Passive Calibration of a Mechatronics Device Fitted to a Continuously Variable Planetary (CVP) Hub

Abstract

The continuously variable planetary (CVP) system includes a CVP hub including a shift mechanism including a shift driver element, and a processing server system for calibrating the CVP system and detecting errors in the CVP system. The processing server system continuously monitors or obtains a transmission ratio of the CVP hub. When the processing server system detects that the transmission ratio reaches a specific value, it records a corresponding position of the shift driver. The processing server system calibrates the CVP system based on the specific value, the corresponding position, and a known relationship between the transmission ratio and the position of the shift mechanism. The processing server system determines or verifies a full underdrive (FUD) position and determines or verifies a full overdrive (FOD) position by iteratively decreasing the transmission ratio from the specific value until an occurrence of a backlash condition is detected.

Description

Technical Field

[0001] The present invention generally relates to the calibration of vehicle mechatronics devices, and more specifically provides a system and method for passive calibration of a continuously variable planetary (CVP) system in a vehicle such as a bicycle.

Background Art

[0002] The calibration of a CVP system involves setting the absolute positions of mechatronics devices. These absolute positions can include, for example, a full underdrive (FUD), a full overdrive (FOD), and an intermediate ratio representing a position that is the midpoint between the FUD position and the FOD position. Further, the calibration involves obtaining a gear ratio indicating the degree of the underdrive or overdrive state. However, current calibration methods may require excessive human intervention and / or time consumption. Therefore, improving the calibration will not only improve the user experience but also enhance the accuracy of the process.

Summary of the Invention

Means for Solving the Problems

[0003] Hub interfaces, such as an automatic hub interface (AHI), are involved in the calibration of CVP systems and other related processes. While the foregoing has focused on CVP systems, the techniques presented can also be applied to vehicle automatic shift systems and integrated motors and transmissions while utilizing non-CVP hubs. The factors that require individual calibration for each CVP system can be due to slight defects in the manufacture of any CVP hub and CVP system and the aging deterioration of the CVP hub. In particular, each hub may be manufactured within certain tolerances, and as a result, the behavior of the CVP shift mechanism and the useful gear ratios or allowable useful movement amounts may vary slightly. The reason calibration is required is that when assembling, reassembling, or re-indexing the automatic hub interface (AHI) to the CVP shift mechanism, the actuator, which is part of the AHI, lacks knowledge of the CVP shift mechanism's limits or physical end stops and / or FUD or FOD positions. Therefore, without calibration, the shift mechanism will continue to collide with its physical end stops by the actuator (AHI), and excessive force may overload the end stops, resulting in damage to the CVP hub, shift mechanism, or the automatic hub interface (e.g., AHI) fitted to the CVP hub. In some examples, the actuator actuates or rotates a shift driver (an element of the CVP shift mechanism) to prompt a change in the CVP gear ratio. Calibration can also establish the basic relationship between the shift driver position that controls the position of a carrier, such as C1 or the input carrier, and the gear ratio, also called the speed ratio. The gear ratio can indicate the ratio of the input speed to the output speed of the transmission. This calibration process is performed in a passive manner, without interfering with the user or with minimal interference with the user, and requires little or no user input. This calibration process can be performed during the normal use and operation of the vehicle.

[0004] In particular, during such a process, when the AHI switches from an off state to an on state or detects a re-engagement event, the AHI shifts down as much as possible, detects a stall event, and can back off or shift up by a certain amount of rotation (such as about 30 degrees) to compensate for backlash. This amount of rotation can be based on the assumption that the conversion range and the backlash range are about 30 degrees. The conversion range can result from a mechanism such as a four-bar linkage mechanism that converts or amplifies about 8 degrees of the original rotation of the carrier to 120 degrees of a shift driver element that is part of the shift mechanism. For different conversion mechanisms, the backlash range can be different. Backlash can occur by thus converting or amplifying the rotation of the C1 carrier using a four-bar linkage mechanism. At this point, the CVP hub can be in or near the full underdrive (FUD) position where the gear ratio is about 0.5. The AHI can detect the hub rotational movement that occurs in response to a human pedaling or moving the vehicle. When at least a threshold amount of hub rotational movement is detected, the AHI can initiate a shift-up process. The threshold amount of hub rotational movement can be 1 pedal stroke or any applicable number or range of pedal strokes. This shift-up process includes increasing the gear ratio until the AHI detects that the gear ratio is in a range such as about 0.8, for example, 0.7 - 0.9, 0.6 - 1, 0.55 - 1.05, or is sufficiently away from the backlash region and not overly high to avoid aggressive or uncomfortable pedaling, any appropriate range. The gear ratio can be detected via a speed sensor. The AHI can determine such a speed ratio within several pedal strokes, for example, 3 - 5 pedal strokes. Then, the AHI can verify the actual gear ratio and record the corresponding shift driver position. The AHI can convert the shift driver position into a value and utilize the known relationship between the speed ratio and the shift driver position to estimate a shift stop in a scenario such as open-loop speed ratio control in a coasting mode or a manual mode. The conversion of the shift driver position can be based on an equation, a look-up table, or the relationship that the shift driver position is equal to the value obtained by subtracting 50 from 100 times the gear ratio.Therefore, the shift driver FUD position (also called the FUD position, FUD stop, or FUD stop position), which corresponds to the software stop and is just before the occurrence of backlash, is approximately 30 degrees away from the shift driver position corresponding to a gear ratio of 0.8. On the other hand, the shift driver end stop position, which includes the backlash region and can correspond to the mechanical end stop, is approximately 60 degrees away from the shift driver position corresponding to a gear ratio of 0.8, and the backlash is approximately 30 degrees. These differences of 30 degrees and 60 degrees are due to the conversion range after the aforementioned four-bar linkage mechanism conversion. In some examples, using this table or known relationship between the gear ratio and the shift driver position and between the gear ratio and the shift driver position, AHI can calibrate the CVP system (CVP + shift mechanism + AHI) without performing a three-point calibration, thereby shortening the calibration process and avoiding over-drive.

