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

Abstract

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

Description

Technical Field

[0001] This invention relates generally to the calibration of vehicle electromechanical equipment, and more specifically to a system and method for the passive calibration of continuously variable transmission (CVP) planetary systems in vehicles (such as bicycles). Background Technology

[0002] CVP system calibration involves setting the absolute positions of the electromechanical equipment. These absolute positions can include, for example, full underactuation (FUD), full overactuation (FOD), and a mid-range gear ratio, which represents the midpoint between the FUD and FOD positions. Furthermore, calibration involves obtaining transmission ratios that indicate the degree of any underactuation or overacting condition. However, current calibration methods can involve excessive manual intervention and / or be time-consuming. Therefore, improving calibration will not only result in a better user experience but also improve the accuracy of the process. Summary of the Invention

[0003] The calibration and other related processes of CVP systems involve wheel hub interfaces, such as Automatic Hub Interfaces (AHIs). While the foregoing focuses on CVP systems, the techniques presented can also be applied to vehicles that utilize non-CVP wheel hubs, including automatic shifting systems and integrated motors and transmissions. Factors requiring individual calibration for each CVP system can be attributed to minor manufacturing defects in each CVP wheel hub and CVP system, as well as aging of the CVP wheel hub. In particular, each wheel hub may be manufactured within certain tolerances, resulting in slightly different behavior of the CVP shift mechanism and available gear ratios or permissible travel. Calibration is necessary because, when assembling, reassembling, or repositioning the Automatic Hub Interface (AHI) to the CVP shift mechanism, the actuator, as part of the AHI, is unaware of any limitations or physical end stops, and / or FUD or FOD positions of the CVP shift mechanism. Therefore, without calibration, the actuator (AHI) will continuously cause the shift mechanism to strike its physical end stop and potentially overload the end stop by applying excessive force, which could damage the CVP hub, the shift mechanism, or the automatic hub interface (e.g., AHI) that mates with the CVP hub. In some examples, the actuator actuates or rotates the shift drive (a component of the CVP shift mechanism), which in turn encourages changes in the CVP gear ratio. Calibration also establishes a basic relationship between the position of the shift drive, which controls the position of the carrier (e.g., C1 or input carrier), and the gear ratio (also known as the gear ratio). The gear ratio indicates the ratio between the input gear speed and the output gear speed. This calibration process is performed passively, with minimal or no interference to the user, and requires almost no user input. This calibration process can be performed during normal use and operation of the bicycle.

[0004] Specifically, during this process, when AHI switches from the off state to the on state or when a reindexing event is detected, AHI can downshift as much as possible, detect a stalling event, and backshift or upshift by a certain amount of rotation (e.g., about 30 degrees) to compensate for backlash. This amount of rotation can be based on the assumption that the backlash range is about 30 degrees, depending on the shift range. The shift range can be generated by a mechanism such as a four-bar linkage, which converts or amplifies the original 8-degree rotation of the carrier into 120 degrees for the shift drive element as part of the shift mechanism. The backlash range can vary for different shift mechanisms. Backlash can be caused by this conversion or amplification of the rotation of the C1 carrier using a four-bar linkage. At this time, the CVP hub can be in or near a fully underdriven (FUD) position, where the gear ratio is about 0.5. AHI can detect hub rotational movement that can occur in response to a person stepping on the pedal or moving the vehicle. When at least a threshold amount of hub rotational movement is detected, AHI can begin the upshift process. The threshold amount of hub rotational motion can be a pedal travel, or any applicable number or range of pedal travel. This upshifting process may involve increasing the gear ratio until the AHI detects a gear ratio of approximately 0.8, such as between 0.7 and 0.9, 0.6 and 1, 0.55 and 1.05, or any suitable range sufficiently far from the backlash zone but not too high to avoid harsh or uncomfortable pedaling. The gear ratio can be detected via a speed sensor. Within a few pedal travels (e.g., between three and five pedal travels), the AHI may be able to determine this gear ratio. The AHI can then verify the actual gear ratio and record the corresponding shift drive position. The AHI can convert the shift drive position to a value and use the known relationship between the gear ratio and the shift drive position to estimate the shift stop point, such as in scenarios with open-loop gear ratio control, such as in coasting or manual mode. The conversion of the shift drive position can be based on a formula, lookup table, or relationship where the shift drive position equals 100 multiplied by the gear ratio minus 50. Therefore, the shift drive FUD position (also known as the FUD position, FUD stop point, or FUD stop point position) corresponding to the software stop point and exactly before the backflash begins deviates from the shift drive position corresponding to a gear ratio of 0.8 by approximately 30 degrees. Simultaneously, the final stop position of the shift drive, including the backflash area and corresponding to the mechanical end stop, deviates from the shift drive position corresponding to a gear ratio of 0.8 by approximately 60 degrees, taking into account approximately 30 degrees of backflash. These differences of 30 and 60 degrees are based on the converted range after the aforementioned four-bar linkage conversion.In some examples, using a table or known relationship between the gear ratio and the shift drive position, and between the gear ratio and the shift drive position, AHI can calibrate the CVP system (CVP plus shift mechanism plus AHI) without three-point calibration, thus resulting in a shorter calibration process and avoiding overdrive.

[0005] In some examples, AHI can further detect or verify software stop points corresponding to the software FOD (SFOD) and software FUD (SFUD) positions associated with the FOD and FUD positions. The AHI can actively monitor the shift drive position (compared to the gear ratio) during user riding to determine at which shift drive position backlash begins. For example, when the gear ratio is greater than 0.5, the AHI can rotate the shift drive towards the FUD position when it detects even pedaling. The AHI can detect the start of backlash when it detects that an incremental change in shift drive rotation no longer causes an incremental decrease in the gear ratio. The start of backlash is the point of lowest gear ratio in the CVP and can be considered the FUD position of the shift drive. The AHI can record this position as a software stop point, which can include backlash and be sufficiently far from the mechanical end stop. Using backlash prediction, the AHI can avoid entering shift drive position ranges where backlash exists. Conversely, AHI can detect backflash exit at the point where a given change in the shift drive position causes a change in the gear ratio, whereas previously no change in the gear ratio was caused.

