Riding management method, user interface and related apparatus

Abstract

Disclosed in the present application are a riding management method, a user interface and a related apparatus. The method can comprise: acquiring a first signal at a first time during the riding of a user; on the basis of the first signal at the first time, identifying a riding posture of the user at the first time; and on the basis of the riding posture at the first time, determining a riding power at the first time. It can be seen that in the method, a riding posture is introduced into the calculation of a riding power, and the impact of the riding posture on the riding power is taken into account, such that the accuracy of calculating the riding power can also be ensured in an outdoor complex scenario.

Description

Cycling management methods, user interface and related devices

[0001] This application claims priority to Chinese Patent Application No. 202510322582.3, filed on March 17, 2025, with the China National Intellectual Property Administration, entitled “Cycling Management Method, User Interface and Related Device”, the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of computer technology, and in particular to cycling management methods, user interfaces and related devices. Background Technology

[0003] Cycling power, used to measure the energy of a bicycle's forward movement, is a key indicator for scientific training during cycling. A common method for calculating cycling power is to multiply the force applied to the pedals by the cadence. However, this method requires a power meter to be installed on the bicycle to measure the force applied to the pedals and the cadence, making it susceptible to equipment limitations and hindering its widespread adoption. Summary of the Invention

[0004] This application provides a cycling management method, user interface and related devices, which can calculate cycling power based on cycling posture, and realize accurate calculation of cycling power.

[0005] In a first aspect, embodiments of this application provide a cycling management method, which is applied to an electronic device. The method includes: acquiring a first signal at a first moment during a user's cycling process; identifying the user's cycling posture at the first moment based on the first signal at the first moment; and determining the cycling power at the first moment based on the cycling posture at the first moment.

[0006] For example, the electronic device can be a device worn on the user's body, such as a watch, bracelet, smart ring, or earphone, or a device fixed in a vehicle, such as a watch or odometer.

[0007] For example, the first time can be a point in time or a period of time.

[0008] The first information can be used to reflect the user's movement during cycling. For example, the first signal may include a motion signal, such as an IMU signal. Furthermore, the first signal may also include a signal reflecting the relative position between multiple devices, such as a UWB signal, a star flash signal, etc.

[0009] By implementing the method provided in the first aspect, electronic devices can take into account the impact of the user's riding posture on riding power, identify the user's riding posture during riding, and calculate the user's real-time riding power based on the riding posture, thereby improving the accuracy of riding power calculation in complex outdoor scenarios.

[0010] In conjunction with the first aspect, in one implementation, the method further includes: displaying one or more of the following: cycling power at the first moment, the user's cycling posture at the first moment, cycling speed at the first moment, cadence at the first moment, the terrain gradient where the user is at the first moment, and vehicle type.

[0011] This allows users to view relevant parameters during their ride and understand their riding performance.

[0012] In conjunction with the first aspect, in one implementation, before determining the cycling power at the first moment based on the cycling posture at the first moment, the method further includes: detecting that the cadence at the first moment is greater than 0.

[0013] It is evident that electronic devices can incorporate cadence to calculate cycling power, and then calculate cycling power based on cycling posture if the cadence is greater than 0.

[0014] In conjunction with the first aspect, in one implementation, the method further includes: detecting that the cadence of the user during a second time period is 0, and determining the cycling power of the second time period as 0.

[0015] As can be seen, the electronic device can determine the real-time cycling power as 0 when it detects that the cadence is 0. This is because it takes into account that if the user does not pedal during the ride, the user is not actually applying any pedaling force. Therefore, the cycling power can be directly determined as 0, so that the cycling power calculated by the electronic device is more in line with the user's actual situation.

[0016] In conjunction with the first aspect, in one implementation, the riding power at the first moment includes: the first power consumed to overcome air resistance; determining the riding power at the first moment based on the riding posture at the first moment, specifically including: determining the drag coefficient and frontal area based on the riding posture at the first moment, or the riding posture at the first moment and the user's body information, or the riding posture at the first moment and the user's body information and the vehicle model, or the riding posture at the first moment and the vehicle model; wherein, the body information includes one or more of the following: height, weight, body type, body proportion, waist-to-hip ratio, head-to-shoulder ratio, and clothing; and determining the first power based on the drag coefficient and frontal area.

[0017] The first-time riding power includes the first power consumed to overcome air resistance, which means that electronic devices can calculate the first-time riding power through the first power.

[0018] The first power may refer to the wind resistance power provided in the embodiments of this application.

[0019] It is evident that electronic devices can determine wind resistance power by considering riding posture, and further, by combining the user's body information and / or vehicle model, thereby enabling the determination of riding power based on wind resistance power.

[0020] Among these methods, wind resistance power is determined by the user's riding posture and body information, taking into account the impact of the user's state during riding on wind resistance power. Wind resistance power is also determined by the vehicle model, taking into account the impact of the tools used by the user on wind resistance power. In this way, wind resistance power can be calculated based on the actual riding situation of the user, improving the accuracy of wind resistance power calculation, and thus improving the accuracy of riding power calculation.

[0021] In conjunction with the first aspect, in one implementation, when riding on a slope at the first moment, the riding power at the first moment also includes: the second power consumed by gravity work; before or after determining the first power, the method further includes: determining the terrain slope where the user is at the first moment; determining the second power based on the terrain slope and the vehicle type; wherein, the vehicle type is used to determine the vehicle weight, the second power is a positive value when the slope riding is uphill, and a negative value when the slope riding is downhill.

[0022] The first-time cycling power includes the second power consumed by gravity, which means that electronic devices can calculate the first-time cycling power through the second power.

[0023] The second power may refer to the potential energy change power mentioned in the embodiments of this application.

[0024] Among them, the electronic device incorporates vehicle model to calculate the potential energy change power of the user when riding on a slope. It takes into account the impact of different vehicle models on vehicle weight, avoids using only a fixed vehicle weight to calculate the potential energy change power, improves the accuracy of potential energy change power calculation, and thus improves the accuracy of riding power calculation.

[0025] In conjunction with the first aspect, in one implementation, determining the terrain slope where the user is located at the first moment specifically includes: determining the terrain slope where the user is located at the first moment based on the user's location information and the air pressure information of the user's environment; or, determining the terrain slope where the user is located at the first moment based on the IMU signal.

[0026] It is evident that electronic devices can determine the terrain gradient a user is in during cycling in multiple ways, thereby improving the accuracy of terrain gradient calculation.

[0027] In conjunction with the first aspect, in one implementation, before determining the terrain slope where the user is located at the first moment, the method further includes: identifying the wearing position of the electronic device; determining the terrain slope where the user is located at the first moment specifically includes: if it is identified that the electronic device is worn on the user, determining the terrain slope where the user is located at the first moment based on the user's location information collected by the electronic device and the air pressure information of the user's environment; or, if it is identified that the electronic device is fixed on the vehicle, determining the terrain slope where the user is located at the first moment based on the IMU signal collected by the electronic device.

[0028] It is evident that electronic devices can identify the wearing position of the electronic device and select an appropriate method to calculate the terrain slope based on the wearing position.

[0029] In conjunction with the first aspect, in one implementation, the electronic device is fixed on the vehicle. After identifying the wearing position of the electronic device, before determining the terrain slope where the user is located at the first moment based on the IMU signal, the method further includes: collecting the air pressure information of the environment in which the user is located during the ride; and, if the user is identified as riding on a level surface based on the air pressure information, calibrating the level surface to a reference plane with no slope.

[0030] If the electronic device is fixed on the vehicle, it can automatically perform level calibration based on air pressure information, reducing the hassle of manual calibration for the user.

[0031] In conjunction with the first aspect, in one implementation, the riding power at the first moment also includes: the third power consumed to overcome rolling friction; before or after determining the first power, the method further includes: determining the vehicle weight and coefficient of friction based on the vehicle model; and determining the third power based on the vehicle weight and coefficient of friction.

[0032] The first-time riding power includes the third power consumed to overcome rolling friction, which means that electronic devices can calculate the first-time riding power through the third power.

[0033] The third power may refer to the rolling resistance power mentioned in the embodiments of this application.

[0034] Among these features, the electronic device can determine the rolling resistance power based on the vehicle model. This is because different vehicle models affect the vehicle's weight and friction coefficient, avoiding the need for the electronic device to calculate the rolling resistance power using only a fixed vehicle weight or friction coefficient, thus improving the accuracy of the rolling resistance power calculation.

[0035] In conjunction with the first aspect, in one implementation, the vehicle model is determined based on IMU signals, or the vehicle model is information input by the user.

[0036] As can be seen, electronic devices can automatically identify vehicle models, or they can determine the vehicle model through user input.

[0037] In conjunction with the first aspect, in one implementation, the vehicle model is determined based on the output result obtained after inputting the IMU signal into the vehicle model recognition model. The vehicle model recognition model is trained based on the device worn by the tester during riding and / or the IMU signal collected by the device fixed on the vehicle, given that the vehicle model used by the tester is known.

[0038] If the vehicle model is identified by electronic devices, the electronic devices can identify the vehicle model through IMU signals, thereby improving the accuracy of vehicle model identification.

[0039] In conjunction with the first aspect, in one implementation, when the user is in the process of braking at the first moment, the riding power at the first moment also includes: the power consumed by braking from the start of braking to the first moment, wherein the power consumed by braking is determined based on the PPG signal and / or IMU signal collected by the device worn by the user from the start of braking to the first moment.

[0040] It is evident that if the user brakes during cycling, the electronic device also needs to calculate the power consumed by braking and then calculate the cycling power based on the power consumed by braking. This comprehensively considers the impact of various user behaviors on cycling power and improves the accuracy of cycling power calculation.

[0041] In conjunction with the first aspect, in one implementation, when the user is in the braking process at the first moment, before or after determining the first power, the method further includes: determining the braking force and braking duration based on the PPG signal and / or IMU signal collected by the device worn by the user from the start of braking to the first moment; and determining the power consumed by braking based on the braking force and braking duration.

[0042] It is evident that electronic devices can determine the power consumed during braking based on braking force and braking duration, ensuring that the electronic devices can accurately calculate the power consumed during braking.

[0043] In conjunction with the first aspect, in one implementation, the brake is identified based on the PPG signal and / or IMU signal collected by the electronic device; before acquiring the IMU signal at the first moment during the user's riding, the method further includes: before starting to ride, outputting a first prompt message, the first prompt message being used to prompt the user to wear the electronic device on the hand that is usually used for braking.

[0044] It is evident that electronic devices can guide users to wear them on their dominant hand before starting to ride, making it easier for the electronic devices to recognize the user's braking behavior during the ride.

[0045] In conjunction with the first aspect, in one implementation, the method further includes: after the ride ends, displaying one or more of the following: a cycling power change trend graph, a cycling posture diagram, and average power. The cycling power change trend graph is drawn based on all the cycling power generated during the user's ride. The cycling posture diagram is used to display one or more cycling postures exhibited by the user during the ride. The average power is equal to the average value of the cycling power generated during the user's ride.

[0046] It is evident that electronic devices can display a user's riding status from multiple perspectives based on relevant parameters during the riding process after the user has finished riding.

[0047] In conjunction with the first aspect, in one implementation, the first signal at the first moment originates from one or more devices worn by the user.

[0048] It is evident that electronic devices can identify a user's riding posture through first signals collected by one or more devices.

[0049] In a second aspect, embodiments of this application provide an electronic device, including: a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the method as described in the first aspect or any implementation thereof.

[0050] Thirdly, embodiments of this application provide a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method as described in the first aspect or any implementation thereof.

[0051] Fourthly, embodiments of this application provide a computer program product, which includes a computer program that, when executed by a processor, implements the method described in the first aspect or any of the implementations of the first aspect.

