Passive Calibration of Mechatronic Devices Mated to Continuously Variable Planetary (CVP) Hubs

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 relates generally to the calibration of vehicle mechatronic devices, and more particularly, provides a system and method for passive calibration of continuously variable planetary (CVP) systems in vehicles such as bicycles. [Background technology]

[0002] Calibration of a CVP system involves setting absolute positions of mechatronic devices. These absolute positions may include, for example, full underdrive (FUD), full overdrive (FOD), and an intermediate ratio that represents a point halfway between the FUD and FOD positions. Calibration further involves obtaining a transmission ratio that indicates the degree of underdrive or overdrive condition. However, current calibration methods can require excessive human intervention and / or be time consuming. Therefore, improving calibration would not only improve the user experience, but also increase the accuracy of the process. Summary of the Invention [Means for solving the problem]

[0003] Hub interfaces, such as automatic hub interfaces (AHIs), are involved in the calibration and other related processes of the CVP system. While the foregoing has focused on CVP systems, the presented techniques can also be applied to vehicles that utilize non-CVP hubs and include automatic shifting systems and integrated motors and transmissions. The need for individual calibration for each CVP system can be due to slight imperfections in the manufacturing of every CVP hub and CVP system, as well as aging of the CVP hubs. In particular, each hub may be manufactured within certain tolerances, resulting in slightly different behaviors of the CVP shift mechanism and useful gear ratios or allowable useful travel. Calibration is required because, during assembly, reassembly, or re-indexing of the automatic hub interface (AHI) to the CVP shift mechanism, the actuators that are part of the AHI lack knowledge of the limits or physical end stops and / or FUD or FOD positions of the CVP shift mechanism. Therefore, without calibration, the actuator (AHI) would cause the shifting mechanism to continually strike its physical end stops, potentially overloading the end stops with excessive force and resulting in damage to the CVP hub, the shifting mechanism, or the automatic hub interface (e.g., AHI) mated to the CVP hub. In some instances, the actuator actuates or rotates the shift driver (an element of the CVP shifting mechanism), causing the CVP transmission ratio to change. Calibration can also establish a fundamental relationship between the shift driver position, which controls the position of a carrier, such as the C1 or input carrier, and the transmission ratio, also referred to as the speed ratio. The transmission ratio may indicate the ratio between the input speed and the output speed of the transmission. This calibration process is passive, requiring little or no user input, and is non-intrusive or minimally intrusive. This calibration process can occur during normal bicycle use and operation.

[0004] Specifically, during such a process, when the AHI switches from an off state to an on state or detects a re-indexing event, the AHI can downshift as much as possible, detect a stall event, and backoff or upshift a certain amount of rotation (e.g., approximately 30 degrees) to compensate for backlash. This amount of rotation may be based on an assumption that the translation range, or backlash range, is approximately 30 degrees. The translation range may result from a mechanism such as a four-bar linkage that translates or amplifies approximately 8 degrees of the carrier's original rotation to 120 degrees of a shift driver element that is part of the shift mechanism. Different translation mechanisms may result in different backlash ranges. Backlash may be generated by this translation or amplification of the C1 carrier rotation using a four-bar linkage. At this point, the CVP hub may be in or near a full underdrive (FUD) position, where the transmission ratio is approximately 0.5. The AHI can detect hub rotational motion occurring in response to a human pedaling or moving the vehicle. When at least a threshold amount of hub rotational motion is detected, the AHI can initiate the upshift process. The threshold amount of hub rotational movement can be one pedal stroke or any applicable number or range of pedal strokes. This upshifting process can involve increasing the transmission ratio until the AHI detects that the transmission ratio is approximately 0.8, for example, in the range of 0.7-0.9, 0.6-1, 0.55-1.05, or any suitable range that is far enough away from the backlash region but not excessively high to avoid harsh or uncomfortable pedaling. The transmission ratio can be detected via a speed sensor. The AHI may be able to determine such a transmission ratio within a few pedal strokes, for example, three to five pedal strokes. The AHI can then verify the actual transmission ratio and record the corresponding shift driver position. The AHI can convert the shift driver position to a value and utilize the known relationship between the transmission ratio and the shift driver position to estimate a shift stop, such as in scenarios with open-loop transmission ratio control, such as coasting or manual mode. The conversion of the shift driver position can be based on a formula, a lookup table, or the relationship that the shift driver position is equal to 100 times the transmission ratio minus 50.Therefore, the shift driver FUD position (also referred to as the FUD position, FUD stop, or FUD stop position) corresponding to the software stop and immediately prior to the occurrence of backlash is approximately 30 degrees away from the shift driver position corresponding to a 0.8 transmission ratio. Meanwhile, the shift driver end stop position, which includes the backlash region and may correspond to a mechanical end stop, is approximately 60 degrees away from the shift driver position corresponding to a 0.8 transmission ratio, resulting in a backlash of approximately 30 degrees. The difference between 30 degrees and 60 degrees is due to the conversion range after the four-bar linkage conversion described above. In some examples, by utilizing this table or known relationship between the transmission ratio and shift driver position pair and the transmission ratio and shift driver position, the AHI can calibrate the CVP system (CVP + shift mechanism + AHI) without performing a three-point calibration, thereby shortening the calibration process and avoiding overdrive.