[0005] In some examples, the AHI can further detect or verify software stops corresponding to software FOD (SFOD) and software FUD (SFUD) that correspond to FOD and FUD positions. The AHI can actively monitor the shift driver position compared to the gear ratio while the user is in the vehicle to determine at which shift driver position backlash begins. For example, if the gear ratio is greater than 0.5 and the AHI detects uniform pedaling, the AHI can rotate the shift driver towards the FUD position. If it is detected that the speed ratio does not decrease progressively even when the rotation of the shift driver is changed progressively, the AHI can detect the occurrence of backlash. The occurrence of backlash is the point at which the speed ratio of the CVP is lowest and can be regarded as the FUD position of the shift driver. The AHI can record this position as a software stop well away from the mechanical end stops, including backlash. By using the prediction of backlash, the AHI can avoid entering the range of shift driver positions where backlash exists. Conversely, the AHI can detect the end of backlash when a predetermined change in the shift driver position results in a change in the gear ratio.

[0006] To detect full overdrive (FOD), the AHI can monitor the increase in current while rotating the shift driver towards the FOD. If the current is increasing and the gear ratio remains constant, then at that point, the FOD has been reached. The AHI can record the FOD as another software stop. The advantages of such detection of software stops at FOD and FUD include being able to utilize the range of ratios fully available for that particular CVP, reducing unnecessary rotation of the shift driver during backlash, being able to detect re-engagement events without involving the user, and being able to avoid calibration until the initial time when the user starts getting into the vehicle.

[0007] Additional aspects of passive calibration include active learning where the AHI continuously monitors the relationship between the transmission ratio and the shift driver position. If the error between the currently monitored relationship and a known or benchmark relationship exceeds some threshold, the AHI infers that a reindex, assembly, reassembly, or reverse phase event has occurred and / or detects an error, thereby allowing it to recalibrate or resume the calibration process. Additionally, the AHI can perform error detection by continuously monitoring for potential degradation of the CVP over time. For example, the AHI can detect a decrease in the transmission ratio range over time.

[0008] In some embodiments, the present invention provides a continuously variable planetary (CVP) system including a CVP hub that includes a shift mechanism (including a shift driver 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 holding of the transmission ratio of the CVP hub, records the corresponding mechanism position of the shift mechanism when it detects that the transmission ratio has reached a value of a specific speed ratio, calibrates the CVP system based on the value of the specific speed ratio or the known relationship between the corresponding mechanism position and the transmission ratio and the position of the shift mechanism, determines or verifies the full underdrive (FUD) position by repeatedly decreasing the transmission ratio from a specific value until the occurrence of a backlash state is detected, determines or verifies the full overdrive (FOD) position by repeatedly increasing the motor current applied by the AHI until the increase in the transmission ratio stops, and implements the CVP system according to the determined FUD position and the determined FOD position, including stopping the shift mechanism or reversing its direction when the FUD position or the FOD position is reached.

[0009] In some embodiments, the occurrence of a backlash condition corresponds to when the movement of the shift driver in the first direction does not result in a decrease in the gear ratio and the movement of the shift driver in the second direction, opposite the first direction, results in an increase in the gear ratio.

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

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

[0012] In some embodiments, continuously monitoring or obtaining the gear ratio is in response to detecting the absence of a previous calibration record.

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

[0014] In some embodiments, when executed by one or more hardware processors, the instructions are further configured to determine the relationship between the shift mechanism position and the gear ratio according to the values of a specific speed ratio and the corresponding mechanism positions, 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 pre-specified 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 driver 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 a gear ratio involves obtaining the gear ratio from a first sensor corresponding to the input interface of the CVP and 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 including a CVP hub including a shift mechanism (including a shift driver element) and an actuator (e.g., part of an AHI). The method includes continuously monitoring or obtaining the gear ratio of the CVP hub during adjustment or holding of the speed ratio of the CVP hub; recording the corresponding mechanism position of the shift mechanism when it is detected that the gear ratio reaches a value of a specific speed ratio; calibrating the CVP system based on the specific value, the corresponding shift mechanism position, and the known relationship between the gear ratio and the position of the shift mechanism; determining or verifying the full underdrive (FUD) position by repeatedly decreasing the gear ratio from the specific value until the occurrence of a backlash state is detected; determining or verifying the full overdrive (FOD) position by repeatedly increasing the motor current applied by the AHI until the increase in the gear ratio stops; and implementing the CVP system according to the determined FUD position and the determined FOD position, including 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 gear ratio of the CVP hub is in response to a re-engagement event (where the AHI is re-locked to the CVP shift mechanism).

[0020] In some embodiments, the method calibrates a continuously variable planetary (CVP) system that includes a CVP hub including a shift mechanism with shift driver elements and a processing server system. The method includes detecting a CVP system state and performing a predefined series of motions of a shift mechanism that includes shift driver elements, defining a value of a shift mechanism position when the predefined series of motions is completed, continuously monitoring or obtaining a gear ratio, and determining an error by comparing a value of an actual position of the shift mechanism with a predefined relationship to the speed ratio, and offsetting a value of the actual position of the shift mechanism based on the error.

[0021] In some embodiments, continuously monitoring or obtaining a stall / saturation state of the shift mechanism determines software FUD (SFUD) or software FOD (SFOD) by performing active end-stop detection, and the method further includes setting speed ratio-based constraints including, but not limited to, time-based limits or expiration times for SFUD or SFOD by continuous monitoring of the processing server system and the CVP speed ratio.

[0022] In some embodiments, continuously monitoring a calibration state of the CVP system sets system parameters and sets or increases torque and speed capabilities of an automatic hub interface (AHI) when the CVP system state is in calibration.

[0023] In some embodiments, the predefined series of motions of the shift mechanism is in response to detecting the absence of a previous calibration record.

[0024] In some embodiments, power cycling events of the Automatic Hub Interface (AHI) are continuously monitored or obtained, and when the Automatic Hub Interface (AHI) has a power cycling event, temporary system constraints are applied, and calibration parameters are reset, and when power cycling of the Automatic Hub Interface (AHI) is performed, limitations on the torque and speed capabilities of the Automatic Hub Interface (AHI) are applied. A power cycling event may include a sequence in which power is turned on, then off, and then on again. Calibration parameters may include software stops.

[0025] In some examples, values of the shift mechanism position are excluded from the motion.