[0006] To detect Full Overdrive (FOD), AHI can monitor the current rise as the shift drive rotates toward FOD. If the current increases but the gear ratio remains constant, FOD is reached at that point. AHI can record 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 of that specific CVP; unnecessarily reducing shift drive rotation during backflash; detecting reset shift 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 continuously monitors the relationship between the gear ratio and the shift drive position. If the error between the currently monitored relationship and a known or reference relationship exceeds a certain threshold, the AHI can infer that a reset, reassembly, repackaging, or out-of-phase event has occurred, and / or an error has been detected, thereby recalibrating or restarting the calibration process. Additionally, the AHI can perform error detection by continuously monitoring potential degradation of the CVP over time. For example, the AHI can detect a decrease in the gear ratio range over time.

[0008] In some embodiments, the present invention provides a continuously variable planetary (CVP) system, the CVP system comprising: a CVP hub including a shift mechanism (including a shift drive element); and a processing server system for calibrating the CVP system and detecting errors within the CVP system. The processing server system continuously monitors or obtains the transmission ratio of the CVP hub during adjustment or maintenance; when the transmission ratio is detected to reach a specific ratio value, it records the corresponding mechanism position of the shift mechanism; calibrates the CVP system based on the specific ratio value, or the corresponding mechanism position, and the known relationship between the transmission ratio and the position of the shift mechanism; determines or verifies the fully underdriven (FUD) position by iteratively decreasing the transmission ratio from the specific value until the start of backflash is detected; determines or verifies the 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 according to 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 start of the backflash condition corresponds to the point when the movement of the shift drive in the first direction does not cause a decrease in the gear ratio and the movement of the shift drive in the second direction opposite to the first direction causes an increase in the gear ratio.

[0010] In some embodiments, the processing server system includes an Automatic Hub Interface (AHI).

[0011] In some embodiments, continuous monitoring or acquisition of the transmission ratio is performed in response to the CVP hub being in the backlash region corresponding to FUD.

[0012] In some embodiments, continuous monitoring or acquisition of the transmission ratio is performed in response to the detection that no previous calibration record is available.

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

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

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

[0016] In some embodiments, this particular value is between 0.7 and 0.9.

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

[0018] In some embodiments, the present invention provides a method for calibrating a continuously variable planetary (CVP) system, the CVP system including a CVP hub, the CVP hub including a shift mechanism (including a shift drive element) and an actuator (e.g., a part of an AHI). The method includes: continuously monitoring or obtaining the transmission 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 ratio is detected to reach a specific ratio value; calibrating the CVP system based on the specific value, the corresponding shift mechanism position, and a known relationship between the transmission ratio and the shift mechanism position; determining or verifying a fully underdriven (FUD) position by iteratively decreasing the transmission ratio from the specific value until the start of backflash is detected; determining or verifying a fully overdriven (FOD) position by iteratively increasing the motor current applied by the AHI until the transmission ratio stops increasing; and implementing the CVP system according to 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, continuous monitoring or acquisition of the transmission ratio of the CVP hub is performed in response to a reset indexing event (wherein the AHI is re-clocked relative to the CVP shift mechanism).

[0020] In some embodiments, a method calibrates a continuously variable transmission (CVP) 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 drive element. The method includes: detecting a CVP system state and performing a predetermined sequence of movements of the shift mechanism including the shift drive element; defining a shift mechanism position value upon completion of the predetermined sequence of movements; continuously monitoring or obtaining a gear ratio and determining an error by comparing the actual shift mechanism position value with a predefined relationship to the gear ratio; and offsetting the actual shift mechanism position value based on the error.

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

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

[0023] In some embodiments, the predetermined sequence of movements of the shift mechanism is performed in response to the detection that no previous calibration record is available.

[0024] In some embodiments, Automatic Hub Interface (AHI) power cycling events are continuously monitored or acquired; when an AHI power cycling event occurs, temporary system constraints are applied and calibration parameters are reset; when an AHI power cycling event occurs, AHI torque and speed capacity limits are applied. Power cycling events may include a sequence of power-on, then power-off, then power-on again. Calibration parameters may include software stop points.

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

[0026] In some examples, the processing server system executes a pre-defined sequence of movements 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 shift mechanism position value by comparing the actual shift mechanism position with a pre-defined ratio-based "lookup" value. The processing server system continuously monitors the shift mechanism state and controls and adjusts the shift mechanism travel limits (active end-stop detection and correction). The processing server system continuously monitors the CVP system state and manages the torque and speed capacity of the AHI, including state-based software stop points (shift mechanism travel soft limits) and time-based cutoff limits.

[0027] These and other aspects of AHI and CVP can be described in more detail below. Attached Figure Description

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

[0029] Figure 1E The diagram illustrates examples of underdrive and overdrive conditions in a CVP wheel hub according to some embodiments of the present invention.

[0030] Figure 1F The diagram illustrates an example CVP shift mechanism according to some embodiments of the present invention and further shows the position of the carrier stop.

[0031] Figure 2 This is a block diagram illustrating a CVP system according to some embodiments of the present invention, showing an Automatic Hub Interface (AHI) that mates with a CVP hub, which coordinates the calibration and other operations of the CVP system.

[0032] Figure 3 This is a block diagram of a cadence control engine within an AHI according to some embodiments of the present invention, the cadence control engine monitoring pedaling cadence to provide feedback on adjustments to the gear ratio.

