FIELD OF THE INVENTION

The present invention relates generally to public transportation infrastructure systems and methods. More specifically, the invention describes an improved flexible multi-vehicle public transportation system and method.

BACKGROUND OF THE INVENTION

The Western World has not yet solved the problems associated with traffic congestion and pollution. In particular, during rush hours, large cities suffer from traffic jams, packed underground trains and overloaded buses. This situation results in mass loss of productivity hours. It also results in excessive expenditures on fuel, infrastructure and environment related health issues.

Some patent publications describe systems and methods for improving public transport. For example, US2005247231A, to Fischer, provides a track-guided transport system, and in particular a suspended monorail system, comprising a track network incorporating at least one node at which at least two track sections of the track network adjoin one another and also comprising a plurality of vehicles traveling along the track network and each of which comprises a control unit wherein the control of the movements of these vehicles can be effected in a simple and reliable manner even when there are a large number of vehicles, it is proposed that at least one successor or the information that the vehicle does not have a successor and/or at least one forerunner or the information that the vehicle does not have a forerunner be associated with each vehicle, wherein the information relating to the successor or the forerunner is stored in the control unit of the vehicle and is updated when the vehicle passes a node of the track network. US2013/0041941 provides systems, apparatuses, methods, and software for collecting and disseminating crowd-sourced information relating to one or more shared vehicles, such as buses, passenger trains, subway vehicles, streetcars, etc. The crowd-sourced information is collected via mobile client devices carried by users, such as riders of the shared vehicle at issue. Information collected includes tracing data for tracing the route and timing of each shared vehicles. The tracing data is used to update a computer model that helps predict arrival/departure times. The predicted arrival times can be conveyed to users and to allow people to arrange rendezvous events. Other information collected includes user-report information on items such as condition of the shared vehicle, fullness of the vehicle, and the user's experience with the vehicle and/or corresponding infrastructure. Collected user-report information can be shared with other users and/or a customer service system affiliated with the shared vehicle.

Additionally, US 6,016,306 defines a routing method which allows a determination of best paths from link weights in situations where these weights are not additive, but the characteristic of a concatenated path is determined mainly by single "bottleneck" links. To be compatible, the metric must be chosen from a specific set of metrics, called bottleneck metrics in this description. The new widest-path method has some characteristics in common with the known "Dijkstra method" for additive weights. Implementations in communication networks are disclosed which lead to new nodes, new networks and new network protocols.

There is still a need for an improved public infrastructure that supports systems and methods providing their private-user an optimized performance for green environment, timing efficiency, lowest cost and ease of use.

Public transportation remains a large industry, which affects the daily lives of billions of people around the world. Currently public transportation is structured around several inflexible parameters such as, but not limited to:

1. Fixed Schedules;

2. Fixed Routes; and

3. Fixed fleet sizes.

Furthermore, it is rare for the many transportation solutions offered in a city to be integrated with one another. For example, buses and train schedules are not often synchronized. The rigidity of these parameters and lack of integration renders public transportation inefficient operationally and economically. Moreover, the options for combining public and private transportation services are often limited, or do not exist at all.

There thus remains an unmet need for flexible public transport systems and methods, which are optimized to reduce congestion and transportation time and cost.

SUMMARY OF THE INVENTION

It is an object of some aspects of the present invention to provide a system and method for improved transportation.

It is another object of some aspects of the present invention to provide improved transportation systems and methods to improve the lives of billions of people around the world.

It is another object of some aspects of the present invention to provide a software solution which interacts with public transportation operators and riders using mobile and web apps. Additionally, the system provides data to portable devices of users, such as tablets, used by private drivers, public transport drivers, transportation company operators and inspectors and municipal and regional inspectors. The systems of the present invention provide dedicated user interfaces for each user segment.

It is an object of some aspects of the present invention to provide a system and method for improved public transportation infrastructure with higher performance: less time to travel from origin to destination, lower cost and better energy efficiency.

It is another object of some aspects of the present invention to provide a system and method for improved combinations of public and private transportation.

It is another object of some aspects of the present invention to provide a system and method for improved combinations of public and private transportation services.

It is yet another object of some aspects of the present invention to provide a system and method for improved combinations of public and private transportation infrastructure with higher performance: less time to travel from origin to destination, lower cost and better energy efficiency in comparison with separate public transportation and private transportation services.

It should be understood that the vehicles of the present invention may be run on gas, biofuel, petrol, electricity, solar energy and any combinations thereof.

The present invention provides an improved system and method for improved multi-modal public and private transportation. The pubic and/or private vehicles have routes which may change in real-time, in contrast to prior art transportation systems. The prior art system comprise pre-defined public transport vehicles, such as, but not limited to buses, coaches, trams, trains etc., with pre-defined bus routes and time- tables, train routes and time tables, tram routes and time tables. In prior art systems and methods each pre-defined public transport vehicle has a number, a predefined departure time and an anticipated arrival time at the predefined destination(s). In sharp contrast, the current invention provides a system and method in which some or none of the public transportation vehicles have predefined numbers, routes, departure times and arrival times. Moreover, the public and private transportation vehicles of the present invention have numbers, routes, departure times and arrival times, which are updated, modified and optimized in real-time, responsive to real-time rider and route information.

The present invention provides systems, software, Apps and methods for private individual transportation using public transport infrastructures, the system including a plurality of public transportation vehicles, a plurality of private transportation vehicles and a computer server, adapted to receive real-time data of a plurality of travelers, the plurality of public transportation vehicles and the plurality of private transportation vehicles wherein the server is adapted to match data from the plurality of travelers, the plurality of public transportation vehicles and the plurality of private transportation vehicles to provide the plurality of public transportation vehicles and the plurality of private transportation vehicles instructions in real-time thereby providing optimized rides to the plurality of travelers interactively in real- time.

There can be a variety of business models to operate alternate-vehicle-base systems. Each model will be examined according to its area topography, amount of potential users and their commutation requirements.

The present invention further provides a business method for improved economic efficiency of transportation.

The present invention further provides a business method for improved environmental efficiency of transportation.

The present invention further provides a business method for socially improved transportation.

The present invention further provides a business method for improved economic, environmental and/or socially improved transportation.

The present invention further provides a system and method for improved economic, environmental and/or socially improved transportation. The present invention further provides a multimodal transportation method and system.

The present invention further provides a multimodal transportation method and system for improved economic, environmental, time savings, traffic avoidance and/or socially improved transportation.

The present invention further provides a multimodal transportation method and system using existing carpool and/ ride share transportations systems and methods.

The present invention further provides a business method for improved fuel efficiency of transportation.

The system of the present invention comprises a computer system for controlling the movement, stock, maintenance and traffic congestion of the vehicles, both on rail and on road.

There is thus provided according to an embodiment of the present invention, a dynamic real-time system for public transportation of travelers, the system including;

1. a plurality of public transportation vehicles;

2. a plurality of private transportation vehicles; and

3. a computer server, adapted to receive real-time data of;

a. a plurality of travelers;

b. the plurality of public transportation vehicles; and

c. the plurality of private transportation vehicles; wherein the server is adapted to match data from the plurality of travelers, the plurality of public transportation vehicles and the plurality of private transportation vehicles to provide the plurality of public transportation vehicles and the plurality of private transportation vehicles and riders instructions in real-time thereby providing optimized rides to the plurality of travelers interactively in real-time.