[0005] In some examples, the AHI can further detect or verify software stops corresponding to the software FOD (SFOD) and software FUD (SFUD) positions. The AHI can actively monitor the shift driver position relative to the transmission ratio while the user is in the vehicle to determine at which shift driver position backlash begins. For example, if the transmission ratio is greater than 0.5, the AHI can rotate the shift driver toward the FUD position if it detects uniform pedaling. The AHI can detect the occurrence of backlash if it detects that incremental changes in the rotation of the shift driver do not result in a incremental decrease in the speed ratio. The occurrence of backlash is the point at which the CVP speed ratio is lowest, which can be considered the FUD position of the shift driver. The AHI can record this position as a software stop sufficiently far from the mechanical end stop that contains backlash. Using backlash prediction, the AHI can avoid entering a range of shift driver positions where backlash exists. Conversely, the AHI can detect the end of backlash when a given change in shift driver position results in a change in transmission ratio.

[0006] To detect full overdrive (FOD), the AHI can monitor the rise in current while rotating the shift driver toward FOD. If the current is increasing but the transmission ratio remains constant, FOD has been reached. The AHI can record FOD as another software stop. Advantages of this detection of software stops in FOD and FUD include utilizing the full available ratio range for that particular CVP, reducing unnecessary shift driver rotation during backlash, detecting re-indexing events without user intervention, and avoiding calibration until the user begins riding the vehicle.

[0007] An additional aspect of passive calibration includes active learning, in which the AHI continuously monitors the relationship between transmission ratio and shift driver position. If the error between the currently monitored relationship and a known or benchmark relationship exceeds some threshold, the AHI can infer that a re-indexing, assembly, reassembly, or out-of-phase event has occurred and / or detect an error, 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 reduction in transmission ratio range over time.

[0008] In some embodiments, the present invention provides a continuously variable planetary (CVP) system including 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 within the CVP system. The processing server system continuously monitors or obtains the transmission ratio of the CVP hub while adjusting or holding the transmission ratio of the CVP hub; records the corresponding mechanism position of the shift mechanism when it detects that the transmission ratio reaches a specific transmission ratio value; calibrates the CVP system based on the specific transmission ratio value or corresponding mechanism position and the known relationship between the transmission ratio and the position of the shift mechanism; determines or verifies a full underdrive (FUD) position by iteratively decreasing the transmission ratio from a specific value until it detects that a backlash condition occurs; determines or verifies a full overdrive (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, including stopping the shift mechanism or reversing its direction when the FUD position or FOD position is reached.

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

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

[0011] In some embodiments, continuously monitoring or deriving the transmission ratio comprises: Shift mechanism But FUD position This is in response to the backlash region corresponding to

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

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

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

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

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

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

[0018] In some embodiments, the present invention provides a method for calibrating a continuously variable planetary (CVP) system including a CVP hub with a shift mechanism (including a shift driver element) and an actuator (e.g., part of an AHI). The method includes continuously monitoring or obtaining a transmission ratio of the CVP hub while adjusting or holding the speed ratio of the CVP hub, recording a corresponding mechanism position of the shift mechanism when it is detected that the transmission ratio reaches a specific speed ratio value, calibrating the CVP system based on the specific value, the corresponding shift mechanism position, and a known relationship between the transmission ratio and the shift mechanism position, determining or verifying a full underdrive (FUD) position by iteratively decreasing the transmission ratio from the specific value until it is detected that a backlash condition occurs, determining or verifying a full overdrive (FOD) position by iteratively increasing a 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, including stopping the shift mechanism or reversing its direction when the FUD or FOD position is reached.

[0019] In some embodiments, the continuous monitoring or obtaining of the CVP hub ratio is in response to a re-indexing event (AHI is re-clocked relative to the CVP shifting mechanism).

[0020] In some embodiments, a method calibrates a continuously variable planetary (CVP) system including a CVP hub including a shift mechanism including a shift driver element and a processing server system. The method includes detecting CVP system conditions and executing a predefined series of movements of the shift mechanism including the shift driver element, predefining a shift mechanism position value when the predefined series of movements is completed, continuously monitoring or obtaining a transmission ratio and determining an error by comparing the actual shift mechanism position value to a predefined relationship to the transmission ratio, and offsetting the actual shift mechanism position value based on the error.

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

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

[0023] In some embodiments, the predefined sequence of movements of the shifting mechanism is in response to detecting the absence of a previous calibration record.

[0024] In some embodiments, power cycling events of the auto hub interface (AHI) are continuously monitored or obtained, and when the auto hub interface (AHI) has a power cycling event, temporary system constraints are applied and calibration parameters are reset, and when the auto hub interface (AHI) power cycles, torque and speed capability limits of the auto hub interface (AHI) are applied. The power cycling event may include a sequence in which power is turned on, then off, then on again. The calibration parameters may include a software stop.

[0025] In some instances, the shift mechanism position value excludes movement.

[0026] In some examples, the processing server system performs a predefined sequence of movements 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 shift mechanism position value by comparing the actual shift mechanism position to a "lookup" value based on the predefined speed ratio. The processing server system continuously monitors the state of the shift mechanism status and controls and adjusts the shift mechanism travel limits (active end stop detection and correction). The processing server system continuously monitors the state of the CVP system and manages the torque and speed capabilities of the AHI, including state-based software stops (soft limits on shift mechanism travel) with time-based expiration.

