Patent Publication Number: US-2021192229-A1

Title: Micromobility transit vehicle cockpit assemblies with cameras

Description:
CROSS REFERENCED TO RELATED APPLICATIONS 
     This application claims priority to and is a continuation-in-part of U.S. patent application Ser. No. 16/726,156, filed on Dec. 23, 2019, entitled “CAMERA-SENSOR FUSION MODULE FOR SURFACE DETECTION AND FLEET VEHICLE CONTROL SYSTEMS AND METHODS”, and U.S. patent application Ser. No. 16/729,070, filed on Dec. 27, 2019, entitled “MICRO-MOBILITY FLEET VEHICLE COCKPIT ASSEMBLY SYSTEMS AND METHODS”, the contents of which are incorporated herein by reference in their entirety. 
    
    
     TECHNICAL FIELD 
     One or more embodiments of the present disclosure relate generally to micromobility transit vehicles and more particularly, for example, to systems and methods for a cockpit assembly including a camera for a micromobility transit vehicle. 
     BACKGROUND 
     Contemporary transportation services may incorporate a variety of different types of vehicles, including motorized or electric scooters and bicycles designed to transport one or two people at once (collectively, micromobility transit vehicles). Such micromobility transit vehicles provide an additional dimension of transportation flexibility, particularly when such vehicles are incorporated into a dynamic transportation matching system that links requestors or users to transit vehicles for use. Servicing a relatively extensive fleet of micromobility transit vehicles can present significant and cumbersome capital investment and labor (e.g., time and cost) burden to a fleet manager/servicer. As such, there is a need in the art for systems and methods related to a cockpit assembly of a micromobility transit vehicle where the cockpit assembly incorporates desired components into a seamless design that is convenient to service. 
     SUMMARY 
     Techniques are disclosed for systems and methods associated with a cockpit assembly for a micromobility transit vehicle. In accordance with one or more embodiments, the cockpit assembly may include a camera configured to capture a field of view in front of the micromobility transit vehicle. The cockpit assembly may further include a cockpit housing coupled to a handlebar of the micromobility transit vehicle, where the cockpit housing has a first portion and a second portion extending from the first portion. The first portion may have a surface configured to wrap or interface at least partially about a central stem of the handlebar. The camera may be disposed inside the second portion and the second portion may be configured to orient the camera disposed therein to have the field of view in front of the micromobility transit vehicle. 
     In accordance with one or more embodiments, a micromobility transit vehicle may include a handlebar assembly and a cockpit housing coupled to the handlebar assembly. The cockpit housing may include a first portion and a second portion extending from the first portion. The first portion may have a surface configured to wrap or interface at least partially around a central stem of the handlebar. The micromobility vehicle may include a camera disposed inside the second portion and the second portion may be configured to orient the camera to have a field of view in front of the micromobility transit vehicle. 
     In accordance with one or more embodiments, a method may include placing a camera in a cockpit housing such that the camera is oriented to have a field of view in front of a micromobility transit vehicle when the cockpit housing is attached to a handlebar of the micromobility transit vehicle. The method may further include attaching the cockpit housing to the handlebar of the micromobility transit vehicle. 
     The scope of the invention is defined by the claims, which are incorporated into this section by reference. A more complete understanding of embodiments of the invention will be afforded to those skilled in the art, as well as a realization of additional advantages thereof, by a consideration of the following detailed description of one or more embodiments of the invention. Reference will be made to the appended sheets of drawings that will first be described briefly. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  illustrates a block diagram of a portion of a dynamic transportation matching system including a transit vehicle in accordance with an embodiment of the disclosure. 
         FIG. 2  illustrates a block diagram of a dynamic transportation matching system incorporating a variety of transportation modalities in accordance with an embodiment of the disclosure. 
         FIGS. 3A, 3B, and 3C  illustrate respective diagrams of micromobility transit vehicles for use in a dynamic transportation matching system in accordance with an embodiment of the disclosure. 
         FIG. 3D  illustrates a diagram of a docking station for docking one or more micromobility transit vehicles in accordance with an embodiment of the disclosure. 
         FIG. 4  illustrates a diagram of a user interface associated with a micromobility transit vehicle in accordance with an embodiment of the disclosure. 
         FIGS. 5A, 5B, and 5C  illustrate respective diagrams of various examples of information rendered on a display of the user interface of  FIG. 4  in accordance with an embodiment of the disclosure. 
         FIGS. 5D-6H  illustrate views of example cockpit assemblies for a micromobility transit vehicle in accordance with various embodiments of the present disclosure. 
         FIGS. 7A-7I  illustrate views of a micromobility transit vehicle in accordance with one or more embodiments of the present disclosure. 
         FIG. 8  illustrates a flowchart of a process for assembling a cockpit assembly in accordance with one or more embodiments of the present disclosure. 
         FIG. 9  illustrates a flow diagram of a process for capturing image/video of a scene in an environment using a camera of a cockpit assembly in accordance with one or more embodiments of the present disclosure. 
     
    
    
     Embodiments of the invention and their advantages are best understood by referring to the detailed description that follows. It should be appreciated that like reference numerals are used to identify like elements illustrated in one or more of the figures. 
     DETAILED DESCRIPTION 
     In accordance with various embodiments of the present disclosure, sit-scooters, scooters, bicycles, and other micromobility transit vehicles benefit from a functional, intuitive, and distinctive cockpit assembly that includes one or more cameras configured to capture a field of view in front of the micromobility transit vehicle. The cockpit assembly may further include a cockpit housing coupled to a handlebar of the micromobility transit vehicle, where the cockpit housing has a first portion and a second portion extending from the first portion. The first portion may have a surface configured to wrap or interface at least partially around a central stem of the handlebar. The camera may be disposed inside the second portion and the second portion may be configured to orient the camera disposed therein to have the field of view in front of the micromobility transit vehicle. 
     In some embodiments, the second portion of the cockpit housing may include a camera window disposed at an end of the second portion. The second portion may further include a boot disposed therein and configured to align the camera with the camera window to capture the field of view in front of the micromobility transit vehicle in some implementations. In some cases, the boot may dampen shock and/or vibration of the camera as the micromobility transit vehicle moves about an environment. Further, in some embodiments, the camera window may include a surface coating disposed thereon and configured to repel environmental debris from the camera window. In various embodiments, the cockpit assembly may include a headlight configured to illuminate the field of view in front of the micromobility transit vehicle and the boot may be configured to align the field of view of the camera with the illumination provided by the headlight. 
     In some embodiments, the cockpit assembly may include a stress sensor coupled to the camera and configured to measure vibration experienced by the camera. A controller and/or logic device disposed in the cockpit assembly and coupled to the stress sensor may be used to track a number of stress cycles for the camera based on the vibration measured by the stress sensor. In some cases, the camera may have a maintenance schedule based on the stress cycles for the camera. For example, after a certain number of stress cycles have been determined for the camera, the controller may provide a notification to a user that the camera should be serviced. 
     In accordance with one or more embodiments, a method for assembling the cockpit assembly may include placing the camera in the cockpit housing such that the camera is oriented to have a field of view in front of a micromobility transit vehicle when the cockpit housing is attached to a handlebar of the micromobility transit vehicle. The method may further include attaching the cockpit housing to the handlebar of the micromobility transit vehicle. Additional aspects as well as systems and methods related to cockpit assemblies including cameras will further be discussed below. 
       FIG. 1  illustrates a block diagram of a portion of a dynamic transportation matching system  100  (e.g., system  100 ) including a transit vehicle  110  in accordance with an embodiment of the disclosure. In the embodiment shown in  FIG. 1 , system  100  includes transit vehicle  110  and optionally a user device  130 . In general, transit vehicle  110  may be a passenger vehicle designed to transport a single person (e.g., a micromobility transit vehicle, a transit bike and scooter vehicle, or the like) or a group of people (e.g., a typical car or truck). More specifically, transit vehicle  110  may be implemented as a motorized or electric kick scooter, bicycle, and/or motor scooter designed to transport one or perhaps two people at once typically on a paved road (collectively, micromobility transit vehicles), as a typical automobile configured to transport up to 4, 7, or 10 people at once, or according to a variety of different transportation modalities (e.g., transportation mechanisms). Transit vehicles similar to transit vehicle  110  may be owned, managed, and/or serviced primarily by a fleet manager/servicer providing transit vehicle  110  for use by the public as one or more types of transportation modalities offered by a dynamic transportation matching system, for example. In some embodiments, transit vehicles similar to transit vehicle  110  may be owned, managed, and/or serviced by a private owner using the dynamic transportation matching system to match their vehicle to a transportation request, such as with ridesharing or ridesourcing applications typically executed on a mobile user device, such as user device  130  as described herein. User device  130  may be a smartphone, tablet, near field communication (NFC) or radio-frequency identification (RFID) enabled smart card, or other personal or portable computing and/or communication device that may be used to facilitate rental and/or operation of transit vehicle  110 . 
     As shown in  FIG. 1 , transit vehicle  110  may include one or more of a controller  112 , a user interface  113 , an orientation sensor  114 , a gyroscope/accelerometer  116 , a global navigation satellite system (GNSS) receiver  118 , a wireless communications module  120 , a camera  148 , a propulsion system  122 , an air quality sensor  150 , and other modules  126 . Operation of transit vehicle  110  may be substantially manual, autonomous, and/or partially or completely controlled by user device  130 , which may include one or more of a user interface  132 , a wireless communications module  134 , a camera  138 , and other modules  136 . In other embodiments, transit vehicle  110  may include any one or more of the elements of user device  130 . In some embodiments, one or more of the elements of system  100  may be implemented in a combined housing or structure that can be coupled to or within transit vehicle  110  and/or held or carried by a user of system  100 . 
     Controller  112  may be implemented as any appropriate logic device (e.g., processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combinations of devices) that may be adapted to execute, store, and/or receive appropriate instructions, such as software instructions implementing a control loop for controlling various operations of transit vehicle  110  and/or other elements of system  100 , for example. Such software instructions may also implement methods for processing images such as those provided by camera  148 , and/or other sensor signals or data, determining sensor information, providing user feedback (e.g., through user interface  113  or  132 ), querying devices for operational parameters, selecting operational parameters for devices, or performing any of the various operations described herein (e.g., operations performed by logic devices of various devices of system  100 ). 
     In addition, a non-transitory medium may be provided for storing machine readable instructions for loading into and execution by controller  112 . In these and other embodiments, controller  112  may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, one or more interfaces, and/or various analog and/or digital components for interfacing with devices of system  100 . For example, controller  112  may be adapted to store sensor signals, sensor information, parameters for coordinate frame transformations, calibration parameters, sets of calibration points, and/or other operational parameters, over time, for example, and provide such stored data to a user via user interface  113  or  132 . In some embodiments, controller  112  may be integrated with one or more other elements of transit vehicle  110 , for example, or distributed as multiple logic devices within transit vehicle  110  and/or user device  130 . 
     In some embodiments, controller  112  may be configured to substantially continuously monitor and/or store the status of and/or sensor data provided by one or more elements of transit vehicle  110  and/or user device  130 , such as the position and/or orientation of transit vehicle  110  and/or user device  130 , for example, and the status of a communication link established between transit vehicle  110  and/or user device  130 . Such communication links may be established and then provide for transmission of data between elements of system  100  substantially continuously throughout operation of system  100 , where such data includes various types of sensor data, control parameters, and/or other data. 
