CN211568218U

CN211568218U - Bicycle sharing system

Info

Publication number: CN211568218U
Application number: CN201920301530.8U
Authority: CN
Inventors: P·利桑蒂; M·塞加图; D·百瑞塔
Original assignee: Zehus SpA
Current assignee: Zehus SpA
Priority date: 2018-03-08
Filing date: 2019-03-08
Publication date: 2020-09-25
Anticipated expiration: 2029-03-08
Also published as: DE202019101294U1; IT201800002041U1

Abstract

The present disclosure relates to a bicycle sharing system. The bicycle sharing system comprises at least one electronic device and a plurality of pedal assisted bicycles, each provided with a control device, which are associable with a user, interconnected to each other by a cloud computing system. The electronic device comprises at least one control unit provided with at least one closed-loop controller which, in at least one of its operating modes, is configured to determine a condition of the bicycle as a function of the signals generated by the sensor means, to determine at least one characteristic curve with a preset trend for the drive motor as a function of the condition of the bicycle, and to drive the motor in a first interlocked manner or in a second regenerative mode. The control unit comprises a prediction module configured to receive from the electronic device one or more data relating to an energy profile of a user who is to use the bicycle, and to be used by the control unit to determine a preset trend of a characteristic curve for driving the electric motor.

Description

Bicycle sharing system

Technical Field

The present invention relates to a bicycle sharing system using a set of pedal assisted bicycles preferably provided with a hub type control device ("hub dynamo").

Background

In the last few years, in parallel with the increasing popularity of the concept of sustainable travel and the increasing development of electrically powered vehicles that operate well, there has been an exponential growth in what is generally called electric bicycles, i.e. bicycles provided with an electric propulsion system capable of assisting the cyclist when pedaling.

Such bicycles have become popular in urban applications, partially replacing scooters, and in more extreme applications, allowing general enthusiasts (occasionals) to participate in climbing activities along routes that they would not be able to accomplish without the use of electric propulsion.

Thus, the aspect in the last few years in which companies of the industry have focused their efforts at the most is the battery duration, which is increased by using electric vehicles by means of electric motors and generators, and the realisation size that will be minimized in order to make the system adaptable also to "conventional" frames.

With respect to the latter aspect, if for "mountain bike" applications the problems related to the duration of the battery are considered to be somehow compliant or in any way limited to the main contribution in interlocking (interlock) by the engine in urban applications rather than the requirement of actual interlocking, it becomes necessary to provide convenience to the cyclist in the most demanding road segments and this allows the maintenance of the state of charge of the battery to be considered at all.

SUMMERY OF THE UTILITY MODEL

With regard to this development, therefore, the applicant has recently developed a system capable of controlling an electric vehicle so as to keep the state of charge of the battery around a predetermined value, without ever the need (nor the possibility) of recharging it by means of a network.

Such systems are protected by the international patent application No. PCT/IB2018/050202, incorporated herein by reference by underwriting.

Such a control system is absolutely optimal as it can be adapted to historical cycling use, however revealing limitations that exist in non-proprietary applications such as in bicycle sharing systems.

This is mainly due to the fact that: both the user and the followed course change in a substantially continuous manner, substantially preventing the system from "learning" and/or adapting to the riding style of the cyclist during travel (in view of the typically very short usage time of the application).

Furthermore, still with respect to bicycle sharing applications, the bicycles currently in use (whether electric bicycles or traditional bicycles) are provided with an anti-theft system that can be easily tampered with, thus significantly reducing the profits of the companies involved in such activities, thus putting them on the burden of expensive recovery or costly replacement of the tampered bicycles.

Nevertheless, it is not obvious that, in view of the wide range of users of such services, cyclists are accustomed to using bicycles for moving in urban environments, which sometimes translates into improper use of such tools and consequent drawbacks, such as falls, accidents or rear-end collisions.

It is therefore an object of the present invention to provide a control device for a pedal-assisted bicycle and a pedal-assisted bicycle itself that overcome the aforementioned drawbacks of the prior art.

In particular, it is an object of the present invention to provide a control device for a pedal-assisted bicycle that accelerates its adaptation to the method of use of the user, in particular in a bicycle sharing system.

It is another object of the present invention to provide an optimized pedal-assisted bicycle control system that gives the user a different riding experience.

Furthermore, the object of the present invention consists in providing a pedal-assisted bicycle and a control device for a pedal-assisted bicycle with a greater safety level.

One or more of said objects are achieved by a control device for a pedal-assisted bicycle and a pedal-assisted bicycle having one or more of the following technical features and incorporated in a bicycle sharing system.

1) A bicycle sharing system, comprising:

-at least one electronic device (500) capable of being associated with a user;

-a plurality of pedal-assisted cycles provided with an electric motor (2) associated with a wheel (102), at least one battery pack (3) associated with said electric motor (2) so as to exchange energy bidirectionally therewith, a pedal propulsion group, transmission means operatively interposed between said pedal propulsion group and at least one wheel (102), and a freewheel mechanism associated with said at least one wheel (102),

wherein the electronic device (500) and the bicycle (100) are interconnected to each other by means of a cloud computing system (1001);

characterized in that each cycle (100) is provided with a control device (1) comprising:

-a first sensor arrangement (6) configured to detect quantities representative of a state of the bicycle (100) and to generate one or more signals representative of these quantities, wherein at least one quantity is a quantity related to the speed of a bicycle wheel (102) and one quantity is a quantity related to the angular speed of the freewheel mechanism (105);

-second sensor means (7) configured to detect one or more quantities representative of the state of charge (SOC) of the battery and for generating a signal representative of the energy consumption of the battery;

-at least one control unit (8) associated with said sensor means (6, 7) and with said electric motor (2) and provided with at least one closed-loop controller (9) configured, in at least one first operating mode thereof, to:

-determining a state of the cycle (100) from the signal generated by the first sensor device (6);

-determining at least one characteristic curve with a preset trend for driving the electric motor (2) as a function of the state of the cycle (100);

driving the electric motor (2) according to the at least one characteristic curve and according to the energy consumption of the battery pack (3) in a first manner in which the electric motor provides torque to the wheels (102) or in a second manner in which the electric motor provides current to the battery pack (3); -said control unit (8) is programmed to drive said electric motor (2) so as to seek a preset reference value (R) representative of a given energy recovery level of said battery (3);

wherein the control unit (3) comprises a prediction module (11) configured to receive from the electronic device (500) one or more data related to an energy profile of a user who is to use the bicycle (100), wherein the one or more data related to the energy profile of the user is used by the control unit (8) to determine the preset trend of the characteristic curve.

2) The system according to item 1), wherein the one or more data relating to the energy profile of the user comprise historical recharging levels defining energy consumption historically generated by the user in the battery pack (3) of the bicycle (100) or other bicycles associated therewith.

3) The system according to item 2), wherein the status of the historical recharge levels is defined at least in part by a parameter that is variable between at least one first value representative of the user's high efficiency in energy recovery of the battery pack (3) and at least one second value representative of the user's low efficiency in energy recovery of the battery pack (3).

4) The system according to any one of the preceding items, wherein the closed-loop controller (9) of the control device (1) is configured to drive the electric motor (2) according to an error signal representing a deviation between the reference value (R) and a feedback quantity; said one or more data relating to said energy profile of said user are used by said control unit (8) to modify at least one among said reference value (R) and said feedback quantity even in at least one initial transient of the cycle stroke.

5) The system according to any one of the preceding items, wherein the prediction module (11) of the control device (1) is associated with a data update module configured to monitor the one or more data relating to the energy profile of the user of a single journey in progress and to send the data to the cloud computing system (1001) at the end of the journey.

6) The system of any one of the preceding items, wherein the characteristic curve comprises an interlocking section, in which the characteristic curve determines a level of assistance to be provided to a cyclist, and at least one recharging section, in which the characteristic curve determines a required preset level of energy recovery of the cyclist; the control unit (8) of the control device (1) is configured to increase the level of assistance and/or decrease the level of recovery of the characteristic curve when the historical recharge level increases, and vice versa.

7) System according to any one of the preceding items, wherein the control unit (8) of the control device (1) is configured to recognize, by means of the first sensor arrangement (6):

-at least one cycle activation state corresponding to a static activation, said state having a finite duration that can be determined based on the number of pedal rotations or the imminent exceeding of a predetermined threshold speed of the cycle;

-at least one cruise condition when the speed of the freewheel mechanism minus a tolerance is equal to the speed of the bicycle wheel (102) and no sudden acceleration is detected.

8) The system according to any one of the preceding items, characterized in that said one or more data relating to the energy profile of the user comprise historical recharging levels relating to the energy consumption historically generated by the user in the battery pack (3) of the bicycle (100) in the system.

9) The system according to any one of the preceding items, wherein the one or more data relating to the energy profile of the user comprises at least one type of information representative of a route typically travelled by the user using the cycle (100) of the system.

