BICYCLE CONTROL AND BICYCLE CONTROL METHOD

Abstract

To provide a bicycle controller 10 and a bicycle control procedure that can reduce the distance the bicycle travels before the motor 24 stops, regardless of whether pedaling has stopped when the crank speed 50 is high, a bicycle controller 10 includes a control unit 12 that controls a motor 24 assisting the pedaling of a bicycle based on the manual driving force and angle information relating to an angle of a crank 50 of the bicycle. If the crank 50 is rotated by a predetermined angle or more when the manual driving force is less than or equal to a predetermined threshold while the motor 24 is being driven, the control unit 12 stops the motor 24.

Description

[0001] The present invention relates to a bicycle control system and a bicycle control method.

[0002] A bicycle controller that controls a motor assisting the pedaling of a bicycle based on the manual driving force is disclosed, for example, in JP 4 129 084 B2. The bicycle controller stops the power supply to the motor after a condition in which the manual driving force is less than or equal to a first threshold persists for a predetermined time.

[0003] Since the bicycle control unit from JP 4 129 084 B2 stops the motor after a condition in which the manual driving force is less than or equal to the first threshold persists for the predetermined time, the time elapses before the motor stops is always the same, regardless of whether the rider pedals slowly or quickly. Thus, if the rider stops pedaling, a higher crank speed will cause the bicycle to travel a longer distance before the motor stops.

[0004] Further state of the art is known from documents DE 10 2016 005 174 A1, DE 10 2013 216 723 A1 and DE 10 2014 115 716 A1.

[0005] Document DE 10 2016 005 174 A1 discloses a bicycle motor control system designed to control a drive motor that is / will be provided on a bicycle. The bicycle motor control system comprises a controller designed to control a drive motor, which is / will be designed to selectively output a drive force according to a muscle drive force, and to stop the drive motor when a detected muscle drive force, recorded by a muscle drive force sensor, falls below a predetermined force threshold, which is / will be set according to a crank angle of a crankshaft.

[0006] Document DE 10 2013 216 723 A1 discloses a vehicle, in particular an electric bicycle, that can be operated by muscle power and / or motor power. The vehicle comprises: a crank mechanism through which a rider's torque can be applied, an electric drive which can additionally provide drive torque, and a control unit configured to switch off the electric drive when rider torque is absent. The control unit includes a monitoring device that ensures that the electric drive continues to operate for a predetermined period of time even if a predetermined rider torque is not reached. The duration of this predetermined period varies depending on the rider's pedaling frequency.

[0007] Document DE 10 2014 115 716 A1 discloses a bicycle control device comprising a manual drive force detector, a rotation state detector, and a control unit. The control unit regulates the drive assistance force output by the electric drive support motor according to the manual drive force, determined by the manual drive force detector, and the rotation state, determined by the rotation state detector. The control unit regulates the drive assistance force such that a reduction in the drive assistance force is delayed relative to a reduction in the manual drive force when the manual drive force is reduced. The control unit regulates the delay of the reduction in drive assistance force according to the rotation state.

[0008] The object of the present invention is to provide a bicycle control system and a bicycle control method that reduce the distance the bicycle travels before the motor is stopped, regardless of the fact that pedaling stops when the crank speed is high. This object is achieved by independent claims 1 and 16. Advantageous embodiments can be found in the dependent claims.

[0009] According to the present invention, a bicycle controller includes a control unit that controls a motor assisting the pedaling of a bicycle based on the manual driving force and angle information relating to an angle of a crank of the bicycle. If the crank is rotated by a predetermined angle or more when the manual driving force is less than or equal to a predetermined threshold while the motor is being driven, the control unit stops the motor.

[0010] With the bicycle control system according to the present invention, the control unit stops the motor when the crank is rotated by a predetermined angle or more, provided the manual driving force is less than or equal to the predetermined threshold while the motor is being driven. Thus, increasing the crank speed reduces the time it takes for the manual driving force to fall below or equal to the predetermined threshold before the motor stops. This, in turn, reduces the distance the bicycle travels before the motor stops, even if pedaling has stopped when the crank speed is high.

[0011] According to a preferred aspect of the present invention, the bicycle control unit is designed such that the crank includes a crank arm and the angle information contains information relating to the angular position of the crank arm. With the bicycle control unit according to this aspect, since the angle information contains information relating to the angular position of the crank arm, the control unit can control the motor based on a comparison between the angular position of the crank arm and the predetermined angle.

[0012] According to a further preferred aspect of the present invention, the bicycle control unit is configured such that the control unit changes the predetermined angle according to the angular position of the crank arm at which the manual driving force becomes less than or equal to the predetermined threshold. With the bicycle control unit according to this aspect, since the control unit changes the predetermined angle according to the angular position of the crank arm at which the manual driving force becomes less than or equal to the predetermined threshold, the motor can be appropriately stopped based on the rotational state of the crank.

