DE102019126367A1 - PAYMENT CARD FOR A JOURNEY WITH SEVERAL SECTIONS - Google Patents

Abstract

This disclosure provides a payment card for a multi-leg trip. Embodiments of the disclosure enable a universal access card, computing device, and / or application that operates on a computing device to provide access and payment for multiple modes of transportation on a multi-segment trip. The universal access device may be provided by a centralized transportation management service and may be used in conjunction with a mobile application on a computing device to reserve a seat, plan a multi-segment trip across different modes of transportation and / or different transportation service providers. When a user initiates a segment of the multi-segment journey by boarding the first carrier, the universal access device provides access to the first carrier and can automatically provide a payment to the first carrier. When monitoring the geographic location of the user, the universal access device can provide access to and payment to a second transportation service provider when the user is ready to begin a second segment of the multi-segment journey.

Description

AREA OF REVELATION

This disclosure relates generally to transportation services and, more particularly, relates to systems and methods that assist a customer in moving from one location to another using different types of transportation.

GENERAL PRIOR ART

People are increasingly turning to a variety of different transportation and mobility options, including carpooling, carpooling, shuttle services and e-bikes, in addition to conventional public transport services such as trains and public buses. However, it can be overwhelming for a user to choose from and pay for these numerous transportation options. Because many transportation options are not shared across the same platform, many users often have multiple applications on their mobile devices and / or multiple transportation tags or cards for accessing and paying for the different modes of transportation used. For example, a user can request a route from point A to point B, using different segments of the route through different modes of transportation, such as by bus, train, subway, rideshare, taxi, scooter, bike rental, or other Transport platform. Closing the route with different segments involving multiple modes of transportation can be cumbersome for the user, since each type may require a different mobile application and payment process. It may therefore be desirable to implement a universal platform to centralize access and payment for multiple modes of transportation and segments, to maximize utilization and accessibility of all modes of transportation, and to provide transportation mobility to users.

SUMMARY

Approaches described and suggested here relate to providing transportation between predetermined locations. In particular, various embodiments provide approaches for determining and selecting one or more modes of transportation from a number of possible route solutions to serve a set of transportation requirements. The requirements can relate to the transportation of people, animals, packages or other objects or passengers from a place of origin to a destination. The requests can also include at least one time component, such as a requested departure or arrival time. The request may also include pricing and payment components, such as setting maximum costs for any route requested or a preferred payment (e.g. credit card, debit card). A service provider, such as a transportation service, may use a route determination process to, for example, weigh various metrics when choosing between suggested route solutions to service a set of customer travel requests. One or more optimization processes can be used, in which the component values or weightings of the route guidance process can be varied in order to try to improve the options generated and / or selected for each proposed route solution. A solution can be selected for implementation based at least in part on the resulting quality assessments of the proposed route solutions. The solution may also include coordinating payment for each of the transportation services used in the proposed route solutions based on the payment and pricing components from the request.

In at least some embodiments, the routes selected between a point of origin and a destination may include at least two legs or segments that may be provided by the same or different modes of transportation. A customer can make a request for transportation between an origin and a destination at or near a predetermined time and receive information about travel options along one or more routes between these locations. In at least some embodiments, a customer can then select one or more options for the trip. The transport for the selected option (s) can then be booked so that sufficient capacity is reserved for the passenger using the payment components specified in the request. Subsequently, such as during one of the segments of the journey, a determination can be made that the passenger will not be able to reach the connection for the next segment of the journey based on the current state and the current conditions for the journey , and payment to different transportation services can be seamlessly coordinated so that passengers have immediate access. Approaches in accordance with various embodiments can then use the estimated time of arrival, among other criteria and conditions discussed here, to provide alternative options for determine at least the next segment of the journey. One of the options is selected for the segment and the passenger can be automatically rebooked to the vehicle for the next segment by automatically making a payment to the next segment transportation service. The passenger can then be notified of the change so that the passenger gets into the correct vehicle, etc. and does not have to worry about a missed connection or lack of access to this transportation service due to a payment. Segments can also be rebooked for other reasons, such as taking advantage of newly available capacity for the segment.

Figure list

• 1A und 1B veranschaulichen eine beispielhafte Fahrtanforderungsumgebung, in der Aspekte verschiedener Ausführungsformen implementiert werden können.
• 2A und 2B veranschaulichen eine beispielhafte aktualisierte Segmentoption für eine reservierte Fahrt, die gemäß verschiedenen Ausführungsformen während des Verlaufs der Fahrt bestimmt werden kann.
• 3A, 3B und 3C veranschaulichen einen beispielhaften Benachrichtigungsablauf, der eine automatische Umbuchung eines Anschlusses oder anschließenden Fahrtsegments auf Grundlage eines bestimmten Zustands eines aktuellen Segments angibt und der generiert werden kann, welche Aspekte verschiedener Ausführungsformen implementiert werden können.
• 4 veranschaulicht einen beispielhaften Ansatz zum Abgleichen von Fahrtanforderungen mit Fahrzeugkapazität, der gemäß verschiedenen Ausführungsformen verwendet werden kann.
• 5 veranschaulicht einen Prozess auf hoher Ebene eines Universalzugangssystems zum Bereitstellen von Zugang und Bezahlung einer Fahrt mit mehreren Segmenten gemäß verschiedenen Ausführungsformen.
• 6A-D veranschaulichen einen beispielhaften Anforderungsablauf für eine Fahrt mit mehreren Segmenten, der verschiedene Segmente und Zugang zu jeder Beförderungsart angibt und der generiert werden kann, welche Aspekte verschiedener Ausführungsformen implementiert werden können.
• 7 veranschaulicht einen Prozess auf hoher Ebene eines Universalzugangssystems zum Bereitstellen von Zugang und Bezahlung einer Fahrt mit mehreren Segmenten gemäß verschiedenen Ausführungsformen
• 8 veranschaulicht ein beispielhaftes System, das dazu verwendet werden kann, Aspekt der verschiedenen Ausführungsformen zu implementieren.
• 9 veranschaulicht einen beispielhaften Prozess zum Bestimmen von Routenoptionen für eine Vielzahl von Fahrt- oder Beförderungsanforderungen, die gemäß verschiedenen Ausführungsformen verwendet werden können.
• 10 veranschaulicht eine beispielhafte Rechenvorrichtung, die gemäß verschiedenen Ausführungsformen dazu verwendet werden kann, Fahrtanforderungen abzugeben und Routenoptionen zu empfangen.
• 11 veranschaulicht beispielhafte Komponenten einer Rechenvorrichtung, die dazu verwendet werden kann, Aspekte der verschiedenen Ausführungsformen zu implementieren.

Various embodiments according to the present disclosure will be described with reference to the drawings, in which:

• 1A and 1B illustrate an example trip request environment in which aspects of various embodiments may be implemented.
• 2A and 2 B 13 illustrate an exemplary updated segment option for a reserved trip that may be determined during the course of the trip according to various embodiments.
• 3A , 3B and 3C illustrate an exemplary notification process that indicates an automatic rebooking of a connection or subsequent travel segment based on a specific state of a current segment and that can be generated which aspects of various embodiments can be implemented.
• 4th FIG. 13 illustrates an example approach to matching driving requirements with vehicle capacity that may be used in accordance with various embodiments.
• 5 illustrates a high-level process of a universal access system for providing access and payment for a multi-segment trip in accordance with various embodiments.
• 6A-D illustrate an example multi-segment trip request flow that specifies different segments and access to each mode of transportation and that can generate which aspects of various embodiments can be implemented.
• 7 illustrates a high-level process of a universal access system for providing access and payment for a multi-segment trip in accordance with various embodiments
• 8th illustrates an exemplary system that can be used to implement aspects of the various embodiments.
• 9 FIG. 12 illustrates an example process for determining route options for a variety of travel or transportation requirements that may be used in accordance with various embodiments.
• 10th FIG. 12 illustrates an example computing device that may be used to make travel requests and receive route options, in accordance with various embodiments.
• 11 illustrates exemplary components of a computing device that can be used to implement aspects of the various embodiments.

DETAILED DESCRIPTION

Various embodiments are described in the following description. For purposes of illustration, specific configurations and details are set forth to provide a thorough understanding of the embodiments. However, it is also apparent to the person skilled in the art that the embodiments can be implemented without the specific details. Furthermore, well-known features can be omitted or simplified so as not to obscure the embodiment that is described.

Approaches described and suggested here relate to providing transportation between predetermined locations. In particular, various embodiments provide approaches for determining and selecting one or more modes of transportation from a number of possible route solutions to serve a set of transportation requirements. The requirements can relate to the transportation of people, animals, packages or other objects or passengers from a place of origin to a destination. The requests can also include at least one time component, such as a requested departure or arrival time. The request may also include pricing and payment components, such as setting maximum costs for any route requested or a preferred payment (e.g. credit card, debit card). A service provider, such as a transportation service, can use a route determination process use, for example, to weigh different metrics when choosing between suggested route solutions to serve a set of customer journey requests. One or more optimization processes can be used, in which the component values or weightings of the route guidance process can be varied in order to try to improve the options generated and / or selected for each proposed route solution. A solution can be selected for implementation based at least in part on the resulting quality assessments of the proposed route solutions. The solution may also include coordinating payment for each of the transportation services used in the proposed route solutions based on the payment and pricing components from the request.

In at least some embodiments, the routes selected between a point of origin and a destination may include at least two legs or segments that may be provided by the same or different modes of transportation. A customer can make a request for transportation between an origin and a destination at or near a predetermined time and receive information about travel options along one or more routes between these locations. In at least some embodiments, a customer can then select one or more options for the trip. The transport for the selected option (s) can then be booked so that sufficient capacity is reserved for the passenger using the payment components specified in the request. Subsequently, such as during one of the segments of the journey, a determination can be made that the passenger will not be able to reach the connection for the next segment of the journey based on the current state and the current conditions for the journey , and payment to different transportation services can be seamlessly coordinated so that passengers have immediate access. Approaches in accordance with various embodiments can then use the estimated time of arrival, among other criteria and conditions discussed here, to determine alternative options for at least the next segment of the trip. One of the options is selected for the segment and the passenger can be automatically rebooked to the vehicle for the next segment by automatically making a payment to the next segment transportation service. The passenger can then be notified of the change so that the passenger gets into the correct vehicle, etc. and does not have to worry about a missed connection or lack of access to this transportation service due to a payment. Segments can also be rebooked for other reasons, such as taking advantage of newly available capacity for the segment.

Various other such functions can also be used within the scope of the various embodiments, as would be apparent to those skilled in the art in light of the teachings and suggestions included herein.