10) The system according to any one of the preceding items, wherein the control unit (8) of the control device (1) comprises a preliminary setting module (12) configured to:

-receiving from the user a piece of information representative of an operating configuration of the control device, the operating configuration being selectable from among an interlocked configuration in which the electric motor (2) is driven mainly in the first manner and its assistance level is maximized within a preset time interval or a predetermined coverage distance, and a recharged configuration in which the electric motor (2) is driven in the second manner and its interlocked level is substantially zero;

-setting the preset trend of the at least one characteristic curve based on the selected configuration.

11) System according to item 10), characterized in that the preliminary setting module (12) of the control unit (8) of the control device (1) is configured to receive from the user a piece of information representative of at least a first operating configuration, a second operating configuration or a third operating configuration, wherein

-said first configuration is hybrid, wherein said electric motor (2) is driven in both said first mode and said second mode according to said at least one characteristic curve and according to said battery state of charge (SOC);

-the second configuration corresponds to the interlocked configuration;

-the third configuration corresponds to the recharging configuration.

12) The system of item 10) or 11), wherein the second configuration can be set only with respect to a value of the battery pack state of charge (SOC) exceeding a predetermined threshold.

13) System according to any one of items 10) to 12), characterized in that the preliminary setting module (12) of the control unit (8) of the control device (1) is associated with the second sensor means (7) to receive the signal representative of the battery state of charge (SOC), and is associated with a data transmission element (17) configured to transmit at least one signal representative of a first piece of information associated with the battery state of charge (SOC) and to receive a signal representative of a second piece of information associated with an operating configuration selected by the user.

14) The system of item 13), wherein the electronic device (500):

a display module (501) is provided, the display module being configured to display to the user operating configurations compatible with the battery pack state of charge (SOC) and allow the user to select one of the configurations, an

Is configured to transmit the second piece of information.

15) System according to item 14), characterized in that the display module (501) is configured to display the operating configuration to the user based on the content of the first piece of information.

16) System according to items 2) and 14) or 15), characterized in that the display module (501) is configured to display to the user the available operating configurations also according to the battery pack state of charge (SOC), even based on the one or more data relating to the user's energy profile.

17) The system of any of items 10) to 16), wherein the electronic device (500) further comprises a processing module (502) configured to:

-providing user identification data;

-associating the user with the bicycle (100) on which the control device is mounted;

-transmitting a piece of information representative of said association;

-receiving a signal representative of the operating configuration of the control device (1), said operating configuration being compatible with the battery pack state of charge (SOC) and/or with data associated with the energy profile of the user;

-generating a signal representing said second piece of information.

In particular, said object is achieved by a control device of a pedal-assisted bicycle provided with an electric motor associated with a wheel, at least one battery pack associated with said electric motor for bidirectionally exchanging energy therewith, a pedal propulsion group, a transmission operatively interposed between said pedal propulsion group and at least one wheel, and a freewheel mechanism associated with said at least one wheel.

The apparatus comprises a first sensor arrangement configured to detect quantities indicative of a condition of the bicycle and to generate one or more signals indicative thereof, the quantities comprising at least one quantity related to the speed of a wheel of the bicycle and a quantity related to the angular velocity of the freewheel mechanism.

A sensor arrangement configured to detect a state of charge of the battery pack and generate a signal indicative of energy consumption of the battery is also provided.

It should be noted that in this document, if not explicitly stated, the expression "energy consumption of the battery pack" is used to indicate, indifferently or without any exclusivity, the instantaneous or average power required/supplied to the battery pack and the state of charge SOC (these are parameters interrelated by means of a specific calculation algorithm).

As an alternative to the above, the "energy consumption of the battery pack" may also be defined as or indicate the energy used within a determined time period, which is intended as a balance between the instantaneous power within a determined time range.

The control apparatus further comprises at least one control unit associated with said sensor means and with said electric motor and comprising at least one closed-loop controller configured, in at least one first configuration of its operating modes, to:

determining a condition of the bicycle from said signal generated by the first sensor arrangement;

determining at least one characteristic curve with a preset trend for the drive motor as a function of said state of the cycle;

the electric motor is driven according to the at least one characteristic curve and according to the energy consumption of the battery pack in a first manner in which the electric motor supplies a torque that matches the direction of rotation of the wheel, or in a second manner in which the electric motor supplies current to the battery pack.

It should be noted that the control unit, in particular the closed-loop controller, is programmed to drive the electric motor in order to seek a preset reference value representative of the determined energy recovery level of the battery pack.

In this document, the expression "determined energy recovery level of the battery pack" is used to define a reference signal tracked by the controller, which for example represents the difference (error) between a predetermined reference signal and the power recovered by the battery pack during a trip or its recharge level.

According to a main aspect of the invention, the control unit comprises a prediction module configured to receive from the electronic device (preferably remotely) one or more data related to an energy profile (energy profile) of a user who is to use the bicycle, wherein said one or more data related to the energy profile of said user is used by said control unit to determine said preset reference value and/or a preset trend of said characteristic curve.

Thus, according to said data received from the prediction module, the characteristic curve for driving the motor is modified and the behaviour of the controller is modified in at least one initial transient of the stroke in which the available data is likely not sufficient to have a reliable feedback on the energy recovery data of the battery pack.

Advantageously, in this way, the control device has an increased speed of adaptation to the user's behaviour, thus seeking to keep the battery pack state of charge around an optimal (or reference) value.

It should be noted that said one or more data relating to the energy profile of the user preferably comprise historical recharging levels, which define the energy consumption historically generated by said user in the battery pack of said bicycle or other bicycles associated therewith, preferably by means of a bicycle sharing system which is also the subject of the present invention.

Advantageously, the control device is enabled, although without direct knowledge of the user, to predict the behaviour and thus adapt itself.

More precisely, the characteristic curve for the drive motor comprises an interlocking segment (at least for the static starting condition of the bicycle) in which it determines the level of assistance to be provided to the cyclist, and at least one recharging segment (at least for the cruising condition of the bicycle) in which it determines a preset level of energy recovery to be required by the cyclist.

Preferably, the control unit is adapted to increase the level of assistance and/or decrease the level of recovery of the characteristic curve when said historical level of recharging increases and vice versa.

In other words, an ethical user who has always been applying force to recharge the battery (even more than is needed) on a previous trip is rewarded with a greater interlock made by the motor. Rather, any user who consumes the battery in excess of the usage fee penalizes the slight contribution made by the motor and/or the greater need for energy contribution (i.e., recharging) where provided.

In other words, the analysis of the user allows finding the best compromise between the slight penalty of the ride experience and maintaining (restoring) the required charge.

Another aspect of the present invention, in addition or alternative to the previous aspect, is associated with the presence of a preliminary setting module (preferably associated with the closed-loop controller) in the control unit.

The preliminary setup module is configured to:

-receiving from the user a piece of information representative of an operating configuration of the adjustment device, the operating configuration being selectable from:

an interlock arrangement in which the motor is driven primarily in said first manner and its assistance level is maximized within a preset time interval or a predetermined cover distance, an

A recharging configuration in which the interlock level of the motor is substantially zero and the motor is driven in said second manner;

-setting a preset trend of the at least one curve based on the selected configuration.

Preferably, it should be noted that the preliminary setup module is configured to receive from the user a piece of information representative of at least one of the first operational configuration, one of the second operational configuration or one of the third operational configuration.

The first configuration is hybrid, with the level of assistance and the level of recovery being balanced in the manner as described so far.

The second configuration corresponds to the interlocked configuration.

The third configuration corresponds to the recharging configuration.

Advantageously, in this way, the control unit has a different configuration that can be adapted to the needs of the user, who may for example decide to use the bicycle for training purposes, and therefore without the aid of the electric motor, or on the contrary, wish or need a greater contribution by the electric motor.

In this regard, it should be noted that the second configuration (or interlock configuration) may preferably only be set to relate to battery state of charge exceeding a predetermined threshold.

Furthermore, the control unit is preferably configured to maintain the configuration corresponding to the second configuration for a maximum preset time interval, after which the user can evaluate whether to adopt the first configuration or the third configuration.

This advantageously allows ensuring that the battery state of charge does not fall below a preset limit level, thus ensuring that a subsequent user finds a cycle available at least in the first configuration and in the second configuration.

It should be noted that the control device preferably belongs to the context of a (bicycle sharing) system, wherein a display module programmed to display to the user operating configurations compatible with the state of charge of the battery pack and allowing the user to select one of said configurations and a transmission module configured to transmit said second information are provided.

Preferably, the display module is configured to display the operating configuration to the user based on the energy profile of the user.

In other words, the system is configured to display the second configuration such that it may be selectable and activatable only for "benign" energy profiles (i.e., high historical recharge levels).

Although used as a "motivation/reward" for cycling, according to the principle of allowing recharging of the battery even in the presence of the interlocking section, this technical feature should be considered completely technical, since it is directly linked to the low maintenance requirements of the vehicle and the increase in the service life of the battery.

