ERGONOMICS OF ELECTRIC MICROMOBILITY VEHICLES

Abstract

A universal micromobility vehicle configured for use in a vehicle compartment system comprises a frame, a footrest attached to the frame, a seat attached to the frame, handlebars, and front and rear wheels supported by the frame. The seat is separated from the footrest in a vertical direction by a fixed distance of between 500 and 600 mm. The handlebars are separated from the footrest in a vertical direction by a fixed distance of between 700 and 900 mm. The footrest is attached to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels of between 160 and 240 mm. The seat is attached to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels of between 700 and 800 mm.

Description

ERGONOMICS OF MICROMOBILITY ELECTRIC VEHICLES Cross-reference to related applications This application is a continuation of United States Patent Application No. 16 / 579,556 filed on September 23, 2019, which is incorporated herein by reference in its entirety. This application is a continuation of United States Patent Application No. 16 / 578,995 filed on September 23, 2019, which is incorporated herein by reference in its entirety. This application is a continuation of United States Patent Application No. 16 / 579,627 filed on September 23, 2019, which is incorporated herein by reference in its entirety. This application is a continuation of United States Patent Application No. 16 / 579.530 filed on September 23, 2019, which is incorporated herein by reference in its entirety. Background of the invention Conventional transportation options in urban environments include public transportation (e.g., subways, buses), large vehicles such as cars (e.g., personal vehicles, taxis, ride-sharing services), bicycles, and walking. More recently, shareable / rental vehicles such as scooters and docked and dockless bicycles have become more common, improving access and providing users with additional options for traveling more quickly over shorter distances than walking alone typically allows. Brief description of the invention Having a variety of transportation options improves users' lives by increasing mobility and allowing them to select the option that best suits their needs for any given trip. For users who wish to travel relatively short distances (e.g., less than 8.04672 km (5 miles)), so-called "micromobility" transportation options provide convenient and environmentally friendly alternatives to car-based travel. Micromobility transportation options include human-powered or human-mobility vehicles (e.g., bicycles, scooters) and electric-powered vehicles (e.g., e-bikes, e-scooters), all of which are designed primarily for use within traditional bicycle lane infrastructure. Within the micromobility transportation category, different transportation options might be more suitable for certain types of trips or journeys than for others. For example, while a stand-up scooter might work well for short distances, a vehicle that allows the user to sit (such as a bicycle) might be better suited for longer distances. Micromobility vehicles with electric motors, such as e-bikes and e-scooters, reduce rider fatigue and aid in navigating hilly terrain. Additionally, the purpose of each trip may dictate which type of transportation option the user selects.For example, a daily commuter carrying nothing or only a small bag might select a transportation option that emphasizes speed over stability, while a user traveling to a warehouse to pick up a package or groceries might select a transportation option that emphasizes package storage and security rather than speed. Most conventional micromobility transportation options are not well-suited for moderate-distance trips (e.g., 2-5 miles (3.21869-8.04672 km)), which are among the most common journeys in an urban environment. For example, riding a bicycle or standing on a scooter and using a foot throttle for more than 1-2 miles (1.60934-3.21869 km) could be tiring or tedious for a user and might lead them to not choose those transportation options for that trip. To address this, some features are being applied to electric vehicles designed to adapt to these moderate-distance journeys across a variety of terrains, improving the user's experience, comfort, and enjoyment while driving. In some embodiments, a universal micromobility vehicle configured for use in a vehicle compartment system comprises a frame, a footrest attached to the frame, a seat attached to the frame, and handlebars. The seat is separated from the footrest in a vertical direction by a fixed distance of between 500 and 600 mm. The handlebars are separated from the footrest in a vertical direction by a fixed distance of between 700 and 900 mm. In some embodiments, a universal electric vehicle configured for use in a micromobility vehicle compartment system comprises a frame, a front wheel, a rear wheel, a steering column, handlebars, a footrest, and a seat. The frame comprises a column inclined at an acute angle with respect to the horizontal direction. The front and rear wheels are separated horizontally, supported by the frame, and have their lower surfaces configured to make contact with the ground. The steering column is supported by the frame. The handlebars are attached to the top of the steering column. The footrest is fixed to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels, between 160 and 240 mm.The saddle is fixed to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels between 700 and 800 mm. It should be noted that all combinations of the foregoing concepts and the additional concepts discussed in greater detail later (provided these concepts are not mutually inconsistent) are considered part of the inventive subject matter described herein. In particular, all combinations of the claimed subject matter appearing at the end of this disclosure are considered part of the inventive subject matter described herein. Brief description of the drawings Several non-limiting modalities of the technology will be described with reference to the following Lófrrnn / zznz / E / Yii figures. It should be noted that the figures are not necessarily drawn to scale. Figure 1A illustrates a side view of an electric vehicle according to some modalities; Figure 1B illustrates a front view of the electric vehicle in Figure 1A; Figure 1C illustrates a rear view of the electric vehicle in Figure 1A; Figure 1D illustrates a top view of the electric vehicle in Figure 1A; Figure 1E illustrates a bottom view of the electric vehicle of Figure 1A; Figure 2A illustrates a woman of the 1st percentile of height in an electric vehicle according to some modalities; Figure 2B illustrates a man of the 99th percentile in height in an electric vehicle according to some modalities; Figure 3A illustrates the dimensions of an electric vehicle according to some modalities; Figure 3B illustrates the additional dimensions of the electric vehicle in Figure 2A; Figure 4A illustrates a user travel posture in an electric vehicle; Figure 4B illustrates a standing user posture in an electric vehicle; Figure 5A illustrates a travel posture of a woman of the 1st percentile in height in an electric vehicle; Figure 5B illustrates a travel posture of a man of the 99th percentile in height in an electric vehicle; Figure 6A illustrates the elbow height and shoulder height of a woman at the 1st percentile for height while in a traveling posture; and Figure 6B illustrates the shoulder height of a woman at the 1st percentile for height and the waist height of a man at the 99th percentile for height while in a standing posture. Figure 7 illustrates an example system for comparing transportation requests with a dynamic transportation network that includes personal mobility vehicles. Figure 8 shows a transportation management environment according to various modalities. Figure 9 shows an application management and data collection environment according to various modalities. Detailed description As briefly discussed earlier, most conventional micromobility transportation options are designed for short-distance trips (e.g., 0–3.2 km (0–2 miles)) and are less user-friendly for moderate-distance trips (e.g., 3.2–8.0 km (2–5 miles)). Some approaches are being applied to an electric micromobility vehicle, incorporating one or more features that provide a safe, reliable, and usable user experience for moderate-distance travel. These electric vehicles could be accessible as part of a shared vehicle model in which drivers do not own a personal vehicle but instead interact with a dynamic matching system to access, on a rental or subscription basis, any of numerous electric vehicles deployed across a region, such as a city. The inventors have realized that by carefully selecting certain dimensions for a micromobility vehicle, the vehicle could be designed without adjustable components and still be usable by people with a wide range of physical characteristics. These designs could be implemented in an electric vehicle that is part of a vehicle compartment system, as it could be advantageous for a single electric vehicle to accommodate users of varying sizes and heights. A non-adjustable electric vehicle, offering a "one-size-fits-all" or "standard" fit, might be simpler to use than an electric vehicle where components are adjusted by the rider before use to change dimensions such as seat height or handlebar angle. From the user's perspective, a standard electric vehicle might be more intuitive and less intimidating, as the rider doesn't need to worry about adjusting components to suit their body type. Ease of use could be improved with a standard electric vehicle compared to an adjustable one because the rider wouldn't need to make multiple changes or adjustments to the vehicle's settings before use.The reduced complexity of a common electric vehicle could increase vehicle availability, since fewer moving parts could allow for more robust structures or structures that experience less wear and tear due to frequent readjustment. A common electric vehicle could also benefit the operator of a shared vehicle system, as the vehicles could be less expensive to manufacture and maintain, given the reduced number of parts and fewer moving parts. Appropriately, a common electric vehicle, with the right selection of dimensions, could serve a broad user base by comfortably accommodating a large percentage of them—for example, more than 90%, 95%, or 98% in various configurations. In this way, a truly universal vehicle could be produced and made available to this population. The appropriate dimensions would simultaneously meet multiple criteria for a large percentage of this population, such as fit, simplicity, reliability, accessibility, and ease of use, as previously described. Certain critical or key combinations of dimensions could play a particularly important role in a vehicle's universal applicability, providing optimal posture, comfort, safety, and overall user experience. Certain key dimensions of a universal electric vehicle could be of particular importance for better serving a target user population. These key dimensions, both individually and in combination, could include the body positions the user adopts while operating the electric vehicle. Some