     User interface  113  of transit vehicle  110  may be implemented as one or more of a display, a touch screen, a keyboard, a mouse, a joystick, a knob, a steering wheel, a yoke, and/or any other device capable of accepting user input and/or providing feedback to a user. In various embodiments, user interface  113  may be adapted to provide user input (e.g., as a type of signal and/or sensor information transmitted by wireless communications module  134  of user device  130 ) to other devices of system  100 , such as controller  112 . User interface  113  may also be implemented with one or more logic devices (e.g., similar to controller  112 ) that may be adapted to store and/or execute instructions, such as software instructions, implementing any of the various processes and/or methods described herein. For example, user interface  113  may be adapted to form communication links, transmit and/or receive communications (e.g., infrared images and/or other sensor signals, control signals, sensor information, user input, and/or other information), for example, or to perform various other processes and/or methods described herein. 
     In one embodiment, user interface  113  may be adapted to display a time series of various sensor information and/or other parameters as part of or overlaid on a graph or map, which may be referenced to a position and/or orientation of transit vehicle  110  and/or other elements of system  100 . For example, user interface  113  may be adapted to display a time series of positions, headings, and/or orientations of transit vehicle  110  and/or other elements of system  100  overlaid on a geographical map, which may include one or more graphs indicating a corresponding time series of actuator control signals, sensor information, and/or other sensor and/or control signals. In some embodiments, user interface  113  may be adapted to accept user input including a user-defined target heading, waypoint, route, and/or orientation, for example, and to generate control signals to cause transit vehicle  110  to move according to the target heading, route, and/or orientation. In other embodiments, user interface  113  may be adapted to accept user input modifying a control loop parameter of controller  112 , for example. 
     Orientation sensor  114  may be implemented as one or more of a compass, float, accelerometer, and/or other device capable of measuring an orientation of transit vehicle  110  (e.g., magnitude and direction of roll, pitch, and/or yaw, relative to one or more reference orientations such as gravity and/or Magnetic North), camera  148 , and/or other elements of system  100 , and providing such measurements as sensor signals and/or data that may be communicated to various devices of system  100 . Gyroscope/accelerometer  116  may be implemented as one or more electronic sextants, semiconductor devices, integrated chips, accelerometer sensors, accelerometer sensor systems, or other devices capable of measuring angular velocities/accelerations and/or linear accelerations (e.g., direction and magnitude) of transit vehicle  110  and/or other elements of system  100  and providing such measurements as sensor signals and/or data that may be communicated to other devices of system  100  (e.g., user interface  132 , controller  112 ). 
     GNSS receiver  118  may be implemented according to any global navigation satellite system, including a GPS, GLONASS, and/or Galileo based receiver and/or other device capable of determining absolute and/or relative position of transit vehicle  110  (e.g., or an element of transit vehicle  110 ) based on wireless signals received from space-born and/or terrestrial sources (e.g., eLoran, and/or other at least partially terrestrial systems), for example, and capable of providing such measurements as sensor signals and/or data (e.g., coordinates) that may be communicated to various devices of system  100 . In some embodiments, GNSS receiver  118  may include an altimeter, for example, or may be used to provide an absolute altitude. 
     Wireless communications module  120  may be implemented as any wireless communications module configured to transmit and receive analog and/or digital signals between elements of system  100 . For example, wireless communications module  120  may be configured to directly or indirectly receive control signals and/or data from user device  130  and provide them to controller  112  and/or propulsion system  122 . In other embodiments, wireless communications module  120  may be configured to receive images and/or other sensor information (e.g., still images or video images) and relay the sensor data to controller  112  and/or user device  130 . In some embodiments, wireless communications module  120  may be configured to support spread spectrum transmissions, for example, and/or multiple simultaneous communications channels between elements of system  100 . Wireless communication links formed by wireless communications module  120  may include one or more analog and/or digital radio communication links, such as WiFi, Bluetooth, NFC, RFID, LTE, and others, as described herein, and may be direct communication links established between elements of system  100 , for example, or may be relayed through one or more wireless relay stations configured to receive and retransmit wireless communications. In various embodiments, wireless communications module  120  may be configured to support wireless mesh networking, as described herein. 
     In some embodiments, wireless communications module  120  may be configured to be physically coupled to transit vehicle  110  and to monitor the status of a communication link directly or indirectly established between transit vehicle  110  and/or user device  130 . Such status information may be provided to controller  112 , for example, or transmitted to other elements of system  100  for monitoring, storage, or further processing, as described herein. In addition, wireless communications module  120  may be configured to determine a range to another device, such as based on time of flight, and provide such range to the other device and/or controller  112 . Communication links established by communication module  120  may be configured to transmit data between elements of system  100  substantially continuously throughout operation of system  100 , where such data includes various types of sensor data, control parameters, and/or other data, as described herein. 
     Propulsion system  122  may be implemented as one or more motor-based propulsion systems, and/or other types of propulsion systems that can be used to provide motive force to transit vehicle  110  and/or to steer transit vehicle  110 . In some embodiments, propulsion system  122  may include elements that can be controlled (e.g., by controller  112  and/or user interface  113 ) to provide motion for transit vehicle  110  and to provide an orientation for transit vehicle  110 . In various embodiments, propulsion system  122  may be implemented with a portable power supply, such as a battery. In some embodiments, propulsion system  122  may be implemented with a combustion engine/generator and fuel supply. 
     For example, in some embodiments, such as when propulsion system  122  is implemented by an electric motor (e.g., as with many micromobility transit vehicles), transit vehicle  110  may include battery  124 . Battery  124  may be implemented by one or more battery cells (e.g., lithium ion battery cells) and be configured to provide electrical power to propulsion system  122  to propel transit vehicle  110 , for example, as well as to various other elements of system  100 , including controller  112 , user interface  113 , and/or wireless communications module  120 . In some embodiments, battery  124  may be implemented with its own safety measures, such as thermal interlocks and a fire-resistant enclosure, for example, and may include one or more logic devices, sensors, and/or a display to monitor and provide visual feedback of a charge status of battery  124  (e.g., a charge percentage, a low charge indicator, etc.). 
     Other modules  126  may include other and/or additional sensors, actuators, communications modules/nodes, and/or user interface devices, for example, and may be used to provide additional environmental information related to operation of transit vehicle  110 , for example. In some embodiments, other modules  126  may include a humidity sensor, a wind and/or water temperature sensor, a barometer, an altimeter, a radar system, a proximity sensor, a visible spectrum camera or infrared camera (with an additional mount), and/or other environmental sensors providing measurements and/or other sensor signals that can be displayed to a user and/or used by other devices of system  100  (e.g., controller  112 ) to provide operational control of transit vehicle  110  and/or system  100 . In further embodiments, other modules  126  may include a light, such as a headlight or indicator light, and/or an audible alarm, both of which may be activated to alert passersby to possible theft, abandonment, and/or other critical statuses of transit vehicle  110 . In particular, and as shown in  FIG. 1 , other modules  126  may include camera  148  and/or air quality sensor  150 . 
     Camera  148  may be implemented as an imaging device including an imaging module including an array of detector elements that can be arranged in a focal plane array. In various embodiments, camera  148  may include one or more logic devices (e.g., similar to controller  112 ) that can be configured to process imagery captured by detector elements of camera  148  before providing the imagery to communications module  120  or other elements of the system  100 . More generally, camera  148  may be configured to perform any of the operations or methods described herein, at least in part, or in combination with controller  112  and/or user interface  113  or  132 . In some embodiments, camera  148  may be a visible light imager and/or thermal imager. 
     In various embodiments, air quality sensor  150  may be implemented as an air sampling sensor configured to determine an air quality of an environment about transit vehicle  110  and provide corresponding air quality sensor data. Air quality sensor data provided by air quality sensor  150  may include particulate count, methane content, ozone content, and/or other air quality sensor data associated with common street level sensitivities and/or health monitoring typical when in a street level environment, such as that experienced when riding on a typical micromobility transit vehicle, as described herein. 
     Transit vehicles implemented as micromobility transit vehicles may include a variety of additional features designed to facilitate fleet management and user and environmental safety. For example, as shown in  FIG. 1 , transit vehicle  110  may include one or more of docking mechanism  140 , operator safety measures  142 , vehicle security device  144 , and/or user storage  146 , as described in more detail herein by reference to  FIGS. 3A-C . 
     User interface  132  of user device  130  may be implemented as one or more of a display, a touch screen, a keyboard, a mouse, a joystick, a knob, a steering wheel, a yoke, and/or any other device capable of accepting user input and/or providing feedback to a user. In various embodiments, user interface  132  may be adapted to provide user input (e.g., as a type of signal and/or sensor information transmitted by wireless communications module  134  of user device  130 ) to other devices of system  100 , such as controller  112 . User interface  132  may also be implemented with one or more logic devices (e.g., similar to controller  112 ) that may be adapted to store and/or execute instructions, such as software instructions, implementing any of the various processes and/or methods described herein. For example, user interface  132  may be adapted to form communication links, transmit and/or receive communications (e.g., infrared images and/or other sensor signals, control signals, sensor information, user input, and/or other information), for example, or to perform various other processes and/or methods described herein. 
     In one embodiment, user interface  132  may be adapted to display a time series of various sensor information and/or other parameters as part of or overlaid on a graph or map, which may be referenced to a position and/or orientation of transit vehicle  110  and/or other elements of system  100 . For example, user interface  132  may be adapted to display a time series of positions, headings, and/or orientations of transit vehicle  110  and/or other elements of system  100  overlaid on a geographical map, which may include one or more graphs indicating a corresponding time series of actuator control signals, sensor information, and/or other sensor and/or control signals. In some embodiments, user interface  132  may be adapted to accept user input including a user-defined target heading, waypoint, route, and/or orientation, for example, and to generate control signals to cause transit vehicle  110  to move according to the target heading, route, and/or orientation. In other embodiments, user interface  132  may be adapted to accept user input modifying a control loop parameter of controller  112 , for example. 
     Wireless communications module  134  may be implemented as any wireless communications module configured to transmit and receive analog and/or digital signals between elements of system  100 . For example, wireless communications module  134  may be configured to directly or indirectly transmit control signals from user interface  132  to wireless communications module  120  or  134 . In some embodiments, wireless communications module  134  may be configured to support spread spectrum transmissions, for example, and/or multiple simultaneous communications channels between elements of system  100 . In various embodiments, wireless communications module  134  may be configured to monitor the status of a communication link established between user device  130  and/or transit vehicle  110  (e.g., including packet loss of transmitted and received data between elements of system  100 , such as with digital communication links), and/or determine a range to another device, as described herein. Such status information may be provided to user interface  132 , for example, or transmitted to other elements of system  100  for monitoring, storage, or further processing, as described herein. In various embodiments, wireless communications module  134  may be configured to support wireless mesh networking, as described herein. 
     Other modules  136  of user device  130  may include other and/or additional sensors, actuators, communications modules/nodes, and/or user interface devices used to provide additional environmental information associated with user device  130 , for example. In some embodiments, other modules  136  may include a humidity sensor, a wind and/or water temperature sensor, a barometer, a radar system, a visible spectrum camera, an infrared camera, a GNSS receiver, and/or other environmental sensors providing measurements and/or other sensor signals that can be displayed to a user and/or used by other devices of system  100  (e.g., controller  112 ) to provide operational control of transit vehicle  110  and/or system  100  or to process sensor data to compensate for environmental conditions. As shown in  FIG. 1 , other modules  136  may include camera  138 . 
     Camera  138  may be implemented as an imaging device including an imaging module including an array of detector elements that can be arranged in a focal plane array. In various embodiments, camera  138  may include one or more logic devices (e.g., similar to controller  112 ) that can be configured to process imagery captured by detector elements of camera  138  before providing the imagery to communications module  120 . More generally, camera  138  may be configured to perform any of the operations or methods described herein, at least in part, or in combination with controller  138  and/or user interface  113  or  132 . 