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

[0028] [Figure 1A] 1 illustrates an exemplary continuously variable planetary (CVP) hub for which calibration and other operations are performed, according to some embodiments of the present invention. [Figure 1B]1 illustrates an exemplary continuously variable planetary (CVP) hub for which calibration and other operations are performed, according to some embodiments of the present invention. [Figure 1C] 1 illustrates an exemplary continuously variable planetary (CVP) hub for which calibration and other operations are performed, according to some embodiments of the present invention. [Figure 1D] 1 illustrates an exemplary continuously variable planetary (CVP) hub for which calibration and other operations are performed, according to some embodiments of the present invention. [Figure 1E] 1A-1C illustrate examples of underdrive and overdrive conditions in a CVP hub, according to some embodiments of the present invention. [Figure 1F] 1A-1C illustrate an exemplary CVP shifting mechanism according to some embodiments of the present invention, further illustrating the location of the carrier stop. [Figure 2] FIG. 1 is a block diagram illustrating a CVP system showing an Automated Hub Interface (AHI) mated to the CVP hub, which controls the calibration and other movements of the CVP system, according to some embodiments of the present invention. [Figure 3] FIG. 1 is a block diagram of a cadence control engine within the AHI that monitors pedaling cadence and provides feedback regarding gear ratio adjustments, according to some embodiments of the present invention. [Figure 4] FIG. 1 is a block diagram of a manual control engine within the AHI that implements manual control during manual mode, according to some embodiments of the present invention. [Figure 5] FIG. 1 is a block diagram of a coasting engine in an AHI that implements open loop switching control upon coasting detection, according to some embodiments of the present invention. [Figure 6] FIG. 1 is a block diagram of a start-stop engine in an AHI. [Figure 7] FIG. 1 is a block diagram of an error handling engine within the AHI that monitors for errors, according to some embodiments of the present invention. [Figure 8]FIG. 1 is a block diagram of a message engine within the AHI that, for example, monitors and sends notifications to user devices, according to some embodiments of the present invention. [Figure 9] FIG. 1 is a block diagram of a calibration engine within the AHI that calibrates the CVP, according to some embodiments of the present invention. [Figure 10] 10A-10C illustrate exemplary relationships between shift driver position and transmission ratio, according to some embodiments of the present invention. [Figure 11] FIG. 10 illustrates an example relationship between CVP input torque, CVP input speed, actuator position, and actuator current, according to some embodiments of the present invention. [Figure 12] FIG. 10 illustrates an exemplary relationship between shift driver input torque and transmission ratio, according to some embodiments of the present invention. [Figure 13A] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 13B] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 13C] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 14A] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 14B] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 14C]10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 15A] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 15B-1] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 15B-2] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 15C-1] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 15C-2] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 15D] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 16A] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 16B-1] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 16B-2] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 16C] 10 is a flowchart illustrating different modes of passive calibration depending on whether a calibration record exists, according to some embodiments of the present invention. [Figure 17A] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17B] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17C] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17D-1] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17D-2] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17E] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17F-1] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17F-2]10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17G] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 17H] 10 is a flowchart illustrating modes of error detection, active end-stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation according to some embodiments of the present invention. [Figure 18] 1 is a flowchart of a calibration method according to some embodiments of the present invention. [Figure 19] FIG. 1 is a block diagram illustrating details of a computing system that may be implemented with the AHI. DETAILED DESCRIPTION OF THE INVENTION

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

[0030] The following description is provided to enable any person skilled in the art to make and use various embodiments of the invention. Modifications are possible. 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. Thus, 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.

[0031] 1A-1F illustrate an exemplary continuously variable planetary (CVP) hub to which an automatic hub interface (AHI) may be mated to calibrate the CVP system. While some of the features of FIGS. 1A-1F may differ from one another and from actual implementations, FIGS. 1A-1F are applicable to explain the mechanical concepts of how a shift driver may change a transmission ratio in various mechanical embodiments. In FIG. 1A, a CVP hub 110, or a portion thereof, includes a housing 111 that encloses the 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, which may correspond to different angles of a carrier (not shown in FIG. 1A). These different angles may map to or correspond to different transmission ratios of the CVP hub 110.

[0032] FIG. 1B shows additional components of the CVP hub 110, including a pulley 116 that may be attached to a frame (e.g., a bicycle frame) via a shaft 122 and a shift driver 118 that may be coupled to a reaction arm 137. The planets 130 may be rotatable together about a planet shaft 142. Shifting the transmission ratio between the input speed and the output speed, and therefore the ratio of input torque to output torque, can be achieved by tilting the rotational axes of the planets 130. In some examples, tilting the rotational axes of the planets 130 can be achieved by rotating the first stator 136 relative to the second stator 138. Each planet 130 may contact an idler 131 located radially inward of the respective planet 130. In some examples, the CVP hub 110 may include a timing plate 140 coupled to one end of the planet shaft 142. The timing plate 140 can synchronize the timing of the planets 130. The stator driver assembly 144 may be coupled to the shift driver 118. The stator driver assembly 144 may include a carrier 148 that may be coupled to the timing plate 140. The carrier 148 may also be coupled to the planet gears 143. The number of teeth and pitch of the sun gear 141, planet gears 143, and ring gears 145, 146 may be sized to provide a particular desired rotation of the first stator 136.

[0033] FIG. 1C shows an example CVP hub 160 including a number of planets 161, two ring assemblies in contact with the planets 161, an input traction ring 162, an output traction ring 163, and an idler or sun assembly 164. The planets 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 transmission ratio, and adjusting 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 170 may be provided within or associated with the CVP hub 160, and the four-bar linkage 170 acts as a boost shift mechanism and is connected to the C1 carrier 16. 8 The four-bar linkage 170 may include a pin and slot. The four-bar linkage 170 may cause backlash as a result of the translation. This backlash may be approximately 30 degrees for the underdrive side and approximately 8 degrees for the overdrive side, depending on the translation range. For different translation mechanisms that can translate the original 8-degree rotation range into different ranges, the backlash may be different.