key dimensions could be particularly relevant to the user's body position while riding. For example, the distance between the seat and the footrest could affect the user's knee height, which in turn could affect user comfort. Similarly, some dimensions could be particularly relevant to the user's body position while stationary. For example, the distance between the handlebars and the ground could affect the user's shoulder position, which in turn could affect how easily a user can balance the electric vehicle while stationary. Proper selection of these key dimensions could result in a vehicle that encourages riders to adopt good postures. Good rider posture can increase user comfort and safety, and can facilitate maneuverability and the overall user experience. Some users near the limits of the target population (e.g., especially short or tall riders) might exhibit compensatory behaviors to better align their posture with the fixed dimensions of the electric vehicle. Some of the key components of a typical electric vehicle, which might include key dimensions, are the saddle, footrest, and handlebars. The shape, angle, and height of the saddle can affect the rider's posture, maneuverability, and sense of security. The size, shape, and height of the footrest can affect the rider's leg, pelvic, and back positions. The details of the handlebars can affect posture (particularly the reach or forward extension of the rider's upper body and arms) and maneuverability. Figures 1A-E illustrate a side view, a front view, a rear view, a top view, and a bottom view, respectively, of an electric vehicle 100 according to several embodiments. In the illustrated embodiment, the electric vehicle 100 is a two-wheeled vehicle with a front wheel 122A and a rear wheel 122B mounted on axles supported by forks 128A or 128B, respectively. Either or both of the wheels 122A and 122B could be driven by an electric motor, which could have a stator mounted on one of the forks and a rotor coupled to the axle. The batteries and electronic control devices could be mounted on the electric vehicle 100. In some embodiments, the batteries and associated controllers could be mounted within a compartment coupled with a frame 101 of the electric vehicle 100. For example, the electric vehicle 100 includes a running board 110. The running board 110 could have upper and lower surfaces separated to create a compartment in which the battery and motor controller could be installed. The compartment could have one or more safety features. For example, the batteries could be removable, although they could be immobilized in the compartment unless released by a special key or tool. The running board 110 could have a flat portion positioned between the front wheel 122A and the rear wheel 122B and an inclined portion 126.The angled portion 126 could be configured to accommodate or adapt storage and operate, at least in part, as a fender for the front wheel 122A so that a separate fender (e.g., fender 120 shown covering a portion of the rear wheel 122B) would not be required for the front wheel 122A. The electric vehicle 100 includes a column 112 coupled with the inclined portion 126 of the footplate 110 and a stem 114 rotatably coupled to the column 112. The stem 114 could have handlebars 130 at one end and could be coupled at the other end to the front fork 128A such that rotation of the handlebars 130 rotates the fork 128A and the front wheel 122A with it. The column 112 could include a channel to allow wiring (e.g., for brakes, throttle, electronics, etc.) to be routed internally within the column. The electric vehicle 100 also includes the saddle 118, which is coupled to the footrest 110 by the saddle supports 116A and 116B. The saddle supports 116A and 116B curve upward and forward from the footrest 110. In some embodiments, there is a gap or open space between the saddle supports 116A and 116B, as shown in Figure 1C. In some embodiments, the footrest 110, the column 112, and the saddle supports 116A and 116B may form a continuous, non-adjustable frame. For example, the frame may be formed from a single continuous piece of material and / or may include multiple pieces of material that are welded, bolted, or otherwise rigidly coupled to prevent adjustment of the pieces against each other. In some embodiments, the frame members could be tubular with a variable cross-section. The cross-section of the various frame members could be determined on a functional basis as well as aesthetic considerations. For example, the sloping portion 126 could have a cross-section that is elongated in a direction perpendicular to the surface on which the wheels 122A, 122B rest. This configuration could provide a ring around the running board portions, creating a space along the sloping portion 126 of the running board for storing items and providing a finished and aesthetically pleasing appearance for the electric vehicle 100, without separating the body panels.In addition, the ring could provide visual cues to drivers on how the 100% electric vehicle can be used even when the driver needs transport packages, making the vehicle usable. Other features could be included, either alternatively or additionally, in the electric vehicle 100 to make the vehicle desirable for use on moderate-distance journeys. In some embodiments, the column 112 could include a hook 124 configured to allow a loop, strap, or other portion of a personal item (e.g., a bag, backpack, or package) to be secured to the vehicle. Collectively, the hook 124 and the angled portion 126 of the step could provide a storage area in the vehicle. The hook 124 could be adjusted so that it forms an angle with the column 112 only when in use (e.g., when a bag is attached to it) and retracts toward the column 112 when not in use. As a further example of the features that make the electric vehicle 100 desirable for use on moderate-distance journeys, multiple user interface elements could be mounted on the upper end of the stem 114, guiding the user driving the vehicle. In the illustrated embodiment, the stem 114 has handlebars 130 attached to it, configured to steer the vehicle by rotating the stem 114 relative to the column 112. Brake levers 132A and 132B are configured to be positioned near the handlebars 130 and are coupled to the braking components located near the wheels 122A and / or 122B by brake cables located, for example, within the column 112.The 130 handlebars also include the 136A and 136B throats configured to provide acceleration to the electric vehicle when the clutch is engaged, for example, by rotating the throat around an axis along the length of the 130 handlebars. Although the 136A and 136B throats are shown as a rotating component, in some embodiments, the 136A and 136B throats may additionally or alternatively include components that allow control of the throat without requiring rotation. For example, the 136A and / or 136B throats may include one or more finger-based controls that allow manipulation of the throat without requiring rotation.Additionally, the throat 136A and 136B could be placed on both the right and left handlebars 130 as shown, or alternatively, the throat could be placed on only one side of the handlebars 130 (for example, only the throat 136A placed on the right-side handlebar could be present without the corresponding throat 136B on the left-side handlebar). In some embodiments, the handlebars 130 also include the electronic device carrier 134 configured to hold the portable electronic device, such as a smartphone. In some embodiments, the electronic device carrier 134 comprises spring-loaded arms that retract, at least partially, into the handlebars 130 so that, when a portable electronic device is placed between the spring-loaded arms, the electronic device carrier 134 holds the device using forces (e.g., spring-based forces) applied by the spring-loaded arms against the edges of the device in the carrier. While the electronic device carrier 134 shown in Figures 1A-E is configured with horizontally positioned arms, in other embodiments these arms may be vertically oriented.In some configurations, the orientation of the electronic device carrier 134 could be configured, for example, by rotating the carrier. This would allow the smartphone to be held so that its screen is visible to the electric vehicle user 100 or so that the sound output from its speakers is audible to the user. A smartphone or other mobile device could be wirelessly coupled with the electronic control devices of the electric vehicle 100, either through short-range wireless communication (e.g., near-field communication, Bluetooth, etc.) with the electronic control devices in the vehicle 100 or through a connection via a wide area network with a server that exchanges information with the electronic control devices in the vehicle 100. With this wireless coupling, the smartphone could provide a robust interface through which the user could provide or receive commands or information about the status of a vehicle during a journey.Furthermore, the smartphone could have access to a cellular data network, GPS sensors, and other information sources, enabling the user interface to display navigation or other information beyond the vehicle's status, which could be useful to the user. These interfaces could be controlled by a smartphone application, providing robust and intuitive interfaces for the user to access and configure, and / or offering guidance on how to configure and access those user interfaces.In modalities where the electric vehicle is part of a vehicle sharing system in which vehicles are rented by users through a smartphone application, the application through which the user arranges the rental of a specific vehicle could control the display of user interfaces associated with this vehicle, in addition to making the vehicle accessible to users. In some embodiments, an upper surface of the stem 114 includes a display 144 positioned between the spring-loaded arms of the electronic device carrier 134. The display 144 could be configured to present or display information about the electric vehicle 100. For example, the display 144 could be configured to show the state of charge of the vehicle's battery 100, the vehicle's expected remaining range 100, maintenance information (e.g., tire pressure) related to the vehicle, the length of time the vehicle has been operated, the current loads associated with operating the vehicle when the vehicle is a shared vehicle, or any other appropriate information.Display 144 could also be configured to show other information unrelated to the vehicle, although the user might find this useful during vehicle operation, such as time, map, or navigation information. When a portable electronic device (e.g., a smartphone) is secured by the electronic device carrier 134, display 144 could be obscured, at least partially (e.g., from a top view of the vehicle 100), by the electronic device due to the relative position of the electronic device secured by the electronic device carrier 134 and display 144. In this instance, the display of the electronic device could show the same, different, or additional information than that shown on display 144.In some configurations, the electronic device display