[0013] According to a further preferred aspect of the present invention, the bicycle steering system is designed such that, compared to a state in which the manual driving force becomes less than or equal to the predetermined threshold, the predetermined angle is smaller when the manual driving force becomes less than or equal to the predetermined threshold, provided that the crank arm is in a first region containing a top dead center or a second region containing a bottom dead center, provided that the crank arm is in a third region containing a rotational position where the crank arm is separated from the top dead center by 90°, or a fourth region containing a rotational position where the crank arm is separated from the bottom dead center by 90°.With the bicycle control system configured according to this aspect, when the rider is operating the bicycle in a normal state, the manual drive force is at its maximum when the crank arm's angular position is 90° away from either top dead center or bottom dead center. Therefore, when the manual drive force falls below or equal to the predetermined threshold, and the crank arm's angular position is 90° away from top dead center or bottom dead center, it is assumed that the rider is intentionally reducing the manual drive force. Consequently, the motor is preferably stopped more quickly. The bicycle control system, configured according to this aspect, stops the motor more quickly in the third range, which includes the rotational position where the crank arm is 90° away from top dead center, and in the fourth range, which includes the rotational position where the crank arm is 90° away from bottom dead center.

[0014] According to a further preferred aspect of the present invention, the bicycle control is configured such that the predetermined angle is decreased when the angular position of the crank arm, at which the manual driving force becomes less than or equal to the predetermined threshold, moves away from a top or bottom dead center, and the predetermined angle is increased when the angular position of the crank arm, at which the manual driving force becomes less than or equal to the predetermined threshold, approaches the top or bottom dead center. With the bicycle control according to this aspect, the predetermined angle is decreased when the angular position of the crank arm, at which the manual driving force becomes less than or equal to the predetermined threshold, moves away from the top or bottom dead center. The predetermined angle is also increased when the angular position of the crank arm approaches the top or bottom dead center.This reduces situations where the motor stops even though motor assistance is needed when the crank arm is at top or bottom dead center.

[0015] According to a further preferred aspect of the present invention, the bicycle control is designed such that the predetermined angle is gradually decreased as the angular position of the crank arm, at which the manual driving force becomes less than or equal to the predetermined threshold, moves away from the top or bottom dead center, and the predetermined angle is gradually increased as the angular position of the crank arm, at which the manual driving force becomes less than or equal to the predetermined threshold, approaches the top or bottom dead center. With the bicycle control according to this aspect, the predetermined angle is gradually decreased as the angular position of the crank arm, at which the manual driving force becomes less than or equal to the predetermined threshold, moves away from the top or bottom dead center.The predetermined angle is also gradually increased as the angular position of the crank arm approaches top or bottom dead center. This reduces the amount of information required for control.

[0016] According to a further preferred aspect of the present invention, the bicycle control unit is designed such that the control unit corrects the relationship between the angular position of the crank arm, relative to the bicycle frame, and the top or bottom dead center of the crank arm based on the bicycle's lean angle. In the bicycle control unit according to this aspect, the top and bottom dead centers of the crank have angular positions relative to the frame that differ depending on whether the bicycle is traveling on a level road surface or uphill or downhill. The bicycle control unit according to this aspect corrects the relationship between the angular position of the crank arm, relative to the frame, and the top or bottom dead center of the crank arm based on the bicycle's lean angle.Thus, the motor can be stopped appropriately based on a comparison between the angular position of the crank arm and the predetermined angle.

[0017] According to a further preferred aspect of the present invention, the bicycle control unit also includes an inclination detector that detects the inclination angle of the bicycle. With the bicycle control unit according to this aspect, since the bicycle control unit includes the inclination detector that detects the inclination angle of the bicycle, the inclination angle can be accurately obtained.

[0018] According to a further preferred aspect of the present invention, the bicycle control unit is designed such that the control unit changes the predetermined angle according to the rotational speed of the crank. With the bicycle control unit according to this aspect, since the predetermined angle is changed according to the rotational speed of the crank, the timing for stopping the motor can be varied according to the riding condition of the bicycle.

[0019] According to a further preferred aspect of the invention, the bicycle control is designed such that the predetermined angle is reduced as the crank rotation speed increases. With the bicycle control according to this aspect, since the predetermined angle is reduced as the crank rotation speed increases, the assistance can be stopped even more quickly when pedaling stops at a high crank rotation speed.

[0020] According to a further preferred aspect of the present invention, the bicycle control unit is designed such that, when the manual driving force decreases, the control unit changes the response speed of the motor in relation to a change in the manual driving force according to the rate at which the cranks decelerate. With the bicycle control unit according to this aspect, when the manual driving force decreases, the response speed of the motor is changed in relation to the change in the manual driving force according to the rate at which the cranks decelerate. Thus, the assistance force can be changed according to the rate at which the cranks decelerate.

[0021] According to a further preferred aspect of the present invention, the bicycle control unit is configured such that the control unit increases the motor's response speed to a change in manual drive force when the rate of deceleration of the crank increases. With the bicycle control unit according to this aspect, since the control unit increases the motor's response speed to a change in manual drive force when the rate of deceleration of the crank increases when the manual drive force is reduced to or below the predetermined threshold, the auxiliary force can be reduced before the crank is rotated by the predetermined angle or more. This allows the change in the auxiliary force to be reduced when the auxiliary force is switched from an application state to a non-application state.

[0022] According to a further preferred aspect of the present invention, the bicycle control is designed such that the control unit stops the motor when the crank rotation speed is less than or equal to a predetermined speed. With the bicycle control according to this aspect, since the motor is stopped quickly when the crank rotation speed is less than or equal to a predetermined speed, the motor can also be stopped quickly even if the crank rotation stops at less than the predetermined angle when the manual driving force becomes less than or equal to the predetermined threshold.

