WO2022254310A1 - Procédé d'identification d'un rapport de transmission - Google Patents

Procédé d'identification d'un rapport de transmission Download PDF

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Publication number
WO2022254310A1
WO2022254310A1 PCT/IB2022/055049 IB2022055049W WO2022254310A1 WO 2022254310 A1 WO2022254310 A1 WO 2022254310A1 IB 2022055049 W IB2022055049 W IB 2022055049W WO 2022254310 A1 WO2022254310 A1 WO 2022254310A1
Authority
WO
WIPO (PCT)
Prior art keywords
signal
transmission ratio
bicycle
frequency
instantaneous
Prior art date
Application number
PCT/IB2022/055049
Other languages
English (en)
Inventor
Paolo LISANTI
Pasquale Forte
Davide FORTE
Giovanni Alli
Original Assignee
Zehus S.P.A.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zehus S.P.A. filed Critical Zehus S.P.A.
Priority to EP22734357.1A priority Critical patent/EP4347368A1/fr
Publication of WO2022254310A1 publication Critical patent/WO2022254310A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
    • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
    • B62J45/40—Sensor arrangements; Mounting thereof
    • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
    • B62J45/412—Speed sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M11/00—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels
    • B62M11/04—Transmissions characterised by the use of interengaging toothed wheels or frictionally-engaging wheels of changeable ratio
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M6/00—Rider propulsion of wheeled vehicles with additional source of power, e.g. combustion engine or electric motor
    • B62M6/40—Rider propelled cycles with auxiliary electric motor
    • B62M6/45—Control or actuating devices therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M9/00—Transmissions characterised by use of an endless chain, belt, or the like
    • B62M9/04—Transmissions characterised by use of an endless chain, belt, or the like of changeable ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H59/70—Inputs being a function of gearing status dependent on the ratio established
    • F16H2059/706—Monitoring gear ratio in stepped transmissions, e.g. by calculating the ratio from input and output speed