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

[0034] Figure 5 This is a block diagram of a coasting engine within an AHI according to some embodiments of the present invention, which implements open-loop switching control when coasting is detected.

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

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

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

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

[0039] Figure 10 This is a diagram illustrating an example relationship between the position of the shift drive and the gear ratio according to some embodiments of the present invention.

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

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

[0042] Figures 13A to 13C , Figures 14A to 14C , Figures 15A to 15D and Figures 16A to 16C This is a flowchart illustrating different passive calibration modes depending on the presence or absence of a calibration record, according to some embodiments of the present invention.

[0043] Figures 17A to 17H This is a flowchart illustrating error detection, active end-stop detection at FOD and FUD, manual mode, cadence mode, and start-up operation mode after stopping, according to some embodiments of the present invention.

[0044] Figure 18 This is a flowchart of a calibration method according to some embodiments of the present invention.

[0045] Figure 19 It is a block diagram showing the details of a computing system that can be implemented for AHI.

[0046] Any relevant principle in any diagram can be applied to other diagrams. For example, Figures 1A to 1F Any relevant principles can be applied Figures 2 to 12 , Figures 13A to 13C , Figures 14A to 14C , Figures 15A to 15D and Figures 16A to 16C , Figures 17A to 17H , Figure 18 and Figure 19 . Detailed Implementation

[0047] The following description is provided to enable those skilled in the art to make and use various embodiments of the 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 invention. Therefore, the claims are not intended to be limited to the disclosed embodiments, but are to be accorded the widest scope consistent with the principles, features and teachings herein.

[0048] Figures 1A to 1F An exemplary continuously variable transmission (CVT) planetary (CVP) hub is shown, on which an automatic hub interface (AHI) can be fitted to calibrate the CVP system. Although Figures 1A to 1F Some features may differ from each other and may differ from the actual implementation, but Figures 1A to 1F This is applicable to demonstrating mechanical concepts of how a shift drive can change the gear ratio in various mechanical embodiments. Figure 1AIn this design, 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 is rotatable between different angles, which may correspond to the carrier ( Figure 1A Different angles (not shown). 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 that can be coupled to a pulley 116 and a reaction arm 137 that can be attached to a frame (e.g., a bicycle frame) via a shaft 122. Planetary members 130 can rotate uniformly about a planetary member shaft 142. The conversion of the transmission ratio between input and output speeds, and therefore the conversion of the ratio of input torque to output torque, can be achieved by tilting the axis of rotation of the planetary members 130. In some examples, the tilting of the axis of rotation of the planetary members 130 can be achieved by rotating a first stator 136 relative to a second stator 138. Each planetary member 130 can contact an idler gear 131 disposed radially inward of the respective planetary member 130. In some examples, the CVP hub 110 may include a timing plate 140 coupled to one end of the planetary member shaft 142. The timing plate 140 can synchronize the timing of the planetary members 130. A stator drive assembly 144 can be coupled to the shift drive 118. The stator drive assembly 144 may include a carrier 148 that can be coupled to the timing plate 140. The carrier 148 may also be coupled to the planetary gears 143. The number of teeth and pitch of the sun gear 141, planetary gears 143, and ring gears 145 and 146 may be determined to provide a specific desired rotation of the first stator 136.

[0050] Figure 1C An exemplary CVP hub 160 is shown, comprising a plurality of planetary elements 161, two ring assemblies (input traction ring 162 and output traction ring 163) in contact with these planetary elements 161, and an idler or sun gear assembly 164. These planetary elements 161 can be mounted on tiltable axles 165, which can be held in a carrier assembly having a first carrier (e.g., a C1 carrier) 168 and a second carrier (or a C2 carrier) 169. In some examples, the first carrier 168 may have guide slots, and the second carrier 169 may have radially offset guide slots. These tiltable axles 165 can be adjusted to achieve a desired gear ratio, and the adjustment of these tiltable axles 165 can involve controlling the angular alignment of the first carrier 168 and the second carrier 169.

[0051] Within or associated with the CVP hub 160 may be a four-bar linkage 170, which acts as a force multiplier shifting mechanism and converts approximately 8 degrees of rotation of the C1 carrier 166 into approximately 120 degrees of rotation. Therefore, the original range of approximately 8 degrees indicates the range between the FOD and FUD positions and corresponds to the converted range of approximately 120 degrees. In other words, in some embodiments, the positional difference between the FOD and FUD positions spans approximately 8 degrees of carrier rotation. The four-bar linkage 170 may include pins and slots. The four-bar linkage 170 may cause backflash due to this conversion. Depending on the converted range, this backflash 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 8-degree rotational range into different ranges, the backflash may differ from the present case.

[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 planetary component. A sun gear assembly 195 may be arranged radially inward of the tiltable sphere, 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 shifting mechanism 180 coupled to the first carrier member 191 and the second carrier member 192 to adjust the tiltable planetary components. The shift mechanism 180 includes a shift drive shaft 181, a first helical gear 182 that can be connected to a first carrier component 191, and a second helical gear 183 that can be connected to a second carrier component 192.

[0053] Figure 1E Exemplary underactuated, 1:1, and overacted conditions are illustrated. This is achieved by making planetary component 102 (which can be implemented as, for example...) Figure 1C Planetary component 161 or Figure 1B The axle of planetary component 130 is tilted, and the contact radius r between planetary component 102 and input ring 104 is... i and the contact radius r between planetary component 102 and output ring 106 o Modified. Therefore, the contact radius r between the input traction ring and the output traction ring was modified. i The ratio. When r i More than r o When r exhibits an underdriven state. o More than r i At that time, it exhibited an overdrive state. When r iequals r o At that time, the situation was 1:1.