1A illustrates an exemplary location 100 on which aspects of the various embodiments can be implemented. In this example, a user can make a carriage from a place of origin 102 to a destination 104 for example, using an application running on a client computing device. Various other approaches to making requests, such as through messaging mechanisms or telephone mechanisms, can also be used within the scope of the various embodiments. Furthermore, at least some of the requests may be received by or on behalf of an object being promoted or scheduled to be promoted. For example, a client device could be used to make an initial request for an object, package, or other delivery item, and then subsequent requests could be received from, for example, the object or a device or mechanism associated with the device. Other communications can be used instead of requests for instructions, calls, commands, and other data transfers. For various embodiments discussed herein, a "client device" should not be construed as a conventional computing device unless otherwise specified, and according to various embodiments, any device or component capable of data and communications is capable to receive, transmit or process act as a client device.

Transportation may be provided using one or more vehicles (or other types of transportation) capable of carrying one or more passengers at a time. Although passengers often refer to human passengers in the sense used here, it should be understood that a "passenger" in various embodiments can also refer to a non-human passenger or passenger, which is an animal or an inanimate object such as a package for delivery can include. The one passenger Trips provided from the departure point to the arrival point may also include one or more vehicles, which may be of the same or different types, for the same or different modes of transportation. For example, it could be in 1A be that a customer of a transportation service wants to use the service to provide transportation from the place of origin 102 or point of departure, such as the customer's place of work, to the destination 104 or place of arrival, such as the user's place of residence. Various other types of locations or ways of specifying locations can also be used within the scope of the various embodiments. There may be modes of transportation that include fixed routes (such as trains or public buses), semi-fixed routes (such as shuttle buses), flexible routes (such as carpooling), or full flexibility (such as e-bikes or scooters), among other options ) use. While more flexible options, such as carpooling, can provide the shortest travel times in some situations, they can also be more expensive than fixed-route options, such as subways or public buses. Flexible route options such as carpooling may also experience traffic congestion or other issues that may add uncertainty in arrival times, etc.

For at least some of these reasons, customers or passengers may choose to use fixed-route transportation for at least part of their journey. For example, due to the relatively low cost and frequent availability of the buses, a customer could take a public bus out of the city center. These buses can travel to one or more stops from which the customer can, if required or on request, get a connecting transfer to complete the rest of the journey. In many cases, a customer might want flexibility in the schedule of the bus or the initial mode of transportation, such as being able to take the next available bus along a given route. A customer may also want to be able to choose from several available routes to gain additional options. As in 1A illustrated, there may be a number of bus routes (illustrated using the solid lines) that run from a destination, such as a bus stop near the customer's workstation, to one or more destinations along substantially fixed routes. The customer may be on any of these routes from the point of origin 102 wants to take out, especially during rush hour or in bad weather etc.

In some embodiments discussed here, a customer may view potential options for routes that span multiple legs or segments. The multiple legs or segments can be covered using different types of transportation. The customer can then select a specific option that is most desirable or of interest to them, or at least largely meets the customer's current selection criteria, which can include, for example, time planning and price. An exemplary representation 150 of a set of options is in 1B illustrated. In this example, the customer is able to view a number of different options that meet or otherwise at least partially match one or more search criteria given by the customer for future transportation needs. As illustrated, the options may include different departure times from a given location to or near the customer's requested time. The options include different options for the initial section, which here include different buses that run at different times and / or to different locations. There are different options from these locations that are shown to continue to the destination. Not only do these include different connection options, such as different shuttles, they also include options for walking or cycling on certain routes, etc. A user can choose from these options and a system of a transportation service or other entity that provides the options can effect that appropriate reservations are made for the selected options. The system of a transportation service or other entity that provides the options may also determine a suitability of a vehicle, such as a ridesharing vehicle, for use by a customer. Some parameters that can be used to determine the suitability of a vehicle may include a vehicle's capacity, a number of passengers who have made reservations in the vehicle if the vehicle is a ridesharing vehicle, and the acceptance of a universal access system for payment and access include.

According to various embodiments, a customer may use a universal access card configured to provide payments to all of the different transportation services and to provide customer access to all of the different transportation services. In an exemplary embodiment, the universal access card is a multi-function card that provides a payment usage type and an access usage type, the payment usage type being through the customer can be used to make payments and the access usage type can be used by the customer to board one or more vehicles to travel a multi-segment route. The access card can be a physical card configured to communicate with various transportation and payment processing services and / or it can be associated with the customer's payment information (e.g. credit card, debit card, banking information, electronic banking or payment service) . In another embodiment, the universal access card can be included in a software application that is provided on a customer's smartphone or other personal device (tablet, laptop, keychain, etc.). According to embodiments described here, the universal access card may also be able to enable the customer to make reservations for different modes of transportation with different transportation services. Since ridesharing transportation services are on demand, unlike what is available on a public transportation service bus or train, there may be no kiosk or computing device to provide information about customer access to a transportation service capture. The universal access card may be associated with a customer's transportation service account (s) and customer payment information. The customer can only be charged a fee if the customer actually gains access to this transportation service, even if the customer has selected a suggested route that includes this transportation service. For example, if the route option selected includes a carpool and a bus, the universal access card can coordinate with the carpool service to pay for and pick up the customer for the first segment and then enable the card for the next segment to enable that the customer has access to the bus system. However, the customer can choose and not take the bus; in this situation the universal card has been enabled to provide access to the customer, but the customer will not be charged a fee for the bus segment if the customer does not mark the universal access card in the bus system.

In another embodiment, the universal access card may have prepaid the entire journey, including all segments and associated transportation services, when the customer initiates the journey (i.e., as soon as the customer logs on by holding the card or logging into the first segment of the journey) by the "Maintain" reservation. Alternatively, the reservation for various segment transportation services can be maintained for the customer when the customer initiates the journey, but payment for these services cannot be made in full until the customer actually begins the segment of the journey and uses the associated transportation service. In this way, the customer will not be charged for travel segments that the customer did not use due to delays, missed transfer connections or connections or other situations. However, if the customer is late for a transport service segment such as a carpool, misses it or fails to take it, the customer's account can be terminated, blocked or subject to a penalty if the number of no-shows exceeds a threshold amount. Alternatively, the customer can be charged a fee for travel segments that the customer has not used due to their own personal punctuality or a cancellation / non-appearance of the customer.

In some cases, a passenger can begin a journey by boarding a vehicle or means of transportation for the first segment of the journey. This can include, for example, boarding a bus or train that departs from or near the origin of the journey. As discussed elsewhere herein, the passenger could use the universal access card to confirm that the passenger has boarded a particular vehicle. According to some embodiments, the universal access card can be operable in one access type and one payment type. The universal access card can automatically change the type depending on the applicable transport service and assigned payment service or change the type manually by the customer pressing a button or other setting on the universal access card. For example, the access card may be operational as a debit or credit card for applicable transportation services or as an access card (e.g., subway or bus ticket) that can be marked at a recipient or kiosk for that particular transportation service. In alternative embodiments, the universal access card can be operated by an application on a smartphone, such as by manual entry into a transportation app, by holding onto a sensor or scanning a code when entering the vehicle, or by providing geolocation data by a passenger's portable computing device among other such options.

A carrier's system can then monitor or track information about the currently running segment to provide estimates of the time of arrival of the vehicle update a given location. As in the exemplary situation 200 out 2A illustrated, it could be a vehicle 202 on a certain route from the place of origin 102 drives to an end point for the first segment. A second segment 204 the trip could be operated by a separate vehicle, the departure of which is scheduled for a predetermined time. The transportation service can provide information for the first vehicle 202 monitor to determine whether the first vehicle will arrive at the connection time for the passenger to connect to the second vehicle for the second segment 204 reached the journey. The universal access card may coordinate with the different transportation services for each segment of the trip based on the determined route to enable the universal access card to make a payment and provide access to the transportation service for each segment of the route.

According to one embodiment, the service could be based on the current state of the first vehicle 202 determines that there will not be enough time for the passenger to reach the connection for the second segment. The current state could include a current location and / or speed of the vehicle, as well as factors such as traffic or construction sites that may affect the estimated time of arrival. In order to determine that there is sufficient time for a connection, it may be necessary to estimate that the first vehicle 202 arrives at the connection point prior to the scheduled departure of the second vehicle from the connection point, and in many embodiments, a buffer of one to two minutes or more will also have to be allowed for the passenger to be able to reach the connection. This may include time to get off the first vehicle, walk or change to the second vehicle, then board the second vehicle before the scheduled time. In this example, if the system determines that the first vehicle for the first segment will not reach the connection point at a time that meets the above criteria or other such criteria, then the transportation service may determine that the passenger is unlikely to do so reserved connection reached.

Accordingly, approaches according to various embodiments can provide an automatic rebooking of and the ability to access one or more subsequent segments of a journey with the corresponding transport service, such as when a current state of the journey or a specific segment of the journey fulfills at least one rebooking criterion. Although the universal access card may be able to make a payment for each transportation service rebooked for each segment, the payment instrument can only be charged if the passenger actually logs in to this segment of the journey with the assigned transportation service, scans it or starts it. Therefore, in the situation where the route is changed and a segment of the trip can be changed, the universal access card can coordinate to enable payment to the next designated transportation service for the updated route and will not charge the customer for the original one Calculate the segment and the original transportation service. For example, this may include a determination that a passenger will not be able to reach the reserved port segment, or at least will be unlikely with some certainty. This may be based on the estimated time of arrival or progress along the current segment or other metrics discussed and suggested herein. A transportation management service or transportation booking system, etc. may determine an estimated time of arrival of a vehicle for a current segment of the journey at a connection point and attempt to determine one or more options for completing the journey from that location at that time. The process of determining options may be similar to others discussed and suggested here, although other criteria or options may be applied in the event of a missed connection. For example, a rebooking that is owed by a transportation company and will cause the passenger to arrive late at the destination by more than a threshold amount could, among other such options, assure another class or type of service or discount that is available with the universal access card can be applied automatically.

In the in 2 B illustrated exemplary situation 250 the transportation service may cause a new reservation to be made for the passenger or a current reservation to be updated to reserve a capacity in another route option, which is a different route here 252 with another vehicle that leaves at a later time, but still carries the passenger to an end location 254 near the destination 104 will settle. In some embodiments, the user may need to confirm the rebooking and payment or choose from a set of rebooking and payment options, while in other embodiments the rebooking and payment may occur automatically, informing the passenger about the route and price change is notified so that the passenger knows that he is moving to another vehicle, route or pick-up location etc. must search. In some embodiments, in which a passenger cannot receive information about the connection until the passenger is at or near the connection point, the rebooking can occur without knowledge of the passenger who will still be able to do the same Time to look for connection information and not necessarily know or be able to determine that the information provided differs from previously determined information. If there is more than one subsequent segment, any or all of these subsequent segments can be rebooked as required to complete the journey.