[0023] According to a further preferred aspect of the present invention, the bicycle controller further comprises a speed detector that detects the rotational speed of the crank. With the bicycle controller according to this aspect, since the bicycle controller includes the speed detector that detects the rotational speed of the crank, the rotational speed of the crank can be accurately obtained.

[0024] According to a further preferred aspect of the present invention, the bicycle controller further comprises a crank sensor that outputs the angle information. With the bicycle controller according to this aspect, since the bicycle controller contains the crank sensor, the angle information relating to the angle of the crank can be obtained accurately.

[0025] According to the present invention, a bicycle control method controls a motor that assists the pedaling of a bicycle based on the manual driving force and angular information relating to an angle of a crank of the bicycle. The bicycle control method includes stopping the motor when the crank is rotated by a predetermined angle or more, when the manual driving force is less than or equal to a predetermined threshold, while the motor is being driven.

[0026] With the bicycle control method according to the present invention, the motor is stopped when the crank is rotated by a predetermined angle or more, provided the manual driving force is less than or equal to the predetermined threshold while the motor is being driven. This reduces the time it takes for the manual driving force to fall below or equal to the predetermined threshold before the motor stops when the crank speed increases. Consequently, the distance the bicycle travels before the motor stops is reduced, even though pedaling stops when the crank speed is high.

[0027] Accordingly, with the bicycle control and bicycle control method according to the present invention, the distance traveled by the bicycle before the motor is stopped is reduced, irrespective of the fact that pedaling is stopped when the rotational speed of the crank is high.

[0028] Exemplary embodiments of the present invention are described in detail below with reference to the accompanying drawings, wherein Fig. 1 a block diagram according to the electrical structure of a bicycle which includes a bicycle control unit according to a first embodiment; Fig. 2 A flowchart according to a first process for stopping support, which is carried out by a control unit, shown in Fig. 1, is executed; Fig. 3 a flowchart according to a second process for stopping support, which is executed by the control unit; Fig. 4 is a map that shows the angular position of a crank arm in conjunction with a predetermined angle; Fig. 5 a flowchart according to a third process for stopping support, which is executed by the control unit; Fig. 6 is a graphical representation showing the relationship between manual driving force and the angular position of the crank arm; Fig. 7A to 7C are graphical representations according to the relationship between manual drive force and the angular position of the crank arm according to the inclination angles in a bicycle steering system according to a second embodiment; Fig. 8 a card according to the angle of inclination in conjunction with an advance amount and a delay amount; Fig. 9 a graphical representation according to the relationship between the basic driving assistance force and time in a bicycle control system according to a third embodiment; Fig. 10 a graphical representation according to the relationship between the driving assistance force and time; Fig. 11 is a map showing the slowing down of the crank in conjunction with a time constant; Fig. 12 a graphical representation according to changes in the response speed of the motor and the driving assistance force with respect to time; Fig. 13 a map according to the rotational speed of the crank in conjunction with the correction value of the predetermined angle in a bicycle steering system according to a fourth embodiment; and Fig. 14 a map according to the angular position of the crank arm in conjunction with the predetermined angle in a modified example of a bicycle steering system.

[0029] Now, a first embodiment of a bicycle control system 10 is presented with reference to the Fig. 1 to 6 described.

[0030] As in Fig. As shown in Figure 1, a bicycle controller 10 includes a control unit 12. The bicycle controller 10 is installed on a bicycle (not shown). The bicycle includes a drive unit 20, a torque sensor 30, a crank sensor 32, a speed detector 34, an inclination detector 38, a battery 40, and a crank 50. The crank 50 includes crank arms 54. Preferably, the crank 50 also includes a crankshaft 52 and pedals 56.

[0031] A driver circuit 22 of the drive unit 20, the torque sensor 30, the crank sensor 32, the speed detector 34, a vehicle speed sensor 36, and the tilt detector 38 are connected to the control unit 12 to enable wired or wireless communication with the control unit 12. The battery 40 is electrically connected to the control unit 12 and the driver circuit 22. The battery 40 is, for example, mounted on the bicycle frame. The bicycle frame can include at least one rear rack and one front rack. If the torque sensor 30, the crank sensor 32, the speed detector 34, the vehicle speed sensor 36, and the tilt detector 38 are connected to the control unit 12 via wires, the control unit 12 can supply power to the components. Alternatively, the battery 40 can supply power to the components directly.If the torque sensor 30, the crank sensor 32, the speed detector 34, the vehicle speed sensor 36, and the tilt detector 38 are connected to the control unit 12 via wireless communication, the torque sensor 30, the crank sensor 32, the speed detector 34, the vehicle speed sensor 36, and the tilt detector 38 each contain a power source. Examples of the power source include a rechargeable battery and a generator.

[0032] The drive unit 20 contains a motor 24 that assists the bicycle's pedaling. The control unit 12 controls the motor 24 based on angular information relating to the angle of the bicycle's crank and the manual driving force applied to the bicycle. The control unit 12 contains an arithmetic logic unit (ALU) and memory. The ALU, which may contain a central processing unit (CPU) or a microprocessor unit (MPU), executes predefined control programs. The memory stores information used for various types of control programs and control processes. The memory may include, for example, read / write memory (RAM) and read-only memory (ROM). The memory may be separate from the control unit 12. The control unit 12 may be located within the drive unit 20 or separately from the drive unit 20.The control unit 12 can contain one or more arithmetic units and memories. For example, if the control unit 12 contains multiple arithmetic units and memories, the drive unit 20 and other components can each contain an arithmetic unit and a memory corresponding to those in the control unit 12. The control unit 12 can contain general circuitry such as an input interface circuit and an output interface circuit.