Additionally, according to an embodiment of the present invention, the system further includes;

a) interactive bus stops for the plurality of public transportation vehicles; and

b) interactive bus stops for the plurality of private transportation vehicles, wherein each of the stops may include at least one detection device for detecting a number of travelers in the vicinity of the stop. Furthermore, according to an embodiment of the present invention, the at least one detection device for detecting includes at least one of an optical device, an infrared device, a cellphone device, a portable communication device and a sound device.

Further, according to an embodiment of the present invention, the public transportation vehicles are selected from public land vehicles, public airborne vehicles and public waterborne vehicles.

Moreover, according to an embodiment of the present invention, the private transportation vehicles are selected from private land vehicles, private airborne vehicles and private waterborne vehicles.

Additionally, according to an embodiment of the present invention, the public land vehicle is selected from a car, motorcycle, electric bicycle, bus, a minivan, a shuttle, a coach, a tram, a train, a truck, an emergency vehicle and an army vehicle.

Optionally, according to an embodiment of the present invention, the public airborne vehicles is selected from an airplane, a helicopter, a drone, an air balloon, a glider and an unmanned flying vehicle.

Additionally, according to an embodiment of the present invention, the public waterborne vehicle is selected from a ship, a boat, an airplane carrier, a yacht, a dingy and a hovercraft.

Furthermore, according to an embodiment of the present invention, the system further includes a payment subsystem.

Additionally, according to an embodiment of the present invention, the payment subsystem includes;

1. a payment server;

2. local pay- stations;

3. buying goods and services; and

4. communication networks with pre-existing payment systems for the public and private transportation of travelers.

Additionally, according to an embodiment of the present invention, the payment subsystem is configured to bill each of the plurality of travelers for personal use of the system.

Moreover, according to an embodiment of the present invention, each of the plurality of public transportation vehicles further includes a device adapted to display real-time data on a map. Furthermore, according to an embodiment of the present invention, each of the plurality of public transportation vehicles further includes a device adapted to display real-time data on a map.

There is thus provided according to another embodiment of the present invention, a dynamic real-time method for public transportation of travelers, the method including;

a) providing a dynamic real-time system for transportation of travelers; and

b) matching data from the plurality of travelers, the plurality of public transportation vehicles and the plurality of private transportation vehicles to provide the plurality of public transportation vehicles and the plurality of private transportation vehicles and the plurality of riders instructions in real-time thereby providing optimized rides to the plurality of travelers interactively in real-time.

Additionally, according to an embodiment of the present invention, the method further includes;

i. providing interactive bus stops for the plurality of public transportation vehicles; and

ii. providing interactive bus stops for the plurality of private transportation vehicles, wherein each the stops detects a number of travelers in the vicinity of the stop.

Furthermore, according to an embodiment of the present invention, the detecting includes at least one of optical detection, infra-red detection, electromagnetic detection, cellular device detection, and sound detection.

Additionally, according to an embodiment of the present invention, the method further includes charging each of the plurality of travelers for use of the system.

Moreover, according to an embodiment of the present invention, the method further includes enabling the each of the plurality of travelers to use a payment subsystem.

Additionally, according to an embodiment of the present invention, the travelers pay for the use of the system employing at least one of the following;

a. a payment server; b. local pay- stations; and

c. communication networks with pre-existing payment methods.

Additionally, according to an embodiment of the present invention, the method further comprises billing each of the plurality of travelers for personal use of the system.

Additionally, according to an embodiment of the present invention, the method further comprises billing each of the plurality of mobility services (public transit vehicle providers and operators and private vehicle operators, such as taxi's rideshare and ridehail) for use of the system.

There is thus provided according to another embodiment of the present invention, a computer software product, the product configured for provision of a dynamic real-time method for public transportation of a plurality of travelers, the product including a computer-readable medium in which program instructions are stored, which instructions, when read by a computer, cause the computer to:

a. provide a dynamic real-time App for transportation of the plurality of travelers; and

b. match data from the plurality of travelers, a plurality of public transportation vehicles and a plurality of private transportation vehicles to provide the plurality of public transportation vehicles and the plurality of private transportation vehicles instructions in real-time thereby providing optimized rides to the plurality of travelers interactively in real-time.

Additionally, according to an embodiment of the present invention, the App further enables travelers to pay for said use of said system employing said App.

The present invention will be more fully understood from the following detailed description of the preferred embodiments thereof, taken together with the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described in connection with certain preferred embodiments with reference to the following illustrative figures so that it may be more fully understood.

With specific reference now to the figures in detail, it is stressed that the particulars shown are by way of example and for purposes of illustrative discussion of the preferred embodiments of the present invention only and are presented in the cause of providing what is believed to be the most useful and readily understood description of the principles and conceptual aspects of the invention. In this regard, no attempt is made to show structural details of the invention in more detail than is necessary for a fundamental understanding of the invention, the description taken with the drawings making apparent to those skilled in the art how the several forms of the invention may be embodied in practice.

In the drawings:

Fig. 1 is a simplified pictorial illustration of an improved transportation system, in accordance with an embodiment of the present invention;

Fig. 2 is a simplified block diagram of an improved transportation system, in accordance with an embodiment of the present invention;

Fig. 3A is a simplified pictorial illustration of a public vehicle, in accordance with an embodiment of the present invention;

Fig. 3B is a simplified pictorial illustration of an improved public vehicle stop, in accordance with an embodiment of the present invention;

Fig. 4 is a simplified flow chart of a method for a rider obtaining a route and schedule of a ride, in accordance with an embodiment of the present invention;

Fig. 5 is a simplified flow chart of an interactive method of a real-time ride of a rider, in accordance with an embodiment of the present invention;

Fig. 6 is a simplified flow chart of a method for payment in the system of transportation, in accordance with an embodiment of the present invention;

Fig. 7 is a simplified flow chart of a real-time method for rider characterization at an improved public vehicle stop of Fig. 3B, in accordance with an embodiment of the present invention;

Fig. 8 is a simplified flow chart of a method of vehicle operation, in accordance with an embodiment of the present invention; Fig. 9 is a simplified flow chart of a method of operations center operation, in accordance with an embodiment of the present invention;

Fig. 10 is a simplified flow chart of a method of a live map operation, in accordance with an embodiment of the present invention;

Fig. 11 is a simplified flow chart of a method of a website/app operation, in accordance with an embodiment of the present invention;

Fig. 12 is a simplified flow chart of a method of a payment system operation, in accordance with an embodiment of the present invention;

Fig. 13 is a simplified flow chart of a method of an emergency services interface operation, in accordance with an embodiment of the present invention;

Fig. 14 is a simplified flow chart of a method of a private vehicle App interface operation, in accordance with an embodiment of the present invention; and

Figs. 15A- 15F are simplified screen shots associated with the methods of Figs. 4 and 5, in accordance with an embodiment of the present invention.