3A to 3C illustrate an example message flow that may be provided for display to a customer, passenger, or other such entity, in accordance with various embodiments. In this example, a customer can submit a trip request and, if necessary, choose from various options to create a final itinerary 300 to attain how he looks around in 3A is displayed. This information, among other such options, could be provided by a screen that is displayed via a transportation app. This information includes at least the identity of the vehicle to be entered for each segment of the journey, as well as schedule information, price and payment information and / or access information. Various other information may also be displayed, which is discussed and suggested elsewhere here. The display can have one or more selectable items 302 that enable the passenger to manage the booking, such as setting the time, location, price options or segment options, etc. The system for the transport service can store information for the travel process, the booking or the reservation and can also monitor the progress and condition of the journey. For example, this may include determining if a passenger has entered or otherwise capacity within a given vehicle for a segment of the journey, and determining the progress of the vehicle along the segment. As discussed, this may include the estimated time of arrival of the vehicle at a connection point or other such destination updated based at least in part on the current location of the vehicle and conditions between the vehicle and the destination.

In this example, the transportation service has determined that the passenger will not be able to reach the vehicle in which the passenger has reserved capacity for the next segment of the trip. Accordingly, based on the time the passenger will arrive at the next connection point, the service can determine a new option for the next segment that will enable the passenger to complete the journey. This may include another vehicle and / or route departing at a different time and / or location, and other pricing or payment information or access information (e.g. marking the card when boarding or marking the Card at a kiosk to retrieve a ticket, etc.). Once the change is determined, a notification can be sent 320 can be made available for display to the passenger, such as in the exemplary interface view 3B illustrated. This notification provides basic change information that includes enough information for the passenger to be able to connect properly to the newly reserved vehicle. In this example, an option 324 to manage aspects of the booking, as discussed above, and an option to get more details regarding the new or updated booking for the trip, including information for at least the modified next segment. If the passenger selects the option to view more information, another interface display may appear 340 be output as in 3C that provides more details about the port, including the updated port time, time or arrival, and the like. Various other types of information can also be displayed within the scope of the various embodiments.

In at least some embodiments, a customer can provide permits that enable the universal access card to modify a reservation, which includes booking, updating, or automatic rebooking as needed, or at least under an approved condition. The permits that are set by the customer with the universal access card service can also only allow certain types of rebookings, such as rebooking future segments of a current trip that are required to complete the trip, accept a certain form of payment and / or within a certain price threshold. In some embodiments, a transportation service may receive a rebooking approval whenever the new option is potentially better than a currently reserved option by at least a particular account or threshold account based on current or anticipated conditions. This can be one of the other options that a new seat becomes available, that a passenger is ahead of schedule, at a better price, or that a vehicle falls behind schedule for a segment. The rebooking of a given segment can also trigger that the universal access card rebooks and pays for the transportation of other segments of a journey with several segments as needed or when improved alternatives are discovered. In some embodiments, a user might select an option in a transportation application associated with the universal access card to check if a better option has become available or to set criteria to try to find an alternative route, etc .

Various systems and services can be used to implement aspects of the invention as discussed and suggested herein. A transportation service that provides vehicles that can be used by more than one passenger at a time is often referred to as a “rideshare” service, although in at least some embodiments, as discussed, vehicles such as bicycles and scooters can also be used that can only serve one customer at a time. In one example, a ridesharing service can route using at least one type of vehicle 402 offer that space 404 for a driver and seats or other capacity for up to a maximum number of passengers, as in the exemplary configuration 400 out 4th illustrated. It is understood that different types of vehicles with different capacity numbers or configurations can be used and that autonomous vehicles without dedicated drivers can also be used within the scope of the different embodiments. Vehicles such as smart bicycles or personal transportation vehicles can also be used, which may include seating capacity for a single passenger or a limited number of passengers. For a given vehicle on a given route there can be a number of available seats 406 (or other places for passengers) to be occupied by passengers while a different number of seats 408 can be unoccupied. In some embodiments, objects such as packages or delivery items may also occupy available space for a trip, which, among other such options, may include areas for seating or cargo, or convertible space. To improve the economy of the trips offered, it may be desirable that the occupancy in at least some embodiments be as close to full as possible throughout the length of the trip. Such a situation results in very few unsold seats, which improves operational efficiency. One way to achieve high occupancy could be to offer only fixed routes where all passengers board at a fixed place of origin and exit at a fixed destination, with no passengers boarding or alighting at intermediate locations.

A user can request transportation from an origin to a destination, for example, using an application running on a client computing device 410 is performed. Various other approaches to making requests, such as through messaging mechanisms or telephone mechanisms, can also be used within the scope of the various embodiments. Furthermore, at least some of the requests may be received by or on behalf of an object being promoted or scheduled to be promoted. For example, a client device could be used to make an initial request for an object, package, or other delivery item, and then subsequent requests could be received from, for example, the object or a device or mechanism associated with the device. Other communications can be used instead of requests for instructions, calls, commands, and other data transfers. For various embodiments discussed herein, a "client device" should not be construed as a conventional computing device unless otherwise specified, and according to various embodiments, any device or component capable of data and communications is capable to receive, transmit or process act as a client device.

Carriage can be done using a vehicle 402 (or other object) can be provided, which is capable of carrying one or more passengers at the same time. Although passengers often refer to human passengers in the sense used here, it should be understood that a "passenger" in various embodiments can also refer to a non-human passenger or passenger, which is an animal or an inanimate object such as a package for delivery can include. In this example, a rideshare service offers routes using at least one type of vehicle, the space 404 for a driver and seats or other capacity for up to a maximum number of passengers. It is understood that different types of vehicles with different capacity numbers or configurations can be used and that autonomous vehicles without dedicated drivers are also within the scope of the various embodiments can be used. In order to improve or maximize the economics of the trips offered, it may be desirable for the occupancy or occupancy in at least some embodiments to be as close to full as possible throughout the trip. Such a situation results in very few unsold seats or unsold capacity, which improves operational efficiency. One way to achieve high occupancy could be to offer only fixed routes where all passengers board at a fixed place of origin and exit at a fixed destination, with no passengers boarding or alighting at intermediate locations. As mentioned, such an approach can be advantageous for at least one segment of a given customer journey.

In the present example, a given user can have a place of origin 412 and a destination 414 among other such options either manually or from a set of suggested locations 416 such as by selecting from a map 418 or another interface element. In other embodiments, a source such as a machine learning algorithm (or a trained neural network, etc.) or an artificial intelligence system may select the appropriate locations based on relevant information such as historical user activity, current location, and the like. Such a system can be trained using historical trip data and can learn and improve over time by using more recent trip and passenger data, among other such options. A back-end system or other service provider service can use this information and try to match the request to a specific vehicle that has capacity at the appropriate time. As is known for such purposes, it may be desirable to select a vehicle that will be near the place of origin at this time in order to minimize overhead costs such as fuel and driver costs. As mentioned, the capacity, among other such measures of capacity, may include a seat for a human passenger or sufficient volume for a package or object to be carried.

However, such an approach may not be optimal for all situations, as it can be difficult to persuade enough users or object service providers to agree to be at a specific place of origin at a specific time or within a certain time window, resulting in relatively low occupancy or Capacity utilization and thus low operating efficiency. Furthermore, such an approach can result in fewer trips being provided, which can reduce overall revenue. Requiring multiple users to travel to a specific, fixed place of origin may also result in those users using other modes of transportation that may include taxis or dedicated rideshare vehicles that do not require the additional effort. Accordingly, in at least some embodiments, it may be desirable to include passenger convenience in the selection of routes to be provided. However, what is comfortable for a passenger cannot be pleasant for other passengers. For example, picking up a passenger in front of his home can add an additional stop and route route to an existing route, which may not be acceptable to passengers who are already on that route or assigned to it. Furthermore, different passengers may prefer to depart from different locations at different times and to reach their destinations within a maximum permissible period, so that the interests of the different passengers compete, at least to some extent, with one another and with those of the travel service provider. It may therefore be desirable, in at least some embodiments, to weigh the relative experience of the various passengers against the economy of the ridesharing service for specific journeys, routes, or other transportation options. While such an approach is likely to prevent a travel service provider from maximizing profit per trip, there may be a middle ground that enables the service to be profitable while providing (at least) satisfactory service to the various passengers or users of the service. Such an approach can improve the passenger experience and lead to higher levels of passenger traffic, which, if properly managed, can increase revenue and profit.

5 illustrates an exemplary process 500 to provide access and payment for different modes of transportation for a multi-segment trip according to various embodiments. It should be understood that for these and other processes discussed herein, there may be additional, fewer, or alternate steps that may be performed in similar or alternate steps, or in parallel within the scope of the various embodiments, unless otherwise specified. In this example, a request for a trip is received 502 that includes at least two segments or will potentially include more than one segment for at least some options. The request can be received in a convenient entity system, such as a carrier. As discussed here, transportation can be for one or more segments a journey through an entity other than the transportation service provider and include public entities or other third party entities that may have a contractual relationship with the service provider. A number of such requests can be received by or on behalf of various potential customers of the transportation service provider. In this example, the requirements relate to a future period for at least one predetermined service area or region, in which the transport for one or more people, animals, parcels or other objects or passengers should occur. In many embodiments, the requests can be made by an application running on a computing device, although other request mechanisms can also be used.

To determine how best to serve the received request 504 This exemplary process first creates a set of route offers that meet the criteria for the trip. The criteria can include, for example, at least an approximate journey start time and location and a target destination. Other criteria may also be provided or used, including many of those discussed and suggested elsewhere herein. For example, a maximum price for the route, preferred modes of transportation, etc. In some embodiments, the criteria can be set by the passenger, and if there are no customer-specific criteria, the route offers can be determined based on standard criteria. The process can include determining an available vehicle capacity to service the requests. This may include, for example, determining which vehicles or transportation mechanisms are available to that service area over the predetermined future period, as well as the available seat capacity or other capacity of those vehicles for that period. As mentioned, in some embodiments, at least some of the seats of the various vehicles may already be tied to, or assigned to, specific routes, passengers, packages, or other such options.

A set of potential route options can be determined based at least in part on the various vehicles and capacity available. For example, this may include using one or more routing algorithms that are configured to analyze the various origins and destinations, the number of passengers and the corresponding time slots, and a set of route solutions to service the various requirements to generate. The potential solutions may try to assign vehicles to customers based on, for example, shared or nearby origins and destinations, or locations that can be served by a single route of a particular vehicle. In some embodiments, a routing algorithm can potentially analyze all possible combinations for servicing the requirements with the available vehicles and available capacity and provide any or all of the options that meet specific criteria, such as at least a minimum workload or profitability or at most a maximum allowable Deviation (on average or otherwise) from the parameters of the various customer requirements. For example, this may include values such as a distance between the requested place of origin and a proposed pick-up location, deviations from a requested time and the like. In some embodiments, all potential solutions can be provided for subsequent analysis. Furthermore, for route options with several segments, the algorithm for route determination can take into account possible connection points and the possible route options from these connection points to the target destination, including the respective appropriate time window.

