facility 340. In some implementations, the ground-based transport service 310 may include an autonomous vehicle. In alternative implementations, the ground-based transport service 310 may include a human-operated vehicle.

[0105] The multimode transport service 300 may include an air-based transport service 350 associated with transporting multiple users 320 from a first air transport facility 340 to a second air transport facility 360. The air-based transport service 350 may include an aircraft vehicle 352. The aircraft vehicle 352 may land on the roof 342 of the first air transport facility 340 (and / or on an upper level, ground level, or a portion below ground level). In this way, multiple users 320 may board the aircraft vehicle 352. Once multiple users 320 are on board the aircraft vehicle 352, the aircraft vehicle 352 may take off and fly to the second air transport facility 360. More specifically, the aircraft vehicle 352 may land on the roof 362 of the second air transport facility 360 (and / or on an upper level, ground level, or a portion below ground level). In this way, multiple users 320 may disembark from the aircraft vehicle 352.

[0106] It should be understood that the aircraft vehicle 352 may include any type of vertical take-off and landing (VTOL) aircraft. For example, in some implementations, the aircraft vehicle 352 may include a helicopter. In alternative implementations, the aircraft vehicle 352 may include an autonomous VTOL aircraft. For example, an autonomous VTOL may be an electric VTOL.

[0107] In some implementations, the multimode transport service 300 may include a ground-based transport service 370 associated with transporting each of several users 320 to a destination location 380. For example, in some implementations, the destination location 380 for one or more of the users 320 may include an airport. Alternatively, or in addition, the destination location 380 for one or more of the users 320 may include a residence (e.g., a house, apartment, townhouse, etc.). In some implementations, the ground-based transport service 370 may include an autonomous vehicle. In alternative implementations, the ground-based transport service 370 may include a human-operated vehicle.

[0108] Referring here to Figure 4, the first air transport facility 340 and the second air transport facility 360 can include multiple transition points. In this embodiment, the first and / or second air transport facilities 340, 360 can include multiple exit points, multiple entry points, multiple elevators and / or other facility transport mechanisms.

[0109] Figure 4 illustrates an exemplary embodiment in which an elevator is included as a transition point for illustrative purposes only. As described herein, the technology described herein may include other types of transition points, for example, other types of facility transport mechanisms.

[0110] In an exemplary embodiment, a transition point 400 (e.g., an elevator) in a first air transport facility 340 can transport a person from the first floor 344 to an intermediate floor 346, and / or allow a user to transition from one part of the air transport facility to another. Similarly, a transition point 400 in a second air transport facility 360 can transport a person from the first floor 364 to an intermediate floor 366. It should be understood that the intermediate floors 346, 366 may include any floor located between the first floors 344, 364 and the rooftops 342, 362. Multiple transition points 400 can also transport a person to the rooftops 342, 362. For example, multiple transition points 400 (e.g., an elevator) can transport a person from the first floors 344, 364 to the rooftops 342, 362. In another embodiment, multiple transition points 400 can transport a person from the intermediate floors 346, 366 to the rooftops 342, 362.

[0111] When multiple users 320 (shown in Figure 3) of the multimode transport service 300 (shown in Figure 3) are switching between the land-based transport service 310 (shown in Figure 3) and the air-based transport service 350 (shown in Figure 3) at the first air transport facility 340, users 320 may use one of the transition points 400 to access the rooftop 342. The transition points 400 at the first air transport facility 340 may become congestion points for users 320. For example, the transition points 400 (e.g., entrances, elevators, etc.) may experience high levels of congestion from users of the multimode transport service, and / or the transition points 400 may also be used by persons residing or working at the first air transport facility 340. For example, when one or more users 320 of the multimode transport service 300 arrive at the first air transport facility 340 to switch between the land-based transport service 310 and the air-based transport service 350, a situation may arise in which all of the transition points 400 are occupied. In such a situation, one or more users 320 of the multimode transport service 300 must wait until one of the transition points 400 (e.g., an elevator) becomes available. This delay (e.g., waiting) may represent a congestion point associated with switching between the land-based transport service 310 and the air-based transport service 350.

[0112] Furthermore, a user 320 (shown in Figure 3) arriving at the first air transport facility 340 may be required to check in at a check-in station prior to boarding an aircraft vehicle 352 (shown in Figure 3) for an air-based transport service 350 (shown in Figure 3). In some implementations, the check-in station may be located on the first floor 344 of the first air transport facility 340. In alternative implementations, the check-in station may be located on an intermediate floor 346 of the first air transport facility 340. In such implementations, a user 320 arriving at the first air transport facility 340 must take one of the transition points 400 (e.g., an elevator) from the first floor 344 to the intermediate floor 346. It should be understood that the check-in station may be located at any suitable location within the first air transport facility 340. For example, in some implementations, the check-in station may be located on the rooftop 342 of the first air transport facility 340.

[0113] In some implementations, transition points (e.g., check-in stations) can be reserved for users based on the techniques described herein. In some implementations, the computing system can determine constraints based on the circumstances associated with the aeronautical facility and select transition points based on such circumstances. This may include constraining the capacity and / or processing power of transition points based on the need to reduce the number of users, increase the spacing between users, etc.

[0114] Referring here to Figure 5, one component of the transition points 400 according to an exemplary embodiment of the present disclosure is provided. As shown, one or more of the transition points 400 may include one or more weight sensors 410 (e.g., load cells). One or more weight sensors 410 may acquire data indicating the effective load associated with a user of the multimode transport service 300 (shown in Figure 3). More specifically, the data may indicate the user's weight, the weight of the user's luggage, or both.

