Passive calibration of electromechanical devices cooperating with continuously variable planetary (CVP) hubs

Abstract

A continuously variable planetary (CVP) system includes: a CVP hub including a shift mechanism, the shift mechanism including a shift driver element; and a processing server system to calibrate the CVP system and to detect an error within the CVP system. The processing server system continuously monitors or obtains a transmission ratio of the CVP hub. Upon detecting that the transmission ratio reaches a specific value, the processing server system records a corresponding position of the shift drive. The processing server system calibrates the CVP system based on the particular value, the corresponding position, and a known relationship between a transmission ratio and a position of a shift mechanism. The processing server system determines or verifies a full underactuation (FUD) position by iteratively reducing the transmission ratio from the particular value until a start of a backlash condition is detected, and determines or verifies a full overdrive (FOD) position.

Description

Technical Field

[0001] The present invention relates generally to calibration of vehicle mechatronics and more particularly provides systems and methods for passive calibration of a continuously variable planetary (CVP) system in a vehicle such as a bicycle. Background Art

[0002] Calibration of a CVP system includes setting the absolute positions of an electromechanical device. These absolute positions may include, for example, fully underdriven (FUD), fully overdriven (FOD), and an intermediate speed ratio, which is a position representing a midpoint between the FUD position and the FOD position. In addition, calibration involves obtaining transmission ratios that indicate the extent of any underdriven or overdriven conditions. However, current calibration methods may involve excessive manual intervention and / or be time consuming. Therefore, improved calibration will not only achieve an improved user experience, but also improve the accuracy of the process. Summary of the invention

[0003] Hub interfaces, such as the Automatic Hub Interface (AHI), are involved in the calibration and other related processes of the CVP system. Although the foregoing focuses on CVP systems, the techniques presented may also be applicable to vehicles that include automatic shift systems and integrated motors and transmissions while utilizing non-CVP hubs. Factors that require individual calibration for each CVP system can be attributed to slight imperfections in the manufacturing of each CVP hub and CVP system, as well as aging of the CVP hubs. In particular, each hub may be manufactured within certain tolerances, which results in slightly different behavior and available gear ratios or allowed available travel of the CVP shift mechanism. Calibration is required because, when the Automatic Hub Interface (AHI) is assembled, reassembled to the CVP shift mechanism, or repositioned with the shift mechanism, the actuator that is part of the AHI is unaware of any limits or physical end stops of the CVP shift mechanism, and / or the FUD or FOD positions. Thus, without calibration, the actuator (AHI) will continually cause the shift mechanism to strike its physical end stops and potentially overload the end stops by applying excessive force, which will result in damage to the CVP hub, the shift mechanism, or an automatic hub interface (e.g., AHI) that mates with the CVP hub. In some examples, the actuator actuates or rotates the shift actuator (an element of the CVP shift mechanism), which in turn encourages the CVP transmission ratio to change. The calibration may also establish a basic relationship between the position of the shift actuator that controls the position of a carrier (e.g., C1 or input carrier) and the transmission ratio (also referred to as the speed ratio). The transmission ratio may indicate the ratio between the input transmission speed and the output transmission speed. This calibration process is performed in a passive manner that is non-intrusive or minimally intrusive to the user and requires little user input. This calibration process may be performed during normal use and operation of the bicycle.

[0004] In particular, during this process, when the AHI switches from the off state to the on state or when a reindexing event is detected, the AHI can downshift as much as possible, detect a stalling event, and backshift or upshift a certain amount of rotation (such as about 30 degrees) to compensate for the backlash. Depending on the post-conversion range, this amount of rotation can be based on the assumption that the backlash range is about 30 degrees. The post-conversion range can be generated by a mechanism such as a four-bar mechanism that converts or amplifies the original rotation of the carrier of about 8 degrees into 120 degrees of the shift actuator element as part of the shift mechanism. For different conversion mechanisms, the backlash range can be different. The backlash can be caused by this conversion or amplification of the rotation of the C1 carrier using the four-bar mechanism. At this time, the CVP hub can be in or close to a fully underdriven (FUD) position, where the transmission speed ratio is about 0.5. The AHI can detect the hub rotational movement that can occur in response to a person stepping on or moving the vehicle. When at least a threshold amount of hub rotational movement is detected, the AHI can start the upshift process. The threshold amount of wheel hub rotational movement can be one pedal stroke, or any applicable number or range of pedal strokes. This upshift process can include increasing the transmission ratio until the AHI detects that the transmission ratio is about 0.8, such as between 0.7 and 0.9, 0.6 to 1, 0.55 to 1.05, or in any suitable range that is far enough away from the kickback area but not too high to avoid harsh or uncomfortable pedaling. The transmission ratio can be detected via a speed sensor. Within a number of pedal strokes (such as between three and five pedal strokes), the AHI may be able to determine this speed ratio. The AHI can then verify the actual transmission ratio and record the corresponding shift actuator position. The AHI can convert the shift actuator position into a value and use the known relationship between the speed ratio and the shift actuator position to estimate the shift stop point, such as in a scenario where there is an open-loop speed ratio control, such as in a coasting mode or a manual mode. The conversion of the shift actuator position can be based on a formula, a lookup table, or a relationship where the shift actuator position is equal to 100 times the transmission ratio minus 50. Therefore, the shift actuator FUD position corresponding to the software stop point and just before the start of the backlash (also referred to as the FUD position, FUD stop point or FUD stop point position) deviates from the shift actuator position corresponding to the transmission ratio of 0.8 by about 30 degrees. At the same time, the shift actuator final stop position including the backlash area and which may correspond to the mechanical end stop deviates from the shift actuator position corresponding to the transmission ratio of 0.8 by about 60 degrees, which takes into account the backlash of about 30 degrees. These differences of 30 degrees and 60 degrees are in terms of the post-conversion range after the above-mentioned 4-bar mechanism conversion.In some examples, utilizing the pair of transmission ratios and shift actuator positions, and a table or known relationship between transmission ratios and shift actuator positions, the AHI can calibrate the CVP system (CVP plus shift mechanism plus AHI) without requiring a three-point calibration, thereby resulting in a shorter calibration process and avoiding overdriving.

[0005] In some examples, the AHI may further detect or verify software stop points corresponding to software FOD (SFOD) and software FUD (SFUD) corresponding to the FOD position and FUD position. The AHI may actively monitor the shift actuator position (compared to the transmission ratio) during a user's riding of the vehicle to determine at which shift actuator position backlash begins. For example, when the transmission ratio is greater than 0.5, the AHI may rotate the shift actuator toward the FUD position when the AHI detects uniform pedaling. The AHI may detect the beginning of backlash when it is detected that the incremental change in the rotation of the shift actuator no longer causes an incremental decrease in the speed ratio. The beginning of backlash is the point of the lowest speed ratio of the CVP and may be considered to be the FUD position of the shift actuator. The AHI may record this position as a software stop point, which may be one that includes backlash and is sufficiently far away from the mechanical end stop. Using the prediction of backlash, the AHI may avoid entering a range of shift actuator positions in which backlash exists. Conversely, the AHI may detect the exit of kickback at the point at which a given change in shift actuator position results in a change in transmission ratio, but did not previously result in a change in transmission ratio.