[0052] Fifthly, embodiments of this application provide a chip system including a processing circuit and an interface circuit. The interface circuit is used to receive computer instructions and transmit them to the processing circuit. The processing circuit is used to execute the computer instructions to implement the method described in the first aspect or any implementation thereof. Attached Figure Description

[0053] Figure 1 is a schematic diagram of force analysis during user cycling provided in an embodiment of this application;

[0054] Figure 2 is a schematic diagram of the application scenario of the cycling management method provided in the embodiment of this application;

[0055] Figure 3 is a schematic flowchart of the method for calculating wind resistance power provided in an embodiment of this application;

[0056] Figure 4 is a schematic flowchart of the method for calculating the power of potential energy change provided in an embodiment of this application;

[0057] Figure 5 is a schematic diagram of a user riding a bicycle on a slope according to an embodiment of this application;

[0058] Figure 6 is a schematic flowchart of the method for calculating rolling resistance power provided in an embodiment of this application;

[0059] Figure 7 is a schematic flowchart of the method for calculating braking power consumption provided in an embodiment of this application;

[0060] Figures 8A-8J show some user interfaces provided in the embodiments of this application;

[0061] Figure 9 is a flowchart illustrating a cycling management method provided in an embodiment of this application;

[0062] Figure 10 is a schematic diagram of the hardware structure of the electronic device 100 provided in the embodiment of this application;

[0063] Figure 11 is a schematic diagram of the structure of the cycling management device 200 provided in the embodiment of this application. Detailed Implementation

[0064] The technical solutions in the embodiments of this application will be clearly and thoroughly described below with reference to the accompanying drawings.

[0065] The term "user interface (UI)" used in the following embodiments of this application refers to the medium interface through which an application or operating system interacts and exchanges information with the user. It realizes the conversion between the internal form of information and the form that the user can accept. The user interface is source code written in a specific computer language such as Java or Extensible Markup Language (XML). The interface source code is parsed and rendered on the electronic device, ultimately presenting content that the user can recognize. A common form of user interface is the graphical user interface (GUI), which refers to a user interface related to computer operation displayed graphically. It can be visible interface elements such as text, icons, buttons, menus, tabs, text boxes, dialog boxes, status bars, navigation bars, and widgets displayed on the screen of an electronic device.

[0066] This application provides a cycling management method that can use the law of conservation of energy to calculate cycling power. That is, by using the power corresponding to the components of gravity, air resistance and rolling friction that are equivalent to the pedaling force applied by the user during cycling, the power corresponding to the pedaling force applied by the user can be deduced, i.e., cycling power, thereby realizing the calculation of cycling power.

[0067] As can be seen, this method does not require direct calculation of the force applied by the user, reducing the hassle of using a power meter.

[0068] Furthermore, the cycling management method provided in this application takes into account that users' cycling is easily affected by various factors. For example, users usually change their cycling posture (or pitch posture) during cycling. The change in cycling posture will affect the air resistance experienced by the user during cycling, thereby changing the power corresponding to the air resistance. Therefore, this solution introduces cycling posture into the calculation of cycling power to improve the accuracy of cycling power calculation in complex outdoor scenarios.

[0069] For example, Figure 1 is a schematic diagram of force analysis during a user's cycling process provided in an embodiment of this application.

[0070] As shown in Figure 1, during the process of a user riding uphill along a slope, the user and the bicycle as a whole are subjected to multiple forces, including: pedaling force, gravity, rolling friction, and air resistance. Pedaling force is the force exerted by the user on the bicycle pedals; gravity is the weight of the user and the bicycle; rolling friction is the frictional force experienced by the user and the bicycle as the bicycle tires roll down the slope; and air resistance is the resistance force exerted by the air on the user during the ride.

[0071] Therefore, based on the law of conservation of energy, cycling power can be expressed by the following formula 1: P = (P1 + P2 + P3 + P4) / a Formula 1

[0072] Where P represents riding power, P1 represents wind resistance power, P2 represents potential energy change power, P3 represents rolling resistance power, P4 represents kinetic energy change power, and a represents the transmission coefficient.

[0073] Among them, kinetic energy change power refers to the power corresponding to the energy stored in the vehicle during mechanical motion, potential energy change power is the power consumed by gravity, rolling resistance power is the power consumed to overcome rolling friction, wind resistance power is the power consumed to overcome air resistance, and transmission coefficient is used to measure the mechanical transmission loss of a bicycle during riding. This is because the pedaling force exerted by the user on the pedals during riding will have a certain loss in the power transmission process, and the degree of this loss is the transmission coefficient.

[0074] As can be seen from Formula 1, by calculating the power of kinetic energy change, power of potential energy change, power of rolling resistance, power of wind resistance, and transmission coefficient during the user's cycling process, the cycling power can be derived.

[0075] It should be noted that Figure 1 uses the example of a user riding uphill along a slope. In addition, if the user rides downhill along a slope, then the work done by gravity is positive. In this case, Formula 1 can be changed to: Riding power = (Power of kinetic energy change - Power of potential energy change + Power of rolling resistance + Power of wind resistance) / Transmission coefficient. In addition, if the user rides on a horizontal surface, there is no work done by gravity, and in this case, the power of potential energy change is not included in Formula 1.

[0076] The following details the calculation process for the following parameters required for calculating cycling power in Formula 1: kinetic energy change power, potential energy change power, rolling resistance power, wind resistance power, and transmission coefficient.

[0077] Figure 2 is a schematic diagram of the application scenario of the cycling management method provided in the embodiments of this application.

[0078] As shown in Figure 2, the cycling management method provided in this application involves one or more devices, including: devices worn by the user, such as the electronic device 100 shown in Figure 2, which can be a watch, bracelet, earphone, ring, foot sensor, etc.; and devices fixed on the bicycle, such as the electronic device 200 shown in Figure 2, which can be a cycling computer, mobile phone, cadence meter, etc. The cycling computer can be an electronic product installed on the bicycle for recording and displaying cycling data, which can include cycling speed, cycling distance, cycling time, etc. The cadence meter can be a device installed on the crank or hub of the bicycle, used to calculate the bicycle's cadence.

[0079] During the user's ride, the electronic device 100 can collect data from the user, such as photoplethysmography (PPG) signals, inertial measurement unit (IMU) signals, air pressure information, location information, etc. Similarly, the electronic device 200 can also collect data, such as IMU signals, air pressure signals, location information, etc.

[0080] In this embodiment of the application, the data collected by electronic device 100 and / or electronic device 200 can be used to calculate the kinetic energy change power, potential energy change power, rolling resistance power, wind resistance power and transmission coefficient in Formula 1, thereby realizing the calculation of riding power.

[0081] It should be noted that the embodiments of this application do not limit the type of device worn on the user's body or fixed in the vehicle. For example, when a watch is worn on the user's body, the watch is considered a device worn on the user's body; when a watch is fixed in the vehicle, the watch is considered a device fixed in the vehicle. Similarly, when a mobile phone is worn on the user's body by a fixing device, the mobile phone is considered a device worn on the user's body; when a mobile phone is fixed in the vehicle by a fixing device, the mobile phone is considered a device fixed in the vehicle.

[0082] Furthermore, the devices worn by the user can include one or more, such as watches, earphones, and foot sensors. This allows for the acquisition of data from multiple devices, including watches, earphones, and foot sensors. Similarly, the devices fixed to the vehicle can also include one or more. This application embodiment does not limit the types and number of devices involved in the application scenario shown in Figure 2.

[0083] The following uses electronic device 100 as an example to describe the cycling management method provided in this application embodiment. It should be understood that electronic device 100 can be a device such as a watch or bracelet worn by the user as shown in Figure 2, or it can be a device fixed on the vehicle as shown in Figure 2. Alternatively, it can be different from the device worn by the user or the device fixed on the vehicle. In this case, electronic device 100 can acquire data collected by the device worn by the user or the device fixed on the vehicle, and calculate the user's cycling power based on this data. This application embodiment does not limit the device type and wearing position of electronic device 100.

[0084] (I) Wind resistance power

[0085] Figure 3 is a schematic flowchart of the method for calculating wind resistance power provided in the embodiments of this application.

[0086] S101, Electronic device 100 determines the user's riding posture.

[0087] For example, riding postures can include: normal riding posture, upright riding posture, racing aerodynamic posture, etc. This application embodiment does not limit the riding posture.

[0088] The electronic device 100 can determine the user's riding posture based on data (such as IMU signals) collected by one or more devices worn by the user. These one or more devices may include, but are not limited to, mobile phones, earphones, watches, wristbands, smart rings, smart glasses, foot sensors, etc.

[0089] This data may include motion signals, such as IMU signals, which can be used to reflect the movement of the user's limbs. For example, if the IMU signal includes an IMU signal collected by a device worn on the user's hand, then the IMU signal can be used to reflect the movement of the user's hand. Therefore, in a specific implementation, the electronic device 100 can analyze the user's cycling posture based on the movement of the user's limbs.

[0090] Furthermore, if the data originates from data collected by multiple devices, it may also include signals reflecting the relative positions between the devices, such as ultra-wideband (UWB) signals, starlight signals, etc. In a specific implementation, the electronic device 100 can determine the user's riding posture based on the user's limb movements, the relative positions between multiple devices, and the physical constraints of the human body (such as constraints on the direction of arm movement).

[0091] For example, electronic device 100 can identify a user's riding posture using a posture recognition model. Specifically, electronic device 100 can input data collected by one or more devices worn by the user into the posture recognition model to obtain the user's riding posture.

[0092] The posture recognition model can be trained using data collected from one or more devices worn by the tester during the ride, based on the known riding posture of the tester.

[0093] S102, Electronic device 100 determines the drag coefficient and frontal area based on the user's riding posture.

[0094] For example, the electronic device 100 may have a pre-set mapping relationship between the user's riding posture and the drag coefficient and frontal area. In this way, after the electronic device 100 determines the user's riding posture, it can find the corresponding drag coefficient and frontal area according to the mapping relationship.

[0095] Understandably, the mapping relationship between a user's riding posture and the drag coefficient and frontal area can also be pre-set in the cloud server. Thus, when the electronic device 100 needs to determine the drag coefficient and frontal area, it can send the user's riding posture to the server. After the server finds the corresponding drag coefficient and frontal area based on this mapping relationship, it returns these values ​​to the electronic device 100. It should be noted that the mapping relationships mentioned below can all be pre-set in the electronic device 100 or other devices, and will not be elaborated further.

[0096] In some implementations, the electronic device 100 can determine the drag coefficient and frontal area based on the user's riding posture and body information. This allows for the determination of drag power not only based on the user's riding posture but also by incorporating the user's body information, thus improving the accuracy of drag power calculation.

[0097] The body information may include one or more of the following: height, weight, body type, body proportions, waist-to-hip ratio, head-to-shoulder ratio, clothing, etc. This is because factors such as the user's riding posture, body shape, and clothing can also affect the amount of air resistance on the user. Therefore, the electronic device 100 can combine the user's riding posture and body information to determine the drag coefficient and frontal area.

[0098] For example, the electronic device 100 may have a pre-set mapping relationship between the user's riding posture and body information and the drag coefficient and frontal area. In this way, given the user's riding posture and body information, the corresponding drag coefficient and frontal area can be found through the mapping relationship.

[0099] The body information can be information entered by the user or information obtained by the electronic device 100 through other devices. This application embodiment does not limit the method of obtaining the body information.

[0100] In some implementations, the electronic device 100 can determine the drag coefficient and frontal area based on the user's riding posture and body information and the vehicle model.

[0101] The vehicle type refers to the type of bicycle used by the user, which may include: road bikes, mountain bikes, shared bicycles, daily commuter bikes, BMX bikes, etc. This application embodiment does not limit the vehicle type.