Definitions

  • the present invention relates to the technical field bicycles.
  • the present invention relates to a method for identifying the transmission ratio selected by the cyclist while using the bicycle.
  • the information that can be obtained allows the cyclist to know a great deal of data relating to his or her performance, which, in addition to being of interest, can also be useful for the definition and execution of specific training regimes or even the simple use of the bicycle.
  • Such information may in some respects be even more useful when collected and used in the context of pedal-assisted bicycles.
  • the information acquired can also be used to determine the servo motor, that is, the contribution that the motor provides to pedalling, reducing the effort that the cyclist must exert to move the bicycle.
  • this parameter especially if/when correlated with other data (such as the instantaneous speed of advancement of the bicycle) makes it possible to determine a range of useful information such as the cyclist's pedalling cadence.
  • other data such as the instantaneous speed of advancement of the bicycle
  • the technical task underlying the present invention is to propose a method for identifying a transmission ratio that overcomes at least some of the drawbacks of the known technique mentioned above.
  • the method is applicable for the identification of the transmission ratio selected by the rider while using the bicycle.
  • This method finds advantageous application in the identification of the transmission ratio in use in a bicycle comprising a transmission that defines a plurality of different transmission ratios.
  • the method is performed by measuring at least one dimension of bicycle use.
  • an operating signal is generated, representing a time evolution of an instantaneous speed and/or instantaneous acceleration of the bicycle.
  • the operating signal is filtered at a predefined filtering frequency.
  • This filtering frequency is in particular equal to twice the instantaneous velocity measured in revolutions per second multiplied by the transmission ratio.
  • the filtered signal with the highest instantaneous value among the plurality of filtered signals corresponds to the transmission ratio in use.
  • the transmission ratio in use is identified by selecting the one that is generating the highest of all the instantaneous values of the various filtered signals generated at any given time.
  • the method described herein makes it possible to identify indirectly the transmission ratio being used by the cyclist without the need to introduce an additional sensor specifically for this purpose, simply by exploiting the information that is acquired/processed by sensors of a different nature.
  • FIG. 1A to 5 show representative graphs of the information acquired and obtainable by performing the method disclosed herein.
  • the method according to the present invention is aimed at identifying the transmission ratio being used by the cyclist at a given time.
  • performing the method described here makes it possible to determine which transmission ratio is in use at a given time among all the possible transmission ratios of the bicycle.
  • the method is therefore applicable on multi-gear bicycles, i.e. bicycles that include a gear defining a number of distinct transmission ratios. Operationally, the method is performed starting with a measurement of a magnitude of bicycle usage.
  • Figure 1A shows a signal indicated as V representing the temporal evolution of the instantaneous velocity and an inclination signal P representing the inclination of the path followed by the bicycle.
  • figure 1 B shows a signal indicated as C representative of the temporal evolution of the instantaneous acceleration and an inclination signal P representative of the inclination of the path followed by the bicycle.
  • speed and acceleration are intrinsically linked quantities and therefore knowing one makes it possible to obtain/calculate the other by applying known procedures.
  • the operating signal is then filtered based on the transmission ratios of the bicycle.
  • each filtered signal F is associated and generated as a function of a specific transmission ratio.
  • This filtering is performed for each transmission ratio at a filtering frequency equal to twice the instantaneous speed, measured in revolutions per second, multiplied by the respective transmission ratio.
  • each filtered signal F only includes contributions to changes in time of the operational signal dependent on the transmission ratio that uniquely determined the filtering frequency as a function of which said filtered signal F was generated.
  • the filtered signal F presenting a filtering frequency corresponding to the cyclist's pedalling cadence calculated on the basis of the transmission ratio actually in use at a given moment will have higher instantaneous values than those of the other filtered signals F, which are instead filtered at frequencies at which there are no variations in speed/acceleration or at which such variations are due to environmental factors (wind, uneven terrain, climb/descent, or the like).
  • Figures 3 and 4 illustrate a possible example of execution of the method, in which 4 filtering frequencies X1 -X4 are identified, specifically shown in Figure 3, each associated and calculated as a function of a different transmission ratio.
  • signal Y3 has a higher instantaneous value than each of the other signals Y1 , Y2, Y4, and it is therefore possible to identify the transmission ratio in use as the ratio against which the filter frequency X3 was calculated.
  • a given transmission ratio can only be identified as the transmission ratio in use if the filtered signal F that it helped generate has an instantaneous value that remains greater than the instantaneous value of every other filtered signal F for a predefined time interval.
  • filtering of the operating signal can be performed by processing it through a band-eliminating filter B with a resonance frequency equal to the filter frequency.
  • the operating signal is processed by the band-eliminating filter B in such a way as to generate a filter signal, and the filtered signal F is obtained by subtracting the filter signal from the operating signal.
  • the filtered signal F is obtained by subtracting the filter signal from the operating signal.
  • it is also possible to use a different filtering procedure by implementing a filter of a different nature or, at any rate, characterised by a different transfer function, as long as it can lead to the generation of filtered F signals influenced, determined and defined solely in dependence of the respective filtering frequency.