[0033] The drive unit 20 comprises the driver circuit 22 and the motor 24. The driver circuit 22 controls the power supplied to the motor 24 by the battery 40. The motor 24 assists the pedaling of the bicycle. The motor 24 assists the manual driving force supplied to the bicycle. The motor 24 comprises an electric motor. The motor 24 is connected to a power transmission path that runs from the crankshaft 52 to a rear sprocket of the bicycle. Preferably, the motor 24 is connected to a power transmission path that runs from the crankshaft 52 to a front sprocket. The drive unit 20 may include a reduction gear that reduces the rotational speed generated by the motor 24. The drive unit 20 may be contained in a front wheel hub or a rear wheel hub. In this case, the motor 24 is connected to a hub sleeve of the front wheel hub or the rear wheel hub.

[0034] The bicycle control unit 10 contains the torque sensor 30, the crank sensor 32, the speed detector 34 and the inclination detector 38.

[0035] The torque sensor 30 outputs a signal corresponding to the manual driving force. The torque sensor 30 detects the manual driving force applied to the crank 50 or the pedals 56. The torque sensor 30 includes, for example, at least one strain sensor, one magnetostriction sensor, one optical sensor, and one pressure sensor. The control unit 12 calculates the manual driving force per unit of time (hereinafter referred to as "the manual driving force TH") based on the output of the torque sensor 30.

[0036] The crank sensor 32 outputs angular information relating to the angle of the bicycle's crank 50. This angular information includes details relating to the angular positions of the crank arms 54. The crank sensor 32 is coupled to the drive unit 20. The crank sensor 32 comprises a first element 32A, which detects the magnetic field of a first magnet 58, and a second element 32B, which outputs a signal corresponding to the positional relationship between the second element 32B and a second magnet 60. The first magnet 58 is arranged coaxially with the crank shaft 52 or the crank arms 54. The first magnet 58 is ring-shaped and has different magnetic poles arranged alternately around its circumference. The first element 32A outputs a signal corresponding to the rotational angle of the crank arms 54 relative to the frame.During a single rotation of the crank arms 54, the first element 32A outputs a signal where a single cycle corresponds to an angle obtained by dividing 360° by the number of magnetic poles with the same polarity. The minimum angular position of the crank arm 54 detectable by the crank sensor 32 is less than or equal to 180°. The minimum value is preferably 15° and more preferably 6°. The second magnet 60 is arranged on the crankshaft 52 or on one of the crank arms 54. The second element 32B detects a reference position of the crank arms 54 relative to the frame (e.g., top dead center or bottom dead center of the crank arms 54). The second element 32B outputs a signal that corresponds to a single rotation of the crank arms 54 in a single cycle.The control unit 12 defines the angular position of the crank arm 54 relative to the frame based on the signals from the first element 32A and the second element 32B. The first element 32A contains a magnetic contact forming a reed switch or a Hall effect sensor. The second element 32B contains either a magnetic contact or a Hall effect sensor.

[0037] The crank sensor 32 can include a third element, which detects the intensity of the magnetic field, instead of the first element 32A and the second element 32B. Furthermore, a ring magnet, whose magnetic field intensity varies in the circumferential direction, is arranged on the crankshaft 52 or the crank arms 54.

[0038] The third element outputs a signal corresponding to the intensity of the magnet's magnetic field. The control unit 12 can define the angular position of the crank arm 54 relative to the frame based on the output of the third element. In this case, the memory of the control unit 12 stores the signal output by the third element at the reference position of the crank arms 54 relative to the frame. The third element contains a Hall effect sensor or a magnetoresistive (MR) sensor.

[0039] The speed detector 34 can be arranged in the drive unit 20 or separately from the drive unit 20. The speed detector 34 detects the rotational speed of the crank 50 (hereinafter referred to as "the rotational speed VC of the crank 50") based on the output of the crank sensor 32. The speed detector 34 can be contained in the control unit 12. The speed detector 34 detects the rotational speed VC of the crank 50 based on the output of the crank sensor 32. The speed detector 34 detects the rotational speed VC of the crank 50 based on a signal output by at least one of the first element 32A and the second element 32B, or a signal output by the third element.

[0040] The vehicle speed sensor 36 is coupled to a lower rear stay of the bicycle. The vehicle speed sensor 36 transmits a value to the control unit 12 corresponding to a change in position relative to a magnet attached to a spoke of the rear wheel. Preferably, the vehicle speed sensor 36 includes a magnetic contact forming a reed switch or a Hall effect sensor. The control unit 12 calculates the distance traveled per unit of time (hereinafter referred to as "the vehicle speed VS") based on the output of the vehicle speed sensor 36 and the circumference of the rear wheel, which has been pre-stored in memory. The vehicle speed sensor 36 can also be coupled to a front fork. In this case, the magnet is attached to a spoke of the front wheel. The vehicle speed sensor 36 can also include a global positioning system (GPS) receiver.If the vehicle speed sensor 36 contains a GPS receiver, the vehicle speed VS is calculated based on position data received from the GPS receiver and map data stored in the memory.