Figs. 16A and 16B are simplified screen shots for a driver, associated with the method of Fig. 8, in accordance with an embodiment of the present invention.

Fig. 17 is a simplified screen shot for a control center, associated with the methods of Figs. 9-10, in accordance with an embodiment of the present invention.

Fig. 18 is a simplified screen shot for an inspector, associated with the method of Fig. 13, in accordance with an embodiment of the present invention.

In all the figures similar reference numerals identify similar parts.

DETAILED DESCRIPTION OF THE EMBODIMENTS

In the detailed description, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it will be understood by those skilled in the art that these are specific embodiments and that the present invention may be practiced also in different ways that embody the characterizing features of the invention as described and claimed herein.

The present invention provides an improved system and method for improved multi-modal public and private transportation, combined. This is inn contrast to prior art public and private transportation systems, in which there are pre-defined public transport vehicles (such as, but not limited to buses, coaches, trams, trains etc.), having pre-defined bus routes and time-tables, train routes and time tables, tram routes and time tables. The prior systems are configured such that each bus, train, tram etc. has a number, a predefined departure time and an anticipated arrival time at the predefined destination(s) and travels along a fixed, predetermined route. In addition, private transportation systems such as ridehail operator on a journey by journey basis, with little or no coordination between the individual vehicles or integration with public transit routes. In sharp contrast, the current invention provides a system and method in which some or none of the public transportation vehicles have predefined numbers, routes, departure times and arrival times.

The words "rider", "traveler", "client" and "user" are used interchangeably herein to denote a private person, who frequents the systems of the present invention, typically for travelling from a departure point to a destination and optionally back again (round trip).

Reference is now made to Fig. 1, which is a simplified pictorial illustration of an improved transportation system 100, in accordance with an embodiment of the present invention.

System 100 is constructed and configured to provide users/riders 157, 159 with improved transportation by use of both public and private vehicles. In contrast to prior art transportation systems, in which there are pre-defined public transport vehicles (such as, but not limited to buses, coaches, trams, trains etc.), such as predefined bus routes and time-tables, train routes and time tables, tram routes and time tables, wherein each bus, train, tram etc. In prior art systems and methods each predefined public transport vehicle has a number, a predefined departure time, route and an anticipated arrival time at the predefined destination(s). In sharp contrast, the current invention provides a system 100, 200 and methods 400, 500, 600, 700, 800, 900, 1000, 1100, 1200, 1300, 1400 in which some or none of the public and private transportation vehicles 300, 166 have predefined numbers, routes, departure times and arrival times. Rather, they have dynamic routes and schedules as optimized by the present invention.

System 100 comprises public transportation vehicles 300, 166 and private transportation vehicles 160. Each vehicle 300, 166, 160 has a respective driver 164, 168, 162. Each driver has his/her own portable communication device 103, 101, 105, respectively, which are configured to communicate via cloud 140 (such as the internet) with a system server 110. The system may be monitored by one or more inspectors 114 via one or more portable (and/or static) communication devices. System 100 further comprises a plurality of interactive public vehicle or bus stops 350 (see Fig. 3B). Public transportation vehicle 300 is described in further detail with respect to Fig. 3A herein below. Additionally, system 100 further comprises emergency service providers 130, a traffic light provider 111, municipal inspection providers 131 (not shown) and transport inspection providers 132 (not shown). The system further comprises a plurality of live maps 120 comprising a number of streets 122, vehicles' locations 124 and other details of live maps, known in the art. Additionally, users/riders 144 at home (such as, in chair, 146, or at work, other etc.) can communicate with the system via their device 148.

Further service providers such as shops, cafes, restaurants 155, optionally in the vicinity of a station 180 or bus stop 350 are able to communicate with the system via their devices/computers (not shown).

Turning to Fig. 2, there is seen a simplified block diagram of an improved transportation system 200, in accordance with an embodiment of the present invention.

The system of the present invention provides public and private transportation and riders 157, 159, 144 (Fig. 1) with:

1. Dynamic Scheduling;

2. Dynamic Routing;

3. Dynamic Fleet sizes;

4. Multi-modality- combinations between different modes of transportation; 5. Integration across many/all public transportation providers, and private transportation providers and combinations thereof;

6. Integration with fixed route systems such as trains, subways, underground trains, bus routes and combinations thereof;

This is accomplished and exemplified as follows.

Using the system 100, 200 of the present invention's app (per the flowcharts described herein), the riders are able to order rides on public transportation. They enter their desired pick up time and location and drop off location. The system of the present invention collects such data from all of the users in the system and calculates the optimum routes and schedules for public transportation. The system also takes into account private transportation providers, such as Gett, Uber and the like. The system comprises a website 206, the user app 157, a payment system 220, a dynamic routing and scheduling system 230, a public transport operation center 280, interface 260 with private existing App(s) and/or ride services, regulatory constraints 240, public transport stops or stations 350, as is seen in the figures.

The routing and scheduling calculated by the system of the present invention takes into account several factors, such as:

1. Locations of riders pick up and drop off location;

2. Buses, trains and other transportation vehicles;

3. Up and coming events (concerts, rallies, sporting events, school closing times etc.);

4. Statistical and predictive usage;

5. Minimizing vehicle transfers;

6. Minimizing ride time;

7. Conditions of traffic and train lines etc.; and

8. Minimizing ride length and the like.

9. Traffic congestion minimization.

The riders then receive a notification of the pickup location and time thereof. In addition, they are told where to disembark to change modes of transportation. Finally, they are provided with an estimated time of arrival.

This time of arrival contains slack, in order to account for dynamic route changes, while the rider is on route to their destination. They are also notified of additional options utilizing private transportation (such as Uber, ridesharing services and the like) in order to shorten their trip duration, but potentially at increased costs. Should they select one of these more expensive options, the private transportation provider is notified and the ride is scheduled.

Simultaneously, drivers receive their route instructions via the device, installed in the buses 300 (or trains 166 etc.). The dispatch center 112 is configured to see all operational data, such as routes, schedules, vehicle occupancy and any other relevant data they desire on a live map, such as live map 120 (Fig. 1).

The system of the present invention tracks the physical locations of riders and drivers via GPS (not shown) in order to dynamically modify routes and schedules, even once rides have begun.

Inspectors (transport inspection providers 132, Fig. 1) whether from the transportation company or the relevant governmental authority are also provided with a mobile interface, such as a cell-phone (not shown), which allows them to know the location of buses 300, occupancy rates of the buses etc. These interfaces are configured in accordance to the needs of the transportation company and the requirements of the governmental regulations.

In parallel to all of these features, the system of the present invention tracks actual operating costs as compared to those which would have been incurred had the legacy (prior art) system remained in place.

Additionally, all payments are performed via the system of the present invention. Riders are required to either prepay to the system of the present invention or provide credit card information for monthly billing. Late adopters are able to pay via physical pay stations at onsite locations. As such, the system of the present invention integrates with these locations as well as one of the existing electronic payment solutions, such as a PayPal, Google Wallet or Apple Wallet etc. and the present invention will carry out this function itself.