[0026] In some examples, the processing server system performs a predefined series of motions depending on the state of the CVP system (power on / off / on or factory new). The processing server system monitors the CVP hub speed ratio and derives and corrects the value of the shift mechanism position by comparing the actual shift mechanism position with a "look-up" value based on the predefined speed ratio. The processing server system continuously monitors the state of the shift mechanism state and controls and adjusts the movement limits of the shift mechanism (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, including state-based software stops (soft limits on shift mechanism movement) with time-based expiration dates.

[0027] These and other aspects of the AHI and CVP are described in more detail below.

Brief Description of the Drawings

[0028]

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Best Mode for Carrying Out the Invention

[0029] The related principles of any of the figures may also be applicable to other figures. For example, the related principles of FIGS. 1A-1F may be applicable to FIGS. 2-12, 13A-13C, 14A-14C, 15A-15D, 16A-16C, 17A-17H, 18, and 19.

[0030] The following description is provided to enable those skilled in the art to make and use various embodiments of the present invention. Modifications are possible. The general principles defined herein can be applied to the disclosed embodiments and other embodiments without departing from the spirit and scope of the present invention. Accordingly, the claims are not intended to be limited to the disclosed embodiments, but should be given the broadest scope consistent with the principles, features, and teachings herein.

[0031] Figures 1A - 1F illustrate an exemplary continuously variable planetary (CVP) hub into which an automatic hub interface (AHI) can be mated to perform calibration of a CVP system. Some of the features of Figures 1A - 1F may differ from each other and may differ from an actual implementation, but Figures 1A - 1F are applicable to explain the mechanical concept of how a shift driver can change the gear ratio in various mechanical embodiments. In Figure 1A, the CVP hub 110 or a portion thereof includes a housing 111 that surrounds components of the CVP hub 110, a coupling 114 such as a sprocket, a shift driver 118, and a shaft 122. The shift driver 118 can rotate between different angles that can correspond to different angles of a carrier (not shown in Figure 1A). These different angles may or may not be associated with different gear ratios of the CVP hub 110.

[0032] Figure 1B shows additional components of the CVP hub 110 and includes a pulley 116 that can be attached to a frame (e.g., a bicycle frame) via a shaft 122 and a shift driver 118 that can be coupled to a reaction arm 137. The planet 130 can be integrally rotatable about a planet axis 142. Shifting of the speed ratio between the input speed and the output speed, and thus the ratio of the input torque to the output torque, can be achieved by tilting the axis of rotation of the planet 130. In some examples, tilting the axis of rotation of the planet 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 axis 142. The timing plate 140 can synchronize the timing of the planets 130. The stator driver assembly 144 can be coupled to the shift driver 118. The stator driver assembly 144 can include a carrier 148 that can be coupled to the timing plate 140. The carrier 148 can also be coupled to the planet gear 143. The number of teeth and pitch of the sun gear 141, the planet gears 143, and the ring gears 145, 146 can be sized to provide a particular desired rotation of the first stator 136.

[0033] Figure 1C shows an exemplary CVP hub 160 that includes a plurality of planet gears 161, two ring assemblies that contact the planet gears 161, an input traction ring 162, an output traction ring 163, and an idler or sun assembly 164. The planet gears 161 can be mounted on a tiltable shaft 165, which can be held in a carrier assembly having a first carrier 168, such as a C1 carrier, 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 shaft 165 can be adjusted to achieve a desired gear ratio, and the adjustment of the tiltable shaft 165 can include controlling the angular alignment of the first carrier member 168 and the second carrier member 169.

[0034] A four-bar linkage mechanism 170 can be provided within or associated with the CVP hub 160, and the four-bar linkage mechanism 170 functions as a force-amplifying shift mechanism that converts a rotation of about 8 degrees of the C1 carrier 166 into a rotation of about 120 degrees. Accordingly, the original range of about 8 degrees represents the range between the FOD position and the FUD position and corresponds to the converted range of about 120 degrees. In other words, in some embodiments, the positional difference between the FOD position and the FUD position extends over about 8 degrees of carrier rotation. The four-bar linkage mechanism 170 can include pins and slots. The four-bar linkage mechanism 170 can cause backlash as a result of the conversion. This backlash can be about 30 degrees with respect to the underdrive side and about 8 degrees with respect to the overdrive side, according to the conversion range. For different conversion mechanisms that can convert the original 8-degree rotation range into different ranges, the backlash can be different from the current situation.

[0035] Figure 1D shows a CVP hub 190 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 of which is in contact with a tiltable planet. The sun assembly 195 can be disposed radially inward of the tiltable balls, 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 assembly 195 and a second rotatable shaft 197 coupled to the second traction ring assembly 194. In some examples, the CVP hub 190 includes third and fourth rotatable shafts 198 and 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 helical gear 182 that can be coupled to the first carrier member 191, and a second helical gear 183 that can be coupled to the second carrier member 192.

[0036] Figure 1E shows exemplary underdrive, 1:1, and overdrive states. By tilting the axis of the planet 102, which can be implemented as the planet 161 of FIG. 1C or the planet 130 of FIG. 1B, for example, the contact radius r i between the planet 102 and the input ring 104 and the contact radius r 0 between the planet 102 and the output ring 106 are modified. Accordingly, the ratio of the contact radius r i between the input traction ring and the output traction ring is modified. When r i exceeds r 0 , an underdrive state occurs. When r 0 exceeds r i , an overdrive state occurs. When r i is equal to r 0 , a 1:1 state occurs.

[0037] Figure 1F shows a C1 FUD stop 158 which is the FUD stop position of the C1 carrier, a C1 FOD stop 156 which is the FOD stop position of the C1 carrier, a C1 carrier 154, a four-bar link (pin in slot) mechanism 152, and an element of the four-bar link mechanism called a shift driver 118. 152 and 118 are elements of the four-bar link mechanism 170 shown in Figure 1C.