The particular route options can be processed and / or optimized to attempt to identify, among other such approaches, an optimal route option or a set of highest ranked route options. Profile information specific to the identified user requesting the trip can be accessed to the universal access system 506 will. In another embodiment, the profile information can be transmitted to the universal access system in that the requesting passenger provides the information through an application that is operated on a smartphone of the requesting passenger. In some embodiments, the information may provide one or more options for the user to select or confirm to confirm a reservation or booking of a seat or other amount of capacity in the selected option for any or all segments of the trip, including price and payment information.

In this example, it can be determined whether the user profile information includes user preferences that can be used in determining the route offers for the trip request 508 . As mentioned, this may include criteria set manually by the user (e.g., maximum price, preferred modes of transportation, preferred payment methods) or may include accessing a user profile database. The user profile database can be historical Information about the behavior pattern of the identified user includes to determine the preferred mode of transportation, the average price per trip, the average number of segments, typical start and end points, the typical number of passengers, etc. of the user. If there is insufficient profile information to determine user preferences, the route offers can be based on standard preferences 504 . If there are certain user preferences, the route offers can be found at 510 are filtered based at least in part on the restrictions from the profile information and / or user preferences.

At a subsequent point in time, different transport service providers of each of the several segments of each route offer can be contacted 512 to coordinate access and payment. In some embodiments, communication with various transportation service providers can be made after the passenger has selected a specific route offering. In other embodiments, coordination with various transportation service providers can be done prior to the selection of the passenger so that the passenger has immediate access to the first transportation service provider and can initiate the first segment of the journey if the passenger selects an option. As discussed herein, a passenger may have a universal access card provided by the universal transportation access system of the present application. The universal access card may be configured to provide transportation service provider access and payment for each segment of the route selected by the requesting passenger or the route offerings filtered based on profile information and / or user preferences.

The filtered route offerings and the access that are provided can also be based on a fixed schedule for the segment, the maximum price for the trip, the preferred mode of transport or can be based on more dynamic information such as the current location, traffic or other factors that contribute to this can be used to determine a more accurate arrival time for the current segment. The provided filtered route offers can also include estimated times, so that the trip can be monitored and updated for the segment on at least an entire section of the segment's travel, so that the most accurate and current arrival information is available. Other embodiments may include analyzing travel criteria such as vehicle type, number of stops, type of seats or capacity, and the like. The segment selection must also fit into the overall travel criteria in at least some embodiments, so a segment may not be selected if a third segment would require it to travel, but the travel criteria should not be more than one connector or a total of two segments (except potential footpath, etc.) required. In this example, once the options are determined, including any optimization or grading, etc., the optimal, highest or other preferred option can be determined and the transportation booked for the next segment of the journey for the passenger according to the alternative option selected will. It can then be determined that the customer has completed the trip, and data for the trip can be stored for future analysis, such as determining transportation performance or customer preferences, etc.

After checking the filtered route offers at 510 the user can select a route offering with several segments from the display. The universal access system can receive the selection from the user for a particular route offering with multiple segments from the filtered set 514 . As mentioned, the universal access system may have already communicated with the transport service providers or may be in communication 512 , so that the selected route is ready to be started by the user when the user is at 514 makes a selection. The universal access system can then communicate with the universal access card of the user in order to provide access and payment information for the selected route offering with several segments 516 . In some embodiments, this may include loading sufficient funds for the particular segment or for the entire trip, including all segments, onto the universal access card. Providing access may include transferring account information so that the transportation service provider recognizes the account as a user who has paid and has access to that particular mode of transportation when the universal access device or card is held up to a particular transportation service provider's kiosk.

6A-6D illustrate exemplary user interfaces that illustrate the provision of such a service in accordance with various embodiments. In the example user interface 600 out 6A based on a computing device 610 is displayed gives a map 618 an area that represents the requested origin point 612 and requested destination 614 includes. As illustrated, clusters of alternate locations lie 616 before where it can be that users want to be dropped off or objects are to be delivered, and that they can correspond to city centers, urban locations or other regions where a number of different companies or other destinations are located. In the example user interface 620 that on the computing device 620 out 6B appears, the display can change once the point of origin 622 and target point 624 determined and determined by the user, a message 626 involve that there are several in the mapping 628 shown route offers for the requested journey from the origin 622 to the goal 624 gives. In some embodiments, a segment transportation service provider may be a ridesharing transportation service. From an economic point of view, it cannot be practical for a vehicle service for several passengers to provide each person with a dedicated vehicle for the particular route, since the total occupancy per vehicle would be very low. Ensuring full occupancy for each vehicle can, however, negatively impact the experience of the individual passengers, for whom the routes and travel times can then be extended to take account of the additional passengers, which can result in them choosing other modes of transport. Likewise, requiring a large number of passengers to meet at the same place of origin can be uncomfortable for at least some of these passengers who can then choose alternative travel options.

Thus, in at least some embodiments, it may be desirable to provide routes and transportation options that weigh, or at least take into account, these and other such factors. For example, the user interface includes 640 out 6C a mapping 648 that on the computing device 650 is shown. The user interface 640 illustrates a route with multiple segments 642 , 644 , 646 . Each segment can include the estimated time of arrival when the user should depart for the segment, pricing information and / or the transportation service provider or mode of transportation. Each segment can also be served by one or more vehicles or modes of transportation, each serving a section or segment of a given route. The one on the computing device 670 displayed user interface 660 is an example of that a user 662 to change preferences 668 including preferred payment, mode of transportation, maximum price, etc. Other criteria or settings that the user can modify include changing a default address 672 . The user can be enabled to change user profile information 666 or change user preferences for ride requests 664 . The information in the user profile and user preferences can be used as criteria to determine or filter route offers for the user when the user requests a trip.

To determine the routes to be provided and the vehicles (or vehicle types) to be used to provide these routes, various factors can be considered, as discussed and suggested herein. A function of these factors can then be optimized to provide an improved customer experience or transportation experience for transported objects while also providing improved profitability or at least operational efficiency with respect to other available route options. The optimization approaches and route offerings can be updated over time based on other available data that may relate to recent trip data, passenger requirements, traffic patterns, construction site updates, and the like. In some embodiments, an artificial intelligence approach, which may include machine learning or a trained neural network, may be used to further optimize performance based on various trends and relationships that are determined from the data, such as discussed elsewhere here.

Approaches in accordance with various embodiments may use at least one objective function to determine route options for a set of vehicles or other transportation mechanisms for one or more service or coverage regions. At least one optimization algorithm can be used to adjust the various factors considered to improve a result of the objective function, such as to minimize or maximize the rating for a set of route options. The optimization can apply not only for certain routes and vehicles, but also for future planned routes, individual passengers or packages and other such factors. A target function can serve as an overall measure of the quality of a route solution, a set of suggested route options, or past route selections. A goal function serves as a codification of a desire to weigh various important factors, which, among other options, may include passenger comfort or experience, service efficiency for a given area, and quality of service (QoS) for specific trips . For a number of given origins and destinations over a given period of time, the objective function can be applied and each proposed route solution can be given an assessment, such as an optimized route assessment, which can be used to select the optimal route solution. In some embodiments, the route option with the highest route rating is selected, while in other embodiments approaches may exist to maximize or minimize the resulting rating, or to generate a rating, in addition to various other rating, rating, or selection criteria. The lowest rated route options may also be selected in some embodiments, such as when the optimization function is based on a measure of cost that may desirably be as low as possible versus a factor such as a measure of benefit that may desirably be as high as possible. among other such options can be optimized. In other embodiments, the selected option may not have the highest optimal objective rating, but an acceptable objective rating while meeting one or more other trip selection criteria that may affect, among other things, operational efficiency or the minimum passenger experience. In one embodiment, a target function accepts as inputs the comfort of the passenger, the ability to make confirmed trips, the operational efficiency of the fleet, and current needs. In some embodiments, there will be weights for each of these terms that are determined over time, such as by machine learning. The factors or data that make up each of these terms or values may also change or be updated over time.

Metric components such as passenger comfort, QoS compliance, and service delivery efficiency can serve at least two purposes. For example, the metrics can help determine key performance indicator (KPI) values that, in some embodiments, are useful for planning service areas and measuring their operational performance. Performance metrics such as KPIs can help assess the success of various activities, and the relevant KPIs could be selected based on different goals or targets of the particular organization. Various other types of metrics can also be used. For example, locations for which service delivery is to be selected may be considered, such as where a service area (e.g., a city) may be selected, and it may be desirable to develop or apply a delivery or selection approach, that is determined as optimal for the specific service area or at least adapted to it. Furthermore, these metrics can help provide real-time optimization goals for the route guidance system that can be used to suggest or select routes for the various requirements. The optimization may require that the metrics in some embodiments be computed for incomplete records for currently active service windows, which in various embodiments may correspond to a fixed or variable period.

For example, a passenger's comfort rating may take various factors into account. One factor may be the distance from the requested origin of the passenger to the origin of the selected route. The rating can be performed using any relevant approach, such as when an exact match is a rating of 1.0 and any distance above a maximum or predetermined distance reaches a rating of 0.0. The maximum distance, among other such options, may correspond to the maximum distance a user is willing to walk or travel to a place of origin, or the average maximum distance of all users. For parcels, this may include the distance a service provider is willing to travel to have those parcels shipped to their respective destinations. The function between these factors can also vary, such as using a linear or exponential function. For example, in some embodiments, a place of origin midway between the requested and proposed place of origin may be assigned a convenience rating of 0.5, while in other approaches it might be worth 0.3 or less. A similar approach can be used for time, with the length of time between the requested and proposed pickup being inversely proportional to the convenience rating applied. Various other factors can also be considered, such as trip length, number of stops, target time, anticipated traffic, and other such factors. The convenience value itself can be a weighted combination of these and other such factors.

Optimizing, or at least taking into account, a passenger's convenience metric can help ensure that trips offered to passengers are at least competitively acceptable. Although the convenience for passengers can be subjective, the metric can look at objective metrics to determine whether the convenience is competitive with other available modes of transportation. Any convenient factors can be considered that can be objectively determined or calculated using available data. These factors may include an ability (or inability) to provide various ride options. The factors may also include a difference in the departure or arrival time in terms of the time (s) requested by the passengers for the route. In some embodiments, a passenger may provide a target time, while in others, among other such options, passengers may provide time slots or acceptable ranges. Another factor can be relative travel delay, either as expected or based on historical data for similar routes. For example, certain routes through certain high traffic locations may have variable arrival times that may be included in the convenience rating for a potential route through that area or locations. Another factor may concern the footpath (or off-route travel) required by the user for a given route. As mentioned, this can include the distance between the requested origin and the proposed origin and the distance between the requested destination and the proposed destination. Any footpath that may be required to change vehicles can also be taken into account.

