DE202019101294U1 - BIKE RENTAL SYSTEM - Google Patents

Abstract

Bicycle rental system comprising:
- at least one electronic device (500) associable with a user;
a plurality of bicycles having pedaling assistance, equipped with an electric motor (2) associated with a wheel (102), at least one battery pack (3) associated with this motor (2) for bidirectionally exchanging energy therewith, a pedal unit; A drive operatively interposed between the pedal unit and at least one wheel (102) and a free-wheeling mechanism associated with the at least one wheel (102),
wherein the electronic device (500) and the vehicles (100) are networked together by means of a computer cloud (1001),
characterized in that each bicycle (100) is provided with a control device (1) comprising
first sensor means (6) adapted to detect quantities representative of a condition of the bicycle (100), including at least one magnitude correlated to the rotational speed of a wheel of the bicycle (102), and a size correlated with the angular velocity of the free-wheel mechanism (105) and to generate one or more signals representative thereof;
second sensor means (7) arranged to detect one or more quantities representative of the state of charge (SOC) of the battery pack and to generate a signal representative of the power consumption of that battery pack;
- At least one control unit (8) associated with the sensor means (6, 7) and the motor (2) and provided with at least one control unit (9) in a closed loop, which is designed at least in a first own functional mode to
determine a condition of the bicycle (100) as a function of the signals generated by the first sensor means 6;
in response to this condition of the bicycle (100), determining at least one characteristic for controlling the engine (2), having a preset course;
controlling the motor (2) in a first mode providing torque to the wheel (102), or in a second mode supplying power to the battery pack (3) according to the at least one characteristic and function of Energy consumption of the battery pack (3), wherein the control unit (8) is programmed to control the motor (2) to track a predetermined set point (R) representative of a particular energy recovery level of the battery pack (3) the control unit (3) comprises a predictive module (11) adapted to receive from an electronic device (500) one or more data values relating to an energy profile of a user preparing to use the bicycle (100) wherein said one or more data values relating to the user's energy profile are used by the control unit (8) to determine the preset characteristic of the characteristic.

Description

This invention relates to a bicycle rental system utilizing a fleet of pedal-assisted bicycles, which are preferably equipped with a hub control device ("hub dynamo").

Alongside the growing popularity of sustainable mobility concepts and the continued evolution of increasingly powerful electric power engines, there has been significant growth in the number of devices commonly known as e-bikes. These are bicycles with an electric drive system that is able to assist the cyclist while pedaling.

These bicycles have found fertile ground both for urban applications where they partially replace mopeds and for more extreme applications, allowing occasional cyclists to negotiate long-distance uphill gradients that would have been denied without the aid of electric propulsion.

The aspects that most of the companies in the industry dealt with during these years were therefore the size of the drive, which had to be minimized in order to be able to adapt the system to "conventional" frames, as well as the battery range, which was increased. by the electric engine is used both as a motor and as a generator.

With respect to the latter aspect, in urban applications it is superior to mountain bike applications where the problem associated with battery life is in some respects considered to be ancillary or, at any rate, to the need for an important contribution from the engine Having more than one actual support rather necessary to provide assistance to the cyclist on the most demanding routes has allowed for the maintenance of the battery state of charge to be given priority.

In view of these developments, the Applicant has recently developed a system capable of controlling the electric power plant so that the state of charge of the battery is maintained at a predetermined level without ever needing (and not having possibility) to charge it via the network.

This system was confirmed by the deposit of international patent application no. PCT / IB2018 / 050202 protected, which is incorporated herein by reference.

This control system is absolutely optimal as it is able to adapt to the historical usage history of the bicycle, but has a limitation on non-proprietary applications such as a bicycle rental system.

This is mainly due to the fact that both the user and the distances covered change significantly and continuously, which effectively prevents the system from "learning" the cyclist's driving style and / or from adapting to it during the journey (due to the This application typically has extremely short service life).

Also referring to bike-sharing applications, the bicycles that are still commonly used today (whether e-bikes or conventional bicycles) are all equipped with easily manipulated anti-theft devices, which are the profits of the companies involved in this activity , significantly reduced and this forces to a costly replacement or a costly replacement of manipulated bicycles.

Moreover, given the diversity of users of this type of service, cyclists can not be expected to be able to travel by bicycle in urban areas, which sometimes results in improper use of the vehicle and the associated problems such as falls, accidents or accidents Clashes occur.

The object of this invention is therefore to provide a control device for a bicycle with Trethilfe and a bicycle with Tretriever as such, which are able to eliminate the disadvantages of said prior art.

In particular, it is an object of this invention to provide a control device for a pedal assisted bicycle that will speed up its adaptation to the user's usage, especially within a bicycle rental system.

Another object of this invention is to provide an optimized control system for a pedal assisted bicycle that allows the user to experience different driving experiences.

It also belongs to the objects of this invention to provide a control device for a bicycle with pedal assist and a bicycle with pedal assist with increased safety level.

One or more of the above objects are achieved by a control device of Bicycle with Trethilfe and a bicycle with Trethilfe met, having the technical features according to one or more of the following claims, which is incorporated in a bicycle sharing system.

In particular, these objects are met by a control device of a pedal assisted bicycle equipped with an electric motor associated with a wheel, at least one battery pack associated with that motor for bidirectionally exchanging energy therewith, a pedal unit, a drive operative between the two Pedal unit and at least one wheel and a mechanism with free-running wheel is used, associated with the at least one wheel.

The apparatus includes first sensing means configured to detect magnitudes representative of a condition of the bicycle, including at least one magnitude correlated to the rotational speed of a wheel of the bicycle, and a magnitude related to the angular velocity of the mechanism is correlated with free-wheeling and to generate one or more signals representative of them.

In addition, second sensor means are provided, which are designed to detect the state of charge of the battery pack and to generate a signal which is representative of the energy consumption of this battery pack.

It should be noted that the term "energy use of this battery pack" used in this text indiscriminately, or in any case without exception, unless otherwise stated, refers to both the power as instantaneous or average power required for the battery pack and is referred to the state of charge (SOC) (these are parameters that are linked together by means of appropriate calculation algorithms).

Alternatively, the "energy use of this battery pack" could be defined or understood as energy used in a given period of time, to be understood as a balance between the instantaneous performance in a given time horizon.

The control device further comprises a control unit, which is associated with the sensor means and the motor, and at least one closed-loop control unit, which is designed at least in a first configuration of a first own operating mode
determine a condition of the bicycle as a function of the signals generated by the first sensor means;
in function of this condition of the bicycle to determine at least one characteristic for controlling the engine, having a preset course;
to control the electric motor in a first mode, in which a torque is provided, which coincides with a direction of rotation of the wheel, or in a second mode in which power is supplied to the battery pack, according to the at least one characteristic and in function of the energy consumption of the battery pack ,

It is noted that the control unit (particularly the closed loop controller) is programmed to control the electric motor to track a predetermined setpoint representative of a particular energy recovery level of the battery pack.

The term "specific energy recovery level of the battery pack" is intended to define in this text the desired signal tracked by the control unit, which is representative of, for example, the difference (the error) between a given desired signal and the power recovered by the battery pack during travel or a charge level of the pack ,

According to a main aspect of this invention, the control unit comprises a predictive module configured to receive from an electronic device (preferably in remote mode) one or more data values relating to an energy profile of a user preparing to use the bicycle this one or more data values relating to the user's energy profile are used by the control unit to determine the predetermined setpoint value and / or the preset characteristic of the characteristic curve.

Thus, depending on the data received from the predictive module, the engine control characteristics are adjusted and the behavior of the controller is adjusted, at least in an initial transient phase of the journey, where sufficient data is likely to be unavailable, to provide reliable feedback regarding the energy recovery data of the battery pack to have.

Advantageously, the control device in this way has an increased adaptation speed to the behavior of the user, wherein it is possible to maintain the state of charge of the battery pack approximately at an optimum value (or a desired value).

It should be noted that this one or more data values in relation to the user's energy profile include a historical charging level, defining a historical charge level Users generated energy consumption in the battery pack of the particular bicycle or other bicycles correlated therewith, preferably by means of a same bicycle rental system, which is also an object of the invention.

Advantageously, the control device is able to predict the behavior of the user, even if they do not know him directly, and to adapt accordingly.

Specifically, the motor control characteristic (at least for a starting state of the bicycle from the stopped position) includes a support section on which an auxiliary level to be provided to the cyclist is determined and at least one charging section (at least for a state of constant speed cycling) a predetermined energy recovery level is determined, which is required by the cyclist.

Preferably, the control unit is configured to increase the auxiliary level and / or to reduce the recovery level of the characteristic as the historical state of charge increases and vice versa. In other words, efficient users who have always helped to recharge the battery on previous trips will be rewarded with more engine support. On the other hand, users who previously used the battery more than usual will be penalized with a lower contribution from the engine and / or a higher requirement for energy (ie recharge), if that's what it's intended to do.