[0102] In other words, the vehicle model can also be used to determine the drag power. This is because different vehicle models will affect the amount of air resistance to the user's riding. Therefore, the electronic device 100 can combine the user's riding posture and body information with the vehicle model to determine the drag coefficient and frontal area, thereby further improving the accuracy of the drag power calculation.

[0103] The electronic device 100 can determine the vehicle model in any of the following ways:

[0104] 1) Electronic device 100 identifies the vehicle model by using IMU signals acquired during the user's ride.

[0105] The IMU signal may include: an IMU signal collected by a device worn by the user, and / or an IMU signal collected by a device fixed on the vehicle.

[0106] In one implementation, the electronic device 100 can identify vehicle models using a model. For example, the electronic device 100 can input IMU signals into a vehicle model recognition model and determine the vehicle model based on the model's output. This vehicle model recognition model is trained based on IMU signals collected by devices worn by the tester during riding and / or by devices fixed to the vehicle, given that the vehicle model used by the tester is known.

[0107] Furthermore, since the IMU signals collected by the user-worn device reflect changes in the user's posture, and the IMU signals collected by the device fixed on the vehicle reflect changes in the vehicle's posture, to increase the accuracy of vehicle model recognition, the electronic device 100 can select the vehicle recognition model for vehicle model recognition based on the wearing position of the device collecting the IMU signals. The wearing position of the device can be on the user's body or on the vehicle the user is riding.

[0108] In other words, the vehicle recognition model used to identify vehicle models differs depending on the wearing position of the device collecting IMU signals. For example, if the IMU signal acquired by electronic device 100 is collected by a device worn by the user, then electronic device 100 can use vehicle recognition model 1 to identify the vehicle model. Vehicle recognition model 1 can be trained based on the IMU signals collected by the device worn by the tester during riding, given that the vehicle model used by the tester is known. If the IMU signal acquired by electronic device 100 is collected by a device fixed on the vehicle, then electronic device 100 can use vehicle recognition model 2 to identify the vehicle model. Vehicle recognition model 2 can be trained based on the IMU signals collected by the device fixed on the vehicle during riding, given that the vehicle model used by the tester is known.

[0109] In one application scenario, if the IMU signal is a signal collected by the electronic device 100 itself, the electronic device 100 can identify the wearing position of the electronic device 100 before identifying the vehicle model, and then select an appropriate vehicle recognition model to identify the vehicle model based on the wearing position, thereby improving the accuracy of vehicle model recognition.

[0110] The electronic device 100 can determine its wearing position based on user operation, or it can automatically identify the wearing position of the electronic device 100. This application embodiment does not limit the method of identifying the wearing position of the electronic device 100.

[0111] For example, if the electronic device 100 automatically identifies its wearing position, the electronic device 100 can collect a PPG signal to identify its wearing position. For instance, if the electronic device 100 is worn on a user, the PPG signal collected by the electronic device 100 may include information reflecting pulse fluctuations; if the electronic device 100 is worn in a vehicle, the PPG signal collected by the electronic device 100 will not include information reflecting pulse fluctuations.

[0112] It is understood that the electronic device 100 can also identify the vehicle model in other ways, and this application embodiment does not limit this.

[0113] 2) Electronic device 100 determines vehicle model through user operation.

[0114] For example, electronic device 100 can determine the vehicle model by having the user input the vehicle model.

[0115] In one implementation, the electronic device 100 can display a variety of vehicle models for the user to choose from before the ride begins, and determine the vehicle model selected by the user as the model to be used by the user for this ride.

[0116] It is understood that the electronic device 100 can also determine the vehicle model in other ways, and this application embodiment does not limit this.

[0117] For example, the electronic device 100 may have a pre-set mapping relationship between the user's riding posture, body information, and vehicle type, and the drag coefficient and frontal area. In this way, given the user's riding posture, body information, and vehicle type, the corresponding drag coefficient and frontal area can be found through the mapping relationship.

[0118] In some implementations, the electronic device 100 can also determine the drag coefficient and frontal area based on the user's riding posture and vehicle type. Similarly, the electronic device 100 can have a pre-set mapping relationship between the user's riding posture and vehicle type and the drag coefficient and frontal area, and determine the drag coefficient and frontal area through the mapping relationship.

[0119] S103, Electronic equipment 100 determines wind resistance power based on drag coefficient and frontal area.

[0120] For example, electronic device 100 can determine wind resistance power using the following formula 2:

[0121] Where P1 represents wind resistance power, ρ represents wind resistance coefficient, A represents frontal area, v represents riding speed, and v1 represents the user's speed relative to the wind.

[0122] For example, electronic device 100 can determine cycling speed by using location information, such as global positioning system (GPS) information, collected by a device worn by the user or a device fixed on the vehicle.

[0123] For example, electronic device 100 can determine the user's speed relative to the wind using a wind sensor (e.g., anemometer, pitot tube, etc.). Alternatively, electronic device 100 can calculate the user's speed relative to the wind based on the wind speed and cycling speed. For instance, if the user is cycling against the wind, the user's speed relative to the wind is the cycling speed plus the wind speed; if the user is cycling with the wind, the user's speed relative to the wind is the cycling speed minus the wind speed. Electronic device 100 can obtain the wind speed at the time of the user's cycling through a network (e.g., weather forecast).

[0124] As can be seen from Formula 2, given the drag coefficient, frontal area, cycling speed, and the user's speed relative to the wind, the wind resistance power during the user's cycling process can be calculated using Formula 2.

[0125] (II) Potential Energy Change Power

[0126] When a user is riding, if the terrain is a slope, there will be work done by gravity. To calculate the riding power, it is necessary to first calculate the power of potential energy change.

[0127] Figure 4 is a schematic flowchart of the method for calculating the power of potential energy change provided in an embodiment of this application.

[0128] S201, Electronic device 100 determines the terrain slope where the user is during cycling.

[0129] For example, electronic device 100 can determine the terrain slope in any of the following ways:

[0130] 1) Electronic device 100 determines the terrain slope where the user is located based on the user's location information and the air pressure information of the user's environment.

[0131] In practice, the electronic device 100 can calculate the distance the user moves horizontally using the user's location information and the height the user moves vertically using the air pressure information of the user's environment. Thus, the slope of the terrain where the user is located can be calculated using the distance the user moves horizontally and the height the user moves vertically.

[0132] The user's location information and the air pressure information of the user's environment can be collected by devices worn by the user or by fixed devices on the vehicle.

[0133] For example, the user's location information can be obtained through GPS in the device, and the air pressure information of the user's environment can be obtained through air pressure sensor in the device.

[0134] 2) Electronic device 100 determines the slope of the terrain where the user is located based on IMU signals.

[0135] The slope of the terrain where the user is located can be determined by IMU signals collected by a device fixed on the vehicle or by a device rigidly connected to the bicycle.

[0136] Since IMU signals can reflect changes in the device's posture, these changes can reflect changes in the bicycle's posture during riding. Therefore, given a reference plane with no slope, the user's riding slope can be calculated based on the bicycle's posture changes during riding.

[0137] It is understood that the electronic device 100 can also determine the terrain slope where the user is located through other means, such as map information. This application embodiment does not limit the method of determining the terrain slope.

[0138] In some implementations, the slope of the terrain where the user is located can be calculated by the electronic device 100 based on the data it collects. In this case, the electronic device 100 can choose an appropriate method to determine the slope of the terrain based on the wearing position of the electronic device 100.

[0139] Specifically, the electronic device 100 can distinguish whether it is worn by the user or fixed in the vehicle. If the electronic device 100 is worn by the user, it can determine the terrain slope where the user is located based on the user's location information and the air pressure information of the user's environment. If the electronic device 100 is fixed in the vehicle, it can determine the terrain slope where the user is located based on the IMU signal collected by the electronic device 100.

[0140] The electronic device 100 can determine its wearing position based on user operation, or it can automatically identify the wearing position of the electronic device 100. This application embodiment does not limit the method of identifying the wearing position of the electronic device 100.

[0141] For example, if the electronic device 100 automatically identifies the wearing position of the electronic device 100, the electronic device 100 can collect PPG signals and identify the wearing position of the electronic device 100 through the PPG signals.

[0142] Furthermore, if the electronic device 100 is fixed to the vehicle, before determining the terrain slope where the user is located based on the IMU signals collected by the electronic device 100, the electronic device 100 can first perform a level calibration. This level calibration is to ensure that the calibrated plane is a level surface with no slope. This is because the IMU signals collected by the electronic device 100 can reflect the changes in the vehicle's posture during riding. Therefore, the electronic device 100 needs to know the level surface with no slope in order to calculate the vehicle's posture at a certain point in time during riding, i.e., the terrain slope where the user is located, in conjunction with the changes in the vehicle's posture during riding.

[0143] The electronic device 100 can be horizontally calibrated using any of the following methods:

[0144] 1) Electronic device 100 achieves horizontal calibration manually by the user.

[0145] In practice, when the electronic device 100 is fixed to the vehicle, the user can control the installation angle of the electronic device 100 to achieve installation angle calibration, thereby achieving horizontal calibration of the electronic device 100. It is evident that manual calibration by the user requires limiting the installation angle of the electronic device 100, achieving horizontal calibration through a fixed installation angle.

[0146] Alternatively, after the electronic device 100 is fixed to the vehicle, it can guide the user to place the vehicle on level ground without any slope. In this way, the electronic device 100 can calibrate the horizontal plane on which the vehicle is placed to a reference plane without any slope. For example, the electronic device 100 can guide the user to place the vehicle on level ground without any slope by outputting prompts.

[0147] 2) Electronic equipment automatically performs horizontal calibration.

[0148] For example, electronic device 100 can automatically perform level calibration using a barometric pressure sensor.

[0149] In a specific implementation, the electronic device 100 can collect the air pressure information of the environment in which the user is riding through the air pressure sensor. If the user is identified as riding on a level surface based on the air pressure information, the level surface is calibrated as a reference plane without slope.

[0150] Since the user's riding height changes when riding on a slope, which in turn causes changes in air pressure, the electronic device 100 can determine that the user is riding on a level surface if it detects that the air pressure information does not change or changes only slightly.

[0151] As can be seen, the electronic device 100 can automatically perform level calibration, which can reduce the trouble of manual calibration before the user starts riding. The electronic device 100 can automatically perform level calibration after the user starts riding.

[0152] It is understood that the electronic device 100 can also achieve horizontal calibration in other ways, and this application embodiment does not limit this.

[0153] In other implementations, the gradient of the user's cycling position can be calculated by the electronic device 100 based on data collected by other devices. Considering that IMU signals are more real-time and the gradient determined by IMU signals is more accurate, if the electronic device 100 can acquire not only the user's location and air pressure information but also the IMU signal during the user's cycling, then the electronic device 100 can prioritize using the IMU signal to determine the gradient.

[0154] Furthermore, if the electronic device 100 determines the method for calculating the terrain slope based on the wearing position of other devices—for example, if the electronic device 100 can acquire data collected by the device worn by the user, it can choose to use the location information and air pressure information collected by that device to calculate the terrain slope; if the electronic device 100 can acquire data collected by a device fixed in the vehicle, it can choose to use the IMU signal collected by that device to calculate the terrain slope—then the electronic device 100 can prioritize acquiring the IMU signal collected by the device fixed in the vehicle to calculate the terrain slope, thus improving the accuracy of the calculated terrain slope.

[0155] S202, Electronic device 100 determines the potential energy change power based on the terrain slope.

[0156] Figure 5 is a schematic diagram of a user riding a bicycle on a slope according to an embodiment of this application.

[0157] As shown in Figure 5, θ represents the angle between the slope where the user is located and the horizontal plane, and v represents the user's cycling speed on the slope. As can be seen from Figure 5, if the user rides up the slope, the direction of the cycling speed is upward along the slope.