User groups

1. Riders 157, 159;

2. Public transportation Dispatch/Control Centers 280, 112;

3. Drivers 164, 168, 162, 270;

4. Public Transportation Inspectors 250;

5. Government/Municipality Inspectors 192 (not shown); and

6. Commercial Private Transportation Driver Applications such as (Uber, Gett, Lyft etc.) 260.

The systems of the present invention provides synchronized traffic management. The computer thereof typically stores customer IDs in a database 199 in server 110. Additionally, the whereabouts of all or most the vehicles are known in real-time by means of GPS systems, as is known in the art. The computer 112 of the system is configured to generate statistics on user/client movement and may predict shortages of vehicles and move them, passenger-less as may be required to a suitable hub or storage area.

The advantages of the system of the present invention include it being:

a) Environmentally friendly;

b) Energy saving;

c) Time saving;

d) Cost saving to both rider and vehicle operator;

e) Pollution reducing;

f) Accident reduction or elimination;

g) User-friendly (a commuter can use most of his travel time in the rail- vehicle for other purposes);

h) Reduction in losing one' s way;

i) No requirement for individual large capital expense;

j) Individual may choose level of cost and vehicle brand, size, accessories and gadgets;

k) Traffic congestion minimization; and combinations of the above.

Moreover, the systems and methods of the present invention enable a user to use a portable device to save money by comparing pricing options between similar modes of transportation ex. Gett vs Lyft. The user further gains comfort by using the device to have pre-scheduled transfers between modes of transportation ie. Taxi waiting for you when the bus arrives at the station.

Reference is now made to Fig. 3A, which is a simplified pictorial illustration of a public vehicle 300, in accordance with an embodiment of the present invention.

Public vehicle 300, such as a bus, comprises some or all of the following: a) a driver 304 with a portable communication device 345,

b) a driver operated interactive real-time map 312, with passengers/users 308, on-map users 318, on-map vehicles 312, instructions 319, on map activation buttons 320, 322. The driver is able to receive drop off locations, updated routes and print travel and route instructions for the unregistered users;

c) a bus GPS tacker 306;

d) a passenger/user real-time map 340, with vehicles, bus stops 342, 344 and any other necessary information for the passengers; and

e) passengers 332, 334, 336, with respective portable devices 347, 343, 349. Fig. 3B shows a simplified pictorial illustration of an improved public vehicle stop 350, in accordance with an embodiment of the present invention. The stop typically comprises most or all of:

a) A solar panel 364 (with converter) for providing electrical energy to the bus stop;

b) One or more displays 352, 354, providing information with respect to the transportation vehicles due to arrive shortly at the bus stop or other notifications;

c) An optical device 360 for detecting the number of passengers and flexible movement arm 362; and

d) A bus-stop support member 366.

e) A credit card payment device 370;

f) An interactive tablet for passenger inputs 368;

g) A payment receipt and instructions printer 380;

Reference is now made to Fig. 4, which is a simplified flow chart of a method 400 for a rider obtaining a route and schedule of a ride, in accordance with an embodiment of the present invention.

It should be understood that the present inventions' methods for providing optimized travel routes to travelers are optimized using at least one optimization algorithm.

One non-limiting example is as follows: A Dijkstra or similar algorithm along with nodes and weights is used for the routing of public vehicles, private vehicles and riders.

The formula for weights includes, but is not limited to:

a) Time;

b) Operational Expense; and c) Regulatory constraints;

A Bayes estimator is applied to the weights.

Each vehicle connected to the system generates an 'area of interest' based on current constraints such as (but not limited to):

i. Current route;

ii. Km travelled;

iii. Duration;

iv. Regulatory constraints; and

v. Commitments to existing riders.

When a new request for a ride is made, only those vehicles for whom the request start point is generated within its area of interest will be considered by the system for rerouting. Additionally, the system will consider generating a new route for an additional vehicle currently not committed to a route. The optimum shall be selected and routed.

When a vehicle route is complete the system may reroute the vehicle or retire it, based on constraints as discussed previously.

All routes are dynamically optimized in real time, while underway, as explained above.

New routes will consider past statistics.

Riders who so select can be notified of new routes even while en-route.

Not all system nodes are potential transfer points. Potential transfer points account for options such as (but not limited to):

a) Weather;

b) Safety;

c) Comfort;

d) Etc.

Turning to Fig. 4, in a requesting ride step 402, rider Ai requests ride ni from x to destination y at time t. The ride may optionally provide his/her personal preferences 402.

In an inputting payment step 401, rider Ai inputs payment or future payments information.

In a system requesting GPS coordinates step 406, system 100 requests rider Ai to allow access to his device GPS in order to obtain his/her current position. Thereafter, rider Ai enables current GPS coordinates to the system in an enabling step 408.

The system then analyzes rider Ai to rider Z _n requests in an analyzing step

410.

Thereafter, the system outputs options to rider Ai on his/her device in an outputting step 412 with 1-N optional routes.

The user then chooses his/her preferred route p for ride nl and uploads choice into the system in an uploading step 414. This is followed by the system providing the user with instructions, such as via the rider application, website, by email, SMS, voicemail or printout at printer 380 at bus stop 300.

The system then sends updated routing and scheduling information to the vehicles affected by the selected ride, in an instructions sending step 416, as well as instructions to the rider regarding pick up location, time, route, estimated time of arrival (ETA), etc.

Additionally, system sends a route and schedule to the relevant vehicles.

Additionally, the system provides payment status information (optimized by system) in an optimizing payment step 418.

Reference is now made to Fig. 5, which shows a simplified flow chart of an interactive method 500 of a real-time ride of a rider, in accordance with an embodiment of the present invention.

In an arriving step 502, a rider arrives at approximate departure pick-up point at real- time ti

The system checks to see if the rider is early, i.e. is ti before time t (arrival time of the vehicle) in a checking step 504.

If yes, the system provides user with real-time estimate of transport vehicle arrival time in a real-time vehicle provision step 508. If no, the rider is instructed by the system to go to a new ride (step 402, Fig. 4) in instructions step 506.

If yes, the rider boards transport vehicle in a rider boarding step 510. Thereafter, he/she pays for his/her ride in a payment step 512.

The system then provides rider with updated real-time travel instructions and maps in a travel instruction provision step 514.

Additionally, or alternatively the user may ask/ system provides alternative options, such as routes, schedules, transportation methods, fares etc. in an optional alternative demand or provision step 516. Additionally, or alternatively, the system may prompt/suggest other route options such as routes, schedules, transportation methods, fares etc.to the user in this step.

Optionally, the user provides real time updates to the system in a real-time user data provision step 518.

Optionally, the system provides rewards and/or feedback to rider in a rider feedback provision step 520.

Reference is now made to Fig. 6, which is a simplified flow chart of a method for payment 600 in the system of transportation 100, 200 in accordance with an embodiment of the present invention.