In other words, profiling the user helps to find the best compromise between minimizing the impairment of the driving experience and maintaining (recovering) the necessary state of charge.

Another aspect of this invention that supplements or alternates with the previous one is related to the fact that the control unit includes a default module (preferably associated with the closed loop controller).

• - vom Nutzer eine Information zu erhalten, die für eine Betriebskonfiguration des Reglers repräsentativ ist, auswählbar zwischen einer Unterstützungskonfiguration, in der der Motor vorwiegend im ersten Modus gesteuert wird und dessen Unterstützungsniveau für ein vorgegebenes Zeitintervall oder eine vorgegebene zurückgelegte Strecke maximiert ist, und einer Aufladekonfiguration, in der das Unterstützungsniveau des Motors im Wesentlichen gleich null ist, und der Motor im zweiten Modus gesteuert wird;
• - den vorgegebenen Verlauf der mindestens einen Kennlinie auf der Grundlage der ausgewählten Konfiguration festzulegen.

This default module is designed to

• to obtain from the user information representative of an operating configuration of the controller selectable between a support configuration in which the engine is predominantly controlled in the first mode and its support level is maximized for a predetermined time interval or a predetermined distance covered, and a charging configuration in which the assist level of the engine is substantially zero, and the engine is controlled in the second mode;
• determine the predetermined course of the at least one characteristic based on the selected configuration.

It should be appreciated that the default module is preferably configured to obtain information from the user representative of at least a first, second, or third operational configuration.

The first configuration is mixed. In this, the support and recovery levels are balanced in the manner described so far.

The second configuration corresponds to the support configuration.

The third configuration corresponds to the charging configuration. Advantageously, in this mode, the control unit has different configurations that can be adapted to the needs of the user, who might decide, for example, to use the bicycle for training purposes and thus without assistance from the engine or who desires or needs an increased contribution from the engine.

In this regard, it is noted that the second configuration (or support configuration) is preferably settable only for values of the state of charge of the battery pack that exceed a predetermined threshold.

In addition, the control unit is preferably designed to maintain the configuration corresponding to the second configuration for a predetermined maximum time interval, after which the user can weigh whether he wishes to use the first or the third configuration.

Advantageously, in this way it is guaranteed that the state of charge of the battery pack does not fall below a predetermined limit value, thereby ensuring that the next user finds a bicycle that can be used at least in the first and in the third configuration.

It should be noted that the control device preferably fits into a system context (bicycle rental) in which a display module programmed to indicate to the user the operating configurations consistent with the state of charge of the battery pack as well as to enable the user to to select one of these configurations as well as a transmit module which is designed to transmit this second information. Preferably, the display module is configured to display to the user the operating configurations based on an energy profile of the user.

In other words, the system is designed to display the second configuration only to the "efficient" energy profiles (i.e., those with a high historical charge level) so that it is selectable and activatable.

This technical feature, while functioning as an "incentive / incentive" to ride the bike according to rules that allow the battery to be charged even on support legs, is considered purely technical, as it immediately results in reduced vehicle maintenance and increased vehicle uptime Life of the battery pack is correlated.

Another particular aspect of the invention, which is also complementary to or alternative to the previous ones, relates to the control unit, which is further configured to control the engine with an anti-theft mode when the bicycle is stationary (not coupled to a user).

In this antitheft mode, the control unit is configured to control the motor to provide torque opposite to a direction of rotation of the wheel detected by the (first) sensor means.

In other words, in the anti-theft mode, the electric motor is at least partially controlled as an active brake, so that the movement of the bicycle is de facto prevented, even if no lock is present or has been manipulated.

Preferably, the controller may control the motor in the anti-theft mode in a passive configuration or an active configuration.

In this passive configuration, the engine does not require energy from the battery pack and provides resistance to locomotion at least partially proportional to the wheel speed.

In the active configuration, on the other hand, the motor is controlled so as to provide a torque opposite to a rotational direction of the wheel detected by the (first) sensor means, and thus power / energy from the battery pack is required.

In the anti-theft mode, the controller is preferably configured to control the motor in the passive configuration and below a predetermined speed limit, above which limit the change to the active configuration occurs.

In the anti-theft mode, the electric motor is thus preferably controlled as a passive brake at low speeds and as an active brake only as the driving speed (or speed of the wheel) of the bicycle increases.

Advantageously, the energy consumption of the battery pack is reduced in this way.

This aspect of the invention is well suited for a bicycle rental system comprising at least one electronic device associable with a user and a plurality of bicycles networked together by means of a computerized cloud, each bicycle being equipped with a control device which is associable with a user by means of the electronic device.

In this context, the control unit of each control device is configured to activate the theft-proof mode when the control device is not coupled to the profile of a user. Advantageously, the theft or unauthorized locomotion of the vehicle is much more complicated than it is today, which hinders criminal attempts not only because of the difficulties of manipulation, but above all because the vehicle is essentially unusable. Another interesting aspect to which this invention relates concerns the safety of cyclists while driving. This topic is especially relevant for bike-sharing applications that mostly affect inexperienced cyclists in the urban area.

In accordance with this aspect of the invention, the control device includes an inertial measurement unit configured to measure one or more accelerations longitudinally, laterally and vertically, or alternatively or collectively one or more of the angular velocities relating to the roll speed, pitching speed and yaw rate of the bicycle, and second signals generate that are representative of this.

Alternatively, other measuring systems could be used, such as an accelerometer or a single-axis gyroscope or the like.

The control unit is also associated with a speed sensor and an inertial measurement unit in addition to the motor to control it.

Provided are also at least one display device for a turn and / or a reporting device for braking on the part of the cyclist, which are connected to the bike.

Preferably, the control unit is thus adapted to receive respective signals from the speed sensor and the inertial measurement unit for processing these signals and obtaining at least information relating to braking or turning of the bicycle and transmitting a first signal to the display device or message device which is representative of this turn information or a second signal representative of this brake information.

Upon receipt of each of the first and second signals, the display device and the reporting device are configured to emit light radiation in response.

Advantageously, the inertial measurement unit, when used appropriately, allows the autonomous control of the displays, which increases the safety of the cyclist and the car driver or other cyclists in the vicinity thereof.

Another aspect of this invention is linked to the compact structure of the control device, which is not only extremely powerful (as previously described in detail), but is compact in design and can be easily mounted on bicycles frames, even if not specially prepared for them.

Namely, the control device is a dynamo whose components are completely housed in a housing body which can be fixedly connected to a wheel of the bicycle.

In particular, the dynamo preferably comprises a housing body having a central axis of its own and connectable to a wheel of a bicycle such that the central axis coincides with the axis of rotation of the wheel.

• - der Elektromotor, der alternativ als Generator und als Motor funktionieren kann und einen Stator und einen Rotor umfasst, drehbar um eine Rotationsachse, entsprechend der mittleren Achse des Gehäusekorpus;
• - das Akkupack, das sich rund um die mittlere Achse entwickelt und mit dem Elektromotor verbunden ist, sodass es mit diesem Energie austauschen kann. Vorzugsweise ist das Akkupack ringförmig ausgebildet und rund um den Elektromotor angeordnet;
• - (erste und zweite) Sensormittel, die mit der mittleren Achse des Gehäusekorpus assoziiert und ausgelegt sind, um Größen zu erfassen, die zumindest für die Winkelgeschwindigkeit des Rads und für die Winkelgeschwindigkeit des Mechanismus mit frei laufendem Rad repräsentativ sind;
• - die Steuereinheit, die ausgelegt ist, um die elektrische Kraftmaschine mindestens nach einem Betriebsmodus zu steuern, in dem diese je nach der Winkelgeschwindigkeit des Rads als Motor oder als Generator wirkt, wobei die Steuereinheit zumindest eine Leiterplatte umfasst, zumindest teilweise ringförmig koaxial zur mittleren Achse des Gehäusekorpus.

The housing body preferably accommodates:

• - The electric motor, which may alternatively function as a generator and as a motor and comprises a stator and a rotor, rotatable about an axis of rotation, corresponding to the central axis of the housing body;
• - The battery pack, which develops around the middle axis and is connected to the electric motor so that it can exchange energy with it. Preferably, the battery pack is annular and arranged around the electric motor;
• - (first and second) sensor means associated with the central axis of the housing body and adapted to detect magnitudes representative of at least the angular velocity of the wheel and the angular velocity of the free wheel mechanism;
• - The control unit, which is designed to control the electric motor at least in an operating mode in which it acts as a motor or generator depending on the angular velocity of the wheel, wherein the control unit comprises at least one printed circuit board, at least partially annular coaxial with the central axis of the housing body.

