it's just a programming task.
In the aircraft world and other applications such as submarines, space flight, and artillery positioning it is called "inertial navigation" and has been in use in one form or other since the 1960's. In those days the hardware was just a little bigger - the 1970's gyro for the Jaguar aircraft was a 2 man lift into the airframe!
and the operational computer memory was "core store" with a capacity of 6Kb - it was wired by specially skilled ladies who could thread the copper wire through the ferrite cores by hand. It also weighed about 40 lbs when fully cased and ready for installation. To do diagnostics we had to unload the flight program and reload the diagnostic program with a 1" mylar tape that had been perforated for the code and optically read. The reader/loader was in its own servicing trolley with a 28v aircraft battery to provide for use on the flight line without mains electricity - we used to tow it with a landrover!
Are we talking about this one?
No, they don't need to. With the gyro, they can do one step better than cadence sensing. They can work out the average ratio user input power / motor power without needing a torque sensor.
I don't think the gyro can predict when you need a little more power to lift the front wheel over an obstacle in quite the same way that a torque sensor is going to respond to your input.
you do have a point. The gyro system won't suit everyone's requirements but on this, all systems have their critics. That's why earlier in this thread, I suggested that the torque sensor system should also have switchable a throttle. The old BH Neo and Evo bikes had this implementation. The gyro is the way of the future because it has less wiring and intrinsically cheaper to implement.
don't get me started on running a world wide communications hub for international military communications at 50 bits per second. It would take nearly 1 second to send the word Victor! - 1970