     In general, each of the elements of system  100  may be implemented with any appropriate logic device (e.g., processing device, microcontroller, processor, application specific integrated circuit (ASIC), field programmable gate array (FPGA), memory storage device, memory reader, or other device or combinations of devices) that may be adapted to execute, store, and/or receive appropriate instructions, such as software instructions implementing a method for providing sensor data and/or imagery, for example, or for transmitting and/or receiving communications, such as sensor signals, sensor information, and/or control signals, between one or more devices of system  100 . 
     In addition, one or more non-transitory mediums may be provided for storing machine readable instructions for loading into and execution by any logic device implemented with one or more of the devices of system  100 . In these and other embodiments, the logic devices may be implemented with other components where appropriate, such as volatile memory, non-volatile memory, and/or one or more interfaces (e.g., inter-integrated circuit (I2C) interfaces, mobile industry processor interfaces (MIPI), joint test action group (JTAG) interfaces (e.g., IEEE 1149.1 standard test access port and boundary-scan architecture), and/or other interfaces, such as an interface for one or more antennas, or an interface for a particular type of sensor). 
     Sensor signals, control signals, and other signals may be communicated among elements of system  100  and/or elements of other systems similar to system  100  using a variety of wired and/or wireless communication techniques, including voltage signaling, Ethernet, WiFi, Bluetooth, Zigbee, Xbee, Micronet, Near-field Communication (NFC) or other medium and/or short range wired and/or wireless networking protocols and/or implementations, for example. In such embodiments, each element of system  100  may include one or more modules supporting wired, wireless, and/or a combination of wired and wireless communication techniques, including wireless mesh networking techniques. In some embodiments, various elements or portions of elements of system  100  may be integrated with each other, for example, or may be integrated onto a single printed circuit board (PCB) to reduce system complexity, manufacturing costs, power requirements, coordinate frame errors, and/or timing errors between the various sensor measurements. 
     Each element of system  100  may include one or more batteries, capacitors, or other electrical power storage devices, for example, and may include one or more solar cell modules or other electrical power generating devices. In some embodiments, one or more of the devices may be powered by a power source for transit vehicle  110 , using one or more power leads. Such power leads may also be used to support one or more communication techniques between elements of system  100 . 
       FIG. 2  illustrates a block diagram of a dynamic transportation matching system  200  (or multimodal transportation system) incorporating a variety of transportation modalities in accordance with an embodiment of the disclosure. For example, as shown in  FIG. 2 , dynamic transportation matching system  200  may include multiple embodiments of system  100 . In the embodiment shown in  FIG. 2 , dynamic transportation matching system  200  includes a management system/server  240  in communication with a number of transit vehicles  110   a - d  and user devices  130   a - b  over a combination of a typical wide area network (WAN)  250 , WAN communication links  252  (solid lines), a variety of mesh network communication links  254  (curved dashed lines), and NFC, RFID, and/or other local communication links  256  (curved solid lines). Dynamic transportation matching system  200  also includes a public transportation status system  242  in communication with a variety of public transportation vehicles, including one or more buses  210   a , trains  210   b , and/or other public transportation modalities, such as ships, ferries, light rail, subways, streetcars, trolleys, cable cars, monorails, tramways, and aircraft. As shown in  FIG. 2 , all transit vehicles are able to communicate directly to WAN  250  and, in some embodiments, may be able to communicate across mesh network communication links  254 , to convey fleet data and/or fleet status data amongst themselves and/or to and from management system  240 . 
     In  FIG. 2 , user device  130   a  may receive an input with a request for transportation with one or more transit vehicles  110   a - d  and/or public transportation vehicles  210   a - b . For example, the transportation request may be a request to use (e.g., hire or rent) one of transit vehicles  110   a - d . The transportation request may be transmitted to management system  240  over WAN  250 , allowing management system  240  to poll status of transit vehicles  110   a - d  and to select one of transit vehicles  110   a - d  to fulfill the transportation request. Upon or after one of the transit vehicles  110   a - d  is selected to fulfill the transportation request, a fulfillment notice from management system  240  and/or from the selected transit vehicle  110   a - d  may be transmitted to the user device  130   a . In some embodiments, navigation instructions to proceed to or otherwise meet with the selected transit vehicle  110   a - d  may be sent to the user device  130   a . A similar process may occur using user device  130   b , but where the transportation request enables a transit vehicle over a local communication link  256 , as shown. 
     Management system  240  may be implemented as a server with controllers, user interfaces, communications modules, and/or other elements similar to those described with respect to system  100  of  FIG. 1 , but with sufficient processing and storage resources to manage operation of dynamic transportation matching system  200 , including monitoring statuses of transit vehicles  110   a - d , as described herein. In some embodiments, management system  240  may be implemented in a distributed fashion and include multiple separate server embodiments linked communicatively to each other direction and/or through WAN  250 . WAN  250  may include one or more of the Internet, a cellular network, and/or other wired or wireless WANs. WAN communication links  252  may be wired or wireless WAN communication links, and mesh network communication links  254  may be wireless communication links between and among transit vehicles  110   a - d , as described herein. 
     User device  130   a  in  FIG. 2  includes a display of user interface  132  that shows a planned route for a user attempting to travel from an origination point  260  to a destination  272  using different transportation modalities (e.g., a planned multimodal route), as depicted in a route/street map  286  rendered by user interface  132 . For example, management system  240  may be configured to monitor statuses of all available transportation modalities (e.g., including transit vehicles and public transportation vehicles) and provide a planned multimodal route from origination point  260  to destination  272 . Such a planned multimodal route may include, for example, a walking route  262  from origination point  260  to a bus stop  264 , a bus route  266  from bus stop  264  to a bus stop  268  (e.g., using one or more of transit vehicles  210   a  or  210   b ), and a micromobility route  270  (e.g., using one or more of micromobility transit vehicles  110   b ,  110   c , or  110   d ) from bus stop  268  to destination  272 . Also shown rendered by user interface  132  are a present location indicator  280  (indicating a present absolute position of user device  130   a  on street map  286 ), a navigation destination selector/indicator  282  (e.g., configured to allow a user to input a desired navigation destination), and a notice window  284  (e.g., used to render vehicle status data or other information, including user notices and/or alerts, as described herein). For example, a user may use navigation destination selector/indicator  282  to provide and/or change destination  272 , as well as change any portion (e.g., leg, route, etc.) or modality of the multimodal route from origination point  260  to destination  272 . In some embodiments, notice window  284  may display instructions for traveling to a next waypoint along the determined multimodal route (e.g., directions to walk to a bus stop, directions to ride a micromobility transit vehicle to a next stop along the route, etc.). 
     In various embodiments, management system  240  may be configured to provide or suggest an optimal multimodal route to a user (e.g., initially and/or while traversing a particular planned route), and a user may select or make changes to such a route through manipulation of user device  130   a , as shown. For example, management system  240  may be configured to suggest a quickest route, a least expensive route, a most convenient route (to minimize modality changes or physical actions a user must take along the route), an inclement weather route (e.g., that keeps the user protected from inclement weather a maximum amount of time during route traversal), or some combination of those that is determined as best suited to the user, such as based on various user preferences. Such preferences may be based on prior use of system  200 , prior user trips, a desired arrival time and/or departure time (e.g., based on user input or obtained through a user calendar or other data source), or specifically input or set by a user for the specific route, for example, or in general. In one example, origination point  260  may be extremely congested or otherwise hard to access by a ride-share transit vehicle, which could prevent or significantly increase a wait time for the user and a total trip time to arrive at destination  272 . In such circumstances, a planned multimodal route may include directing the user to walk and/or take a scooter/bike to an intermediate and less congested location to meet a reserved ride-share vehicle, which would allow the user to arrive at destination  272  quicker than if the ride-share vehicle was forced to meet the user at origination point  260 . It will be appreciated that numerous different transportation-relevant conditions may exist or dynamically appear or disappear along a planned route that may make it beneficial to use different modes of transportation to arrive at destination  272  efficiently, including changes in traffic congestion and/or other transportation-relevant conditions that occur mid-route, such as an accident along the planned route. Under such circumstances, management system  240  may be configured to adjust a modality or portion of the planned route dynamically in order to avoid or otherwise compensate for the changed conditions while the route is being traversed. 
       FIGS. 3A, 3B, and 3C  illustrate respective diagrams of micromobility transit vehicles  110   b ,  110   c , and  110   d , which may be integrated network systems in accordance with an embodiment of the disclosure. For example, transit vehicle  110   b  of  FIG. 3A  may correspond to a motorized bicycle integrated with the various elements of system  100  and may be configured to participate in dynamic transportation matching system  200  of  FIG. 2 . As shown, transit vehicle  110   b  includes controller/user interface/wireless communications module  112 / 113 / 120  (e.g., integrated with a rear fender of transit vehicle  110   b ), propulsion system  122  configured to provide motive power to at least one of the wheels (e.g., a rear wheel  322 ) of transit vehicle  110   b , battery  124  for powering propulsion system  122  and/or other elements of transit vehicle  110   b , docking mechanism  140  (e.g., a spade lock assembly) for docking transit vehicle  110   b  at a docking station, user storage  146  implemented as a handlebar basket, and vehicle security device (e.g., an embodiment of vehicle security device  144  of  FIG. 1 ), which may incorporate one or more of a locking cable  144   a , a pin  144   b  coupled to a free end of locking cable  144   a , a pin latch/insertion point  144   c , a frame mount  144   d , and a cable/pin holster  144   e , as shown (collectively, vehicle security device  144 ). In some embodiments, controller/user interface/wireless communications module  112 / 113 / 120  may alternatively be integrated on and/or within a handlebar enclosure  313 , as shown. 
     In some embodiments, vehicle security device  144  may be implemented as a wheel lock configured to immobilize rear wheel  322  of transit vehicle  110   b , such as by engaging pin  144   b  with spokes of rear wheel  322 . In the embodiment shown in  FIG. 3A , vehicle security device  144  may be implemented as a cable lock configured to engage with a pin latch on a docking station, for example, or to wrap around and/or through a secure pole, fence, or bicycle rack and engage with pin latch  144   c . In various embodiments, vehicle security device  144  may be configured to immobilize transit vehicle  110   b  by default, thereby requiring a user to transmit a request to management system  240  (e.g., via user device  130 ) to reserve transit vehicle  110   b  before attempting to use transit vehicle  110   b . The request may identify transit vehicle  110   b  based on an identifier (e.g., a QR code, a barcode, a serial number, etc.) presented on transit vehicle  110   b  (e.g., such as by user interface  113  on a rear fender of transit vehicle  110   b ). Once the request is approved, management system  240  may transmit an unlock signal to transit vehicle  110   b  (e.g., via network  250 ). Upon receiving the unlock signal, transit vehicle  110   b  (e.g., controller  112  of transit vehicle  110   b ) may release vehicle security device  144  and unlock rear wheel  322  of transit vehicle  110   b.    
     Transit vehicle  110   c  of  FIG. 3B  may correspond to a motorized sit-scooter integrated with the various elements of system  100  and may be configured to participate in dynamic transportation matching system  200  of  FIG. 2 . As shown in  FIG. 3B , transit vehicle  110   c  includes many of the same elements as those discussed with respect to transit vehicle  110   b  of  FIG. 3A . For example, transit vehicle  110   c  may include user interface  113 , propulsion system  122 , battery  124 , controller/wireless communications module/cockpit enclosure  112 / 120 / 312 , user storage  146  (e.g., implemented as a storage recess), and operator safety measures  142   a  and  142   b , which may be implemented as various types of headlights, programmable light strips, and/or reflective strips. 