may be configured to present, for example, via an application on the device, additional information to provide an enhanced user experience during vehicle operation. Additionally, display 144 may turn off or dim when an electronic device is secured in the electronic device carrier 134 to conserve power. The electric vehicle 100 also includes lights 140 and 142 located at the front and rear of the vehicle. The front light 140 may be configured, at least in part, as a headlight to illuminate the road and signal the vehicle's presence to oncoming vehicular and non-vehicular traffic. The rear light 142 may be configured, at least in part, as a brake light to signal to others behind the vehicle when the vehicle user has applied the brakes. The rear light 142 may also include one or more turn signal indicators when the electric vehicle is configured to use turn signal indicators. In some configurations, lights 140 and 142 are configured to display information about the vehicle, for example, when the user approaches the vehicle and / or starts the vehicle.For example, one or both of the lights could illuminate and / or flash in a predetermined sequence depending on when the vehicle is started. Additionally, although lights 140 and 142 are shown as single lights located at the front and rear of the vehicle, respectively, it should be noted that each light assembly could include multiple lights with different characteristics (e.g., colors) and could be controlled independently or together. In some embodiments, a universal micromobility vehicle is designed to accommodate 98% of the population. This vehicle could be an electric vehicle with fixed positions for certain components. In some embodiments, these fixed positions could be established by attaching the components to the frame 101 without adjustable components. A fixed attachment could be achieved, for example, by integrally forming the components or using screws, clamps, or other coupling mechanisms. In the example shown in Figures 1A-1E, the footrest 110 and the seat 118 are fixed to the frame 101. It should be noted that components fixed in a position could be removed, such as for replacement or to access a compartment or space blocked by the component, even if those components are not adjusted by users during operation. As a result of fixing components to the frame or otherwise integrating components into the electric vehicle without components designed to provide the degree of adjustability in use, the distances between components could also be fixed. For example, the distance between the saddle and the footpeg could be fixed. In configurations where the stem 114 cannot be adjusted, a distance between the handlebars and the footpeg or between the handlebars and the floor could also be fixed, as could the distance between the handlebars and the saddle. The distance between the front and rear wheels could also be fixed. In some configurations, the electric vehicle can be operated by a user whose height ranges from the height of a woman at the 1st percentile to the height of a man at the 99th percentile, according to population models in the United States. Figure 2A illustrates a woman at the 1st percentile in an electric vehicle according to some configurations, while Figure 2B illustrates a man at the 99th percentile in an electric vehicle according to some configurations. In the illustrated configuration, the distances between various parts of the electric vehicle are fixed and not adjustable. Users who are shorter or taller than the average person in the target population might operate the vehicle differently than average-sized users in the target population.The dimensions could be selected to accommodate average-sized conductors as well as shorter and taller conductors, taking into consideration the compensatory behavior of the shorter or taller conductors. A woman at the 1st percentile for height (200) might be 1.47 m (4 ft 10 in) tall. These shorter users might be expected to operate the electric vehicle in a standing, mid-position, as illustrated by a woman at the 1st percentile for height (220) driving a single or general-purpose vehicle (201). An expected posture while stooping is illustrated by a woman at the 1st percentile for height (220) standing. The shorter user might be expected to operate the electric vehicle with their hips, knees, and ankles in a more open position. A man at the 99th percentile for height (250) might be 1.92 m (6 ft 3.5 in) tall. It might be expected that these taller users would operate the electric vehicle 201 in a standard standing position, as illustrated by a 99th percentile man of height 270 driving the electric vehicle 201. An expected posture while stooping is illustrated by a 99th percentile man of height standing 270.It might be expected that the taller user will operate the electric vehicle with their hips, knees, and ankles in a more bent position. Figures 3A-B illustrate the dimensions of an electric vehicle 300 according to several configurations. Figure 3A illustrates the distances measured in a vertical direction. Figure 3B illustrates the dimensions measured in a horizontal direction. The distances between various components of the electric vehicle could affect the user's posture and comfort while operating the vehicle. As a result, the position of certain components of an electric vehicle 300 could be of particular importance with respect to the user's posture. These components include the footrest 310, the seat 318, and the handlebars 330. Other components, such as the column 312 and the hook 324, are also illustrated. It should be understood that other components could be relevant to the user's posture and comfort, and this disclosure is not limited to them.The dimensions between these and other components could include the user's posture both while driving the electric vehicle and while standing or stopped. Certain dimensions could be particularly relevant to the user experience while riding an electric vehicle 300. Dimensions relevant to user posture and comfort during travel include the vertical distance from saddle to footrest 350, the vertical distance from handlebar to footrest 352, the vertical distance from handlebar to saddle 354, and the horizontal distance from handlebar to saddle 360. The angle of the saddle 318 relative to the footrest 310 could similarly affect the user's posture, comfort, safety, and overall experience. In some disciplines, the top of the saddle 318 may be tilted relative to the ground 390. In some disciplines, the saddle is angled or tilted relative to the ground at an angle between 1 and 5 degrees. In some disciplines, the saddle is angled relative to the ground at an angle between 2 and 3 degrees. In some disciplines, the stirrup 310 may be tilted relative to the ground 390. In some of these disciplines, the angle of the stirrup may match the angle of the top of the saddle so that the stirrup and the top of the saddle are substantially parallel. In other disciplines, the angle of the stirrup may differ from the angle of the top of the saddle. Figures 4A-B illustrate a travel posture 404 and a stationary posture 406, respectively, of a user 402 in an electric vehicle 400. The user's posture could determine the level of comfort and enjoyment derived while operating the electric vehicle. A good posture could be related to better performance, better travel tolerance, and a more enjoyable overall experience. With reference to Figure 4A, a good riding posture 404 could be identified by a number of characteristics. For example, a good riding posture could be described as one in which a rider 402 is generally upright, with the rider's feet resting on the footpeg. The rider's riding waist height 414 could be higher than the rider's riding knee height 416. The handlebars could be positioned at a handlebar-to-footpeg height 418 between the riding shoulder height The user's 410 and 412 travel elbow height should be in a vertical position. The user's wrists and knees should be aligned. Other indicators of good travel posture include a forward lean of the torso up to 30 degrees, maintenance of spinal curves, weight supported on the footpeg and saddle, hip extension of 100-135 degrees, knee flexion of 90-135 degrees, ankle angles of 70-120 degrees, head and neck flexion of 0-30 degrees, relaxed shoulders, shoulder flexion of 10-70 degrees, upper arm abduction of 10-50 degrees, elbow extension of 100-170 degrees, and wrist extension of 0-45 degrees. Obviously, not all of these characteristics and / or indicators of good posture may be present simultaneously while traveling. Furthermore, other additional features might be more or less relevant in different situations.For example, a rider might be expected to lean forward while riding uphill, or lean back while riding downhill. In these cases, the rider's body position might fall outside the ranges above indicative of good riding posture, and these postures could still be adequate. As such, the ranges above are for illustrative purposes only, and disclosure is not limited in this respect. With reference to Figure 4B, a good standing or stationary posture 406 could be similarly identified by a number of characteristics. For example, a good standing or stationary posture could be described as one in which a user is generally upright. Ideally, both of the user's feet should be able to reach the ground from a seated position. For shorter users, at least one foot should be able to reach the ground while the user is still in contact with the saddle. The handlebars should be positioned at a handlebar-to-ground height 430 between the user's stationary shoulder height 420 and their stationary waist height 424.Other indicators of good standing or stationary posture might include a forward lean of the torso up to 20 degrees, maintenance of the spinal curves, weight distributed between the saddle and the ground, waist extension of 100-180 degrees, knee extension of 100-180 degrees, ankle extension of 70-160 degrees, head and neck flexion of 0-30 degrees, relaxed shoulders, shoulder flexion of 10-50 degrees, elbow extension of 100-170 degrees, and wrist extension of 0-30 degrees. Obviously, not all of these characteristics and / or indicators of good posture might be present simultaneously while standing or stationary. Furthermore, other additional characteristics might be more or less relevant in different situations. As such, the ranges above are for illustrative purposes only, and disclosure is not limited in this regard. Figures 5A-B illustrate the effect of seat height on travel posture for different users. Figure 5A illustrates the travel posture of a woman at the 1st percentile for height (502) in an electric vehicle (500). Figure 5B illustrates the travel posture of a man at the 99th percentile for height (504) in an electric vehicle (500). These drawings show the effect of seat height on posture while traveling for different users. The distance from the seat to the footrest (530) may, at least partially, dictate the positions of the user's legs and feet, which in turn may affect overall posture and comfort. The distance from the seat to the ground (540) becomes relevant in determining whether a user can reach the ground with both feet or only with one