[0006] To detect full overdrive (FOD), the AHI can monitor the current increase while rotating the shift actuator toward the FOD. If the current increases but the transmission ratio remains constant, at that point, the FOD is reached. The AHI can record the FOD as another software stop point. The benefits of detecting software stop points at FOD and FUD in this way include: utilizing the full available ratio range for that particular CVP, unnecessary reduction of shift actuator rotation during kickback, being able to detect reset index events without involving the user, and avoiding calibration until the initial moment the user begins riding the vehicle.

[0007] Another aspect of passive calibration involves active learning, where the AHI can continuously monitor the relationship between the transmission ratio and the shift actuator position. If the error between the currently monitored relationship and the known or reference relationship exceeds a certain threshold, the AHI can infer that a reset index, assembly, reassembly, or out-of-phase event has occurred, and / or an error has been detected, and thus recalibrate or restart the calibration process. In addition, the AHI can perform error detection by continuously monitoring the potential degradation of the CVP over time. For example, the AHI can detect a reduction in the transmission ratio range over time.

[0008] In some embodiments, the present invention provides a continuously variable planetary (CVP) system, which includes: a CVP hub, the CVP hub including a shift mechanism (including a shift actuator element); and a processing server system, which is used to calibrate the CVP system and detect errors within the CVP system. The processing server system continuously monitors or obtains the transmission ratio of the CVP hub during adjustment or maintenance of the transmission ratio of the CVP hub; records the corresponding mechanism position of the shift mechanism when detecting that the transmission ratio reaches a specific ratio value; calibrates the CVP system based on the specific ratio value, or the corresponding mechanism position, and a known relationship between the transmission ratio and the position of the shift mechanism; determines or verifies a fully underdriven (FUD) position by iteratively reducing the transmission ratio from the specific value until the start of a kickback condition is detected; determines or verifies a fully overdriven (FOD) position by iteratively increasing the motor current applied by the AHI until the transmission ratio stops increasing; and implements the CVP system based on the determined FUD position and the determined FOD position, wherein implementing the CVP system includes stopping the shift mechanism or reversing its direction when the FUD position or the FOD position is reached.

[0009] In some embodiments, the onset of a kickback condition corresponds to a point when movement of the shift actuator in a first direction fails to cause a decrease in the transmission ratio and movement of the shift actuator in a second direction opposite the first direction causes an increase in the transmission ratio.

[0010] In some embodiments, the processing server system includes an automatic hub interface (AHI).

[0011] In some embodiments, continuously monitoring or obtaining the transmission ratio is performed in response to the CVP hub being in a kickback region corresponding to the FUD.

[0012] In some embodiments, continuously monitoring or obtaining the transmission ratio is performed in response to detecting that no previous calibration record exists.

[0013] In some embodiments, the determined FOD position corresponds to the beginning of the saturation region.

[0014] In some embodiments, the instructions, when executed by the one or more hardware processors, are further configured to: determine a relationship between a shift mechanism position and a transmission speed ratio based on the particular speed ratio value and the corresponding mechanism position, and the respective positions of the shift mechanism at the FUD position and the FOD position; determine any deviation from the determined relationship, or a predetermined relationship, during operation of the CVP system; and when a deviation is determined, add an offset to the relationship.

[0015] In some embodiments, the corresponding position of the shift actuator is between the FOD position and the FUD position.

[0016] In some embodiments, the specific value is between 0.7 and 0.9.

[0017] In some embodiments, continuously monitoring or obtaining the transmission speed ratio includes obtaining the transmission speed ratio from a first sensor corresponding to an input interface of the CVP and from a second sensor corresponding to an output interface of the CVP.

[0018] In some embodiments, the present invention provides a method for calibrating a continuously variable planetary (CVP) system including a CVP hub including a shift mechanism (including a shift drive element) and an actuator (eg, a portion of an AHI). The method includes: continuously monitoring or obtaining the transmission speed ratio of the CVP hub during adjustment or maintenance of the CVP hub speed ratio; recording the corresponding mechanism position of the shift mechanism when the transmission speed ratio reaches a specific speed ratio value; calibrating the CVP system based on the specific value, the corresponding shift mechanism position, and a known relationship between the transmission speed ratio and the position of the shift mechanism; determining or verifying a fully underdriven (FUD) position by iteratively reducing the transmission speed ratio from the specific value until the onset of a kickback condition is detected; determining or verifying a fully overdriven (FOD) position by iteratively increasing the motor current applied by the AHI until the transmission speed ratio stops increasing; and implementing the CVP system based on the determined FUD position and the determined FOD position, wherein implementing the CVP system includes stopping the shift mechanism or reversing its direction when the FUD position or the FOD position is reached.

[0019] In some embodiments, continuously monitoring or obtaining the transmission ratio of the CVP hub is performed in response to a reset index event (wherein the AHI is re-clocked relative to the CVP shift mechanism).

[0020] In some embodiments, a method calibrates a continuously variable planetary (CVP) system, the CVP system including a CVP hub and a processing server system, the CVP hub including a shift mechanism including a shift actuator element. The method includes: detecting a CVP system state and executing a pre-specified sequence of movements of the shift mechanism including the shift actuator element; specifying a shift mechanism position value upon completion of the pre-specified sequence of movements; continuously monitoring or obtaining a transmission speed ratio and determining an error by comparing the shift mechanism actual position value with a pre-defined relationship to the speed ratio; and offsetting the shift mechanism actual position value based on the error.

[0021] In some embodiments, the gear shift mechanism stuck / saturation condition is continuously monitored or obtained to determine the software FUD (SFUD) or software FOD (SFOD) by performing active end stop detection; and the method further includes: setting gear ratio-based constraints, including but not limited to time-based limits or deadlines to the SFUD or SFOD, by the processing server system and by continuously monitoring the CVP gear ratio.

[0022] In some embodiments, continuously monitoring the CVP system calibration status sets system parameters; and when the CVP system status is in calibration, the torque and speed capabilities of the automatic hub interface (AHI) are set or increased.

[0023] In some embodiments, the predetermined sequence of movement of the shift mechanism is performed in response to detecting that no prior calibration record exists.

[0024] In some embodiments, the occurrence of an automatic hub interface (AHI) power cycle event is continuously monitored or obtained; when the automatic hub interface (AHI) has a power cycle event, temporary system constraints are applied and calibration parameters are reset; when the automatic hub interface (AHI) power cycle occurs, automatic hub interface (AHI) torque and speed capacity limits are applied. The power cycle event may include a sequence of power on, then off, then on again. The calibration parameters may include software stop points.

[0025] In some examples, the shifter position value excludes motion.

[0026] In some examples, the processing server system executes a pre-defined sequence of motions based on the state of the CVP system (power on / off / on or brand new). The processing server system monitors the CVP hub ratio and derives and corrects the shifter position value by comparing the actual shifter position to a pre-defined ratio-based "lookup" value. The processing server system continuously monitors the state of the shifter state and controls and adjusts the shifter travel limits (active end stop detection and correction). The processing server system continuously monitors the state of the CVP system and manages the torque and speed capabilities of the AHI, which includes state-based software stop points (soft shifter travel limits) and time-based cutoff limits.

[0027] These and other aspects of AHI and CVP may be described in greater detail below. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figures 1A to 1D is a diagram illustrating an example continuously variable planetary (CVP) hub on which calibration and other operations are performed according to some embodiments of the present invention.