Various other factors can also be considered if the impact on convenience can be difficult to determine, but the metrics themselves are relatively easy to determine. For example, the currently planned utilization of the seat or object capacity can be taken into account. Although full occupancy or full capacity utilization may be desirable from the perspective of service providers, it could be more convenient for passengers if they can expand to some extent or not every seat in the vehicle is occupied. While such an approach cannot equally affect the total length of the trip, tracing or additional stops at a previous location along the route can be frustrating for different passengers, so these factors, as well as the total number of stops and other such factors, may affect the convenience of the passenger Passengers can be taken into account. The deviation from a route can also be taken into account, since it can sometimes be advantageous to take a specific route around a location for traffic, toll or other purposes, but this can also be somewhat frustrating for a user in certain circumstances.

Another factor that can be considered in the passenger convenience metric but can be more difficult to measure is the desirability of a particular location. In some embodiments, the rating may be determined by an operator of the service provider, while in other embodiments, a rating, among other such options, may be determined based on reviews or feedback from the various passengers. Various factors can be taken into account when assessing the desirability of a location, such as the type of terrain or traffic associated with a location. For example, a flat place can get a higher rating than a place on a steep mountain. In addition, the availability, proximity, and type of smart infrastructure can also affect the rating because places that are near or managed by smart infrastructure can be rated higher than areas without such proximity, as these areas are among others Benefits can provide more efficient and environmentally friendly transportation options. Likewise, a place with little pedestrian traffic could get a higher rating than near a busy intersection or tram tracks. In some embodiments, a security metric may be considered that, among other such options, may be determined based on data such as crime statistics, visibility, lighting, and customer reviews. Various other factors can also be considered, such as the proximity of train routes, retail stores, cafes, and the like. In at least some embodiments, a weighted function of these and other functions can be used to determine a passenger's comfort rating for a proposed route option.

Another metric component that can be used in various embodiments relates to Quality of Service Compliance (QoS). As mentioned, QoS compliance or similar metric can be used to ensure that convenience remains unaffected throughout the route. There may be various QoS parameters that apply to a given route, and any deviation from these parameters may adversely affect the quality of service determined for the route. Some factors can have a binary impact, such as the cancellation of a trip by the system. A trip is either canceled or at least partially carried out, which may indicate compliance with the QoS regulations. Modifying a route can also affect QoS compliance assessment if it affects other aspects of the journey, such as arrival time or journey length. Other factors to consider are whether the arrival time exceeds the last binding arrival time communicated and by how much. Factors may also affect whether origins or destinations have been reassigned, and whether passengers are at any of the Stop having to wait an excessive amount of time. Reallocation of vehicles, overcapacity, problems with vehicle performance, and other factors can also be considered when determining the assessment of QoS compliance. In some embodiments, historical performance of a route may be considered based on these factors when selecting suggested routes, as discussed herein.

With regard to service delivery efficiency, the efficiency can be determined for a specific service area (or set of service areas). Such a factor can help ensure that fleet operations are efficient, at least from a cost or resource perspective, and can be used to suggest or generate different solutions for different main operating models. Efficiency may be determined in some embodiments based on a combination of vehicle assignment factors, such as static and dynamic assignments. For a static vehicle assignment, vehicles can be tied to a service area for the entire duration of a service window, with fixed labor costs being assumed. For dynamic vehicle assignment, vehicles can be brought into service and taken out of service as required. This can provide higher utilization of vehicles on duty, but can lead to variable labor costs. However, such an approach can minimize travel distance and service time, which can reduce fuel and maintenance costs and vehicle wear. Such an approach can also potentially increase the complexity of managing the vehicles, drivers, and other such resources necessary to provide the service.

Various factors regarding a metric for service efficiency (or an equivalent) can be considered. These can include, for example, planned passenger miles (or another route) that have not yet been driven, which can be compared with planned but not yet traveled vehicle miles. The comparison can provide a measure of the seat density. The vehicle miles can also be compared to a measure of "optimal" passenger miles, which can be allocated proportionately based on the anticipated capacity and other such values. The comparison between vehicle miles and optimal passenger miles can provide a measure of route guidance efficiency. For example, vehicles not only travel along the passenger routes, but as part of the service must also drive to and from the place of origin and destination, and potentially to and from a parking location and other such locations. The miles traveled by the vehicle beyond the optimal passenger miles can provide a measure of inefficiency. Comparing the optimal passenger miles to a metric, such as vehicle hours, that are planned but have not yet been driven, can provide a measure of service efficiency. Unlike simply the route, the service efficiency metric takes into account driver time (and thus salary and time in traffic and other such factors that reduce overall efficiency). Thus, in at least some embodiments, the efficiency metrics can include factors such as the time required to prepare for a trip getting the vehicle ready (cleaning, placing water bottles or magazines, refueling, etc.), driving to the place of origin, and waiting for passengers to board, and the metric may take into account the time it takes to complete the journey, such as driving a location and parking of the vehicle, cleaning and checking the vehicle, etc. Efficiency can also potentially take into account other maintenance related factors for the vehicle, such as daily or weekly washing, interior cleaning, maintenance checks, and the like n can also be compared with the number of passengers who can be allocated proportionately to the planned number of passengers over a period of time for a specific service area. This comparison can provide a measure of fleet utilization because the number of seats available for vehicle hours can be compared to the number of passengers to determine occupancy and other such metrics. These and other values can then be combined using weights and functions to combine these factors into an overall service efficiency metric that can be used using other metrics such as convenience metrics or QoS metrics to evaluate or rank multiple options provided.

Certain metrics, such as the optimal passenger miles and the optimal route, can be problematic in some situations as a measure of efficiency. For example, relying on the planned or actual route of trips to quantify the quality of service provided can potentially affect the passenger experience. This may be due to the fact that requiring the average passenger to travel longer distances may result in better vehicle utilization, but may be less optimal for users than shorter journeys. Optimizing the route metrics can then have the negative impact of offsetting any gains in the quality of service metrics. Accordingly, you can Approaches according to various embodiments use a metric that is invariant to the behavior of the route guidance system. In some embodiments, the ideal route for a requested trip may be calculated. The driving of a specific vehicle type from the origin to the destination can be assumed without any additional stops or deviations. The “optimal” route can then be determined at least in part on the basis of the predicted traffic or the predicted delays at the requested time of the journey for the ideal route. This can then advantageously be used as a measure of the service that is provided.

An exemplary route determination system can take into account trips that are already planned or are being planned, as well as trips that are currently in progress. The system can also rely on various routes and trips options that have occurred in the past for the purpose of determining the impact. For journeys that are in progress, information such as the remaining duration and distance can be used. Using information for planned routes enables the route guidance system to concentrate on a part of the service window that can still be influenced, typically in advance. For routes that have been allocated proportionately but not yet driven, the optimal route can be difficult to assess directly, since the route is not actually currently being driven. In order to approach the optimal route that has not yet been traveled, the route guidance system can, in some embodiments, allocate the optimal total route proportionally in order to represent a section of the route that has not yet been traveled.

7 illustrates an exemplary process 700 that can be used, according to various embodiments, to provide access and payments for multiple segments in a route offering provided by multiple transportation service providers and types. As mentioned, various other route determination and optimization approaches can also be used within the scope of the various embodiments to provide filter route offers to a passenger requesting a trip. After the passenger has selected a certain route with several segments, at 702 access to the first transport service provider can be initiated in the universal access device. The universal access device can be used to mark a kiosk to provide a notification that the user has entered the first segment provided by the first carrier and this notification can be received by a universal access system 704 that manages and provides the universal access cards. For example, if the first segment of the multi-segment journey is to take a train, the user can mark the universal access card or device at one or more kiosks distributed around the station. This marker then notifies the universal access system that the user has started the first segment and is about to board the scheduled train.

If the universal access system has received a notification that the user has boarded, then the universal access device can provide a payment to the first transportation service provider 706 , so that the user is charged only for the transportation that the user actually uses. In this example, as soon as the user marks the universal access device at the train kiosk and gets on the train, the universal access device is charged for the train segment of the route. In some embodiments, when the user begins the first segment of the trip, the total payment amount of the full trip, including all segments, can be paid or initiated, and the subsequent segments can be deducted using the resources or funds collected upon initiation of the first segment will. The universal access system can determine an estimated arrival or completion time of the first segment 708 to prepare to initiate access and payment for the second segment of the route. Using the universal access device, the user can gain access to the second transportation service provider to begin the second segment of the journey 710 . In this example, during a user's train ride, the universal access system can load information on the universal access card for the first segment to provide access to the second segment that may apply to a rental bike. The universal access card can be enabled to reserve a specific bike, which is scheduled in time for the user to end the train journey in the first segment and to arrive at the pick-up location for the rental bike.

When the user arrives at the rental bike pickup location and uses the universal access device to unlock the reserved bicycle, the universal access system may receive a notification that the user has entered the second segment provided by the second transportation service provider 712 . In another example, for a shared ride with a carpool, the driver who picks up the user can initiate the notification to be sent to the universal access system. The notification can be initiated by the user or the transportation service provider of that particular segment. Methods used to transmit the notification can be automatic transmission by marking the universal access device at one or more kiosks, scanning a QR code displayed, entering a dynamic code displayed on the universal access device into a kiosk or an interface for the transport service provider, manual check-in for an agent, check-in by a mobile application operating on a mobile computing device, and / or any other suitable method of communicating with the transportation service provider of that transportation segment and type of transportation the user is boarding in that particular segment. When the user has entered that particular segment, the universal access device can provide a payment to the second carrier 714 . In some embodiments, when the user begins the first segment of the trip, the total payment amount of the full trip, including all segments, can be paid or initiated, and the subsequent segments can be deducted using the resources or funds collected upon initiation of the first segment will. Accordingly, the second segment provided by the second carrier may use the same payment option as the first carrier for the first segment and / or with funds collected when the user entered the first segment provided by the first carrier, receive a payment from the first carrier.

The universal access device can be a card with a chip, magnetic stripe, or any other electronics capable of communicating and transmitting data over short distances to enable access and provide payment. In some embodiments, the universal access card may be able to operate in different ways, one way of providing access and another way of providing payment. The universal access device can also be a tag, key fob, or other device capable of communicating with transportation service providers. In another embodiment, the universal access device may be in communication with a computing device of a user, such as a mobile phone, which is connected in connection with a mobile application operated on the computing device, for example, with the data in FIG 6A-6D displayed interfaces is to be used.