     Transit vehicle  110   d  of  FIG. 3C  may correspond to a motorized stand or kick scooter integrated with the various elements of system  100  and may be configured to participate in dynamic transportation matching system  200  of  FIG. 2 . As shown in  FIG. 3C , transit vehicle  110   d  includes many of the same elements as those discussed with respect to transit vehicle  110   b  of  FIG. 3A . For example, transit vehicle  110   d  may include user interface  113 , propulsion system  122 , battery  124 , controller/wireless communications module/cockpit enclosure  112 / 120 / 312 , and operator safety measures  140 , which may be implemented as various types programmable light strips and/or reflective strips, as shown. 
       FIG. 3D  illustrates a docking station  300  for docking transit vehicles (e.g., transit vehicles  110   c ,  110   e , and  110   g , etc.) according to one embodiment. As shown, docking station  300  may include multiple bicycle docks, such as docks  302   a - e . In this example, a single transit vehicle (e.g., any one of electric bicycles  304   a - d ) may dock in each of the docks  302   a - e  of the docking station  300 . Each of the docks  302   a - e  may include a lock mechanism for receiving and locking docking mechanism  140  of the electric bicycles  304   a - d . In some embodiments, once a transit vehicle is docked in a bicycle dock, the dock may be electronically coupled to the transit vehicle (e.g., controllers  312   a - d  of the transit vehicle) via a link such that the transit vehicle and the dock may communicate with each other via the link. 
     A user may use a user device (e.g., user device  130 ) to use a micromobility transit vehicle  110   b - d  that is docked in one of the bicycle docks  302   a - e  by transmitting a request to management system  240 . Once the request is processed, management system  240  may transmit an unlock signal to a micromobility transit vehicle  110   b - d  docked in the dock and/or the dock via network  250 . The docking station  300  may automatically unlock the lock mechanism to release the micromobility transit vehicle  110   b - d  based on the unlock signal. In some embodiments, each of the docks  302   a - e  may also be configured to charge batteries (e.g., batteries  324   a - c ) of the electric bicycle  304   a - d , respectively, when the electric bicycle  304   a - d  are docked at the docks  302   a - e . In some embodiments, docking station  300  may also be configured to transmit information associated with the docking station  300  (e.g., a number of transit vehicles docked at the docking station  300 , charge statuses of the docked transit vehicles, etc.) to the management system  240 . 
       FIG. 4  illustrates a diagram of a user interface  400  associated with a micromobility transit vehicle  402  in accordance with an embodiment of the disclosure. The micromobility transit vehicle  402  may be similar to any one of transit vehicles  110   b ,  110   c , or  110   d , described above. The user interface  400  may be integrated with the micromobility transit vehicle  402 , such as integrated with at least a portion of a cockpit of the micromobility transit vehicle  402 . In some embodiments, the user interface  400  may form at least a portion of an outer housing of the handlebar of the micromobility transit vehicle  402 . The user interface  400  may be visible to the user during operation. For instance, the user interface  400  may generally face rearwardly. The user interface  400  may include a display  410  configured to render information or other data. The display  410  may include many configurations, such as being an electronic ink display, although other configurations are contemplated. In other embodiments, the display  410  may be part of a mobile user computing device, such as a smart phone. As such, content, information, and data discussed herein as being presented on the display  410  can also or alternatively be displayed on the user computing device. 
     The user interface  400  may be similar to the user interface  113  or  132  described above. For example, route guidance information, usage cost, battery charge status, vehicle range, or other information related to the micromobility transit vehicle  402  may be rendered on the display  410 . Information related to the operation of the micromobility transit vehicle  402 , such as time information, map information, navigation information, instructions for operation, operational warnings or notifications, among others, may be rendered on the display  410 . For example, one or more notifications may be rendered on the display  410  instructing or reminding the user to properly lock and/or park the micromobility transit vehicle  402 . In some embodiments, the user interface  400  may present information similar to that described in U.S. patent application Ser. No. 16/578,995, entitled “Micromobility Electric Vehicle with Electronic Device Holder and Integrated Display,” which is incorporated herein in its entirety for all purposes. 
       FIGS. 5A, 5B, and 5C  illustrate respective diagrams of various examples of information rendered on the display  410  of the user interface  400  in accordance with an embodiment of the disclosure. The display  410  may render various information and different times, such as during operation of the micromobility transit vehicle  402 , which includes starting, during, or ending a trip or prior to starting use or after ending a ride of the micromobility transit vehicle  402 . For example, as shown in  FIG. 5A , the display  410  may render one or more prompts, buttons, or selectable commands (hereinafter “options”  500  for sake of convenience, without intent to limit) for selection. The options  500  may prompt user selection to begin a ride, end a ride, pause a ride, or modify a ride, among others. In some embodiments, the options  500  rendered on the display  410  may allow user selection of one or more navigational commands, such as setting a starting location, setting a destination, starting navigational guidance, ending navigational guidance, modifying an existing navigation route, or the like. In some embodiments, the options  500  rendered on the display  410  may allow a user to unlock the micromobility transit vehicle  402  from a docking station, pair the micromobility transit vehicle  402  to a docking station, request service or maintenance of the micromobility transit vehicle  402 , report issues with the micromobility transit vehicle  402 , and the like. In some embodiments, the options  500  rendered on the display  410  may allow the user to turn on a headlight assembly, turn off the headlight assembly, or otherwise control operation of one or more systems of the micromobility transit vehicle  402 . 
     Referring to  FIG. 5B , the display  410  may render one or more notifications  510  related to operation of the micromobility transit vehicle  402 . For instance, the display  410  may render use agreements, local rules and regulations, liability waivers, operation instructions, operation reminders, and the like for acknowledgment by the user before, during, or after use. Referring to  FIG. 5C , the display  410  may render one or more notifications  520  based on a detected condition of the micromobility transit vehicle  402 . For example, the display  410  may render one or more notifications of a detected use violation (e.g., excessive speed detection, traffic signal violation, etc.), parking violation (e.g., on street, within a landscaped area, within a handicapped zone, etc.), lock violation (e.g., free locking, to an improper sign or structure, failure to lock, etc.), or any combination thereof. In other embodiments, the notifications need not be for a violation, but can be for conveying changes during operation of the micromobility transit vehicle  402 , providing warnings of upcoming hazards or congestion along the ride or trip, providing reminders for use or operation, providing messages at the start and/or end of a ride, including positive messages if the user has complied with all use regulations or guidelines during the trip or user account updates, such as status, number of rides completed, or total distance traveled on the ride or over multiple rides, and offers or advertisements, such as when the micromobility transit vehicle  402  is detected as being stationary or stopped. 
       FIG. 5D  illustrates a front perspective view of a cockpit assembly  403  for a micromobility transit vehicle  402  in accordance with one or more embodiments of the present disclosure.  FIG. 5E  illustrates a rear perspective view of the cockpit assembly  403  of  FIG. 5D  in accordance with an embodiment of the disclosure. Referring to  FIGS. 5D and 5E , the micromobility transit vehicle  402  may include a cockpit assembly  403 . In some embodiments, the micromobility transit vehicle  402  may include a user support  404  allowing a user to ride the micromobility transit vehicle  402 . Depending on the type of transit vehicle, the user support  404  may be a seat, a standing platform, or the like, or any combination thereof. As described herein, the cockpit assembly  403  may provide a functional, intuitive, and distinctive cockpit or user interface for the user when riding the transit vehicle  402 . For example, the cockpit assembly  403  may be implemented with a plurality of regions, interfaces, or elements integrating various components and/or features together. The micromobility transit vehicle  402  may be similar to any one of the micromobility transit vehicles  110   b - d , described above. In some cases, the micromobility transit vehicle  402  may be, may be part of, or may include the transit vehicle  110 . 
     The cockpit assembly  403  may include many configurations. As shown in  FIGS. 5D and 5E , the cockpit assembly  403  may include at least two visible and at least partially opposed faces linked by a fold aligned along a long axis of a handlebar assembly  410  for the micromobility transit vehicle  402 . Depending on the application, the cockpit assembly  403  may include a first face  420 , a second face  422 , and an intermediate portion  424  connecting the first face  420  to the second face  422 . The first face  420  may include many configurations. For example, the first face  420  may be planar, curved along its length, curved along its width, or any combination thereof. Depending on the application, the first face  420  may extend or be oriented vertically or substantially vertically, may face forward, may face downwardly toward the front wheel, or the like to provide or support a desired function of the cockpit assembly  403 . For example, the first face  420  may be formed to align a camera disposed within the cockpit assembly  403  with a desired and unobstructed field of view in front of the micromobility transit vehicle  402 . For example, the field of view in front of the micromobility transit vehicle  402  may include the viewable area by the camera directed toward a forward direction of travel of the micromobility transit vehicle  402 . In some cases, the front of the micromobility transit vehicle  402  may include a 180-degree angle in the forward direction of travel or any narrower angle within the 180-degree angle. 
     In some embodiments, the first face  420  may include or define one or more features facilitating use of the micromobility transit vehicle  402 . For example, the first face  420  may include a headlight assembly  430 . The headlight assembly  430  may illuminate a path ahead (above or below) and/or to the side of the micromobility transit vehicle  402 . For example, the headlight assembly  430  may be configured to illuminate a road surface substantially in front of the micromobility transit vehicle  402 . In some embodiments, the headlight assembly  430  may signal the presence of the micromobility transit vehicle  402  to oncoming vehicular and non-vehicular traffic. In some embodiments, the headlight assembly  430  may provide one or more indications for turn signals. In some embodiments, the headlight assembly  430  may display information about the micromobility transit vehicle  402 . For instance, the headlight assembly  430  may turn on and/or flash in a predetermined sequence upon a user starting, turning on, and charging the micromobility transit vehicle  402 . In some embodiments, the headlight assembly  430  may be used to indicate a threat level of the micromobility transit vehicle  402 . For instance, the headlight assembly  430  may flash one or more alarm signals when there are indications of threat, such as possible theft, abandonment, and/or other critical statuses of the micromobility transit vehicle  402 . Each of these features are described in more detail below. 
     The headlight assembly  430  may include many configurations. For instance, the headlight assembly  430  may include one or more light sources having similar or different characteristics (e.g., color, luminosity, frequency, etc.) controlled individually or together as a unit. As shown in  FIG. 4 , the headlight assembly  430  may include a strip array  432  defining a pill-shaped center region  434  of the first face  420 . The strip array  432  may be arranged in an ellipse or oval shape, with a length greater than a width, similar to a racetrack or stadium shape, to define the pill-shaped center region  434 . In such embodiments, the strip array  432  may be positioned along the first face  420  such that its length is vertical or substantially vertical, though other configurations are contemplated, including rectangular, circular, and square-shaped. 
     The strip array  432  may provide a first lighting characteristic of the headlight assembly  430 . For instance, the strip array  432  may include a plurality of light emitting and/or reflecting elements. Depending on the application, the strip array  432  may provide a passive or active lighting characteristic of the headlight assembly  430 . For instance, the strip array  432  may be defined by reflective tape, paint, or other reflective material. For example, the strip array  432 , as well as other reflectors of the micromobility transit vehicle  402 , may be defined or formed at least partially by light reflecting elements, such as reflective beads. In such embodiments, the light reflecting elements (e.g., reflective glass or other reflective material beads) may be embedded in paint, tape, and/or other elements applied or secured to the micromobility transit vehicle  402  to increase nighttime safety by shining (e.g., brightly) under ambient lighting conditions and/or headlight beams. 