foot when stopped or making slow turns.Ideally, the distance from the saddle to the ground would be greater than the popliteal height of the tall user and less than the groin height of the short user. With a standard electric vehicle, shorter riders may exhibit compensatory behaviors to compensate for a saddle height that is higher than the height designed for them. For example, when stopped, shorter riders might reach the ground by flexing their ankles and extending their toes, rather than placing their feet flat on the ground. Additionally, shorter riders might tilt the vehicle to one side, slide off the saddle sideways, and / or stand completely off the saddle. Figures 6A-B illustrate the effect of the handlebar height of an electric vehicle 600 on the riding posture for a given user and on the stationary postures for different users. Figure 6A illustrates the elbow height 612 and shoulder height 610 of a woman at the 1st percentile of height 602 while in a riding posture, while Figure 6B illustrates the shoulder height of a woman at the 1st percentile of height 620 and the waist height of a man at the 99th percentile of height 624 while in a stationary posture. These drawings show the effect of handlebar height on the user's posture both while riding and when stationary. It might be desirable for the handlebar height to the footrest 618 to be below the riding shoulder height of a woman at the 1st percentile of height 610.At the same time, it might be desirable for the handlebar height to be above the elbow height of a man at the 99th percentile of height. While standing, the handlebar-to-ground height of 630 might be below the standing shoulder height of a woman at the 1st percentile of height (620) and above the standing waist height of a man at the 99th percentile of height (624). In some configurations, the 312 column of the 300 electric vehicle could be tilted relative to the vertical axis to maintain the horizontal clearance between the handlebars and the saddle within the range described above, while creating a cargo storage location above the footrest. The 312 column could be tilted, for example, at an acute angle of 366 to the vertical. This configuration could create a large storage area between the saddle and the column, while providing comfortable handling for riders within the likely user base. In some configurations, the acute angle of 366 is between 10 and 30 degrees. In some of these configurations, the acute angle is between 15 and 25 degrees. One or more vehicle components could define the storage area, which could be adjacent to the base of the column. For example, the column 312 could include a hook 324 configured to hold a personal item. Alternatively or additionally, the angled portion 326 of the footboard could be linked on at least two sides by a lip to provide a storage area in the electric vehicle 300. This storage area could be large enough to hold a small package that the driver might be carrying. In some embodiments, the hook 324 and / or the angled portion 326 could be configured and positioned so that a bag or other load hanging on the hook 324 or resting at its end in the storage area could be easily accessible to the driver sitting in the electric vehicle 300 in a good posture. The acute 366° angle of column 312 could allow for a relatively large storage area, such as on the order of 0.0283168 cubic meters (1 cubic foot) or larger. This storage area could create a relatively large horizontal gap between the saddle and the base of column 312. The horizontal clearance of the handlebars at the top of the column could be smaller and could fall within the ranges described herein that promote good riding posture for the likely riders of the vehicle. In some embodiments, an electric vehicle includes a braking system. In some embodiments, a braking system could be integrated into a front fork of an electric vehicle, such as the front fork 128A of the electric vehicle 100 shown in Figures 1A-E. In these embodiments, the electric vehicle could comprise a front wheel, a fork supporting the front wheel, and a brake pad aligned with a portion of the wheel. The brake pad could be actuated by an actuator housed within the fork, such that actuation of the actuator causes the brake pad to press against a portion of the wheel. The actuator could be a piston, although other actuators are contemplated, and disclosure is not limited in this respect. In some embodiments, the brake pads could be fitted into the fork so that they are not visible from the front view, as illustrated, for example, in Figure 1B. In some configurations, some or all components of an electric vehicle may or may not be tiltable. In these configurations, the seat height 318 must be measured at the forwardmost point of the seat. The footrest height 310 must be the average height along the entire length of the footrest, excluding the tilted portion 326 of the footrest. Correspondingly, the vertical distance from seat to footrest 350 must be measured from the forwardmost point of the seat 318 to the average footrest height 310. The specific ranges of values ​​for the vertical distance from saddle to footrest (350 mm) could be particularly advantageous in providing a universal vehicle that can be used by a sufficiently large portion of the population that a person could design and make available, such as in a vehicle compartment system, to all members of the population. In some embodiments, the vertical distance from saddle to footrest (350 mm) is between 500 and 600 mm. In some embodiments, the vertical distance from saddle to footrest (350 mm) is between 530 and 580 mm. In some embodiments, the vertical distance from saddle to footrest (350 mm) is between 540 and 560 mm. The specific ranges of handlebar-to-pedal height adjustment (352 mm) could be particularly advantageous. In some models, the handlebar-to-pedal height adjustment (352 mm) is between 700 and 900 mm. In some models, the handlebar-to-pedal height adjustment (352 mm) is between 760 and 860 mm. In some models, the handlebar-to-pedal height adjustment (352 mm) is between 790 and 810 mm. The specific ranges of values ​​for the horizontal distance from handlebars to the saddle (360°) could be particularly advantageous. In some disciplines, the horizontal distance from handlebars to the saddle (360°) is between 300 and 430 mm. In some disciplines, the horizontal distance from handlebars to the saddle (360°) is between 330 mm and 400 mm. In some disciplines, the horizontal distance from handlebars to the saddle (360°) is between 360 and 370 mm. The specific ranges of handlebar-to-saddle vertical distance values ​​(354) could be particularly advantageous. In some disciplines, the handlebar-to-saddle vertical distance (354) is between 240 and 280 mm. In addition to the specific ranges of values ​​for certain dimensions in isolation, the inventors have found that combinations of these ranges are particularly advantageous. In some models, the vertical distance from saddle to footpeg (350) is between 500 and 600 mm, and the vertical distance from handlebar to footpeg (352) is between 700 and 900 mm. In some models, the vertical distance from saddle to footpeg (350) is between 530 and 580 mm, and the vertical distance from handlebar to footpeg (352) is between 760 and 860 mm. In some models, the vertical distance from saddle to footpeg (350) is between 540 and 560 mm, and the vertical distance from handlebar to footpeg (352) is between 790 and 810 mm. Furthermore, the specific ratios of values ​​for certain dimensions could be particularly advantageous. In some configurations, the vertical distance from handlebar to peg (352) is at least 20% greater than the vertical distance from saddle to peg (350), and the vertical distance from handlebar to peg (352) is at most 80% greater than the vertical distance from saddle to peg (350). In some configurations, the vertical distance from handlebar to peg (352) is at least 40% greater than the vertical distance from saddle to peg (350), and the vertical distance from handlebar to peg (352) is at most 60% greater than the vertical distance from saddle to peg (350). Certain dimensions may be particularly relevant to a user's experience while stationary in an electric vehicle 300. In general, the distances between various components of the electric vehicle and the ground 390 may become more relevant when a user is stationary compared to when a user is driving. Dimensions relevant to the user's posture and comfort while stationary include the vertical distance from the seat to the ground 356 and the vertical distance from the footrest to the ground 358. It should be understood that other dimensions may also be relevant to the user's posture and comfort while stationary, and disclosure is not limited to these. The specific ranges of values ​​for the 356 mm seat height could be particularly advantageous. In some disciplines, the 356 mm seat height is between 700 and 800 mm. In some disciplines, the 356 mm seat height is between 720 and 780 mm. In some disciplines, the 356 mm seat height is between 740 and 760 mm. The specific ranges of values ​​for the vertical distance from the stirrup to the ground (358) could be particularly advantageous. In some configurations, the vertical distance from the stirrup to the ground (358) is between 160 and 240 mm. In some configurations, the vertical distance from the stirrup to the ground (358) is between 180 and 220 mm. In some configurations, the vertical distance from the stirrup to the ground (358) is between 190 and 210 mm. In addition to the specific ranges of values ​​for certain dimensions in isolation, combinations of these ranges could be particularly advantageous. Dimensions that provide a suitable riding position and dimensions that allow for a desirable user experience while stationary could be provided in the same vehicle. In some models, for example, the seat-to-ground distance (356) is between 700 and 800 mm, and the footrest-to-ground distance (358) is between 160 and 240 mm. In some models, the seat-to-ground distance (356) is between 720 and 780 mm, and the footrest-to-ground distance (358) is between 180 and 220 mm. In some models, the seat-to-ground distance (356) is between 740 and 760 mm, and the footrest-to-ground distance (358) is between 190 and 210 mm. Other dimensions not specified above may also be important. The wheel-to-wheel distance 362 is the distance between the center of the front wheel 322A and the center of the rear wheel 322B. Here, wheels 332A and 332B are supported by the frame by means of a swivel coupling, such as an axle passing through the bearing coupled to the frame. Although the wheels are swivel, their horizontal and vertical positions may be fixed by means of a coupling or connection. In some embodiments, the wheel-to-wheel distance 362 is between 1000 and 1300 mm. In some embodiments, the wheel-to-wheel distance 362 is between 1100 and 1200 mm. It should be understood that other dimensions may be relevant to posture, comfort, safety, and the overall experience during travel, and this disclosure is not limited to them. It should be appreciated that while certain components, dimensions, and combinations of dimensions are discussed herein, other components, dimensions, and