As mentioned, in some embodiments, a route optimization system may attempt to use such an objective function to determine and compare various route options. 8th illustrates an exemplary system 800 that can be used to determine and manage vehicle route guidance according to various embodiments. In this system, different users can use applications based on different types of computing devices 802 run to route requests over at least one network 804 dispense so it passes through an interface layer 806 a service provider environment 808 be received. The computing devices can be any expedient devices that are known or used to make electronic requests and that, among other such options, can include desktop computers, notebook computers, smartphones, tablet computers and wearable computers. The network (s) may include any convenient network for transmitting the request, which may include any selection or combination of public and private networks using wired or wireless connections, such as the Internet, a cellular data connection, a WLAN connection, a connection via a local area network (LAN) and the like. The service provider environment may include any resources that are known or used to receive and process electronic requests and that may include various computer servers, data servers, and network infrastructures that are discussed elsewhere herein. The interface layer may include interfaces (such as application programming interfaces), routers, load balancers, and other components that are useful for receiving and forwarding requests or other communications received in the service provider environment. The interfaces and content to be displayed through these interfaces can be provided using one or more content servers capable of offering content (such as web pages or map images) that is in a content repository 812 or is stored in another such location.

Information for the request can be sent to a route manager 814 that may include code that executes on one or more computing resources that is configured to consider aspects of routes to be deployed using different vehicles from a vehicle pool or vehicle fleet or which is assigned to the transport service. The route manager can analyze information for the request, available planned routes from a route data memory 816 determine the capacity, can match the criteria of the request and can return one or more options to the corresponding device 802 make available for selection by the potential passenger. The appropriate routes to be suggested may be based on various factors, such as proximity to the origin and destination of the request, availability within a certain time window, and the like. In some embodiments, an application can be on a client device 802 instead, represent the available options from which a user can choose, and the request may instead include that a seat be obtained for a particular planned route at a certain scheduled time. As mentioned, in some embodiments, the bookings or selections, among other such options, can be made automatically based on various criteria by the route manager.

As mentioned, in some embodiments, users can either suggest route information or provide information that corresponds to a route that the user would want. This can include, for example, a place of origin, a destination, a desired pick-up time and a desired drop-off time. Other values may also be provided, such as a maximum duration or length, a maximum number of stops, permissible deviations and the like. In some embodiments, at least some of these values may have maximum or minimum values or allowable ranges specified by one or more route criteria. There may also be various rules or regulations that dictate the extent to which these values are allowed to change in different circumstances or situations, such as for specific types of users or locations. The route management 814 can receive several such requests and can try to determine the best choice of routes to meet the different requests. In this example, route management can be done with a route generation module 818 Collaborate that can take input from the various requirements and provide a set of route options that meet those requirements. This may include options with different numbers of vehicles, different vehicle selection or placement, different modes of transport, different segment options and different options for how different customers are brought to their approximate destinations at or near the desired times. It is understood that in some embodiments, customers may also request specific locations and times where no deviation is allowed, and the route manager may either have to determine an acceptable route option or reject this requirement if minimum criteria are not met. In some embodiments, an option can be provided for each request and pricing management 822 can estimate the cost of a specific request using pricing data and guidelines from a price repository 824 determine which the user can then accept or reject.

In this example, the route generation module 818 generate a set of route options based on the received requests for a given area over a given period of time. A route optimization module 820 may perform an optimization process using the route options provided to determine an appropriate set of routes to be provided in response to the various requirements. Such optimization can be performed for each received request in a dynamic route guidance system or for a batch of requests, where users submit requests and then receive route options at a later time. This can be useful in situations where the vehicle service tries to have at least a minimum occupancy of vehicles or wants to provide the user with certainty about the route, which in some embodiments may require a quorum of passengers for each particular planned route. In various embodiments, a target function is applied to each potential route to generate an assessment of the "quality" of the route or other such value. The values of the various options can then be analyzed to determine the route options to choose from. In one embodiment, the route optimization module applies 820 target function to determine route quality ratings and it can then select the set of options that provide the highest overall or highest overall quality rating. Various other approaches can also be used, as would be understood by those skilled in the art in light of the teachings and suggestions contained herein.

In at least some embodiments, the objective function can be implemented independently of a particular implementation of an optimization algorithm. Such an approach can enable the function to serve as a comparison metric for different approaches based on concrete ones Inputs to be used. Furthermore, with such an approach, different optimization algorithms can be used, which can apply different optimization approaches to the different route options in order to try to develop additional route options and potential solutions, which can not only help to improve efficiency, but also potentially additional knowledge can provide information about the various options and their effects or interrelationships. In some embodiments, an optimization console can be used that displays the results of various optimization algorithms and enables a user to compare the various results and factors in an attempt to determine the solution to be implemented that may not necessarily provide the best overall rating. For example, there could be minimum or maximum values of various factors that are acceptable, or a service provider could set specific values or target values for various factors and consider the impact on the total value and select options based on the result. In some embodiments, the user may also view the results of the objective function before any optimization is applied to see the effect of various factor changes on the overall rating. Such an approach also enables a user or service provider to test new optimization algorithms before selecting or implementing them to determine the predicted performance and flexibility with respect to existing algorithms.

Furthermore, with such an approach, algorithms can automatically evolve over time, which can be done using random attempts or based on different heuristics. As these algorithms evolve, the value of the objective function can serve as a measure of the suitability or value of a new generation of algorithms. Algorithms can change over time as service areas and passengers request changes and to improve in the face of the same or similar conditions. Such an approach can also be used to anticipate future changes and their impact on the service, and to anticipate how the various factors will change. This can help determine the need to add more vehicles, reposition parking locations, etc.

In some embodiments, approaches that include artificial intelligence, such as those that use machine learning, can be used with the optimization algorithms to further improve performance over time. For example, increasing and decreasing various factors may, for example, change levels of passenger traffic, customer reviews, and the like, as well as actual costs and times that can be fed back into a machine learning algorithm to determine the appropriate weights, values, Identify areas or factors to use with an optimization feature. In some embodiments, the optimization function itself can be generated by a machine learning process that takes into account the various factors and historical information to generate a useful function and evolve that function over time based on more recent results and feedback data if that The machine learning model is further trained and is able to develop and recognize new relationships.

Different pricing methods can be used in accordance with the various embodiments, and in at least some embodiments, pricing can be used as a metric for optimization. For example, in some embodiments, the cost factors can be assessed in combination with one or more revenue or profitability factors. For example, a first ride option may cost more than a second ride option, but may also be able to recognize higher earnings and generate higher satisfaction. Certain routes for dedicated users with little to no stops could be relatively expensive per passenger, but these passengers might be willing to pay a service premium. Likewise, the passenger experience values generated may be higher as a result. Thus, the fact that this ride option has higher costs should not necessarily lead to it being determined as an option with lower value than others with lower costs but also lower income. In some embodiments, pricing parameters and options may exist that are also factored into the objective function and optimization algorithms. There may be various pricing algorithms that determine how much a route option should have calculated for each passenger. Pricing, among other such factors, can be weighed against consumer satisfaction and willingness to pay these amounts. Pricing may also consider various other factors, such as coupons, credits, discounts, monthly passes, and the like. In some embodiments, there could also be different types of passengers, such as customers paying a basic amount and customers paying a premium for a higher one Pay service level. These different factors can be taken into account when assessing and optimizing the different route options.

Various other such functions can also be used within the scope of the various embodiments, as would be apparent to those skilled in the art in light of the teachings and suggestions included herein.

For any of the segments or full journeys, requests for a number of potential passengers can be received and the best set of options can be determined that meet customer needs but also meet various business needs as discussed herein. 9 illustrates an exemplary system 900 that can be used, according to various embodiments, to determine various route options to serve a set of passenger requests. As mentioned, various other route determination and optimization approaches can also be used within the scope of the various embodiments. In this example, a series of travel or travel requests are received from or on behalf of various potential customers of a transportation service provider 902 . In this example, the requirements relate to a future period for at least one predetermined service area or region, in which the transport for one or more people, animals, parcels or other objects or passengers should occur. In many embodiments, the requests can be made by an application running on a computing device, although other request mechanisms can also be used. To determine how the requirements are best served, determined 904 This exemplary process first uses the vehicle capacity available to service the requirements. This may include, for example, determining which vehicles or transportation mechanisms are available to that service area over the predetermined future period, as well as the available seat capacity or other capacity of those vehicles for that period. As mentioned, in some embodiments, at least some of the seats of the various vehicles may already be tied to, or assigned to, specific routes, passengers, packages, or other such options.

A set of potential route solutions can be determined based at least in part on the various vehicles and capacity available 906 . For example, this may include using one or more routing algorithms that are configured to analyze the various origins and destinations, the number of passengers and the corresponding time slots, and a set of route solutions to service the various requirements to generate. The potential solutions may try to assign vehicles to customers based on, for example, shared or nearby origins and destinations, or locations that can be served by a single route of a particular vehicle. In some embodiments, a routing algorithm can potentially analyze all possible combinations for servicing the requirements with the available vehicles and available capacity and provide any or all of the options that meet specific criteria, such as at least a minimum workload or profitability or at most a maximum allowable Deviation (on average or otherwise) from the parameters of the various customer requirements. For example, this may include values such as a distance between the requested place of origin and a proposed pick-up location, deviations from a requested time and the like. In some embodiments, all potential solutions can be provided for subsequent analysis.

In this exemplary process, the various potential route solutions can be analyzed using a target function 908 weighing various factors, such as service provider efficiency and customer satisfaction, or at least taking these factors into account, as discussed elsewhere here. Any potential route solution that is analyzed using the function or that meets at least specific minimum criteria can be provided with a route quality assessment that is generated by inserting the relevant values for the solution into the target function. For example, this may include determining a weighted combination of various quality factors, as discussed here. In some embodiments, the solution with the best (e.g., highest or lowest) quality rating can be selected for implementation. In this example, however, at least one optimization procedure is carried out for at least some of the potential solutions 910 . In some embodiments, the process could be performed for all potential solutions, while in others only a subset of the solutions would go through an optimization procedure, with solutions with a quality rating outside of an acceptable range not being considered for optimization to save time and resources. The optimization process can try to improve the quality ratings of the different solutions. As discussed here an optimization process can try to set various parameters of the solution, such as setting pick-up times, stops per route, capacity distribution and the like. As mentioned, several optimization procedures can be used in some embodiments, where the algorithms can consider different factors or adjustable ranges, etc. Different optimization algorithms can also optimize for different factors or prioritize them, such as different QoS or efficiency components, profitability, passenger comfort and the like.