[0041] The tilt detector 38 is coupled to the bicycle frame. The tilt detector 38 detects the tilt angle of the bicycle. The tilt detector 38 includes a three-axis gyroscope 38A and a three-axis accelerometer 38B. The output of the tilt detector 38 contains information about the position angle with respect to each of the three axes and the acceleration rate with respect to each of the three axes. The position angles with respect to the three axes are a pitch angle DA, a roll angle DB, and a yaw angle DC. Preferably, the three axes of the gyroscope 38A coincide with the three axes of the accelerometer 38B. Preferably, the tilt detector 38 is coupled to the bicycle such that the direction in which the axis of the pitch angle DA runs is essentially the same as the lateral direction of the bicycle. The tilt detector 38 can be coupled to the front fork, a handlebar or the drive unit 20.The tilt detector 38 can contain a single-axis accelerometer.

[0042] The control unit 12 receives information relating to the bicycle's tilt angle from the tilt detector 38, which detects the bicycle's tilt angle in the forward-backward direction. For example, the control unit 12 calculates the bicycle's tilt angle D based on the output of the tilt detector 38. The tilt angle D is the angle of the bicycle tilted in the forward-backward direction around the axis running laterally along the bicycle. More specifically, the tilt angle D is the pitch angle DA. The tilt angle D is set to 0° when the bicycle is in a horizontal position. Thus, the tilt angle D correlates with the gradient of the road surface on which the bicycle is traveling.

[0043] The control unit 12 controls the motor 24 based on the manual drive force TH and the vehicle speed VS. The control unit 12 calculates the drive assistance force PX, which is X times the manual drive force TH, where X is a real number, as the basic drive assistance force PA. The control unit 12 controls the motor 24 such that the torque exerted on the power transmission path by the drive unit 20 is X times the torque exerted on the power transmission path by the manual drive force TH.

[0044] The control unit 12 executes a first support-stopping process, a second support-stopping process, and a third support-stopping process. The control unit 12 executes each support-stopping process in a predetermined cycle while the motor 24 is driven. The support-stopping process can be executed at the same or different intervals.

[0045] In the first process for stopping the assistance, the control unit 12 stops the auxiliary motor 24 based on the vehicle speed VS. In the second process for stopping the assistance, the control unit 12 stops the auxiliary motor 24 based on the rotational speed VC of the crank 50. In the third process for stopping the assistance, the control unit 12 stops the auxiliary motor 24 based on the manual drive force TH and the angular position of the crank 50.

[0046] The procedures for the first process, which stops the assistance, are now described. In the following description, components of the bicycle, serving as references, represent the corresponding components of the [unclear - possibly "bike" or "bike"]. Fig. 1 bicycle shown.

[0047] In step S11, the control unit 12 determines whether the vehicle speed VS is greater than or equal to a predetermined vehicle speed VL. The predetermined vehicle speed VL is, for example, 25 km / h. If the control unit 12 determines that the vehicle speed VS is greater than or equal to the predetermined vehicle speed VL, the control unit 12 proceeds to step S12 and stops the motor 24. If the control unit 12 determines that the vehicle speed VS is less than the predetermined vehicle speed VL, the control unit 12 temporarily terminates the process.

[0048] Now, the process and procedures of the second process for stopping support will be described with reference to Fig. 3 described.

[0049] If the rotational speed VC of the crank 50 is less than or equal to a predetermined speed XV, the control unit 12 stops the motor 24. More specifically, in step S21, the control unit 12 determines whether the rotational speed VC of the crank 50 is less than or equal to the predetermined speed XV. The predetermined speed XV is, for example, 10 rpm or 5 rpm. If the control unit 12 determines that the rotational speed VC of the crank 50 is less than or equal to the predetermined speed XV, the control unit 12 proceeds to step S22 and stops the motor 24. If the control unit 12 determines that the rotational speed VC of the crank 50 is greater than the predetermined speed XV, the control unit 12 temporarily terminates the process.

[0050] Now the third process to stop support is underway, with reference to the Fig. 4 to 6 described.

[0051] The third process for stopping the assistance is a bicycle control procedure that stops the motor 24 when the crank 50 is rotated by a predetermined angle XA or more, when the manual drive force TH is less than or equal to a predetermined threshold XT while the motor 24 is being driven.

[0052] In other words, if the manual driving force TH is less than or equal to the predetermined threshold XT while the motor 24 is being driven, when the crank 50 is rotated by the predetermined angle XA or more, the control unit 12 stops the motor 24. More specifically, if the manual driving force TH is less than or equal to the predetermined threshold XT while the motor 24 is being driven, when the control unit 12 determines that the crank 50 has been rotated by the predetermined angle XA or more, based on angle information relating to the angle of the crank 50, the control unit 12 stops the motor 24. The control unit 12 changes the predetermined angle XA according to the angular position of the crank arm 54 at which the manual driving force TH becomes less than or equal to the predetermined threshold XT.Although the threshold value XT is preferably 0 Nm, the threshold value XT is set to a range of, for example, 3 to 5 Nm, taking into account fluctuations in the output of the torque sensor 30.