In a pay for ride step 602, a rider uploads cash/credit/bitcoins/etc. to the nearest pay station or bus stop. The pay station updates a user account in an updating user account step 604. The pay station updates the user's travel card/application/ prior art payment recognition system in a card updating/uploading credit step 606. The user is then able to use the available credit in his/her card in a credit use step 608. However, this step is optional. This may include paying for travel, food and beverage, services or other.

Fig. 7 shows simplified flow chart of a real-time method 700 for rider characterization at an improved public vehicle stop (bus stop) of Fig. 3B, in accordance with an embodiment of the present invention.

Optical and/or other device 360 provides data to system 100 concerning the number of people, n, at a specific bus stop in a rider number detection step 702.

System 100 or 200 compares n to the m registered users, known by the system to be at that particular bus stop in a comparing step 704.

The system checks if n> m in a checking riders numbers step 706. If yes vehicle device 345/or 312 is alerted, in an alerting step 708.

If n> m is not fulfilled, then no action is taken.

Furthermore, if yes, the system checks if the unregistered users have mobile device in a communicating via interactive tablet 368 with the unregistered users step 710.

If they do, the unregistered users can optionally download and install software/app, associated with the system 100, 200 in an app downloading step 712. If they do not wish/cannot download the app in step 712, then they can input their desired destination at the bus stop tablet 368 (Fig. 3B). These users are then instructed to perform the method of Fig. 4.

If the rider/users have not registered and N>M, then, the driver is alerted in a driver alerting step 708, via driver device 345.

Additionally, or alternatively, the user/passenger inputs destination on interactive bus-stop tablet 368 or on vehicle device 340 in a user-effected data input step 714.

The system instructs passenger on optimal route for his/her journey via printer 380 and/or via the passenger's device and/or via on-vehicle devices in a passenger instruction step 716.

The system is then operative to detect any more unregistered users in an unregistered passenger detections step 718. If no, stop.

If yes, go to step 719. In alerting vehicle device step 719, the vehicle device is alerted to ask the rider for his/her destination. Thereafter the vehicle device prints out rider directions for the rider in a printing directions step 720.

Reference is now made to Fig. 8, which is a simplified flow chart of a method of vehicle operation 800, in accordance with an embodiment of the present invention. In a vehicle data sending step 802, the vehicle sends data from an onboard device such as 345, 312, or 340 to system 100 via internet cloud/routing server 140. The data may include, but is not limited to, current occupancy, driver time, regulatory constraint compliance, current location and other data.

The system is then operative to transfer an updated route and guidance to at least one of driver 304 and passengers 332, 334, 336 (Fig. 3) in a guidance transferring step 804.

The driver then receives pick up locations and number of passengers to pick up in a driver instructions provision step 806.

The system is then operative to provide the vehicle with an assigned travel route, for example to device 345, in a travel assigned route provision step 808.

The system is further operative to update the server at all times and further to send route data to the server (closed roads, traffic, etc.) in a real-time updating server step 810.

The vehicle then picks up the assigned (registered) passengers in a pick-up passengers step 812 at the pre-defined locations. The vehicle is further configured to pick up unregistered passengers in a picking up unregistered passengers step 814.

The system then provides the driver with a drop off location of the unregistered passengers (travelers) in a sending driver drop off location of unregistered passengers step 816.

The system is further operative to charge the unregistered passengers for their trip in a receiving payment from unregistered passengers step, 818.

Optionally, the driver may receive an updated route, if the traffic conditions on the route change and/or if there is greater demand to reach a different destination in an update driver of updated route step 820.

The following is the interface between the vehicle (driver) device and the system. The vehicle needs to provide the system with operational information in order to prevent the system from assigning it 'illegal' routes. For example, if regulations require that a driver rest every 6 hours or lOOkms etc. the system must not assign a 3- hour route to a driver who has already driven for 5 hours. Similarly, fuel consumption, current occupancy etc. must be tracked.

In addition to all this, the system must inform the driver as to his route. Recall that routes are neither fixed in time nor geography. As such, the routes and schedules will change as the driver is driving the vehicle. Additionally, the driver must be informed of pick up and drop off locations.

In the event that there are unregistered riders, the driver/vehicle must input their ride request and transmit this to the system. The system in turn must update the route and the passenger. Additionally, the system should alert all passengers as to upcoming stops.

Reference is now made to Fig. 9, which is a simplified flow chart of a method of operations center operation 900, in accordance with an embodiment of the present invention;

Operations center 280 (Fig. 2) receives vehicle data in a vehicle data receiving step 902. The data may include, but is not limited to vehicle location, routes, status (driver time, other regulatory constraints) and other notifications.

Additionally, the operations center may receive further data from users/travelers/riders/drivers etc. in a receiving data from travelers regarding vehicle step 904. Using the total data received, the system is operative to update the operations center as well as for the system to use the data and available information, as well as any other regulatory and operational constraints, to modify route of the vehicle and riders in a modifying vehicle/riders route step 906.

The operations center is where the public transportation company can receive information regarding its fleet of vehicles. The typical 'dispatcher' function is now obsolete as this is handled by the system. Rather, the operations center now receives all data as related to fleet operations. Further, it allows the Public Transportation company the ability to interact with a specific vehicle or to enact fleet wide or segment wide changes. For example, it can order a specific vehicle to return to a hub, or modify maximum route time in accordance with regulatory updates, inclement weather etc.

Finally, the operations center will also interface with the regulatory authority and emergency services in order to present to them the data required in accordance with regulations.

This information will be displayed on a device or devices and display information as required by each position holder in the organization. For example, the CFO would receive information regarding fares accrued and the COO would receive information regarding kilometers travelled, etc.

Reference is now made to Fig. 10, which is a simplified flow chart of a method of a live map operation 1000, in accordance with an embodiment of the present invention.

A live map, such as live map 120 (Fig. 1, Fig. 2), 312, 340 (Fig. 3A), receives the location of all vehicles within the area of the map, in a vehicle location provision step 1002.

Additionally, the live map receives the routes of all the vehicles in the map in a vehicle route receiving step 1004.

The live map further receives operational information of all vehicles within the area of the map in an operational vehicle information receiving step 1006.

The live map further receives operational information of all passengers within the area of the map in an operational passenger information receiving step 1008.

Additionally, the live map receives traffic information (including rail line service status, rapid bus transit lanes etc.), pertaining to the area of the map in an operational traffic information receiving step 1010.

System 100, 200 is constructed and configured to analyze the information and to transfer it to the live map, where it is displayed in a display information step 1012. This step is iterative and one off repeated, semi-continuous, real- time semi continuous and continuous.

The live map enables all viewers (with authorized access) to see the current status of the transportation system. This includes locations of all vehicles, operational information of vehicles, traffic information (such as road closures and congestion) etc. This information will then be displayed on a map in a meaningful manner. For example, a user can select to see a specific location. Another example is that a viewer of the website will not be allowed to view operational information that the company considers to be proprietary. Thus, there will be a system of permissions to allow certain viewers more in-depth information than others.

Reference is now made to Fig. 11, which is a simplified flow chart of a method of a website/app operation 1100, in accordance with an embodiment of the present invention.

System 100, 200 is operative to provide a Website and downloadable App for users of the system.