[0029] Figure 1E is a diagram illustrating examples of under-drive and over-drive conditions in a CVP hub according to some embodiments of the present invention.

[0030] Figure 1F is a diagram illustrating an example CVP shift mechanism according to some embodiments of the present invention and further illustrating the location of the carrier stop.

[0031] Figure 2 is a block diagram illustrating a CVP system according to some embodiments of the present invention, showing an automatic hub interface (AHI) that cooperates with a CVP hub, the AHI coordinating calibration and other operations of the CVP system.

[0032] Figure 3 is a block diagram of a cadence control engine within an AHI that monitors pedaling cadence to provide feedback regarding adjustment of the transmission ratio according to some embodiments of the present invention.

[0033] Figure 4 is a block diagram of a manual control engine within an AHI that implements manual control during manual mode according to some embodiments of the present invention.

[0034] Figure 5 is a block diagram of a taxi engine within an AHI that implements open loop switching control when taxiing is detected according to some embodiments of the present invention.

[0035] Figure 6 This is a block diagram of the start-stop engine in AHI.

[0036] Figure 7 is a block diagram of an error handling engine within an AHI that monitors errors according to some embodiments of the present invention.

[0037] Figure 8 is a block diagram of a messaging engine within an AHI that monitors for notifications and transmits notifications, for example, to a user device, according to some embodiments of the present invention.

[0038] Fig. 9 is a block diagram of a calibration engine within an AHI that performs calibration of a CVP according to some embodiments of the present invention.

[0039] Fig.10 is a graph illustrating an example relationship between shift actuator position and transmission ratio according to some embodiments of the present invention.

[0040] Fig.11 is a graph illustrating example relationships between CVP input torque, CVP input speed, actuator position, and actuator current according to some embodiments of the present invention.

[0041] Fig.12 is a graph illustrating an example relationship between input torque and transmission ratio of a shift actuator according to some embodiments of the present invention.

[0042] FIG. 13A to FIG. 13C , FIG. 14A to FIG. 14C , FIG. 15A to FIG. 15D and FIG. 16A to FIG. 16C is a flow chart illustrating different passive calibration modes depending on whether a calibration record exists according to some embodiments of the present invention.

[0043] 17A to 17H is a flow chart illustrating modes of error detection, active end stop detection at FOD, FUD, manual mode, cadence mode, and start after stop operation according to some embodiments of the present invention.

[0044] Fig.18 is a flow chart of a calibration method according to some embodiments of the present invention.

[0045] Fig.19 is a block diagram showing details of a computing system that may be implemented for AHI.

[0046] Any relevant principles in any figure can be applied to other figures. For example, Figures 1A to 1F Any relevant principles in Figures 2 to 12 , FIG. 13A to FIG. 13C , FIG. 14A to FIG. 14C , FIG. 15A to FIG. 15D and FIG. 16A to FIG. 16C , 17A to 17H , Fig.18 and Fig.19 . DETAILED DESCRIPTION

[0047] The following description is provided to enable those skilled in the art to make and use various embodiments of the present invention. Modifications may be made. The general principles defined herein may be applied to the disclosed embodiments and other embodiments without departing from the spirit and scope of the present invention. Therefore, the claims are not intended to be limited to the disclosed embodiments, but to conform to the broadest scope consistent with the principles, features and teachings of this article.

[0048] Figures 1A to 1F An exemplary continuously variable planetary (CVP) hub is shown on which an automatic hub interface (AHI) may be mated to calibrate the CVP system. Figures 1A to 1F Some features in the may differ from each other and may differ from the actual implementation, but Figures 1A to 1F Mechanical concepts suitable for demonstrating how a gearshift actuator can change the transmission ratio in various mechanical embodiments. Figure 1AIn the embodiment, the CVP hub 110 or a portion thereof includes a housing 111 (a component enclosing the CVP hub 110), a coupling 114 (such as a sprocket), a shift drive 118, and an axle 122. The shift drive 118 can rotate between different angles, which can correspond to the carrier ( Figure 1A These different angles can be mapped to or correspond to different transmission ratios of the CVP hub 110.

[0049] Figure 1B Additional components of the CVP hub 110 are shown, including a shift drive 118, which can be coupled to the pulley 116 and a reaction arm 137, which can be attached to a frame (e.g., a bicycle frame) via a shaft 122. The planets 130 can rotate in unison about a planet shaft 142. Conversion of the transmission ratio between the input speed and the output speed, and therefore the ratio of the input torque to the output torque, can be achieved by tilting the axis of rotation of the planets 130. In some examples, the tilting of the axis of rotation of the planets 130 can be achieved by rotating the first stator 136 relative to the second stator 138. Each planet 130 can contact an idler 131 disposed radially inward of the respective planet 130. In some examples, the CVP hub 110 can include a timing plate 140 coupled to one end of the planet shaft 142. The timing plate 140 can synchronize the timing of the planets 130. A stator drive assembly 144 can be coupled to the shift drive 118. The stator driver assembly 144 may include a carrier 148 that may be coupled to the timing plate 140. The carrier 148 may also be coupled to the planet gears 143. The number of teeth and pitch of the sun gear 141, the planet gears 143, and the ring gears 145 and 146 may be sized to provide a particular desired rotation of the first stator 136.

[0050] Figure 1C An exemplary CVP hub 160 is shown, which includes a plurality of planets 161, two ring assemblies (input traction ring 162, output traction ring 163) in contact with the planets 161, and an idler or sun gear assembly 164. The planets 161 can be mounted on tiltable axles 165, which can be retained in a carrier assembly having a first carrier (such as a C1 carrier) 168 and a second carrier (or C2 carrier) 169. In some examples, the first carrier 168 can be provided with guide slots, and the second carrier 169 can be provided with radially offset guide slots. The tiltable axles 165 can be adjusted to achieve a desired transmission ratio, and adjustment of the tiltable axles 165 can involve controlling the angular alignment of the first carrier member 168 and the second carrier member 169.

[0051] Within or associated with the CVP hub 160 may be a four-bar mechanism 170 that acts as a force multiplier shift mechanism and converts approximately 8 degrees of rotation of the C1 carrier 166 into approximately 120 degrees of rotation. Thus, the original range of approximately 8 degrees indicates the range between the FOD position and the FUD position, and is equivalent to a converted range of approximately 120 degrees. In other words, in some embodiments, the position difference between the FOD position and the FUD position spans approximately 8 degrees of carrier rotation. The four-bar mechanism 170 may include pins and slots. The four-bar mechanism 170 may cause backlash due to this conversion. Depending on the converted range, this backlash may be approximately 30 degrees with respect to the underdriven side and approximately 8 degrees with respect to the overdriven side. For different conversion mechanisms that can convert the original rotation range of 8 degrees into different ranges, the backlash may be different from the current situation.

[0052] Figure 1D A CVP hub 190 is shown having a first carrier member 191, a second carrier member 192, a first traction ring assembly 193, and a second traction ring assembly 194, each in contact with a tiltable planet. A sun gear assembly 195 can be disposed radially inward of the tiltable planets, the first traction ring assembly 193, and the second traction ring assembly 194. The CVP hub 190 includes a first rotatable shaft 196 coupled to the sun gear assembly 195 and a second rotatable shaft 197 coupled to the second traction ring assembly 194. In some examples, the CVP hub 190 includes a third rotatable shaft 198 and a fourth rotatable shaft 199. The CVP hub 190 also includes a shift mechanism 180 coupled to the first carrier member 191 and the second carrier member 192 to adjust the tiltable planets. The shift mechanism 180 includes a shift driver shaft 181 , a first bevel gear 182 that may be coupled to the first carrier member 191 , and a second bevel gear 183 that may be coupled to the second carrier member 192 .