[0115] In some implementations, one or more of the transition points 400 may include one or more display devices 420 (e.g., screens, televisions, etc.). One or more display devices 420 may display information to the user. For example, in some implementations, the information may include a map of the rooftop 342 (shown in Figure 4) of the first air transport facility 340 (shown in Figure 4). In this way, the user can become familiar with the layout of the rooftop 342 before exiting the transition point 400 to board the aircraft vehicle 352 (shown in Figure 3). Alternatively, or in addition, the information may include a map of the rooftop 362 (shown in Figure 4) of the second air transport facility 360 (shown in Figure 4). In this way, the user can become familiar with the layout of the rooftop 362 of the second air transport facility 360 before disembarking from the aircraft vehicle 352.

[0116] In some implementations, one or more of the transition points 400 may include an internal lighting system 430. The internal lighting system 430 may include one or more light sources (not shown) configured to illuminate the transition points, for example, the interior of an elevator. For example, if the roof of a first air transport facility is brightly lit, the operation of the internal lighting system 430 with respect to an elevator transporting a user to the roof of the first air transport facility may be controlled to adjust the lighting inside the elevator by adjusting the intensity (e.g., brightness) of one or more light sources in the internal lighting system. For example, the lighting in the elevator may be brightened to a brightness determined based on the brightness of the roof when the user enters the elevator. Alternatively, the lighting in the elevator may start at a dimmer internal lighting level and be progressively brightened after the user enters the elevator (e.g., throughout the entire time the user is in the elevator) so that the internal lighting level reaches a brightness determined based on the brightness of the roof prior to the user exiting the elevator. Specifically, when a user enters an elevator, the interior lighting of the elevator can be started at a brightness level determined based on the brightness of the elevator entrance. In another embodiment, if the roof of the first air transport facility is dimly lit, one or more control signals can be associated with dimming the interior lighting of the elevator. For example, the lighting in the elevator can be dimmed to a brightness determined based on the brightness of the roof when a user enters the elevator. Alternatively, the lighting in the elevator can be started at a brighter interior lighting level and gradually dimmed after the user enters the elevator (for example, throughout the entire time the user is in the elevator) so that the interior lighting level reaches a brightness determined based on the brightness of the roof prior to the user exiting the elevator. Specifically, when a user enters an elevator, the interior lighting of the elevator can be started at a brightness level determined based on the brightness of the elevator entrance.Thus, the user's eyes can become accustomed to the interior lighting while riding the selected elevator, and therefore less likely to be affected by the lighting on the roof of the first air transport facility. For example, if the interior of the selected elevator is dimly lit, the user's eyes will need time to adapt to the light at a substantially different level on the roof of the first air transport facility, and therefore the user may be slower to exit the selected elevator on the roof. In some implementations, one or more visual characteristics of the light source can be adjusted. For example, the color and / or pattern of the light emission can be adjusted to indicate the elevator that the passenger should use (e.g., the selected elevator as further described herein).

[0117] Referring here to Figure 6, a flowchart of an exemplary method 500 for selecting an elevator in an air transport facility for a user of a multimode transport service is provided according to an exemplary embodiment of the present disclosure. One or more portions of Method 500 may be implemented by a computing system including one or more computing devices, such as a computing system described with reference to other figures (e.g., a cloud service computing system 102, a facility computing device 152, etc.). Each individual portion of Method 500 may be implemented by any (or any combination) of one or more computing devices.

[0118] Figure 6 illustrates, for illustrative and discussional purposes, the elements to be carried out in a specific order. Those skilled in the art will understand, by using the disclosures provided herein, that any element of the methods discussed herein may be adapted, rearranged, extended, omitted, combined, and / or modified in various ways without departing from the scope of this disclosure. Figure 6 is described by reference to and not limited to other systems and elements / terms described in relation to the figures for illustrative purposes. One or more parts of Method 500 may be carried out by other systems, in addition or as an alternative.

[0119] In (502), Method 500 may include obtaining multimode transport data associated with a multimode transport service by a computing system. The computing system may include, for example, one or more of the systems / devices of computing system 100 (e.g., cloud service computing system 102, facility computing device 152, etc.). The multimode transport data may include user data indicating a multimode transport route for a user. A multimode transport route may include at least a first segment and a second segment. The first segment may include a land-based vehicle service associated with transporting the user from a departure location (e.g., home, office, etc.) to a first air transport facility. The second segment may include an air-based vehicle service associated with transporting the user from a first air transport facility to a second air transport facility. In some implementations, the multimode transport route may include a third segment associated with transporting the user from a second air transport facility to a destination location (e.g., an airport, etc.).

[0120] In some implementations, multimode transport data may include historical data associated with users of the multimode transport service. For example, historical data may show the weight of luggage carried by the user on previous flights (e.g., the second segment of a multimode transport itinerary). Alternatively, or in addition, user data indicating a multimode transport itinerary may include data showing the estimated time of arrival for the user at an air transport facility.

[0121] In some implementations, multimode transport data may include historical data associated with air transport facilities. For example, historical data may show the demand for transition point usage at air transport facilities over a given period (e.g., days, weeks, months, years, etc.). In some implementations, historical data showing transition point demand may include the amount of transition points taken by users of the multimode transport service and / or the total number of transition points used by users residing or working at (or otherwise using) the air transport facility.

[0122] In (504), Method 500 may include obtaining facility data associated with an air transport facility by a computing system. For example, the facility data may indicate parameters for each of several transition points at the air transport facility. In some implementations, the parameters may indicate, for example, (i) at least one location of the several transition points relative to a location relating to a subsequent transport section (e.g., proximity to a pickup area for an assigned ground transport vehicle, proximity to a boarding area for an assigned air vehicle, etc.), (ii) the size of each of the several transition points, (iii) the capacity for each of the several transition points, (iv) the maximum speed for each of the several transition points, and / or other parameters. Alternatively, or in addition, the parameters may include the amount of time remaining before each of the several transition points (e.g., an elevator) undergoes a scheduled maintenance event. In some implementations, the parameters may include whether the corresponding transition points of the several transition points include, or are otherwise associated with, at least one of the following parameters: a weight sensor (e.g., a load cell), a display device (e.g., a screen, a television, etc.), a light source (e.g., a light, etc.), and / or other parameters.