Another unique aspect of the present invention, also in addition to or as an alternative to the previous aspect, relates to a control unit also configured to control the electric motor according to an anti-theft mode when the bicycle is stopped (detached from the user).

In this anti-theft mode, the control unit is configured to control the electric motor so as to transmit a torque opposite to the direction of rotation of the wheel detected by the (first) sensor means.

In other words, the motor is driven at least partially as an active brake in the anti-theft mode, effectively preventing movement of the bicycle even without a padlock or if the bicycle is tampered with.

In the anti-theft mode, the control unit may preferably drive the electric motor in a passive configuration or in an active configuration.

In the passive configuration, the motor does not require energy from the battery pack, and it determines a resistance to forward travel that is at least partially proportional to the speed of the wheel.

In contrast, in an active configuration, the electric motor is driven so as to transmit a torque opposite to the direction of rotation of the wheel detected by the (first) sensor means, and therefore requires power/energy from the battery pack.

In the anti-theft mode, the control unit is preferably configured to drive the motor in the passive configuration below a preset speed limit, and above said limit value to enter the active configuration.

Thus, in the anti-theft mode, the electric motor is preferably driven as a passive brake at low speeds and as an active brake only when the forward speed (or wheel speed) of the bicycle increases.

Advantageously, this allows reducing the energy consumption of the battery pack.

This aspect of the invention is well suited to a bicycle sharing system comprising at least one electronic device and a plurality of bicycles interconnectable to each other by a cloud computing system, associable with a user, wherein each bicycle is provided with a control device associable with a user by said electronic device.

In this context, the control unit of each control device is configured to activate the anti-theft mode when the control device is separated from the profile of the user.

Advantageously, in this way, the theft or unauthorized removal of the device is much more complicated than what is present today, thus thwarting criminal attempts not only due to the complexity of tampering with it but also mainly due to the considerable impossibility of using the device.

Another interesting aspect to which the present invention relates to the safety of cyclists during travel, which is a particularly important problem in bicycle sharing applications involving urban competitions and even more inexperienced cyclists.

According to this aspect of the invention, the control device comprises an inertial measurement unit configured to measure one or more of longitudinal, lateral and vertical accelerations of the bicycle or alternatively or jointly one or more of roll, pitch and yaw angular velocities from the bicycle and to generate a second signal representative thereof.

Alternatively, other measurement systems may be used, such as acceleration triads or single axis gyroscopes, or the like.

In addition to the motor driving it, the control unit is associated with a speed sensor and an inertial measurement unit.

Furthermore, at least one steering indicator device and/or a device signaling that a cyclist constrained to the bicycle is braking is provided.

Thus, the control unit is preferably configured to receive respective signals from said speed sensor and said inertial measurement unit, to process said signals in order to obtain at least one information relating to braking or steering of the bicycle, and to send a first signal representative of said steering information or a second signal representative of said braking information to said indicator device or to said signalling device.

The indicator device and the signaling device are configured to emit optical radiation in response when receiving said first signal and said second signal, respectively.

Advantageously, in this way, the inertial measurement unit allows, if suitably utilized, to autonomously drive the indicator, thus facilitating the safety of the cyclist and motorist or other cyclists around them.

Another aspect of the present invention relates to the compactness of the control device, which shows not only high performance (as widely described so far), but also it has a compact construction and is easy to mount on the bicycle frame, even if not purposely designed.

In fact, the control device is a generator, the components of which are completely housed in a containment body that can be integrally connected to the bicycle wheel.

In particular, the generator preferably comprises a containment body with its own central shaft, which can be integrally connected to the bicycle wheel, so that said central shaft corresponds to the rotation axis of the wheel.

Preferably, the containment body houses:

-an electric motor which can be alternately used as a generator and as an engine and which comprises a stator and a rotatable rotor around a rotation axis corresponding to said central axis of the containment body;

-a battery pack extending around said central shaft and connected to the electric motor so as to be able to exchange energy with the electric motor; the battery pack is preferably annular and arranged around the electric motor;

- (first and second) sensor means associated with said central axis of said containment body and configured to detect quantities representative of at least the angular speed of said wheel and of the angular speed of said flywheel mechanism;

-a control unit configured to control the electric vehicle at least according to an operation mode, wherein it acts as a motor or a generator according to the angular speed of the wheel; such a control unit comprises at least one printed circuit board, at least partially annular, coaxial to said central axis of the containment body.

Drawings

These and other features, together with the related technical advantages, will be more apparent from the following exemplary and non-limiting description of a preferred but non-exclusive embodiment of a bicycle sharing system in which each bicycle is provided with a pedal assisted bicycle control apparatus and a pedal assisted bicycle, as illustrated in the accompanying drawings, wherein:

figure 1 shows a bicycle sharing system according to the present invention;

figures 2a and 2b schematically show a pedal assisted bicycle of the bicycle sharing system of figure 1 in a side view and a rear view;

fig. 3 shows a schematic perspective view of the control device of the pedal-assisted bicycle according to the present invention.

Figure 4 shows an exploded view of the control device of figure 3, in which the main components of the device are shown;

figure 5 shows a logic diagram of the control device of figure 3;

fig. 6 shows characteristic curves of a motor for driving the control device of fig. 5 in different update states.

Detailed Description

With reference to the figures, a control device 1 of a pedal-assisted bicycle 100 according to the present invention is indicated with the numeral 1.

Thus, the bicycle 100 comprises a frame 101, two wheels 102, a pedal propulsion group 103 and a transmission system 104 (preferably a chain) for transferring motion from said pedal propulsion group 103 to one of said wheels 102, in particular the rear wheel.

Furthermore, a freewheel mechanism 105 is provided, operatively interposed between said transmission system 104 and wheel 102, to allow rotation thereof even without pedaling.

As better described below, the bicycle 100 is incorporated into the bicycle sharing system 1000.

Thus, the cycle 100 is associated with a plurality of cycles 100 similar to it, all interconnected to each other (indirectly) by means of a cloud computing system.

In other words, each cycle is provided with its own identification code 106 and control device 1, the control device 1 being configured to be associated with the electronic device 500 of the user/cyclist. Once the user is associated with the bicycle 100 through the electronic device 500, use thereof is enabled (e.g., by opening a padlock).

More precisely, the electronic device 500 is configured to detect the bicycle identification information (e.g., identification code 106) and send a piece of information to the cloud computing system representing the association of the user with the bicycle 100 (contained in the electronic device 500).

The electronic device 500 is preferably of an active type comprising a CPU and interface means (e.g. a smartphone), but it may also be of a passive type, such as a card/circuit board.

It should be noted that the cycle 100 is of the pedal-assisted type, which therefore comprises an electric motor 2 and a battery 3 connected to each other to exchange energy.

Therefore, the control device 1 may also be an element other than the motor and the battery pack.

However, the control device 1 is preferably a generator, more preferably a generator hub, comprising an electric motor 2 and a battery pack 3 therein.

More precisely, the electric motor 2 and the battery pack 3 are housed in a housing body 4 integrally constrained (or constrainable) to the wheel 102 to rotate therewith.

Such a containment body 4 therefore extends around its central axis "a" which, in use, coincides with the rotation axis of the wheel 102.

In other words, the containing body 4 is hub-shaped and has a substantially axisymmetric housing therein for containing the components of the device 1.

Structurally, the containing body 4 comprises a containing portion 4a shaped as a drinking glass cup and a lid 4b couplable integrally to the containing portion 4 a.

The housing portion 4a is therefore provided with a bottom wall from which a substantially cylindrical annular wall delimiting the radial extension of the casing rises.

As mentioned, the electric motor 2 and the battery pack 3, which are electrically connected to each other so as to bidirectionally exchange energy, are arranged inside the case (i.e., inside the housing body).

Thus, the electric motor 2 is configured so that it can be driven both as an actuator, at which it provides torque to the wheels 102, and as a generator, at which the rotation of the rotor determines the transfer of current towards the battery 3, ensuring recharging of the battery 3.

In other words, in the first drive mode (actuator), the battery pack 3 supplies energy to the electric motor 2 so as to allow the electric motor 2 to generate drive torque (capable of assisting the rider).

In contrast, in the second driving mode (generator), the electric motor 2 supplies current to the battery 3 in order to recharge the battery 3, exploiting the work done by the cyclist or by the vehicle (when braking, descending and/or at constant speed) moving it.

The electric motor 2 therefore comprises a rotor and a stator both coaxial with said central axis "a" of the containing body 4. Preferably, the rotor is coupled to the containing body 4 so as to drive it in rotation (in the first driving manner) or so as to be driven in rotation (in the second driving manner).

Instead, the stator is constrained to at least one connecting shaft 5 arranged along the central axis "a" and may be constrained to the frame 101.

Obviously, a special bearing is provided between said shaft 5 and the containing body 4, so as to allow the rotation of the containing body 4. It should be noted that said at least one shaft 5 preferably comprises two half-shafts (half-shafts), each associated with one side of the containing body.