[0053] Figure 1E Exemplary under-actuated conditions, 1:1 conditions, and over-actuated conditions are shown. By making the planet 102 (which may be implemented as, for example, Figure 1C Planetary parts 161 or Figure 1B The planetary member 130 in the embodiment is tilted, and the contact radius r between the planetary member 102 and the input ring 104 is i and the contact radius r between the planet 102 and the output ring 106 o Therefore, the contact radius r between the input traction ring and the output traction ring is modified. i When r i More than r o When r o More than r i When r iEqual to r o When the ratio is 1:1, it shows a 1:1 situation.

[0054] Figure 1F The FUD stop 158 of C1 (which is the FUD stop point position of the C1 carrier), the FOD stop 156 of C1 (which is the FOD stop point position of the C1 carrier), the C1 carrier 154, the four-bar (pin in slot) mechanism 152, and the element of the four-bar mechanism called the shift actuator 118 are shown. 152 and 118 are Figure 1C Elements of a four-bar mechanism 170 are shown.

[0055] Figure 2 2 is a diagram of an automatic hub interface (AHI) 202 mating with a continuously variable planetary (CVP) hub 251 according to some embodiments of the present invention. The AHI 202 may control and / or coordinate various operations of the CVP hub 251, including calibration of the system formed when the AHI 202 is combined with the CVP hub 251. The CVP hub 251 may be implemented as Figures 1A to 1D and Figure 1F Any of the CVP wheels shown in the Figure 1A or Figure 1B CVP wheel 110, Figure 1C CVP hub 160, or Figure 1D CVP hub 190. Figures 1A to 1D and Figure 1F As shown, the CVP hub 251 may include a shift actuator 232. The shift actuator 232 may be implemented as Figure 1A or Figure 1B The shift actuator 118 or Figure 1DAny of the shift actuators 181 in the AHI 202. The output speed (OS) readings from the output interface sensor target 234 and the OS sensor 242 and the input speed (IS) readings from the input shaft interface sensor target 236 and the IS sensor 244 can be fed into the AHI 202. The AHI 202 can include: a servo system 252, such as a position-controlled electromechanical servo system, which can continuously operate forward and reverse to obtain approximately 120 degrees of rotation of the shift actuator 232 according to the converted range; a gear 240; and an electronic control unit (ECU) microprocessor 204. The ECU microprocessor 204 can include a cadence control engine 206, a manual control engine 208, a coasting engine 210, a start-stop engine 212, an error handling engine 214, a message engine 216, and a calibration engine 218. The ECU microprocessor 204 can receive information from the servo system 252, the gear 240, the OS sensor 242, and the IS sensor 244. The AHI 202 may receive power from a battery 250 via a connector 251 and may receive information from and / or transmit information to a user device via a controller area network (CAN) bus 252, a communication interface, and / or an application programming interface (API). The user device may include a head unit 254, a smart device 256, and an input device 258. The smart device 256 may encompass any device, such as a laptop, a mobile phone, a tablet computer, a desktop computer, a car entertainment / radio system, a game console, a smart TV, a set-top box, a smart appliance, or a general edge computing device. The user device may be part of a computer network. The computer network may include any wide area network, a local area network, a wireless area network, a private network, a public network, and / or a specific wide area network commonly referred to as the Internet.

[0056] ECU microprocessor 204 can be connected to user equipment via cellular and / or radio frequency (RF) channels and / or electromagnetic (EM) connections and / or other channels. This connection can cover a variety of technologies, such as home WiFi, public WiFi, WiFi (wireless fidelity), BLE (Bluetooth low energy) and IEEE (Institute of Electrical and Electronics Engineers) 802.15.4 protocols, such as Zigbee (global standard for regional intercommunication, in which the battery life is long, the deployment of the technology is economical, and the efficient use of resources is demonstrated), ISA100.11a (Internet Automation Association 100.11a), WirelessHART (addressable remote sensor high-speed channel protocol), MiWi (Microchip Wireless, wireless microchip), 6LoWPAN (IPv6 on low-power wireless personal area network), thread, and SNAP (sub-network access protocol), etc. The functions of the ECU microprocessor 204 that can be implemented as one or more processors, one or more servers, or one or more processing servers will be explained in more detail in the subsequent figures.

[0057] The AHI interface 202 can operate in open loop or closed loop mode. In closed loop, when a value is obtained, the error is also measured and fed back to the system that generated the value, and in future iterations, the error is compensated. The feedback can come from one or more speed sensors. Meanwhile, in open loop, no feedback is obtained. Open loop can be implemented during taxiing, when no speed sensor receives any readings, or in manual mode.

[0058] Figure 3An embodiment of the cadence control engine 206 is shown. The cadence control engine 206 may include hardware, software and / or firmware configured to monitor the pedaling cadence using one or more speed sensors (e.g., two sensors) within a system that may include a CVP hub 251. The measured pedaling speed (measured cadence) is a feedback signal that is compared with a preset target cadence value. A cadence error is derived. The derived cadence error (cadence target-measured cadence) is reduced to a minimum value by applying a correction or modification to the position of the gear shift actuator 232. In particular, the cadence control engine 206 includes a cadence monitoring engine 302 and a gear shift engine 304, both of which may include hardware, software and / or firmware configured to perform the functions of the cadence control engine 206. The cadence monitoring engine 302 may determine whether the cadence exists or can be tracked, and if so, track the cadence and compare the cadence with the desired cadence as a prescribed set point based on closed-loop control. The cadence monitoring engine 302 can transmit the tracked cadence error to the shifting engine 304 continuously or at discrete times. The shifting engine 304 can be configured to adjust the transmission shift ratio based on the comparison between the cadence and the desired cadence. For example, if the monitored cadence is higher than the desired cadence, the shifting engine 304 can upshift or increase the transmission shift ratio. If the monitored cadence is lower than the desired cadence, the shifting engine 304 can downshift or reduce the transmission shift ratio.

[0059] The cadence monitoring buffer storage device 303 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the cadence monitoring engine 302. For example, the information may include information or logs of the pedaling speed and the corresponding timestamp, and / or a comparison between the pedaling speed and the desired speed. The metadata may include information such as trends and / or other analysis results of the pedaling speed tracked. At the same time, the shift buffer storage device 305 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the shift engine 304. For example, the information may include information or logs of any adjustments made to the transmission shift ratio and / or the time when such a transmission shift ratio occurs. The information may also include other parameters or characteristics of the vehicle that adjust the transmission shift ratio.