     In some embodiments, the strip array  432  may be defined by an array of light emitting diodes (LEDs) or other light emitting elements. Depending on the application, the light emitting elements may be programmable. For example, each light emitting element of the strip array  432  may be controlled by a processing element, such as controller  112 , described above. The programmable light emitting elements, as controlled by a controller (e.g., controller  112 ), may provide a desired lighting characteristic of the headlight assembly  430 . For instance, the strip array  432  may be configured to provide asymmetrically biased peripheral lighting during operation of the headlight assembly  430 . For instance, the strip array  432  may be configured to provide directional lighting based on the relative position of the handlebar assembly  410 . If the handlebar assembly  410  is rotated to the right (i.e., the handlebar assembly  410  is rotated to cause the micromobility transit vehicle  402  to turn towards the right), the strip array  432  may provide directional lighting to the right of the vehicle. For instance, a right portion of the strip array  432  may turn on or increase in brightness to illuminate, or better illuminate, a field of view to the right of the micromobility transit vehicle  402 . In some embodiments, a left portion of the strip array  432  may turn off if already illuminated to limit projection of light to the left of the micromobility transit vehicle  402 . 
     Similarly, if the handlebar assembly  410  is rotated to the left (i.e., the handlebar assembly  410  is rotated to cause the micromobility transit vehicle  402  to turn towards the left), the strip array  432  may provide directional lighting to the left of the vehicle. For example, a left portion of the strip array  432  may turn on or increase in brightness to illuminate, or better illuminate, a field of view to the left of the micromobility transit vehicle  402 . In some embodiments, a right portion of the strip array  432  may turn off if already illuminated to limit projection of light to the right of the micromobility transit vehicle  402 . In some embodiments, when the handlebar assembly  410  is detected as turning right or left beyond a certain threshold, the strip array  432  may automatically engage a turn signal or illumination that indicates to others that the micromobility transit vehicle  402  is turning right or left, which eliminates the need for the user of the micromobility transit vehicle  402  to manually operate a turn signal control. 
     The strip array  432  may provide the asymmetrically biased peripheral lighting during operation in other configurations. For example, the biased directional lighting provided by the strip array  432  may be based on a projected path of the micromobility transit vehicle  402 . For example, using GPS navigation, the strip array  432  may bias peripheral lighting to either the right or the left of the micromobility transit vehicle  402  to prepare for an upcoming turn to follow a GPS navigational route. In some embodiments, the light emitting elements may move to direct light to the left or to the right of the micromobility transit vehicle  402  based on the relative position of the handlebar assembly  410 . 
     In some embodiments, the strip array  432  may be configured to provide color and/or luminosity-differentiated animated light patterns during operation. For example, the strip array  432  may provide one or more color and/or luminosity-differentiated indications for turn signals. For example, the right portion of the strip array  432  may flash one or more color and/or luminosity-differentiated indications in a predetermined sequence to indicate an upcoming right turn of the micromobility transit vehicle  402 , whether indicated by a user or anticipated along a GPS navigational route. In like manner, the left portion of the strip array  432  may flash one or more color and/or luminosity-differentiated indications in a predetermined sequence to indicate an upcoming left turn of the micromobility transit vehicle  402 , whether indicated by a user or anticipated along a GPS navigational route. In some embodiments, the strip array  432  may flash one or more color and/or luminosity-differentiated indications in a predetermined sequence upon a user starting the micromobility transit vehicle  402 . In some embodiments, the strip array  432  may flash one or more color and/or luminosity-differentiated indications in a predetermined sequence to indicate a threat level of the micromobility transit vehicle  402 , such as when there are indications of possible theft, abandonment, and/or other critical statuses of the micromobility transit vehicle  402 . 
     With continued reference to  FIG. 5D , the headlight assembly  430  may include a cone beam light assembly  436 , whether in addition to or in lieu of the strip array  432 . The cone beam light assembly  436  may be disposed within the pill-shaped center region  434  of the first face  420 . The cone beam light assembly  436  may provide a second lighting characteristic of the headlight assembly  430 . For instance, the cone beam light assembly  436  may include many configurations for illuminating the path ahead of the micromobility transit vehicle  402 . For instance, the cone beam light assembly  436  may include one or more incandescent lamps, halogen lamps, high intensity discharge lamps, LEDs, or any combination thereof providing a desired lumens output of the headlight assembly  430 . The intensity or direction of light may depend on environmental conditions, as indicated by sensors on the micromobility transit vehicle  402  or provided through the transit vehicle management system, such as in foggy, rainy, snowy, or other conditions that may allow the user to better see while using the micromobility transit vehicle  402 . Depending on the application, the cone beam light assembly  436  may be recessed within the pill-shaped center region  434  or flush with an outer surface of the first face  420 , such as to provide a desired shape of the light projected from the cone beam light assembly  436 . 
     The first face  420  may include other features. For instance, the cockpit assembly  403  may include a camera  440  disposed on the first face  420 . In some embodiments, the camera  440  may be disposed adjacent to the headlight assembly  430 . For instance, the camera  440  may be disposed adjacent to the cone beam light assembly  436  within the pill-shaped center region  434  of the first face  420 , though other configurations are contemplated. The camera  440  may include many configurations. For instance, the camera  440  may be configured to capture images and/or video including the road surface substantially in front of the micromobility transit vehicle  402 . The camera  440  may be similar to camera  138  or  148 , described above. 
     Referring to  FIG. 5E , the second face  422  may include various configurations. Like the first face  420 , the second face  422  may be planar, curve along its length, curve along its width, or any combination thereof. As shown, the second face  422  is disposed substantially opposite the first face  420 . The second face  422  may be inclined relative to the substantially vertical first face  420 . The second face  422  may extend vertically or substantially vertically, may face rearward, may face upwardly towards a user or user support, or the like to provide or support a desired function of the cockpit assembly  403 . For example, the second face  422  may include or define one or more features facilitating use of the micromobility transit vehicle  402 . In some embodiments, the second face  422  may include a mobile computing device holder  450 . As described herein, the mobile computing device holder  450  may grasp and/or otherwise secure a portable electronic device (e.g., a smartphone, tablet, smart watch, or other mobile device) to the cockpit assembly  403 . The mobile computing device holder  450  may be positioned such that the portable electronic device secured therein is easily viewable and/or readily available during operation of the micromobility transit vehicle  402 . In some embodiments, the mobile computing device holder  450  may be similar to the electronic device holder described in U.S. patent application Ser. No. 16/578,995, filed Sep. 23, 2019, and entitled “MICROMOBILITY ELECTRIC VEHICLE WITH ELECTRONIC DEVICE HOLDER AND INTEGRATED DISPLAY,” which is hereby incorporated by reference in its entirety for all purposes. 
     The mobile computing device holder  450  may include many configurations. In some embodiments, the mobile computing device holder  450  may include a first gripping element  452  and a second gripping element  454  disposed on opposing sides of the mobile computing device holder  450 . Each of the first gripping element  452  and the second gripping element  454  may include a pad of friction producing material to grip a mobile device, such as the side of a mobile device. The second gripping element  454  may be movable relative to the first gripping element  452  to accommodate or secure mobile computing devices of various sizes. The second gripping element  454  may be spring loaded and biased towards the first element. In such embodiments, the mobile computing device holder  450  may grip a mobile device using forces (e.g., spring-based forces) applied by the first gripping element  452  and the second gripping element  454  against the sides or edges of the mobile device within the holder. For instance, the second gripping element  454  may be extended away from the first gripping element  452  to accept a height or width of a mobile computing device. Once the second gripping element  454  is extended a sufficient distance away from the first gripping element  452 , the mobile computing device may be placed within the mobile computing device holder  450  between the first gripping element  452  and the second gripping element  454 . Once the mobile computing device is placed within the mobile computing device holder  450 , the second gripping element  454  may be collapsed towards the first gripping element  452  to secure the mobile computing device in the mobile computing device holder  450 . 
     In some embodiments, hand gripping elements  451  and  453  may be equipped with sensors, such as pressure, temperature, heart rate, and perspiration sensors, that enable the micromobility transit vehicle  402  and/or the management system  240  to receive data from such sensors and adjust the ride or operation of the micromobility transit vehicle  402  accordingly. For example, if a sensed heart rate increases beyond a certain threshold and pressure applied to one or both of the hand gripping elements has increased, the user may be determined to be nervous or under stress, and appropriate action can be taken, such as reducing the speed of the micromobility transit vehicle  402 . 
     In some embodiments, the second face  422  may include a user interface  460  for the micromobility transit vehicle  402 . The user interface  460  may be configured to face a user of the micromobility transit vehicle  402 . The user interface  460  may include a display  462  configured to present information or other data to the user during operation. The user interface  460  may be similar to the user interface  113  or  132 , described above. For example, the user interface  460  may present route guidance information, usage cost, battery charge status, a predicted remaining range, or other suitable information related to the micromobility transit vehicle  402 , as described above. In some embodiments, the user interface  460  may present information similar to that described in U.S. patent application Ser. No. 16/578,995, filed Sep. 23, 2019, and entitled “MICROMOBILITY ELECTRIC VEHICLE WITH ELECTRONIC DEVICE HOLDER AND INTEGRATED DISPLAY,” which is hereby incorporated by reference in its entirety for all purposes. The user interface  460  may also present other information useful during operation of the micromobility transit vehicle  402 , such as time information, map or navigation information, or the like. The display  462  may be an electronic ink display, though other configurations are contemplated. 
     As shown, the user interface  460  may be disposed adjacent to and/or beneath the mobile computing device holder  450 . For example, the user interface  460  may be arranged between the first gripping element  452  and the second gripping element  454  of the mobile computing device holder  450 . Thus, the user interface  460  may be at least partially concealed by or hidden behind a mobile device positioned within the mobile computing device holder  450 . In such embodiments, the display of the mobile device may present the same, different, or additional information that the display  462  is configured to present. In addition, the display  462  may be turned off or dimmed when a mobile device is secured within the mobile computing device holder  450  to save power. 
     The mobile device within the mobile computing device holder  450  may control one or more electronics of the micromobility transit vehicle  402 , such as through a wired connection, short range wireless communication, and/or through connection over a wide area network to a server exchanging information with control electronics of the micromobility transit vehicle  402 . For example, when positioned within the mobile computing device holder  450 , a mobile device may provide an interface through which a user may provide or receive commands or information about the state of the micromobility transit vehicle  402  during operation. Such interface functionality may be provided by an app on the mobile device. 
     In further reference to  FIGS. 5D and 5E , the intermediate portion  424  may define a fold or arcuate portion linking the first face  420  to the second face  422 . For example, the intermediate portion  424  may connect a first top portion of the first face  420  to a second top portion of the second face  422 . In this manner, the first face  420 , the second face  422 , and the intermediate portion  424  may form part of a unitary structure configured to couple to the handlebar assembly  410 . For example, the first face  420 , the second face  422 , and the intermediate portion  424  may wrap at least partially around the handlebar assembly  410  to position the first face  420  on a forward-facing portion of the micromobility transit vehicle  402  and the second face  422  on a rearward facing portion of the micromobility transit vehicle  402 . In some embodiments, the first face  420 , the second face  422 , and the intermediate portion  424  may wrap at least partially around the handlebar assembly  410  to orient the first face  420  towards a front of the handlebar assembly  410  and/or the micromobility transit vehicle  402  and the second face  422  towards a rear of the handlebar assembly  410  and/or the micromobility transit vehicle  402 . Depending on the application, the cockpit assembly  403  may wrap at least partially around a central stem assembly of the handlebar assembly  410 . As described herein, the central stem assembly may include at least portions of a headset, a stem, and/or other mechanical elements of the handlebar assembly  410  configured to form the handlebar assembly  410  and mechanically couple the handlebar assembly  410  to the steering column/mechanism of the micromobility transit vehicle  402 . 