[0053] The control unit 12 has information showing the relationship between the predetermined angle XA and the angular position of the crank arm 54 at which the manual driving force TH becomes less than or equal to the predetermined threshold XT. Since the phases of the right and left crank arms 54 differ by 180°, the control unit 12 only needs information showing the relationship between the predetermined angle XA and the angular position of the right or left crank arm 54. The information can be stored in memory as a map like the one in Fig. 4 shown or a function is stored. Compared to a state in which the manual driving force TH becomes less than or equal to the predetermined threshold XT, under the condition that the crank arms 54 are in a first region R1, which contains the top dead center, and a second region R2, which contains the bottom dead center, the predetermined angle XA is smaller when the manual driving force TH becomes less than or equal to the predetermined threshold XT, under the condition that the crank arms 54 are in a third region R3, which contains a position rotated 90° from the top dead center, and a fourth region R4, which contains a position rotated 90° from the bottom dead center.The predetermined angle XA is decreased when the angular position of each crank arm 54, at which the manual driving force TH becomes less than or equal to the predetermined threshold XT, moves further away from the top or bottom dead center, and increased when the angular position of the crank arm 54 approaches the top or bottom dead center.

[0054] Top dead center is the angular position of each crank arm 54 where the distal end of the crank arm 54 is at its highest position in the vertical direction. Bottom dead center is the angular position of the crank arm 54 where the distal end of the crank arm 54 is at its lowest position in the vertical direction. The first range R1, for example, is a range from top dead center up to 10° in a first direction of rotation of the crank arms 54 and 10° in a second direction of rotation that is opposite to the first direction of rotation of the crank arms 54. The second area R2, for example, is an area from the bottom dead center up to 10° in the first direction of rotation of the crank arms 54 and 10° in the second direction of rotation of the crank arms 54. The third area R3, for example, is an area from the position rotated 90° from the top dead center up to 10° in the first direction of rotation of the crank arms 54 and 10° in the second direction of rotation of the crank arms 54.The fourth area R4, for example, is an area from the position rotated by 90° from the bottom dead center up to 10° in the first direction of rotation of the crank arms 54 and 10° in the second direction of rotation of the crank arms 54.

[0055] The procedures of the third process for stopping support are now described with reference to Fig. 5 described.

[0056] In step S31, the control unit 12 determines whether the manual drive force TH is less than or equal to the predetermined threshold XT. If the control unit 12 determines that the manual drive force TH is greater than the predetermined threshold XT, it temporarily terminates the process. If the control unit 12 determines that the manual drive force TH is less than or equal to the predetermined threshold XT, it proceeds to step S32 and receives the angular position of the crank arm 54. In step S33, the control unit 12 sets the predetermined angle XA. The control unit 12 receives the angular position of the crank arm 54, for example, when it is determined that the manual drive force TH is less than or equal to the predetermined threshold XT. Then, the control unit 12 uses the information provided in Fig. 4 Card shown for setting the predetermined angle XA according to the angular position of the crank arm 54 obtained in step S32.

[0057] In step S34, the control unit 12 calculates the angle rotated from the angular position of the crank arm 54. In step S35, the control unit 12 determines whether the rotated angle of the crank arms 54 is greater than or equal to the predetermined angle XA. If the control unit 12 determines that the rotated angle of the crank arms 54 is greater than or equal to the predetermined angle XA, the control unit 12 proceeds to step S36 and stops the motor 24.

[0058] If the control unit 12 determines that the rotated angle of the crank arms 54 is less than the predetermined angle XA, the control unit 12 proceeds to step S37 and determines whether the manual drive force TH is less than or equal to the predetermined threshold XT. If the manual drive force TH is less than or equal to the predetermined threshold XT, the control unit 12 proceeds again to step S34 to calculate the rotated angle of the crank arms 54. If the manual drive force TH is greater than the predetermined threshold XT, the control unit 12 temporarily terminates the process. If the motor 24 is stopped in the first or second process for stopping the assistance, the control unit 12 temporarily terminates the third process for stopping the assistance.

[0059] Fig. Figure 6 is a graphical representation showing an example of the relationship between the manual driving force TH and the angular position of the crank arm 54 when the third process to stop the support is performed.

[0060] When the crank arms 54 are rotated from top or bottom dead center in the first direction of rotation to move the bicycle, the manual driving force TH increases when one of the crank arms 54 is rotated from the angular position of 0°. If the angular position of the crank arm 54 exceeds 90°, the manual driving force TH begins to decrease. At angular position A1 of the crank arm 54, the manual driving force TH becomes less than or equal to the predetermined threshold value XT. At this point, the control unit 12 sets the predetermined angle XA according to the angular position A1 of the crank arm 54 using the Fig. 4 shown card.

[0061] If the angular position of the crank arm 54 exceeds 180°, the manual driving force TH begins to increase. At angular position A2 of the crank arm 54, the manual driving force TH exceeds the predetermined threshold XT. At this point, the control unit 12 calculates the angle of rotation between angular position A1 and angular position A2 of the crank arm 54 and determines whether the angle of rotation is greater than or equal to the predetermined angle XA. Here, the angle of rotation is less than the predetermined angle XA. Thus, the motor 24 continues to be driven.