[0035] FIG. 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 contacts a tiltable planet. A sun assembly 195 can be disposed radially inward of the tiltable ball, 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 for adjusting the tiltable planet. The shift mechanism 180 includes a shift driver shaft 181 , a first helical gear 182 that may be coupled to a first carrier member 191 , and a second helical gear 183 that may be coupled to a second carrier member 192 .

[0036] 1E illustrates exemplary underdrive, 1:1, and overdrive conditions. Tilting the axis of planet 102, which may be implemented, for example, as planet 161 of FIG. 1C or planet 130 of FIG. 1B, reduces the contact radius r between planet 102 and input ring 104. i and the contact radius r between the planet 102 and the output ring 106 is modified. Thus, the contact radius r between the input traction ring and the output traction ring i The ratio of r is corrected. i When r exceeds r0, it becomes underdrive state. i If it exceeds , it will enter overdrive state. i If r0 is equal to r1, the ratio is 1:1.

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

[0038] FIG. 2 illustrates an automatic hub interface (AHI) 202 mated to a continuously variable planetary (CVP) hub 251, according to some embodiments of the present invention. The AHI 202 can control and / or regulate 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 provided 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 forward and reverse directions to achieve approximately 120 degrees of rotation of the shift driver 232 according to a translation range, a gear 240, and an electronic control unit (ECU) microprocessor 204. The ECU microprocessor 204 can include a cadence control engine 206, a manual control engine 208, a coasting engine 210, a start / stop engine 212, an error handling engine 214, a message engine 216, and a calibration engine 218. The ECU microprocessor 204 can receive information from the servo 252, the gear 240, the OS sensor 242, and the IS sensor 244. AHI 202 can receive power from battery 250 via connector 251 and can receive and / or transmit information to and from user devices via a controller area network (CAN) bus 252, a communication interface, and / or an application programming interface (API). The user devices can include a head unit 254, a smart device 256, and an input device 258.The smart device 256 may encompass any device such as a laptop, a mobile phone, a tablet, a desktop computer, a car entertainment / radio system, a game console, a smart television, a set-top box, a 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, a local area network, a wireless area network, a private network, a public network, and / or the particular wide area network commonly referred to as the Internet.

[0039] The ECU microprocessor 204 can connect to user devices via cellular and / or radio frequency (RF) channels and / or electromagnetic (EM) connections and / or other channels, such as home WiFi, public WiFi, WiFi (Wireless Fidelity), BLE (Bluetooth Low Energy), and IEEE (Institute of Electrical and Electronics Engineers) 802.15.4 protocols, such as Zigbee (a Zonal Intercommunication Global standard, offering long battery life, economical deployment, and efficient use of resources), ISA100.11a (International Society for Automatic Control Engineers 100.11a), WirelessHART (Highway Addressable Remote Transducer Protocol), MiWi (Microchip Wireless), 6LoWPAN (IPv6 over Low Power Wireless Personal Area Networks), Thread and SNAP (Subnetwork Access Protocol), and / or similar protocols. Nona The functionality of the ECU microprocessor 204, which may be implemented as one or more processors, one or more servers, or one or more processing servers, is described in more detail in subsequent figures.

[0040] The AHI interface 202 can operate in open-loop or closed-loop mode. In closed-loop, as values ​​are obtained, errors are also measured and fed back to the system that generated the values ​​to compensate for the errors in future iterations. The feedback can be from one or more speed sensors. In open-loop, on the other hand, no feedback is obtained. Open-loop can be implemented during coasting, when the speed sensors are not receiving readings, or in manual mode.

[0041] FIG. 3 illustrates an implementation of the cadence control engine 206. The cadence control engine 206 may include hardware, software, and / or firmware configured to monitor pedaling cadence using one or more speed sensors (e.g., two sensors) in a system that may include the CVP hub 251. The measured pedaling speed (measured cadence) provides a feedback signal that is compared to a pre-determined target cadence value. A cadence error is derived. The derived cadence error (cadence target minus 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 can determine whether a cadence exists or is trackable, and if so, track the cadence and compare it to a desired cadence as a predetermined set point 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 transmission shift ratio based on a comparison of the cadence to the desired cadence. For example, if the monitored cadence exceeds the desired cadence, the shift engine 304 can upshift or increase the transmission shift ratio. If the monitored cadence is below the desired cadence, the shift engine 304 can downshift or decrease the transmission shift ratio.

[0042] Cadence monitoring buffer storage 303 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by cadence monitoring engine 302. For example, the information may include information or a log of pedaling speed and corresponding timestamps and / or a comparison of pedaling speed to a desired speed. The metadata may include information such as trends and / or other analytical results of tracked pedaling speed. Meanwhile, shift buffer storage 305 may include hardware, software, and / or firmware configured to store information and metadata obtained by shift engine 304. For example, the information may include information or a log of adjustments made to transmission shift ratios and / or the times at which such transmission shift ratios occurred. The information may also include other parameters or characteristics of the vehicle at which adjustments to transmission shift ratios were made.