[0123] In (506), Method 500 may include, at least in part, a computing system determining one of several transition points as a selected transition point for the user, based on multimode transport data acquired in (502) and facility data acquired in (504). For example, the multimode transport data may indicate the weight of the effective load associated with the user. Facility data may indicate, for example, the effective load capacity of the transition point and characteristics of the transition point at a particular air transport facility, such as schedule / availability. As further described herein, the computing system may determine a selected transition point by evaluating the weight of the effective load associated with the user and the effective load capacity of any of the transition points that may be available for the user when the user arrives at the air transport facility. The computing system may select a transition point so that it is available at the time required by the user and so that the effective load / capacity capacity of the transition point is not exceeded by the user (and / or the user's items) when boarding the transition point (e.g., an elevator).

[0124] In addition, or alternatively, the computing system may determine whether any of the transition points at an air transport facility are designated for use by a user of the multimode transport service. If the computing system determines that one or more of the transition points are designated for use by a user of the multimode transport service, the computing system may determine whether any of the designated transition points will be available to the user at the time the user is expected to arrive at and / or need access to the air transport facility.

[0125] In some implementations, as described herein, a computing system can determine, at least in part, selected transition points for a user of a multimode transport service based on timing constraints associated with the user. For example, multimode transport data may indicate the user's estimated departure time for a second segment of the multimode transport journey and / or the user's final estimated arrival time at the destination location. Based on this information and location information about the user's device (e.g., smartphone, tablet, etc.) associated with the user, the computing system can determine that the user is delayed. In response to determining that the user is delayed, the computing system can utilize facility data to determine transition points that may be available when the user is expected to arrive at the air transport facility, and can reserve one of these transition points and / or provide access to it so that the user does not experience further delays at the air transport facility. This can help expedite the user along the multimode journey while minimizing the impact on other potential users (e.g., those who may be affected by the user's delay).

[0126] In some implementations, the computing system can determine selected transition points based, at least partially, on the communication hardware associated with the transition points. For example, multimode transport data may indicate that the user is unfamiliar with an air transport facility (e.g., historical user usage data may indicate that the user has never been to / used the air transport facility before). Facility data may indicate that a transition point at an air transport facility includes a display device (and / or audio output device (e.g., a speaker)) that can be used to communicate information to the user. In another embodiment, the computing system can determine selected transition points to assist a disabled user. For example, multimode transport data may include information associated with a user whose information is contained within the user's profile. This may indicate that the user requires special assistance (e.g., due to a visual and / or hearing impairment). The computing system can use facility data to select transition points that have one or more display devices (e.g., display devices) and / or audio output devices (e.g., speakers) so that information can be communicated to the user. This information may include instructions to proceed to the next transport vehicle, check-in instructions, identification of appropriate transition points, etc.

[0127] In (508), method 500 may include communicating one or more command signals by a computing system which are associated with controlling the operation of the transition point selected in (506). The command signals may include communications which include data associated with the selected transition point. In some implementations, one or more command signals may be associated with reserving the selected transition point at an air transport facility and / or providing access to it, in order to ensure that one of the transition points is available when the user arrives at the air transport facility. This may be done, for example, when an entity coordinating / managing multimode transport services also owns / controls / leases / etc. an air transport facility. For example, one or more command signals may be communicated to an elevator reservation system relating to an air transport facility. The elevator reservation system may be configured to reserve one of several elevators for the user. In this way, the case in which all elevators are unavailable when the user arrives at the air transport facility can be avoided.

[0128] In some implementations, one or more command signals may be associated with a request to secure a transition point at an air transport facility to meet the demand for transition points associated with users of the multimode transport service. This can be done, for example, when the entity that owns / controls the air transport facility is different from the entity that coordinates the multimode transport service. If the entity that owns / controls the air transport facility is unable to meet the demand for transition points with users of the multimode transport service, the entity providing the multimode transport service may reduce its capacity in air transport and increase its capacity at nearby air transport facilities.

[0129] In another embodiment, the computing system may be configured to communicate one or more control signals associated with controlling the lighting conditions of one or more light sources associated with a transition point. For example, the computing system may transmit one or more control signals to activate lighting elements, cause lighting elements to emit color / frequency / other properties, cause signs, etc. to emit light, indicate a selected transition point (e.g., check-in station, exit, etc.), and / or indicate a path to it.

[0130] In some implementations, a computing system can communicate control signals regarding multiple transition points associated with multiple users. This may include indicating a first transition point (and / or a path to it) for a first user and a second transition point (and / or a path to it) for a second user. For example, a first user device of a first user may receive a notification indicating that the first user should use a first exit point (e.g., the northwest exit) which will be indicated by a first color (e.g., blue). The computing system may communicate a control signal causing a light source associated with the first exit point to emit light of the first color. This can indicate the location of the first exit point to the user and / or indicate a first-color-illuminated path that the first user should follow to the first exit point. A second user device of a second user may receive a notification indicating that the second user should use a second exit point (e.g., the southeast exit) which will be indicated by a second color (e.g., red). The computing system can communicate a control signal that causes a light source associated with a second exit point to emit light of a second color. This can indicate the location of the second exit point to the user and / or show the second-colored illuminated path that the second user should follow to the first exit point. Thus, the computing system can show multiple users their individual transition points and increase the efficiency of multiple users traveling through an air transport facility simultaneously.