[0054] Figure 1F The diagram shows the FUD stop 158 of the C1 (which is the FUD stop point of the C1 carrier), the FOD stop 156 of the C1 (which is the FOD stop point of the C1 carrier), the C1 carrier 154, the four-bar (pin in the slot) mechanism 152, and a component of the four-bar mechanism referred to as the shift actuator 118. 152 and 118 are... Figure 1C The components of the four-bar linkage 170 are shown.

[0055] Figure 2 This diagram illustrates the mating of an Automatic Hub Interface (AHI) 202 with a continuously variable transmission (CVP) planetary hub 251 according to some embodiments of the present invention. The AHI 202 can control and / or coordinate various operations of the CVP hub 251, including the calibration of the system formed when the AHI 202 and CVP hub 251 are combined. The CVP hub 251 can be implemented as... Figures 1A to 1D and Figure 1F Any of the CVP wheels shown, such as Figure 1A or Figure 1B CVP wheel hub 110, Figure 1C CVP wheels 160 or Figure 1D The CVP wheel hub is 190. (For example...) Figures 1A to 1D and Figure 1F As shown, the CVP hub 251 may include a shift drive 232. The shift drive 232 may be implemented as follows: Figure 1A or Figure 1B The shift drive 118 or Figure 1DAny of the shift drive shafts 181 in the system. Output speed (OS) readings from output interface sensor target 234 and OS sensor 242, and input speed (IS) readings from input shaft interface sensor target 236 and IS sensor 244 can be fed into AHI 202. AHI 202 may include: a servo system 252, such as a position-controlled electromechanical servo system that can continuously move forward and backward to obtain approximately 120 degrees of rotation of the shift drive 232 according to the shift range; gear 240; and electronic control unit (ECU) microprocessor 204. ECU microprocessor 204 may 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. ECU microprocessor 204 can receive information from servo system 252, gear 240, OS sensor 242, and IS sensor 244. AHI 202 can receive power from battery 250 via a connector and can receive and / or transmit information to user equipment via a controller area network (CAN) bus, communication interface, and / or application programming interface (API). User equipment may include head unit 254, smart device 256, and input device 258. Smart device 256 can encompass any device, such as a laptop computer, mobile phone, tablet computer, desktop computer, car entertainment / radio system, game console, smart TV, set-top box, smart appliance, or general edge computing device. User equipment may be part of a computer network. The computer network may include any wide area network (WAN), local area network (LAN), wireless local area network (WLAN), private network, public network, and / or a specific WAN commonly referred to as the Internet.

[0056] The ECU microprocessor 204 can connect to user equipment via cellular and / or radio frequency (RF) channels and / or electromagnetic (EM) connections and / or other channels. This connection can encompass a variety of technologies, such as home Wi-Fi, public Wi-Fi, Wi-Fi (Wireless Fidelity), BLE (Bluetooth Low Energy), and the IEEE (Institute of Electrical and Electronics Engineers) 802.15.4 protocol, as well as Zigbee (a global standard for inter-regional communication, characterized by long battery life, economical deployment, and efficient resource utilization), ISA100.11a (Internet Automation Association 100.11a), WirelessHART (Addressable Remote Sensor High-Speed ​​Channel Protocol), MiWi (Microchip Wireless), 6LoWPAN (IPv6 over Low Power Wireless Personal Area Networks), Threading, and SNAP (Subnet Access Protocol), etc. The functionality of the ECU microprocessor 204, which 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 following figures.

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

[0058] Figure 3An implementation of a cadence control engine 206 is illustrated. The cadence control engine 206 may include hardware, software, and / or firmware configured to use one or more speed sensors (e.g., two sensors) within a system that may include a CVP hub 251 to monitor pedaling cadence. The measured pedaling speed (measured cadence) is a feedback signal compared to a preset target cadence value. A cadence error is derived. The derived cadence error (cadence target - measured cadence) is reduced to a minimum by applying correction or modification to the position of the shift drive 232. Specifically, the cadence control engine 206 includes a cadence monitoring engine 302 and a 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 can determine whether cadence is present or trackable, and if present or trackable, track the cadence and compare it to a desired cadence as a predetermined setpoint based on closed-loop control. The cadence monitoring engine 302 can continuously or discretely transmit the tracked cadence error to the shift engine 304. The shift engine 304 can be configured to adjust the gear ratio based on a comparison between the cadence and the desired cadence. For example, if the detected cadence is higher than the desired cadence, the shift engine 304 can upshift or increase the gear ratio. If the detected cadence is lower than the desired cadence, the shift engine 304 can downshift or decrease the gear 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, this information may include pedaling speed and corresponding timestamps or logs, and / or comparisons between pedaling speed and desired speed. Metadata may include information such as trends in tracked pedaling speed and / or other analysis results. Simultaneously, 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, this information may include any adjustments made to the gear ratio and / or the time when such gear ratio adjustments occur, or logs. This information may also include other vehicle parameters or characteristics for which the gear ratio is adjusted.

[0060] Figure 4An implementation of a manual control engine 208 is illustrated. 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 to implement a manual mode process when manual mode is detected. Specifically, 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 will operate in manual mode, the manual mode detection engine 402 may transmit this instruction to the manual mode implementation engine 404. The manual mode implementation engine 404 may perform the implementation of manual mode, which includes adjustments between a discrete number of rotary positions (e.g., step positions) of the shift drive, indicating a specific (e.g., step) gear ratio.

[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, this information may include any moment a manual mode is detected and information or logs corresponding to the timestamp of said moment. Metadata may include information such as frequency or trends related to the number or pattern of moments when manual modes are detected. Meanwhile, 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, this information may include information or logs of specific instructions transmitted to and / or executed by the manual mode implementation engine 404, such as a specific rotational position of the shift drive and / or the corresponding gear ratio. This information may further include the frequency corresponding to the specific rotational position of the shift drive and / or other trends or patterns related to the information or logs of that specific instruction.