[0043] FIG. 4 illustrates an implementation of manual control engine 208. 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 manual mode processes upon detecting manual mode. In particular, 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 manual control engine 208. 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 shift to a particular gear or gear ratio. Upon detecting that the CVP system is operated in manual mode, manual mode detection engine 402 may transmit such an instruction to manual mode implementation engine 404. Manual mode implementation engine 404 may perform manual mode implementation, including adjustments between a discrete number of rotational positions (e.g., incremental positions) of the shift driver that indicate a particular (e.g., incremental) transmission 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 information or a log of any instances in which a manual mode was detected and a timestamp corresponding to the instance. The metadata may include information such as a frequency or trend related to the number or pattern of instances in which a manual mode was detected. Meanwhile, the manual mode implementation buffer storage 405 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by the manual mode implementation engine 404. For example, the information may include information or a log of specific commands sent to and / or performed by the manual mode implementation engine 404, such as a specific rotational position of the shift driver and / or a corresponding gear ratio. The information may further include other trends or patterns related to the information or log of the frequency and / or specific commands corresponding to a specific rotational position of the shift driver.

[0045] 5 illustrates an implementation of coast engine 210. Coast engine 210 may include hardware, software, and / or firmware configured to detect whether the vehicle is in coast mode and, upon detection, implement open loop mode. In particular, coast engine 210 may include a coast detection engine 502 and an open loop switching engine 504, both of which: Coasting Engine 210The coast detection engine 502 may include hardware, software, and / or firmware configured to perform the functions of the coast detection engine 502. The coast detection engine 502 can determine when the vehicle is in a coasting state, such as when no cadence is measured when a human stops pedaling and / or when no signal is received (or a signal indicating zero revolutions) from one or more speed sensors measuring pedaling speed. Alternatively, the coast detection engine 502 can send an indication to the open-loop switching engine 504 that the vehicle is in a coasting state. When the open-loop switching engine 504 receives an indication that the vehicle is in a coasting state, the open-loop switching engine 504 switches operation to an open-loop mode (e.g., from a closed-loop mode). The open-loop mode relies on a predefined "calibrated" relationship between the shift driver position and the speed ratio and an inferred desired speed ratio to be followed during the coasting section. The desired speed ratio during coasting can be inferred from the cadence setting 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 information and / or metadata obtained by the coasting detection engine 502. For example, the information may include information or a log of any instances in which a coasting condition was detected and a timestamp corresponding to the instance. The metadata may include information such as a frequency or trend regarding the number or pattern of instances in which coasting mode was detected. Meanwhile, the open-loop switching buffer storage 505 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by the open-loop switching engine 504. For example, the information may include information or a log of specific commands sent to and / or performed by the open-loop switching engine 504, as well as specific instances and / or timestamps of switching into and out of open-loop mode. The information may further include a frequency indicating how often open-loop mode has occurred in the past.

[0047] FIG. 6 illustrates an implementation of the start-stop engine 212. 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 (not moving) state and prepare to return to a rolling state. The start-stop engine 212 cooperates with the shift engine in an open-loop mode to adjust or position the shift mechanism (shift driver) so that the CVP is at a preset "start-after-stop" speed ratio at the earliest possible moment to start the bicycle again (resume pedaling and rolling). In particular, the start-stop engine 212 may include a start-stop decision engine 602, which may include hardware, software, and / or firmware configured to perform the functions of the start-stop engine 212. The start-stop decision engine 602 may determine that the vehicle is transitioning from a rolling (moving) state to a stopped (not 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-stop decision engine 602. For example, the information may include information or a log of any instances and timestamps in which the vehicle was determined to have transitioned from a rolling state to a stopped state.

[0049] 7 illustrates an implementation of the error handling engine 214. The error handling engine 214 may include hardware, software, and / or firmware configured to communicate any system errors related to conditions, events, and parameters to a CAN bus or a WiFi port. Errors may include end-stop approach events, excessive actuator stall events, or actuator stall (short-shift events), or insufficient speed ratios, possibly due to a failed calibration sequence. In particular, the error detection engine 702 may detect such errors, and the error communication engine 704 may communicate such errors to the CAN bus and / or a WiFi port.

[0050] 8 illustrates an implementation of message engine 216. 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, coast engine 210, start-stop engine 212, error handling engine 214, or calibration engine 218) and transmit such notifications to one or more user devices (e.g., smart device 256). In particular, 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 perform the functions of message engine 216. Notification receiving engine 802 may receive notifications regarding status updates, such as when an error is detected, when coast mode is detected, when a shift driver position is changed, when the vehicle is started, or when a vehicle calibration is performed. Notification receiving engine 802 may send any notifications or notifications that fall into a particular category or classification or meet certain criteria, such as importance, to message sending engine 804. Once the message transmission engine 804 receives the notification, the message transmission engine 804 can selectively or indiscriminately transmit the notification to a 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, calibration engine 218). Message transmission can occur 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. Meanwhile, 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 when one or more notifications were sent, whether a transmission attempt was successful, and / or whether a transmission retry was attempted and a corresponding timestamp.

[0052] 9 illustrates an implementation of the calibration engine 218. The calibration engine 218 may include hardware, software, and / or firmware configured to perform a one-point calibration or a passive calibration to obtain a relationship between the shift driver position and the transmission ratio, and obtain a full underdrive (FUD) position and a 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 versus shift driver position.