[0131] In some implementations, control signals can be associated with providing access to transition points. For example, a control signal can unlock a selected entry point (e.g., an entrance door, gate, etc.) and / or a selected exit point (e.g., an exit door, etc.) for a user. In some implementations, access to a transition point can include communicating data to the user's user device. For example, a computing system can provide data indicating access information (e.g., an access code, a QR code®, etc.) to the user device. Corresponding information (e.g., a matching access code, etc.) can be provided to an access control system associated with the transition point. Access information from the user device can be used in conjunction with the access control system to provide user access through the transition point (e.g., to scan a QR code®, etc.). The selection of a transition point and / or access thereto can also, or alternatively, help to better facilitate the movement of such users based on whether the user is able-bodied, as described herein.

[0132] In (510), method 500 may include providing information associated with a multimode transport service. In some implementations, the information associated with the multimode transport service may be provided to a user device associated with the user (e.g., a smartphone, tablet, etc.). The information may be provided to the user device based at least in part on the user's location. For example, when location data about the user device (e.g., GPS data, etc.) indicates that the user has arrived at a first air transport facility, the computing system may communicate information showing a map of the first air transport facility to the user device. More specifically, the information may show the location of an elevator located on the first floor of the air transport facility.

[0133] In some implementations, the computing system may provide other types of data to the user device. For example, the computing system may provide data indicating transition points, routes to them, and / or the location of the transition points (e.g., within a map interface). In some implementations, the data may include a virtual reality or augmented reality interface that can be used to guide the user to the transition points.

[0134] In some implementations, the computing system can be configured to determine whether the user is at and / or near a selected transition point (e.g., within a threshold distance of 1, 5, 10 feet, etc.). For example, the computing system may obtain location data (e.g., Global Positioning System data, etc.) from a user device associated with the user (e.g., a smartphone, tablet, etc.). When the location data indicates that the user is associated with an incorrect transition point at an air transport facility (e.g., not the elevator selected for the user, etc.), the computing system may provide one or more notifications to the user device. More specifically, one or more notifications may inform the user that they are associated with an incorrect transition point and, in some implementations, may provide directions to the selected transition point for the user. Furthermore, in some implementations, the computing system may provide one or more notifications to a display device (e.g., a display screen, etc.) indicating one or more incorrect transition points where the user is currently located. The display device may be configured to display information via a user interface on the display device. Alternatively, or in addition, the computing system may provide one or more command signals associated with holding the selected transition point for the user, since it is in close proximity to the user-selected transition point (e.g., in an air transport facility).

[0135] When location data associated with a user device indicates that the user is within a selected transition point, the computing system may, in some implementations, provide the user device with information showing a map of the rooftop and / or other parts of the first air transport facility (e.g., places where the user can check in, board, or purchase food). In this way, the user can become familiar with the layout of the rooftop (and / or other relevant parts) before entering or exiting the transition point. Furthermore, when location data associated with a user device indicates that the user is departing from the first air transport facility, the computing system may communicate information showing the layout of the rooftop (and / or other parts) of the second air transport facility. In this way, the user can become familiar with the layout of the rooftop (and / or other parts) of the second air transport facility before disembarking from the aircraft.

[0136] When location data associated with a user device indicates that the user is within and / or at a certain distance from a transition point in a second air transport facility, the computing system may, in some implementations, be configured to communicate information associated with a third segment of the multimode transport journey concerning the user. For example, the information may include details about the land-based transport service associated with the third segment of the multimode transport journey (e.g., driver's name, vehicle manufacturer, vehicle model, license plate number, parking / pickup area, etc.).

[0137] In some implementations, information associated with the multimode transport service can be provided to the user via one or more display devices located within a selected transition point. For example, the information may include frequently asked questions associated with the multimode transport service. In this way, information displayed on one or more display devices can improve the user experience of the multimode transport service.

[0138] In (512), method 500 may include providing one or more control signals associated with adjusting the illumination conditions (e.g., brightness, etc.) and / or other parameters of the light emitted from one or more light sources at one or more selected transition points. For example, if the roof (and / or other part) of the first air transport facility is brightly lit, one or more control signals may be associated with increasing the intensity of the light emitted from one or more light sources of the interior lighting system relating to the selected elevator. In this way, the user's eyes can become accustomed to the bright interior lighting while riding the selected elevator to the roof (and / or other part) of the air transport facility, and thus less likely to be affected by the brightly lit roof (and / or other part). In some implementations, one or more other properties associated with the lighting elements may be adjusted, at least in part, based on the selected elevator. For example, the lighting system for a selected elevator can be instructed to emit light of a certain color or at a certain frequency (e.g., to indicate the selected elevator to the user, to indicate an unselected elevator, to indicate a selected entry / exit point, etc.). In some implementations, the audio system associated with the elevator can be instructed to output sound (e.g., to indicate the selected elevator to the user, to indicate an unselected elevator, etc.). In some implementations, the computing system can communicate control signals for multiple transition points based on multiple users, as described herein.

[0139] Referring here to Figure 7, a flowchart of an exemplary method 600 for selecting an elevator at an air transport facility for a user of a multimode transport service is provided according to an exemplary embodiment of the present disclosure. One or more portions of Method 600 may be implemented by a computing system including one or more computing devices, such as a computing system described with reference to other figures (e.g., a cloud service computing system 102, a facility computing device 152, etc.). Each individual portion of Method 600 may be implemented by any (or any combination) of one or more computing devices.

[0140] Figure 7 illustrates, for illustrative and discussional purposes, the elements to be carried out in a particular order. Those skilled in the art will understand, by using the disclosures provided herein, that any element of the methods discussed herein may be adapted, rearranged, extended, omitted, combined, and / or modified in various ways without departing from the scope of this disclosure. Figure 7 is described by reference to and not limited to other systems and elements / terms described in relation to the figures for illustrative purposes. One or more parts of Method 600 may be carried out by other systems, in addition or as an alternative.