For space-optimizing purposes, the battery 3 is substantially annular and it extends around the electric motor 2, in particular around the stator (integrally connected thereto).

Advantageously, this allows reducing the overall axial dimensions of the device 1.

It should be noted that the containing body 4 is preferably devoid of any interface/socket for charging the battery 3.

More precisely, in the first embodiment, the containment body 4 comprises a single power interface 14, this power interface 14 being adapted to supply power to external loads (lighting devices, sensors, etc.) connected thereto.

Advantageously, in this way, the device 1, i.e. the generator, is of the independent type, inaccessible from the outside without dismantling it.

In the embodiment shown, the power interface 14 is defined by a single power cable of the load.

Alternatively, the load may be of a stand-alone type, powered by a dedicated battery.

The device 1 further comprises a sensor arrangement 6, which sensor arrangement 6 is configured to detect the rotational speed of the wheel 102 and to detect the rotational speed of the freewheel mechanism 105 or a quantity related thereto.

Preferably, the first sensor arrangement 6 is configured to directly or indirectly detect the longitudinal speed of the bicycle 100.

Such first sensor means 6 are configured to generate one or more respective signals representative of the measured quantity.

Such quantities, if properly combined, represent the current state of the bicycle (as better clarified below).

Preferably, such first sensor means 6 comprise a cadence sensor (associated with the freewheel mechanism 105) and a speed sensor (preferably housed in the electric motor 2).

The two sensors 6 are preferably constrained to the containing body 4, preferably inside it.

The second sensor means 7 present, configured to detect a value representative of the state of charge "SOC" of the battery and to generate a signal representative of the energy consumption of said battery, are preferably still arranged inside the containing body 4.

It should be noted that in this document, if not explicitly specified, the expression "energy consumption of the battery pack" is used to indicate, without distinction or without any repulsion, the instantaneous or average power required by/supplied to the battery pack 3 and the state of charge SOC (these are parameters interrelated by means of a specific calculation algorithm).

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

For driving the motor 2 and communicating with said sensor means 6, 7, the device 1 further comprises a control unit 8.

From a structural point of view, the control unit 8 preferably comprises a printed circuit board 8a arranged coaxially with said containing body 4. The control unit 8 is therefore preferably annular, provided with a central opening fitted on said shaft 5, so as to allow the positioning of the printed circuit board 8 a. Preferably, the printed circuit board 8a is constrained to the stator of the electric motor 2.

It should be noted that in the first embodiment, the device 1, i.e. the generator, comprises a data communication channel 15 associated with said control unit 8 and designed to send corresponding signals to one or more loads.

Preferably, in order to make the device 1 more compact and easier to install, the power interface 14 and the communication channel 15 are housed in a single armoured cable 16 exiting from said central axis "a" of the containment body 4.

In detail, such armoured cables are considered as a single electrical/electronic interface of the hardware type accessible outside the control device 1.

Alternatively, the device 1 may communicate with the load by means of wireless signals. In such an embodiment, the loads are preferably powered by respective batteries.

Preferably, a control unit 8 is associated with the first sensor means 6 and the second sensor means 7 to receive said signals representative of the measured quantities and with the motor 2 to drive the motor 2 according to said signals.

The control unit 8 is therefore configured to drive the electric motor 2 in a passive, driver or generator mode, depending on the state of the bicycle (i.e. the signal issued by the sensor means).

Thus, the control unit 8 is configured to function in at least one operating mode (or running mode) and preferably at least one anti-theft mode.

As regards the control unit 8, in the operating mode it is configured to determine at least one characteristic curve with a preset trend for driving the electric motor 2 as a function of said signals received from the first sensor means 6 and the second sensor means 7, and to drive the electric motor 2 in the first driving mode or in the second driving mode as a function of the trend of such curve.

More precisely, the control unit 8 comprises at least one closed-loop controller 9 configured to drive the electric motor 2 according to at least one feedback loop.

More precisely, the closed-loop controller 9 is configured to drive the motor 2 according to an error signal related to the deviation between the reference value (signal) R and the feedback quantity.

Preferably, at least in the operating (running) mode of the control unit, the closed-loop controller 9 is configured to:

the state of the cycle is determined from said signal generated by the first sensor means 6,

at least one characteristic curve with a preset trend for the drive motor 2 is determined according to said state of the cycle.

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

Thus, in a preferred embodiment, the finite state machine 10 is configured to detect said "current" state of the bicycle 100 from signals received from said sensor device 6 (and/or possibly from other similar sensor devices) and to determine a characteristic curve relating to said state for the drive motor.

More precisely, the finite state machine 10 includes a nominal module configured to determine (or contain) a plurality of curved (or curved beam) nominal drive characteristics, each with respect to a relative state.

The finite state machine 10 is therefore configured to select from said plurality of nominal drive characteristics a drive characteristic curve (or bundle of curves) related to the state detected from the signal received from the first sensor arrangement 6.

Examples of detectable states of a finite state machine are one or more of the following:

-start (or acceleration): corresponding to a static start or sudden acceleration during the motion of the bicycle; this state preferably has a finite duration that can be established, for example, depending on the number of pedal rotations, or it can continue until the bicycle reaches a predetermined speed;

no traction, which corresponds to the situation when the speed of the freewheel mechanism is lower than the speed of the wheel with the bicycle in motion; for example, such a condition occurs when the bicycle is traveling downhill without pedaling;

-traction (or cruise): corresponding to the condition when the speed of the freewheel mechanism minus the tolerance equals the speed of the bicycle wheel; this state corresponds, for example, to a cruising condition at approximately constant speed of the bicycle when pedalling;

-braking: corresponding to the braking condition of the bicycle for that mode.

Preferably follows a characteristic curve such that the value (in the form of a current) of the drive signal returned to the motor 2 depends on the current speed and/or the number of pedal revolutions of the bicycle 100.

Each state has its own "nominal" characteristic.

However, the characteristic curves typically have an interlocked or minimum recovery segment at low speeds and a maximum recovery segment at high speeds, although different in value and parameter.

It should be noted that in this document, the expression "low speed" or "high speed" does not refer to an absolute value, but rather a value greater or less than a given "reverse" speed, which is variable according to the state and the surrounding conditions.

In the present invention, the reverse speed corresponds to the forward speed of the bicycle, wherein the characteristic curve is intended to move from the first drive mode (actuator) to the second drive mode (generator).

An example of a characteristic traction curve is shown in FIG. 6, where the following parameters are identified:

-i_motdriving current of motor

-V_invSpeed of reversal

-i_rec,minThe minimum recovery current (i.e., maximum recovery).

Examples of such characteristic curves are for example contained in the corresponding figures from page 11, line 11 to page 18, line 23 of international patent application No. PCT/IB2018/050202, filed in italian by the applicant and incorporated herein by reference.

However, the state of the drive characteristic and the drive and generation logic may optionally be different.

In any case, regardless of the shape of the characteristic curve, the closed-loop controller 9 is configured to drive the electric motor 2 according to the characteristic curve and according to said energy consumption "SOC" of the battery pack.

More precisely, the closed-loop controller 9 is configured to correct the drive signal determined according to the characteristic curve (and thus according to the current state of the bicycle) according to the current and voltage levels detected by the second sensor means 7.

For example, in a first drive mode (when the electric motor 2 is an actuator), the closed-loop controller 9 is actually configured to reduce the motor drive signal value (typically the drive current) determined by the characteristic curve as the battery state of charge "SOC" decreases, in order to limit the consumption of the battery 3 as much as possible.

Similarly, in the second driving mode, the closed-loop controller 9 is configured to reduce (in the module) the motor drive signal value determined by the characteristic curve, i.e. the current supplied by the electric motor 2 to the battery 3, when the battery state of charge "SOC" rises above a (further) threshold value, in order to limit the required "extra" effort by the cyclist, which is not justified for high charge levels.

Furthermore, the closed-loop controller 9 is also configured to modify the parameters of the characteristic curve (in subsequent steps) according to the energy consumption "SOC" of the battery pack.

In fact, depending on the control logic employed, the characteristic curve is modified/updated according to the battery state of charge "SOC" and/or the power required for recharging.

Thus, the characteristic curve is adjusted on the basis of the action of the adjusting device, taking this input information into account.

In other words, as the battery state of charge "SOC" increases or decreases, the characteristic curve is modified by increasing or decreasing the reversal speed, or alternatively or in combination by modifying the motor drive current level in both the assist and recovery modes.

An example of such closed-loop control is contained in the document PCT/IB2018/050202 filed in italian on behalf of the applicant and incorporated herein by reference, from page 18, line 23 to page 20, line 23 and the corresponding figures.

The control unit 8 is therefore programmed to drive the electric motor 2 so as to seek a preset reference value R representative of the determined energy recovery level of the battery 3 (and preferably generated by a dedicated module R schematically shown in fig. 5).

Thus, as mentioned previously, the control unit 8 is programmed to drive the motor 2 in proportion to an error signal calculated between said reference value R and the value of the feedback signal.