[0038] Figure 2 is a diagram of an automatic hub interface (AHI) 202 fitted to a continuously variable planetary (CVP) hub 251, according to some embodiments of the present invention. The AHI 202 can control and / or adjust 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 can be implemented as any of the CVP hubs shown in FIGS. 1A-1D and 1F, such as the CVP hub 110 of FIG. 1A or 1B, the CVP hub 160 of FIG. 1C, or the CVP hub 190 of FIG. 1D. As shown in FIGS. 1A-1D and 1F, the CVP hub 251 can include a shift driver 232. The shift driver 232 can be implemented as either the shift driver 118 of FIG. 1A or 1B, or the shift driver 181 of FIG. 1D. Output speed (OS) readings from the output interface sensor target 234 and the OS sensor 242, and input speed (IS) readings from the input shaft interface sensor target 236 and the IS sensor 244 can be supplied to the AHI 202. The AHI 202 can include a servo 252, such as a position control electromechanical servo that can be continuously operated in the forward and reverse directions to achieve a rotation of the shift driver 232 of approximately 120 degrees according to a conversion 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, an idling 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 252, the gear 240, the OS sensor 242, and the IS sensor 244. The AHI 202 can receive power from a battery 250 via a connector 251, and can receive 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 can include a head unit 254, a smart device 256, and an input device 258.The smart device 256 may include any device such as a laptop, mobile phone, tablet, desktop computer, car entertainment / radio system, game console, smart TV, set-top box, smart home 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, local area network, wireless area network, private network, public network, and / or a particular wide area network commonly referred to as the Internet.

[0039] The ECU microprocessor 204 can connect to the user device via cellular and / or radio frequency (RF) channels and / or electromagnetic (EM) connections and / or other channels. The connections may include 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 (Zonal Intercommunication Global standard, long battery life, economical deployment, and efficient use of resources), ISA100.11a (International Society of Automation 100.11a), WirelessHART (Highway Addressable Remote Transducer Protocol), MiWi (Microchip Wireless), 6LoWPAN (IPv6 in Low-Power Wireless Personal Area Networks), Thread, and SNAP (Subnetwork Access Protocol) and / or the like. The functions of the ECU microprocessor 204, implemented as one or more processors, one or more servers, or one or more processing servers, will be described in more detail in subsequent figures.

[0040] The AHI interface 202 can operate in an open-loop mode or a closed-loop mode. In the closed loop, when a value is obtained, an error is also measured and fed back to the system that generated the value, and the error is compensated for in future iterations. The feedback can be from one or more speed sensors. On the other hand, in the open loop, no feedback is obtained. The open loop can be implemented during coasting, when the speed sensor is not receiving readings, or in manual mode.

[0041] FIG. 3 shows an implementation form of the cadence control engine 206. 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) serves as a feedback signal that is compared with a pre-set target cadence value. A cadence error is derived. The derived cadence error (cadence target - measured cadence) is reduced to a small value by applying a correction or modification to the position of the shift driver 232. In particular, 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 determines whether a cadence exists or is traceable, and if it exists or is traceable, it can track the cadence and compare it with a desired cadence as a defined set value based on closed-loop control. The cadence monitoring engine 302 can continuously or at discrete times transmit the tracked cadence error to the shift engine 304. The shift engine 304 can be configured to adjust the shift ratio based on the comparison between the cadence and the desired cadence. For example, if the monitored cadence exceeds the desired cadence, the shift engine 304 can shift up or increase the shift ratio. If the monitored cadence is below the desired cadence, the shift engine 304 can shift down or reduce the shift ratio.

[0042] The cadence monitoring buffer storage 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 pedaling speed and corresponding timestamp information or logs and / or a comparison of the pedaling speed with a desired speed. The metadata may include information such as the trend of the tracked pedaling speed and / or other analysis results. On the other hand, the shift buffer storage 305 may include hardware, software, and / or firmware configured to store information and metadata obtained by the shift engine 304. For example, the information may include adjustments made to the shift ratio and / or information or logs of the time at which such a shift ratio occurred. The information may also include other parameters or characteristics of the vehicle for which adjustments to the shift ratio were made.

[0043] Figure 4 shows an implementation form of the manual control engine 208. 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. 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 can 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. When the manual mode detection engine 402 detects that the CVP system is being operated in manual mode, it can send such an instruction to the manual mode implementation engine 404. The manual mode implementation engine 404 can perform the implementation of the manual mode, including adjustments between the rotational positions (e.g., step positions) of a discrete number of shift drivers indicating a specific (e.g., stepped) shift ratio.

[0044] The manual mode detection buffer storage 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 instance in which the manual mode is detected and information or logs of the corresponding timestamp. The metadata may include information such as the frequency or trend related to the number or pattern of instances in which the manual mode is detected. On the other hand, the manual mode execution buffer storage 405 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by the manual mode execution engine 404. For example, the information may include information or logs of specific commands transmitted to and / or performed by the manual mode execution engine 404, such as the specific rotational position of the shift driver and / or the corresponding gear ratio. The information may further include the frequency corresponding to the specific rotational position of the shift driver and / or other trends or patterns related to the information or logs of the specific commands.

[0045] FIG. 5 shows an implementation form of the coasting engine 210. The coasting engine 210 may include hardware, software, and / or firmware configured to detect whether the vehicle is in a coasting mode and implement an open-loop mode when it 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 execute the functions of the manual control engine 208. The coasting detection engine 502 can determine that the vehicle is in a coasting state when, for example, the cadence is not measured when a human stops pedaling and / or no signal is received from one or more speed sensors that measure the speed of pedaling (or a signal indicating zero rotation is received). On the other hand, the coasting detection engine 502 can send a display indicating that the vehicle is in a coasting state to the open-loop switching engine 504. When the open-loop switching engine 504 receives a display indicating that the vehicle is in a coasting state, the open-loop switching engine 504 switches its operation to the open-loop mode (e.g., from the closed-loop mode). The open-loop mode relies on a pre-defined "calibrated" relationship between the shift driver position and the speed ratio and an inferred desired speed ratio to be followed during the coasting interval. The desired speed ratio during coasting can be inferred from the cadence setting value of the cadence engine and the actual vehicle speed (output speed).

[0046] The coasting detection buffer storage 503 may include hardware, software, and / or firmware configured to store the information and / or metadata obtained by the coasting detection engine 502. For example, the information may include any instance in which a coasting state is detected and information or logs of the corresponding timestamps for that instance. The metadata may include information such as the number of instances in which the coasting mode is detected or the frequency or trend regarding the pattern. On the other hand, the open-loop switching buffer storage 505 may include hardware, software, and / or firmware configured to store the 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 and / or performed by the open-loop switching engine 504, as well as specific instances and / or timestamps of switching to and from the open-loop mode. The information may further include a frequency indicating how often the open-loop mode has occurred in the past.