[0158] Referring to Figure 5, the potential energy change power of electronic device 100 can be determined by the following formula 3: P2=(m1+m2)·g·v·sinθ Formula 3

[0159] Where P2 represents the potential energy change power, m1 represents the user's weight, m2 represents the vehicle's weight, g represents the gravitational acceleration, θ represents the angle between the slope and the horizontal plane where the user is located, which is the slope of the terrain where the user is located, and v represents the user's riding speed on the slope.

[0160] For example, electronic device 100 can determine the weight of the vehicle in any of the following ways:

[0161] 1) Electronic device 100 determines the preset weight as the weight of the vehicle.

[0162] For example, the electronic device 100 can preset the weight of the vehicle so that when the electronic device 100 determines the potential energy change power, it can directly use the preset weight of the vehicle for calculation.

[0163] 2) Electronic device 100 inputs the weight of the vehicle based on user operation.

[0164] As can be seen, the electronic device 100 can determine the weight manually entered by the user as the weight of the vehicle, and use this weight to calculate the potential energy change power.

[0165] This allows the weight of the vehicle to be determined based on the actual vehicle used by the user, thus improving the accuracy of calculating the potential energy change power.

[0166] 3) Electronic equipment 100: The weight of the vehicle is determined according to the vehicle model.

[0167] Considering that users are usually not very familiar with the actual weight of a vehicle, the electronic device 100 can determine the weight of the vehicle based on the type of vehicle the user is riding.

[0168] For example, the electronic device 100 may have a pre-set mapping relationship between vehicle models and vehicle weights. If the vehicle model is known, the weight of the corresponding vehicle can be found based on the mapping relationship.

[0169] This not only allows us to determine the weight of the vehicle based on the actual vehicle used by the user, improving the accuracy of calculating the power of potential energy change, but also reduces the hassle of users manually entering the vehicle's weight.

[0170] The vehicle model can be entered by the user or identified based on the IMU signal. For details, please refer to the relevant content about vehicle models in the calculation of wind resistance power above, which will not be repeated here.

[0171] As can be seen from steps S201-S202, during the user's cycling process, the electronic device 100 can identify the terrain slope where the user is located and determine the potential energy change power based on the terrain slope, cycling speed, and the weight of the person and the vehicle.

[0172] (III) Rolling Resistance Power

[0173] Considering that different vehicle models will result in different rolling friction forces during riding, this application incorporates the vehicle model into the calculation of rolling resistance power to improve the accuracy of the calculation of rolling resistance power.

[0174] Figure 6 is a schematic flowchart of the method for calculating rolling resistance power provided in an embodiment of this application.

[0175] S301, Electronic Equipment 100 determines the vehicle's weight and coefficient of friction based on the vehicle model.

[0176] The vehicle model can be entered by the user or identified based on the IMU signal. For details, please refer to the relevant content about vehicle models in the above calculation of wind resistance power.

[0177] The electronic device 100 can determine the weight of the vehicle based on the mapping relationship between the vehicle model and the vehicle weight. Similarly, the electronic device 100 can also determine the coefficient of friction based on the mapping relationship between the vehicle model and the coefficient of friction.

[0178] It is understood that the electronic device 100 may also have a default parameter preset as the vehicle's weight, or the user may input the vehicle's weight. Similarly, the electronic device 100 may also have a default parameter preset as the coefficient of friction, or the user may input the coefficient of friction. This application embodiment does not limit the method of determining the vehicle's weight and coefficient of friction.

[0179] S302, Electronic Equipment 100 determines the rolling resistance power based on the vehicle's weight and coefficient of friction.

[0180] For example, the electronic device 100 can determine the rolling resistance power using the following formula 4: P3 = F·μ Formula 4

[0181] Where P3 represents rolling resistance power, F represents normal force, and μ represents the coefficient of friction.

[0182] Normal force refers to the pressure exerted by an object on the contact surface. If the user is riding on a horizontal surface, the normal force is equal to the weight of the person and the vehicle. In this case, Formula 4 can be transformed into: P3 = (m1 + m2)·g·μ. If the user is riding on a slope, the normal force is equal to the component of the weight of the person and the vehicle perpendicular to the slope. In this case, Formula 4 can be transformed into: P3 = (m1 + m2)·g·cosθ·μ. Where m1 represents the user's weight, m2 represents the weight of the vehicle, g represents the acceleration due to gravity, and θ represents the angle between the slope and the horizontal surface.

[0183] For a detailed description of θ, please refer to the section on terrain slopes in the above calculation of potential energy change power; it will not be repeated here.

[0184] (iv) Dynamic Change Power

[0185] For example, the electronic device 100 can determine the power change by the following formula 5: P4=(m1+m2)·g·v 2 Formula 5

[0186] Where P4 represents rolling resistance power, m1 represents the user's weight, m2 represents the weight of the vehicle, g represents gravitational acceleration, and v represents the riding speed.

[0187] For details on how the user's weight and the vehicle's weight are determined, please refer to the aforementioned content, which will not be repeated here.

[0188] In summary, by combining formulas 1-5 above, the cycling power of a user at a certain time during cycling can be calculated.

[0189] It is important to note that the transmission coefficient in Formula 1 can be a preset parameter or a parameter determined based on the vehicle model. For example, the electronic device 100 can have a preset mapping relationship between vehicle models and transmission coefficients. When the vehicle model is known, the electronic device 100 can find the corresponding transmission coefficient based on this mapping relationship. In this way, the different mechanical transmission losses that different vehicle models may have can be taken into account, thereby increasing the accuracy of calculating riding power.

[0190] In this way, the electronic device 100 can calculate the user's cycling power in real time after the user starts cycling, helping the user understand the intensity of the cycling session. Furthermore, the electronic device 100 can also develop a reasonable training plan for the user based on the cycling power during the cycling process, avoiding overtraining or undertraining and helping the user to train scientifically.

[0191] In some implementations, considering that if a user is not pedaling during cycling, then the user is not actually applying pedaling force. Therefore, determining cycling power using formulas 1-5 as described above would not reflect reality. Thus, the electronic device 100 can identify whether the cadence is 0 during cycling. If the cadence is 0, the cycling power is determined as 0; if the cadence is not 0, the cycling power is determined using formulas 1-5. This improves the real-time accuracy of cycling power calculations.

[0192] The cadence during cycling can be collected using a cadence meter fixed to the vehicle. It is understood that cadence can also be determined through other methods, and this application embodiment does not limit this approach.

[0193] In some implementations, considering that if a user brakes during cycling, the braking process also consumes power, which affects the user's cycling power. Therefore, the electronic device 100 can calculate the braking power consumed during braking when it detects that the user is braking, and use this braking power to optimize cycling power. This improves the accuracy of cycling power calculation.

[0194] For example, if the user brakes during cycling, the electronic device 100 can determine the cycling power using the following formula 6: P = (P1 + P2 + P3 + P4 + P5) / a Formula 6

[0195] Where P represents riding power, P1 represents wind resistance power, P2 represents potential energy change power, P3 represents rolling resistance power, P4 represents kinetic energy change power, P5 represents braking power, and a represents transmission coefficient.

[0196] It is evident that if a user brakes during cycling, the power consumed by braking will be added when calculating the user's cycling power.

[0197] For example, Figure 7 is a schematic flowchart of a method for calculating the power consumed by braking provided in an embodiment of this application.

[0198] S401, Electronic device 100 acquires PPG signals and / or IMU signals collected by the device worn by the user.

[0199] For example, the device worn by the user can refer to a device worn on the user's hand, such as a watch worn on the wrist, a smart ring worn on the finger, etc. In this way, the electronic device 100 can analyze the relevant information about the user's hand to determine whether the user's hand has initiated a braking action.

[0200] Before a user rides, the electronic device 100 can output a prompt message, reminding the user to wear the brake detection device (such as the electronic device 100) on the hand that is used for braking. In this way, the device can capture the user's hand movements during the ride and thus identify whether the user is braking.

[0201] It is understandable that if the electronic device 100 is a device worn by a user, the electronic device 100 can acquire PPG signals and / or IMU signals on its own. Furthermore, the device worn by the user can be one or more devices; that is, the electronic device 100 can acquire PPG signals and / or IMU signals acquired by one or more devices.

[0202] S402, Electronic device 100 identifies whether the user is braking based on PPG signals and / or IMU signals.

[0203] For example, electronic device 100 can use gesture recognition to identify whether the user has braked.

[0204] In practice, the electronic device 100 can input PPG signals and / or IMU signals into the gesture recognition model to identify whether the user has braked.

[0205] It is understood that, in addition to identifying whether a user is braking by collecting PPG signals and / or IMU signals, the electronic device 100 can also identify whether a user is braking in other ways. For example, it can identify whether a user is braking by measuring riding speed. If the riding speed drops sharply, it can be determined that the user has braked. This application embodiment does not limit the method by which the electronic device 100 identifies whether a user is braking.

[0206] If the electronic device 100 detects that the user is braking, the electronic device 100 can execute step S403.

[0207] S403, Electronic device 100 calculates braking force and braking duration based on PPG signal and / or IMU signal.

[0208] The electronic device 100 can calculate the braking duration by detecting the time period of signal change and calculate the braking force by detecting the magnitude of signal change.

[0209] S404, Electronic device 100 determines the power consumed by braking based on braking force and braking duration.

[0210] For example, the electronic device 100 may have a preset mapping relationship between braking force and braking duration and braking power consumption. When the electronic device 100 knows the braking force and braking duration, it can find the corresponding braking power consumption through the mapping relationship.

[0211] It is important to note that since braking typically requires a sustained period of time, the electronic device 100 can execute steps S401-S404 in real time during the ride. This means that after detecting that the user has begun braking, the electronic device 100 can calculate the power consumed by braking in real time based on the braking force and duration. Specifically, in step S403, the electronic device 100 can calculate the braking force and duration from the start of braking to the current time based on the PPG and IMU signals accumulated after the user initiates braking. It then uses this braking force and duration to determine the power consumed by braking from the start of braking to the current time point. The calculation of braking power consumption stops once the electronic device 100 detects that the user has finished braking.

[0212] It is understandable that in steps S401-S404, the electronic device 100 can use the PPG signal to determine the power consumed by braking. Therefore, the signal collected by the electronic device 100 in step S401 may not include the IMU signal. When identifying whether the user is braking, the PPG signal can be used for identification, and the braking force and braking duration can be calculated using the PPG signal. Similarly, the electronic device 100 can use the IMU signal to determine the power consumed by braking. Therefore, the signal collected by the electronic device 100 in step S401 may not include the PPG signal. When identifying whether the user is braking, the IMU signal can be used for identification, and the braking force and braking duration can be calculated using the IMU signal. Preferably, the electronic device 100 can combine the PPG signal and the IMU signal to determine the power consumed by braking. Therefore, the signal collected by the electronic device 100 in step S401 includes both the PPG signal and the IMU signal. When identifying whether the user is braking, the PPG signal and the IMU signal can be used for identification, and the braking force and braking duration can be calculated using the PPG signal and the IMU signal. Combining PPG and IMU signals to determine braking power consumption can improve the accuracy of brake recognition and the accuracy of calculating braking power consumption.

[0213] Furthermore, since the electronic device 100 can calculate the wind resistance power, potential energy change power, rolling resistance power, and kinetic energy change power in real time during the user's riding, if the electronic device 100 detects that the user has started braking, the electronic device 100 can also calculate the power consumed by braking. Then, combined with the above formula 6, it calculates the riding power when the user is braking. Until the electronic device 100 detects that the user has stopped braking, the electronic device 100 stops calculating the power consumed by braking and, combined with the above formula 1, calculates the riding power when the user is not braking.

[0214] In order to assist users during cycling, the electronic device 100 can display a cycling-related user interface to guide users in their cycling and display relevant data such as cycling power, cycling speed, gradient, cadence, etc., to help users better understand their cycling situation.