The Website/ App is constructed and configured to receive a pick-up time and location from a user in a user requesting pick up step 1102. The App receives destination from the user in a user data receiving step 1104. The user and data may provide other information, such as special requests, elderly, disabled, blind, deaf or any other special needs users' data.

The App sends the user data to system 100 in an App data sending step 1106. The App receives route and payment options information from system to the device of the user in a trip route and payment data provision step 1108.

The App is operative to display routes and payment options to the user, for example on his/her device/website 148, 107 etc., in a route data displaying step 1110.

The user then selects the preferred route and payment option and the App receives the selection of user, such as on his/her device in a user uploading route preferences step 1112.

The App is then operative to display the selected route, pick up time, estimated drop off time and fare in a selected route details uploading step 1114. The App charges the user for the trip and receives payment from user, by use of a travel card, credit card, cash etc., such as by paying at a pay station 150, 204 bus stop 350 in a trip paying step 1116.

The pay station/App/ Bus stop issues a receipt in a receipt provision step 1118. The payment is transferred electronically from the pay station/App/ Bus stop to payment system 220 in a transferring payment step 1120.

If required by the selected route, the system 100, 200 is operative to order private transportation, such as taxi 160 (Fig. 1), in an ordering private transportation for the user step, 1122. This step may additionally include further sub-steps, such as, but not limited to: updating routes and schedules of effected vehicles and riders.

System 100, 200 is then operative to transfer payment from payment system 220 to private transportation 160 after ride of the user, in a private transportation payment step for trip of user step 1124.

The purpose of the website is to act as the app for those who wish to access the system via the web and not via their smartphone. As such, it will have many of the same (if not all of the) features as the app. In this way, the user can view the live map. One can perform searches and queries regarding potential routes. Event organizers can book many rides, rather than just one through the app. For example, a concert organizer could order several vehicles to be waiting at the venue when the concert ends or a school could order several vehicles for an organized outing etc. Payment can be processed via the site. Users can update personal information.

Reference is now made to Fig. 12 which is a simplified flow chart of a method of a payment system operation 1200, in accordance with an embodiment of the present invention.

In a logging in step, the user logs in to the system on App/website/interactive map, in a user logging in step 1202. The payment system 220 is operative to connect the user to his/her user account in a connecting user to account step 1204. Thereafter, the payment system is configured to display the user's current balance on, for example, his/her mobile device 148, 107, or on an interactive map or tablet 368 (Fig. 3B), in a displaying user balance step 1206.

The user then transfers a payment to the payment system such that the payment system receives a payment, in a user paying step 1208.

In a selecting account for crediting step 1209, the user selects the account to be credited. For example, a business manager may choose a business account, a private account or a petty cash account. A parent may choose his/her account or a child's account.

The transport system account is credited and the user account is debited in an account updating step 1210. Alternatively, the user may select a different account to be credited. For example, a parent may choose to credit the account of a child.

The payment system is then operative to display to the user his/her new account balance in an account balance display step 1212.

The payment is typically performed electronically by transferring an amount (money) to the payment system bank account in a fund transfer step 1214.

A fundamental aspect of the system as well as the business method revolves around the payment system. This is essential as it provides the operators with easier access to funds as well as ensuring that there are funds to pay the provider of the systems, apps and methods of the present invention. The system allows for payment of additional services, such as food and entertainment via the app, which transportation systems do not currently due in such an efficient manner.

As such, the payment system allows for electronic transfers of funds between several parties including but not limited to:

1. Riders paying for rides (whether to public transportation or a private provider)

2. Riders paying for services

3. Event operators or other organizations for reserving rides in advance

4. Other services provided by the system

5. Payment of taxes or fines by the ride operator to any relevant authority

6. Riders and other users prepaying for services, thus having an 'account'

7. Sending invoices and receipts for goods and services

8. Receiving electronic transfers of funds from banks, financial institutions, credit card companies etc.

9. Invoicing aforementioned for goods and services

10. Etc.

Fig. 13 is a simplified flow chart of a method of an inspector/emergency services interface operation 1300, in accordance with an embodiment of the present invention;

An inspector app/emergency services interface receives data from a live map 1302. The inspector app receives a query from a specific inspector 250 at a certain location for data such as:

a. vehicles near a specific location;

b. vehicle with longest operating time;

c. vehicle with highest occupancy;

d. average rider wait time;

e. emergency services required, fire, police, ambulance, towing service, road cleaning service after accident, rerouting service etc.

The App is operative to display such data to the inspector in a displaying step

1306. The data may further be transferred to the public transport operations center 280, police and emergency services 130 etc.

This interface allows an inspector to know where vehicles are located. It also allows them to know certain operational information, in accordance with permissions received from the operator. For example, location and occupancy of vehicles, estimated arrival times at certain destinations etc.

Reference is now made to Fig. 14, which is a simplified flow chart of a method of a private App interface operation 1400, in accordance with an embodiment of the present invention.

System 100, 200 is operative to interface with a private app interface (e.g. interface with Gett taxi) in an interfacing step 1408.

System 100, 200 is further operative to send a request for a ride for a passenger from point a to point b, in a private ride request step 1410.

The private App sends an estimate arrival time at point A to the system, in a private vehicle arrival time estimation step 1412.

The private App sends data on proposed private vehicle and driver and system 100 receives the private vehicle information, in a receiving private vehicle information step 1414.

System 100, 200 is further operative to receive proposed fare from the private App in a receiving proposed private fare step 1416.

System 100, 200 is further operative to match the proposed fare of one or more optional fares with rider requirements/preferences, in a user preferences matching step 1418. The system is operative to check if there is a match in a matching rider preferences checking step 1419. If there is a match in step 1418, it is sent to the rider for approval in a receiving rider approval step 1420.

If the rider does not approve, it is rejected and the system is operative to send another request in additional private ride requesting step 1422. If there is a match in step 1419, then the ride match is sent to the rider for approval in an approval seeking step 1420.

In a rider approval checking step 1421, it is determined whether the rider approved the match. If no, then go to step 1426, if yes then go to step 1424 below.

Steps 1414- 1420 are repeated and if the rider approves, system 100 reserves the ride for the rider in a private ride reservation step 1424. The rider is then instructed to go to the method of Fig. 5.

If the rider rejects payment, the system is operative to send another request to the private App, in an additional requesting step 1426. Optionally steps 1410- 1424 are repeated. If the rider continues to reject proposed private rides the interface is ended.

During the private rider ride, this system App behaves as a private rider app. For example, using Uber, the rider's App 157 (Fig. 2) reverts to the method of Fig. 5.

One of the key improvements of this system over existing ones is the integration of all modes of transportation in terms of routes and schedules. Thus, integration with private transportation services, such as taxi operators is very important. This aspect of the system allows riders to access private transportation as part of their route. For example, they could begin their journey with public transportation and then transfer to private transportation for the end of the journey. This aspect allows the rider and the system to schedule rides with private transportation, report and notify regarding the ride, pay for the service etc.

The systems and methods of the present invention enable a user to order private transportation en route, such that the system provides seamless integration between public and private transportation.