[0060] Figure 4An implementation of the manual control engine 208 is shown. The manual control engine 208 may include hardware, software, and / or firmware configured to detect whether the CVP system is in manual mode (as opposed to automatic mode) and implement manual mode processes when manual mode is detected. In particular, the manual control engine 208 may include a manual mode detection engine 402 and a manual mode implementation engine 404, both of which may include hardware, software, and / or firmware configured to perform the functions of the manual control engine 208. The manual mode detection engine 402 may determine when the CVP system is operating in manual mode. For example, determining that the CVP system is operating in manual mode may include receiving an instruction to move to a specific gear or gear ratio. Upon detecting that the CVP system is to operate in manual mode, the manual mode detection engine 402 may transmit such an indication to the manual mode implementation engine 404. The manual mode implementation engine 404 may perform implementation of the manual mode, which implementation includes adjusting between a discrete number of rotational positions (e.g., stepwise positions) of the shift actuator, the rotational positions indicating specific (e.g., stepwise) transmission ratios.

[0061] The manual mode detection buffer storage device 403 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the manual mode detection engine 402. For example, the information may include any time when the manual mode is detected and information or logs corresponding to the timestamp of the time. The metadata may include information such as frequency or trends related to the number or pattern of times when the manual mode is detected. At the same time, the manual mode implementation buffer storage device 405 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the manual mode implementation engine 404. For example, the information may include information or logs of specific instructions transmitted to the manual mode implementation engine 404 and / or executed by it, such as a specific rotational position of the shift drive and / or a corresponding transmission ratio. The information may further include frequencies corresponding to specific rotational positions of the shift drive and / or other trends or patterns related to the information or logs of the specific instructions.

[0062] Figure 5An embodiment of the coasting engine 210 is shown. The coasting engine 210 may include hardware, software, and / or firmware configured to detect whether the vehicle is in the coasting mode and implement the open-loop mode when this condition is detected. In particular, the coasting engine 210 may include a coasting detection engine 502 and an open-loop switching engine 504, both of which may include hardware, software, and / or firmware configured to perform the functions of the manual control engine 208. The coasting detection engine 502 can determine when the vehicle is coasting, such as when a person stops pedaling and the pedaling frequency is not measured, and / or no signal is received from one or more speed sensors that measure the pedaling speed (or a signal indicating zero rotation is received). At the same time, the coasting detection engine 502 can transmit an indication that the vehicle is coasting to the open-loop switching engine 504. Once the open-loop switching engine 504 receives an indication that the vehicle is coasting, the open-loop switching engine 504 switches the operation (e.g., from the closed-loop mode) to the open-loop mode. Open loop mode relies on a predefined and "calibrated" relationship between shift actuator position and speed ratio and an implicit desired speed ratio to be followed during the coasting interval. The desired speed ratio during coasting can be implied by the cadence engine cadence set point and the actual vehicle speed (output speed).

[0063] The glide detection buffer storage device 503 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the glide detection engine 502. For example, the information may include information or logs of any time when a glide condition is detected and a timestamp corresponding to the time. The metadata may include information such as frequency or trends related to the number or pattern of times when a glide mode is detected. At the same time, the open-loop switching buffer storage device 505 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the open-loop switching engine 504. For example, the information may include information or logs of specific instructions transmitted to the open-loop switching engine 504 and / or executed by it, as well as information or logs of specific times and / or timestamps for switching to and from the open-loop mode. The information may further include frequencies indicating how frequently the open-loop mode has occurred historically.

[0064] Figure 6An embodiment of a start-stop engine 212 is shown. The start-stop engine 212 may include hardware, software, and / or firmware configured to detect whether the vehicle is transitioning from a rolling (moving) state to a stopped state (not moving) and preparing to return to the rolling state. The start-stop engine 212 coordinates with the shift engine in an open-loop mode to adjust or position the shift mechanism (shift actuator) so that the CVP is in a preset "start after stop" speed ratio at the earliest moment that the bicycle starts again (resumes pedaling and rolling). In particular, the start-stop engine 212 may include a start-stop determination engine 602, which may include hardware, software, and / or firmware configured to perform the functions of the start-stop engine 212. The start-stop determination engine 602 can determine that the vehicle is transitioning from a rolling (moving) state to a stopped state (not moving).

[0065] The start-stop determination buffer 603 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by the start determination engine 602. For example, the information may include information or a log of any times and timestamps of when a vehicle was determined to have transitioned from a rolling state to a stopped state.

[0066] Figure 7 An embodiment of the error handling engine 214 is shown. The error handling engine 214 may include hardware, software, and / or firmware configured to communicate any system errors associated with conditions (states), events, and parameters to the CAN bus or WiFi port. These errors may include end stop proximity events, excessive actuator dwell events, or insufficient speed ratios due to actuator dwell (short shift events), or possible failed calibration sequences. In particular, the error detection engine 702 may detect these errors, and the error communication engine 704 may communicate these errors to the CAN bus and / or WiFi port.

[0067] Figure 8Implementation of the message engine 216 is shown. The message engine 216 may include hardware, software, and / or firmware configured to receive any notifications from other engines (e.g., the cadence control engine 206, the manual control engine 208, the coasting engine 210, the start-stop engine 212, the error handling engine 214, or the calibration engine 218) and transmit these notifications to one or more user devices (e.g., the smart device 256). In particular, the message engine 216 may include a notification receiving engine 802 and a message transmission engine 804, both of which may include hardware, software, and / or firmware configured to perform the functions of the message engine 216. The notification receiving engine 802 may receive notifications about status updates, such as errors detected, coasting modes detected, shift actuator position changes, the vehicle is started, or the vehicle is calibrated. The notification receiving engine 802 may transmit any notification or, alternatively, notifications falling into a specific category or classification or notifications that meet a specific indicator (such as importance) to the message transmission engine 804. Once the message transmission engine 804 receives the notification, the message transmission engine 804 can selectively or indiscriminately transmit the notification to the user device (e.g., smart device 256) and / or one or more other engines (e.g., cadence control engine 206, manual control engine 208, coasting engine 210, start-stop engine 212, error handling engine 214, or calibration engine 218). The transmission of messages can occur in batches, at predetermined times, and / or in response to certain triggers.

[0068] The notification reception buffer storage device 803 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the notification reception engine 802. For example, the information may include information or a log of any notifications received and any other characteristics of the notifications, such as the importance, category or classification of the notifications. Meanwhile, the message transmission buffer storage device 805 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the message transmission engine 804. For example, the information may include the time when one or more notifications were transmitted, whether the attempted transmission was successful and / or whether the transmission was retried, and timestamps corresponding to these retry attempts.

[0069] Fig. 9 An embodiment of a calibration engine 218 is shown. The calibration engine 218 may include hardware, software, and / or firmware configured to perform a single point calibration or passive calibration, obtain the relationship between the shift actuator position and the transmission speed ratio, and obtain the fully underactuated (FUD) and fully overactuated (FOD) positions corresponding to the shift actuator. Passive calibration includes active end stop detection and correction, active detection and correction of errors in the speed ratio relative to the shift actuator position.

[0070] In particular, the calibration engine 218 may include a speed ratio acquisition engine 902, a FUD acquisition engine 904, and a FOD acquisition engine 906, all of which may include hardware, software, and / or firmware configured to perform the functions of the calibration engine 218. The speed ratio acquisition engine 902 may determine or record a shift actuator position corresponding to a transmission speed ratio of about 0.8, or in a range of about 0.7 to 0.9, 0.6 to 1, 0.55 to 1.05, or another transmission speed ratio that is not in the backlash region but not too high to require severe or uncomfortable pedaling. The speed ratio acquisition engine 902 may downshift according to the post-conversion range after the above-mentioned 4-bar mechanism conversion until a stall event indicating a mechanical end stop in the shift mechanism is detected, and upshift by about 30 degrees to compensate for the expected mechanism backlash. In some examples, when upshifting, the speed ratio acquisition engine may suppress the recording of the FOD position. The speed ratio acquisition engine 902 may increase the transmission speed ratio incrementally as quickly as possible. The transmission speed ratio may be detected via a speed sensor. The ratio acquisition engine 902 may reduce the magnitude or rate of change of the shift actuator position over time to avoid the shift actuator from sticking or otherwise overloading, breaking, or deforming the shift mechanism or AHI.