[0215] For example, Figures 8A-8J show some user interfaces provided in embodiments of this application. Figures 8A-8J use a watch worn on a user's wrist as an example to illustrate relevant content displayed on the watch during the user's cycling journey.

[0216] Figure 8A shows the user interface 11 displayed by the electronic device 100 before the user starts riding.

[0217] As shown in Figure 8A, the user interface 11 may include an outdoor cycling option 111, which can be used to confirm that the user has started an outdoor cycling activity.

[0218] For example, if the electronic device 100 detects a user action, such as a click, on the outdoor cycling option 111, in response to the action, the electronic device 100 can display the user interface 12 shown in FIG8B, which can be used to prompt the user to select the wearing hand on which the electronic device 100 is located.

[0219] As shown in Figure 8B, the user interface 12 may include: icon 121, icon 122, and prompt message 123. Icon 121 corresponds to the left hand, and icon 122 corresponds to the right hand. If the electronic device 100 detects a user operation on icon 121, such as a click, in response to this operation, the electronic device 100 confirms that the user is wearing the electronic device 100 on their left hand. If the electronic device 100 detects a user operation on icon 122, such as a click, in response to this operation, the electronic device 100 confirms that the user is wearing the electronic device 100 on their right hand. Prompt message 123 can be used to prompt the user to wear the electronic device 100 on their dominant hand for braking. Furthermore, considering that using the rear brake is safer, this prompt message can also be used to prompt the user to wear the electronic device 100 on their left hand. For example, the prompt message 123 may include: "Please wear the watch on your dominant hand for braking, it is recommended to wear it on your left hand," which can detect the user's use of the rear brake during brake recognition.

[0220] It is understandable that when a user first starts riding using the electronic device 100, the user interface 12 shown in Figure 8B is displayed to remind the user to confirm the wearing position of the electronic device 100. Subsequent times the user starts riding using the electronic device 100, the user interface 12 shown in Figure 8B is no longer displayed, and the user's previously selected wearing position is defaulted to the wearing position of the electronic device 100 during this ride. Alternatively, the electronic device 100 can display the user's previously selected wearing position in the user interface 12, eliminating the need for the user to select the wearing hand. After detecting the user's confirmation, the electronic device 100 can then determine the wearing position displayed in the user interface 12 as the wearing position of the electronic device 100 during this ride. Alternatively, the electronic device 100 can detect the user's modification of the wearing position and determine the modified wearing position as the wearing position of the electronic device 100 during this ride. This reduces the amount of information the user needs to set before riding, avoids displaying too much repetitive content, and simplifies the user's operation.

[0221] For example, after the electronic device 100 selects to determine the left or right hand as the wearing position of the electronic device 100, the electronic device 100 can display the user interface 13 shown in FIG8C, which can be used to display relevant content of setting the vehicle model.

[0222] As shown in Figure 8C, the user interface 13 may include option 131 and option 132. Option 131 can be used to display options corresponding to one or more vehicle types. The electronic device 100 can detect the user's operation on one of the options and determine the vehicle type corresponding to that option as the vehicle type used by the user. For example, option 131 may include vehicle type option 131A, vehicle type option 131B, and more options 131C. Vehicle type option 131A corresponds to a road bike, vehicle type option 131B corresponds to a shared bicycle, and more options 131C can be used to trigger the viewing of more vehicle type options. For example, if the electronic device 100 detects a user operation on vehicle type option 131A, the electronic device 100 can confirm that a road bike is the vehicle type used by the user. Option 132 can be used to trigger the electronic device 100 to automatically identify the vehicle type. For example, if the electronic device 100 detects a user operation on option 132, the electronic device 100 can collect the IMU signal during the user's ride after the user starts riding and identify the vehicle type used by the user based on the IMU signal.

[0223] As can be seen from Figure 8C, the electronic device 100 can confirm the vehicle model used by the user in two ways: one is to select the vehicle model used by the user based on the user's operation through option 131 shown in Figure 8C, and the other is to automatically identify the vehicle model through option 132 shown in Figure 8C. The electronic device 100 can choose which method to use to confirm the vehicle model used by the user based on the user's operation, thereby enhancing the user's operability.

[0224] It is understandable that, similar to the description in Figure 8B, the electronic device 100 can display the user interface 13 shown in Figure 8C when the user starts riding for the first time through the electronic device 100. When the user starts riding again through the electronic device 100, the electronic device 100 may not display the user interface 13 shown in Figure 8C and may default to the model selected by the user as the model used by the user for this ride, or may default to the automatic model recognition method selected by the user as the model recognition method for this ride. Alternatively, the electronic device 100 may display the content set by the user in the user interface 13, such as displaying the model selected by the user, or displaying the automatic model recognition method selected by the user. Furthermore, the electronic device 100 may also modify the content set by the user in the user interface 13 based on the user's operation.

[0225] After the electronic device 100 selects and confirms the type of vehicle used by the user based on the user's operation, the electronic device 100 can display the user interface 14 shown in Figure 8D. The user interface 14 can be used to display relevant information about the electronic device 100 and the devices that have established a communication connection with the electronic device 100.

[0226] As shown in Figure 8D, the user interface 14 may include: a device bar 141, a device bar 142, a return option 143, and a continue option 144. The device bar 141 can display relevant information about the electronic device 100, such as battery level, device type, and device name. The device bar 142 can display relevant information about the headset that has established a communication connection with the electronic device 100, such as battery level, device type, device name, and connection status. This headset can be a device worn by the user during cycling. The return option 143 can trigger a return to the previous screen, and the continue option 144 can trigger entry into the next screen.

[0227] In this embodiment, the electronic device 100 can collect data from multiple devices during the user's cycling process. This includes data collected from one or more devices worn by the user, such as watches, smart rings, and headphones, including IMU signals, barometric pressure information, and location information; and data collected from one or more devices fixed to the user's vehicle, such as watches and cycling computers, also including IMU signals, barometric pressure information, and location information. This data is then used to identify the user's cycling model, cycling posture, and terrain gradient. Therefore, the electronic device 100 can display relevant information about the devices used to collect this data before acquiring it. For example, if the user is wearing a watch (i.e., electronic device 100) and headphones, the electronic device 100 can acquire the IMU signals collected by the device and headphones during the user's cycling process. Before data acquisition, the electronic device 100 can display relevant information about the device and headphones, such as the user interface 14 shown in Figure 8D, to help the user understand the operation of these devices and allow the electronic device 100 to sequentially acquire the necessary data during the cycling process.

[0228] It is understood that Figure 8D uses a watch and headphones as examples from embodiments of this application to illustrate relevant information about the watch and headphones. In other embodiments of this application, the devices can be other types. For example, if the data acquired by the electronic device 100 during the user's cycling process also includes data collected by other devices besides itself and the headphones, the electronic device can also display more device-related information in the user interface 14 shown in Figure 8D. Exemplarily, the electronic device 100 can also detect the user's device addition operation in the user interface 14 and display information about more devices manually added by the user in the user interface 13.

[0229] For example, if the electronic device 100 detects a user action, such as a click, on the continue option 144 shown in FIG8D, in response to the action, the electronic device 100 can display the user interface 15 shown in FIG8E, which can be used to display the user's body information. For example, the user's body information may include one or more of the following: height, weight, body shape, body proportions, waist-to-hip ratio, head-to-shoulder ratio, clothing, etc.

[0230] As shown in Figure 8E, the user interface 15 may include an information display area 151 and a start cycling option 152. The information display area 151 can be used to display the user's physical information to be filled in or the user's already filled-in physical information. The electronic device 100 can detect user actions on the information display area 151 and fill in the user's physical information in the information display area 151. The start cycling option 152 can be used to confirm that the user has started cycling. Internally, after detecting user actions on the start cycling option 152, the electronic device 100 can begin collecting relevant data needed to calculate cycling power, such as IMU signals, location information, air pressure information, etc.

[0231] For example, Figure 8E uses the user's body information, including height and weight, as an example. In other embodiments of this application, the user's body information may also include other information, and this application does not limit this.

[0232] It is understandable that, similar to the description in Figure 8B, the electronic device 100 can display the user interface 15 shown in Figure 8E when the user starts riding for the first time through the electronic device 100. When the user starts riding again through the electronic device 100, the electronic device 100 may not display the user interface 15 shown in Figure 8E, or it may display the user interface 15 with the body information filled in when the user starts riding again. In this way, when the electronic device 100 displays the user interface 15, the user only needs to confirm whether the body information displayed in the user interface 15 is accurate.

[0233] In addition to collecting user body information by displaying the user interface 15 shown in FIG8E, the electronic device 100 can also collect user body information in other ways. For example, the electronic device 100 can obtain body information stored on other devices. This application embodiment does not limit the way the electronic device 100 obtains user body information.

[0234] For example, if the electronic device 100 detects a user action, such as a click, on the start riding option 152 shown in FIG8E, in response to the action, the electronic device 100 can begin to acquire the data required to calculate the riding power and determine the user's riding power during the riding process based on the data.

[0235] It should be noted that the present application embodiment does not restrict the order in which Figures 8B-8E are displayed. In addition, considering that Figures 8B-8E can all be optional user interfaces, there is an implementation in which the electronic device 100 can confirm that the user has started riding after detecting the user's operation on the outdoor cycling option 111 shown in Figure 8A, and start collecting data during the user's riding process, and determine the user's riding power based on the data.

[0236] For example, if the electronic device 100 automatically identifies the vehicle model based on user operation confirmation when displaying the user interface 13 shown in FIG8C, the electronic device 100 will first identify the vehicle model used by the user for this ride based on the acquired data before calculating the riding power based on the acquired data.

[0237] If the electronic device 100 identifies the model of the vehicle used by the user for this ride, the electronic device 100 can display the user interface 16 shown in Figure 8F. The user interface 16 can be used to display the model of the vehicle identified by the electronic device 100.

[0238] As shown in Figure 8F, the user interface 16 may include: a vehicle model icon 161, a denial icon 162, and a confirmation icon 163. The vehicle model icon 161 indicates the vehicle model identified by the electronic device 100 as being used by the user for this ride. The denial icon 162 can be used to trigger confirmation that the vehicle model identified by the electronic device 100 is incorrect. Furthermore, if the electronic device 100 detects a user action on the denial icon 162, such as a click, the electronic device 100 can re-identify the vehicle model. The confirmation icon 163 can be used to trigger confirmation that the vehicle model identified by the electronic device 100 is correct.

[0239] Understandably, after the electronic device 100 recognizes the vehicle model, it can directly determine the vehicle model recognized by the electronic device 100 as the vehicle model used by the user for this ride without displaying the user interface 16 shown in Figure 8F, thus reducing the hassle of operation for the user.

[0240] After the electronic device 100 identifies the model of the vehicle used by the user for this ride, the electronic device 100 can calculate the riding power of the user during the ride based on the model. After calculating the riding power, the user interface 17 shown in Figure 8G is displayed. The user interface 17 can be used to display relevant parameters of the user during the ride, such as riding power, riding speed, cadence, riding posture, terrain gradient, vehicle model, etc.

[0241] For example, the user interface 17 shown in Figure 8G displays cycling power, cycling speed, terrain gradient, cadence, and bike type. As shown in Figure 8G, the cycling power can be 60W, the cycling speed can be 15km / h, the current terrain gradient is 20°, the cadence is 91 rpm, and the bike type is a road bike.

[0242] Among them, cycling power can be calculated using Formula 1 above, cycling speed can be calculated using the location information of electronic device 100, the calculation process of terrain slope can be found in step S201 above, and cadence can be collected by a cadence meter fixed on the vehicle.

[0243] Understandably, the electronic device 100 can display a user interface 17 similar to that shown in Figure 8G in real time during cycling. For example, the electronic device 100 can refresh the parameters displayed in the user interface 17 once per second so that the user can understand the user's cycling status in real time. For example, the user can understand their cycling power or the cycling gradient during the cycling process in real time.