[0047] Figure 6 shows an implementation form of the start-stop engine 212. The start-stop engine 212 may include hardware, software, and / or firmware configured to detect whether a vehicle is transitioning from a rolling (moving) state to a stopped (non-moving) state and to prepare to return to the rolling state. The start-stop engine 212 cooperates with the shift engine in the open-loop mode to adjust or position the shift mechanism (shift driver) so that the CVP reaches a preset "start after stop" speed ratio at the earliest moment when the bicycle restarts (resumes pedaling and rolling). In particular, the start-stop engine 212 may include a start-stop decision engine 602, and this start-stop decision engine 602 may include hardware, software, and / or firmware configured to execute the functions of the start-stop engine 212. The start-stop decision engine 602 can determine that the vehicle is transitioning from a rolling (moving) state to a stopped (non-moving) state.

[0048] The start / stop decision buffer storage 603 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by the start decision engine 602. For example, the information may include information or logs of any instance and timestamp determined that the vehicle has transitioned from a rolling state to a stopped state.

[0049] FIG. 7 shows an implementation form of the error processing engine 214. The error processing engine 214 may include hardware, software, and / or firmware configured to communicate any system errors related to conditions (states), events, and parameters to the CAN bus or the WiFi port. The errors may include end-stop approach events, excessive actuator stall events, or actuator stalls (short shift events) or perhaps insufficient speed ratios due to failures in the calibration sequence. In particular, the error detection engine 702 can detect such errors, and the error communication engine 704 can communicate such errors to the CAN bus and / or the WiFi port.

[0050] FIG. 8 shows an implementation form of the message engine 216. The message engine 216 may include hardware, software, and / or firmware configured to receive any notification 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 send such 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 sending engine 804, both of which may include hardware, software, and / or firmware configured to execute the functions of the message engine 216. The notification receiving engine 802 can receive notifications regarding status updates, such as that an error has been detected, that a coasting mode has been detected, that the shift driver position has changed, that the vehicle has been started, or that the calibration of the vehicle has been performed. The notification receiving engine 802 can send any notification, or a notification corresponding to a specific category or classification, or a notification meeting specific criteria such as importance, to the message sending engine 804. When the message sending engine 804 receives a notification, the message sending engine 804 can send the notification selectively or indiscriminately to user devices (e.g., the smart device 256) and / or one or more 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, the calibration engine 218). The sending of the message can be done in batches, at predefined time instances, and / or in response to specific triggers.

[0051] The notification reception buffer storage 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 logs of any received notifications and any other characteristics of the notifications, such as the importance, category, or classification of the notifications. On the other hand, the message transmission buffer storage 805 may include hardware, software, and / or firmware configured to store information and metadata obtained by the message transmission engine 804. For example, the information may include the time at which one or more notifications were sent, whether the transmission attempt was successful, and / or the presence or absence of a retransmission of the transmission and the corresponding timestamp.

[0052] FIG. 9 shows an implementation form of the calibration engine 218. The calibration engine 218 may include hardware, software, and / or firmware configured to perform single-point calibration or passive calibration, obtain the relationship between the shift driver position and the gear ratio, and obtain the full underdrive (FUD) position and the full overdrive (FOD) position corresponding to the shift driver. Passive calibration includes active end-stop detection and correction, and active error detection and correction of the speed ratio with respect to the shift driver position.

[0053] 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 can determine or record a shift driver position corresponding to a speed ratio of about 0.8, a speed ratio within the range of about 0.7 - 0.9, 0.6 - 1, 0.55 - 1.05, or other speed ratios that are not within the backlash region but are not so high as to require intense or uncomfortable pedaling. The speed ratio acquisition engine 902 downshifts according to the conversion range after the above-described four-bar linkage conversion until a stall event indicating a mechanical end stop of the shift mechanism is detected, and can shift up by about 30 degrees to compensate for the expected backlash of the mechanism. When shifting up, in some examples, the speed ratio acquisition engine may refrain from recording the FOD position. The speed ratio acquisition engine 902 can incrementally increase the speed ratio as quickly as possible. The speed ratio can be detected via a speed sensor. The speed ratio acquisition engine 902 can reduce the rate of change of the intensity or the shift driver position over time to avoid the shift driver becoming immobile or otherwise overloading, cracking, or deforming the shift mechanism or the AHI.

[0054] Next, the speed ratio acquisition engine 902 can detect that the pedaling speed is at least the threshold speed or the hub rotational momentum is at least the threshold momentum. The threshold amount of hub rotational movement can be, for example, 1 pedal stroke or any applicable number or range of pedal strokes. With such detection, the speed ratio acquisition engine 902 can adjust the speed ratio until the speed ratio acquisition engine 902 detects that the speed ratio is about 0.8 or any other value within the aforementioned range. In some examples, the speed ratio acquisition engine 902 can estimate the position at which such a speed ratio or range of speed ratios occurs based on a look-up table. The speed ratio acquisition engine 902 can determine such a position within several pedal strokes, for example, between 3 and 5 pedal strokes. The speed ratio acquisition engine 902 can verify the actual speed ratio and record the corresponding shift driver position. The speed ratio acquisition engine 902 can convert the shift driver position to a value by using a relationship such that the formula, look-up table, or shift driver position is equal to or approximately equal to the value obtained by subtracting 50 from 100 times the speed ratio. Thus, in some embodiments, the FUD position of the shift driver is approximately 30 degrees away from the shift driver position corresponding to a speed ratio of 0.8, in accordance with the conversion range after the aforementioned four-bar linkage conversion. In some examples, the speed ratio acquisition engine 902 can utilize the relationship pair between this speed ratio and the shift driver position and the table or known or past relationship (hereinafter referred to as "table") between the speed ratio and the shift driver position to determine the specific shift driver position corresponding to different speed ratios. The table can further include the relationship between the AHI motor position and the speed ratio and / or the relationship between the AHI motor position and the shift driver position. The AHI motor position can be a scaled version of the shift driver position. The table can also include the value of backlash at FUD, the theoretical minimum and maximum CVP speed ratios, the known maximum FOD position, and the known maximum CVP speed ratio. The table or known relationship can be based on characteristics such as the cog ratio, wheel size, and operating modes such as the eco mode or turbo mode. An example of a known relationship is shown in FIG. 10.In such a method, the speed ratio acquisition engine 902 can calibrate the CVP hub without performing three-point calibration, thereby shortening the calibration process and avoiding over-drive.