• - 1 ein erfindungsgemäßes Fahrradverleihsystem;
• - 2a und 2b schematisch in einer Seiten- und Hinteransicht ein Fahrrad mit Trethilfe des Fahrradverleihsystems aus 1;
• - 3 eine perspektivische schematische Ansicht einer Steuervorrichtung für ein erfindungsgemäßes Fahrrad mit Trethilfe;
• - 4 eine Explosionsdarstellung der Steuervorrichtung aus 3, in der die Hauptkomponenten der Vorrichtung dargestellt sind;
• - 5 einen logischen Schaltplan der Steuervorrichtung aus 3;
• - 6 eine Kennlinie zur Motorsteuerung der Steuervorrichtung aus

These and other features, together with the corresponding technical advantages, will become more apparent from the following exemplary and thus non-limiting description of a preferred and therefore non-exclusive embodiment of a bicycle sharing system in which each bicycle is provided with a control device for a bicycle having pedaling assistance. and a bicycle with treadmill assistance as shown in the attached drawings. It shows:

• - 1 an inventive bicycle rental system;
• - 2a and 2 B schematically in a side and rear view of a bike with Trethilfe the bike rental system 1 ;
• - 3 a perspective schematic view of a control device for a bicycle according to the invention with Trethilfe;
• - 4 an exploded view of the control device 3 in which the main components of the device are shown;
• - 5 a logical circuit diagram of the control device 3 ;
• - 6 a characteristic for motor control of the control device

5 in different update phases.

With reference to the attached figures, the reference numeral designates 1 a control device 1 for a bicycle according to the invention with Trethilfe 100 ,

The bike 100 thus includes a frame 101 , two wheels 102 , a pedal unit 103 and a drive system 104 (preferably with chain) to the movement of the pedal unit 103 on one of the wheels 102 (especially the rear wheel) to transfer.

In addition, a mechanism with free-wheeling 105 provided operatively between the drive system 104 and the wheel 102 is used to allow its rotation without pedaling.

As will be seen below, the bike joins 100 in a bike rental system 1000 on.

The bike 100 is therefore with a variety of bicycles 100 which are similar to him, all of which are (indirectly) networked by means of a computer cloud or cloud.

In other words, every bike has its own identification code 106 and a control device 1 provided that is designed to be connected to an electronic device 500 of a user / cyclist. After the user uses the electronic device 500 by bicycle 100 its use is released (for example by opening a lock).

In particular, the electronic device 500 designed to identify the identification information of the bicycle (for example, the identification code 106 ) and to provide the cloud with information representative of an association of the user (contained in the electronic device 500 ) by bicycle 100 is. The electronic device 500 is preferably of the active type comprising a CPU and interface means (eg smartphone), but could also be of the passive type, for example a card / electronics card.

It is noted that the bike 100 is the type with Trethilfe and thus both an electric motor 2 as well as a battery pack 3 which are interconnected to exchange energy.

The control device 1 could therefore be another element than the engine and the battery pack.

Preferably, the control device 1 however, a dynamo and, even better, a hub dynamo, comprising both the electric motor in its interior 2 as well as the battery pack 3 , More specifically, the electric motor 2 and the battery pack 3 in a housing body 4 housed firmly with the wheel 102 connected (or connectable) is to turn with this.

This case body 4 thus develops around its own middle axis " A "In use with the axis of rotation of the wheel 102 matches.

In other words, the housing body 4 designed as a hub and has in its interior a receptacle which is substantially axially symmetrical to the components of the device 1 to contain.

Structurally, the housing body comprises 4 a housing section 4a which is designed as a mug, and a cover 4b firmly attached to the housing section 4a is detachable.

The housing section 4a is provided with a bottom wall from which an annular, substantially cylindrical wall rises, which limits the radial extent of the receptacle.

As already stated, inside the receptacle (ie the housing body) are the electric motor 2 and the battery pack 3 arranged, which are electrically connected to each other, so that bidirectional energy can be exchanged.

The electric motor 2 is therefore designed to be controlled both as an actuator, being the wheel 102 provides a torque, as well as a generator, wherein the rotation of the rotor is a transmission of power to the battery pack 3 causes it to be charged accordingly.

In other words, the battery pack delivers 3 in a first control mode (actuator) to the engine 2 Energy to enable it to generate a propulsion torque (that can support the cyclist).

In a second control mode (generator), on the other hand, the motor feeds 2 the battery pack 3 with power to charge it, using the work done by the cyclist or the vehicle to move it (during braking, downhill and / or at constant speed).

The electric motor 2 thus comprises a rotor and a stator, both coaxial with the central axis " A "Of the housing body 4 are arranged. Preferably, the rotor is with the housing body 4 coupled to rotate it (in the first control mode) or to be rotated (in the second control mode).

The stator is in contrast with at least one connecting shaft 5 connected along the middle axis " A "Is arranged and with the frame 101 is connectable.

To the rotation of the housing body 4 Of course, appropriate bearings are provided between the shaft 5 and the housing body 4 are used. It should be noted that the at least one wave 5 preferably comprises two half-waves, each associated with one side of the housing body.

The battery pack points to optimizing the space 3 a substantially annular nature and develops around the electric motor 2 , especially around the stator (firmly connected to it). Advantageously, in this way there is the possibility of the axial space requirement of the device 1 to reduce.

It should be noted that the housing body 4 preferably no interfaces / connections for charging the battery pack 3 having.

More specifically, the housing body includes 4 in a first embodiment, a single power interface 14 suitable for supplying external loads connected to it (lighting, sensors, etc.).

Advantageously, the device 1 that is, the dynamo, of the stand-alone type, not externally accessible, unless it is disassembled.

In the illustrated embodiment, the power interface is 14 through a single supply cable 14a defines these loads. Alternatively, the loads could be of the stand-alone type and powered by appropriate batteries.

The device 1 also includes first sensor means 6 , which are designed to reduce the speed of the wheel 102 to capture and the speed of the free-wheeling mechanism 105 or to capture a correlated quantity.

Preferably, the first sensor means 6 Designed to directly or indirectly the longitudinal speed of the bike 100 capture.

These first sensor means 6 are configured to generate one or more respective signals representative of the measured quantities. These quantities, when appropriately combined, are representative of a current condition of the bicycle (see more detailed explanation below).

Preferably, these sensor means comprise 6 a tempo sensor (associated with the free-wheel mechanism 105 ) and a speed sensor (preferably housed in the electric motor 2 ). Both sensors 6 are preferably fixed to the housing body 4 connected, preferably in this lying inside.

Also in the housing body 4 is preferably the provision of second sensor means 7 provided that are adapted to detect a value representative of a state of charge "SOC" of the battery pack, and to generate a signal that is representative of the energy consumption of this battery pack.

It should be noted that under the term "energy use of this battery pack" in this text indiscriminately or in any case without exception, unless expressly stated, both on the performance as instantaneous or average power provided for the battery pack 3 is necessary / is provided, and also referred to the state of charge SOC (these are parameters that are linked by means of appropriate calculation algorithms).

Alternatively, the "energy use of this battery pack" could be defined or understood as energy used in a given period of time, to be understood as a balance between the instantaneous performance in a given time horizon.

In the preferred embodiment, this sensor comprises means for detecting the battery voltage and current. In a control unit of the battery pack, these signals are also processed to determine the state of charge (SOC) of the battery pack and / or the level of the required / provided instantaneous power.

To the engine 2 to control and with the sensor means 6 . 7 to communicate, the device includes 1 also a control unit 8th ,

Structurally, the control unit includes 8th preferably a printed circuit board 8a , which are coaxial with the housing body 4 is arranged. Preferably, therefore, the control unit 8th a substantially annular shape, provided with a central opening, which on the shaft 5 is raised to the positioning of the circuit board 8th to enable. Preferably, the circuit board 8a stuck to the stator of the motor 2 connected.

It should be noted that the device 1 ie the dynamo, in a first embodiment a data communication channel 15 includes that with the control unit 8th is associated and arranged to transmit a respective signal to one or more loads.

So that the device 1 is even more compact and can be installed even easier, are the Power interface 14 and the communication channel 15 preferably in a single covered cable 16 housed by the central axis "A" of the housing body 4 emanates.

In detail, this sheathed cable is considered to be the only electrical / electronic hardware interface outside the control device 1 is accessible.

Alternatively, the device could 1 communicate with the loads by means of a wireless signal. In this embodiment, the loads are preferably fed by respective batteries.

Preferably, the control unit 8th with first 6 and second sensor means 7 to receive these signals which are representative of the measured quantities and to the motor 2 to control this in function of these signals.

The control unit 8th is thus designed to be the engine 2 depending on the state of the bicycle (ie, depending on the signals from the sensor means) in a passive, driving or generating mode to control.

The control unit 8th is therefore designed to operate in at least one operating mode (or mode of operation), and preferably in at least one anti-theft mode.

With reference to the control unit 8th this is designed in operating mode to function as the first and second sensor means 6 . 7 received signals at least one characteristic for controlling the motor 2 to determine, having a given course, and the engine 2 in the first or second control mode depending on the course of this curve.

More specifically, the control unit includes 8th at least one control unit in a closed loop 9 that is designed to be the engine 2 in accordance with at least one feedback loop.