[0062] If the angular position of the crank arm 54 exceeds 270°, the manual drive force TH begins to decrease. At angular position A3 of the crank arm 54, the manual drive force TH becomes less than or equal to the predetermined threshold value XT. At this point, the control unit 12 sets the predetermined angle XA according to the angular position A3 of the crank arm 54 using the Fig. The diagram shown in Figure 4. The angular position A3 of the crank arm 54 with respect to top and bottom dead center corresponds to the angular position A1 of the crank arm 54 with respect to top and bottom dead center. Thus, the angle XA is set to be the same as the predetermined angle XA that was set for the angular position A1 of the crank arm 54.

[0063] If the angular position of the crank arm 54 exceeds 360° (0°), the manual driving force TH begins to increase. However, the rate of increase is small. At an angular position A4, obtained by adding the predetermined angle XA to the angular position A3 of the crank arm 54, the manual driving force TH is also less than or equal to the predetermined threshold XT. More specifically, if the manual driving force TH is less than or equal to the predetermined threshold XT, the rotated angle of the crank arm 54 is greater than or equal to the predetermined angle XA. At this point, the control unit 12 stops the motor 24.

[0064] Although this in Fig. As not shown in Figure 6, when the rider begins pedaling to move the bicycle, the bicycle may move forward relative to the rider's pedaling. Thus, the manual driving force TH is less than or equal to the predetermined threshold XT. In this case, if the control unit 12 determines that the crank arms 54 are to be rotated by the predetermined angle XA or more when the manual driving force TH is less than or equal to the predetermined threshold XT, the control unit 12 stops the motor 24. This prevents sudden movement of the bicycle.

[0065] Furthermore, if the rider's feet are not on the pedals 56, the crank arms 54 can be rotated by the motor 24. Since the feet are not on the pedals 56, the crank arms 54 are rotated when the manual drive force TH is less than or equal to the predetermined threshold XT. Thus, if the control unit 12 determines that the crank arms 54 have been rotated by the predetermined angle XA or more, the control unit 12 stops the motor 24. This limits the continuation of the auxiliary steering when the rider's feet are not on the pedals 56.

[0066] Now a second embodiment of the bicycle control 10 is described with reference to the Fig. 7 and Fig. 8 described.

[0067] If the rider rides the bicycle on a level road surface with an inclination angle D of 0°, the manual driving force TH is minimal at the top and bottom dead centers and maximum at positions separated by 90° from the top and bottom dead centers.

[0068] If the rider is cycling uphill where the incline angle D is greater than 0°, the manual driving force TH is minimal at a given point after both the top and bottom dead centers of the level road surface, that is, when the angular position of the crank arm 54 is 0° + |RX|° and 180° + |RX|°. Here, RX is the angular difference between the top or bottom dead center of the level road surface and the angular position of the crank arm 54 at which the manual driving force TH is minimal.

[0069] If the rider is riding the bicycle on a slope where the incline angle D is less than 0°, the manual driving force TH is minimal at a stroke before both the top and bottom dead center of the level road surface, that is, when the angular position of the crank arm is 54 0°- |RX| ° and 180°-|RX| °.

[0070] The angle difference RX is essentially equal to the inclination angle D. If the inclination angle D is greater than 0°, the angle difference RX has a positive value. If the inclination angle D is less than 0°, the angle difference RX has a negative value. More specifically, if the crank arms 54 run perpendicular to the road surface of an incline and a decline, the manual driving force TH is minimal.

[0071] As described above, the angular position of the crank arm 54 at which the manual driving force TH is minimal differs depending on the inclination angle D. Thus, the control unit 12 corrects the corresponding relationship between the angular position of the crank arm 54 relative to the bicycle frame and the top or bottom dead center of the crank arm 54 based on the bicycle's inclination angle D. The control unit 12 contains information showing the relationship between the bicycle's inclination angle D and the angle difference RX. This information can be stored in memory as a map, as shown in Fig. 8 shown, or a function can be stored. As shown in the diagram, for an incline angle D greater than 0°, indicating an incline, the control unit 12 advances the reference angle position of the crank arm 54 from an incline angle D of 0°. For an incline angle D less than 0°, indicating a decline, the control unit 12 retards the reference angle position of the crank arm 54 from an incline angle D of 0°. In a range where the incline angle D is greater than 0°, the advance amount is increased as the incline angle D increases. In a range where the incline angle D is less than 0°, the retard amount is increased as the incline angle D decreases.

[0072] In the third process for stopping the assistance, the control unit 12 corrects the angular position of the crank arm 54 at which the manual driving force TH becomes less than or equal to the predetermined threshold XT, based on the inclination angle D of the bicycle. If the inclination angle D is greater than 0°, the control unit 12 sets a value that, starting from the angular position of the crank arm 54 obtained from the crank sensor 32, is advanced by the angle difference RX, which corresponds to the inclination angle D, to the angular position of the crank arm 54 at which the manual driving force TH becomes less than or equal to the predetermined threshold XT.If the inclination angle D is less than 0°, the control unit 12 sets a value that is delayed from the angular position of the crank arm 54 obtained from the crank sensor 32 by the angle difference RX, which corresponds to the inclination angle D, to the angular position of the crank arm 54 at which the manual drive force TH is less than or equal to the predetermined threshold XT. The control unit 12 calculates the predetermined angle XA from the Fig. 4 shown map based on the angular position of the crank arm 54, which was corrected based on the inclination angle D.