After optimization, at least some of the various proposed solutions may have updated quality ratings. Some of the proposed solutions may also have been removed from consideration, for example, among other such factors, based on unacceptable quality assessments or an inability to adequately serve a sufficient number of outstanding requests. A concrete route solution can then be selected from the remaining solutions 912 the solution can be selected based at least in part on the optimized quality assessments. For example, if you are optimizing for factors such as profitability or customer satisfaction ratings, it may be desirable to select the option with the highest rating. If optimizing for factors such as cost, it may be desirable to choose the option with the lowest rating. Other options can also be used, such as selecting the rating that is closest to a target number (e.g., zero). As mentioned, other factors can also be considered. For example, a solution could be selected that has nearly the best quality rating, but has a much better profitability or customer satisfaction rating, or one or more other such goals or criteria. Once the solution is determined, the appropriate capacity can be allocated among other potential options based on vehicles and seats 914 that are determined to be available for the particular region at or near the future period. This can include, for example, that routes and stops are determined and vehicles with appropriate capacity are assigned to specific routes. The assignment of specific vehicle types for certain routes can also be specified in the route options, since, for example, there may be certain vehicle types that achieve better fuel consumption in the city and some that achieve better fuel consumption on expressways, so that operating costs are also broken down by vehicle type can be. In some embodiments, specific vehicles could also be based on a specific fuel consumption target service, which may be factored in, among other factors, such as cost per mile, type of gasoline, fuel or power used, and the like. Information about the selected route option can then be provided to certain customers 916 such as those associated with the requests received. The information may indicate various aspects to users, such as, among other such options, the time and place to be picked up, the route that is taken, the place of arrival and the approximate time of arrival at the destination, and potentially information about the particular vehicle and driver .

10th illustrates an exemplary computing device 1000 that can be used according to various embodiments. Although a portable computing device (e.g., a smartphone or tablet computer) is shown, it should be understood that, in accordance with various embodiments discussed herein, any device that is used to receive, process, and / or transmit electronic data in can be used able. The devices can, for example, include desktop computers, notebook computers, intelligent devices, devices for the Internet of Things (IoT), video game consoles or controls, wearable computers (e.g. smartwatches, glasses or contact lenses), set- Include top boxes for televisions and portable media players. In this example, the computing device 1000 an outer case 1002 that covers the various internal components and a display screen 1004 such as a touch screen capable of receiving user input while the device is operating. These can also be additional display or output components and not all computing devices include display screens, as is known in the art. The device can be one or more networking or communication components 1006 include, which may include at least one communication subsystem to support technologies such as cellular communication, WLAN communication, BLUETOOTH® communication and so on. There may also be wired connections or connections for connecting via a landline or other physical networking or communication component.

11 illustrates an exemplary set of components 1100 which is a computing device 1000 such as those related to 10th described device and computing devices for other purposes such as application servers and data servers. A Universal access card or device according to various embodiments may also include some or all of the components in FIG 1100 exhibit. For example, a universal access and payment card can be a component with a data store 1112 and a networking component 1106 have to enable communication with a kiosk, a computing device (eg mobile phone) of a user, a device at a point of sale or another computing device. The networking component 1106 The universal access card can be configured for near-field communication (NFC), BLUETOOTH® or another communication or transmission protocol for the short range. The illustrated exemplary device includes at least one main processor 1102 to execute instructions in physical memory 1104 are stored on the device, such as in dynamic random-access memory (DRAM) or flash memory, among other such options. As would be apparent to those of ordinary skill in the art, the device may also include many types of memory, data storage, or computer readable media, such as a hard disk drive or solid-state storage, serving as data storage 1106 acts for the device. Application instructions for execution by the at least one processor 1102 can through the data store 1106 saved and then as for the operation of the device 1100 necessary in the store 1104 getting charged. The processor may also include internal memory in some embodiments to temporarily store data and instructions for processing. The device can also support removable storage, which is useful for sharing information with other devices. The device also becomes one or more power components 1110 to power the device. For example, the power components may include, among other such options, a battery compartment for powering the device using a rechargeable battery, an internal power supply, or a connector for receiving external power.

The computing device can have at least one type of display element 1108 , such as a touchscreen, an organic light emitting diode (OLED) or a liquid crystal display (LCD), or are in communication therewith. Some devices may include multiple display elements, which may also include LEDs, projectors, and the like. The device can have at least one communication or networking component 1112 include, which may enable the transmission and reception of various types of data or other electronic communications. Communication can take place via any suitable type of network, such as the Internet, an intranet, a local area network (LAN), a 5G or other cellular network or a WLAN, or can use transmission protocols such as BLUETOOTH® or NFC, among others. The device can have at least one additional input device 1114 that is capable of receiving input from a user or other source. For example, this input device may include a button, a dial, a slider, a touchpad, a wheel, a joystick, a keyboard, a mouse, a trackball, a camera, a microphone, a keypad, or other such device or component. Various devices can also be connected in some embodiments by wireless or other such links. In some embodiments, a device could be controlled by a combination of visual and acoustic commands or gestures so that a user can control the device without having to be in contact with the device or a physical input mechanism.

Much of the functionality used in various embodiments will operate in a computing environment that can be operated by or on behalf of a service provider or an entity such as a ridesharing provider or other such company. There may be dedicated computing resources or resources that are allocated as part of a multi-tenant or cloud environment. The resources can use any of a number of operating systems and applications and can include a number of workstations or servers. Various embodiments use at least one conventional network to support communication using any of a variety of commonly available protocols, such as TCP / IP or FTP, among others. As mentioned, exemplary networks include, for example, a local area network, a wide area network, a virtual private network, the Internet, an intranet, and various combinations thereof. The servers used to host an offer, such as a rideshare service, may be configured to run programs or scripts in response to requests from user devices, such as by executing one or more applications implemented as one or more scripts or programs that are written in any programming language. The server (s) can also include one or more database servers to serve data requests and to perform other such processes. The Environment may also include any of a variety of data stores and other memory and data storage media, as discussed above. If a system includes computerized devices, each such device may include hardware elements that may be electrically coupled via a bus or other such mechanism. Exemplary elements include, as previously discussed, at least one central processing unit (CPU) and one or more storage devices, such as disk drives, optical storage devices, and solid state storage devices, such as random access memory (RAM) or read-only memory ROM), as well as removable media devices, memory cards, flash cards, etc. Devices of this type can also contain or use one or more computer-readable storage media for storing instructions that can be executed by at least one processor of the devices. An exemplary device may also include a number of software applications, modules, services, or other elements arranged in memory, including an operating system and various application programs. It should be understood that alternative embodiments can have numerous variations from that described above.

Different types of non-transitory computer readable storage media can be used for different purposes, as discussed and suggested herein. For example, this includes storing instructions or code that can be executed by at least one processor to cause the system to perform various operations. The media can be any of a variety of media types, including volatile and non-volatile memory, which may be removable in some implementations. The media can store various computer readable instructions, data structures, program modules, and other data or content. Media types include, for example, RAM, DRAM, ROM, EEPROM, flash memory, solid state memory and other storage technology. Other types of storage media can also be used, which may include optical storage (e.g. Blu-ray or Digital Versatile Disk (DVD)) or magnetic storage (e.g. hard disk drives or magnetic tapes) in addition to other such options. Based on the disclosure and teachings provided herein, other ways and / or methods of implementing the various embodiments will be apparent to those of ordinary skill in the art.

The description and drawings are to be regarded in an illustrative rather than a restrictive sense. However, it should be understood that various modifications and changes can be made therein without departing from the broader spirit and scope of the various embodiments as set forth in the claims.

According to the present invention, a computer-implemented method includes receiving a transportation request for a customer, the transportation request specifying at least one origin, destination, payment option and time component; Determining a first set of potential route solutions to service the transportation request, the route solutions relating to multi-segment trips between the origin and destination; Providing information for a subset of the potential route solutions for display to the customer, the information including at least time and location information for options for a first segment of each of the trips with multiple segments of the subset, the first segments corresponding to fixed route transportation options; Communicating with one or more transportation service providers corresponding to each segment of each of the multi-segment journeys; Initiating access to the one or more transportation service providers; Receiving confirmation that the customer has boarded the first vehicle operating the first segment of a selected trip of the multi-segment trips; and providing payment using funds withdrawn from the payment option to the first vehicle and the one or more transportation service providers after receiving confirmation that the customer has commenced each segment of the selected trip.

In one embodiment, the above invention is further characterized by receiving a selection of the selected trip from the subset of the potential route solutions; Communicating with the one or more transportation service providers corresponding to each segment of the selected trip; and reserve access to the one or more transportation service providers corresponding to each segment of the selected trip.

In one embodiment, the above invention is further characterized by accessing customer profile data for the customer; and determining the first set of potential route solutions to service the transportation request based at least in part on the customer profile data.

In one embodiment, the above invention is further characterized by determining one or more customer preferences associated with the transportation request; Storing the one or more customer preferences in customer's customer profile data; and determine the subset of the potential route solutions based at least in part on the one or more customer preferences.

According to one embodiment, a second segment of the journey with several segments contains at least one transport option with a flexible route.

In one embodiment, the at least one flexible route transportation option is provided by at least one public entity that is not related to a transportation service that manages the transportation request for the customer, and the at least one flexible route transportation option is capable of to be provided by a separate entity using a different mode of transportation.

According to the present invention, a computer-implemented method includes determining that a passenger has boarded a first vehicle operating a first segment of a multi-segment trip, the first vehicle corresponding to a first mode of transportation operated by a first entity; Providing payment to the first entity for the first segment of the multi-segment trip using an access device; Determining an estimated time of arrival for the first vehicle at a location to complete the first segment; Determining a second vehicle operating a second multi-segment trip segment that meets at least one connection criteria, the second vehicle corresponding to a second mode of transportation operated by a second entity; Initiating access to the second vehicle operating the second segment for multi-segment travel using the access device at the estimated time of arrival at a place to board the second vehicle; Determining that the passenger has entered the second vehicle operating the second segment of the multi-segment trip; and providing payment to the second entity for the second segment of the multi-segment trip using the access device.

In one embodiment, the access device is a card, tag, or mobile attachment that includes electronics that is capable of communicating with one or more kiosks to provide access to two or more modes of transportation and to make a payment to deploy two or more entities.

In one embodiment, the access device is a mobile application that operates on a passenger computing device that includes an interface that is capable of communicating with one or more kiosks to provide access to two or more modes of transportation and payment to deploy to two or more entities.

In one embodiment, the second mode of transportation is capable of being one of a variety of modes of transportation that corresponds to at least one of a shuttle, bus, train, van, car, bicycle, or scooter.

In one embodiment, the first mode of transportation is a fixed route mode of transportation while the second mode of transportation is a flexible route mode of transportation.

In one embodiment, the above invention is further characterized by automatically initiating payment to the first entity or the second entity based on the determination that the passenger has entered the first vehicle.

According to one embodiment, the above invention is further characterized by determining the second vehicle that operates the second segment for driving with several segments, at least in part on the basis of profile data or preference data of the passenger.

According to one embodiment, the above invention is further characterized by accessing a profile database for retrieving passenger profile data; Providing an interface on a computing device of the passenger for entering preference data; and receiving the preference data via the interface.

According to one embodiment, the above invention is further characterized by determining that the passenger has entered a first vehicle, by at least one of receiving confirmation from a computing device associated with the passenger, determining a location of the passenger based at least in part on Geolocation data obtained from the computing device or receiving confirmation that a sensor of the first vehicle has verified the presence of the passenger in the first vehicle.