combinations of dimensions may also be relevant to the subject matter of this disclosure. Furthermore, some of the dimensions described herein may be fully defined in terms of, or derived from, previously defined dimensions. For example, the distance from a first component to a third component in a given direction may be fully defined given the distances along that direction from the first component to a second component and from the second component to the third component.In these instances, it should be noted that it is not of relative importance whether the different dimensions must be inferred. Rather, some orders of description of the dimensions might simply be more natural for particular examples. A micromobility vehicle as described herein could be available through an on-demand multimodal transportation system. Figure 7 illustrates an example system 1500 for comparing transportation requests with a dynamic transportation network that includes personal mobility vehicles. As shown in Figure 7, the dynamic transportation comparison system 1510 could be configured with one or more dynamic transportation comparison modules 1512 that could perform one or more of the steps described herein. The dynamic transportation comparison system 1510 could represent any computer system and / or set of computer systems capable of comparing transportation requests. The dynamic transportation comparison system 1510 could be in communication with the computer devices in each of a group of vehicles 1520.Vehicles 1520 could represent any vehicle capable of fulfilling transportation requests. In some examples, vehicles 1520 could include different types and / or models of vehicles. For example, vehicles 1520 could include highway crossing vehicles and personal mobility vehicles. In some examples, some vehicles 1520 could be commercially available standard vehicles. According to some examples, some vehicles 1520 could be owned by separate individuals (e.g., transportation providers). Furthermore, while in some examples many or all vehicles 1520 could be operated by humans, in other examples many vehicles 1520 could also be autonomous (or partially autonomous).Accordingly, throughout this disclosure, references to the term “transportation provider” (or “provider”) could refer, where appropriate, to an operator of a human-driven vehicle, an autonomous vehicle control system, an autonomous vehicle, an autonomous vehicle owner, an autonomous vehicle operator, an autonomous vehicle assistant, a vehicle piloted by a claimant, and / or an autonomous vehicle piloting system. While Figure 7 does not specify the number of vehicles 1520, it can be quickly seen that the systems described herein are applicable to hundreds, thousands, or more vehicles. In one example, the dynamic transportation matching system 1510 could coordinate transportation matching within a single region for 50,000 or more vehicles on any given day.In some examples, the 1520 vehicles could collectively or together form a dynamic transportation network that could provide transportation on an on-demand basis to transportation requesters. The dynamic transportation comparison system 1510 could communicate with computing devices in each of the vehicles 1520. The computing devices could be any suitable type of computing device. In some examples, one or more of the computing devices could be integrated into the respective vehicles 1520. In some examples, one or more of the computing devices could be mobile devices. For example, one or more of the computing devices could be smartphones. Additionally or alternatively, one or more of the computing devices could be tablet computers, personal digital assistants, or any other type or form of mobile computing device.According to some examples, one or more of the computing devices could include portable computing devices (e.g., a portable or driver-wearable computing device), such as smart glasses, smartwatches, etc. In some examples, one or more of the computing devices could be devices suitable for temporary mounting in a vehicle (e.g., for use by an applicant and / or provider for a transportation comparison application, a navigation application, and / or any other application suitable for use by the applicants and / or providers).Additionally or alternatively, one or more of the computer devices could be devices suitable for installation in a vehicle and / or could be a vehicle computer having a transportation management system application installed on the computer for the purpose of providing transportation services to transportation applicants and / or communicating with the 1510 dynamic transportation matching system. As shown in Figure 7, 1520 vehicles could include provider devices 1530(l)-(n) (e.g., if they are integrated into the vehicle, permanently affixed to the vehicle, temporarily affixed to the vehicle, worn by the vehicle driver, etc.). In some examples, provider devices 1530(l)-(n) could include a respective provider application 1540(l)-(k). Provider applications 1540(l)-(k) could represent any application, program, and / or module that could provide one or more services related to the operation of a vehicle and / or provide transportation comparison services. For example, provider applications 1540(l)-(k) could include a transportation comparison application for providers and / or one or more applications for comparing personal mobility vehicles (PMVs) with requester devices.In some modalities, different types of provider vehicles could be provisioned with different types of provider devices and / or different provider applications. For example, PMVs could be provisioned with provider devices configured with a provider application that allows transportation requesters to book and / or operate the PMV, while restricted road vehicles (e.g., cars) could be provisioned with provider devices configured with a provider application that allows provider vehicle operators (e.g., transportation providers) to respond to transportation requesters' requests.In some examples, provider applications 1540(l)-(k) could match the user of provider applications 1540(l)-(k) (for example, a transportation provider) with transportation requesters through communication with the dynamic transportation matching system 1510. Additionally, as described in more detail later, provider applications 1540(l)-(k) could provide the dynamic transportation matching system 1510 with information about a provider (including, for example, the current location of the provider and / or vehicle) to enable the dynamic transportation matching system 1510 to provide dynamic transportation matching and / or management systems for the provider and one or more requesters. In some examples, provider applications 1540(l)-(k) could coordinate communications and / or payment between a requester and a provider.According to some modalities, provider applications 1540(1)(k) could provide a map service, a navigation service, a traffic notification service, and / or a geolocation service. Additionally, as shown in Figure 7, the dynamic transportation matching system 1510 could communicate with the requester devices 1550(l)-(m). In some examples, the requester devices 1550(l)-(m) could include a requester application 1560. The requester application 1560 could represent any application, program, and / or module that could provide one or more services related to requesting transportation matching services. For example, the requester application 1560 could include a transportation matching application for requesters. In some examples, the requester application 1560 could match the requester application user (for example, a transportation requester) with transportation providers through communication with the dynamic transportation matching system 1510.In addition, and as described in more detail below, the Applicant Application 1560 could provide the Dynamic Transportation Matching System 1510 with information about an applicant (including, for example, the applicant's current location) to enable the Dynamic Transportation Matching System 1510 to provide dynamic transportation matching services to the applicant and one or more providers. In some examples, the Applicant Application 1560 could coordinate communications and / or payment between an applicant and a provider. Under certain modalities, the Applicant Application 1560 could provide a map service, a navigation service, a traffic notification service, and / or a geolocation service. The modalities of this disclosure may include or be implemented in conjunction with a dynamic transportation matching system. A transportation matching system may arrange transportation on an on-demand basis and / or on a specific basis, for example, by matching one or more transportation requesters with one or more transportation providers. For example, a transportation matching system may provide one or more transportation matching services for an interconnected transportation service, a ride provisioning service, a taxi service, a car-booking service, an autonomous vehicle service, a personal mobility vehicle service, or some combination and / or derivative thereof.The transportation matching system could include and / or be interconnected with any of a variety of subsystems that could implement, support, and / or enhance a transportation matching service. For example, the transportation matching system could include a matching system (e.g., matching requesters with travel opportunities and / or arranging for requesters and / or providers to meet), a mapping system, a navigation system (e.g., to help the provider connect with a requester, to help the requester connect with a provider, and / or to help the provider reach their destination), a reputation system (e.g., to rate and / or assess the integrity of a requester and / or a provider), a payment system, and / or an autonomous or semi-autonomous driving system.The transportation comparison system could be implemented on various platforms, including an applicant-owned mobile device, a vehicle-installed computer system, a server computer system, or any other hardware platform capable of providing transportation comparison services to one or more applicants and / or providers. Figure 8 shows a transportation management environment 1600, according to various modalities. As shown in Figure 8, a transportation management system 1602 could run one or more software services and / or applications, including identity management services 1604, location services 1606, travel or route services 1608, and / or other services. Although Figure 8 shows a certain number of services provided by the transportation management system 1602, more or fewer services could be provided in various implementations. Furthermore, although Figure 8 shows these services as being provided by the transportation management system 1602, all or part of any of the services could be processed in a distributed mode.For example, the computations or calculations associated with a service task could be performed by a combination of the transportation management system 1602 (which includes any number of servers, databases, etc.), one or more devices associated with a provider (for example, devices integrated with the managed