[0055] Moving on to FIG. 10, the backlash region 1002 corresponds to a shift driver position of -30 to 0 degrees according to the conversion range after the conversion of the aforementioned four-bar linkage mechanism. The FUD position 1003 is at the time of occurrence of backlash. The region 1004 can be approximated as a quadratic polynomial in which the speed ratio increases as the shift driver moves. The FOD position 1005 is at the time of occurrence of the saturation region 1006 where the speed ratio no longer increases even when the shift driver moves.

[0056] Returning to FIG. 9, the FUD acquisition engine 904 can acquire or verify a software stop corresponding to the FUD position. The FUD acquisition engine 904 can actively monitor the shift driver position compared to the gear ratio while the user is in the vehicle to determine at which shift driver position backlash begins. For example, when the gear ratio is greater than 0.5 and the FUD acquisition engine 904 detects uniform pedaling, for example, at a cadence of at least 30 revolutions per minute, the FUD acquisition engine 904 can rotate the shift driver towards the FUD position. The AHI torque can increase during this process. When it is detected that the speed ratio does not gradually decrease as the rotation of the shift driver is gradually changed, the FUD acquisition engine 904 can detect the occurrence of backlash. At that point, when the rotation of the shift driver is gradually changed in the reverse direction, the speed ratio also gradually increases. The occurrence of backlash is the point at which the speed ratio of the CVP is the lowest and can be regarded as the FUD position of the shift driver. The FUD acquisition engine 904 can record this position as a software stop that can be sufficiently separated from the mechanical FUD end stop, including the backlash region. By using the prediction of backlash, the FUD acquisition engine 904 can avoid entering the range of shift driver positions where backlash exists. An example of the relationship between the CVP input torque, CVP input speed, actuator position, and actuator current is shown in FIG. 11.

[0057] The FOD acquisition engine 906 can acquire or verify a software stop corresponding to the FOD position. The FOD acquisition engine 906 can monitor the increase in current while rotating the shift driver towards the FOD. An example of the relationship between the input torque of the shift driver and the transmission ratio is shown in FIG. 12. When the current is increasing but the increase in the transmission ratio stops and remains constant, it means that the FOD has been reached at that point. The FOD acquisition engine 906 may record that shift driver position as a software stop. The advantages of such detection of software stops in FOD and FUD include that the range of ratios fully available for a particular CVP can be utilized, unnecessary rotation of the shift driver during backlash can be reduced, re-engagement events can be detected without involving the user, and calibration can be avoided until the initial time when the user starts to drive the vehicle. Between the FUD position and the FOD position, the full AHI servo motor torque can be utilized or implemented. When the shift driver position moves outside or beyond the software SFOD position, the AHI servo motor torque can be reduced to a certain value, for example, any value from 3 to 5 Newton meters (Nm). Between FUD and FOD, the AHI current can increase gradually as long as the thermal limit, current limit, and mechanical limit are observed.

[0058] When the shift driver is near the software SFOD position or the software SFUD position, the AHI servo motor current applied by the allowable change rate of the shift driver or the AHI 202 can be reduced to prevent overload, cracking, or other deformation of the shift mechanism. The allowable change rate of the shift driver can be higher when approaching the SFOD than when approaching the SFUD. This is because the CVP input torque is added to the torque of the AHI 202 when applied to the FUD stop, but subtracted from the AHI 202 when applied to the FOD stop.

[0059] The speed ratio acquisition buffer storage 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 gear ratio obtained in the range of 0.7 to 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 position. 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 position. However, this information in the speed ratio acquisition buffer storage 903, the FUD acquisition buffer 905, and the FOD acquisition buffer 907 may not be recovered or utilized during the assembly, reassembly, or reallocation of the CVP hub 251 or the AHI 202. For example, the speed ratio acquisition engine 902 may repeat the process of determining the shift driver position corresponding to a speed ratio of about 0.8 or a speed ratio in the range of 0.7 to 0.9 without returning to a previously determined shift driver position.

[0060] Figures 13A - 13C, 14A - 14C, 15A - 15D, and 16A - 16C illustrate different concepts of passive calibration. These figures refine the concept of a predefined series of events that occur "automatically" or "passively" depending on the state of the CVP system to establish important aspects of calibration, namely, to establish the relationship between the speed ratio and the absolute position of the actuator (AHI or shift driver) from a previously unknown state and to establish the allowable FUD and FOD movement limits. Depending on whether a calibration record exists, automated steps are performed to place the shift mechanism at a position close to the FUD but not in the backlash region as the starting point for establishing the shift driver absolute position, while being transparent to the system user (the cyclist).

[0061] Figures 17A - 17H show the "active / passive" error detection mode, active end - stop detection in FOD and FUD, manual mode, cadence mode, and start - after - stop operations. Figure 17A shows the error detection process 1702 in cadence mode or manual mode. Figure 17B shows the active end - stop detection process 1704 in FOD. Figure 17C shows the active end - stop detection process 1706 in FUD. Figure 17D shows the cadence mode process 1708 including connections 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 the connection from "Bicycle + CVP + AHI" shown in Figure 17E to the CAD_Mea box within the automatic cadence mode process. CAD_Mea represents the quotient of dividing the input speed sensor by the cog ratio. Connection 1719 goes from "Bicycle + CVP + AHI" shown in Figure 17E to "SD_Pos" during coasting between cadence mode processes. Connection 1723 goes to "SD_Pos" in the start - after - stop movement process shown in Figure 17F. Connection 1721 extends from the shift driver movement process to "Bicycle + CVP + AHI" shown in Figure 17E. Connection 1725 extends from the vehicle movement (OSS) decision box shown in Figure 17F to the coasting decision box in Figure 17D. Connection 1727 extends from the mode decision box shown in Figure 17F, specifically when the decision is in manual mode. Figure 17G shows the connections between the error detection process 1702 in cadence mode or manual mode, the active end - stop detection process 1704 in FOD, the active end - stop detection process 1706 in FUD, and the cadence mode process 1708 in connection 1709.