  • the filtered signal F is evaluated against a base value.
  • the filtered signal F makes it possible to identify the magnitude of oscillations in the operating signal at the filter frequency alone and with respect to an average value of these oscillations.
  • the filtered signal F which has the highest instantaneous modulus value at that instant is considered to be “greater”.
  • transmission can be via a wireless transmission protocol, such as Wi-FI®, Bluetooth® and/or via a cellular network.
  • a wireless transmission protocol such as Wi-FI®, Bluetooth® and/or via a cellular network.
  • the terminal to which the collected information is sent can instead be a smartphone, a smartwatch, a tablet or a fitband.
  • This storage can be on a readable storage medium installed on or connected to the remote terminal, for instance, or on a storage medium defined by an online database such as a computing cloud.
  • the ability to identify the transmission ratio in use has a particular relevance in the context of pedal-assisted bicycles.
  • the harmonic spectrum of the torque signal generated by the pedalling movement is, as discussed above, strongly influenced by a frequency contribution of twice the pedalling frequency, i.e. it corresponds to the frequency at which the cyclist pushes on both pedals in the time it takes one pedal to complete a full revolution, which in turn is directly dependent on the transmission ratio in use.
  • the filtered signal F may further be used to determine the driving of the delivery of current to the electric motor of the pedal-assisted bicycle.
  • the filtered signal F corresponding to the transmission ratio in use is processed to obtain an approximate signal A that is representative of an effort exerted by the cyclist;
  • the approximate signal A is obtained by applying to the filtered signal F a peak detection procedure, of which a possible example is illustrated in Figure 5, aimed at constructing an approximate signal A having a profile approximating the peaks of the filtered signal F.
  • the peak detection procedure is applied to the module of the filtered signal F or alternatively to the only positive portion of said signal in such a way as to obtain a more significant result.
  • peak detection is performed using non-linear peak detection by which an approximate signal A can be generated that approximates or follows the trend of the filtered signal F in accordance with a predefined set of rules, which are applied depending on the profile assumed by the filtered signal F itself.
  • the peak detection procedure may be performed by applying the following rules:
  • the approximate signal A is set equal to the filtered signal F
  • the approximate signal A follows a predetermined curve.
  • Said predetermined curve may for example follow a parabolic course.
  • the predefined curve may exhibit a trend defined by the following rules: - if the filtered signal F is decreasing and smaller than the approximate signal A, the approximate signal A is decremented by a value equal to the filtered signal F multiplied by a first coefficient;
  • the approximate signal A is increased by a value equal to the filtered signal F multiplied by a second coefficient.
  • the approximate signal A follows the course of the filtered signal F until it overlaps with the latter in upward sections and instead decreases more slowly when the filtered signal F decreases so that it remains at higher values than the latter.
  • the value of the first and second coefficients may be selected according to how much the approximate signal A is to be superimposed on the filtered signal F, i.e. with what degree of approximation the filtered signal F is to be processed.
  • the filtered signal F can be processed in such a way as to generate an approximate signal A representative of its effective value, which is representative of a time course of the mean value of the oscillations in the operating signal determined by the cyclist's pedalling.
  • the approximate signal A is advantageously representative of the effort exerted by the cyclist.
  • an initial contribution used to generate a driving signal is obtained as a function of and dependent on the approximate signal A, and the delivery of current to the electric motor is controlled as a function of this driving signal.
  • the present invention achieves the proposed objects overcoming the drawbacks lamented in the prior art by providing the user with a method for identifying the transmission ratio in use while riding a bicycle in an indirect manner and thus without requiring the introduction of a specific dedicated sensor for acquiring this information.
  • At least one bicycle usage quantity is measured, again generating an operational signal representative of a time evolution of an instantaneous speed and/or instantaneous acceleration of the bicycle.
  • This operational signal is then transformed into the frequency domain using known techniques, thus generating a frequency signal.
  • This frequency signal is then processed to identify the specific frequency of the maximum energy contribution to the operating signal.
  • an operating frequency value is identified at which the frequency signal value is maximum.
  • the frequency at which the signal value is at its maximum i.e. the operating frequency
  • the frequency at which the signal value is at its maximum i.e. the operating frequency
  • the operating frequency therefore has the greatest contribution to the fluctuations of the operating value, i.e. the cyclist’s pedalling, as all other possible contributions due to possible environmental factors occur at different frequencies and are either zero or extremely minor compared to that generated by pedalling. Since fluctuations in the instantaneous speed value are directly related to pedalling cadence, which in turn depends on the transmission ratio in use, it is possible to calculate the transmission ratio in use by dividing the operating frequency by a value equal to twice the instantaneous speed measured in revolutions per second.
  • this second approach is dual to the one described above, in that starting from the same operating signal it makes possible the identification of the transmission ratio in use by processing this operating signal alternatively in the time domain or in the frequency domain.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Force Measurement Appropriate To Specific Purposes (AREA)
  • Crystals, And After-Treatments Of Crystals (AREA)
  • Monitoring And Testing Of Transmission In General (AREA)
  • Optical Communication System (AREA)