vehicles 1614(a), 1614(b), and / or 1614(c); the provider computing devices 1616 and tablet-type devices 1620; and the transportation management vehicle devices 1618), and / or one or more devices associated with a travel requester (for example, the requester's computing devices 1624 and tablets 1622). In some embodiments, the transportation management system 1602 could include one or more general-purpose computers, server computers, clustered computing systems, cloud-based computing systems, and / or any other type of computing systems or computing system arrangements.The 1602 transportation management system may be configured to run any or all of the services and / or software components described herein. In some configurations, the 1602 transportation management system may include a suitable operating system and / or various server applications, such as web servers capable of handling Hypertext Transfer Protocol (HTTP) requests, File Transfer Protocol (FTP) servers, database servers, etc. In some configurations, 1604 identity management services could be configured to perform authorization services for requesters and providers and / or to manage their interactions and / or data with the 1602 transportation management system. This could include, for example, authenticating the identity of providers and determining that they are authorized to provide services through the 1602 transportation management system. Similarly, the identities of requesters could be authenticated to determine whether they are authorized to receive the services requested through the 1602 transportation management system.Identity management services 1604 may also manage and / or control access to provider and / or requester data maintained by transportation management system 1602, such as driving histories, vehicle data, personal data, preferences, usage patterns as a travel provider and / or travel requester, profile pictures, linked third-party accounts (e.g., credentials for music services and / or filters, social networking systems, calendar systems, task management systems, etc.), and any other associated information. Transportation management system 1602 may also manage and control access to provider and / or requester data stored with and / or obtained from third-party systems.For example, a requester or vendor might grant the transportation management system 1602 access to a third-party email, calendar, or task management system (for example, using user credentials). As another example, a requester or vendor might grant a transportation application associated with the transportation management system 1602 access to data provided by other applications installed on the mobile device, via a mobile device (for example, 1616, 1620, 1622, or 1624). In some cases, this data might be processed on the client's end and / or uploaded to the transportation management system 1602 for processing. In some modalities, the transportation management system 1602 could provide the travel or route services 1608, which could include travel and / or management matching services to connect a requester with a provider. For example, once the management services identity module 1604 has authenticated the identity of the travel or route requester, the travel services module 1608 could attempt to match the requester with one or more travel or route providers. In some modalities, the travel services module 1608 could identify a suitable provider using location data obtained from the location services module 1606.The Travel Services module 1608 could use location data to identify providers who are geographically close to the requester (for example, within a certain threshold distance or travel time) and / or who are otherwise a good match for the requester. The Travel Services module 1608 could implement matching algorithms that flag providers based, for example, on provider and requester preferences; vehicle features, amenities, condition, and / or status; preferred general travel direction and / or route, travel range, and / or provider availability; requester origin and destination locations, time constraints, and / or vehicle feature requirements; and any other information relevant to matching requesters with providers.In some modalities, the 1608 travel services module could use rule-based algorithms and / or machine learning models to compare requesters and providers. The transportation management system 1602 could communicate with various devices via networks 1610 and / or 1612. Networks 1610 and 1612 could include any combination of interconnected networks configured to send and / or receive data communications using various communication protocols and transmission technologies. In some configurations, networks 1610 and / or 1612 could include local area networks (LANs), wide area networks (WANs), and / or the Internet, and could support communication protocols such as Transmission Control Protocol / Internet Protocol (TCP / IP), Internet Packet Exchange (IPX), Systems Network Architecture (SNA), and / or any other suitable network protocols.In some modalities, data could be transmitted across the 1610 and / or 1612 networks using a mobile network (such as a mobile phone network, cellular network, satellite network, or other mobile network), a public switched telephone network (PSTN), wired communication protocols (e.g., a universal serial bus (USB), a controller area network (CAN)), and / or wireless communication protocols (e.g., wireless LAN (WLAN) technologies implementing the IEEE 902.12 family of standards, Bluetooth, Bluetooth Low Energy, Bluetooth 5, near field communication (NFC), Z-Wave, and ZigBee). In various modalities, the 1610 and / or 1612 networks could include any combination of the networks described herein or any other type of network capable of facilitating communication across the 1610 and / or 1612 networks. In some embodiments, the transportation management vehicle device 1618 may include a provider communication device configured to communicate with users, such as drivers, passengers, pedestrians, and / or other users. In some embodiments, the transportation management vehicle device 1618 may communicate directly with the transportation management system 1602 or through another provider computing device, such as the provider computing device 1616. In some embodiments, a requestor computing device (for example, device 1624) may communicate directly with the transportation management vehicle device 1618 via a connection 1626 through a communication channel and / or connection, such as a one-to-one connection, a Bluetooth connection, an NFC connection, a dedicated wireless network, and / or any other communication channel or connection.Although Figure 8 shows particular devices that communicate with the transportation management system 1602 through the 1610 and 1612 networks, in various ways, the transportation management system 1602 could expose an interface, such as an application programming interface (API) or service provider interface (SPI), to allow various third parties to serve as an intermediary between end users and the transportation management system 1602. In some configurations, the devices within the vehicle could be interconnected. For example, any combination of the following could be communicatively connected: vehicle 1614, provider computing device 1616, provider tablet 1620, transportation management vehicle device 1618, applicant computing device 1624, applicant tablet 1622, and any other devices (e.g., smartwatch, smart tags, etc.). For example, transportation management vehicle device 1618 could be communicatively connected to provider computing device 1616 and / or applicant computing device 1624.The transportation handling vehicle device 1318 could establish communication connections, such as connections 1626 and 1628, with those devices by means of any suitable communication technology, including, for example, WLAN technologies implementing the IEEE 902.12 family of standards, Bluetooth, Bluetooth Low Energy, Bluetooth 5, NFC, Z-Wave, ZigBee, and any other suitable short-range wireless communication technology. In some modalities, users could utilize and interconnect with one or more services provided by the transportation management system 1602 using applications running on their respective computing devices (e.g., 1616, 1618, 1620, and / or a computing device integrated within the vehicle 1614), which could include mobile devices (e.g., an iPhone®, an iPad®, a mobile phone, a tablet-type computer, a personal digital assistant (PDA)), laptop-type portable computers, wearable or portable devices (e.g., smartwatch, smart glasses, head-mounted devices, etc.), client thin devices, game consoles, and any other type of computing device.In some embodiments, vehicle 1614 may include an integrated vehicle computing device, such as a vehicle navigation system or other computing device integrated with the vehicle itself, such as the driving system of an autonomous vehicle. The computing device may run on any suitable operating system, such as Android®, iOS®, macOS®, Windows®, Linux®, UNIX®, or UNIX®-based or Linux®-based operating systems, or other operating systems. The computing device may also be configured to send and receive data via the Internet, Short Message Service (SMS), email, and various other application and / or messaging communication protocols. In some embodiments, one or more software applications may be installed on the computing device by a vendor or requester, including an application associated with transportation management system 1602.The transportation application could be distributed, for example, by an entity associated with the transportation management system through any distribution channel, such as an online source from which applications could be downloaded. Additional third-party applications not associated with the transportation management system could also be installed on the computing device. In some configurations, the transportation application could communicate or share data and resources with one or more of the installed third-party applications. Figure 9 shows an application management and data collection environment 1700, according to various modalities. As shown in Figure 9, the management system 1702 could be configured to collect data from various data collection devices 1704 through the data collection interface 1706. As discussed previously, the management system 1702 could include one or more computers and / or servers or any combination thereof.Data collection devices (1704) may include, but are not limited to, user devices (including vendor and requester computing devices, such as those discussed above), vendor communication devices, laptop or desktop computers, vehicle data (e.g., from sensors integrated into or otherwise connected to vehicles), ground-based or satellite-based sources (e.g., location data, traffic data, weather data, etc.), or other sensor data (e.g., road embedded sensors, traffic sensors, etc.). The data collection interface (1706) may include, for example, an extensible device fabric configured to support interconnections for each data collection device.In several ways, the 1706 data collection interface could be extended to support new data collection