[0141] In (602), method 600 may include obtaining multimode transport data indicating an estimated effective load associated with a user requesting multimode transport services. In some implementations, the user may provide the estimated effective load via an application running on a device associated with the user (e.g., a smartphone, laptop, tablet, etc.). In alternative implementations, the user may provide the estimated effective load via one or more input devices (e.g., a touchscreen, etc.) associated with an approach point at an air transport facility (e.g., a check-in station, etc.). In some implementations, the effective load may be associated with users other than the person requesting the service (e.g., accompanying passengers, passengers for whom the service is requested on behalf of the passenger, etc.).

[0142] In (604), the method 600 may, at least in part, determine a first transition point of a plurality of transition points at an air transport facility as a selected transition point for transporting a user from a check-in station to the rooftop of the air transport facility (and / or other parts associated with air transport loading / unloading), based on multimode transport data obtained in (602) and indicating an estimated weight of the effective load associated with the user. For example, as described herein, the multimode transport data may indicate an estimated weight of the effective load. The computing system may first select a first transition point based on facility data indicating that it is physically possible for the first transition point to support the weight of the effective load associated with the user and that the first transition point would be available to do so (e.g., not located on another floor, having an occupancy for the user / item, etc.).

[0143] In (606), Method 600 may include obtaining data indicating the actual weight of the effective load associated with the user via a weight sensor at one or above a transition point that transports the user from the ground floor of an air transport facility to an intermediate floor above which a check-in station is located. In some implementations, one or above a weight sensor may include one or above a load cell. It should be understood that the weight sensor may include any sensor configured to obtain data indicating the actual weight of the effective load associated with the user. In some implementations, the actual weight of the effective load may be measured before the user (and / or accompanying items) enter / exit a transition point (e.g., an elevator).

[0144] In (608), method 600 may include determining whether the actual weight of the effective load obtained in (606) differs from the estimated weight of the effective load obtained in (602) by a predetermined amount (e.g., about 30 pounds, about 15 pounds, about 10 pounds, about 5 pounds, etc.). If the computing system determines that the actual weight of the effective load differs from the estimated weight of the effective load by a predetermined amount, method 600 proceeds to (610). Otherwise, method 600 proceeds to (612), in which the computing system maintains a first selected transition point (e.g., a first elevator, etc.) as a selected transition point for the user.

[0145] In (610), method 600 may include adjusting a selected transition point relating to the user from a first transition point to a second transition point of a plurality of transition points in an air transport facility. The size / capacity of the second transition point (e.g., elevator, exit passage, etc.) may be larger than the size of the first transition point. In this way, the second transition point can accommodate an effective load that is more comfortably associated with the user than the first transition point.

[0146] Referring here to Figure 8, a flowchart of an exemplary method 700 for selecting transition points at an air transport facility for a user of a multimode transport service, according to an exemplary embodiment of the present disclosure, is provided. One or more portions of Method 700 may be implemented by a computing system including one or more computing devices, such as the computing system described with reference to other figures (e.g., cloud service computing system 102, facility computing device 152, etc.). Each individual portion of Method 700 may be implemented by any (or any combination) of one or more computing devices.

[0147] Figure 8 depicts, for illustrative and discussional purposes, the elements to be carried out in a particular order. Those skilled in the art will understand, by using the disclosures provided herein, that any element of the methods discussed herein may be adapted, rearranged, extended, omitted, combined, and / or modified in various ways without departing from the scope of this disclosure. Figure 8 is described by reference to and not limited to other systems and elements / terms described in relation to the figures for illustrative purposes. One or more parts of Method 700 may be carried out by other systems, in addition or as an alternative.

[0148] In (702), method 700 may include obtaining multimode transport data associated with a multimode transport service. The multimode transport data may include user data indicating a multimode transport route for a user. For example, the user data may indicate a means of transport for a land-based transport service associated with a first segment of a multimode transport route.

[0149] In (704), method 700 may include determining whether a means of transport associated with a land-based transport service is of a first type or a second type. A first type of means of transport may include a land-based transport vehicle (e.g., an automobile) that has space to accommodate luggage associated with a user, other persons traveling with the user, or both. Conversely, a second type of means of transport may include a land-based transport vehicle (e.g., a bicycle, scooter) that lacks space to accommodate luggage associated with a user and other persons traveling with the user.

[0150] In (706), method 700 may include determining whether the means of transport for a first segment of a multimode transport journey is of a first type. If the computing system determines that the means of transport for a first segment is of a first type, method 700 proceeds to (706). Otherwise, if the computing system determines that the means of transport for a first segment is of a second type, method 700 proceeds to (710).

[0151] In (706), the method 700 may at least in part determine an estimated weight of the effective load associated with the user and / or other information based on a land-based vehicle transport means associated with the first section being of a first type. For example, a computing system may determine that the user has luggage because the land-based vehicle transport means relating to the first section is of a first type, including a vehicle having space for accommodating luggage and other persons traveling with the user.

[0152] In (708), the method 700 may include, at least in part, determining one of several transition points as a selected transition point for the user based on the estimated weight of the effective load associated with the user and / or other information. For example, since the computing system has determined in (706) that the user may carry luggage, the computing system may select one of the larger transition points (e.g., an elevator). Thus, the selected one can accommodate the user and any luggage associated with the user.

[0153] In (710), the method 700 may include, at least in part, determining an estimated weight of the effective load associated with the user and / or other information based on the means of transport of a land-based vehicle associated with the first section being of a second type. For example, a computing system may determine that the user has no luggage (or is likely to have no luggage) because the means of transport of a land-based vehicle relating to the first section is of a second type, which includes a vehicle lacking space for luggage and other persons traveling with the user.