Reference is now made to Figs. 15A- 15F, which are simplified screen shots, 1500, 1520, 1540, 1560, 1580 and 1590 associated with the methods of Figs. 4 and 5, in accordance with an embodiment of the present invention.

Fig. 15A shows a screen shot 1500, which appears on the user's device such as cellphone 107 (Fig. 1), for example, before the user commences ordering a rider, per the method of Fig. 4. A menu button 1501, a rank button 1502 and a notifications button 1503 appear on the screen of the device associated with step. Additionally, a map 1505 appears, in which the user "me" 1506 is in the center of the map. The map may be moveable, expandable etc., as is known in the art. Items of interest, a bus 1507, a subway 1508, a bus 1509, light railway 1510 appear on the screen, as is known in the art. The screen shot further comprises an order button for ordering a ride.

A new screen shot appears (Fig. 15B) 1520, after the user selects to order from the first screen shot 1500. This screen shot requests details of the required ride from the user, such as, but not limited to:

a) a pick-up location 1521 with a touch screen inputting area for the pick-up location;

b) a pick-up time 1522 with a touch screen inputting area for the pick-up time;

c) a drop off location 1523 with a touch screen inputting area for the drop-off location;

d) a drop-down list of preferences 1524, such as:

a. special needs;

b. handicapped;

c. cheapest

d. fastest;

e. minimal number of transfers.

A new screen shot (Fig. 15C) appears 1540 after inputting the data in 1520 and matches step 412 in Fig. 4. A name of a specific selected/defined trip 1546, such as "home from work" appears on the screen.

In this route selection screen shot 1540, a number of optional routes 1541,

1542, 1543 appear on the screen. These alternative routes include data, such as, but not limited to, i) mode of transportation, whether public or private, or a combination thereof; duration of each step in the route and the route itself and the estimated total travel time and cost, as well as the number of transfers anticipated.

Additionally, another two or more buttons appear on the screen shot, including a preferences button 1544 (for updating preferences) and a feedback button 1545.

Fig. 15D shows a screenshot 1560, associated with Fig. 5. The name of the selected trip 1561 appears on the screen. A live map 1562 appears on screen with real- time route data, such as a start 1563 and a destination/end 1564, together with a personalized on map icon 1565, which shows the actual position of the rider.

Information 1566, 1567, 1568 and 1569, relating to the route appear in this screen shot (such as route time to destination, board vehicle, vehicle number, when to disembark vehicle, warnings etc.).

Screen shot 1580 (Fig. 15E) is displayed in step 520 (Fig. 5), when the rider arrives at his/her destination. A trip summary 1581 appears on screen, including information such as, but not limited to, route taken, route time, fare, wait time, points accrued etc.

Feedback button 1582 and a settings button 1583 appear on the screen, as well as ratings button 1584, 1585 for the vehicles and or drivers.

A drop-down menu 1590 (Fig. 15 F) provides further options for the user, including payment settings 1591, history 1592, ranking 1593, challenges and rewards 1594, settings 1595, and notifications 1596. Many alternatives to these non-limiting examples are possible and are deemed to be within the scope of this invention.

Figs. 16A and 16B are simplified screen shots 1600, 1650 for a driver, associated with the method of Fig. 8, in accordance with an embodiment of the present invention. These screen shots show driver instructions 1602, a live map 1604, route data 1606 and an onscreen "add unscheduled passenger button 1608. If the driver touches this button, then screen 1650 appears with further information inputting buttons for the unscheduled passenger. These include, but are not limited to, a touch screen keyboard 1656, a destination inputting region 1652 and a disabled passenger inputting button 1654.

Fig. 17 is a simplified screen shot 1700 for a control center, associated with the methods of Figs. 9- 10, in accordance with an embodiment of the present invention. A live map 1702 appears onscreen, including all the vehicles 1704, 1706, 1708, 1710, a map legend 1712, operational data 1714, such as rides, kilometers, incidents etc.

Onscreen alerts 1716 appear, such as breakdowns, accidents, road closures, weather-induced incidents etc.

Fig. 18 is a simplified screen shot 1800 for an inspector, associated with the method of Fig. 13, in accordance with an embodiment of the present invention. The screen shot shows a live map 1802, on which vehicles 1806, 1808, 1810 appear, as well as routes 1804. A touch screen keyboard 180 for entering queries, as well as information responsive to queries about any one or more of vehicles 1806, 1808, 1810 and/or any other operational data, and/or reports 1816, associated with the query, in accordance with the level of authorization, which he has been granted, to which the system operator provides him with some/all of said data.

BUSINESS METHODS

The system of the present invention has four client segments:

1. Riders

2. Public Transportation Providers

3. Private Transportation Providers (such as Uber, Gett, Magic Bus etc.)

4. Additional Service Providers

a. Restaurants

b. Newsstands

c. Shops

d. Buskers

e. Service stations

f. convenience stores

g. Etc.

The remuneration to the system of the present invention is configured to be commensurate with the service provided.

RIDERS:

The system software/ App of the present invention system is free for use to riders, such as by providing a free downloadable application to a cell phone, tablet or other mobile device and website and at service locations. The conventional methods of monetizing applications with large user bases (such as advertising etc.) are considered.

PUBLIC TRANSPORTATION PROVIDERS:

Two services are provided to this segment:

1. Reduction in operating costs

2. Fare/payment management

3. Aggregation and analysis of data

As such, the public transportation providers pay to the system of the present invention: 1. An agreed upon percentage of savings realized by the adoption of the system of the present invention; and

2. A management fee as a percentage of the money being transferred through the system.

a. Similar to credit card companies who charge a transaction fee and

percentage fee of the transaction.

3. Fees associated with data, analysis and predictions provided

PRIVATE TRANSPORT PROVIDERS

The system of the present invention orders rides for its riders from these transport providers. As such these providers pay the following fees:

Annual (or other agreed upon) payment for being referred to by the system of the present invention on behalf of the riders; and

An agreed upon percentage fee of each fare.

Fee for each new download of their app

Fees associated with data, analysis and predictions provided

ADDITIONAL SERVICE PROVIDERS

Stores and other service providers are, at the request of the public transport authority, allowed payment via the payment system of the present invention. The system of the present invention receives a percent of each transaction.

Other suitable operations or sets of operations may be used in accordance with some embodiments. Some operations or sets of operations may be repeated, for example, substantially continuously, for a pre-defined number of iterations, or until one or more conditions are met. In some embodiments, some operations may be performed in parallel, in sequence, or in other suitable orders of execution

Discussions herein utilizing terms such as, for example, "processing," "computing," "calculating," "determining," "establishing", "analyzing", "checking", or the like, may refer to operation(s) and/or process(es) of a computer, a computing platform, a computing system, or other electronic computing device, that manipulate and/or transform data represented as physical (e.g., electronic) quantities within the computer's registers and/or memories into other data similarly represented as physical quantities within the computer's registers and/or memories or other information storage medium that may store instructions to perform operations and/or processes.

Some embodiments may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment including both hardware and software elements. Some embodiments may be implemented in software, which includes but is not limited to firmware, resident software, microcode, or the like.