In other words, the control unit 8 is programmed to determine the reference energy recovery expected to be obtained during the journey by the cyclist to recharge the battery pack 3.

This energy recovery level of the battery 3, represented by said reference value R, is therefore calculated in order to compensate for the energy consumption of the battery 3 to maintain the load, whether the cycle is activated or deactivated.

It should be noted that the energy recovery level may be determined from the state of charge of the battery 3 during the stroke and/or from the average power recovered during the stroke.

For example, in a bicycle sharing application, irrespective of the use of a bicycle, the latter comprises a plurality of sensors/electronic devices that should be powered and consume part of the energy contained in the battery 3 even before the user transmits his stroke.

In view of the above, the control unit 8 is not only programmed to avoid excessive energy consumption of the battery 3 during the stroke, but also to obtain an energy recovery sufficient to compensate for the consumption suffered by the battery 3, even if the bicycle 100 is not operating.

According to a first aspect of the present invention, the control unit 8 comprises a prediction module 11 configured to receive from the remote device 101 one or more data related to the energy profile of the user who is to use the bicycle 100.

It should be noted that, irrespective of the mode in which the data relating to the energy profile of the user is established/calculated, it is detected that the parameters used and the data sent to the prediction module 11 represent the user's ability to correctly contribute to the energy recovery of the battery pack (i.e. to reach/exceed the reference value R) when using the cycle 100, based on historical data.

Preferably, in any case, said one or more data relating to the energy profile of the user comprise historical recharging levels defining the energy contribution historically produced by said user in the battery packs of said cycle 100 or other cycles associated therewith.

In other words, the data relating to the energy profile of the user comprises historical recharge levels defining the energy contribution historically produced by said user in the battery pack of the bicycle 100 portion of the same bicycle sharing system 1000.

It should be noted that the expression "historically generated energy contribution" is not intended to be exclusively indicative of an active contribution made by the user, but rather may be an active (recharging) or a passive (consuming) contribution depending on the moral extent of the user.

It should be noted that the recharge level statistics may be expressed as an average of recovery values obtained in various processes performed within a preset time period, or as discrete scores calculated based on such energy parameters.

Preferably, the recharge level statistics are at least partially defined by parameters that can vary between at least one first value representative of the user's high efficiency in energy recovery of the battery 3 and at least one second value representative of the user's low efficiency in energy recovery of the battery 3.

Operationally, the prediction module 11 comprises (or is associated with) a data transmission element 17, the data transmission element 17 being configured to exchange information with the electronic device 500 of the user directly through short-range transmission means or through a cloud computing system.

More precisely, the electronic device 500 is configured to send to the prediction module 11, in particular by transmission means, at least one signal having an information content representative of said one or more data related to the energy profile associated to the user of the cycle 100.

According to an aspect of the invention, the control unit 8 is configured to determine the preset trend of the characteristic curve using the aforementioned one or more data related to the energy profile of the user.

Furthermore, the control unit 8 is preferably programmed to use such data relating to the energy profile of the user to modify at least one of the contributions to the error signal in order to improve the readiness of the closed-loop controller 9.

In other words, the control unit 8 may use such a device relating to the energy profile of the user to also modify the preset reference value R of the energy recovery level of the battery 3 and/or the feedback signal value of the closed-loop controller 9 in order to adapt the value of the error signal to the "expected" behavior of the user.

Advantageously, in this way, the prediction module 11 acts essentially as an open loop, helping to speed up/optimize the action of the closed-loop controller 9, thus providing information useful for a greater understanding of the "user system".

This translates mainly into the advantage exploited by the device 1 for better calibrating the behaviour of the controller 9 in the initial transient of use of the cycle, where the data available for feedback is generally insufficient to allow correct response of the system.

Furthermore, such a prediction module allows to limit the disturbing effects (road profile different from the usual one and therefore different consumptions, for example) that may affect the feedback loop during the whole operation.

In other words, the prediction module 11 is configured to pre-adjust the "nominal" parameters that the closed-loop controller 9 will prefer to use, based on the user's knowledge of the statistics, thus making the control system better prepared.

This is advantageously important in the bicycle sharing system 1000, where the device 1 (and thus the closed-loop controller 9) is associated with a single bicycle 100 for short strokes by a plurality of different users.

Advantageously, thanks to the actions of the prediction module 11, the control device 1 adapts its actions to the actions expected based on historical data of the user associated/coupled with the bicycle 100 (through its electronics 500).

In fact, thanks to the information received from the electronic device 500 (directly or through a cloud computing system), the prediction module 11 allows the control device 1 to learn information related to the riding style of the user, and it allows the control unit 8 to adjust the control parameters (reference values R and preset trends of the characteristic curve) accordingly.

For example, if the data relating to the energy profile of the user represents a "bad moral" user, i.e. a poor ability to provide the battery pack with the required recovery, the prediction module 11 may provide such information to the closed-loop controller 9 to modify the characteristic curve in order to reduce assistance or increase energy recovery.

Furthermore, the control unit 8 will preferably also modify at least one parameter defining said error signal.

For example, the control unit 8 may modify the required recovery level (by increasing it) or set the recovered power value based on said data relating to the user's energy profile (i.e. the "negative" energy consumption of the battery 3) at least in the initial transient of the journey.

In other words, information related to the statistical behaviour of the user can be used to change the reference value sought by the closed-loop controller 9.

The latter aspect allows to move the required level of recovery to a higher level, taking into account the fact that: based on the available statistics, the user will not be able to achieve the goal, but at least be allowed to reach a "nominal" recovery level.

Conversely, if the data relating to the user's energy profile represents a "very ethical" user, or has the ability to provide a battery pack with a recovery level that is even higher than the required recovery level, the prediction module 11 may provide such information to the closed-loop controller 9 that modifies the characteristic curve in order to increase interlock or reduce energy recovery while reducing the required recovery level.

Alternatively or in conjunction with the modification of the reference value R, the data relating to the energy profile of the user from the prediction module 11 may be used by the control unit 8 to modify the feedback signal.

For example, in a preferred embodiment, the control unit 8 can modify the weight "k" of the feedback loop of the closed-loop controller 9 at least during the initial phase of the journey (in terms of kilometers or time). More precisely, in such an embodiment, two contributions are preferably identified on the feedback loop of the closed-loop controller 9, including a first contribution of data relating to the second sensor means 7 and to the current state of the system (actual feedback), and a second contribution "P" associated with said data relating to the energy profile of the user, and the control unit 8 is configured to give the second contribution a greater weight "k" with respect to the first contribution in the initial transient of the journey.

It should be noted that in the preferred embodiment, the data relating to the user's energy profile also includes at least one piece of information representative of the route the user typically travels using the system with said cycle 100.

Advantageously, in this way, the prediction module 11 can additionally improve the adaptability of the control device 1 to the user.

For example, such data may include one or more of the following parameters:

-the (average) incidence of uphill road sections during a journey;

-the (average) gradient of an uphill road segment;

the power of the battery 3 required (on average) in the uphill stretch;

-the (average) incidence of downhill sections during a journey;

-the (average) gradient of the downhill section;

the power recovered by the battery 3 (on average) in downhill sections;

the power recovered by the battery 3 (on average) at braking;

average required power at start-up or during acceleration/change of pace.

In this connection, but not exclusively with reference to this aspect, the control device is preferably provided with a geolocation element 18 integrated in the containment body 4.

Furthermore, the prediction module 11 is preferably associated with a data update module (not shown) configured to monitor one or more data related to the energy profile of the user of the single journey in progress, i.e. the current journey, and to send said data to the cloud computing system 1001 at the end of the journey, preferably through said data transmission element 17.

According to another aspect of the invention, which is an alternative or supplement to what has been described so far, the control unit 8 comprises a preliminary setting module 12 (preferably associated with the closed-loop controller 9), this preliminary setting module 12 being configured to receive from the user a piece of information representative of the driving configuration of the electric motor 2 and to set the preset trend of said at least one curve based on the configuration selected.

Preferably, such preliminary setting module 12 is configured to receive from a user a piece of information representative of a driving configuration of the electric motor 2, which can be selected from among at least an interlocking configuration and a recharging configuration.

In the interlocked configuration, the electric motor 2 is driven mainly in the first manner, and its assist level is maximized within a preset time interval or a predetermined cover distance (where the term "predetermined cover distance" is used to define reaching the lower charge limit of the battery pack).

Alternatively in the recharging configuration, the level of assistance of the motor 2 is substantially zero and the motor 2 is driven in said second manner.

However, in a preferred embodiment, the actuation configurations that can be selected by the user are at least three.

In this regard, the preliminary setup module 12 is preferably configured to receive from the user a piece of information representative of at least one first operational configuration, one second operational configuration, or one third operational configuration, wherein:

the first configuration corresponds to the operating mode described so far, i.e. the hybrid mode, in which the electric motor 2 is driven alternately in the first driving manner or in the second driving manner, depending on the state of the cycle 100.