According to the present invention there is provided a system comprising: at least one processor; and memory that includes instructions that, when executed by the at least one processor, cause the system to determine that a passenger has entered a first vehicle operating a first segment of a multi-segment trip, the first vehicle corresponding to a first mode of transportation operated by a first entity; Providing a first payment to the first entity for the first segment of the multi-segment trip; Determining an estimated time of arrival for the first vehicle at a location to complete the first segment; Determining a second vehicle operating a second multi-segment trip segment that meets at least one connection criteria, the second vehicle corresponding to a second mode of transportation operated by a second entity; Initiating access to the second vehicle operating the second segment for multi-segment travel at the estimated time of arrival at a place to board the second vehicle; Determining that the passenger has entered the second vehicle operating the second segment of the multi-segment trip; and providing a second payment to the second entity for the second segment of the multi-segment trip using resources from the first payment.

In one embodiment, the instructions further cause the system, when executed, to access a profile database to retrieve passenger profile data; Providing an interface on a computing device of the passenger for entering preference data; Receiving the preference data via the interface; and determining the second vehicle operating the second segment for multi-segment travel based at least in part on passenger profile information or preference data.

According to one embodiment, the at least one connection criterion includes at least one of the estimated arrival time before a scheduled departure time for the second segment, the estimated arrival time at least one connection time threshold before the scheduled departure time for the second segment, or the estimated arrival time before at least one passenger-specific time threshold the scheduled departure time for the second segment.

In one embodiment, the instructions when executed further cause the system to determine one or more route criteria for multi-segment travel; Determining a set of potential route solutions for an alternative segment according to the one or more route criteria; and determining a selected transportation option for the alternative segment from the set of potential route options.

In one embodiment, the first mode of transportation is a fixed route mode of transportation while the second mode of transportation is a flexible route mode of transportation.

According to the present invention, a computer-implemented method includes receiving a transportation request from a customer to travel from a first location to a second location; Determining a first multi-segment route between the first location and the second location, the first multi-segment route including a first segment served by a first transportation service provider and a second segment served by a second transportation service provider; Offering the customer a first option to select the first multi-segment route; Determine that the customer has selected the first option; and automatically using a universal access card to pay for the first carrier when the customer uses a first vehicle from the first carrier to cover the first segment and to pay for the second carrier when the customer uses a second vehicle from the second carrier with the second segment to cover.

According to one embodiment, the universal access card is a multi-function card that provides a payment usage type and an access usage type, the payment usage type can be used by the customer to make payments, and the access usage type can be used by the customer to get into the first vehicle to put the first Boarding the segment and boarding the second vehicle to cover the second segment.

According to one embodiment, the universal access card is provided in a customer's smartphone.

According to one embodiment, the above invention is further characterized by automatically making a first reservation for travel in a first vehicle and a second reservation for travel in a second vehicle after determining that the customer has selected the first option.

According to one embodiment, at least one of the first vehicle or the second vehicle is a ridesharing vehicle, and wherein automatically making the first reservation and the second reservation includes determining a suitability of the ridesharing vehicle for use by the customer.

In one embodiment, the above invention is further characterized by determining a second route with multiple segments between the first location and the second location; Offering the customer the first option to select the first multi-segment route and a second option to select the second multi-segment route; Determine that the customer has selected the second option; and automatically using the universal access card to pay for one or more transportation service providers if the customer uses one or more vehicles of the one or more transportation service providers to cover the second route with multiple segments.

In one embodiment, the one or more transportation service providers include at least one of the first transportation service provider or the second transportation service provider.

According to the present invention, a computer-implemented method includes receiving a transportation request from a customer to travel from a first location to a second location; Determining a first multi-segment route between the first location and the second location, the first multi-segment route including a first segment served by a first transportation service provider and a second segment served by a second transportation service provider; automatically using a universal access card to pay for the first carrier when the customer uses a first vehicle of the first carrier to cover the first segment of the first route with multiple segments, automatically using the universal access card to pay for the second carrier when the customer uses a second vehicle of the second transportation service provider to cover the second segment of the first multi-segment route and allow the customer to use the universal access card to board at least one of the first vehicle or the second vehicle.

In one embodiment, the above invention is further characterized by determining a second route with multiple segments between the first location and the second location; Offering the customer a first option to select the first multi-segment route and a second option to select the second multi-segment route; Determine that the customer has selected the second option; and automatically using the universal access card to pay for one or more transportation service providers if the customer uses one or more vehicles of the one or more transportation service providers to cover the second route with multiple segments.

According to one embodiment, the above invention is further characterized by automatically making a first reservation for travel in the first vehicle and a second reservation for travel in the second vehicle after determining that the customer has selected the first option.

According to one embodiment, at least one of the first vehicle or the second vehicle is a ridesharing vehicle, and wherein automatically making the first reservation and the second reservation includes determining a suitability of the ridesharing vehicle for use by the customer.

According to one embodiment, the universal access card is provided in a customer's smartphone.

In one embodiment, offering the first option to select the first multi-segment route to the customer includes displaying identification information about the first vehicle and the second vehicle and schedule information associated with the first segment and the second segment on the smartphone.

According to one embodiment, enabling the customer to use the universal access card for boarding the at least one of the first vehicle or the second vehicle includes switching the universal access card from a payment usage type to an access usage type.

In one embodiment, the universal access card is configured to automatically switch from the payment usage type to the access usage type when the universal access card is used by the customer to board the at least one of the first vehicle or the second vehicle.

According to the present invention, there is provided a system that includes a computer having memory that stores computer-executable instructions and a processor that is configured to access the memory and execute the computer-executable instructions at least to: receive a request for transportation from a customer to drive from a first location to a second location; Determining a first multi-segment route between the first location and the second location, the first multi-segment route including a first segment served by a first transportation service provider and a second segment served by a second transportation service provider; Offering the customer a first option to select the first multi-segment route; Determine that the customer has selected the first option; and automatically using a universal access card to pay for the first carrier when the customer uses a first vehicle from the first carrier to cover the first segment and to pay for the second carrier when the customer uses a second vehicle from the second carrier with the second segment to cover.

According to one embodiment, the universal access card is a multi-function card that provides a payment usage type and an access usage type, the payment usage type can be used by the customer to make payments, and the access usage type can be used by the customer to get into the first vehicle to put the first Boarding the segment and boarding the second vehicle to cover the second segment.

According to one embodiment, the universal access card is provided in a customer's smartphone.

According to the present invention, the processor is further configured to access the memory and execute the computer-executable instructions at least for the following: automatically making a first reservation for driving in a first vehicle and a second reservation for driving in a second vehicle after determining that the Customer has selected the first option.

According to one embodiment, at least one of the first vehicle or the second vehicle is a ridesharing vehicle, and wherein automatically making the first reservation and the second reservation includes determining a suitability of the ridesharing vehicle for use by the customer.

Claims (15)

A computer-implemented method comprising: Receiving a transportation request from a customer to travel from a first location to a second location; Determining a first multi-segment route between the first location and the second location, the first multi-segment route including a first segment served by a first transportation service provider and a second segment served by a second transportation service provider; Offering the customer a first option to select the first multi-segment route; Determine that the customer has selected the first option; and automatically using a universal access card to pay for the first carrier when the customer uses a first vehicle from the first carrier to cover the first segment and to pay for the second carrier when the customer uses a second vehicle from the second carrier to cover the second segment . Computer-implemented procedure according to Claim 1 , wherein the universal access card is a multi-function card that provides a payment usage type and an access usage type, the payment usage type can be used by the customer to make payments, and the access usage type can be used by the customer to get into the first vehicle to travel the first segment get in and get into the second vehicle to cover the second segment. Computer-implemented procedure according to Claim 2 , the universal access card being provided in a smartphone of the customer. Computer-implemented procedure according to Claim 1 , further comprising: automatically making a first reservation for travel in a first vehicle and a second reservation for travel in a second vehicle after determining that the customer has selected the first option. Computer-implemented procedure according to Claim 4 wherein at least one of the first vehicle or the second vehicle is a ridesharing vehicle, and wherein automatically making the first reservation and the second reservation includes determining a suitability of the ridesharing vehicle for use by the customer. Computer-implemented procedure according to Claim 1 , further comprising: determining a second route with multiple segments between the first location and the second location; Offering the customer the first option to select the first multi-segment route and a second option to select the second multi-segment route; Determine that the customer has selected the second option; and automatically using the universal access card to pay for one or more transportation service providers if the customer uses one or more vehicles of the one or more transportation service providers to cover the second route with multiple segments. Computer-implemented procedure according to Claim 6 , wherein the one or more transportation service providers include at least one of the first transportation service provider or the second transportation service provider. A computer-implemented method comprising: Receiving a transportation request from a customer to travel from a first location to a second location; Determining a first multi-segment route between the first location and the second location, the first multi-segment route including a first segment served by a first transportation service provider and a second segment served by a second transportation service provider; automatically using a universal access card to pay for the first carrier when the customer uses a first vehicle from the first carrier to cover the first segment of the first route with multiple segments, automatically using the universal access card to pay for the second carrier when the customer uses a second vehicle of the second carrier to cover the second segment of the first multi-segment route, and Allow the customer to use the universal access card to board at least one of the first vehicle or the second vehicle. Computer-implemented procedure according to Claim 8 , further comprising: determining a second route with multiple segments between the first location and the second location; Offering the customer a first option to select the first multi-segment route and a second option to select the second multi-segment route; Determine that the customer has selected the second option; and automatically using the universal access card to pay for one or more transportation service providers if the customer uses one or more vehicles of the one or more transportation service providers to cover the second route with multiple segments. Computer-implemented procedure according to Claim 9 , further comprising: automatically making a first reservation for travel in the first vehicle and a second reservation for travel in the second vehicle after determining that the customer has selected the first option. Computer-implemented procedure according to Claim 10 wherein at least one of the first vehicle or the second vehicle is a ridesharing vehicle, and wherein automatically making the first reservation and the second reservation includes determining a suitability of the ridesharing vehicle for use by the customer. Computer-implemented procedure according to Claim 9 , the universal access card being provided in a smartphone of the customer. Computer-implemented procedure according to Claim 12 wherein offering the first option to select the first multi-segment route to the customer includes displaying identification information about the first vehicle and the second vehicle and schedule information associated with the first segment and the second segment on the smartphone. Computer-implemented procedure according to Claim 8 , wherein enabling the customer to use the universal access card to board the at least one of the first vehicle or the second vehicle comprises switching the universal access card from a payment usage type to an access usage type. Computer-implemented procedure according to Claim 14 , wherein the universal access card is configured to automatically switch from the payment usage type to the access usage type when the universal access card is used by the customer to board the at least one of the first vehicle or the second vehicle.

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