     In some embodiments, the intermediate portion  424  may include an arc length S to position the first face  420  in a first position angled forwardly away from a user during operation of the micromobility transit vehicle  402 , and to position the second face  422  in a second position angled towards the user. In some embodiments, the intermediate portion  424  may include or define an arcuate panel curved along the long axis of the handlebar assembly  410 . As shown, the first face  420  may be angled forwardly away from the user support  404 , such as forwardly away from a seat. For instance, the first face  420  may face away from a user of the transit vehicle  402  when the user is positioned on the user support  404 . In such embodiments, the second face  422  may be angled rearwardly towards the user support  404 . For example, the second face  422  may face the user support  404  or face a user of the transit vehicle  402  when the user is positioned on the user support  404 . 
     In some embodiments, the user support  404 , such as a standing platform, may define a first plane, and the second face  422  may define a second plane. In such embodiments, the first plane may be at an angle to the second plane. For instance, the angle between the first plane and the second plane may be 90°, approximately 90°, less than 90°, or greater than 90° such that the second face  422  faces a user of the transit vehicle  402  during operation of the transit vehicle  402 . For example, the second face  422  may be positioned to define a diagonal plane creating an angle to a vertical or horizontal axis of the transit vehicle  402 . 
     In some embodiments, the first face  420  and the second face  422  may extend tangentially from the intermediate portion  424  to provide a smooth wrap around design of the cockpit assembly  403 . For example, the first face  420  may be defined, at least partially, by a tangent plane to the intermediate portion  424  at a first point or line  406 , with the first face  420  extending from the intermediate portion  424  at the first point or line  406 . Similarly, the second face  422  may be defined, at least partially, by a tangent plane to the intermediate portion  424  at a second point or line  406 , with the second face  422  extending from the intermediate portion  424  at the second point or line  408 . As shown, the first point or line  406  may be positioned on a front portion of handlebar assembly  410 , and the second point or line  408  may be positioned on a rear portion of the handlebar assembly  410  to wrap the cockpit assembly  403  at least partially around the handlebar assembly  410 . 
     The cockpit assembly  403  may form at least a portion of an outer housing  470  of the handlebar assembly  410 . For example, as shown in  FIG. 4 , the cockpit assembly  403  may interface with a clamshell housing  472  to form the outer housing  470  of the handlebar assembly  410 . The interface between the cockpit assembly  403  and the clamshell housing  472  may provide a weathertight seal of the outer housing  470 . For instance, the interface between the cockpit assembly  403  and the clamshell housing  472  may seal the interior of the outer housing  470  from rain, moisture, or other debris ingress. 
     In various embodiments, the cockpit assembly  403  may include other features. For instance, the cockpit assembly  403  may include a control module  480  and a wiring harness  482 . The control module  480 , which may be positioned between the first face  420  and the second face  422 , may include one or more processing elements, memory, or other electronic elements or modules to control operation of the cockpit assembly  403  and/or the micromobility transit vehicle  402 . For instance, the cockpit assembly  403  may be configured to receive and/or control power provided by a power source (e.g., battery) for an electric motor of a propulsion system of the micromobility transit vehicle  402 . In some embodiments, the control module  480  may include the display  462 , which may be attached to the second face  422 . The wiring harness  482  may provide an interface between the cockpit assembly  403  (e.g., the control module  480 ) and electronic cabling  484  (e.g., for the throttle, wheel motors, etc.). For example, the wiring harness  482  may provide a simple one connector attachment of the cockpit assembly  403  to one or more electronic cabling  484  or other electronics of the micromobility transit vehicle  402 . 
     The cockpit assembly  403  may be assembled to the micromobility transit vehicle  402  in many configurations. For example, the headlight assembly  430  may be coupled to the first face  420  of the cockpit assembly  403 . The mobile computing device holder  450  and/or the display  462  of the user interface  460  may be coupled to the second face  422  of the cockpit assembly  403 . The assembled cockpit assembly  403  may then be coupled to the micromobility transit vehicle  402  such that the cockpit assembly  403  wraps at least partially around the handlebar assembly  410 , such as at least partially around a central stem assembly of the handlebar assembly  410 . 
     Referring now to  FIGS. 6A-6H , illustrated are various views of the cockpit assembly  403  of the micromobility transit vehicle  402  in accordance with various embodiments of the present disclosure. In particular,  FIG. 6A  illustrates a cross-sectional side view of the cockpit assembly  403  of a micromobility transit vehicle  402  in accordance with one or more embodiments of the disclosure. The cockpit assembly  403  may include a cockpit housing  602  (e.g., vehicle control unit housing) disposed within a cavity  608  defined as a space between the first face  420  coupled to the second face  422  of the cockpit assembly  403 . The cockpit housing  602  may extend from the first face  420  to the second face  422  of the cockpit assembly  403  through the cavity  608  in some embodiments. The display  462  may be embedded in a first portion  610  of the cockpit housing  602  and exposed on the second face  422  of the cockpit assembly  403  to allow a user to interact therewith. The first portion  610  may have a surface  614  configured to wrap at least partially around a central stem  616  of the handlebar assembly  410  within the cavity  608 . In some cases, surface  614  may be substantially arcuate to complement a counterpart arcuate surface of the central stem  616 . In other cases, surface  615  may be formed to have a complementary shape configured to complement the surface of the central stem  616  to provide a secure interface between the two components. 
     According to various embodiments, a camera  440  may be disposed in a second portion  612  of the cockpit housing  602 . The second portion  612  may extend (e.g., protrude) from the first portion  610  through the cavity  608  toward the first surface  420  of the cockpit assembly  403 . In some embodiments, the second portion  612  may be substantially funnel-shaped. In some embodiments, the second portion  612  of the cockpit housing  602  may have a camera window  606  disposed at an end thereof. The camera window  606  may be embedded in the first face  420  of the cockpit assembly  403  in some embodiments. In some embodiments, the camera window  606  may be a transparent, tinted, plastic, and/or glass. In some embodiments, the camera window  606  may have one or more coatings disposed thereon. In some cases, the coatings may be layered to provide an overall effect suitable for a desired application. The coating(s) may be applied to one or both sides of the camera window  606  according to various implementations. For example, a coating may be configured to repel liquid (e.g., water), mud, oil, snow, dirt, and other environmental debris from the camera window  606 . In some cases, the coating may be hydrophobic. In various embodiments, the coating may have scratch-resistant, anti-reflective, and/or anti-fog characteristics to allow for the camera  440  to capture clear images of its field of view. In further embodiments, the coating may include a bandpass filter. For example, a filter coating may reject wavelengths greater than 650 nm to provide for infrared rejection. In some implementations, the coating may be a replaceable film disposed thereon, and the replaceable film may have one or more of the above characteristics. In various embodiments, the replaceable film may be reusable such that cleaned films can be reused on various camera windows of transit vehicles in service. 
     In some embodiments, the second portion  612  may be configured to orient the camera  440  disposed therein to have a field of view in front of the micromobility transit vehicle  402 . In this regard, the second portion  612  may be formed to align the camera window  606  with the first face  420  such that the camera window  606  may be substantially flush with a surface of the first face  420 . In some cases, the second portion  612  may extend beyond the surface of the first face  420  to provide the camera  440  with an unobstructed field of view in front of the micromobility transit vehicle  402 . In other cases, the second portion  612  may be sub-flush with the surface of the first face  420 . For example, the surface of the first face  420  may have a cone shaped depressed portion in which the camera window  606  may be embedded. In some embodiments, a waterproof seal may encompass the camera window  606  that is embedded in the first surface  420  to protect the inner cavity  608  and components therein from environmental debris that may accumulate around or on the camera window  606 . 
     The camera  440  may be configured to capture a field of view in front of the micromobility transit vehicle  402  through the camera window  606 . In some embodiments, the camera  440  may be a visible light imager and/or thermal imager and an image captured in front of the micromobility transit vehicle  402  may be a visible light image or thermal image. In some embodiments, the camera  440  may have a wide optical field of view. For example, the wide optical field of view may allow for a user, remote from the micromobility transit vehicle  402 , to recover the micromobility transit vehicle  402  as a location of the micromobility transit vehicle  402  may be identified from various features in images/video captured using the wide optical field of view. As another example, the wide optical field of view may allow for one micromobility transit vehicle to capture the presence of another micromobility transit vehicle that may be otherwise disabled (e.g., unable to establish a remote communication with the disabled micromobility transit vehicle to determine its location). In further embodiments, the camera  440  may include a sensor that has a selected pixel size. For example, a larger pixel size may be selected for the sensor to increase performance under low light conditions. In yet further embodiments, a focal length between a lens of the camera  440  and the sensor as well as an appropriate aperture may further increase performance under low light conditions. For example, the camera  440  may have a short focal length and wide aperture for low light performance such as when the micromobility transit vehicle  402  is traveling at night or otherwise is located in dark environments. Various depths of fields for the camera  440  may be utilized to suit a desired application. For example, a depth of field of approximately three feet may be utilized in some cases. It will be appreciated that the focal length, aperture, and depth of field of the camera  440  may be selected and/or adjusted to suit the desired application of the camera  440  and the micromobility transit vehicle  402 . 
     In various embodiments, the images captured by the camera  440  may be used by a processing computer (e.g., controller  112 ) of the micromobility transit vehicle  402  to help control the micromobility transit vehicle  402 . For example, in some embodiments where the camera  440  is a thermal imager, thermal images may be evaluated to determine whether the micromobility transit vehicle  402  is being operated in a crowded space with pedestrians. Under such conditions, the micromobility transit vehicle  402  may limit a maximum speed in which the micromobility transit vehicle  402  may be operated. For example, in instances where the camera  440  captures images and a threshold number of pedestrians are identified in the images, the micromobility transit vehicle  402  may be limited to a corresponding speed limit. For example, a number of pedestrians may correlate to a speed limit of the micromobility transit vehicle  402 . To illustrate, if three pedestrians are identified in the field of view of the camera  440 , the controller  112  may limit the micromobility transit vehicle  402  to an operative speed of five miles per hour. If one pedestrian is identified, the micromobility transit vehicle  402  may be limited to a speed of ten miles per hour, for example. In some embodiments, the camera  440  may operate as described in U.S. patent application Ser. No. 16/726,156, entitled “CAMERA-SENSOR FUSION MODULE FOR SURFACE DETECTION AND FLEET VEHICLE CONTROL SYSTEMS AND METHODS,” which is incorporated herein in its entirety for all purposes. 
     In an aspect, a camera lens  618  of the camera  440  may be oriented to have an angle  636  with respect to camera window  606  to provide for the desired field of view in front of the micromobility transit vehicle  402 . For example, the angle  636  may be approximately between 0 and 90 degrees and −90 degrees. The angle  636  may be adjusted to suit a desired application. For example, the first face  420  may have an angle that is not conducive to capturing images by the camera  440 , thus the angle  636  may provide for a better viewing angle for the camera  440 . Although  FIG. 6A  shows the angle  636  on one side of the camera lens  618 , it will be appreciated that the angle  636  may be on the other side of the camera lens  618  to achieve the desired viewing angle for the camera  440 . 
     In one or more embodiments, a midframe  620  may be disposed in the cavity  608  and fastened at a first end and a second end along a longitudinal axis of the first portion  610  of the cockpit housing  602 . The midframe  620  may be formed out of a metal (e.g., aluminum, magnesium), high-density plastic, or other robust material to provide rigidity to the cockpit housing  602 . In some embodiments, a battery  622  may be disposed in a cavity  638  defined by the midframe  620 . In some cases, the battery  622  may be a backup battery configured to supply energy to various electrically powered components (e.g., antennas, processors, sensors, cameras) within the cockpit assembly  403  after a main battery of the micromobility transit vehicle  402  has discharged or is otherwise unavailable to provide power. For example, the main battery may be the battery (e.g., battery  124 ) that supplies energy to a propulsion system  122  of the micromobility transit vehicle  402 . A battery cover  624  may secure and enclose the battery  622  in the cavity  638  defined by the midframe  620 . 