[0062] Figure 18 is a flowchart of a calibration method 1801 that matches Figure 9 and is executed by the AHI 202, particularly the calibration engine 218. In particular, the calibration method can start from step 1802, where the position of the shift driver (e.g., shift driver 232) corresponds to the FUD backlash region. For example, the mechanical stop of the C1 carrier may be in contact. In some examples, at this point, the gear ratio can be about 0.5. The calibration engine 218 can perform an upshift to increase the gear ratio while continuously monitoring the gear ratio (involving moving the shift driver). In step 1804, the calibration engine 218 can determine when the gear ratio reaches a certain value. When the gear ratio reaches a certain value, the calibration engine 218 can record the shift driver position in step 1806. At this position, the AHI 202 is outside the backlash region corresponding to the FUD. In some examples, this gear ratio can reach a value of 0.8, any value in the range of 0.7 - 0.9, 0.6 - 1, 0.55 - 1.05, or any appropriate value that is outside the backlash region and does not require aggressive or uncomfortable pedaling. From this position, the calibration engine 218 can determine the FUD and FOD positions (e.g., software stops outside the backlash region or saturation region) according to a table in step 1808. Thus, the calibration engine 218 can perform calibration by obtaining only one data point of the gear ratio and the shift driver position. Furthermore, the calibration engine 218 can further verify the FUD and FOD positions by actively monitoring the shift driver position compared to the gear ratio during vehicle pedaling and determine at which shift driver position the backlash starts. For example, if it is detected that the gear ratio does not decrease gradually even when the rotation of the shift driver is gradually changed, the calibration engine can determine that point as the FUD position.On the one hand, to obtain the FOD position, the calibration engine 218 can monitor the increase in current while rotating the shift driver towards the FOD by increasing the gear ratio. If the current is increasing but the increase in the gear ratio stops and remains constant, the calibration engine determines the FOD position at that point.

[0063] FIG. 19 is a block diagram of a computing device 1900 according to some embodiments. In some embodiments, the computing device 1900 can be a particular implementation of the client device 162 and / or one or more processing servers 101, and can execute some or all of the functions described herein. The computing device 1900 includes one or more hardware processors 1902, a memory 1904, a storage 1906, an input device 1910, an output device 1912, and / or a communication interface 1914, all of which are communicatively coupled to a communication channel 1908.

[0064] One or more hardware processors 1902 can be configured to execute executable instructions (e.g., software programs, applications). In some exemplary embodiments, one or more hardware processors 1902 include a circuit or any processor capable of processing executable instructions.

[0065] The memory 1904 stores working data. The memory 1904 includes any device such as RAM, ROM, RAM cache, virtual memory, etc. In some embodiments, the data in the memory 1904 can be cleared or ultimately transferred to the storage 1906 for more persistent retention. The term "memory" herein is intended to cover all data storage media, whether permanent or temporary.

[0066] Storage 1906 includes any permanent storage device. Storage 1906 may include a flash drive, a hard drive, an optical drive, cloud storage, magnetic 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 executable by one or more hardware processors 1902.

[0067] Input device 1910 may include any device capable of receiving input information (e.g., a mouse, a keyboard, a microphone, etc.). Output device 1912 includes any device capable of outputting information (e.g., a speaker, a screen, etc.).

[0068] Communication interface 1914 may include any device capable of interfacing with an external device and / or data source. Communication interface 1914 may include an Ethernet connection, a serial connection, a parallel connection, and / or an ATA connection. Communication interface 1914 may include wireless communication (e.g., 802.11, WiMax, LTE, 5G, WiFi) and / or a cellular connection. Communication interface 1914 can support both wired and wireless standards.

[0069] Computing device 1900 may include more or fewer hardware, software, and / or firmware components (e.g., drivers, operating systems, touchscreens, biometric analyzers, batteries, APIs, global positioning system (GPS) devices, various sensors, and / or the like) than those shown. Hardware elements can share functionality but still fall within the scope of the various embodiments described herein. In one example, one or more hardware processors 1902 may include a graphics processor and / or other processors.

[0070] "Engine", "system", "data store" 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 the engine, data store, database or system described herein. The circuitry may perform the same or similar functions. The functions of the various systems, engines, data stores and / or databases may be combined or divided in different forms. Memory or storage may include cloud storage. The term "or" may be interpreted inclusively or exclusively. The plurality of examples described herein may be replaced by a single example. Memory or storage may include any suitable structure (e.g., an active database, a relational database, a self-referential database, a table, a matrix, an array, a flat file, a document-oriented storage system, a non-relational No-SQL system and the like), and may or may not be cloud-based.

[0071] At least a portion of the operations of the method may be performed by one or more hardware processors. The one or more hardware processors may operate partially or entirely in a "cloud computing" environment or as "software as a service" (SaaS). For example, some or all of the operations may be performed by a group of computers accessible via a network (e.g., the Internet) and via one or more suitable interfaces (e.g., one or more APIs).

[0072] The execution of certain operations can be distributed among various hardware processors, whether the operations exist within a single machine or are spread across multiple machines. In some embodiments, one or more hardware processors or engines can be located in a single geographical location (e.g., within a home environment, an office environment, or a server farm). In some embodiments, one or more hardware processors or engines can be distributed across multiple geographical locations.

[0073] The foregoing description of the preferred embodiments of the present invention is merely illustrative, and other variations and modifications of the above-described embodiments and methods are possible in light of the foregoing teachings. Although the network sites are described as separate and distinct sites, those skilled in the art will recognize that these sites can be part of an integrated site, each can include a portion of multiple sites, or can include a combination of a single site and multiple sites. The various embodiments described herein can be implemented using hardware, software, or any desired combination thereof. In that regard, any type of logic capable of performing the various functions described herein can be utilized. Components can be implemented using a programmed general-purpose digital computer, using application-specific integrated circuits, or using a network of conventional components and circuits interconnected. The connections can be wired, wireless, a modem, etc. The embodiments described herein are not intended to be exhaustive or limiting.