[0053] In particular, the calibration engine 218 may include a speed ratio acquisition engine 902, a FUD acquisition engine 904, and an FOD acquisition engine 906, all of which may include hardware, software, and / or firmware configured to perform the functions of the calibration engine 218. The speed ratio acquisition engine 902 may determine or record a shift driver position corresponding to a transmission ratio of approximately 0.8, a transmission ratio within the ranges of approximately 0.7-0.9, 0.6-1, or 0.55-1.05, or other transmission ratios that are not within the backlash region but are not excessively high enough to require harsh or uncomfortable pedaling. The speed ratio acquisition engine 902 may downshift until it detects a stall event indicating a mechanical end-stop of the shift mechanism, according to the conversion range after the four-bar linkage conversion described above, and then upshift approximately 30 degrees to compensate for anticipated mechanism backlash. When upshifting, in some instances, the speed ratio acquisition engine may refrain from recording the FOD position. The speed ratio acquisition engine 902 may incrementally increase the transmission ratio as quickly as possible. The gear ratio can be detected via a speed sensor. The speed ratio acquisition engine 902 can reduce the strength or rate of change of the shift driver position over time to avoid the shift driver sticking or otherwise overloading, cracking, or deforming the shift mechanism or AHI.

[0054] The speed ratio acquisition engine 902 can then detect that the pedaling speed is at least a threshold speed or that the hub rotational momentum is at least a threshold amount. The threshold amount of hub rotational momentum may be, for example, one pedal stroke or any applicable number or range of pedal strokes. Upon such detection, the speed ratio acquisition engine 902 can adjust the gear ratio until the speed ratio acquisition engine 902 detects that the gear ratio is approximately 0.8 or any other value within the aforementioned range. In some examples, the speed ratio acquisition engine 902 can estimate the location where such a gear ratio or range of speed ratios occurs based on a lookup table. The speed ratio acquisition engine 902 may be able to determine such a location within several pedal strokes, for example, three to five pedal strokes. The speed ratio acquisition engine 902 can verify the actual gear 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 formula, a lookup table, or a relationship such that the shift driver position is equal to or approximately equal to 100 times the gear ratio minus 50. Therefore, in some embodiments, the FUD position of the shift driver is approximately 30 degrees away from the shift driver position corresponding to a gear ratio of 0.8, according to the transformation range after the four-bar transformation described above. In some examples, the speed ratio acquisition engine 902 can utilize a table or known or past relationships (hereinafter "table") between this gear ratio-to-shift driver position relationship pair and between gear ratio and shift driver position to determine specific shift driver positions corresponding to different gear ratios. The table may further include a relationship between AHI motor position and gear ratio and / or a relationship between AHI motor position and shift driver position. The AHI motor position may be a scaled version of the shift driver position. The table may also include a backlash value in the FUD, theoretical minimum and maximum CVP speed ratios, a known maximum FUD position, and a known maximum CVP speed ratio. The table or known relationship may be based on characteristics such as cog ratio, wheel size, and operating mode, such as eco mode or turbo mode. An example of a known relationship is shown in FIG. 10.In this manner, the speed ratio acquisition engine 902 can calibrate the CVP hub without performing a three-point calibration, thereby shortening the calibration process and avoiding overdrive.

[0055] Turning to FIG. 10, backlash region 1002 corresponds to a shift driver position of -30 to 0 degrees, in accordance with the transformation range after the four-bar linkage transformation described above. FUD position 1003 is where backlash occurs. Region 1004 can be approximated as a second-order polynomial, where the gear ratio increases as the shift driver moves. FOD position 1005 is where saturation region 1006 occurs, where the gear ratio no longer increases with shift driver movement.

[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 relative to the gear ratio while the user is riding the vehicle to determine at which shift driver position backlash begins. For example, if the gear ratio is greater than 0.5, when 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 toward the FUD position. The AHI torque can increase during this process. When it is detected that incremental changes in the rotation of the shift driver do not result in a incremental decrease in the speed ratio, the FUD acquisition engine 904 can detect the occurrence of backlash. At that point, incremental changes in the rotation of the shift driver in the opposite direction will also incrementally increase the speed ratio. The occurrence of backlash is the point at which the CVP speed ratio is lowest, which can be considered the FUD position of the shift driver. The FUD acquisition engine 904 may record this position as a software stop that may be far enough away from the mechanical FUD endstop to include the backlash region. By using a backlash prediction, the FUD acquisition engine 904 may avoid entering a range of shift driver positions where backlash exists. An example of the relationship between 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 toward the FOD. An example of the relationship between shift driver input torque and gear ratio is shown in FIG. 12. If the current is increasing but the gear ratio stops increasing and remains constant, the FOD has been reached. The FOD acquisition engine 906 can record the shift driver position as a software stop. Benefits of this detection of software stops in the FOD and FUD include utilizing the full available ratio range for that particular CVP, reducing unnecessary shift driver rotation during backlash, detecting re-indexing events without user intervention, and avoiding calibration until the user begins riding the vehicle. Between the FUD and FOD positions, full AHI servo motor torque can be utilized or implemented. If the shift driver position moves outside or beyond the software SFOD position, the AHI servo motor torque can be reduced to any value, for example, 3 to 5 Newton meters (Nm). Between the FUD and FOD, the AHI current can be increased incrementally as long as thermal, current, and mechanical limits are observed.

[0058] When the shift driver is near the software SFOD or SFUD positions, the allowable rate of change of the shift driver or the AHI servo motor current applied by AHI 202 may be reduced to prevent overload, cracking, or other deformation of the shift mechanism. The allowable rate of change of the shift driver may be higher when approaching the SFOD compared to when approaching the SFUD because the CVP input torque adds to the torque of the AHI 202 when applied to the FUD stops but subtracts from the AHI 202 when applied to the FOD stops.