The second and third configurations alternatively correspond to the interlock and recharge configurations mentioned above.

Preferably, in the second configuration, the control device 1 is programmed to drive the electric motor 2, minimizing or nullifying the user-desired energy recovery section in the motor drive characteristic.

Operationally, once the second configuration is selected by the user, the control device 1, in particular the control unit 8, is configured to drive the electric motor 2 according to one or more drive characteristics that are specific and uniform, so as to maximize, within a predetermined time interval, the contribution provided by the user, which is compatible with the battery pack state of charge "SOC".

In contrast to the second configuration, the third configuration alternatively provides for the interlock level of the electric motor 2 to be substantially zero.

More precisely, once the user has selected the third configuration, the control device 1, in particular the control unit 8, is configured to drive the electric motor 2 (generator) mainly or completely in the second way.

More precisely, in said third configuration, the control unit 8 is configured to drive the electric motor 2 in the second way throughout the stroke, varying the level of recovery (in terms of the intensity of the current generated by the electric motor) according to the state of the bicycle 100.

For example, if recognition of a climbing condition in the first configuration would result in maximization of the interlock by the electric motor, such condition only results in elimination of the recovery, i.e. the zeroing of the current generated by the rotor during rotation (which results in-although without interlock-to facilitate the user) when the third configuration is selected.

Thus, once the user has selected a configuration, the control unit 8 is configured to set a preset trend of the characteristic curve (or curves) based on said configuration.

Therefore, the first, second, and third configurations preferably differ from each other in shape and balance between the interlocking segment and the restoring segment of the motor drive characteristic curve.

It should be noted that the second configuration may preferably only be set to relate to the battery state of charge "SOC" exceeding a predetermined threshold.

In other words, the control unit 8 is configured to send to the electronic device 500 (directly or through a cloud computing system) a signal having an information content representative of said battery pack state of charge "SOC".

More precisely, the control unit 8 (and/or the preliminary setting module 12) is associated with the second sensor means 7 to receive a signal representative of the battery pack state of charge "SOC", and comprises a communication module configured to transmit at least one signal representative of a first piece of information associated with the battery pack state of charge "SOC" and to receive a signal representative of a second piece of information associated with an operating configuration selected by the user. Preferably, the communication module corresponds to the data transmission element 17.

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

The electronic device 500 is in turn programmed to make available (i.e., selectable) to a user only configurations that are compatible with the battery pack state of charge "SOC".

In detail, the display module 501 is configured to display to a user operating configurations compatible with the battery pack state of charge "SOC" and allow the user to select one of the configurations.

Thus, the display module 501 is configured to display the available configurations to the user according to the first piece of information.

Furthermore, the device 500 is configured to transmit (by means of the transmission means) said second information to the control device 1 (i.e. the data communication element 17).

Thus, with respect to the battery state of charge "SOC" below the predetermined threshold, the electronic device 500 only makes the first and third configurations available (i.e., selectable) to the user.

Conversely, the electronic device 500 additionally makes the second configuration available (i.e., selectable) with respect to the battery state of charge "SOC" exceeding the predetermined threshold.

Furthermore, the electronic device 500 is preferably configured to display to the user (by means of the display module 501) the available operating configurations even based on said one or more data related to the energy profile of the user in addition to the battery state of charge (SOC).

More precisely, the electronic device 500 is configured to make the second configuration available only to users associated with historical recharge levels close to said first value, said first value representing a high efficiency of the user with respect to energy recovery of the battery pack 3.

In this regard, it should be noted that the electronic device 500 preferably further comprises a processing module 502 configured to:

-providing user identification information;

-associating said user with a control device 1 of the pedal cycle;

-transmitting a piece of information representative of said association;

-receiving a signal representative of an operating configuration of the control device 1 compatible with the battery state of charge SOC and/or data relating to the energy profile of the user;

-generating a signal representing said second information.

Thus, the electronic device 500 is preferably programmed to:

-displaying the first and third operational configurations to a user by means of a display module 501 such that they are optionally selectable by the user;

-comparing the battery state of charge "SOC" of the bicycle 100 with said predetermined threshold value;

-comparing the historical recharge level of the user with a preset limit value;

display to the user, by means of the display module 501, of the second operating configuration in addition to the first and third operating configurations only when the comparison shows a positive result (i.e. the battery pack state of charge "SOC" is higher than the predetermined threshold and the user's historical recharge level is higher than the limit value).

Another aspect of the invention, either alternative or complementary to what has been described so far, is associated with the aforementioned anti-theft mode.

According to this aspect of the invention, in the anti-theft mode, the control unit 8 is configured to control the electric motor 2 so as to transmit a torque opposite to the direction of rotation of the wheel 102 detected by the (first) sensor device 6.

In other words, in the anti-theft mode, the control unit 8 drives the electric motor 2 at least partially as an active brake, which opposes the rotation of the wheel 102, only in response to the detection of the rotation thereof.

In the anti-theft mode, the control unit 8 is preferably configured to drive the electric motor 2 both in the passive configuration and in the active configuration.

In the passive configuration, the electric motor 2 does not require energy from the battery 3, and it determines a resistance to advance that is at least partially proportional to the speed of the wheel.

In contrast, in the active configuration, the electric motor 2 is driven so as to transmit the aforementioned torque in the opposite direction to the rotation of the wheels, requiring power/energy from the battery 3.

Thus, in detail, the motor 2 can be driven in the third and fourth modes in addition to the first and second modes shown above.

In the third mode, the electric motor 2 is substantially short-circuited so as to provide the wheel with a resistant torque proportional to its rotation speed (due to the induced current).

In the fourth mode, the electric motor 2 is driven as an active brake, that is, transmits a torque opposite to the rotation direction of the wheels (due to a current flowing in the electric motor drawn from a battery).

Thus, in the passive configuration of the anti-theft mode, the control unit 8 is configured to drive the electric motor 2, preferably mainly in the third way, in the second mode or in the third mode.

Alternatively in the active configuration of the anti-theft mode, the control unit 8 is configured to drive the electric motor 2 in the fourth mode.

It should be noted that in the anti-theft mode, the control unit 8 is configured to drive the electric motor in a passive configuration below a preset speed limit, and to enter an active configuration above said limit.

More precisely, the control unit 8 is designed to receive, from the first sensor device 6, a signal representative of the forward speed of the bicycle 100 (or of the rotation speed of the wheel 102) and is configured to:

comparing the value of the signal to a limit value;

setting a passive configuration of the anti-theft mode if said value is below a limit value;

if the value is above the limit value, an active configuration of the anti-theft mode is set.

Advantageously, this allows to reduce the energy consumption of the battery pack and manual movement/displacement of the bicycle within a short distance is allowed.

In this connection, it should be noted that the control unit 8 is preferably configured to activate the anti-theft mode independently when the bicycle 100 is not operating.

More precisely, with reference to the bicycle sharing system 1000 of which the bicycle 100 is a part, the control unit 8 is configured to activate the anti-theft mode when the control device 1 of the bicycle 100 is detached from any electronic device 500 (i.e. from any user profile).

In other words, the control unit 8 is configured to maintain the "activation" of the anti-theft mode for the time interval that elapses between the end of the user's journey, immediately after which the disconnection of the relative electronic device 500 from the control device 1 of the pedal cycle occurs, and the start of a subsequent journey, identified by the association between the other (or same) electronic device 500 and the control device 1, of another (or same) user.

It should be noted that the control unit 8 is preferably configured to determine said reference value R representative of the desired energy recovery level of the battery 3 even as a function of the time interval elapsed between two subsequent uses of the cycle 100, since the presence of the active brake affects the charging of the battery 3.

According to another aspect of the invention, in addition or as an alternative to what has been described so far, the control device 1 comprises an inertial measurement unit 13 adapted to measure one or more accelerations and one or more angular velocities of the containment body 4 (or of the bicycle 100).

The inertial measurement unit 13 is preferably configured to measure and generate signals representative of one or more of the longitudinal Ax, lateral Ay and vertical Az accelerations from the containment body 4 (or the bicycle 100) and/or one or more of the roll ω x, pitch ω y and yaw ω z angular velocities.

In fact, it should be noted that the inertial measurement unit 13 is arranged inside the containment body 4, for example constrained to the printed circuit board 8 a.

However, in a preferred embodiment, the inertial measurement unit 13 is arranged in the battery pack 3.

With reference to the above anti-theft mode, the control unit 8 is also configured to detect a dangerous condition when the signal representative of the lateral Ay and/or vertical Az accelerations exceeds a determined limit value, and to send an alarm signal to the sound and/or visual emitting means when said dangerous condition is detected.

Advantageously, in this way, the anti-theft mode allows to identify a theft attempt "while riding" as well as a more conventional theft attempt by lifting or vandalism.

Furthermore, the control unit 8 of the apparatus 1 is preferably configured to receive the respective signals from the first sensor device 6 and from said inertial measurement unit 13 and to process them in order to obtain at least one piece of information about the action of braking or steering the bicycle 100 occurring during the longitudinal movement of the bicycle 100.