devices as they are released and / or to update existing interfaces to support changes to existing data collection devices. In several ways, data collection devices could communicate with the 1706 data collection interface through one or more networks. The networks could include any network or communication protocol that would be recognized by a person of ordinary skill in the art, including those networks discussed above. As shown in Figure 9, data received from data collection devices 1704 can be stored in data storage 1708. Data storage 1708 could include one or more data stores, such as databases, object storage systems and services, database storage services, and other data stores. For example, several data stores could be implemented on a non-transient storage medium accessible to the management system 1702, such as historical data storage 1710, trip data storage 1712, and user data storage 1714. Data stores 1708 can be local to the management system 1702 or remote and accessible via a network, such as those discussed earlier, a storage area network, or another interconnected storage system.In various configurations, historical data 1710 could include historical traffic data, weather data, request data, road or highway condition data, or any other type of data for a given region or regions received from various data collection devices. Trip data storage 1712 could include route data, request data, timing data, and other driving-related data, in an aggregate and / or through a requester or provider. User data 1714 could include user account data, preferences, location history, and other user-specific data. Although certain data storages are shown by way of example, any type of data collected and / or stored in accordance with the various configurations described herein could be stored in data storages 1708. As shown in Figure 9, an application interface 1716 can be provided by the management system 1702 to allow various applications 1718 to access the data and / or services available through the management system 1702. Applications 1718 could run on various user devices (including provider and requester computing devices, such as those discussed earlier) and / or could include cloud-based or other distributed applications configured to run across multiple devices (e.g., computers, servers, or combinations thereof). Applications 1718 could include, for example, aggregation and / or reporting applications that could use data 1708 to provide various services (e.g., third-party management and travel request applications).In several embodiments, the application interface 1716 may include an API and / or SPI that enables third-party development of applications 1718. In some embodiments, the application interface 1716 may include a web interface, enabling web-based access to data 1708 and / or services provided by the management system 1702. In several embodiments, applications 1718 may run on devices configured to communicate with the application interface 1716 through one or more networks. Networks may include any network or communication protocol that would be recognized by a person of ordinary skill in the art, including those networks discussed above, in accordance with one embodiment of this disclosure. While several modalities of this disclosure are described in terms of an interconnected transportation system in which ride providers are human drivers operating their own vehicles, in other modalities, the techniques described herein could also be used in environments where ride requests are fulfilled using autonomous or semi-autonomous vehicles. For example, a ride management system for an interconnected transportation service could facilitate the fulfillment of ride requests using both human-driven and autonomous vehicles. Additionally or alternatively, without limitation to transportation services, a matching system for any service could facilitate the fulfillment of requests using both human-driven and autonomous vehicles. The computer devices and systems described and / or illustrated herein broadly represent any type or form of computer device or system capable of executing computer-readable instructions, such as those contained within the modules described herein. In its most basic configuration, each of these computer devices could include at least one memory device and at least one physical processor. In some examples, the term “memory device” refers generally to any type or form of volatile or non-volatile storage device or medium capable of storing computer-readable data and / or instructions. For example, a memory device could store, load, and / or maintain one or more of the modules described herein. Examples of memory devices include, but are not limited to, random-access memory (RAM), read-only memory (ROM), flash memory, hard disk drives (HDDs), solid-state drives (SSDs), optical disc drives, cache memory, variations or combinations of one or more of these, or any other suitable storage medium. In some examples, the term “physical processor” refers generally to any type or form of hardware-implemented processing unit capable of interpreting and / or executing computer-readable instructions. For instance, a physical processor might access and / or modify one or more modules stored in the memory device described earlier. Examples of physical processors include, but are not limited to, microprocessors, microcontrollers, central processing units (CPUs), field-programmable gate arrays (FPGAs) implementing soft-core processors, application-specific integrated circuits (ASICs), portions of one or more of these, variations or combinations thereof, or any other suitable physical processor. Although illustrated as separate items, the modules described and / or illustrated herein could represent portions of a single module or application. Furthermore, in certain embodiments, one or more of these modules could represent one or more software applications or programs that, when executed by a computing device, could cause the computing device to perform one or more tasks. For example, one or more of the modules described and / or illustrated herein could represent modules stored and configured to run on one or more of the computing devices or systems described and / or illustrated herein. One or more of these modules could also represent all or portions of one or more special-purpose computers configured to perform one or more tasks. Furthermore, one or more of the modules described herein may transform data, physical devices, and / or representations of physical devices from one form to another. Additionally or alternatively, one or more of the modules described herein may transform a processor, volatile memory, non-volatile memory, and / or any other portion of a physical computing device from one form to another when running on the computing device, storing data on the computing device, and / or otherwise interacting with the computing device. The modalities described above can be implemented in any number of ways. For example, the modalities could be implemented using hardware, software, or a combination of both. A controller for an electric vehicle, as described herein, could be programmed, for instance, to provide control functions that allow the vehicle to be used as part of a car-sharing system. When implemented in software, the software code can run on any suitable processor or set of processors, whether provided on a single computer or distributed among multiple computers. It should be appreciated that any component or set of components that performs the functions described above could be considered, in general terms, as one or more controllers that control the functions discussed above.One or more of the controllers can be implemented in numerous modes, such as with dedicated hardware or with one or more programmed processors that use microcode or software to perform the functions noted above. In this regard, it should be noted that the configurations of an electric vehicle could include at least one non-transient, computer-readable storage medium (e.g., computer memory, portable memory, a compact disc, etc.) encoded with a computer program (i.e., a plurality of instructions), which, when executed by a processor, performs one or more of the functions discussed above. These functions could include, for example, controlling the motor that drives a wheel of the vehicle, receiving and processing control signals from a central server, and / or displaying information to a user. The computer-readable storage medium is portable, so that the program stored on it can be loaded onto any computer resource to implement the aspects of the present invention discussed herein.Furthermore, it should be noted that the reference to a computer program which, when executed, performs the functions discussed above, is not limited to an application program running on a host or guest computer. Rather, the term "computer program" is used herein in a generic sense to refer to any type of computer code (e.g., software or microcode) that can be used to program a processor to implement the aspects of the present invention discussed above. Several aspects of the present invention could be used alone, in combination, or in a variety of arrangements not specifically discussed in the embodiments described above and are therefore not limited in their application to the details and arrangement of the components mentioned in the preceding description or illustrated in the drawings. For example, the aspects described in one embodiment could be combined in any way with the aspects described in other embodiments. The embodiments of the invention may also be implemented as one or more methods, of which an example has been provided. The steps performed as part of the methods may be arranged in any suitable order. Consequently, embodiments may be constructed in which the steps are performed in a different order than that illustrated, which may include performing some steps simultaneously, even though they are shown as sequential steps in the illustrative embodiments. The use of ordinal terms such as “first,” “second,” “third,” etc., in claims to modify a claim element does not in itself imply any priority, precedence, or order of one claim element with respect to another, or the temporal order in which the steps of a method are performed. These terms are used only as labels to distinguish one claim element with a certain name from another element with the same name (except for the use of the ordinal term). The phraseology and terminology used herein are for descriptive purposes only and should not be considered limiting. The use of terms such as “including,” “comprising,” “having,” “containing,” “involving,” and variations thereof, means that they include the items listed later and any additional items. Having described the various embodiments of the invention in detail, several modifications and improvements will readily occur to those skilled in the art. It is intended that these modifications and improvements be within the spirit and scope of the invention. Accordingly, the foregoing description is by way of example only and is not intended to be limiting. The invention is limited only as defined by the following claims and their equivalents.