[0062] Figure 5An implementation of the coasting engine 210 is illustrated. The coasting engine 210 may include hardware, software, and / or firmware configured to detect whether the vehicle is in coasting mode and, when this is detected, to implement an open-loop mode. Specifically, 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 the rider stops pedaling and no cadence is measured, and / or when no signal is received from one or more speed sensors measuring pedaling speed (or a signal indicating zero rotation is received). Simultaneously, 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 the indication that the vehicle is coasting, it switches operation (e.g., from closed-loop mode) to open-loop mode. Open-loop mode relies on a predefined and “calibrated” relationship between the shift drive position and the gear ratio, as well as an implicit desired gear ratio to be followed during coasting intervals. The desired gear ratio during coasting can be implied by the cadence engine cadence setpoint and the actual vehicle speed (output speed).

[0063] The coasting detection buffer storage device 503 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by the coasting detection engine 502. For example, this information may include any moment a coasting condition is detected, along with a timestamp corresponding to that moment, or information or logs. Metadata may include information such as frequency or trends related to the number or pattern of times a coasting pattern is detected. Meanwhile, 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, this information may include information or logs of specific instructions transmitted to and / or executed by the open-loop switching engine 504, as well as information or logs of specific moments and / or timestamps for switching to and from open-loop modes. This information may further include a frequency indicating how frequently the open-loop mode has historically occurred.

[0064] Figure 6An implementation of a start-stop engine 212 is illustrated. 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 (non-moving) state and is preparing to return to a rolling state. In open-loop mode, the start-stop engine 212 coordinates with a shift engine to adjust or position the shift mechanism (shift drive) such that at the earliest moment the bicycle restarts (resumes pedaling and rolling), the CVP is in a preset "start after stop" gear ratio. Specifically, 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 (non-moving) state.

[0065] The start / stop determination buffer storage device 603 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by the start / stop determination engine 602. For example, this information may include information or logs determining the moment and timestamp at which the vehicle has transitioned from a rolling state to a stopped state.

[0066] Figure 7 An implementation of the error handling engine 214 is illustrated. The error handling engine 214 may include hardware, software, and / or firmware configured to transmit any systematic errors related to conditions (states), events, and parameters to a CAN bus or WiFi port. These errors may include end-stop approach events, over-actuator stall events, or insufficient gear ratios due to actuator stalls (short shift events), or possible failed calibration sequences. Specifically, the error detection engine 702 can detect these errors, while the error transmission engine 704 can transmit these errors to the CAN bus and / or WiFi port.

[0067] Figure 8An implementation of message engine 216 is illustrated. Message engine 216 may include hardware, software, and / or firmware configured to receive any notifications from 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) and transmit these notifications to one or more user devices (e.g., smart device 256). Specifically, message engine 216 may include notification receiving engine 802 and message transmitting engine 804, both of which may include hardware, software, and / or firmware configured to perform the functions of message engine 216. Notification receiving engine 802 may receive notifications about status updates, such as an error detected, coasting mode detected, shift drive position change, vehicle starting, or vehicle calibration. Notification receiving engine 802 may transmit any notification, or alternatively, notifications falling into a specific category or classification, or notifications meeting specific criteria (e.g., importance), to message transmitting engine 804. Once the message transmission engine 804 receives a notification, it 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). Message transmission can occur in batches, at predetermined times, and / or in response to certain triggers.

[0068] The notification receiving buffer storage device 803 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by the notification receiving engine 802. For example, this information may include information or logs of any received notifications and any other characteristics of the notification, such as its importance, category, or classification. Simultaneously, 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, this information may include the time when one or more notifications were transmitted, whether the transmission attempt was successful and / or whether the transmission was retried, and timestamps corresponding to these retried attempts.

[0069] Figure 9 An implementation of calibration engine 218 is illustrated. Calibration engine 218 may include hardware, software, and / or firmware configured to perform single-point calibration or passive calibration, obtain the relationship between shift drive position and gear ratio, and obtain the full underactuated (FUD) and full overacted (FOD) positions corresponding to the shift drive. Passive calibration includes active end stop detection and correction, and active detection and correction of errors in the gear ratio relative to the shift drive position.

[0070] Specifically, the calibration engine 218 may include a gear 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 gear ratio acquisition engine 902 may determine or record a shift drive position corresponding to a gear ratio of approximately 0.8, or within the range of approximately 0.7 to 0.9, 0.6 to 1, 0.55 to 1.05, or another gear ratio outside the backlash region but not high enough to require abrupt or uncomfortable pedaling. The gear ratio acquisition engine 902 may downshift according to the post-shift range of the aforementioned four-bar mechanism until a stop event indicative of the mechanical end stop in the shift mechanism is detected, and upshift approximately 30 degrees to compensate for anticipated mechanism backlash. In some examples, the gear ratio acquisition engine may suppress the recording of the FOD position when upshifting. The gear ratio acquisition engine 902 may incrementally increase the gear ratio as quickly as possible. The gear ratio may be detected via a speed sensor. The gear ratio acquisition engine 902 can reduce the intensity or rate of change of shift drive position over time to prevent shift drive from jamming or otherwise overloading, breaking, or deforming the shift mechanism or AHI.