[0154] In (712), the method 700 may include, at least in part, determining one of several transition points as a selected transition point for the user based on the estimated weight of the effective load and / or other information associated with the user. For example, since the computing system has determined in (710) that the user is not carrying any luggage, the computing system may select one of the smaller elevators. In this way, a case in which a larger transition point (e.g., an elevator) is selected for a user who has no luggage and no passengers can be avoided.

[0155] Referring here to Figure 9, a flowchart of an exemplary method 800 for selecting an elevator at an air transport facility for a user of a multimode transport service is provided according to an exemplary embodiment of the present disclosure. One or more portions of Method 800 may be implemented by a computing system including one or more computing devices, such as a computing system described with reference to other figures (e.g., a cloud service computing system 102). Each individual portion of Method 800 may be implemented by any (or any combination) of one or more computing devices.

[0156] Figure 9 depicts, for illustrative and discussional purposes, the elements to be carried out in a particular order. Those skilled in the art will understand, by using the disclosures provided herein, that any element of the methods discussed herein may be adapted, rearranged, extended, omitted, combined, and / or modified in various ways without departing from the scope of this disclosure. Figure 9 is described by reference to and not limited to other systems and elements / terms described in relation to the figures for illustrative purposes. One or more parts of Method 700 may be carried out by other systems, in addition or as an alternative.

[0157] In (802), method 800 may include obtaining multimode transport data associated with a multimode transport service. The multimode transport data may include user data indicating a multimode transport route for a user. For example, the user data may indicate the type of route associated with a second segment of the multimode transport route.

[0158] In (804), method 800 may include determining whether the type of route associated with a second segment of a multimode transport journey is of a first type or a second type. A first type of route may correspond to a route in which the user will carry luggage. For example, if the second air transport facility to which the user is traveling via air-based transport services is located at or near an airport, the route may be of a first type, in which the user will carry luggage. Conversely, a second type of route may correspond to a route in which the user will not carry luggage. For example, if the second air transport facility to which the user is traveling via air-based transport services is located at or near an entertainment venue (e.g., a concert hall), the route may be of a second type, in which the user is less likely to carry substantial luggage. If the computing system determines that the route in which the user is traveling via air-based transport is of a first type, method 800 proceeds to (806). Otherwise, if the computing system determines that the route is of a second type, method 800 proceeds to (810).

[0159] In (806), the method 800 may, at least in part, include determining an estimated weight of the effective load and / or other information associated with the user based on a route associated with the second segment of the multimode transport journey being of the first type. For example, since the computing system has classified the route as being of the first type (e.g., a route on which the user will carry luggage), the computing system may determine that the user has luggage. This may include, for example, a route to the user's final destination, such as an airport.

[0160] In (808), the method 800 may, at least in part, determine one of several transition points (e.g., elevators, etc.) as a selected transition point (e.g., elevators, etc.) for the user based on the estimated weight of the effective load associated with the user and / or other information. For example, since the computing system has determined in (806) that the user may be carrying luggage, the computing system may select one of the larger transition points (e.g., an exit point with a higher processing capacity, a larger elevator, etc.). Thus, the selected one can accommodate the user and any luggage associated with the user.

[0161] In (810), the method 700 may, at least in part, include determining an estimated weight of the effective load associated with the user and / or other information based on a route associated with the second segment of the multimode transport journey being of a second type. For example, since the computing system classifies the route as being of a second type (e.g., a route in which the user is unlikely to have luggage), the computing system may determine that the user has no luggage or is less likely to have luggage. This could include, for example, a route to the user's final destination, such as a concert hall or a sporting event.

[0162] In (812), method 800 may include, at least in part, determining one of several transition points as a selected transition point for the user based on the estimated weight of the effective load associated with the user and / or other information. For example, since the computing system has determined in (810) that the user is not carrying any luggage, the computing system may select one of the smaller transition points (e.g., an exit point with a lower capacity, a smaller elevator, etc.). In this way, the case in which a larger transition point is selected for a user who does not have any luggage can be avoided.

[0163] Figure 10 depicts exemplary system components of an exemplary system 900 according to an exemplary embodiment of the present disclosure. The exemplary system 900 may include computing systems 905 (e.g., cloud service computing system 102) and 950 (e.g., passenger computing device 140, aviation computing device 142, service provider computing devices 150, 160, 170, facility computing device 152, vehicle provider computing device 195, etc.) which are communicably coupled via one or more networks 945.

[0164] The computing system 905 may include one or more computing devices 910. The computing devices 910 of the computing system 905 may include a processor 915 and memory 920. The one or more processors 915 may be any suitable processing device (e.g., a processor core, microprocessor, ASIC, FPGA, controller, microcontroller, etc.) and may be one processor or multiple operationally connected processors. The memory 920 may include one or more non-transient computer-readable storage media such as RAM, ROM, EEPROM, EPROM, one or more memory devices, flash memory devices, etc., and combinations thereof.

[0165] Memory 920 can store information that can be accessed by one or more processors 915. For example, memory 920 (e.g., one or more non-transient computer-readable storage media, memory devices) can contain computer-readable instructions 925 that can be executed by one or more processors 915. Instructions 925 can be software written in any preferred programming language, or they can be implemented in hardware. In addition, or alternatively, instructions 925 can be executed logically and / or virtually in separate threads on processor 1015.

[0166] For example, memory 920 can store computer-readable instructions 925 that, when executed by one or more processors 915, cause one or more processors 915 to perform operations such as any of the operations and functions of the cloud service computing system 102 or the computing system as described herein.

[0167] Memory 920 can store data 930 which can be acquired, received, accessed, written, manipulated, created, and / or stored. Data 930 may include, for example, facility data and / or other data / information as described herein. In some implementations, computing device 910 can acquire data from and / or store data in one or more memory devices located remotely from computing system 905, such as one or more memory devices of computing system 950.