[0244] In some implementations, if the electronic device 100 detects a cadence of 0, it can determine the cycling power as 0, and then display the user interface 17 shown in Figure 8H. As shown in Figure 8G, the cycling power can be 0W, the cycling speed can be 11km / h, the current terrain gradient is 10°, the cadence is 0 rpm, and the vehicle type is a road bike.

[0245] In some implementations, if the electronic device 100 detects braking, it can display braking-related prompts on the user interface 17, such as indicating to the user that braking is currently in progress. Furthermore, the electronic device 100 can display braking-related parameters, such as braking force, braking duration, and power consumed during braking. Moreover, if the electronic device 100 displays cycling power on the user interface 17, it can optimize the cycling power based on the power consumed during braking, making the displayed cycling power more accurate.

[0246] In some implementations, after the electronic device 100 confirms that the user has finished riding, the electronic device 100 can plot a trend graph of riding power changes based on the user's riding power during the ride and display it in the user interface 18 shown in Figure 8I. In this way, the user can understand the changes in riding power throughout the entire riding process.

[0247] As shown in Figure 8I, the user interface 18 may include: a schematic diagram 181, which can be used to display a trend graph of cycling power change.

[0248] For example, the electronic device 100 can also mark the time periods corresponding to user braking in the schematic diagram 181. For example, in Figure 8I, the schematic diagram 181 includes a mark 181A, which indicates the time periods during which the user brakes while riding. In this way, the user can understand the braking situation during riding.

[0249] In some implementations, after the electronic device 100 determines that the user has finished riding, the electronic device 100 can draw a riding posture diagram based on the user's riding posture during the riding process and display it in the user interface 19 shown in Figure 8J. In this way, the user can understand the changes in their riding posture throughout the entire riding process.

[0250] As shown in Figure 8J, the user interface 19 may include: a schematic diagram 191 and a view details option 192. The schematic diagram 191 can be used to display a schematic diagram of the riding posture, and the view details option 192 can be used to trigger the display of detailed information about the user's riding posture during the riding process, such as the time the user changes riding posture, the duration the user maintains the same riding posture, and the difference between the user's riding posture and the standard riding posture, etc.

[0251] In particular, diagram 191 shows the riding postures used by users when riding on different road sections. Through diagram 191, users can not only understand their riding posture during the ride, but also understand the riding posture used by users at a specific time during the ride.

[0252] It is understood that, in addition to presenting the user's riding posture during cycling through the schematic diagram 191 shown in Figure 8J, the electronic device 100 can also generate a video or animation of the user's riding posture during cycling. The user can then understand the changes in their riding posture during cycling through this video or animation. This application embodiment does not limit the method by which the electronic device 100 displays the riding posture.

[0253] It should be noted that the embodiments of this application do not limit the form of the user operation mentioned in Figures 8A-8J above. The user operation can be a touch operation performed by the user on the touch screen, a voice command from the user, or a body movement from the user, etc.

[0254] It should be noted that Figures 8A-8J above use a watch as an example of electronic device 100 to show the user interface related to cycling presented on the watch. In this embodiment of the application, the content shown in Figures 8A-8J can also be displayed on devices such as mobile phones and smart glasses. This embodiment of the application does not limit the type of device for displaying the user interface shown in Figures 8A-8J.

[0255] In one application scenario, the electronic device 100 can be a watch. It can also establish a communication connection with a mobile phone, which can be fixed to the user's bicycle for easy viewing of the screen. The electronic device 100 and the mobile phone can work together to display relevant content during the ride, providing a better riding experience. For example, the electronic device 100 can display content requiring user interaction, while the mobile phone can display more information-rich content.

[0256] For example, taking Figures 8A-8J above as examples, the content shown in Figures 8B-8E can be displayed on a mobile phone, making it convenient for users to set cycling-related content on a device with a larger display area. For example, they can enter their height and weight, set the vehicle type, check the device connection status, etc. Then, they can start cycling by displaying Figure 8A on the electronic device 100. If the vehicle type is recognized during cycling, Figure 8F can be displayed on the electronic device 100. In this way, the electronic device 100 can determine the user's choice of vehicle type recognition by recognizing the user's gestures or body movements, avoiding the user's excessive attention being diverted to interacting with the device during cycling, thus improving the user's cycling safety. Furthermore, Figures 8G-8J can be displayed on a mobile phone, making it convenient for users to view cycling-related parameters on a device with a larger display area during cycling, and to view a summary of the cycling session after the cycling session.

[0257] Figure 9 is a flowchart illustrating a cycling management method provided in an embodiment of this application.

[0258] S501, Electronic device 100 acquires the first signal during the user's riding process.

[0259] For example, the electronic device 100 can be a device worn by a user or a device fixed in a vehicle. This application embodiment does not limit the wearing position of the electronic device 100. Furthermore, this application embodiment does not limit the type of device 100; the electronic device 100 can be a watch, bracelet, smart ring, smart glasses, mobile phone, tablet, etc.

[0260] For example, the first signal at the first moment can be a signal collected by the electronic device 100, or a signal collected by other devices and sent to the electronic device 100, or the first signal at the first moment can include signals collected by the electronic device 100 and other devices.

[0261] The first signal at the first moment can be used to reflect the user's movement during cycling. For example, the first signal at the first moment can originate from one or more devices worn by the user, such as a mobile phone, headphones, watch, foot sensor, smart ring, smart glasses, etc.

[0262] The first information at the first moment may include motion signals, such as IMU signals, which can be used to reflect the user's limb movements. For example, if the first information at the first moment includes IMU signals collected by a device worn by the user's hand, then the IMU signals can be used to reflect the user's hand movements. Furthermore, if the first signal at the first moment originates from multiple devices worn by the user, the first signal at the first moment may also include signals reflecting the relative positions between these multiple devices, such as UWB signals, starburst signals, etc.

[0263] It should be understood that "first time" can refer to a point in time during the user's ride or a period of time during the user's ride, and this application embodiment does not limit it in this way.

[0264] The electronic device 100 can execute steps S501-S503 in real time during the user's riding process so that the electronic device 100 can calculate the riding power at a certain time during the user's riding process in real time.

[0265] For example, the electronic device 100 may periodically execute steps S501-S503 after determining that the user has started riding. The electronic device 100 may determine whether the user has started riding in any of the following ways:

[0266] 1) Electronic device 100 can automatically detect whether the user has started riding.

[0267] For example, electronic device 100 can automatically identify whether a user has started cycling based on the user's location information, motion data, and other data.

[0268] This reduces the hassle of user operation. The electronic device 100 can determine the user's riding power based on the first information during the riding process after automatically recognizing that the user has started riding.

[0269] 2) Electronic device 100 can determine whether the user has started riding based on user operation.

[0270] For example, the electronic device 100 can determine that the user has started riding after detecting the user's operation to start riding.

[0271] For example, the user action can be an action performed on the outdoor cycling option 111 shown in Figure 8A, or an action performed on the start cycling option 152 shown in Figure 8E.

[0272] It is understood that the electronic device 100 can also determine whether the user has started riding through other means, and this application embodiment does not limit this.

[0273] S502, Electronic device 100 recognizes the user's riding posture at the first moment based on the first signal at the first moment.

[0274] For example, the electronic device 100 can identify the user's cycling posture at a given moment using a posture recognition model. Specifically, the electronic device 100 can input the first signal at the first moment into the posture recognition model to obtain the user's cycling posture at that moment. The posture recognition model can be trained based on the known cycling posture of a test user, using first signals collected by one or more devices worn by the test user during cycling.

[0275] For details on the principle of recognizing the riding posture at the first moment, please refer to the relevant description of riding posture in step S101 above, which will not be repeated here.

[0276] S503, Electronic device 100 determines the riding power at the first moment based on the riding posture at the first moment.

[0277] For example, the electronic device 100 may display one or more of the following: the riding power at the first moment, the user's riding posture at the first moment, the riding speed at the first moment, the cadence at the first moment, the terrain slope where the user is at the first moment, and the vehicle type, etc.

[0278] For example, referring to Figure 8G, the user interface 17 shows the cycling power, cycling speed, cadence, terrain gradient, and vehicle type displayed by the electronic device 100.

[0279] In this way, users can understand their riding status through the relevant data displayed by the electronic device 100 during the ride.

[0280] Since users do work to overcome air resistance during cycling, the initial cycling power can include the initial power consumed to overcome air resistance.

[0281] Specifically, the electronic device 100 determines the riding power at the first moment based on the riding posture at the first moment, which can be further defined as the electronic device 100 determining the first power consumed to overcome resistance at the first moment based on the riding posture at the first moment.

[0282] For example, electronic device 100 can determine the drag coefficient and the frontal area, and then determine the first power based on the drag coefficient and the frontal area.

[0283] The electronic device 100 can determine the drag coefficient and frontal area in any of the following ways:

[0284] 1) Determine the drag coefficient and frontal area based on the riding posture at the first moment.

[0285] 2) Determine the drag coefficient and frontal area based on the rider's posture and body information at the first moment.

[0286] 3) Determine the drag coefficient and frontal area based on the rider's posture at the first moment, the user's body information, and the vehicle model.

[0287] 4) Determine the drag coefficient and frontal area based on the riding posture and vehicle type at the first moment.

[0288] For example, the electronic device 100 can determine the drag coefficient and frontal area through the mapping relationship between parameters. Taking the determination of drag coefficient and frontal area based on the riding posture at the first moment as an example, the electronic device 100 can preset the mapping relationship between riding posture and drag coefficient, as well as the mapping relationship between riding posture and frontal area. In this way, given the riding posture at the first moment, the drag coefficient and frontal area corresponding to the riding posture at the first moment can be found based on the mapping relationship.

[0289] It should be understood that the first power can refer to the wind resistance power mentioned above. For details on the determination process of the first power, please refer to the detailed content of Figure 3 above, which will not be repeated here.

[0290] In addition, if the user is riding on a slope at the beginning, the user will do work due to gravity during the ride. Therefore, the power of the ride at the beginning can also include the second power consumed by the work of gravity.

[0291] For example, the electronic device 100 can determine the terrain slope where the user is located at a first moment, and then determine the second power based on the terrain slope and the vehicle model.

[0292] Among these factors, vehicle model can be used to determine vehicle weight. This allows us to account for the influence of vehicle model on vehicle weight, making the second power calculation more accurate than using only a fixed weight.

[0293] In this case, if the slope riding is uphill riding, then gravity is the resistance, and the second power is a positive value; if the slope riding is downhill riding, then gravity is the power, and the second power is a negative value.

[0294] For example, the electronic device 100 can determine the terrain slope where the user is located at any given time in any way:

[0295] 1) Determine the terrain slope where the user is located at the first moment based on the user's location information and the air pressure information of the environment where the user is located.

[0296] 2) Determine the terrain slope where the user is located at the first moment based on IMU signals.

[0297] Furthermore, the electronic device 100 can identify its own wearing position to select the method used to determine the terrain slope where the user is located at the moment. In this way, a more suitable method can be selected to determine the terrain slope by combining the wearing position of the electronic device 100.

[0298] Specifically, if the electronic device 100 is detected to be worn by the user, the electronic device 100 can determine the slope of the terrain where the user is located at the first moment based on the user's location information and the air pressure information of the user's environment collected by the electronic device 100; or, if the electronic device 100 is detected to be fixed in the vehicle, the electronic device 100 can determine the slope of the terrain where the user is located at the first moment based on the IMU signal collected by the electronic device.