[0059] Speed ​​ratio acquisition buffer storage 903 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by speed ratio acquisition engine 902. For example, the information may include information or a log of any acquired gear ratios in the range of 0.7 to 0.9 or approximately 0.8. FUD acquisition buffer 905 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by FUD acquisition engine 904. For example, the information may include FUD stop positions. FOD acquisition buffer 907 may include hardware, software, and / or firmware configured to store information and / or metadata obtained by FOD acquisition engine 906. For example, the information may include FOD stop positions. However, this information in speed ratio acquisition buffer storage 903, FUD acquisition buffer 905, and FOD acquisition buffer 907 may not be retrieved or utilized during assembly, reassembly, or re-indexing of CVP hub 251 or AHI 202. For example, the speed ratio acquisition engine 902 may repeat the process of determining a shift driver position corresponding to a speed ratio of approximately 0.8 or a speed ratio between 0.7 and 0.9 without reverting 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 sequence of events that occurs "automatically" or "passively" depending on the state of the CVP system to establish key aspects of the calibration: the relationship between speed ratio and absolute actuator (AHI or shift driver) position from a previously unknown state, and to establish allowable FUD and FOD travel limits. Depending on whether a calibration record exists, automated steps are implemented transparently to the system user (cyclist) while simultaneously positioning the shift mechanism close to the FUD but not in the backlash region as a starting point for establishing the absolute shift driver position.

[0061] Figures 17A-17H show the "active / passive" error detection modes, active end stop detection in FOD and FUD, manual mode, cadence mode, and start-after-stop operation. 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, which includes connections 1709 to the error detection process 1702, active end stop detection process 1704, and / or active end stop detection process 1706. Connection 1717 is from "Bicycle + CVP + AHI" shown in Figure 17E to the CAD_Mea box in the auto cadence mode process. CAD_Mea represents the quotient of the input speed sensor divided by the cog ratio. Connection 1719 goes from "Bicycle + CVP + AHI" shown in FIG. 17E to "SD_Pos" during coasting during the cadence mode process. Connection 1723 goes to SD_Pos in the stop-and-start transfer process shown in FIG. 17F. Connection 1721 goes from the Shift Driver Transfer process to "Bicycle + CVP + AHI" shown in FIG. 17E. Connection 1725 goes from the Vehicle Transfer (OSS) decision box shown in FIG. 17F to the Coasting decision box in FIG. 17D. Connection 1727 goes from the Mode decision box shown in FIG. 17F, specifically when the decision is manual mode. FIG. 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 at connection 1709.

[0062] FIG. 18 is a flowchart of a calibration method 1801 executed by the AHI 202, and in particular the calibration engine 218, consistent with FIG. 9. In particular, the calibration method can begin at step 1802, where a position of the shift driver (e.g., shift driver 232) corresponds to the FUD backlash region. For example, a mechanical stop on the C1 carrier may be in contact. In some examples, at this point, the transmission ratio may be approximately 0.5. The calibration engine 218 can perform an upshift (involving moving the shift driver) to increase the transmission ratio while continuously monitoring the transmission ratio. In step 1804, the calibration engine 218 can determine when the transmission ratio reaches a certain value. Once the transmission ratio reaches a certain value, the calibration engine 218 can record the 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 transmission ratio may reach a value of 0.8, any value between 0.7 and 0.9, 0.6 and 1, 0.55 and 1.05, or any suitable value that falls outside the backlash region but does not require vigorous 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. In this manner, the calibration engine 218 can perform calibration by obtaining only one data point of transmission ratio and shift driver position. Additionally, the calibration engine 218 can further verify the FUD and FOD positions by actively monitoring the shift driver position compared to the transmission ratio while pedaling the vehicle to determine at which shift driver position backlash begins. For example, if it is detected that incremental changes in the rotation of the shift driver do not result in incremental decreases in the transmission ratio, the calibration engine can determine that point as the FUD position.Alternatively, to obtain the FOD position, the calibration engine 218 can monitor the current increase while rotating the shift driver toward FOD by increasing the transmission ratio. If the current is increasing but the transmission ratio stops increasing and remains constant, then the calibration engine will determine the FOD position.

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

[0064] 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 circuitry or any processor capable of processing executable instructions.

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

[0066] Storage 1906 includes any persistent storage device. Storage 1906 may include a flash drive, a hard drive, an optical drive, cloud storage, magnetic tape, and / or expandable storage (e.g., an SD card). Memory 1904 and storage 1906 may each include a computer-readable medium that stores instructions or programs executable by one or more hardware processors 1902.

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

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

[0069] Computing device 1900 may include more or fewer hardware, software, and / or firmware components than those shown (e.g., drivers, operating systems, touchscreens, biometric analyzers, batteries, APIs, global positioning system (GPS) devices, various sensors, and / or the like). Hardware elements may share functionality and still be 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] An "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. Circuitry may perform the same or similar functions. The functions of various systems, engines, data stores, and / or databases may be combined or divided in different manners. Memory or storage may include cloud storage. The term "or" may be interpreted as inclusive or exclusive. Plural examples described herein may be replaced with a singular example. Memory or storage may include any suitable structure (e.g., active database, relational database, self-referential database, table, matrix, array, flat file, document-oriented storage system, non-relational No-SQL system, and the like) and may or may not be cloud-based.

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

[0072] Performance of certain operations may be distributed among various hardware processors, whether within a single machine or spread across many machines. In some embodiments, one or more hardware processors or engines may be located in a single geographic location (e.g., in a home environment, an office environment, or a server farm). In some embodiments, one or more hardware processors or engines may be distributed across many geographic locations.