     In some embodiments, a speaker  606  may be disposed in an end of the first portion  610  of the cockpit housing  602 . The speaker  606  may be configured to provide audible notifications, alerts, sounds, and so forth to a user. For example, the speaker  606  may output an audible chime when the micromobility transit vehicle  402  is unlocked for use, turned on, turned off, parked, low on battery, fully charged, and so forth. 
     In additional examples, the speaker  606  may be synced with the display  462  to provide audio that corresponds with notifications or messages provided on the display  462 . As a further example, the speaker  606  may output a high fidelity reading of the text displayed on the display  462 . In another example, the micromobility transit vehicle  402  may be beyond a threshold distance away from a sidewalk along a street surface. The display  462  may provide a visual notification to the user indicating that the micromobility transit vehicle  402  is too far from the sidewalk while the speaker  606  simultaneously provides an audible notification of such to the user. In other cases, the audible notification may be a human-language-spoken high-fidelity alert that tells the user of the micromobility transit vehicle  402  that the micromobility transit vehicle  402  is too far from the curb for appropriate operation according to local ordinances and regulations. In some instances, the audible alert may tell the user to get off of the curb if the micromobility transit vehicle  402  detects that it is currently being operated on a curb. In such cases, the camera  440  may be used to detect that the user is riding the micromobility transit vehicle  402  on the curb. In further examples, the speaker  606  may provide navigational directions to a user as the user rides the micromobility transit vehicle. For example, the display  462  may display visual navigational directions to a user while the speaker  606  provides an audible reading of such navigation. 
     According to various embodiments, the cockpit housing  602  may have printed circuit boards (PCBs) disposed therein. The various PCBs may provide electronic processing and control units for various elements of the micromobility transit vehicle  402 . For example, a PCB  626   a  disposed in an end of the first portion  610  may include a GNSS receiver (e.g., GNSS  118  of  FIG. 1 ) in some instances. A PCB  626 B longitudinally disposed in the first portion  610  may include a main control module for the micromobility transit vehicle  402  (e.g., controller  112  of  FIG. 1 ). A PCB  626 C longitudinally disposed in the first portion  610  underneath the display  462  may include a control module for the display  462  (e.g., user interface  113  of  FIG. 1 ). One or more of the components described in reference to  FIG. 1  may be or may be included in one of the PCBs shown in the cockpit assembly  403  of transit vehicle  402  according to various embodiments. It will be appreciated that the PCBs within the cockpit housing  602  may be communicatively coupled (e.g., via a CAN bus) to facilitate data transfer between different elements and/or sensors of the micromobility transit vehicle  402 . 
       FIG. 6B  illustrates a view of the cockpit assembly  403  with the outer housing  470  of the cockpit assembly  403  removed. As shown in  FIG. 6B , the second portion  612  of the cockpit housing  602  may extend from the first portion  610  between frame members  630  of the micromobility transit vehicle  402 . The camera window  606  disposed between the frame members  630  may provide an unobstructed field of view for the camera  440  disposed in the second portion  612 . In some embodiments, the frame members  630  may be parallel frame members of the micromobility transit vehicle  402  that couple the handlebar assembly  410  to the frame of the micromobility transit vehicle  402 . The outer housing  470  may enclose the cockpit assembly  403 , at least a portion of the handlebar assembly  410 , and the frame members  630 . 
       FIG. 6C  illustrates a cross-sectional view of the cockpit assembly  403  in accordance with one or more embodiments of the disclosure. As shown in the embodiment of  FIG. 6C , the cockpit housing  602  may have a speaker port  632  defined in the first portion  610  of the cockpit housing  602 . The speaker port  632  may provide an opening for the speaker  606  to emit audible sound into an airspace about the micromobility transit vehicle  402  as described above. In some embodiments, the speaker port  632  may have a high-density mesh material that covers the speaker port  632  to prevent environmental debris from entering the speaker port  632 . In some embodiments, a PCB  626   d  may be disposed in the first portion  610  of the cockpit housing  602  adjacent to a longitudinal side of the midframe  620 . In one example, the PCB  626   d  may include a Long-Term Evolution (LTE) communication module that is configured to provide one or more wireless broadband communications for the micromobility transit vehicle  402  as described herein (e.g., to communicate with management system  240 ). In other examples, the PCB  626   d  may be one of wireless communication modules  120  of  FIG. 1 . 
       FIG. 6D  illustrates the cockpit assembly of  FIG. 6C  with a line segment  603  between the display  462  and the camera  440  and a line segment  605  representing a central line of sight for the camera  440 . The camera  440  may be oriented in the cockpit housing  602  such that an angle  607  is formed between the line segment  605  relative to the line segment  603 . In other words, a perpendicular line from a plane of the display  462  to the camera  440  (i.e., line segment  603 ) and the line segment  605  form an angle  607 . The angle  607  may be adjusted to provide the camera  440  with the desired field of view through the camera window  606 . In some embodiments, the angle  607  may be between 45 and 180 degrees. The angle  407  may be adjusted such that the camera  440  may capture a field of view that is different than if the camera  440  was on a parallel plane as the camera window  606 . This may allow an observer to perceive the camera window  606  as facing a different direction than a direction in which the camera  440  is pointed and capturing a field of view. 
       FIG. 6E  illustrates a view of the camera  440  of the cockpit assembly  403  in accordance with one or more embodiments of the disclosure. As shown in  FIG. 6D , the camera  440  may include a lens  618  and a PCB  626   e . The lens  618  may be formed/shaped to provide a desired image of the field of view in front of the micromobility transit vehicle  402 . The PCB  626   e  may include one or more logic devices (e.g., similar to controller  112 ) that can be configured to process imagery captured by detector elements of camera  440  before providing the imagery to, for example, communications module  120  or other elements of the system  100 . More generally, camera  440  may be configured to perform any of the operations or methods described herein, at least in part, or in combination with controller  112  and/or user interface  113  or  132 . In various implementations, the PCB  626   e  may be coupled to the PCB  626   b  via a connector such as a zero-insertion force connector. Using a zero-insertion force connector may allow for easy and convenient removal and swapping out of the camera  440  with replacement cameras between various micromobility transit vehicles. 
     In further reference to  FIG. 6E , the second portion  612  may have an interface  640  (e.g., a lip) that may be configured to receive and secure the camera window  606 . The interface  640  and the camera window  606  may be coupled to form a seal such that environmental debris cannot penetrate the cockpit housing  602  at the edges of the camera window  606 . Various fasteners (e.g., fastener  642 ) may be used to secure the camera  440  through flanges to the second portion  612  of the cockpit housing  602  and the PCB  626   e  to a boot  634 . The boot  634  may be disposed in the second portion  612  and configured to align the camera  440  such that the camera  440  and the camera lens  618  may capture a scene in a field of view in front of the micromobility transit vehicle  402 . The boot  634  may dampen vibrations and shock experienced by the camera  440  as the micromobility transit vehicle  402  travels about an environment. According to various embodiments, the boot  634  may have a shape configured to complement that of the camera  440  such that there is a secure fit of the camera  440  in the boot  634 . In some embodiments, the boot  634  may be made of a material that has high energy absorption and near faultless memory. For example, a shock absorbing foam or rubber may be used to form the boot  634  in some cases.  FIG. 6F  illustrates a cross-sectional view of the cockpit assembly  403  in accordance with one or more embodiments of the disclosure. As shown in the embodiment of  FIG. 6F , the camera  440  may be secured in the second portion  612  of the cockpit housing  602  by the boot  634 . 
     In some embodiments, a stress cycle sensor may be attached to the camera  440 . The stress cycle sensor may measure stress (e.g., vibrations or shocks, e.g., displacement, greater than a predetermined amount) that the camera  440  has experienced. A logic device (and/or controller  112  of the micromobility transit vehicle  402 ) of the camera  440  may process and track the number of stress cycles experienced by the camera  440  over a specified time period (e.g., lifetime, time since previous service, etc.), and when the camera  440  has experienced a certain amount of stress and/or number of stress cycles, the logic device may provide an indication of such to a user. For example, the indication may be a notification on the display  462  that the camera should be serviced. In some embodiments, the controller  112  may communicate to the management system  240  that the camera  440  may need servicing based on the current number of stress cycles. For example, various thresholds may be used to determine when the camera  440  should be serviced and when the camera  440  requires servicing. As a non-limiting, illustrative example, one threshold may be used to determine that the camera  440  should be serviced and another threshold may be used to determine that the camera  440  requires servicing to continue functional operation. In a further non-limiting example, monitoring the stress cycles may be utilized to determine that the micromobility transit vehicle  402  is being stolen and/or disassembled without permission. For example, excessive use of force such as when a user is trying to pry apart components, may be detected by the stress sensor to determine that the micromobility transit vehicle  402  is possibly being stolen or disassembled without permission. In other examples, monitoring the stress cycles may be used in determining whether the micromobility transit vehicle  402  is traveling on a smooth paved surface or a rough surface (e.g., a sidewalk as opposed to an asphalt street). When the micromobility transit vehicle  402  is detected to be traveling on a sidewalk based on the stress cycles (e.g., vibration and/or shock measured to be below a certain average threshold), the logic device may provide a reminder notice (e.g., via display or audio speaker) to the user regarding local regulations related to sidewalk use. 
     In further embodiments, the logic device of the camera  440  may compare image quality of the camera  440  to reference image quality (e.g., benchmark quality or images) to determine that the camera  440  should be serviced. For example, when the image quality of the camera  440  has degraded to a threshold level lower than sufficient image quality, the logic device may provide a notification to the management system  240  that the camera  440  should be serviced (e.g., via one or more communication modules and/or controllers). In further examples, subjective methods and/or objective methods may be used to assess image quality. For example, single-stimulus or double-stimulus may be used in a subjective assessment of image quality of the camera  440 . In other examples, full-reference, reduced-reference, and/or no-reference techniques may be used in objective assessment of the image quality. 
       FIG. 6G  illustrates the cockpit assembly  403  of the micromobility transit vehicle  402  in accordance with one or more embodiments of the present disclosure. As shown in  FIG. 6F , the first face  420  may include the headlight assembly  430  and strip array  432 . The camera window  606  and the camera  440  within the cockpit assembly  403  may be aligned with the illumination provided by the headlight assembly  430  (e.g., the strip array  432 ). Thus, the camera  440  may have sufficient and/or improved light to capture images of a field of view in front of the micromobility transit vehicle  402 . In various embodiments, the headlight assembly  430  may be synced with operation of the camera  440  such that the headlight assembly  430  may adjust its illumination to provide the camera  440  with a near optimal amount of light. For example, in low-light conditions, images from the camera  440  may be evaluated by a logic device thereof and the evaluation will dictate how the headlight assembly  430  should be adjusted (e.g., more or less illumination) to improve image quality. In some embodiments, the headlight assembly  430  may operate similar the headlight assembly described in U.S. patent application Ser. No. 16/729,070, entitled “MICRO-MOBILITY FLEET VEHICLE COCKPIT ASSEMBLY SYSTEMS AND METHODS,” which is incorporated herein in its entirety for all purposes 
       FIG. 6H  illustrates a rear perspective view of the cockpit assembly  403  having a camera in accordance with an embodiment of the disclosure. The description of the embodiment of the cockpit assembly  403  described in reference to  FIGS. 5D and 5E  may generally apply to the embodiment shown in  FIG. 6H . In the embodiment shown in  FIG. 6H , the cockpit assembly  403  may have water recess channels  609  on the second face  422  (e.g., embedded in the first portion  610 ) adjacent to the display  462  such that water may be drained away from the display  462 , for example, when the micromobility transit vehicle  402  travels through a wet environment or experiences rainfall. 