[0299] If the electronic device 100 is fixed on the vehicle, it can automatically perform level calibration after identifying the wearing position of the electronic device 100 and before determining the terrain slope where the user is located at the first moment based on the IMU signal. The level calibration can specifically include: collecting the air pressure information of the environment in which the user is riding; and, if the user is identified as riding on a level surface based on the air pressure information, calibrating the level surface to a reference plane with no slope.

[0300] It should be understood that the second power can refer to the potential energy change power mentioned above. For details on the determination process of the second power, please refer to the detailed content of Figure 4 above, which will not be repeated here.

[0301] It should be noted that if the user is riding on a level surface at the beginning, the power consumed by gravity at the beginning does not include the power consumed by gravity.

[0302] In addition, since users are hindered by the friction between the vehicle and the ground during riding, the initial riding power can also include the third power consumed to overcome rolling friction.

[0303] For example, electronic device 100 can determine vehicle weight and coefficient of friction based on vehicle model, and then determine third power based on vehicle weight and coefficient of friction.

[0304] Among them, the electronic device 100 can determine the vehicle weight by the mapping relationship between vehicle type and vehicle weight, and determine the friction coefficient by the mapping relationship between vehicle and friction coefficient.

[0305] It should be understood that the third power can refer to the rolling resistance power mentioned above. For details on the determination process of rolling resistance power, please refer to the detailed content of Figure 6 above, which will not be repeated here.

[0306] In addition, since there is a certain lag in the work done by the user during riding, the vehicle will store some energy during the mechanical motion, which will be released in the next moment. Therefore, the riding power at the first moment can also include the fourth power corresponding to the vehicle's stored capacity.

[0307] It should be understood that the fourth power may refer to the kinetic energy change power mentioned above. For example, the electronic device 100 can determine the fourth power using Formula 5 above.

[0308] Furthermore, after determining the first power, second power, third power, and fourth power, the electronic device 100 can determine the riding power at the first moment using the above formula 1.

[0309] In some implementations, the electronic device 100 can also optimize riding power in the following scenarios:

[0310] 1) Optimize cycling power with cadence at 0

[0311] Specifically, the electronic device 100 can calculate the cycling power according to the above steps S501-S503 when the cadence is greater than 0, and determine the cycling power as 0 when the cadence is 0.

[0312] Taking the first and second times during a user's cycling process as an example, assuming the cadence at the first time is greater than 0 and the cadence at the second time is 0, the electronic device 100 can, when it detects that the cadence at the first time is greater than 0, follow the steps S501-S503 above and use the formula 5 above to calculate the cycling power at the first time. Correspondingly, the electronic device 100 can, when it detects that the cadence at the second time is 0, determine the cycling power at the second time as 0.

[0313] For example, Figure 8H shows a user interface 17 displayed by the electronic device 100 when it detects a cadence of 0, in which the cycling power is 0W.

[0314] 2) Optimize riding power when the user brakes.

[0315] Specifically, if the user brakes, the electronic device 100 can calculate the power consumed by braking according to the above steps S401-S404, and optimize the riding power based on the power consumed by braking.

[0316] Taking the first moment of a user's cycling process as an example, if the electronic device 100 detects that the user is in the braking process at the first moment, the cycling power at the first moment also includes the power consumed during braking from the start of braking to the first moment. Specifically, the electronic device 100 can calculate the braking duration and braking force from the start of braking to the first moment according to steps S501-S503 above, and calculate the power consumed during braking from the start of braking to the first moment based on this braking duration and braking force. Then, the electronic device 100 can optimize the cycling power at the first moment according to formula 6 above. Correspondingly, if the electronic device 100 detects that the user is not in the braking process at the first moment, the electronic device 100 can determine the cycling power according to formula 5 above.

[0317] In some implementations, the user's braking behavior can be identified based on the PPG signal and / or IMU signal collected by the electronic device 100. Therefore, the electronic device 100 can output a first prompt message before the user begins riding, which can be used to remind the user to wear the electronic device 100 on their dominant braking hand. This increases the success rate of the electronic device 100 in detecting the user's braking behavior.

[0318] For example, referring to Figure 8B, the first prompt message can be prompt message 123.

[0319] In some implementations, after the ride, the electronic device 100 can summarize and display the relevant data from the ride to the user so that the user can have a holistic understanding of the ride.

[0320] For example, after a ride, the electronic device 100 may display one or more of the following: a cycling power change trend graph, a cycling posture diagram, and average power. The cycling power change trend graph is plotted based on all the cycling power generated during the user's ride; the cycling posture diagram shows one or more cycling postures exhibited by the user during the ride; and the average power is equal to the average of the cycling power generated during the user's ride.

[0321] For example, referring to Figure 8I, the trend diagram of cycling power change can be schematic diagram 181; referring to Figure 8J, the schematic diagram of cycling posture can be schematic diagram 191.

[0322] In some implementations, after the ride, the electronic device 100 can also provide suggestions based on relevant data from the ride, thereby assisting the user in conducting scientific cycling training.

[0323] For example, electronic device 100 can compare the difference between a user's riding posture and a standard riding posture, and then suggest to the user to increase or decrease the riding intensity on the next ride based on the difference.

[0324] Figure 10 is a schematic diagram of the hardware structure of the electronic device 100 provided in an embodiment of this application.

[0325] Electronic device 100 may be a mobile phone, tablet computer, desktop computer, laptop computer, handheld computer, notebook computer, ultra-mobile personal computer (UMPC), netbook, as well as cellular phone, personal digital assistant (PDA), augmented reality (AR) device, virtual reality (VR) device, artificial intelligence (AI) device, wearable device, in-vehicle device, smart home device and / or smart city device. The embodiments of this application do not impose any special restrictions on the specific type of electronic device.

[0326] Preferably, in the embodiments of this application, the electronic device 100 may refer to wearable devices such as watches, bracelets, smart rings, and smart glasses.

[0327] Electronic device 100 may include processor 110, internal memory 120, universal serial bus (USB) interface 130, charging management module 140, power management module 141, battery 142, antenna 1 and antenna 2, mobile communication module 150, wireless communication module 160, audio module 170, speaker 170A, microphone 170B, sensor module 180, button 190, motor 191, indicator 192, camera 193, and subscriber identification module (SIM) card interface 195, etc.

[0328] Processor 110 may include one or more processing units, such as: application processor (AP), microcontroller unit (MCU), modem processor, graphics processing unit (GPU), image signal processor (ISP), controller, video codec, digital signal processor (DSP), baseband processor, and / or neural network processing unit (NPU), etc. The different processing units may be independent devices or integrated into one or more processors. For example, the application processor may include a graphics processor and a digital signal processor, and the microcontroller unit may include a graphics processor.

[0329] Electronic device 100 can implement display functions through a GPU, display screen 194, application processor, microcontroller unit, etc. The GPU is a microprocessor for image processing, connected to the display screen 194, application processor, and microcontroller unit. The GPU is used to perform mathematical and geometric calculations and for graphics rendering. Processor 110 may include one or more GPUs, which execute program instructions to generate or modify display information.

[0330] In some implementations, the processor 110 may be used to acquire a first signal at a first moment during the user's cycling process, identify the user's cycling posture at the first moment based on the first signal at the first moment, and determine the user's cycling power at the first moment based on the cycling posture at the first moment.

[0331] Internal memory 120 may include one or more random access memory (RAM) and one or more non-volatile memory (NVM). The RAM can be directly read and written by the processor 110 and can be used to store executable programs (e.g., machine instructions) of the operating system or other running programs, as well as user and application data. The NVM can also store executable programs and user and application data, and can be pre-loaded into the RAM for direct read and write operations by the processor 110.

[0332] In some implementations, the internal memory 120 can be used to store first signals, riding posture, and riding power during the user's riding process, etc.

[0333] USB port 130 can be used to connect a charger to charge electronic device 100, and can also be used for data transfer between electronic device 100 and peripheral devices. It can also be used to connect headphones for audio playback. This port can also be used to connect other electronic devices, such as AR devices.

[0334] The charging management module 140 is used to receive charging input from the charger. The charger can be a wireless charger or a wired charger. In some wired charging embodiments, the charging management module 140 can receive charging input from the wired charger via the USB interface 130.

[0335] The power management module 141 is used to connect the battery 142, the charging management module 140, and the processor 110. The power management module 141 receives input from the battery 142 and / or the charging management module 140 to power the processor 110, internal memory 120, display screen 194, wireless communication module 160, sensor module 180, etc.

[0336] The wireless communication function of electronic device 100 can be realized through antenna 1, antenna 2, mobile communication module 150, wireless communication module 160, modem processor and baseband processor, etc.

[0337] The mobile communication module 150 can provide wireless communication solutions, including 2G / 3G / 4G / 5G, for use on electronic devices 100.

[0338] The wireless communication module 160 can provide solutions for wireless communication applications on the electronic device 100, including wireless local area networks (WLAN) (such as wireless fidelity (Wi-Fi) networks), Bluetooth (BT), global navigation satellite system (GNSS), frequency modulation (FM), near field communication (NFC), infrared (IR), and intrabody communication (IBC).

[0339] In some embodiments, antenna 1 of electronic device 100 is coupled to mobile communication module 150, and antenna 2 is coupled to wireless communication module 160, so that electronic device 100 can communicate with networks and other devices through wireless communication technology.

[0340] Electronic device 100 can implement audio functions, such as music playback and recording, through audio module 170, speaker 170A, microphone 170B, and processor 110.

[0341] The audio module 170 is used to convert digital audio information into analog audio signal output, and also to convert analog audio input into digital audio signal.

[0342] The speaker 170A, also known as a "loudspeaker," is used to convert audio electrical signals into sound signals. The electronic device 100 can listen to music or make hands-free calls through the speaker 170A.

[0343] Microphone 170B, also known as a "microphone" or "voice transducer," is used to convert sound signals into electrical signals. When making a phone call or sending a voice message, the user can speak by bringing their mouth close to microphone 170B, inputting the sound signal into microphone 170B.

[0344] The sensor module 180 may include: a touch sensor 180A, a photoelectric sensor 180B, an IMU sensor 180C, and a barometric pressure sensor 180D.

[0345] Touch sensor 180A, also known as a "touch device," can be disposed on display screen 194. The touch sensor 180A and display screen 194 together form a touchscreen, also known as a "touchscreen." Touch sensor 180A is used to detect touch operations applied to or near it. The touch sensor can transmit the detected touch operation to the application processor to determine the type of touch event. Visual output related to the touch operation can be provided through display screen 194. In other embodiments, touch sensor 180A may also be disposed on the surface of electronic device 100, in a different location than display screen 194.

[0346] The photoelectric sensor 180B is used to monitor cardiovascular vital signs. The photoelectric sensor 180B includes a photodetector and a light emitter. The photodetector can be, for example, a photodiode (PD), and the light emitter can be, for example, a light-emitting diode (LED). The light emitter acts as a light source to illuminate the skin. The photodetector detects the remaining transmitted or reflected light after it has been absorbed by the blood and tissues during penetration, and converts it into an electrical signal to obtain a PPG signal. Since the intensity of the transmitted or reflected light varies with arterial pulsation, the PPG signal also follows the arterial pulsation, i.e., the rhythmic fluctuation of the user's heartbeat. The user's heart rate, blood oxygen saturation, blood pressure, and other parameters can be calculated using this PPG signal. In this embodiment, the wearing position of the electronic device 100 can be identified using the PPG signal, as well as whether the user is engaging in braking behavior.

[0347] The IMU sensor 180C can be used to collect IMU signals. The IMU sensor 180C may include an accelerometer, a gyroscope, and a magnetometer. In this embodiment, the electronic device 100 can use IMU signals to identify the user's riding posture, vehicle type, and whether the user is braking, etc.

[0348] The barometric pressure sensor 180D can be used to measure air pressure. In some embodiments, the electronic device 100 can calculate altitude using the air pressure value measured by the barometric pressure sensor 180D to assist in positioning and navigation.