More precisely, the control unit 8 is configured to identify the steering of the bicycle when the signal representative of the lateral acceleration Ay and/or the yaw rate ω z exceeds the determined limit values.

Similarly, the control unit 8 is configured to identify a bicycle braking action when the signal representative of the longitudinal acceleration Ax (and possibly the pitch angle rate ω y) exceeds a determined limit value.

In this regard, it should be noted that the control unit 8 preferably comprises a ride interpretation module 8b configured to receive signals from the inertial measurement unit 13 and process them as described above.

It should be noted that, assuming that the inertial measurement unit 13 is preferably arranged in the containment body 4 and therefore substantially in the hub 102, the control unit 8 (and the ride interpretation module 8b) comprises at least one extended kalman filter configured to recursively calculate a kalman filter gain based on said signal representative of the longitudinal velocity (and possibly the pitch velocity) and/or the lateral velocity (and possibly the yaw rate) of the bicycle 100, and to estimate the presence of steering and/or braking based on said kalman filter gain.

Furthermore, means are preferably provided for determining correction parameters to modify the kalman filter gain based on one or more signals representative of a quantity of the bicycle to influence the slope estimation by an extended kalman filter.

Examples of the use/correction of the extended kalman filter as described above are contained on lines 20 from page 8, line 15 to page 17 of italian patent application No. 102017000017602 filed on behalf of the applicant and incorporated herein by reference for the purpose of providing additional details.

Advantageously, the possibility of adjusting the filter gain according to the current parameters of the cycle 100 allows to provide greater accuracy in the identification of the estimated event topic (steering or braking).

In accordance with this aspect of the present invention, at least one of the rider steering indicator device 107 and/or the brake signaling device 108 is associated with the bicycle 100.

More precisely, such a steering indicator device 107 and/or brake signaling device 108 are constrained to the frame 101 of the bicycle 100. In the preferred embodiment, both the steering indicator device 107 and the brake signaling device 108 are constrained to the bicycle.

Thus, the control unit 8 is configured to send a first signal representing said steering information or a third signal representing said braking information to the indicator device 107 or the signalling device 108.

The indicator device 107 and said signalling device 108 are configured to emit light radiation as a response to the reception of the respective signal.

In a preferred embodiment, the turn indicator device 107 and the brake signaling device 108 are configured to emit light radiation, preferably blinking at least for the turn indicator 107. Structurally,

such devices

107, 108 are preferably LED emitters.

Preferably, such a device is connected to the control device 1 by means of said power interface 14 and/or said data transmission cable 15.

However, the turn indicator device 107 and the brake signaling device 108 may alternatively be of a stand-alone type, i.e. powered by dedicated batteries.

In such embodiments,

such devices

107, 108 are driven by means of a wireless communication system. Thus, in such an embodiment, the device 1 is provided with a transmission module adapted to communicate with a respective data reception module associated with the

device

107, 108.

It should be noted that, in relation to this aspect of the invention (i.e. the transmission of the steering/braking signal), it may be sufficient to provide any electric machine, even a generator, and therefore no electric motor capable of providing torque to the wheels is required.

Thanks to the structure of the control device 1 described so far, at least one method for controlling a pedal assisted bicycle in a bicycle sharing system can be exclusively operated in some or all of its parts.

It should be noted that, with regard to all the method steps indicated below, in which the outlined characteristics refer to the constructional characteristics of the bicycle or of the control device mentioned above, all that is described above should be considered applicable mutatis mutandis.

The method therefore provides for determining at least one nominal characteristic curve for the drive motor.

Preferably, a plurality of nominal characteristic curves is determined, each nominal characteristic curve being associated with or relating to a respective state and/or configuration of the bicycle.

It should be noted that the nominal characteristic (or a plurality of nominal characteristics) for driving the motor is determined as a function of a nominal reference value associated with the determined energy recovery level of the battery expected to be obtained at the end of the user's stroke.

A user who is to use the cycle 100 is identified and one or more data relating to the energy profile of the user is subsequently or simultaneously determined.

While the nature of such data has been extensively addressed above, it is nevertheless worth noting that they include historical recharge levels that define the energy contributions historically generated by the user in the battery packs of the bicycle 100 portion of the same bicycle sharing system 1000.

It is emphasized that the expression "historically generated energy contribution" is not intended to be exclusively indicative of an active contribution made by the user, but rather a contribution that may be active (recharging) or passive (consumption) depending on the moral level of the user.

Furthermore, the current and voltage level of the battery 3 is preferably detected by means of the second sensor means 7 (step d). In particular, the energy consumption of the battery pack is detected based on such a signal; energy consumption may be obtained as power recovered (or consumed) by the battery or as battery state of charge (instantaneous or average).

At least one updated characteristic for driving the motor is determined from data relating to the user's energy profile (e.g. historical recharge levels) (step e). In particular, the nominal characteristic curve is updated (i.e. it becomes an "updated characteristic curve") by changing the nominal characteristic curve in accordance with the one or more data associated with the user's energy profile and the energy consumption of the battery pack 3.

For example, the nominal characteristic curve may be "updated" by modifying the reversal speed to decrease for low battery state of charge "SOC" or historical recharge levels or to increase for high battery state of charge "SOC" or historical recharge levels.

Optionally, the amperage level can be modified in accordance with the applied control strategy in accordance with the historical recharge level and/or the battery pack state of charge "SOC" in both the interlock and recovery modes, e.g. for high historical recharge levels (ethical user Ed), by increasing the motor drive current in the interlock mode battery (i.e. higher contribution) and/or decreasing (in the module) the recovery current level, or vice versa for low historical recharge levels (malicious user Ed), by decreasing the motor drive current in the interlock mode (i.e. lower contribution) and/or increasing (in the module) the recovery current level.

It should be noted that in a preferred embodiment, the updated characteristic is determined in a subsequent logical step, i.e. the nominal characteristic (or nominal characteristics) is "customized" in a first step on the basis of data relating to the energy profile of the user, and then "updated" recursively in a second step on the basis of the energy consumption of the battery pack 3.

Thus, more precisely, at least one customized characteristic for the drive of the electric motor is determined by varying (one or more parameters of) said nominal characteristic according to one or more data related to the energy profile of the user (sub-step e 1).

Preferably, the at least one further parameter selected from among the nominal reference value and the feedback quantity value (control variable) is also updated in dependence of said one or more data relating to the energy profile of the user, in order to adjust/customize the error signal value (i.e. the deviation between the reference value and the feedback quantity) calculated between the reference value and the feedback value of the control variable in dependence of the desired behavior of the user.

For example, in the first embodiment, the energy consumption nominal reference value is updated, with the aim of obtaining a customized reference value for energy recovery of the battery pack.

Optionally setting a feedback quantity value which is mainly a function of the data relating to the energy profile of the user for at least one first transient (time or kilometers).

The current motor drive value as a function of at least the forward speed and/or acceleration of the cycle is then identified on said customized characteristic (substep e 2).

The motor 2 is driven according to the signal having said current value, preferably the current value (sub-step e 3).

The updated characteristic is then determined by "updating" the customized characteristic in accordance with the energy consumption of the battery 3, preferably the battery state of charge "SOC" (sub-step e 4).

The current motor drive value as a function of at least the forward speed and/or acceleration of the cycle is then identified on the updated characteristic (step f).

In other words, the current value (current value) for the drive motor is established on the updated characteristic curve as a function of the speed or acceleration of the cycle 100 (measured using the first sensor device 6 or the inertial measurement unit 13).

The motor 2 is then driven according to the signal having the drive current value (step g).

The method then provides for recursively repeating the detection, determination, identification and driving steps (steps d, e, f, g) with the aim of controlling the motor 2 according to closed-loop logic.

It should be noted that between sub-steps e1-e4 of the determination step of the updated characteristic, preferably only sub-step e4 is repeated recursively with steps d), f), g).

Advantageously, in this way, the prediction step relating to the user's historical recharge level is only utilized in the starting phase, i.e. in the characteristic curve customization.

Fig. 6 schematically shows the logic for "updating" the characteristic curve according to data relating to the energy profile of the user and the charge level of the battery, fig. 6 showing the variation of the main parameters of the curve (imot, Vinv and irec, min) according to "customization" and the subsequent "update". In particular, the figure shows how the characteristic curve-representing the event of identifying a malicious user-can be customized by reducing the contribution in the interlock mode, by reducing the inversion speed and increasing the recovery current.

Similarly, it shows how the curve becomes progressively more "rewarding" in the update-representing events of better usage than the user intended.

Obviously, this representation shows purely schematically possible embodiments of the method described so far, but it should not be considered as limiting or representing only one possibility of exploiting the knowledge of the historical data of the user.

The utility model discloses a preset's target to obvious advantage has been obtained.

In fact, providing a control system provided with a prediction module allows to increase the readiness of the control, allowing to bring the current level of the recovery level close to the reference value in a short time, while keeping the rider's journey comfortable under any circumstances.