[0168] The computing device 910 may also include a communication interface 935 used to communicate with one or more other systems (e.g., computing system 950). The communication interface 935 may include any circuits, components, software, etc., for communication over one or more networks (e.g., 945). In some implementations, the communication interface 935 may include, for example, one or more of the following: a communication controller, receiver, transceiver, transmitter, port, conductor, software, and / or hardware for communicating data / information.

[0169] The computing system 950 may include one or more computing devices 955. One or more computing devices 955 may include one or more processors 960 and memory 965. One or more processors 960 may be any suitable processing device (e.g., processor core, microprocessor, ASIC, FPGA, controller, microcontroller, etc.) and may be one processor or multiple operationally connected processors. Memory 965 may include one or more non-transient computer-readable storage media such as RAM, ROM, EEPROM, EPROM, one or more memory devices, flash memory devices, etc., and combinations thereof.

[0170] Memory 965 can store information that can be accessed by one or more processors 960. For example, memory 965 (e.g., one or more non-transient computer-readable storage media, memory devices) can store data 975 that can be acquired, received, accessed, written, manipulated, created, and / or stored. Data 975 may include, for example, facility data, map data, passenger data, data associated with transition points, and / or other data or information as described herein. In some implementations, computing system 950 can acquire data from one or more memory devices located remotely from computing system 950.

[0171] Memory 965 can also store computer-readable instructions 970, which can be executed by one or more processors 960. These computer-readable instructions 970 may be software written in any preferred programming language, or they may be implemented in hardware. In addition, or alternatively, the computer-readable instructions 970 may be executed logically and / or virtually in separate threads on one or more processors 960. For example, memory 965 can store computer-readable instructions 970, which, when executed by one or more processors 960, cause one or more processors 960 to perform any of the operations and / or functions described herein, including, for example, the operations and functions of the devices described herein, and / or any other operations and functions.

[0172] One or more computing devices 955 may also include a communication interface 980 used to communicate with one or more other systems. The communication interface 980 may include any circuitry, components, software, etc., for communicating over one or more networks (e.g., 945). In some implementations, the communication interface 980 may include one or more of the following for communicating data / information: a communication controller, receiver, transceiver, transmitter, port, conductor, software, and / or hardware.

[0173] Network 945 can be any type of network or combination of networks that enables communication between devices. In some embodiments, network 945 may include one or more of a local area network, a wide area network, the Internet, a secure network, a cellular network, a mesh network, a peer-to-peer communication link, and / or any combination thereof, and may include any number of wired or wireless links. Communication over network 945 may be carried out, for example, via a network interface, using any type of protocol, protection scheme, encoding, format, packaging, etc.

[0174] Figure 10 illustrates an exemplary system 900 that may be used to implement the present disclosure. Other computing systems may be used in a similar manner. Computing tasks discussed herein as being performed in a cloud service system may instead be performed remotely from the cloud service system (e.g., via an aerial computing device, a facility computing device, etc.), and vice versa. Such configurations may be implemented without departing from the scope of the present disclosure. The use of computer-based systems enables a wide variety of configurations, combinations, and divisions that can be considered as tasks and functionalities between and within components. Computer implementation operations may be performed on a single component or across multiple components. Computer implementation tasks and / or operations may be performed sequentially or in parallel. Data and instructions may be stored in a single memory device or across multiple memory devices.

[0175] While this subject matter has been described in detail with respect to its specific exemplary embodiments and methods, it should be understood that those skilled in the art can readily produce modifications, variations, and equivalents of such embodiments as long as they achieve the aforementioned understanding. Therefore, the scope of this disclosure is not limiting but illustrative, and this disclosure does not exclude such modifications, variations, and / or additional inclusions of the subject matter, as will be readily apparent to those skilled in the art.

Claims

1. A computer implementation method, One or more computing devices in a computing system acquire multimode transport data associated with a multimode transport service, wherein the multimode transport data comprises user data indicating a multimode journey relating to a user of the multimode transport service, the multimode journey comprising a first section using a first means and a second section using a second means, and the user data comprising an estimated time of arrival relating to the user at an air transport facility. The one or more computing devices acquire facility data associated with an air transport facility, the facility data indicating parameters associated with each of a plurality of transition points from the first section to the second section of the air transport facility, the plurality of transition points comprising a plurality of elevators of the air transport facility, the plurality of elevators being operable to transport passengers to the roof of the air transport facility, the roof comprising one or more landing areas for vertical takeoff and landing aircraft, The one or more computing devices determine one of the plurality of transition points as a selected transition point for the user by ensuring that the selected transition point is available for the user at the estimated time of arrival for the user at the air transport facility, wherein the selected transition point is located on one of the plurality of elevators at the air transport facility. The one or more computing devices communicate one or more command signals associated with controlling the operation of the selected transition point with respect to the user transitioning from the first section to the second section, wherein the one or more command signals include time to reserve for one of the multiple elevators of the air transport facility. Computer implementation methods, including those mentioned above.

2. The computer implementation method according to claim 1, wherein the plurality of transition points further comprises at least one of (i) a plurality of entry points to the air transport facility, or (ii) a plurality of exit points to the air transport facility.

3. The computer implementation method according to claim 1 or 2, wherein the multimode transport data further comprises user data indicating the estimated weight of the effective load associated with the user.

4. The aforementioned operation further, One or more weight sensors in one of the elevators among the plurality of elevators acquire data indicating the actual weight of the effective load associated with the user while the user is located inside one of the elevators among the plurality of elevators. The computer implementation method according to claim 3, including the method described in claim 3.

5. The computer implementation method according to any one of claims 1 to 4, wherein the data relating to the first section includes information relating to a land-based transport service associated with transporting the user from a place of origin to the air transport facility, and the data relating to the second section includes information relating to an air-based transport service associated with transporting the user from the air transport facility to another air transport facility.