       FIGS. 7A-7H  illustrate various views of a micromobility transit vehicle  402  in accordance with one or more embodiments of the disclosure. In the embodiments, the micromobility transit vehicle  402  includes user storage  702  (e.g., implemented as a storage basket), wheel rims  704   a  and  704   b , wheel spokes  714   a  and  7114   b , handle bar assembly  410 , cockpit assembly  403 , fork  716 , kickstand  712 , seat  720 , fender  722 , and/or frame  706 . In some embodiments, frame  706  may include head tube  708 , seat post/supports  710 , and/or rear wheel stay  718 .  FIG. 7I  illustrates the micromobility transit vehicle  402  in which the camera  440  (not shown in  FIG. 7I ) may be oriented within the cockpit assembly  403  (a cockpit housing) to have a field of view  724  in front of the micromobility transit vehicle  402  to capture a scene in the field of view  724  during operation. In some embodiments, the scene may be captured as image or video data representing a real-world still or moving scene in the field of view  724 . It is noted that in some embodiments, the camera  440  may be oriented such that the field of view  724  is unobstructed by the user storage  702 . The depiction of the field of view  724  is for non-limiting illustrative purposes, as the field of view  724  can have a number of different angles (e.g., horizontal, vertical, or diagonal) through which detectors of the camera  440  are sensitive to electromagnetic radiation. 
       FIG. 8  illustrates a flow diagram of a process  800  of assembling a cockpit assembly  403  in accordance with an embodiment of the disclosure. It should be appreciated that any step, sub-step, sub-process, or block of process  800  may be performed in an order or arrangement different from the embodiments illustrated by  FIG. 8 . For example, one or more blocks may be omitted from or added to process  800 . Although process  800  is described with reference to the embodiments of  FIGS. 1-7I , process  800  is not limited to such embodiments. 
     At block  802 , process  800  includes attaching the cockpit housing  602  to the handlebar assembly  410  of micromobility transit vehicle  402 , described above. The cockpit housing  602  may be modular so as to easily be attached and removed from different micromobility transit vehicles, such as through a “snapping” or “quick-release” configuration. In some embodiments, the cockpit housing  602  may be attached through nuts, bolts, and/or other fastening systems, including ones that require keys or other means to remove. As shown in  FIG. 6B , the cockpit housing  602  may be attached to the handlebar assembly  410  at a central stem/portion such that the second portion  612  of the cockpit housing  602  is at least partially disposed between the members  630 . The surface  614  of the first portion  610  may partially wrap around the central stem/portion in some embodiments. Thus, the camera  440  disposed in the cockpit housing  602  may have a field of view  724  unobstructed by the members  630  or headtube of the micromobility transit vehicle  402 . 
     At block  804 , the camera  440  may be placed in the cockpit housing  602 . For example, the camera  440  may be placed/secured in the second portion  612  of the cockpit housing  602 . In some embodiments, the camera  440  may be placed in the second portion  612  of the cockpit housing  602  such that a portion of the camera  440  is exposed outside of the cockpit housing  602 . For example, a main portion of the camera  440  (e.g., image sensors and/or PCB of the camera  440 ) may be disposed in the second portion  612  of the cockpit housing  602  while a lens  618  or other component of the camera  440  may be protruding from the second portion  612  of the cockpit housing  602 . In such cases, the second portion  612  may have an opening defined therein to allow for the camera  440  to be partially exposed outside of the cockpit housing  602 . In other embodiments, as discussed herein, the camera  440  may be placed in the second portion  612  such that its lens is adjacent to a camera window  606 . 
     At block  806 , the camera  440  may be aligned to capture a desired field of view  724  in front of the micromobility transit vehicle. For example, the camera  440  may be aligned to capture the field of view  724  through the camera window  606  when the camera  440  is placed in the cockpit housing  602 . In some embodiments, the camera  440  may be placed in the boot  634  where the boot  634  aligns the camera  440  with a desired field of view  724 . The camera  440  may be fastened to the boot  634  and/or cockpit housing  602  via one or more fasteners, pins, and/or pin slots in some embodiments. For example, as discussed in reference to  FIG. 6D , there may be an angle  607  between an orthogonal line  603  from the display  462  to the camera  440  and the camera&#39;s  440  center line of sight  605 . Thus, the angle  607  may provide the camera  440  with the desired field of view  724  on the first face  420  of the cockpit assembly  403  while allowing the display  462  to be oriented for convenient access for a user on the second face  422  of the cockpit assembly  403 . 
     In some embodiments, the camera  440  may be aligned with illumination provided by a headlight in front of the micromobility transit vehicle  402  as discussed above. For example, the headlight may include a cone beam light assembly for illuminating a path ahead of the micromobility transit vehicle  402  and the camera  440  may be aligned to capture images of the path. Additionally, or alternatively, the headlight may include a strip array of light emitting elements for illuminating a path ahead and/or to the side of the micromobility transit vehicle  402 . The strip array of light emitting elements may define a pill-shaped center region of the first face  420 . The cone beam light assembly may be disposed within the pill-shaped center region. The headlight may be similar to headlight assembly  430 , described above. The strip array may be similar to strip array  432 , described above. The cone beam light assembly may be similar to cone beam light assembly  436 , described above. In one aspect, the camera  440  may be disposed within the pill-shaped center region of the first face  420  as described above. The camera  440  may be disposed adjacent to the cone beam light assembly within the pill-shaped center region in some cases so that the field of view  724  captured by the camera  440  is illuminated. 
     At block  808 , the camera  440  may be connected to a main printed circuit board of the micromobility transit vehicle  402 . For example, the main printed circuit board may include a control unit (e.g., controller  112 ) for the micromobility transit vehicle  402 . The camera  440  may be connected to the main PCB via a zero-insertion force connector. Thus, image readouts provided by the camera  440  may be utilized in operation of the micromobility transit vehicle  402  by the controller  112  as discussed herein. At block  810 , the cockpit housing  602  may be enclosed within outer housing  470 . For example, outer housing  470  may be joined in a “snap” together fashion or otherwise fastened such that the cockpit housing is enclosed within the outer housing  470 . In various embodiments, the display  462  may be exposed from the outer housing  470  on the second face  422  of the cockpit assembly. The camera window  606  may be part of the first face  420  of the cockpit assembly in that the camera window may be embedded in the surface of the outer housing  470  on the first face  420  of the cockpit assembly. 
     In various embodiments, one or more of the steps of process  800  may be performed in a climate-controlled environment. For example, a space in which steps of the assembly take place may be controlled for humidity, moisture, and/or temperature to prevent damage to components of the cockpit assembly  430 . According to various embodiments, the cockpit assembly  403  and various components thereof described herein are electrically and/or mechanically tested to verify proper operation, robustness, and durability. For example, the camera  440  may be tested to verify that image and video capturing functionalities as well as functions of the cockpit assembly  403  related thereto are in proper working condition. As a further example, the various components may be checked to verify that they are securely fastened within the cockpit assembly  403 . It is further reiterated that the steps performed in process  800  may be rearranged to suit a desired application. For example, steps performed at block  804  may be performed prior to steps performed at block  802 . It will be appreciated that embodiments of the present disclosure provide relatively low cost, reliable, and robust cockpit assemblies enabled to capture images of an environment in which a micromobility transit vehicle is located or moving. 
       FIG. 9  illustrates a flow diagram of a process  900  of capturing image/video of a scene in an environment using the camera  440  of the cockpit assembly  403  in accordance with one or more embodiments of the present disclosure. It should be appreciated that any step, sub-step, sub-process, or block of process  900  may be performed in an order or arrangement different from the embodiments illustrated by  FIG. 9 . For example, one or more blocks may be omitted from or added to the process  900 . Although process  900  is described with reference to the embodiments of  FIGS. 1-7I , process  900  is not limited to such embodiments. One or more of the operations described in reference to the process  900  may be performed by the various electrical and mechanical components described herein as would be understood by one of skill in the art. 
     At block  902 , the camera  440  may be activated. For example, a user may select an option on the display  462  to enable the camera  440  to begin recording images or videos of a scene in a field of view  724  in front of the micromobility transit vehicle  402 . In another example, the management system  240  may communicate with the micromobility transit vehicle  402  to activate the camera  440 . In a use case, the management system  240  may receive a communication from the micromobility transit vehicle  402  indicating that the micromobility vehicle  402  is in distress, lost, being stolen, and/or detected stress cycles indicate improper use as discussed above, and in response, may send a communication to the micromobility vehicle  402  to activate the camera  440 . In some embodiments, the camera  440  may automatically activate at the start/beginning of a trip for the micromobility transit vehicle  402 . For example, when a user has been matched with the micromobility transit vehicle  402  and the micromobility transit vehicle  402  is unlocked or begins moving for the trip, the camera  440  may automatically activate to begin capturing image/video. Conversely, the camera  440  may be deactivated when the trip has ended such as when the management system  240  indicates the user has ended the trip, when the micromobility transit vehicle  402  has arrived at a destination of the trip, and/or the micromobility transit vehicle  402  has stopped moving for a predetermined period of time. The image/video data captured by the camera  440  may be communicated to the controller  112  and/or transmitted to the management system  240  in some instances. At block  906 , the image/video data may be stored in a data storage of the micromobility transit vehicle  402  and/or the management system  240  for further processing. 
     At block  908 , the image/video data provided by the camera  440  may be processed. For example, the image/video data may be processed for sidewalk detection similar to one or more processes described in U.S. patent application Ser. No. 16/726,156, entitled “CAMERA-SENSOR FUSION MODULE FOR SURFACE DETECTION AND FLEET VEHICLE CONTROL SYSTEMS AND METHODS,” which is incorporated herein in its entirety for all purposes. In another example, the image/video data may be processed to determine if the micromobility transit vehicle  402  is operating within a designated lane such as a lane bounded by painted lines or other markings on a ground surface. In a further example, the image/video data may be processed to determine whether the camera  440  has degraded in output quality. For example, the image/video data may be compared against benchmark values to determine whether the camera  440  image/video capturing quality has degraded. In yet another example, the image/video data may be processed to determine what type of environment the micromobility transit vehicle  402  is currently in (e.g., residential neighborhood, city street, park, and so forth). In some embodiments, the operation of the micromobility transit vehicle  402  may be altered based on the determined environment. For example, if it is determined that the micromobility transit vehicle is operating in an environment crowded with pedestrians or residential neighborhood, the micromobility transit vehicle&#39;s maximum operating speed may be restricted to a certain speed. 
     Where applicable, various embodiments provided by the present disclosure can be implemented using hardware, software, or combinations of hardware and software. Also, where applicable, the various hardware components and/or software components set forth herein can be combined into composite components comprising software, hardware, and/or both without departing from the spirit of the present disclosure. Where applicable, the various hardware components and/or software components set forth herein can be separated into sub-components comprising software, hardware, or both without departing from the spirit of the present disclosure. In addition, where applicable, it is contemplated that software components can be implemented as hardware components, and vice-versa. 
     Software in accordance with the present disclosure, such as non-transitory instructions, program code, and/or data, can be stored on one or more non-transitory machine-readable mediums. It is also contemplated that software identified herein can be implemented using one or more general purpose or specific purpose computers and/or computer systems, networked and/or otherwise. Where applicable, the ordering of various steps described herein can be changed, combined into composite steps, and/or separated into sub-steps to provide features described herein. 
     Embodiments described above illustrate but do not limit the invention. It should also be understood that numerous modifications and variations are possible in accordance with the principles of the invention. Accordingly, the scope of the invention is defined only by the following claims.