Abstract

L'invention concerne un procédé d'identification du rapport de transmission sélectionné par un cycliste parallèlement à l'utilisation d'un vélo comprenant une transmission définissant une pluralité de rapports de transmission différents. Le procédé est mis en œuvre par la mesure d'au moins une grandeur d'utilisation de vélo, qui est utilisée pour générer un signal de fonctionnement représentatif d'une évolution dans le temps d'une vitesse instantanée et/ou d'une accélération instantanée du vélo. Pour chaque rapport de transmission possible, le signal de fonctionnement est filtré à une fréquence égale à deux fois la vitesse instantanée multipliée par le rapport de transmission, de manière à générer une pluralité respective de signaux filtrés indépendants (F). Le rapport de transmission lors de l'utilisation est ensuite identifié comme étant le rapport de transmission qui génère le signal filtré (F) ayant la valeur instantanée la plus élevée.
PCT/IB2022/055049 2021-06-04 2022-05-30 Procédé d'identification d'un rapport de transmission WO2022254310A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP22734357.1A EP4347368A1 (fr) 2021-06-04 2022-05-30 Procédé d'identification d'un rapport de transmission

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IT102021000014570 2021-06-04
IT102021000014570A IT202100014570A1 (it) 2021-06-04 2021-06-04 Metodo per l’identificazione di un rapporto di trasmissione

Publications (1)

Publication Number Publication Date
WO2022254310A1 true WO2022254310A1 (fr) 2022-12-08

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PCT/IB2022/055049 WO2022254310A1 (fr) 2021-06-04 2022-05-30 Procédé d'identification d'un rapport de transmission

Country Status (3)

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EP (1) EP4347368A1 (fr)
IT (1) IT202100014570A1 (fr)
WO (1) WO2022254310A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991017078A1 (fr) * 1990-05-08 1991-11-14 E.B.T., Inc. Systeme de commande de transmission electronique pour bicyclette
EP1213561A1 (fr) * 2000-12-11 2002-06-12 Luca Ghislanzoni Inclinomètre de bicyclette avec un accéléromètre et un capteur de mesure de la rotation d'une roue pour calculer l'inclinaison de la chaussée, l'énergie en montant, l'altitude et la fréquence des pédales
EP2532576A1 (fr) * 2011-06-10 2012-12-12 Koninklijke Gazelle B.V. Cycle comprenant un moteur électrique
WO2015128226A1 (fr) * 2014-02-26 2015-09-03 Koninklijke Philips N.V. Dispositif de mesure de cadence de pédalage
WO2017089904A1 (fr) * 2015-11-24 2017-06-01 Blubrake S.R.L. Dispositif pour déterminer la vitesse angulaire d'une roue de bicyclette et la cadence de pédalage appliquée aux pédales de ladite bicyclette

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1991017078A1 (fr) * 1990-05-08 1991-11-14 E.B.T., Inc. Systeme de commande de transmission electronique pour bicyclette
EP1213561A1 (fr) * 2000-12-11 2002-06-12 Luca Ghislanzoni Inclinomètre de bicyclette avec un accéléromètre et un capteur de mesure de la rotation d'une roue pour calculer l'inclinaison de la chaussée, l'énergie en montant, l'altitude et la fréquence des pédales
EP2532576A1 (fr) * 2011-06-10 2012-12-12 Koninklijke Gazelle B.V. Cycle comprenant un moteur électrique
WO2015128226A1 (fr) * 2014-02-26 2015-09-03 Koninklijke Philips N.V. Dispositif de mesure de cadence de pédalage
WO2017089904A1 (fr) * 2015-11-24 2017-06-01 Blubrake S.R.L. Dispositif pour déterminer la vitesse angulaire d'une roue de bicyclette et la cadence de pédalage appliquée aux pédales de ladite bicyclette

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Publication number Publication date
EP4347368A1 (fr) 2024-04-10
IT202100014570A1 (it) 2022-12-04

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