[0071] The speed ratio acquisition engine 902 can then detect that the pedaling speed is at least a threshold speed, or that the wheel hub rotational motion is at least a threshold motion. The threshold amount of the wheel hub rotational motion can be, for example, a pedal stroke, or any applicable number or range of pedal strokes. After such detection, the speed ratio acquisition engine 902 can adjust the transmission ratio until the speed ratio acquisition engine 902 detects that the transmission ratio is about 0.8 or any other value within the above range. In some examples, the speed ratio acquisition engine 902 can estimate the position where such a transmission ratio or ratio range occurs based on a lookup table. Within a number of pedal strokes (such as between three to five pedal strokes), the speed ratio acquisition engine 902 can be able to determine such a position. The speed ratio acquisition engine 902 can verify the actual transmission ratio and record the corresponding shift actuator position. The speed ratio acquisition engine 902 can convert the shift actuator position into a value by using a formula, a lookup table, or a relationship in which the shift actuator position is equal to or approximately equal to 100 multiplied by the transmission ratio minus 50. Therefore, in some embodiments, according to the post-conversion range after the above-mentioned 4-bar mechanism conversion, the shift actuator FUD position deviates from the shift actuator position corresponding to the transmission ratio of 0.8 by about 30 degrees. In some examples, the speed ratio acquisition engine 902 can use this transmission ratio and shift actuator position relationship pair, and the table or known or historical relationship between the transmission ratio and the shift actuator position (hereinafter referred to as "table") to determine the specific shift actuator position corresponding to different transmission ratios. The table may further include the relationship between the AHI motor position and the transmission ratio, and / or the relationship between the AHI motor position and the shift actuator position. The AHI motor position can be a scaled version of the shift actuator position. The table may also include the backlash value at the FUD, the minimum and maximum theoretical CVP speed ratios, the maximum known FOD position, and the maximum known CVP speed ratio. The table or known relationship can be based on multiple characteristics, such as cog ratio, wheel size, and operating mode (such as economy mode or turbo mode). Fig.10 An example of a known relationship is shown in FIG. In some manner, the ratio acquisition engine 902 can calibrate the CVP hub without requiring a three-point calibration, thereby resulting in a shorter calibration process and avoiding overdriving.

[0072] Move to Fig.10 , according to the post-conversion range after the above-mentioned 4-bar mechanism conversion, the backlash region 1002 corresponds to the shift actuator position between -30 degrees and zero degrees. The FUD position 1003 is at the beginning of the backlash. The region 1004 can be approximated as a second-order polynomial, where the transmission ratio increases as the shift actuator moves. The FOD position 1005 is at the beginning of the saturation region 1006, in which the transmission ratio no longer increases as the shift actuator moves.

[0073] Back to Fig. 9, the FUD acquisition engine 904 can obtain or verify the software stop point corresponding to the FUD position. The FUD acquisition engine 904 can actively monitor the shift actuator position (compared to the transmission speed ratio) during the user's riding of the vehicle to determine at which shift actuator position the backlash begins. For example, when the transmission speed ratio is greater than 0.5, when the FUD acquisition engine 904 detects uniform pedaling at a pedaling frequency of, for example, at least 30 rpm, the FUD acquisition engine 904 can rotate the shift actuator toward the FUD position. During this process, the AHI torque can increase. When it is detected that the incremental change in the rotation of the shift actuator does not cause an incremental decrease in the transmission speed ratio, the FUD acquisition engine 904 can detect the beginning of the backlash. Also at this point, the incremental change in the rotation of the shift actuator in the opposite direction does cause an incremental increase in the transmission speed ratio. The beginning of the backlash is the point of the lowest speed ratio of the CVP and can be considered as the FUD position of the shift actuator. The FUD acquisition engine 904 can record this position as a software stop point, which can be far enough away from the FUD mechanical end stop to include the backlash area. Using the prediction of backlash, the FUD acquisition engine 904 can avoid entering the shift actuator position range where backlash exists. Fig.11 An example relationship between CVP input torque, CVP input speed, actuator position, and actuator current is shown in FIG.

[0074] The FOD acquisition engine 906 can acquire or verify a software stop point corresponding to the FOD position. The FOD acquisition engine 906 can monitor the current increase while rotating the shift drive toward the FOD. Fig.12 An example relationship between the input torque of the shift actuator and the transmission ratio is shown in FIG. If the current increases but the transmission ratio stops increasing and remains constant, at this point, the FOD is reached. The FOD acquisition engine 906 can record the shift actuator position as a software stop point. The benefits of detecting the software stop points at the FOD and FUD in this way include: utilizing the full available ratio range of the specific CVP, reducing unnecessary shift actuator rotation during backlash, being able to detect reset indexing events without involving the user, and avoiding calibration until the initial moment when the user starts riding the vehicle. Between the FUD position and the FOD position, the full AHI servo motor torque can be utilized or implemented. If the shift actuator position is to move outside or beyond the software SFOD position, the AHI servo motor torque can be reduced to a certain value, such as any value between 3 and 5 Newton meters (Nm). Between the FUD and the FOD, the AHI current can be increased incrementally as long as thermal limits, current limits, and mechanical limits are followed.

[0075] As the shift actuator approaches the software SFOD or software SFUD position, the allowed rate of change of the shift actuator or the AHI servo motor current applied by the AHI 202 may be reduced to prevent overloading, cracking, or otherwise deforming the shift mechanism. The allowed rate of change of the shift actuator may be higher when approaching the SFOD than when approaching the SFUD because the CVP input torque is added to the torque of the AHI 202 when applied against the FUD stop and is subtracted from the AHI 202 when applied against the FOD stop.

[0076] The speed ratio acquisition buffer storage device 903 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the speed ratio acquisition engine 902. For example, the information may include information or logs of any transmission speed ratios obtained within a range between 0.7 and 0.9 or about 0.8. The FUD acquisition buffer 905 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the FUD acquisition engine 904. For example, the information may include the FUD stop point location. The FOD acquisition buffer 907 may include hardware, software and / or firmware configured to store information and / or metadata obtained by the FOD acquisition engine 906. For example, the information may include the FOD stop point location. However, this information in the speed ratio acquisition buffer storage device 903, the FUD acquisition buffer 905 and the FOD acquisition buffer 907 may not be retrieved or utilized during assembly, reassembly or repositioning of the CVP hub 251 or the AHI 202. For example, the speed ratio acquisition engine 902 may repeat the process of determining a shift actuator position corresponding to a speed ratio of approximately 0.8 or between 0.7 and 0.9 without returning to a previously determined shift actuator position.