Claims

1. A universal micromobility vehicle configured for use in a vehicle compartment system, the vehicle comprising: a frame; a footrest fixed to the frame; a saddle fixed to the frame and separated from the footrest in a vertical direction by a fixed distance between 500 and 600 mm; and handlebars separated from the footrest in the vertical direction by a fixed distance between 700 and 900 mm.

2. The universal micromobility vehicle according to claim 1, wherein: the vehicle further comprises a cargo storage location above the footrest; the frame comprises a column; the handlebars are mounted on top of the column; and the column is angled with respect to the vertical direction so that the cargo storage location is between the saddle and the column, with the handlebars and the saddle separated in a horizontal direction by a fixed distance of between 300 and 430 mm.

3. The universal micromobility vehicle according to claim 1, wherein the saddle is separated from the footrest in the vertical direction by a fixed distance between 530 and 580 mm and the handlebars are separated from the footrest in the vertical direction by a fixed distance between 760 and 860 mm.

4. The universal micromobility vehicle according to claim 3, further comprising: a cargo storage location above the step; and a hook, coupled with the frame, adjacent to the cargo storage location.

5. The universal micromobility vehicle according to claim 1, wherein the handlebars and the saddle are separated in a horizontal direction by a fixed distance between 300 and 430 mm.

6. The universal micromobility vehicle according to claim 5, wherein: the vehicle further comprises a front wheel and a rear wheel separated in the horizontal direction, supported by the frame and having lower surfaces configured to make contact with the ground; the footrest is fixed to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels between 160 and 240 mm; and the seat is fixed to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels between 700 and 800 mm.

7. The universal micromobility vehicle according to claim 6, wherein the handlebars and the saddle are separated in the horizontal direction by a fixed distance between 360 and 370 mm.

8. The universal micromobility vehicle according to claim 5, wherein the handlebars and the saddle are separated in the vertical direction by a fixed distance between 240 and 280 mm.

9. The universal micromobility vehicle according to claim 1, further comprising: a front wheel and a rear wheel, with a center of the front wheel separated in the horizontal direction from a center of the rear wheel by a fixed distance between 1000 and 1300 mm.

10. The universal micromobility vehicle according to claim 9, wherein the center of the front wheel and the center of the rear wheel are separated in the horizontal direction by a fixed distance between 1100 and 1200 mm.

11. The universal micromobility vehicle according to claim 1, further comprising: a wheel; a fork rotatably supporting the wheel; a brake pad aligned with a portion of the wheel; and an actuator housed within the fork, coupled with the brake pad and configured to press the brake pad against the portion of the wheel.

12. A universal electric vehicle configured for use in a micromobility vehicle compartment system, the electric vehicle comprising: a frame comprising a column inclined at an acute angle with respect to a horizontal direction; a front wheel and a rear wheel separated in the horizontal direction, supported by the frame and having lower surfaces configured to make contact with the ground; a steering column supported by the column; handlebars coupled to the top of the steering column; a footrest fixed to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels between 160 and 240 mm; and a saddle fixed to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels between 700 and 800 mm.

13. The universal electric vehicle according to claim 12, wherein the saddle is separated from the footrest in the vertical direction by a fixed distance between 540 and 560 mm and the handlebars are separated from the footrest in the vertical direction by a fixed distance between 790 and 810 mm.

14. The universal electric vehicle according to claim 13, wherein the saddle is fixed to the frame at a fixed distance from the lower surfaces of the front and rear wheels between 740 and 760 mm and the footrest is fixed to the frame at a fixed vertical distance from the lower surfaces of the front and rear wheels between 190 mm and 210 mm.

15. The universal electric vehicle according to claim 12, wherein the saddle is oriented with respect to the horizontal at a fixed angle between 1 and 5 degrees.

16. The universal electric vehicle according to claim 15, wherein: the frame comprises a first and second seat supports, and a seat coupled to the first and second seat supports at a fixed angle between 2 and 3 degrees.

17. The universal electric vehicle according to claim 12, wherein the footrest comprises a compartment containing a battery and a motor controller.

18. The universal electric vehicle according to claim 12, wherein the column is inclined at an angle with respect to the horizontal between 65 and 75 degrees.

19. The universal electric vehicle according to claim 12, further comprising: a fork rotatably supporting a wheel of the front or rear wheel; a brake pad aligned with a portion of the wheel; and an actuator housed within the fork, coupled with the brake pad and configured to press the brake pad against the portion of the wheel.

20. The universal electric vehicle according to claim 12, wherein: the vehicle further comprises a saddle; the vehicle further comprises a cargo storage location above the footrest; and the column is angled with respect to the vertical direction so that the cargo storage location is between the saddle and the column, with the handlebars and the saddle separated in the horizontal direction by a fixed distance between 300 and 430 mm.