Claims

1. A continuously variable planetary (CVP) system, comprising: A CVP hub including a shift mechanism, said shift mechanism including a shift driver element, the CVP hub; A processing server system configured to calibrate said CVP system and to detect errors within said CVP hub, said shift mechanism, or said processing server system; wherein said processing server system comprises: One or more hardware processors; A memory storing computer instructions; wherein when said computer instructions are executed by said one or more hardware processors, During adjustment or holding of the transmission ratio of said CVP hub, continuously monitor or obtain the transmission ratio of said CVP hub; When it is detected that the transmission ratio reaches a value of a specific speed ratio, record the corresponding mechanism position of said shift mechanism; Based on the value of said specific speed ratio or the known relationship between said corresponding mechanism position and transmission ratio and the position of said shift mechanism, calibrate said CVP system; Determine or verify the full underdrive (FUD) position by repeatedly decreasing the transmission ratio from said specific value until the occurrence of a backlash condition is detected; Determine or verify the full overdrive (FOD) position by repeatedly increasing the motor current applied by the AHI until the increase in the transmission ratio stops; Implementing said CVP system according to said determined FUD position and said determined FOD position, including stopping said shift mechanism or reversing the direction of said shift mechanism when said FUD position or said FOD position is reached; A CVP system configured to perform the above.

2. The occurrence of said backlash condition corresponds to a time point when the movement of said shift driver in a first direction does not result in a decrease in the transmission ratio, and the movement of said shift mechanism in a second direction opposite to said first direction results in an increase in the transmission ratio. The CVP system according to claim 1.

3. The processing server system according to claim 1, including an automatic hub interface (AHI).

4. The continuously monitoring or obtaining of the gear ratio is in response to the shift mechanism being in a backlash region corresponding to the FUD, the CVP system according to claim 1.

5. The continuously monitoring or obtaining of the gear ratio is in response to detecting the absence of a previous calibration record, the CVP system according to claim 1.

6. The determined FOD position corresponds to the occurrence of a saturation region, the CVP system according to claim 1.

7. When the command is executed by the one or more hardware processors, determining the relationship between the shift mechanism position and the gear ratio according to the value of the specific speed ratio and the corresponding mechanism position, and the respective positions of the shift mechanism at the FUD position and the FOD position; determining any deviation from the determined relationship or a pre-specified relationship during the operation of the CVP system; when a deviation is determined, adding an offset to the relationship and being further configured to perform, the CVP system according to claim 1.

8. The corresponding mechanism position of the shift driver is between the FOD position and the FUD position, the CVP system according to claim 1.

9. The value of the specific speed ratio is between 0.7 and 0.9, the CVP system according to claim 1.

10. The continuously monitoring or obtaining of the gear ratio includes obtaining the gear ratio from a first sensor corresponding to the input interface of the CVP and a second sensor corresponding to the output interface of the CVP, the CVP system according to claim 1.

11. A method for calibrating a continuously variable planetary (CVP) system including a CVP hub including a shift mechanism, performed by a processing server system, wherein the shift mechanism includes a shift driver element, and the method includes: continuously monitoring or obtaining the gear ratio of the CVP hub during adjustment or holding of the speed ratio of the CVP hub; recording the corresponding mechanism position of the shift mechanism when it is detected that the gear ratio reaches a value of a specific speed ratio; performing calibration of the CVP system based on the specific value, the corresponding shift mechanism position, and the known relationship between the gear ratio and the position of the shift mechanism. Determining or verifying a full underdrive (FUD) position by repeatedly decreasing a transmission ratio from the specific value until the occurrence of a backlash condition is detected; Determining or verifying a full overdrive (FOD) position by repeatedly increasing a motor current applied by an AHI until the increase in the transmission ratio stops; Implementing the CVP system according to the determined FUD position and the determined FOD position, including stopping the shift mechanism or reversing the direction of the shift mechanism when the FUD position or the FOD position is reached. A method comprising the above.

12. The occurrence of the backlash condition corresponds to a time when the movement of the shift mechanism in a first direction does not result in a decrease in the transmission ratio and the movement of the shift mechanism in a second direction opposite to the first direction results in an increase in the transmission ratio. The method according to claim 11.

13. Continuously monitoring or obtaining the transmission ratio of the CVP hub is in response to a re-engagement event. The method according to claim 11.

14. Continuously monitoring or obtaining the transmission ratio is in response to the shift mechanism being in a backlash region corresponding to the FUD. The method according to claim 11.

15. A method for calibrating a continuously variable planetary (CVP) system including a CVP hub having a shift mechanism, the shift mechanism including a shift driver element, and a processing server system, the method comprising: Detecting a CVP system state and performing a predefined series of movements of the shift mechanism including a shift driver element; Defining a value of the shift mechanism position when the predefined series of movements is completed; Continuously monitoring or obtaining a transmission ratio and determining an error by comparing a value of the actual position of the shift mechanism with a predefined relationship to the speed ratio; Offsetting the value of the actual position of the shift mechanism based on the error. A method comprising the above.

16. Continuously monitoring or obtaining a stall / saturation state of the shift mechanism by performing active end-stop detection to determine a software FUD (SFUD) or a software FOD (SFOF), and the method includes Setting speed ratio-based constraints, including but not limited to time-based restrictions or expiration dates for SFUD or SFOOD, through continuous monitoring of the processing server system and the CVP speed ratio The method according to claim 15, further comprising.

17. Continuously monitoring the calibration state of the CVP system, setting system parameters, and setting or increasing the torque and speed capabilities of the automatic hub interface (AHI) when the CVP system state is in calibration, the method according to claim 15.

18. The method according to claim 15, wherein the predefined series of movements of the shift mechanism are in response to detecting the absence of a previous calibration record.

19. Continuously monitoring or obtaining power cycling events of the automatic hub interface (AHI), applying temporary system constraints and resetting calibration parameters when the automatic hub interface (AHI) has a power cycling event, and applying restrictions on the torque and speed capabilities of the automatic hub interface (AHI) when power cycling of the automatic hub interface (AHI) occurs, the method according to claim 15.

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

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