More specifically, the controller is in closed loop 9 designed to the electric motor 2 in function of an error signal correlated with the deviation between a setpoint R (signal) and a feedback quantity.

Preferably, the controller is in a closed loop 9 at least in the operating mode (functional mode) of the control unit designed to
a condition of the bicycle in function of that of the first sensor means 6 to determine generated signals;
in function of this condition of the bicycle at least one characteristic for controlling the motor 2 to determine having a preset course.

In this regard, the control unit includes 8th preferably a finite state machine 10 ,

In the preferred embodiment, the finite state machine 10 Therefore, designed to the "current" condition of the bike 100 in function of the first sensor means 6 (and / or possibly from other analog sensor means) to detect received signals and to determine the characteristic for controlling the motor, which is correlated with this state.

More specifically, the finite automaton includes 10 a nominal module designed to detect (or contain) a plurality of nominal control characteristics (or characteristic curves), each of which relates to a relative state.

The finite automaton 10 is thus configured to select, from among the plurality, the control characteristic (or characteristic curve) correlated with the detected state, as a function of that of the first sensor means 6 received signals.

• - Start (oder Boost): entsprechend dem Start aus dem Stillstand oder einer plötzlichen Beschleunigung in der Bewegungsphase des Fahrrads. Dieser Zustand hat vorzugsweise eine endliche Dauer und kann beispielsweise in Funktion der Zahl an Pedaldrehungen festgelegt werden, oder kann andauern, bis das Fahrrad eine vorgegebene Geschwindigkeit erreicht;
• - Antriebslos: entsprechend einem Zustand, in dem die Geschwindigkeit des Mechanismus mit frei laufendem Rad bei sich fortbewegendem Fahrrad geringer ist als die Drehzahl des Rads. Dieser Zustand tritt beispielsweise ein, wenn das Fahrrad sich bergab bewegt und kein Pedaltritt erfolgt;
• - Traktion (oder konstante Fahrt): entsprechend einem Zustand, in dem die Geschwindigkeit des Mechanismus mit frei laufendem Rad nach Abzug eines Toleranzwerts gleich der Drehzahl des Rads des Fahrrads ist. Dieser Zustand entspricht beispielsweise einer Dauerfahrt bei einer ungefähr konstanten Geschwindigkeit des Fahrrads mit Pedaltritt;
• - Bremsung: entsprechend einem Bremszustand des Fahrrads mit den genannten Methoden.

For example, one or more of the following states may be detected by the finite state machine:

• - Start (or Boost): according to the start from standstill or a sudden acceleration in the movement phase of the bicycle. This condition preferably has a finite duration and may be determined, for example, as a function of the number of pedal turns, or may continue until the bicycle reaches a predetermined speed;
• - unpowered: according to a condition in which the speed of the free-wheel mechanism when the bicycle is moving is lower than the speed of the wheel. This condition occurs, for example, when the bicycle is moving downhill and no pedaling occurs;
• - Traction (or constant speed): corresponding to a condition in which the speed of the free-wheeling mechanism, after subtracting a tolerance, is equal to the speed of the wheel of the bicycle. This state corresponds, for example, to a long drive at one about constant speed of the bicycle with pedal kick;
• - braking: according to a braking condition of the bicycle with the mentioned methods.

The characteristic curves are preferably designed to be the value of a control signal of the electric motor 2 (in amperage) in function of a current speed of the bicycle 100 and / or a pedal speed.

Each state has its own "nominal" characteristic.

In general, although the characteristics and parameters change, the characteristics have a assisting section or minimum recovery section at low speeds and a maximum recovery section at high speeds. It should be noted that the term "low speeds" or "high speeds" does not refer to absolute values in the text, but values that are below or above a predetermined "reversal speed" that vary depending on the condition and environmental conditions is.

According to the concept of this invention, the reversing speed corresponds to the traveling speed of the bicycle in which the characteristic curve provides for the change from the first control mode (actuator) to the second (generator).

• - i_mot = Motorsteuerungsstrom
• - V_inv = Umkehrgeschwindigkeit
• - i_{rec, min} = Mindestrückgewinnungsstrom (d. h. maximale Rückgewinnung)

Beispiele für diese Kennlinien sind beispielsweise in den Zeichnungsübersichten 4a-4f und von Seite 11 Zeile 11 bis Seite 18 Zeile 23 der internationalen Patentanmeldung PCT/IB2018/050202 auf den Namen des Anmelders in italienischer Sprache, die hier zur Bezugnahme integriert ist, enthalten.An example of a traction characteristic is shown in the attached 6 in which the following parameters are defined:

• - i _mot = motor control current
• - V _inv = reversal speed
• - i _{rec, min} = minimum recovery current (ie maximum recovery)

Examples of these characteristics are, for example, in the drawing overviews 4a - 4f and from page 11 row 11 to page 18 row 23 the international patent application PCT / IB2018 / 050202 in the name of the applicant in Italian, which is incorporated herein by reference.

Alternatively, however, the control and generation states and logics of the control characteristics could be different.

Regardless of the shape of the characteristics, the control unit is in a closed loop 9 however, designed to be the electric motor 2 to control according to a characteristic curve and in function of the energy consumption of the battery pack "SOC".

More specifically, the controller is in closed loop 9 adapted to correct the control signal, which was determined according to the characteristic curve (and thus in function of the current state of the bicycle), to be corrected in function of the current intensity and voltage, that of the second sensor means 7 were recorded.

In the first control mode (when the electric motor 2 is an actuator) is the control unit in a closed loop 9 Namely, for example, designed to reduce the value of the motor control signal, which was determined by the characteristic, usually a control current, with decreasing state of charge "SOC" of the battery pack, so that the consumption of the battery pack 3 as limited as possible.

Accordingly, the controller is in a closed loop 9 in the second control mode designed to reduce the value of the motor control signal (in the module) determined from the characteristic, ie that of the electric motor 2 the battery pack 3 supplied power when the state of charge of the battery pack "SOC" rises above a (further) threshold, so that the "additional" force required by the cyclist is limited, which would be unjustified due to high load values.

Preferably, the controller is in a closed loop 9 Furthermore, it is also designed to change the parameters of the characteristic (in the next step) as a function of the energy consumption of the battery pack "SOC".

Depending on the control logic applied, the characteristics are changed / updated in accordance with the battery charge state "SOC" and / or the power value required for charging.

The characteristics are thus adapted to this input information based on the action of the controller.

In other words, the characteristics are changed as the state of charge "SOC" of the battery pack increases or decreases, increasing or decreasing the reverse speed, or alternatively or simultaneously modifying the control current values of the motor in both the assistance and the recovery.

An example of such a closed-loop control logic is by side 18 row 23 to page 20 row 23 and in the 8a-8c of PCT / IB2018 / 050202 in the name of the Applicant in Italian, which is hereby incorporated by reference. The control unit 8th is thus programmed to the electric motor 2 so that a predetermined setpoint R is tracked which is responsible for a specific energy recovery level of the battery pack 3 is representative (preferably generated by a corresponding module R, which is schematically in 5 is shown).

As already mentioned, therefore, the control unit 8th thus programmed to the electric motor 2 to control in proportion to an error signal calculated between the set value R and the value of a feedback signal.

In other words, the control unit 8th programmed to determine a desired energy recovery, the receipt of which is expected during the ride of the cyclist to the battery pack 3 charge.

This energy recovery level of the battery pack 3 , represented by the setpoint R, is therefore calculated to the energy consumption to which the battery pack 3 is suspended to maintain the state of charge, both with activated and deactivated with the bike. It should be noted that the energy recovery, causing the charging of the battery pack 3 while driving and / or the average power recovered during the journey can be determined.

In bicycle rental applications, regardless of its use, the bicycle includes a variety of sensors / electronic devices that need to be powered and that, before the user begins their journey, are part of the battery pack 3 consumed energy.

In view of this is the control unit 8th not just programmed to over-power the battery pack 3 while driving to avoid, but also to obtain energy recovery, which is sufficient to reduce the consumption of the battery pack 3 even at standstill of the bike 100 is subject to compensation.

According to a first aspect of this invention, the control unit comprises 8th a predictive module 11 that is designed to work from a remote device 101 to obtain one or more data values related to an energy profile of a user preparing the bicycle 100 to use.

It should be noted that what is important, regardless of the method by which the data is determined / calculated in relation to a user's energy profile, is the fact that the parameters used and the predictive modulus are important 11 data transmitted are representative of the ability of the user, on a historical basis, to correctly recover energy for the battery pack while using the bicycle 100 contribute (ie when the setpoint R is reached / exceeded).

Preferably, in each case, this one or more data values in relation to the user's energy profile comprise a historical charging level, defining a historically user-generated energy contribution in the battery pack of the particular bicycle 100 or other bikes that are correlated with it.

In other words, the data related to the user's energy profile includes a historical charging level, defining a historically user-generated energy contribution in the battery pack of the bicycles 100 that belong to the same bike rental system 1000 belong.