6. The user data includes information relating to the means of the land-based transportation service, The fact that one or more computing devices determine one of the plurality of transition points as the selected transition point for the user is: One or more of the computing devices at least partially determine the estimated effective load associated with the user based on the means of the land-based transport service, The one or more computing devices at least partially determine the selected transition point based on the estimated effective load. The computer implementation method according to claim 5, including the method described in claim 5.

7. The multimode transport data indicates the type of route associated with the second segment of the multimode journey. The fact that one or more computing devices determine one of the plurality of transition points as the selected transition point for the user is: The one or more computing devices determine the estimated effective load associated with the user based on the type of route associated with the second segment of the multimode journey, The one or more computing devices at least partially determine the selected transition point based on the estimated effective load. The computer implementation method according to claim 5 or 6, including the method described in claim 5 or 6.

8. The aforementioned operation further, The one or more computing devices described above provide information associated with the multimode transport service. A computer implementation method according to any one of claims 1-7, including the following:

9. The computer implementation method according to claim 8, wherein the information associated with the multimode transport service includes a map of the air transport facilities.

10. The multimode journey comprises a third segment associated with transporting the user from a second air transport facility to a destination location via a land-based transport service of the multimode transport service, The information associated with the multimode transport service includes details associated with the third segment of the multimode journey. The computer implementation method according to claim 8 or 9.

11. The computer implementation method according to any one of claims 1 to 10, wherein the multimode transport data further comprises at least one of the estimated time of the user's arrival at a first air transport facility or the estimated time of the user's arrival at a destination location.

12. The computer implementation method according to any one of claims 1-11, wherein the multimode transport data includes historical data indicating one or more prior requests by the user regarding the multimode transport service.

13. The computer implementation method according to claim 12, wherein when the historical data indicates that the user has not previously visited the air transport facility, the determination of one or more computing devices as the selected transition point by one or more computing devices includes selecting a transition point among the plurality of transition points that includes one or more display devices.

14. The computer implementation method according to any one of claims 1 to 13, further comprising one or more computing devices communicating one or more control signals associated with adjusting the lighting conditions of one or more light sources associated with the selected transition point of the air transport facility.

15. One or more tangible non-transient computer-readable media, the one or more tangible non-transient computer-readable media storing computer-readable instructions, the computer-readable instructions, when executed by one or more processors, cause the one or more processors to perform an operation, the operation is The acquisition of multimode transport data associated with a multimode transport service, wherein the multimode transport data comprises user data indicating a multimode journey relating to a user of the multimode transport service, the multimode journey comprising a first section using a first means and a second section using a second means, and the user data comprising an estimated time of arrival for the user at an air transport facility. The acquisition of facility data associated with an air transport facility, wherein the facility data indicates parameters associated with each of a plurality of transition points from the first section to the second section of the air transport facility, the plurality of transition points comprising a plurality of elevators of the air transport facility, the plurality of elevators being operable to transport passengers to the roof of the air transport facility, and the roof comprising one or more landing areas for vertical takeoff and landing aircraft, Determining one of the plurality of transition points as a selected transition point for the user by ensuring that the selected transition point is available for the user at the estimated time of arrival for the user at the air transport facility, wherein the selected transition point is equipped with one of the plurality of elevators at the air transport facility. Communicating one or more command signals associated with controlling the operation of the selected transition point with respect to the user transitioning from the first section to the second section, wherein the one or more command signals include time to reserve for one of the multiple elevators of the air transport facility. One or more tangible, non-transient, computer-readable media, including [the specified text].

16. The parameters include at least one of the following: (i) a location of the plurality of transition points with respect to a location relating to a subsequent transport section; (ii) the size of each of the plurality of transition points; (iii) the capacity of each of the plurality of transition points; or (iv) the maximum speed of each of the plurality of transition points, one or more tangible non-transient computer-readable media according to claim 15.

17. The multimode transport data includes location data indicating the user device associated with the user, When the location data indicates that the user device is located within or at a transition point other than the selected transition point, the operation further: To provide one or more notifications prompting the user to move to the selected transition point. A tangible, non-transient, computer-readable medium, one or more of the tangible, non-transient, computer-readable media described in claim 15 or 16, including the following:

18. The one or more command signals are associated with making the selected transition point accessible, one or more tangible non-transient computer-readable media according to any one of claims 15-17.

19. One or more tangible non-transient computer-readable media according to any one of claims 15-18, wherein the one or more command signals are associated with a request to secure the selected transition point among the plurality of transition points.

20. A computing system, One or more processors, One or more tangible non-transient computer-readable media, the one or more tangible non-transient computer-readable media storing computer-readable instructions, the computer-readable instructions, when executed by one or more processors, cause the one or more processors to perform an operation, the operation is The acquisition of multimode transport data associated with a multimode transport service, wherein the multimode transport data comprises user data indicating a multimode journey relating to a user of the multimode transport service, the multimode journey comprising a first section using a first means and a second section using a second means, and the user data comprising an estimated time of arrival for the user at an air transport facility. The acquisition of facility data associated with an air transport facility, wherein the facility data indicates parameters associated with each of a plurality of transition points from the first section to the second section of the air transport facility, the plurality of transition points comprising a plurality of elevators of the air transport facility, the plurality of elevators being operable to transport passengers to the roof of the air transport facility, and the roof comprising one or more landing areas for vertical takeoff and landing aircraft, Determining one of the plurality of transition points as a selected transition point for the user by ensuring that the selected transition point is available for the user at the estimated time of arrival for the user at the air transport facility, wherein the selected transition point is equipped with one of the plurality of elevators at the air transport facility. Communicating one or more command signals associated with controlling the operation of the selected transition point with respect to the user transitioning from the first section to the second section, wherein the one or more command signals include time to reserve for one of the multiple elevators of the air transport facility. including one or more tangible non-transient computer-readable media and A computing system equipped with [the following features].

Images