[0349] In some embodiments, the sensor module 180 may further include one or more of the following sensors: pressure sensor, magnetic sensor, distance sensor, proximity light sensor, fingerprint sensor, humidity sensor, temperature sensor, ambient light sensor, heart rate sensor, electrocardiogram sensor, etc.

[0350] Motor 191 can generate vibration alerts. Motor 191 can be used for incoming call vibration alerts or for touch vibration feedback.

[0351] Indicator 192 can be an indicator light, used to indicate charging status, power changes, or to indicate messages, missed calls, notifications, etc.

[0352] Display screen 194 is used to display images, videos, etc. Display screen 194 includes a display panel. The display panel can be a liquid crystal display (LCD), or it can be manufactured using organic light-emitting diodes (OLEDs), active-matrix organic light-emitting diodes (AMOLEDs), flexible light-emitting diodes (FLEDs), minimized LEDs, microLEDs, micro-OLEDs, quantum dot light-emitting diodes (QLEDs), etc. In some embodiments, electronic device 100 may include one or N displays 194, where N is a positive integer greater than 1.

[0353] In some implementations, the display screen 194 can be used to display relevant data during the user's cycling process, such as cycling posture, cycling power, etc. See Figures 8A-8J above for the user interface examples.

[0354] The SIM card interface 195 is used to connect a SIM card. The electronic device 100 can support one or N SIM card interfaces, where N is a positive integer greater than 1.

[0355] It is understood that the structures illustrated in the embodiments of this application do not constitute a specific limitation on the electronic device 100. In other embodiments of this application, the electronic device 100 may include more or fewer components than illustrated, or combine some components, or split some components, or have different component arrangements. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

[0356] Figure 11 is a schematic diagram of the structure of the cycling management device 200 provided in the embodiment of this application.

[0357] As shown in Figure 11, the cycling management device 200 may include components such as a processor 210, a memory 220, and a communication module 230. These components can be connected via a bus 240 or other means. Figure 11 uses a bus connection as an example, where the bus 240 is used to enable communication between the processor 210, the memory 220, and the communication module 230.

[0358] The processor 210 may include one or more processing units. The processor 210 can be used to provide computing and control capabilities to support the operation of the entire riding management device 200.

[0359] The memory 220 can be used to store various software programs and / or multiple sets of instructions. Specifically, the memory 220 may include high-speed random access memory, and may also include non-volatile memory, such as one or more disk storage devices, flash memory devices, or other non-volatile solid-state storage devices.

[0360] The communication module 230 can be used to communicate with other communication devices. Specifically, the communication module 230 may include a communication interface, which can be a 3G communication interface, a Long Term Evolution (LTE) (4G) communication interface, a 5G communication interface, a WLAN communication interface, a WAN communication interface, a human skin communication interface, etc. Not limited to wireless communication interfaces, the cycling management device 200 can also be configured with a wired communication interface to support wired communication.

[0361] In this embodiment, the cycling management device 200 can be the aforementioned electronic device 100. The communication module 230 can be used to acquire a first signal collected by other devices during the user's cycling process at a first moment. The processor 210 can be used to control the acquisition of the first signal, identify the user's cycling posture at the first moment based on the first signal, and determine the cycling power at the first moment based on the cycling posture. The memory 220 can be used to store the first signal, cycling posture, cycling power, etc., as well as the software or program code required for all or part of the functions of the electronic device 100 in the above method embodiment.

[0362] It should be noted that the cycling management device 200 shown in Figure 11 is only one implementation of the embodiment of this application. In actual applications, the cycling management device 200 may include more or fewer components than shown in the figure, or combine certain components, or deploy different components. No limitation is made here.

[0363] It should be understood that each step in the above method embodiments can be completed by integrated logic circuits in the processor hardware or by instructions in software form. The method steps disclosed in the embodiments of this application can be directly manifested as being executed by a hardware processor, or being executed by a combination of hardware and software modules in the processor.

[0364] This application also provides an electronic device that may include a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the method performed by the electronic device as described in any of the above embodiments.

[0365] This application also provides a chip system including a processing circuit and an interface circuit. The interface circuit is used to receive computer instructions and transmit them to the processing circuit. The processing circuit is used to execute the computer instructions to implement the method performed by the electronic device as in any of the above embodiments.

[0366] This application also provides a chip system including at least one processor for implementing the methods executed by the electronic device in any of the above embodiments. In one possible design, the chip system further includes a memory for storing program instructions and data, the memory being located within or outside the processor.

[0367] A chip system can consist of chips or include chips and other discrete components.

[0368] Optionally, the chip system may contain one or more processors. These processors can be implemented in hardware or software. When implemented in hardware, the processor can be a logic circuit, integrated circuit, etc. When implemented in software, the processor can be a general-purpose processor, implemented by reading software code stored in memory.

[0369] Optionally, the chip system may contain one or more memories. These memories may be integrated with the processor or disposed separately; this application does not limit this. For example, the memory may be a non-transient processor, such as a read-only memory (ROM), which may be integrated with the processor on the same chip or disposed on different chips. This application does not specifically limit the type of memory or the arrangement of the memory and processor.

[0370] For example, the chip system may be a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on chip (SoC), a central processor unit (CPU), a network processor (NP), a digital signal processor (DSP), a micro controller unit (MCU), a programmable logic device (PLD), or other integrated chips.

[0371] This application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method executed by the electronic device in any of the above embodiments.

[0372] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the method executed by the electronic device as described in any of the above embodiments.

[0373] The various embodiments of this application can be combined arbitrarily to achieve different technical effects.

[0374] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in this application are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, digital subscriber line) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium accessible to a computer or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape), an optical medium (e.g., DVD), or a semiconductor medium (e.g., solid-state disk (SSD)).

[0375] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. This program can be stored in a computer-readable storage medium, and when executed, it can include the processes described in the above method embodiments. The aforementioned storage medium includes various media capable of storing program code, such as ROM or random access memory (RAM), magnetic disks, or optical disks.

[0376] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. The "and / or" in the text is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone. In addition, in the description of the embodiments of this application, "multiple" means two or more.

[0377] The terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0378] In summary, the above description is merely an embodiment of the technical solution of this application and is not intended to limit the scope of protection of this application. Any modifications, equivalent substitutions, improvements, etc., made based on the disclosure of this application should be included within the scope of protection of this application.

Claims

1. A cycling management method, characterized in that, The method is applied to an electronic device, and the method includes: To obtain the first signal from the user during the ride; The user's riding posture at the first time is identified based on the first signal at the first time. The riding power at the first time is determined based on the riding posture at the first time.

2. The method according to claim 1, characterized in that, The method further includes: Display one or more of the following: cycling power at the first time, user's cycling posture at the first time, cycling speed at the first time, cadence at the first time, terrain gradient where the user is located at the first time, and vehicle type.

3. The method according to claim 1 or 2, characterized in that, Before determining the cycling power at the first time based on the cycling posture at the first time, the method further includes: The cadence at the first time point was detected to be greater than 0.

4. The method according to any one of claims 1-3, characterized in that, The method further includes: If the user's cadence is detected to be 0 at the second time point during cycling, the cycling power at the second time point is determined to be 0.

5. The method according to any one of claims 1-4, characterized in that, The riding power at the first moment includes: the first power consumed to overcome air resistance; Determining the cycling power at the first time based on the cycling posture at the first time specifically includes: Based on the riding posture at the first time, or the riding posture at the first time and the user's body information, or the riding posture at the first time and the user's body information and the vehicle model, or the riding posture at the first time and the vehicle model, the drag coefficient and frontal area are determined; wherein, the body information includes one or more of the following: height, weight, body type, body proportion, waist-to-hip ratio, head-to-shoulder ratio, and clothing. The first power is determined based on the drag coefficient and the frontal area.

6. The method according to claim 5, characterized in that, When riding on a slope at the first time, the riding power at the first time also includes the second power consumed by gravity. Before or after determining the first power, the method further includes: Determine the terrain slope where the user is located at the first time point; The second power is determined based on the terrain slope and vehicle type; wherein the vehicle type is used to determine the vehicle weight, the second power is a positive value when the slope riding is uphill riding, and a negative value when the slope riding is downhill riding.

7. The method according to claim 6, characterized in that, Determining the terrain slope where the user is located at the first time point specifically includes: The terrain slope where the user is located at the first time is determined based on the user's location information and the air pressure information of the user's environment; or, The terrain slope where the user was located at the first time was determined based on the IMU signal.

8. The method according to claim 6 or 7, characterized in that, Before determining the terrain slope where the user is located at the first time, the method further includes: Identify the wearing position of the electronic device; Determining the terrain slope where the user is located at the first time point specifically includes: If the electronic device is detected to be worn by the user, the slope of the terrain where the user is located at the first time is determined based on the user's location information and the air pressure information of the user's environment collected by the electronic device. or, If the electronic device is found to be fixed on the vehicle, the terrain slope where the user is located at the first time is determined based on the IMU signal collected by the electronic device.

9. The method according to claim 8, characterized in that, The electronic device is fixed to the vehicle. After identifying the wearing position of the electronic device, and before determining the terrain slope where the user is located at the first time based on the IMU signal, the method further includes: Collect air pressure information of the environment in which the user is located during cycling; If the user is identified as riding on a level surface based on the air pressure information, the level surface is calibrated to a reference plane with no slope.

10. The method according to any one of claims 5-9, characterized in that, The riding power at the first moment also includes: the third power consumed to overcome rolling friction; Before or after determining the first power, the method further includes: Vehicle weight and coefficient of friction are determined based on vehicle model; The third power is determined based on the vehicle weight and the coefficient of friction.

11. The method according to any one of claims 5-10, characterized in that, The vehicle model is determined based on IMU signals, or the vehicle model is information input by the user.

12. The method according to any one of claims 5-11, characterized in that, The vehicle model is determined based on the output result obtained after inputting the IMU signal into the vehicle model recognition model. The vehicle model recognition model is trained based on the IMU signals collected by the device worn by the tester during the ride and / or by the device fixed on the vehicle, given that the vehicle model used by the tester is known.

13. The method according to any one of claims 5-12, characterized in that, When the user is braking during the first time period, the riding power during the first time period also includes: the power consumed by braking from the start of braking to the first time period, wherein the power consumed by braking is determined based on the PPG signal and / or IMU signal collected by the device worn by the user from the start of braking to the first time period.

14. The method according to claim 13, characterized in that, If the user is braking during the first time period, before or after determining the first power, the method further includes: Based on the PPG and / or IMU signals collected by the user's device from the start of braking to the first time point, the braking force and braking duration are determined. The power consumed by braking is determined based on the braking force and braking duration.

15. The method according to claim 14, characterized in that, The braking is determined based on the PPG signal and / or IMU signal collected by the electronic device; Before acquiring the IMU signal at the earliest moment during the user's ride, the method further includes: Before starting to ride, a first prompt message is output, which prompts the user to wear the electronic device on the hand that is usually used for braking.

16. The method according to any one of claims 1-15, characterized in that, The method further includes: After the ride ends, one or more of the following will be displayed: a cycling power change trend graph, a cycling posture diagram, and average power. The cycling power change trend graph is drawn based on all the cycling power generated during the user's ride. The cycling posture diagram is used to show one or more cycling postures exhibited by the user during the ride. The average power is equal to the average value of the cycling power generated during the user's ride.

17. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored on the memory, wherein the processor executes the computer program to implement the method as described in any one of claims 1-16.

18. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a processor, implements the method as described in any one of claims 1-16.

19. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the method as described in any one of claims 1-16.

20. A chip system, characterized in that, The chip system includes a processing circuit and an interface circuit. The interface circuit is used to receive computer instructions and transmit them to the processing circuit. The processing circuit is used to execute the computer instructions to implement the method as described in any one of claims 1-18.

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