[0077] FIG. 13A to FIG. 13C , FIG. 14A to FIG. 14C , FIG. 15A to FIG. 15D and FIG. 16A to FIG. 16C Different concepts of passive calibration are presented. These figures refine the concept of a predefined sequence of events that occur "automatically" or "passively" depending on the state of the CVP system in order to establish the key aspects of calibration, namely establishing the relationship between the speed ratio and the absolute position of the actuator (AHI or shift actuator) from a previously unknown situation, and establishing the allowed FUD and FOD travel limits. Depending on whether a calibration record exists, automated steps are implemented to place the shift mechanism near the FUD without being in the backlash as the starting point for establishing the absolute position of the shift actuator, while also being transparent to the system user (cyclist).

[0078] 17A to 17HModes for "active-passive" error detection, active end stop detection at FOD, FUD, manual mode, cadence mode and start-after-stop operation are demonstrated. Fig.17A The error detection process 1702 in cadence or manual mode is shown. Fig. 17B An active end stop detection process 1704 at the FOD is shown. Fig. 17C An active end stop detection process 1706 at the FUD is shown. Fig.17D Cadence mode process 1708 is shown, including connections 1709 to error detection process 1702, active end stop detection process 1704, and / or active end stop detection process 1706. Connection 1717 is from Fig.17E The CAD_Mea box within the "Bike+CVP+AHI" to Auto Cadence Mode process is shown. CAD_Mea indicates the quotient of the input speed sensor divided by the cog ratio. Connection 1719 is from Fig.17E ”Bike+CVP+AHI” shown in the figure to “SD_Pos” in coasting when in cadence mode. Fig.17F The connection 1721 extends from the "Move Shift Drive" process to SD_Pos in the moving process after the stop shown in FIG. Fig.17E The displayed "Bicycle + CVP + AHI". Connection 1725 from Fig.17F The displayed vehicle movement (OSS) hitbox extends to Fig.17D . Link 1727 from Fig.17F The displayed mode decision box (specifically, determining whether it is manual mode) is extended. Figure 17G The connection between the error detection process 1702 in cadence or manual mode, the active end stop detection process 1704 at the FOD, the active end stop detection process 1706 at the FUD, and the cadence mode process 1708 at connection 1709 is shown.

[0079] Fig.18 is with Fig. 9Flowchart of a calibration method 1801 consistent with and performed by the AHI 202, in particular by the calibration engine 218. In particular, the calibration method can begin at step 1802, in which the position of the shift actuator (e.g., the shift actuator 232) corresponds to the FUD backlash region. For example, the mechanical stop of the C1 carrier may have been contacted. In some examples, at this point, the transmission ratio may be about 0.5. The calibration engine 218 can perform an upshift to increase the transmission ratio, which requires moving the shift actuator while continuously monitoring the transmission ratio. In step 1804, the calibration engine 218 can determine when the transmission ratio reaches a certain value. Once the transmission ratio reaches a certain value, the calibration engine 218 can record the position of the shift actuator in step 1806. At this position, the AHI 202 is outside the backlash region corresponding to the FUD. In some examples, this transmission ratio can reach a value of 0.8, or any value between 0.7 and 0.9, 0.6 to 1, 0.55 to 1.05, or any appropriate value that is removed from the kickback region but does not require severe or uncomfortable pedaling. From this position, the calibration engine 218 can determine the FUD and FOD positions (e.g., software stop points outside the kickback region or saturation region) according to the table in step 1808. Therefore, the calibration engine 218 can be calibrated by only obtaining one data point of the shift drive position and the transmission ratio. In addition, the calibration engine 218 can further verify the FUD position and the FOD position by actively monitoring the shift drive position compared to the transmission ratio during the pedaling of the vehicle to determine at which shift drive position the kickback begins. For example, when it is detected that the incremental change in the rotation of the shift drive does not cause an incremental decrease in the transmission ratio, the calibration engine can determine the point as the FUD position. At the same time, in order to obtain the FOD position, the calibration engine 218 can monitor the current increase while rotating the shift drive toward the FOD by increasing the transmission ratio. If the current increases but the transmission ratio stops increasing and remains constant, then at that point the calibration engine determines the FOD position.

[0080] Fig.19 1900 is a block diagram of a computing device 1900 according to some embodiments. In some embodiments, computing device 1900 may be a specific implementation of one or more processing servers in client device 162 and / or processing server 101, and may perform some or all of the functions described herein. Computing device 1900 includes one or more hardware processors 1902, memory 1904, storage 1906, input device 1910, and output device 1912 and / or communication interface 1914, all of which are communicatively coupled to communication channel 1908.

[0081] The one or more hardware processors 1902 may be configured to execute executable instructions (eg, software programs, applications). In some example embodiments, the one or more hardware processors 1902 include circuitry or any processor capable of processing executable instructions.

[0082] Memory 1904 stores working data. Memory 1904 includes devices such as RAM, ROM, RAM cache, virtual memory, etc. In some embodiments, data in memory 1904 can be cleared or eventually transferred to storage device 1906 for more permanent retention. The term "memory" herein is intended to cover all data storage media, whether permanent or temporary.

[0083] Storage 1906 includes any persistent storage device. Storage 1906 may include a flash drive, a hard drive, an optical drive, a cloud storage device, a tape, and / or an expandable storage device (e.g., an SD card). Each of memory 1904 and storage 1906 may include a computer-readable medium that stores instructions or programs that can be executed by one or more hardware processors 1902.

[0084] Input device 1910 may include any device capable of receiving input information (eg, a mouse, keyboard, microphone, etc.) Output device 1912 may include any device capable of outputting information (eg, a speaker, a screen, etc.).

[0085] The communication interface 1914 may include any device capable of interfacing with an external device and / or data source. The communication interface 1914 may include an Ethernet connection, a serial connection, a parallel connection, and / or an ATA connection. The communication interface 1914 may include wireless communications (e.g., 802.11, WiMax, LTE, 5G, WiFi) and / or cellular connections. The communication interface 1914 may support wired and wireless standards.

[0086] The computing device 1900 may include more or fewer hardware, software, and / or firmware components than those depicted (e.g., drivers, operating systems, touch screens, biometric analyzers, batteries, APIs, global positioning system (GPS) devices, various sensors, etc.). Hardware elements may share functionality and still be within the various embodiments described herein. In one example, the one or more hardware processors 1902 may include a graphics processor and / or other processors.

[0087] An "engine," "system," "data storage device," and / or "database" may include hardware, software, firmware, and / or circuitry. In one example, one or more software programs including instructions executable by a hardware processor may perform one or more of the functions of an engine, data storage device, database, or system described herein. Circuitry may perform the same or similar functions. The functions of various systems, engines, data storage devices, and / or databases may be combined or divided differently. The memory or storage device may include a cloud storage device. The term "or" may be interpreted as inclusive or exclusive. The plural instances described herein may be replaced with singular instances. The memory or storage device may include any appropriate structure (e.g., an active database, a relational database, a self-referencing database, a table, a matrix, an array, a flat file, a file-oriented storage system, a non-relational No-SQL system, etc.), and may be a cloud-based structure or other structure.

[0088] At least some of the operations of the method may be performed by the one or more hardware processors. The one or more hardware processors may operate partially or completely in a "cloud computing" environment or as "software as a service" (SaaS). For example, some or all of these operations may be performed by a group of computers accessible via a network (e.g., the Internet) and via one or more appropriate interfaces (e.g., one or more APIs).