[0071] The gear ratio acquisition engine 902 can then detect that the pedal speed is at least a threshold speed, or that the amount of wheel rotational motion is at least a threshold amount of motion. The threshold amount of wheel rotational motion can be, for example, a pedal travel, or any applicable amount or range of pedal travel. After this detection, the gear ratio acquisition engine 902 can adjust the gear ratio until it detects a gear ratio of approximately 0.8 or any other value within the aforementioned range. In some examples, the gear ratio acquisition engine 902 can estimate the location where such a gear ratio or range occurs based on a lookup table. Within a certain number of pedal travels (e.g., between three and five pedal travels), the gear ratio acquisition engine 902 can determine this location. The gear ratio acquisition engine 902 can verify the actual gear ratio and record the corresponding shift drive position. The gear ratio acquisition engine 902 can convert the shift drive position into a value using a formula, lookup table, or relation that the shift drive position is equal to or approximately equal to 100 multiplied by the gear ratio minus 50. Therefore, in some embodiments, based on the transformed range after the aforementioned four-bar linkage transformation, the shift drive FUD position deviates from the shift drive position corresponding to a gear ratio of 0.8 by approximately 30 degrees. In some examples, the gear ratio obtaining engine 902 can utilize this gear ratio and shift drive position relationship, as well as a table or known or historical relationship between the gear ratio and shift drive position (hereinafter referred to as the "Table"), to determine the specific shift drive position corresponding to different gear ratios. The Table may additionally include the relationship between the AHI motor position and the gear ratio, and / or the relationship between the AHI motor position and the shift drive position. The AHI motor position may be a scaled version of the shift drive position. The Table may also include backflip values ​​at the FUD, minimum and maximum theoretical CVP gear ratios, maximum known FOD position, and maximum known CVP gear ratio. The table or known relationship may be based on multiple characteristics, such as gear ratio, wheel size, and operating mode (e.g., economy mode or turbo mode). Figure 10 The image below shows an example of a known relationship. In some way, the gear ratio obtained by engine 902 can calibrate the CVP hub without three-point calibration, thus resulting in a shorter calibration process and avoiding overdrive.

[0072] Move to Figure 10 Based on the conversion range of the aforementioned four-bar linkage, the backflash region 1002 corresponds to the shift drive position between -30 degrees and 0 degrees. The FUD position 1003 is at the beginning of the backflash. Region 1004 can be approximated as a second-order polynomial, where the gear ratio increases as the shift drive moves. The FOD position 1005 is at the beginning of the saturation region 1006, where the gear ratio no longer increases with the movement of the shift drive.

[0073] Return to Figure 9The FUD acquisition engine 904 can acquire or verify a software stop point corresponding to the FUD position. The FUD acquisition engine 904 can actively monitor the shift drive position (compared to the gear ratio) during user riding to determine at which shift drive position backlash begins. For example, when the gear ratio is greater than 0.5, and the FUD acquisition engine 904 detects a consistent pedaling frequency of, for example, at least 30 rpm, it can rotate the shift drive toward the FUD position. During this process, the AHI torque can increase. The FUD acquisition engine 904 can detect the start of backlash when an incremental change in shift drive rotation does not cause a decrease in the gear ratio. Similarly, at this point, an incremental change in shift drive rotation in the opposite direction does cause an increase in the gear ratio. The start of backlash is the point of lowest gear ratio in the CVP and can be considered the FUD position of the shift drive. The FUD engine 904 can record this position as a software stop point, which can include the backflash area and be sufficiently far away from the FUD mechanical end stop. By predicting backflash, the FUD engine 904 can avoid entering the shift drive position range where backflash exists. Figure 11 The example shows the relationship between CVP input torque, CVP input speed, actuator position, and actuator current.

[0074] The FOD acquisition engine 906 can acquire or verify the software stop point corresponding to the FOD location. The FOD acquisition engine 906 can monitor current increases while rotating the shift drive towards the FOD. Figure 12 The diagram illustrates an example relationship between the input torque of the shift drive and the gear ratio. If the current increases but the gear ratio stops increasing and remains constant, then at that point, FOD (Forward Offset) is reached. The FOD-obtaining engine 906 can record this shift drive position as a software stop point. The benefits of detecting software stop points at FOD and FUD include: utilizing the full available ratio range of that specific CVP; reducing unnecessary shift drive rotation during backflash; detecting reset shift events without involving the user; and avoiding calibration until the initial moment the user begins riding the vehicle. Between the FUD and FOD positions, the full AHI servo motor torque can be utilized or implemented. If the shift drive position moves outside or beyond the software SFOD position, the AHI servo motor torque can be reduced to a value, such as any value between 3 and 5 Nm. Between FUD and FOD, the AHI current can be incrementally increased, provided thermal, current, and mechanical limits are followed.

[0075] When the shift drive approaches the software SFOD or software SFUD position, the permissible rate of change of the shift drive or the AHI servo motor current applied by AHI 202 can be reduced to prevent overload, breakage, or other deformation of the shift mechanism. The permissible rate of change of the shift drive may be higher when approaching SFOD compared to approaching SFUD, because the CVP input torque is added to the torque of AHI 202 when applied towards the FUD stop, but subtracted from AHI 202 when applied towards the FOD stop.

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

[0077] Figures 13A to 13C , Figures 14A to 14C , Figures 15A to 15D and Figures 16A to 16C The diagrams illustrate different concepts of passive calibration. 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 key aspects of calibration: establishing the relationship between the gear ratio and the absolute position of the actuator (AHI or shift drive) from previously unknown conditions, and establishing permissible FUD and FOD travel limits. Depending on the availability of calibration records, automated steps are implemented to place the shift mechanism near FUD, not in the backlash that serves as the starting point for establishing the absolute position of the shift drive, while also being transparent to the system user (the cyclist).