It is pointed out that "historically generated energy contribution" should not only define only a positive contribution of the user, but a contribution that can be positive (charge) or negative (consumption) depending on the efficiency of the user.

It should be noted that the historic charge level may be represented as an average of the recovery values achieved at the various trips made in a given time period, or as a discrete score calculated on the basis of this energy parameter.

Preferably, the historical charge level is at least partially represented by a variable parameter between at least a first value representative of high efficiency of the user in energy recovery of the battery pack 3 , and at least a second value, representative of a lack of efficiency of the user in the energy recovery of the battery pack 3 , Are defined.

Operationally includes the predictive module 11 a data transmission element 17 (or is associated with it) that is designed to provide information with the electronic device 500 of the user, directly via short range transmission means or via the cloud.

More specifically, the electronic device 500 designed to be the predictive module 11 in particular by means of the transmission means to transmit at least one signal having an information content representative of that one or more data values related to the energy profile of the bicycle 100 associated user.

According to one aspect of the invention, the control unit is 8th designed to use the above one or more data values related to the energy profile of the user to determine the predetermined course of the characteristics.

Preferably, the control unit 8th also programmed to use this data with respect to the user's energy profile to modify at least one of the contributions to the error signal, the readiness of the closed loop controller 9 to improve.

In other words, the control unit 8th use this data in relation to the energy profile of the user to also the predetermined set value R of the energy recovery level of the battery pack 3 and / or the value of the feedback signal of the control device in a closed loop 9 to modify the value of the error signal to match the "intended" behavior of the user.

Advantageously, the predictive module acts 11 in this way, essentially in an open loop and contributes to the action of the control unit in a closed loop 9 to accelerate / optimize by providing information that is useful for a better understanding of the "user system".

This mainly provides an advantage by the device 1 is used to control the behavior of the controller 9 in the initial transition-use phase of the bicycle, in which the data available for the feedback is usually insufficient to allow a correct system response.

The predictive module also makes it possible to limit the effect of the disturbances (road profile other than usual and therefore, for example, another consumption), which may affect the feedback loop during its operation.

In other words, this is the predictive module 11 designed to meet the "nominal" parameters that the closed loop control unit 9 would tend to adapt in advance in function of a historical knowledge of the user, thereby increasing the readiness of the control system.

This is advantageously within the bicycle rental system 1000 relevant in which the device 1 (and thus the control unit in a closed loop 9 ) with a single bike 100 which is used by a large number of different users for short distances.

Thanks to the effect of the predictive module 11 fits the control device 1 their effect advantageously on the historical basis of foreseen behavior of the user on the bike 100 (by means of his own electronic device 500 ) is associated / coupled.

Thanks to the electronic device 500 (directly or via the cloud), the predictive module allows this information 11 the control device 1 To learn information about the driving style of the user, and allows the control unit 8th to adjust the control parameters (setpoint R and given characteristic curve) accordingly.

For example, if these data are representative of a "low-efficiency" user or a user with inadequate capabilities to provide the necessary recovery power to the battery pack, the predictive module may be representative of the energy profile of the user 11 this information the control unit in a closed loop 9 and change the characteristics to reduce support or increase energy recovery.

Preferably, the control unit provides 8th and also to modify at least one of the parameters that define the error signal.

The control unit 8th For example, it could change (increase) the required recovery level, or at least in the initial transitional phase of the journey, set a value of the recovered power based on said data in relation to the user's energy profile (ie, energy consumption of the battery pack 3 "negative").

In other words, the information relating to the historical behavior of the user may be used by the controller in closed loop 9 to vary the target value to be tracked. This aspect allows for the shift of the required recovery level to a higher level given that, given the available historical data, the user will not be able to reach the destination, thereby at least being able to reach the "nominal" recovery level.

On the other hand, if these data related to the user's energy profile are representative of a "very efficient" user, or a user with capabilities to provide the battery pack with a level of recovery above the required level, the predictive module may 11 this information the control unit in a closed loop 9 supply and modify the characteristics so that the support increases or the Energy recovery is reduced, with the simultaneous reduction of the required recovery level.

Alternatively, or in conjunction with the change in the setpoint R, the data related to the user's energy profile could be derived from the predictive module 11 come from the control unit 8th used to reduce / modify the feedback signal.

In a preferred embodiment, the control unit could 8th For example, the proportion "k" of the feedback loop of the control unit in a closed loop 9 at least in an initial phase of the journey (kilometer or time based) modify. More specifically, in this embodiment, the feedback loop of the controller is in the closed loop 9 preferably identifies two contributions: a first contribution comprising the data provided by the second sensor means 7 and related to the current state of the system (actual feedback), and a second contribution "P" associated with the data related to the user's energy profile, the control unit 8th is designed to assign a higher proportion "k" to the second contribution compared to the first in an initial transitional phase of the journey.

• - Anteil (Mittelwert) der ansteigenden Teilstücke während der Fahrt;
• - Steigung (Mittelwert) der ansteigenden Teilstücke;
• - Leistung (Durchschnitt), die auf den ansteigenden Teilstücken vom Akkupack 3 gefordert wird;
• - Anteil (Mittelwert) der absteigenden Teilstücke während der Fahrt;
• - Gefälle (Mittelwert) der absteigenden Teilstücke;
• - Leistung (Durchschnitt), die auf den absteigenden Teilstücken vom Akkupack 3 zurückgewonnen wird;
• - Leistung (Durchschnitt), die vom Akkupack 3 beim Bremsen zurückgewonnen wird;
• - durchschnittlich beim Start oder bei Beschleunigungen/Tempoänderungen geforderte Leistung. Diesbezüglich, aber nicht unter ausschließlicher Bezugnahme auf diesen Aspekt ist die Steuervorrichtung vorzugsweise mit einem Geolokalisierungselement 18 ausgestattet, das in den Gehäusekorpus 4 integriert ist.

It should be noted that in a preferred embodiment, the data related to the user's energy profile also includes at least one information representative of the routes that the user uses with the bicycles 100 of the system usually travels. Advantageously, the predictive module 11 in this way the adaptation of the control device 1 continue to improve the user. For example, these data may include one or more of the following parameters:

• - proportion (average) of the ascending sections during the journey;
• - slope (average) of the ascending sections;
• - Power (average) on the rising sections of the battery pack 3 is required;
• - proportion (average) of the descending sections during the journey;
• - slope (average) of the descending sections;
• - Power (average) on the descending sections of the battery pack 3 is recovered;
• - Power (average) from the battery pack 3 is recovered during braking;
• Average power required at take-off or accelerations / tempo changes. In this regard, but not exclusively with respect to this aspect, the controller is preferably with a geolocalization element 18 fitted in the housing body 4 is integrated.

Preferably, the predictive module 11 also provided with a data update module (not shown) configured to monitor one or more data values related to the energy profile of the user of the particular current trip (ie the current trip) and that data of the computerized cloud 1001 after completion of the journey, preferably via the data transmission element 17 ,

According to a further aspect of this invention, alternatively or in addition to the previous descriptions, the control unit comprises 8th a default module 12 (preferably associated with the closed loop controller 9 ) configured to receive information from the user representative of a control configuration of the electric motor 2 and to set the default history of the at least one curve based on the selected configuration.

Preferably, this default module 12 designed to provide the user with information representative of a control configuration of the engine 2 is selectable from at least one support configuration and one charging configuration.

In the support configuration, the engine becomes 2 controlled predominantly in the first mode, and its support level is maximized for a given time interval or a predetermined distance covered (with the term "predetermined distance traveled" also the reaching of a lower charging limit of the battery pack should be defined).

In the charging configuration, on the other hand, the level of support of the engine is 2 essentially zero, and the engine 2 is controlled in the second mode.

However, in the preferred embodiment, at least three control configurations may be selected by the user.

In this regard, the default module is 12 is preferably adapted to receive from the user information representative of at least one of first, second and third operating configurations, wherein
the first configuration corresponds to the operating mode described so far, that is, a mixed mode in which the electric motor 2 alternatively in the first or second control mode, as a function of the condition of the bicycle 100 is controlled;
on the other hand, the second and third configurations correspond to the support and charge configurations listed above.

In the second configuration, the control device 1 preferably programmed to the electric motor 2 while minimizing or canceling the energy recovery section required by the user in the engine control characteristics. In operation, the control device 1 , in particular the control unit 8th , due to the selection of the second configuration designed by the user to the electric motor 2 to control according to one or more corresponding control characteristics designed to maximize the contribution provided to the user for a given time interval consistent with the state of charge "SOC" of the battery pack.

In contrast to the second configuration, the third configuration provides that the support level of the electric motor 2 is essentially zero.

More specifically, the control device 1 , in particular the control unit 8th , due to the selection of the third configuration designed by the user to the electric motor 2 predominantly or completely in the second mode (generator) to control.