[0073] The foregoing description of preferred embodiments of the present invention is by way of example only, and other variations and modifications of the above-described embodiments and methods are possible in light of the foregoing teachings. While the network sites are described as separate and distinct sites, those skilled in the art will recognize that these sites may be part of an integrated site, each comprising parts of multiple sites, or a combination of a single site and multiple sites. The various embodiments described herein may 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 may be utilized. Components may be implemented using a programmed general-purpose digital computer, using application-specific integrated circuits, or using a network of interconnected conventional components and circuits. Connections may be wired, wireless, modem, etc. The embodiments described herein are not intended to be exhaustive or limiting.

Claims

1. 1. A continuously variable planetary (CVP) system, comprising: a CVP hub including a shift mechanism, the shift mechanism including a shift driver element; a processing server system configured to calibrate the CVP system and detect errors in the CVP hub, the shift mechanism, or the processing server system; The processing server system includes: one or more hardware processors; memory that stores computer instructions and the computer instructions, when executed by the one or more hardware processors, continuously monitoring or obtaining the transmission ratio of the CVP hub while adjusting or holding the transmission ratio of the CVP hub; Upon detecting that the transmission ratio reaches a particular speed ratio value, recording a corresponding mechanism position of the shift mechanism; calibrating the CVP system based on the specific speed ratio values ​​or the corresponding mechanism positions and a known relationship between the speed ratio and the position of the shifting mechanism; determining or verifying a full underdrive (FUD) position by iteratively decreasing the transmission ratio from the particular speed ratio value until a backlash condition is detected; determining or verifying a full overdrive (FOD) position by repeatedly increasing the motor current applied by an automatic hub interface (AHI) until the transmission ratio stops increasing; implementing the CVP system according to the determined FUD position and the determined FOD position, including stopping the shift mechanism or reversing direction of the shift mechanism when the FUD position or the FOD position is reached; A CVP system configured to:

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

3. The CVP system of claim 1 , wherein said processing server system includes said Automated Hub Interface (AHI).

4. 2. The CVP system of claim 1, wherein said continuously monitoring or deriving said transmission ratio is in response to said shift mechanism being in a backlash region corresponding to said FUD position.

5. 2. The CVP system of claim 1, wherein said continuously monitoring or deriving said transmission ratio is in response to detecting the absence of a previous calibration record.

6. The CVP system of claim 1 , wherein the determined FOD location corresponds to the occurrence of a saturated region.

7. The computer instructions, when executed by the one or more hardware processors, determining a relationship between a shift mechanism position and the transmission ratio according to the specific speed ratio value 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 or predefined relationship during operation of the CVP system; adding an offset to said relationship when the deviation is determined; The CVP system of claim 1 , further configured to:

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

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

9.

10. 2. The CVP system of claim 1, wherein said continuously monitoring or deriving said transmission ratio comprises deriving said transmission ratio from a first sensor corresponding to an input interface of said CVP hub and a second sensor corresponding to an output interface of said CVP hub.

11. 1. A method for calibrating a continuously variable planetary (CVP) system including a CVP hub including a shift mechanism, the shift mechanism including a shift driver element, the method being performed by a processing server system, the method comprising: continuously monitoring or obtaining the transmission ratio of the CVP hub while adjusting or holding the transmission ratio of the CVP hub; Upon detecting that the transmission ratio reaches a particular speed ratio value, recording a corresponding mechanism position of the shift mechanism; calibrating the CVP system based on the specific speed ratio values, the corresponding mechanism positions, and a known relationship between speed ratios and positions of the shifting mechanism; determining or verifying a full underdrive (FUD) position by iteratively decreasing the transmission ratio from the particular speed ratio value until a backlash condition is detected; determining or verifying a full overdrive (FOD) position by repeatedly increasing the motor current applied by an automatic hub interface (AHI) until the transmission ratio stops increasing; implementing the CVP system according to the determined FUD position and the determined FOD position, including stopping the shift mechanism or reversing direction of the shift mechanism when the FUD position or the FOD position is reached; A method comprising:

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

13. 12. The method of claim 11, wherein said continuously monitoring or deriving said transmission ratio of said CVP hub is in response to a re-indexing event.

14. 12. The method of claim 11, wherein said continuously monitoring or deriving said transmission ratio is in response to said shifting mechanism being in a backlash region corresponding to said FUD position.

15. 1. A method for performing calibration of a continuously variable planetary (CVP) system including a CVP hub including 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 executing a predefined sequence of movements of the shift mechanism including the shift driver element; determining a shift mechanism position value when the predefined series of movements is completed; and continuously monitoring or obtaining the transmission ratio and determining an error by comparing the actual position value of the shift mechanism with a predefined relationship to the transmission ratio; offsetting the actual position value of the shift mechanism based on the error; A method comprising:

16. Continuously monitoring or obtaining a stall / saturation condition of the shift mechanism determines software full underdrive (SFUD) or software full overdrive (SFOD) by providing active endstop detection, and the method includes: setting speed ratio-based constraints, including but not limited to time-based limits or expiration dates for the SFUD or SFOD, via the processing server system and the continuous monitoring of the gear ratio; 16. The method of claim 15, further comprising:

17. 16. The method of claim 15, wherein continuously monitoring the CVP system status sets system parameters and sets or increases automatic hub interface (AHI) torque and speed capabilities when the CVP system status is being calibrated.

18. 16. The method of claim 15, wherein the predefined sequence of movements of the shifting mechanism is in response to detecting the absence of a previous calibration record.

19. 16. The method of claim 15, further comprising continuously monitoring or determining whether an automatic hub interface (AHI) power cycling event has occurred, wherein 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) occurs, automatic hub interface (AHI) torque and speed capability limitations are applied.

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

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