[0078] Figures 17A to 17HIt demonstrates "active and passive" error detection, active end-stop detection at FOD and FUD, manual mode, cadence mode, and the mode of starting operation after stopping. Figure 17A The error detection process in cadence or manual mode is demonstrated 1702. Figure 17B The active end-stop detection process at FOD is shown in 1704. Figure 17C The active end-stop detection process at FUD is shown in 1706. Figure 17D The cadence mode process 1708 is illustrated, including connection 1709 to the error detection process 1702, the active end-stop detection process 1704, and / or the active end-stop detection process 1706. Connection 1717 is from... Figure 17E The CAD_Mea box shown illustrates the transition from "bicycle + CVP + AHI" to automatic cadence mode. CAD_Mea indicates the quotient obtained by dividing the input speed sensor reading by the gear ratio. Connection 1719 is from... Figure 17E The "bicycle + CVP + AHI" shown in the image corresponds to "SD_Pos" during gliding in cadence mode. (Connection 1723) Figure 17F The process of moving from a stop to a start, as shown in the diagram, transitions to SD_Pos. Connection 1721 extends from the "moving shift drive" process to... Figure 17E The displayed "bicycle + CVP + AHI" connection is 1725 from... Figure 17F The displayed vehicle movement (OSS) decision box extends to Figure 17D The sliding detection box in the middle. Connect 1727 from... Figure 17F The displayed mode determination box (specifically, determining whether it is manual mode) extends. Figure 17G The connection between the error detection process 1702 in cadence or manual mode, the active end-stop detection process 1704 at FOD, the active end-stop detection process 1706 at FUD, and the cadence mode process 1708 at connection 1709 is shown.

[0079] Figure 18 Is with Figure 9A flowchart of calibration method 1801, performed consistently by AHI 202 and specifically by calibration engine 218. Specifically, this calibration method may begin at step 1802, where the position of the shift drive (e.g., shift drive 232) corresponds to the FUD backlash zone. For example, it may have already contacted the mechanical stop of the C1 carrier. In some examples, at this point, the gear ratio may be approximately 0.5. Calibration engine 218 may perform an upshift to increase the gear ratio, which requires moving the shift drive while continuously monitoring the gear ratio. In step 1804, calibration engine 218 may determine when the gear ratio reaches a certain value. Once the gear ratio reaches a certain value, calibration engine 218 may record the position of the shift drive in step 1806. At this position, AHI 202 is outside the backlash zone corresponding to the FUD. In some examples, this gear ratio can be a value of 0.8, or any value between 0.7 and 0.9, 0.6 and 1, 0.55 and 1.05, or any suitable value that removes the backlash zone but does not require forceful or uncomfortable pedaling. From this position, calibration engine 218 can determine the FUD and FOD positions (e.g., software stop points outside the backlash or saturation zones) in step 1808 according to a table. Therefore, calibration engine 218 can be calibrated by acquiring only one data point of shift drive position and gear ratio. Furthermore, calibration engine 218 can further verify the FUD and FOD positions by actively monitoring the shift drive position compared to the gear ratio during pedaling to determine at which shift drive position backlash begins. For example, when an incremental change in shift drive rotation is detected that does not cause an incremental decrease in the gear ratio, the calibration engine can determine that point as the FUD position. Simultaneously, to obtain the FOD position, calibration engine 218 can monitor an increase in current while increasing the gear ratio, causing the shift drive to rotate toward the FOD. 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] Figure 19 This is a block diagram of a computing device 1900 according to some embodiments. In some embodiments, the computing device 1900 may be a specific implementation of a client device and / or one or more processing servers in processing server 101, and may perform some or all of the functions described herein. The computing device 1900 includes one or more hardware processors 1902, memory 1904, storage device 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 (e.g., software programs, applications). In some example embodiments, the one or more hardware processors 1902 include a circuit system 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 within memory 1904 can be erased or eventually transferred to storage device 1906 for more persistent retention. The term "memory" as used herein is intended to encompass all data storage media, whether permanent or temporary.

[0083] Storage device 1906 includes any persistent storage device. Storage device 1906 may include flash drives, hard disk drives, optical drives, cloud storage devices, magnetic tape and / or expandable storage devices (e.g., SD cards). Each of memory 1904 and storage device 1906 may include a computer-readable medium storing instructions or programs executable by one or more hardware processors 1902.

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

[0085] Communication interface 1914 may include any device capable of interface connection to external devices and / or data sources. Communication interface 1914 may include Ethernet connections, serial connections, parallel connections, and / or ATA connections. Communication interface 1914 may include wireless communication (e.g., 802.11, WiMax, LTE, 5G, WiFi) and / or cellular connections. Communication interface 1914 may support both 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., drives, operating systems, touchscreens, biometric analyzers, batteries, APIs, GPS devices, various sensors, etc.). Hardware components may share functionality and remain 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] "Engine," "system," "data storage device," and / or "database" can include hardware, software, firmware, and / or circuitry. In one example, one or more software programs, including instructions executable by a hardware processor, can perform one or more of the functions of the engine, data storage device, database, or system described herein. Circuitry systems can perform the same or similar functions. The functions of various systems, engines, data storage devices, and / or databases can be combined or divided differently. Memory or storage device can include cloud storage devices. The term "or" can be interpreted as inclusive or exclusive. The plural instances described herein can be replaced by singular instances. Memory or storage device can include any suitable structure (e.g., active database, relational database, self-referencing database, table, matrix, array, flat file, file-oriented storage system, non-relational No-SQL system, etc.) and can be cloud-based or other structures.

[0088] At least some of the operations in the method can be performed by the one or more hardware processors. The one or more hardware processors can operate partially or entirely in a “cloud computing” environment or as “Software as a Service” (SaaS). For example, some or all of these operations can be performed by a set 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 some of these operations can be distributed across 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., in a home environment, office environment, or 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 preferred embodiments of the present invention is given by way of example only, and other variations and modifications to the above embodiments and methods are possible in light of the foregoing teachings. Although these network sites are described as separate and distinct sites, those skilled in the art will recognize that these sites may be part of a single site, may each comprise part of multiple sites, or may comprise 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. For this purpose, any type of logic capable of implementing the various functions set forth herein can be utilized. Components can be implemented using a programmable general-purpose digital computer, a network using application-specific integrated circuits, or a network using interconnected conventional components and circuits. Connections can be wired, wireless, modems, etc. The embodiments described herein are not intended to be exhaustive or limiting.