More specifically, the control unit 8th designed in this third configuration to the electric motor 2 in the second mode during the entire journey and the recovery level (in relation to the current generated by the motor) in function of the state of the bicycle 100 to vary.

For example, if the identification of a boost condition in the first configuration included the maximization of assistance from the electric motor, selecting the third configuration involves only the cancellation of the regeneration, ie the cancellation of the current generated by the rotor during rotation (also without Support for a relief of the user ensures). Owing to the selection of the configuration on the part of the user is the control unit 8th Therefore, it is designed to set the predetermined characteristic of the characteristic (or characteristics) based on this configuration.

Preferably, therefore, the first, second and third configurations differ in shape and balance between the support sections and the recovery sections of the engine control characteristics.

It should be noted that the second configuration is preferably adjustable only for values of the state of charge "SOC" of the battery pack, which exceed a predetermined threshold.

In other words, the control unit 8th designed to the electronic device 500 (directly or via the cloud) to transmit a signal, having an information content that is representative of the state of charge "SOC" of the battery pack.

More specifically, the control unit 8th (and / or the default module 12 ) with the second sensor means 7 associated to receive the signal representative of the state of charge "SOC" of the battery pack, and comprises a communication module adapted to transmit at least one signal representative of a first information associated with the state of charge "SOC Is correlated to the battery and to receive a signal representative of a second information correlated with the user-selected operating configuration. Preferably, the communication module corresponds to the data transmission element 17 ,

Preferably, the device comprises 500 a display module 501 on which the three configurations can be displayed and selected by means of a corresponding interface element (keyboard or touchscreen).

The electronic device 500 In turn, it is programmed to provide the user with only the configurations (to be selected by the user) that are compatible with the "SOC" state of charge of the battery pack.

In detail is the display module 501 designed to indicate to the user the operating configurations that are consistent with the state of charge "SOC" of the battery pack, as well as to allow the user to select one of these configurations.

The display module 501 is thus designed to indicate to the user the configurations available as a function of the first information.

In addition, the device 500 designed to the control device 1 (or the data communication element 17 ) to transmit the second information (by means of a transmission module).

In charge states "SOC" of the battery pack, which are below the predetermined threshold, the electronic device provides 500 the user Thus, only the first and the third configuration (to choose from) are available.

In charge states "SOC" of the battery pack, which are above the predetermined threshold, the electronic device provides 500 the user, however, the second configuration (to choose from) available. Preferably, the electronic device is 500 Moreover, it is designed to be accessible to the user (by means of the display module 501 ) to display the available operating configurations, other than as a function of the state of charge (SOC) of the battery pack, also based on the one or more data values related to a user's energy profile. More specifically, the electronic device 500 designed to provide the second configuration only to users associated with a historical state of charge approaching the first value representative of high efficiency of the user in energy recovery of the battery pack 3 is.

• - eine Identifizierungsinformation des Nutzers zu liefern;
• - den betreffenden Nutzer mit der Steuervorrichtung 1 des Fahrrads zu assoziieren;
• - eine Information zu übermitteln, die repräsentativ für diese Assoziation ist;
• - ein Signal zu empfangen, das repräsentativ für die Betriebskonfigurationen der Steuervorrichtung 1 ist, die mit dem Ladezustand SOC des Akkupacks und/oder mit den Daten in Bezug auf das Energieprofil des Nutzers vereinbar sind;
• - ein Signal zu generieren, das repräsentativ für die zweite Information ist. Die elektronische Vorrichtung 500 ist daher vorzugsweise programmiert, um
• - dem Nutzer mittels des Anzeigemoduls 501 die erste und die dritte Betriebskonfiguration anzuzeigen, sodass diese alternativ vom betreffenden Nutzer ausgewählt werden können;
• - den Ladezustand „SOC“ des Akkupacks des Fahrrads 100 mit dem vorgegebenen Schwellenwert zu vergleichen;
• - das historische Aufladeniveau des Nutzers mit einem vorgegebenen Grenzwert zu vergleichen;
• - dem Nutzer mittels des Anzeigemoduls 501 nur dann die zweite Betriebskonfiguration zusätzlich zur ersten und zur dritten anzuzeigen, wenn diese Vergleiche positiv verlaufen (bzw. der Ladezustand „SOC“ des Akkupacks über dem vorgegebenen Schwellenwert liegt und das historische Aufladeniveau des Nutzers über dem genannten Grenzwert liegt).

In this regard, it should be noted that the electronic device 500 preferably also a processing module 502 includes, which is designed to

• to provide identification information of the user;
• - the user concerned with the control device 1 to associate the bicycle;
• - to convey information representative of this association;
• receive a signal representative of the operating configurations of the control device 1 is compatible with the state of charge SOC of the battery pack and / or with the data relating to the energy profile of the user;
• to generate a signal representative of the second information. The electronic device 500 is therefore preferably programmed to
• - the user by means of the display module 501 display the first and third operating configurations so that they can alternatively be selected by the user in question;
• - The state of charge "SOC" of the battery pack of the bicycle 100 compare with the given threshold;
• to compare the historical charging level of the user with a predetermined limit value;
• - the user by means of the display module 501 only indicate the second operating configuration in addition to the first and the third, if these comparisons are positive (or the state of charge "SOC" of the battery pack is above the predetermined threshold and the historical charge level of the user is above the specified limit).

Another aspect of this invention, alternatively or in addition to the aspects described so far, is related to the anti-theft mode already mentioned.

According to this aspect of the invention, the control unit is 8th in anti-theft mode designed to the electric motor 2 to control a torque opposite to a direction of rotation of the wheel 102 detected by the (first) sensor means 6 , provided.

In other words, the control unit controls 8th the electric motor 2 in anti-theft mode, at least in part as an active brake, the rotation of the wheel 102 resisted only in response to the detection of its rotation.

Preferably, the control unit 8th in anti-theft mode designed to the engine 2 in both a passive configuration and in an active configuration.

In this passive configuration, the engine demands 2 no energy from the battery pack 3 and causes resistance to locomotion at least partially proportional to the wheel speed.

In the active configuration, the engine becomes 2 on the other hand, controlled so that the above-mentioned torque, which is opposite to the direction of rotation of the wheel, is provided, whereby power / energy from the battery pack 3 is required.

In detail, the electric motor 2 also be controlled in a third and a fourth mode except in the first and in the second mode explained above.

In the third mode is the engine 2 essentially shorted so that the wheel is given a resistance torque proportional to its speed (due to the induced currents).

In the fourth mode, the electric motor 2 controlled as an active brake, ie the torque opposite the direction of rotation of the wheel is provided (due to the current that is taken from the battery and flows in the engine).

In the passive configuration of the anti-theft mode is the control unit 8th designed to the engine 2 in the second or third mode too control, wherein the third mode preferably predominates.

In the active configuration of the anti-theft mode is the control unit 8th contrast designed to the engine 2 in the fourth mode to control.

It should be noted that the control unit 8th in the anti-theft mode, is preferably designed to control the motor in the passive configuration and below a predetermined speed limit, above which limit the change to the active configuration occurs.

More specifically, the control unit 8th set up to from the first sensor means 6 to receive a signal representative of the speed of travel of the bicycle 100 (or the speed of the wheel 102 ), as well as designed to
compare the value of this signal with a threshold;
set the passive configuration of the anti-theft mode if this value is below the threshold;
Set the active configuration of the anti-theft mode if this value is above the threshold.

In the anti-theft mode, the electric motor is thus preferably controlled as a passive brake at low speeds and as an active brake only as the driving speed (or speed of the wheel) of the bicycle increases.

Advantageously, the energy consumption of the battery pack is reduced in this way, and the manual movement / movement of the bicycle on short distances is allowed.

In this regard, it should be noted that the control unit 8th is preferably designed to autonomously activate the anti-theft mode when the bicycle 100 is turned off.

More specifically, the control unit 8th with reference to the bicycle rental system 1000 to which the bike 100 heard, designed to activate the anti-theft mode when the control device 1 of the bicycle 100 from any electronic device 500 (or from any user profile) is decoupled.

In other words, the control unit 8th designed to be in the anti-theft mode in the time interval between the termination of a trip by a user with a corresponding cancellation of the association of the corresponding electronic device 500 from the control device 1 of the bicycle and the start of a next trip by another (or the same) user identified by the association of another (or the same) electronic device 500 and the control device 1 To stay "active".

It should be noted that the control unit 8th is preferably designed to determine the desired value R, which is representative of the energy recovery level of the battery pack 3 This is also in function of the time interval between two consecutive uses of the bicycle 100 is desired because the presence of an active brake on the charge of the battery pack 3 effect.

According to a further aspect of this invention, in addition to or as an alternative to the aspects described so far, the control device comprises 1 an inertial measurement unit 13 , which is suitable for one or more accelerations and one or more angular speeds of the housing body 4 (or the bike 100 ) to eat.