Some embodiments may utilize client/server architecture, publisher/subscriber architecture, fully centralized architecture, partially centralized architecture, fully distributed architecture, partially distributed architecture, scalable Peer to Peer (P2P) architecture, or other suitable architectures or combinations thereof.

Some embodiments may take the form of a computer program product accessible from a computer-usable or computer-readable medium providing program code for use by or in connection with a computer or any instruction execution system. For example, a computer-usable or computer-readable medium may be or may include any apparatus that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device.

In some embodiments, the medium may be or may include an electronic, magnetic, optical, electromagnetic, InfraRed (IR), or semiconductor system (or apparatus or device) or a propagation medium. Some demonstrative examples of a computer-readable medium may include a semiconductor or solid-state memory, magnetic tape, a removable computer diskette, a Random Access Memory (RAM), a Read-Only Memory (ROM), a rigid magnetic disk, an optical disk, or the like. Some demonstrative examples of optical disks include Compact Disk-Read-Only Memory (CD-ROM), Compact Disk-Read/Write (CD-R/W), DVD, or the like.

In some embodiments, a data processing system suitable for storing and/or executing program code may include at least one processor coupled directly or indirectly to memory elements, for example, through a system bus. The memory elements may include, for example, local memory employed during actual execution of the program code, bulk storage, and cache memories which may provide temporary storage of at least some program code in order to reduce the number of times code must be retrieved from bulk storage during execution.

In some embodiments, input/output or I/O devices (including but not limited to keyboards, displays, pointing devices, etc.) may be coupled to the system either directly or through intervening I/O controllers. In some embodiments, network adapters may be coupled to the system to enable the data processing system to become coupled to other data processing systems or remote printers or storage devices, for example, through intervening private or public networks. In some embodiments, modems, cable modems and Ethernet cards are demonstrative examples of types of network adapters. Other suitable components may be used.

Some embodiments may be implemented by software, by hardware, or by any combination of software and/or hardware as may be suitable for specific applications or in accordance with specific design requirements. Some embodiments may include units and/or sub-units, which may be separate of each other or combined together, in whole or in part, and may be implemented using specific, multi-purpose or general processors or controllers. Some embodiments may include buffers, registers, stacks, storage units and/or memory units, for temporary or long-term storage of data or in order to facilitate the operation of particular implementations.

Some embodiments may be implemented, for example, using a machine- readable medium or article which may store an instruction or a set of instructions that, if executed by a machine, cause the machine to perform some method and/or operations described herein. Such machine may include, for example, any suitable processing platform, computing platform, computing device, processing device, electronic device, electronic system, computing system, processing system, computer, processor, or the like, and may be implemented using any suitable combination of hardware and/or software. The machine -readable medium or article may include, for example, any suitable type of memory unit, memory device, memory article, memory medium, storage device, storage article, storage medium and/or storage unit; for example, memory, removable or non-removable media, erasable or non-erasable media, writeable or re-writeable media, digital or analog media, hard disk drive, floppy disk, Compact Disk Read Only Memory (CD-ROM), Compact Disk Recordable (CD-R), Compact Disk Re -Writeable (CD-RW), optical disk, magnetic media, various types of Digital Versatile Disks (DVDs), a tape, a cassette, or the like. The instructions may include any suitable type of code, for example, source code, compiled code, interpreted code, executable code, static code, dynamic code, or the like, and may be implemented using any suitable high-level, low-level, object- oriented, visual, compiled and/or interpreted programming language, e.g., C, C++, Java, Python, BASIC, Pascal, Fortran, Cobol, assembly language, machine code, or the like.

Functions, operations, components and/or features described herein with reference to one or more embodiments, may be combined with, or may be utilized in combination with, one or more other functions, operations, components and/or features described herein with reference to one or more other embodiments, or vice versa.

Any combination of one or more computer usable or computer readable medium(s) may be utilized on a computer and/or user mobile device. The computer- usable or computer-readable medium may be, for example but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, device, or propagation medium. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CDROM), an optical storage device, a transmission media such as those supporting the Internet or an intranet, or a magnetic storage device. Note that the computer-usable or computer-readable medium could even be paper or another suitable medium upon which the program is printed, as the program can be electronically captured, via, for instance, optical scanning of the paper or other medium, then compiled, interpreted, or otherwise processed in a suitable manner, if necessary, and then stored in a computer memory. In the context of this document, a computer-usable or computer-readable medium may be any medium that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. The computer- usable medium may include a propagated data signal with the computer-usable program code embodied therewith, either in baseband or as part of a carrier wave. The computer usable program code may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc.

Computer program code for carrying out operations of the present invention may be written in any combination of one or more programming languages, including an object-oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The system may further use statistical programming languages (such as R and Quantum), in order to account for the predictive modeling enabled by the system of the present invention. For example, if on Wednesdays there are high occurrences of specific routes, the system will make vehicles available in an optimized fashion as it can statistically assume those routes will be required.

The program code may execute entirely on the user's computer and/or mobile device, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet Service Provider).

The present invention is described herein with reference to flow chart illustrations and/or block diagrams of methods, apparatus (systems) and computer program products according to embodiments of the invention. It will be understood that each block of the flow chart illustrations and/or block diagrams, and combinations of blocks in the flow chart illustrations and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general-purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions/acts specified in the flowchart and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer- readable medium that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable medium produce an article of manufacture including instruction means which implement the function/act specified in the flow charts and/or block diagram block or blocks.

The computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions/acts specified in the flow charts and/or block diagram block or blocks.

The flow charts and block diagrams in the Figures illustrate the architecture, functionality, and operation of possible implementations of systems, methods and computer program products according to various embodiments of the present invention. In this regard, each block in the flow charts or block diagrams may represent a module, segment, or portion of code, which comprises one or more executable instructions for implementing the specified logical function(s). It should also be noted that, in some alternative implementations, the functions noted in the block may occur out of the order noted in the figures. For example, two blocks shown in succession may, in fact, be executed substantially concurrently, or the blocks may sometimes be executed in the reverse order, depending upon the functionality involved. It will also be noted that each block of the block diagrams and/or flow chart illustrations, and combinations of blocks in the block diagrams and/or flow chart illustrations, can be implemented by special purpose hardware-based systems that perform the specified functions or acts, or combinations of special purpose hardware and computer instructions.

Although the embodiments described above mainly address assessing test coverage of software code that subsequently executes on a suitable processor, the methods and systems described herein can also be used for assessing test coverage of firmware code. The firmware code may be written in any suitable language, such as in C. In the context of the present patent application and in the claims, such code is also regarded as a sort of software code.

The references cited herein teach many principles that are applicable to the present invention. Therefore, the full contents of these publications are incorporated by reference herein where appropriate for teachings of additional or alternative details, features and/or technical background.

It is to be understood that the invention is not limited in its application to the details set forth in the description contained herein or illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Those skilled in the art will readily appreciate that various modifications and changes can be applied to the embodiments of the invention as hereinbefore described without departing from its scope, defined in and by the appended claims.