[0089] The execution of certain of these operations may be distributed among various hardware processors, whether these hardware processors reside within a single machine or are deployed across multiple machines. In some embodiments, the one or more hardware processors or engines may be located in a single geographic location (e.g., within a home environment, an office environment, or a server farm). In some embodiments, the one or more hardware processors or engines may be distributed across many geographic locations.

[0090] The foregoing description of the preferred embodiments of the present invention is given by way of example only, and in view of the foregoing teachings, other variations and modifications to the above-described embodiments and methods are possible. Although these network sites are described as separate and different sites, it will be appreciated by those skilled in the art that these sites can be part of an overall site, can each include a part of multiple sites, or can include a combination of a single site and multiple sites. The various embodiments set forth herein can be implemented using hardware, software, or any desired combination thereof. To this end, any type of logic capable of implementing the various functions set forth herein can be utilized. The components can be implemented using a programmed general-purpose digital computer, using a dedicated integrated circuit, or using a network of interconnected conventional components and circuits. The connection can be wired, wireless, modem, etc. The embodiments described herein are not intended to be exhaustive or restrictive.

Claims

1. A continuously variable planetary (CVP) system comprising: a CVP hub comprising a shift mechanism, wherein the shift mechanism comprises a shift actuator element; and A processing server system configured to calibrate the CVP system and detect errors within the CVP hub, the shift mechanism, or the processing server system, wherein the processing server system comprises: one or more hardware processors; and a memory storing computer instructions that, when executed by the one or more hardware processors, are configured to perform: continuously monitoring or obtaining the transmission speed ratio of the CVP hub during adjusting or maintaining the transmission speed ratio of the CVP hub; When it is detected that the transmission speed ratio reaches a specific speed ratio value, recording a corresponding mechanism position of the shift mechanism; calibrating the CVP system based on the specific speed ratio value, or the corresponding mechanism position, and a known relationship between the transmission speed ratio and the position of the shift mechanism; determining or verifying a fully under-actuated (FUD) position by iteratively decreasing the transmission ratio from the specified value until the onset of a kickback condition is detected; determining or verifying a fully overdrive (FOD) position by iteratively increasing the motor current applied by the AHI until the transmission ratio stops increasing; and The CVP system is implemented based on the determined FUD position and the determined FOD position, wherein implementing the CVP system includes stopping the shift mechanism or reversing its direction when the FUD position or the FOD position is reached.

2. The CVP system of claim 1, wherein: The onset of the kickback condition corresponds to a point when movement of the shift actuator in a first direction fails to cause a decrease in the transmission ratio and movement of the shift mechanism in a second direction opposite the first direction causes an increase in the transmission ratio.

3. The CVP system of claim 1, wherein: The process server system includes an automatic hub interface (AHI).

4. The CVP system of claim 1, wherein: Continuously monitoring or obtaining the transmission ratio is performed in response to the shift mechanism being in a kickback region corresponding to the FUD.

5. The CVP system of claim 1, wherein: Continuously monitoring or obtaining the transmission ratio is performed in response to detecting that no previous calibration record exists.

6. The CVP system of claim 1, wherein: The determined FOD position corresponds to the beginning of the saturation region.

7. The CVP system of claim 1, wherein: The instructions, when executed by the one or more hardware processors, are further configured to perform: determining a relationship between a shift mechanism position and the transmission speed ratio according to the specific speed ratio value and the corresponding mechanism position, and the corresponding positions of the shift mechanism at the FUD position and the FOD position; determining any deviation from the determined relationship, or a pre-defined relationship, during operation of the CVP system; as well as When determining the deviation, an offset is added to the relationship.

8. The CVP system of claim 1, wherein: The corresponding mechanism position of the shift actuator is between the FOD position and the FUD position.

9. The CVP system of claim 1, wherein: The specific speed ratio value is between 0.7 and 0.

9.

10. The CVP system of claim 1, wherein: Continuously monitoring or obtaining the transmission speed ratio includes obtaining the transmission speed ratio from a first sensor corresponding to an input interface of the CVP and from a second sensor corresponding to an output interface of the CVP.

11. A method performed by a processing server system for calibrating a continuously variable planetary (CVP) system, the CVP system comprising a CVP hub, the CVP hub comprising a shift mechanism, wherein: The shift mechanism includes a shift actuator element, and the method includes: continuously monitoring or obtaining the transmission speed ratio of the CVP hub during adjustment or maintenance of the CVP hub speed ratio; When it is detected that the transmission speed ratio reaches a specific speed ratio value, recording a corresponding mechanism position of the shift mechanism; calibrating the CVP system based on the specific value, the corresponding shifter position, and a known relationship between a transmission ratio and the shifter position; determining or verifying a fully under-actuated (FUD) position by iteratively decreasing the transmission ratio from the specified value until the onset of a kickback condition is detected; determining or verifying a fully overdrive (FOD) position by iteratively increasing the motor current applied by the AHI until the transmission ratio stops increasing; and The CVP system is implemented based on the determined FUD position and the determined FOD position, wherein implementing the CVP system includes stopping the shift mechanism or reversing its direction when the FUD position or the FOD position is reached.

12. The method of claim 11, wherein: The onset of the kickback condition corresponds to a point when movement of the shift mechanism in a first direction fails to cause a decrease in the transmission ratio and movement of the shift mechanism in a second direction opposite the first direction causes an increase in the transmission ratio.

13. The method of claim 11, wherein: Continuously monitoring or obtaining the transmission ratio of the CVP hub is performed in response to a reset indexing event.

14. The method of claim 11, wherein: Continuously monitoring or obtaining the transmission ratio is performed in response to the shift mechanism being in a kickback region corresponding to the FUD.

15. A method for calibrating a continuously variable planetary (CVP) system, the CVP system comprising a CVP hub and a processing server system, the CVP hub comprising a shift mechanism, the shift mechanism comprising a shift actuator element, the method comprising: detecting a CVP system state and executing a predefined sequence of movements of said shift mechanism including a shift actuator element; When the predetermined sequence of movements is completed, a shift mechanism position value is specified; Continuously monitoring or obtaining the transmission ratio and determining an error by comparing the actual position value of the shift mechanism with a predefined relationship with the same speed ratio; and The actual shift mechanism position value is offset based on the error.

16. The method of claim 15, wherein: Continuously monitoring or obtaining a shift mechanism stuck / saturated condition by performing active end stop detection to determine software FUD (SFUD) or software FOD (SFOD); and the method further comprises: Ratio-based constraints are set by the processing server system and by continuously monitoring the CVP ratio, including but not limited to time-based limits or deadlines to SFUD or SFOD.

17. The method of claim 15, wherein: Continuously monitoring the CVP system calibration status sets system parameters; and when the CVP system status is in calibration, setting or increasing the torque and speed capabilities of the automatic hub interface (AHI).

18. The method of claim 15, wherein: The predetermined sequence of movement of the shift mechanism is performed in response to detecting that no previous calibration record exists.

19. The method of claim 15, wherein: Continuously monitor or obtain the automatic hub interface (AHI) power cycling event; when the automatic hub interface (AHI) has a power cycling event, apply temporary system constraints and reset calibration parameters, and when the automatic hub interface (AHI) power cycle occurs, apply automatic hub interface (AHI) torque and speed capacity limits.

20. The method of claim 15, wherein: The shift mechanism position value excludes movement.

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