Preferably, the inertial measurement unit 13 designed to provide one or more values of accelerations along Ax, laterally Ay and vertical Az and / or one or more of the angular velocities relating to the rolling velocity ωx, pitching speed ωy and yaw rate ωz of the housing body 4 (or the bike 100 ) and generate signals that are representative of them.

It should be noted that the inertial measurement unit 13 inside lying in the housing body 4 is arranged, for example, firmly connected to the circuit board 8a ,

In the preferred embodiment, this inertial measurement unit is 13 but in the battery pack 3 accommodated.

With reference to the antitheft mode just described, the control unit is 8th in addition, designed to detect a hazardous condition when the signal representative of the lateral acceleration Ay and / or the vertical acceleration Az exceeds a certain threshold, and to transmit an alarm signal to sound and / or image generating means when that hazardous condition is detected ,

Advantageously, the anti-theft mode in this way allows the identification of both "on-the-saddle" theft attempts and more conventional robbery theft attempts or vandalism.

Preferably, the control unit 8th the device 1 also designed to be from the first sensor means 6 and the inertial measurement unit 13 receive and process the respective signals to provide at least one information related to braking or turning off the bicycle 100 to get something during the longitudinal movement of the bike 100 he follows.

More specifically, the control unit 8th designed to identify a turning of the bicycle, when the signal representative of the lateral acceleration Ay and / or the angular velocity concerning the yaw rate ωz exceeds a certain limit.

Analog is the control unit 8th designed to identify a braking of the bicycle, when the signal representative of the longitudinal acceleration Ax (and possibly for the pitch angular velocity ωy) exceeds a certain limit.

In this regard, it should be noted that the control unit 8th preferably an interpretation module of the driving style 8b which is adapted to receive the signals from the inertial measurement unit 13 to process them as described above.

It should be noted that the control unit 8th (and the interpretation module of driving style 8b) because the inertial measurement unit 13 in the housing body 4 and thus de facto in the hub of the wheel 102 preferably comprises at least one extended Kalman filter configured to recursively calculate a gain of the Kalman filter based on these signals representative of the longitudinal velocity (and possibly the pitch angular velocity) and / or the lateral velocity ( and possibly the yaw rate) of the bicycle 100 and to estimate the onset of a turn and / or a brake based on the gain of the Kalman filter.

Preferably, a correction parameter determination module is also provided to modify this gain of the Kalman filter based on one or more of these signals that are representative of sizes of the bicycle based on the estimate of the slope by the extended Kalman Impact filters.

An example of the use / correction of an extended Kalman filter according to the above description is from page 8 line 15 to page 17 line 20 of Italian patent application no. 102017000017602 in the name of the Applicant, incorporated herein by reference for further details.

Advantageously, the possibility allows the gain of the filter to be function of current parameters of the bicycle 100 increased accuracy in identifying the estimated event (turning or braking).

According to this aspect of the invention is with the bicycle 100 at least either a display device 107 for a turn and / or a message device 108 for braking on the part of the cyclist. More specifically, this display device 107 for a turn and / or the reporting device 108 for braking with the frame 101 of the bicycle 100 connected. In the preferred embodiment, both the display device 107 for a turn as well as the message device 108 firmly connected to the bike for braking. The control unit 8th is thus designed to the display device 107 or the reporting device 108 to convey a first signal representative of this turn information, or a third signal representative of that brake information.

The display device 107 and the reporting device 108 are configured to emit luminous radiation in response to the receipt of the respective signal.

In the preferred embodiment, the display device 107 for a turn and the message device 108 designed for braking to a preferably flashing luminous radiation at least concerning the turning device 107 leave. Structurally, the devices are 107 . 108 preferably around LED emitter. Preferably, these devices are to the control device 1 by means of the performance interface 14 and / or the communication cable 15 connected.

Alternatively, however, it could be in the display device 107 for a turn and the message device 108 for braking to stand-alone devices, ie those that are powered by appropriate batteries.

In this embodiment, these devices become 107 . 108 controlled by a wireless communication system. In this embodiment, the device 1 with a transmitting module adapted to communicate with a respective data receiving module associated with the devices 107 . 108 is associated.

It should be noted that with reference to this aspect of the invention (ie the transmission of turn / brake signals), the presence of any electrical engine including a dynamo could be sufficient without the need to provide for the use of an electric motor capable of providing torque to the wheel.

Thanks to the structure of the control device described so far 1 It is only possible in some or all of its parts to carry out at least one method of controlling a bicycle with treadle aid in a bicycle rental system.

It should be noted that in relation to all the steps of the procedure listed below, provided that the features explained relate to the above-mentioned structural characteristics of the bicycle or control device, all the above-mentioned information must be considered mutatis mutandis as applicable.

According to the method, it is provided to determine at least one nominal characteristic for controlling the motor.

Preferably, a plurality of nominal characteristics are determined, each of which correlates to or relates to a respective condition and / or configuration of the bicycle.

It should be noted that the nominal characteristic for controlling the motor (or nominal characteristics) is (are) determined in function of a nominal setpoint correlated to a particular energy recovery level of the battery obtained upon completion of the said user's journey shall be. A user who is preparing to bike is identified 100 one or more data values correlated to an energy profile of the user in question are subsequently or simultaneously determined.

The nature of this data has been discussed in detail before, but in each case it is emphasized that it includes a historical charging level, defining a historically user-generated energy contribution in the battery pack of the bicycles 100 that belong to the same bike rental system 1000 belong.

It is again pointed out that "historically generated energy contribution" should not only define only a positive contribution of the user, but a contribution that can be positive (charge) or negative (consumption) depending on the efficiency of the user.

In addition, the current and the voltage of the battery pack 3 preferably by means of the second sensor means 7 (Step d) detected. On the basis of these signals, in particular, energy consumption of the battery pack is detected. Power consumption can be power recovered (or consumed) from the battery pack or its state of charge (current or average).

As a function of the data correlated with the energy profile of the user in question (eg historical charging level), at least one updated characteristic for engine control (step e) is determined. In particular, the nominal characteristic is updated (ie, it becomes the "updated characteristic") by means of a variation of the nominal characteristic as a function of the one or more data values correlated to an energy profile of the user concerned or the energy consumption of the battery pack 3 ,

For example, the nominal characteristic may be "updated" by changing the reverse speed and decreasing due to battery pack "SOC" or low historical charge level or increased due to battery "SOC" or high historical charge level. Alternatively, as a function of the control strategy used, the current values in both the backup and recovery could be modified in light of the historical charge level and / or state of charge "SOC" of the battery pack, for example, by increasing the motor control current in the support (ie, higher contribution) and / or by decreasing (in modulus) the regenerative current due to high historical charging levels (more efficient user, ann. dv) or vice versa by reducing the motor control current in assisting (ie lower contribution) and / or increasing (in module) the recovery current strength due to low historical charge levels (less efficient users, note of V.).

It should be noted that in the preferred embodiment, the updated characteristic curve is determined in consecutive logical steps, ie that the nominal characteristic (s) in a first phase are "personalized" in function of having an energy profile the user correlated data and then recursively in a second phase as a function of the energy consumption of the battery pack 3 "Will be updated".

More specifically, at least one personalized characteristic for motor control is thus obtained by means of a variation of (one or more parameters) of the nominal characteristic in function of the one or more data values associated with are correlated with the user's energy profile (substep e1).

Preferably, at least one further parameter is selected, selected from the nominal set value and the value of the feedback variable (control variable) as a function of the one or more data values correlated to the energy profile of the user such that the value of the error signal (ie Deviation between the target value and the feedback quantity) calculated between the target value and the feedback value of the control variable as a function of the intended behavior of the user is adapted / personalized.

For example, in a first embodiment, the nominal setpoint energy consumption is updated to obtain a personalized setpoint for energy recovery of the battery pack.

Alternatively, a value of the feedback quantity is determined which, at least in a first transitional phase (time-based or kilometer-based), depends predominantly on the data which is correlated with the energy profile of the user.

On the personalized characteristic curve, a current control value of the engine is then identified as a function of at least one driving speed and / or one acceleration of the bicycle (sub-step e2). The electric motor 2 is controlled according to a signal having this current value, preferably concerning the amperage (substep e3). The updated characteristic is then determined by the personalized characteristic as a function of the energy consumption of the battery pack 3 , preferably the state of charge "SOC" of the battery pack, is "updated" (substep e4).

On the updated characteristic curve, a current control value of the engine is then identified as a function of at least one driving speed and / or one acceleration of the bicycle (step f).

In other words, in function of the speed or the acceleration of the bike 100 (measured thanks to the first sensor means 6 or the inertial measurement unit 13 ) on the updated characteristic of the current value (amperage) to the engine control set.

The electric motor 2 is then controlled for a signal having this current control value (step g).

According to the method, it is then provided to recursively repeat the steps for detecting, determining, identifying and controlling (steps d, e, f, g) to the electric motor 2 according to a closed-loop logic.