This aspect undoubtedly gains considerable importance in bicycle sharing systems, where the cyclist is infrequent and the duration of the journey is short.

Furthermore, the possibility of the user to select from several operating configurations makes the cycle particularly pleasant to use, giving the possibility of adapting to the needs of the user. Moreover, the possibility of enabling or disabling the most rewarding configuration only for users with an "ethical" profile is a strong incentive for the correct use of this device, thus having considerable technical advantages in the maintenance of the cycle and maintaining the state of charge.

From a constructional point of view, the presence of a very compact control device, possibly without load supply cables, fully contained in the hub, makes the cycle very simple and linear, thus reducing its production costs (a traditional frame is sufficient).

The present invention also significantly improves the safety of the cyclist due to the presence of the automatic/independent indicator, which is directly controlled by the control unit of the control device due to the presence of the dedicated sensor integrated in the hub.

On the other hand, with respect to the safety of the device, it is quite advantageous to provide an active brake, preferably redundant with respect to a more traditional padlock brake, especially in bicycle sharing applications for use in pedal assisted bicycles.

Claims

1. A bicycle sharing system, comprising:

-at least one electronic device (500) capable of being associated with a user;

-a plurality of pedal-assisted cycles (100) provided with an electric motor (2) associated with a wheel (102), at least one battery pack (3) associated with said electric motor (2) so as to exchange energy bidirectionally therewith, a pedal propulsion group, transmission means operatively interposed between said pedal propulsion group and at least one wheel (102), and a freewheel mechanism (105) associated with said at least one wheel (102),

characterized in that each cycle (100) is provided with a control device (1), said control device (1) comprising:

-a first sensor arrangement (6) configured to detect quantities representative of a state of the bicycle (100) and to generate one or more signals representative of these quantities, wherein at least one quantity is a quantity related to the speed of a bicycle wheel (102) and at least one quantity is a quantity related to the angular velocity of the freewheel mechanism (105);

-at least one control unit (8) associated with said first sensor means (6), said second sensor means (7) and said electric motor (2) and provided with at least one closed-loop controller (9) configured, in at least one first operating mode thereof, to:

determining a state of the bicycle (100) from the one or more signals generated by the first sensor arrangement (6);

wherein the control unit (8) comprises a prediction module (11) configured to receive from the electronic device (500) one or more data related to an energy profile of a user who is to use the bicycle (100), wherein the one or more data related to the energy profile of the user is used by the control unit (8) to determine the preset trend of the at least one characteristic curve.

2. The system according to claim 1, wherein said one or more data relating to the energy profile of the user comprises historical recharging levels defining energy consumption historically generated by the user in the battery pack (3) of the bicycle (100) or other bicycles associated therewith.

3. The system according to claim 2, wherein the status of the historical recharge level is defined at least in part by a parameter that is variable between at least one first value representative of the user's high efficiency in energy recovery of the battery pack (3) and at least one second value representative of the user's low efficiency in energy recovery of the battery pack (3).

4. A system according to any one of claims 1-3, wherein the closed-loop controller (9) of the control device (1) is configured to drive the electric motor (2) according to an error signal representing a deviation between the reference value (R) and a feedback quantity; said one or more data relating to said energy profile of said user are used by said control unit (8) to modify at least one among said reference value (R) and said feedback quantity in at least one initial transient of the cycle stroke.

5. The system according to any one of claims 1-3, wherein the prediction module (11) of the control device (1) is associated with a data update module configured to monitor the one or more data related to the energy profile of the user of a single journey in progress and to send the one or more data to the cloud computing system (1001) at the end of the journey.

6. The system according to claim 4, wherein the prediction module (11) of the control device (1) is associated with a data update module configured to monitor the one or more data relating to the energy profile of the user of a single journey in progress and to send the one or more data to the cloud computing system (1001) at the end of the journey.

7. The system of any one of claims 2-3, wherein the at least one characteristic curve includes an interlocking segment in which the at least one characteristic curve determines a level of assistance to be provided to a rider and at least one recharging segment in which the at least one characteristic curve determines a required preset level of energy recovery for the rider; the control unit (8) of the control device (1) is configured to increase the level of assistance and/or to decrease the level of recovery of the at least one characteristic curve when the historical recharge level increases, and vice versa.

8. The system according to any one of claims 1-3 and 6, wherein the control unit (8) of the control device (1) is configured to identify, by means of the first sensor arrangement (6):

-at least one cycle start state corresponding to a static start, said cycle start state having a finite duration that can be determined based on the number of pedal rotations or when a predetermined threshold speed of the cycle is about to be exceeded;

9. The system according to claim 4, wherein the control unit (8) of the control device (1) is configured to identify, by means of the first sensor arrangement (6):

10. The system according to claim 5, wherein the control unit (8) of the control device (1) is configured to identify, by means of the first sensor arrangement (6):

11. The system according to claim 7, wherein the control unit (8) of the control device (1) is configured to identify, by means of the first sensor arrangement (6):

12. The system according to any one of claims 1-3, 6 and 9-11, wherein said one or more data related to the energy profile of the user includes historical recharge levels related to energy consumption historically generated by the user in the battery pack (3) of the bicycle (100) in the system.

13. The system according to any one of claims 1-3, 6 and 9-11, wherein the one or more data related to the energy profile of the user includes at least one type of information representative of a route traveled by the user using the bicycle (100) of the system.

14. The system according to any one of claims 1-3, 6 and 9-11, wherein the control unit (8) of the control device (1) comprises a preliminary setting module (12) configured to:

-receiving from the user a piece of information representative of an operating configuration of the control device (1), the operating configuration being selectable from among an interlocked configuration in which the electric motor (2) is mainly driven in the first way and its level of assistance is maximized within a preset time interval or a predetermined coverage distance, and a recharged configuration in which the electric motor (2) is driven in the second way and its interlocked level is substantially zero;

15. The system according to claim 14, characterized in that the preliminary setting module (12) of the control unit (8) of the control device (1) is configured to receive from the user a piece of information representative of at least one of a first operating configuration, a second operating configuration and a third operating configuration, wherein

-said first operating configuration is hybrid, wherein said electric motor (2) is driven in both said first way and said second way according to said at least one characteristic curve and to the state of charge (SOC) of said battery;

-the second operating configuration corresponds to the interlocked configuration;

-said third operating configuration corresponds to said recharging configuration.

16. The system of claim 15, wherein the second operating configuration can be set only with respect to a value of a state of charge (SOC) of the battery pack that exceeds a predetermined threshold.

17. System according to any one of claims 15-16, characterized in that the preliminary setting module (12) of the control unit (8) of the control device (1) is associated with the second sensor means (7) to receive a signal representative of the state of charge (SOC) of the battery, and is associated with a data transmission element (17) configured to transmit at least one signal representative of a first piece of information associated with the state of charge (SOC) of the battery and to receive a signal representative of a second piece of information associated with the operating configuration selected by the user.

18. System according to claim 14, characterized in that said preliminary setting module (12) of said control unit (8) of said control device (1) is associated with said second sensor means (7) to receive a signal representative of the state of charge (SOC) of said battery, and is associated with a data transmission element (17) configured to transmit at least one signal representative of a first piece of information associated with the state of charge (SOC) of said battery and to receive a signal representative of a second piece of information associated with an operating configuration selected by said user.

19. The system according to claim 17, wherein the electronic device (500) is configured to:

a display module (501) is provided, the display module being configured to display to the user operating configurations compatible with a state of charge (SOC) of the battery pack and to allow the user to select one of the operating configurations, an

Is configured to transmit the second piece of information.

20. The system according to claim 18, wherein the electronic device (500) is configured to:

Is configured to transmit the second piece of information.

21. The system according to claim 19, wherein the display module (501) is configured to display the operating configuration to the user based on the content of the first piece of information.

22. The system according to claim 20, wherein the display module (501) is configured to display the operating configuration to the user based on the content of the first piece of information.

23. The system according to any of claims 19-22, characterized in that the display module (501) is configured to display available operating configurations to the user also according to the state of charge (SOC) of the battery pack, or based on the one or more data related to the energy profile of the user.

24. The system of any of claims 18-22, wherein the electronic device (500) further comprises a processing module (502) configured to:

-providing user identification data;

-associating the user with the bicycle (100) on which the control device (1) is mounted;

-transmitting a piece of information representative of said association;

-receiving a signal representative of the operating configuration of the control device (1), said operating configuration being compatible with a state of charge (SOC) of the battery and/or with data associated with the energy profile of the user;

-generating a signal representing said second piece of information.

25. The system of claim 17, wherein the electronic device (500) further comprises a processing module (502) configured to:

-providing user identification data;

-transmitting a piece of information representative of said association;

-generating a signal representing said second piece of information.

26. The system of claim 23, wherein the electronic device (500) further comprises a processing module (502) configured to:

-providing user identification data;

-transmitting a piece of information representative of said association;

-generating a signal representing said second piece of information.