Claims

1. A continuously variable planetary (CVP) system, comprising: CVP wheel hub, the CVP wheel hub including a shift mechanism, wherein the shift mechanism includes a shift drive element; and A processing server system configured to calibrate the CVP system and detect errors in the CVP hub, the shift mechanism, or within the processing server system, wherein the processing server system includes: One or more hardware processors; and The memory stores computer instructions that are configured to execute when executed by the one or more hardware processors: The transmission ratio of the CVP hub is continuously monitored or obtained during the adjustment or maintenance of the transmission ratio of the CVP hub; When the transmission ratio is detected to reach a specific ratio value, the corresponding mechanism position of the shifting mechanism is recorded; The CVP system is calibrated based on the specific speed ratio value, or the corresponding mechanism position, and the known relationship between the transmission speed ratio and the position of the shifting mechanism; The full underactuated (FUD) position is determined or verified by iteratively decreasing the transmission ratio from the specific ratio value until the start of backflash is detected. The fully overdrive (FOD) position is determined or verified by iteratively increasing the motor current applied by the automatic hub interface (AHI) until the gear 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 shifting mechanism or reversing its direction when the FUD position or the FOD position is reached.

2. The CVP system as described in claim 1, wherein, The start of the backlash condition corresponds to the point when the movement of the shift mechanism in the first direction cannot cause a decrease in the transmission ratio and the movement of the shift mechanism in the second direction opposite to the first direction causes an increase in the transmission ratio.

3. The CVP system as described in claim 1, wherein, The processing server system includes an Automatic Hub Interface (AHI).

4. The CVP system as described in claim 1, wherein, The continuous monitoring or acquisition of the transmission ratio is performed in response to the shifting mechanism being in the backlash region corresponding to the FUD.

5. The CVP system as described in claim 1, wherein, The continuous monitoring or acquisition of the transmission ratio is performed in response to the detection that no previous calibration record is available.

6. The CVP system as described in claim 1, wherein, The determined FOD location corresponds to the start of the saturation region.

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

8. The CVP system as described in claim 1, wherein, The corresponding mechanism of the shifting mechanism is located between the FOD position and the FUD position.

9. The CVP system as described in claim 1, wherein, The specific speed ratio is between 0.7 and 0.

9.

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

11. A method for calibrating a continuously variable transmission (CVP) planetary system, executed by a processing server system, the CVP system including a CVP hub, the CVP hub including a shifting mechanism, wherein, The shifting mechanism includes a shifting drive element, and the method includes: The transmission ratio of the CVP hub is continuously monitored or obtained during the adjustment or maintenance of the transmission ratio. When the transmission ratio is detected to reach a specific ratio value, the corresponding mechanism position of the shifting mechanism is recorded; The CVP system is calibrated based on the specific speed ratio value, the corresponding mechanism position, and the known relationship between the transmission speed ratio and the position of the shifting mechanism; The full underactuated (FUD) position is determined or verified by iteratively decreasing the transmission ratio from the given specific ratio value until the start of backflash is detected. The fully overdrive (FOD) position is determined or verified by iteratively increasing the motor current applied by the automatic hub interface (AHI) until the gear 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 shifting mechanism or reversing its direction when the FUD position or the FOD position is reached.

12. The method of claim 11, wherein, The start of the backlash condition corresponds to the point when the movement of the shift mechanism in the first direction cannot cause a decrease in the transmission ratio and the movement of the shift mechanism in the second direction opposite to the first direction causes an increase in the transmission ratio.

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

14. The method of claim 11, wherein, The continuous monitoring or acquisition of the transmission ratio is performed in response to the shifting mechanism being in the backlash region corresponding to the FUD.

15. A method for calibrating a continuously variable transmission (CVP) planetary system, the CVP system including a CVP hub and a processing server system, the CVP hub including a shift mechanism, the shift mechanism including a shift drive element, the method comprising: The CVP system status is detected and the shift mechanism, including the shift drive element, is executed in a predetermined sequence of motion. When completing the predetermined sequence of movements, the position value of the shifting mechanism is specified; Continuously monitor or obtain the transmission ratio and determine the error by comparing the actual position value of the shift mechanism with a predefined relationship of the same speed ratio; and The actual position value of the shifting mechanism is offset based on the error.

16. The method of claim 15, wherein, Continuously monitoring or obtaining the shift mechanism's pause / saturation status to determine whether software is completely underactuated (SFUD) or completely overacted (SFOD) by performing active end-stop detection; and the method further includes: By using the processing server system and continuously monitoring the transmission ratio, constraints based on the transmission ratio can be set, including but not limited to time-based limits or deadlines to SFUD or SFOD.

17. The method of claim 15, wherein, The system parameters are set by continuously monitoring the CVP system status; and when the CVP system status is in calibration, the torque and speed capacity of the automatic hub interface (AHI) are set or increased.

18. The method of claim 15, wherein, The pre-defined sequence of movements of the shifting mechanism is performed in response to the detection that no previous calibration record is available.

19. The method of claim 15, further comprising continuously monitoring or obtaining whether an Automatic Hub Interface (AHI) power cycle event occurs; when the Automatic Hub Interface (AHI) has a power cycle event, applying temporary system constraints and resetting calibration parameters, and when the Automatic Hub Interface (AHI) power cycle occurs, applying Automatic Hub Interface (AHI) torque and speed capacity limits.

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

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