It should be noted that between sub-steps e1 to e4 of the step for determining the updated characteristic, preferably only sub-step e4) is repeated recursively with steps d), f), g). Advantageously, the predictive phase in conjunction with the user's historical load level is only in the startup phase, i. H. used in the personalization of the characteristic curves.

The logic for "updating" the characteristic curves as a function of the data correlated with the user's energy profile and the state of charge of the battery is shown schematically in FIG 6 in which the variation of the main parameters of the curve (i _mot , V _inv and i _{rec, min} ) can be seen both in the light of the "personalization" and the later "update". In particular, it can be seen from the figure that the characteristic is personalized by reducing the contribution to the support, reducing the rate of reversal, and increasing the recovery current, which is representative of the identification of a less efficient user.

Similarly, it should be noted that the curve progressively becomes "rewarding" during the update, which is representative of user usage that is better than predicted.

Of course, this illustration is purely schematic and illustrates one possible implementation of the method described so far, but is in no way to be considered as limiting or as the sole means of utilizing the knowledge of the user's historical data.

The invention fulfills its underlying tasks and achieves significant benefits.

The provision of a control system provided with a predictive module makes it possible to increase the readiness of the control by allowing the current value of the recovery level to approach the target value in a short time while still comfortably maintaining the ride for the cyclist. This aspect naturally plays an important role within a bicycle rental system in which the cyclist is an occasional user and the duration of the journey is limited.

The ability for the user to select from multiple operating configurations ensures that the bike is particularly enjoyable to use, as it can de facto be adapted to the needs of the user. The ability to enable the more rewarding configuration only for users with an "efficient" profile is or is not moreover, a strong incentive to use the vehicle correctly, resulting in a remarkable technical advantage in terms of maintaining the bicycle and maintaining the state of charge.

Structurally, an extremely compact control device, which is completely contained in the wheel hub, possibly provides a very simple and linear bicycle, apart from a wiring for feeding the loads, and also reduces its manufacturing cost (a conventional frame is sufficient).

The cyclist's safety is also greatly enhanced thanks to automatic / autonomous displays that are controlled directly by the control unit's control unit, thanks to appropriate sensors integrated into the hub.

On the other hand, as far as the safety of the vehicle is concerned, the provision of an active brake, preferably redundant as compared to a more conventional brake with lock, is quite advantageous, especially in bicycle rental applications involving bicycles with pedal assistance.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• IT 102017000017602 [0223]

Cited non-patent literature

• PCT / IB2018 / 050202 [0007, 0125]

Claims (17)

A bicycle rental system, comprising: - at least one electronic device (500) associable with a user; a plurality of bicycles having pedaling assistance, equipped with an electric motor (2) associated with a wheel (102), at least one battery pack (3) associated with this motor (2) for bidirectionally exchanging energy therewith, a pedal unit; A drive operatively interposed between the pedal unit and at least one wheel (102) and a free-wheeling mechanism associated with the at least one wheel (102), the electronic device (500) and the vehicles (100) being computerized Cloud (1001) are interconnected, characterized in that each bicycle (100) is provided with a control device (1) comprising - first sensor means (6) adapted to detect quantities representative of a condition of the bicycle (100), including at least one size correlated to the rotational speed of a wheel of the bicycle (102), and a magnitude associated with the angular velocity of the mechanism free-wheeling (105), and to generate one or more signals representative thereof; second sensor means (7) arranged to detect one or more quantities representative of the state of charge (SOC) of the battery pack and to generate a signal representative of the power consumption of that battery pack; - At least one control unit (8) associated with the sensor means (6, 7) and the motor (2) and provided with at least one control device (9) in a closed loop, which is designed at least in a first own functional mode to a To determine the condition of the bicycle (100) as a function of the signals generated by the first sensor means 6; in response to this condition of the bicycle (100), determining at least one characteristic for controlling the engine (2), having a preset course; controlling the motor (2) in a first mode providing torque to the wheel (102), or in a second mode supplying power to the battery pack (3) according to the at least one characteristic and function of Energy consumption of the battery pack (3), wherein the control unit (8) is programmed to control the motor (2) to track a predetermined set point (R) representative of a particular energy recovery level of the battery pack (3) the control unit (3) comprises a predictive module (11) adapted to receive from an electronic device (500) one or more data values relating to an energy profile of a user preparing to use the bicycle (100) wherein said one or more data values relating to the user's energy profile are used by the control unit (8) to determine the preset characteristic of the characteristic. System after Claim 1 wherein said one or more data values comprise a historical charging level with respect to the user's energy profile, defining historically user-generated energy consumption in the battery pack (3) of the particular bicycle (100) or other bicycles correlated therewith. System after Claim 2 wherein the historical charge level is at least partially represented by a variable parameter between at least a first value representative of high efficiency of the user in energy recovery of the battery pack (3) and at least a second value representative of user inefficiency in energy recovery Battery packs (3), is defined. A system according to any one of the preceding claims, wherein the closed-loop control unit (9) of the control device (1) is arranged to control the electric motor (2) as a function of an error signal representative of the deviation between the set point (R) and a feedback quantity, wherein the one or more data values related to the energy profile of the user in question are also used by the control unit (8) to obtain at least one of the set point (R) and the feedback quantity in at least one initial transitional phase of a journey of the bicycle. The system of any one of the preceding claims, wherein the predictive module (11) of the control device (1) is provided with a data update module adapted to monitor the one or more data values related to the energy profile of the user of the particular current trip and to transmit this data to the computer cloud (1001) after completion of the journey. A system according to any one of the preceding claims, wherein the characteristic comprises a support section on which an auxiliary level is determined to be provided to the cyclist and at least one charging section on which a predetermined energy recovery level to be requested by the cyclist is determined (8) the control device (1) is designed to increase the auxiliary level and / or to reduce the recovery level of the characteristic as the historical state of charge increases and vice versa. System according to one of the preceding claims, wherein the control unit (8) of the control device (1) is designed to identify by means of the first sensor means (6): at least one starting condition of the bicycle, corresponding to a start from standstill, the condition having a finite duration, determinable on the basis of the number of pedal revolutions or as a result of exceeding a predetermined threshold speed of the bicycle; - at least one steady-state condition when the speed of the loose-wheel mechanism, after subtracting a tolerance, is equal to the speed of the wheel (102) of the bicycle and no sudden accelerations are detected. A system according to any one of the preceding claims, characterized in that said one or more data values relating to the energy profile of the user comprise a historical charging level correlated with a power consumption historically generated by the user in the battery pack (3) of the bicycles (100) of the system is. A system according to any one of the preceding claims, wherein said one or more data values in relation to the user's energy profile comprise at least one information representative of the routes that the user usually travels with the bicycles (100) of the system. System according to one of the preceding claims, wherein the control unit (8) of the control device (1) comprises a presetting module (12) which is designed to receive information from the user representative of an operating configuration of the control device selectable between a support configuration in which the engine (2) is predominantly controlled in the first mode and whose support level is maximized for a predetermined time interval or a predetermined distance covered, and a charging configuration in which the engine (2) is controlled in the second mode and whose assist level is zero; determine the predetermined course of the at least one characteristic based on the selected configuration. System after Claim 10 characterized in that the presetting module (12) of the control unit (8) of the control device (1) is adapted to obtain from the user information representative of at least one first, second or third operating configuration, wherein - the first Configuration is mixed, in which the motor (2) is controlled in both the first and in the second mode according to the at least one characteristic and in function of the state of charge (SOC) of the battery pack; the second configuration corresponds to the support configuration; - the third configuration of the charging configuration corresponds. System after Claim 10 or 11 , characterized in that the second configuration is adjustable only for values of the state of charge of the battery pack (SOC) that exceed a predetermined threshold. System according to one of Claims 10 to 12 characterized in that the presetting module (12) of the control unit (8) of the control device (1) is associated with the second sensor means (7) for receiving the signal representative of the state of charge (SOC) of the battery pack, and a data transmission element (17) adapted to transmit at least one signal representative of a first information correlated with the state of charge (SOC) of the battery pack and to receive a signal representative of a signal second information correlated with the user selected operating configuration. System after Claim 13 characterized in that the electronic device (500) is provided with a display module (501) adapted to indicate to the user the operating configurations consistent with the state of charge (SOC) of the battery pack, as well as to enable the user to select one of these configurations and is arranged to transmit this second information. System after Claim 14 characterized in that the display module (501) is adapted to display to the user the operating configurations based on the content of the first information. System after Claim 2 and 14 or 15, characterized in that the display module (501) is adapted to indicate to the user the available operating configurations, in addition to the state of charge (SOC) of the battery pack based on the one or more data values an energy profile of the user. System according to one of Claims 10 to 16 wherein the electronic device (500) further comprises a processing module (502) adapted to provide - identification information of the user; - associate the user with the bicycle (100) on which the control device is mounted; - to convey information representative of this association; - receive a signal representative of the operating configurations of the control device (1) consistent with the state of charge (SOC) of the battery pack and / or with the data related to the energy profile of the user; to generate a signal representative of the second information.

Images