[0073] Now a third embodiment of the bicycle control 10 is described with reference to the Fig. Described in sections 9 to 12.

[0074] If the manual drive force TH is reduced, the control unit 12 controls the drive assistance force PX in such a way that a reduction in the drive assistance force PX is delayed relative to the reduction in the manual drive force TH. In other words, the control unit 12 reduces the response speed of the drive assistance force PX in relation to a change in the reduction of the manual drive force TH. The control unit 12 generally controls the motor 24 so that the basic drive assistance force PA, which is set according to the manual drive force TH, is output as the drive assistance force PX. If the manual drive force TH is reduced, the control unit 12 corrects the basic drive assistance force PA and controls the motor 24 so that the corrected basic drive assistance force PA is output as the drive assistance force PX.The corrected basic driving assistance force PA is greater than or equal to the uncorrected basic driving assistance force PA. The control unit 12 performs this correction process using, for example, a low-pass filter or a moving average filter. The basic driving assistance force PA and the driving assistance force PX, which are set according to the manual drive force TH, and changes in the basic driving assistance force PA and the driving assistance force PX over time are now described.

[0075] As in Fig. As shown in Figure 9, the basic driving assistance force PA, which is X times the manual driving force TH, is minimal when the crank arms 54 are at top dead center and bottom dead center, and maximum when the crank arms 54 are in positions rotated 90° from top dead center and bottom dead center.

[0076] The control unit 12 controls the motor 24 so that the basic driving assistance force PA is output as the driving assistance force PX. If the manual drive force TH is reduced, the control unit 12 corrects the basic driving assistance force PA and controls the motor 24 so that the corrected basic driving assistance force PA is output as the driving assistance force PX.

[0077] As in Fig. As shown in Figure 10, the delay occurs at time t2, which follows time t1, when the basic driving assistance force PA reaches its maximum value, when the control unit 12 determines that the manual driving force TH has been reduced, and the control unit 12 determines the reduction of the driving assistance force PX (solid lines in Figure 10). Fig. 10) with respect to the reduction of the manual driving force TH. Specifically, the control unit 12 corrects the basic driving assistance force PA using a first-order low-pass filter and adjusts the driving assistance force PX to the corrected basic driving assistance force PA. If the control unit 12 corrects the basic driving assistance force PA using the first-order low-pass filter in this way, the reduction of the driving assistance force PX with respect to the reduction of the manual driving force TH is delayed. The imaginary lines in Fig. Figure 10 shows the basic driving assistance force PA.

[0078] If control unit 12 starts the process of correcting the basic driving assistance force PA, it continues the correction process of the basic driving assistance force PA while the corrected driving assistance force PX is greater than the uncorrected basic driving assistance force PA. Specifically, from time t2 to time t3 in Fig. Control unit 12 continues the correction process of the basic driving assistance force PA. At time t3, if the uncorrected basic driving assistance force PA is greater than or equal to the corrected basic driving assistance force PA, control unit 12 stops the correction process.

[0079] Furthermore, when the manual driving force TH decreases, the control unit 12 changes the response speed of the motor 24 in relation to the change in the manual driving force TH based on the deceleration rate of the crank 50. More specifically, when the manual driving force TH decreases, the control unit 12 controls the delay of the reduction of the drive assistance force PX in relation to the reduction of the manual driving force TH according to the deceleration rate of the crank 50.

[0080] Specifically, the control unit 12 calculates the deceleration rate of the crank 50 from the output of the crank sensor 32. The speed detector 34 can calculate the deceleration rate of the crank 50 and transmit it to the control unit 12. The control unit 12 sets the time constant of the first-order low-pass filter to a time constant corresponding to the deceleration rate of the crank 50. If the time constant decreases, the response speed of the motor 24 is accelerated when the manual driving force TH is reduced. If the time constant increases, the response speed of the motor 24 is delayed when the manual driving force TH is reduced. If the deceleration rate of the crank 50 is increased, the control unit 12 increases the response speed of the motor 24 in relation to the change in the manual driving force TH.The control unit 12 decreases the time constant when the deceleration rate of the crank 50 is increased, and increases the time constant when the deceleration rate of the crank 50 is decreased.

[0081] For example, control unit 12 contains a time constant map, shown in Fig. 11, and sets the time constant based on the time constant map. The time constant map contains information according to which the time constant is related to the deceleration rate of the crank 50. The time constant decreases when the deceleration rate of the crank 50 increases. Furthermore, if the deceleration rate of the crank 50 is greater than or equal to a predetermined value DX, the time constant is considered to be a minimum constant value. Instead of using the time constant map, the control unit 12 can use a predetermined formula to calculate the time constant according to the deceleration rate of the crank 50.

[0082] In the time constant map, the relationship between the time constant and the deceleration rate of the crank 50 can be represented as a linear function, as with the line L11 from Fig. 11 specified, or functions of the Nth degree, as with the lines L12, L13 of Fig. 11, can be expressed. Alternatively, as with line L14 from Fig. 11. If the deceleration rate of the crank is 50, the predetermined value DX, and the time constant has a numerical value greater than the minimum value, as shown in... Fig. As shown in Figure 11 with lines L11 to L14, the time constant map can be set so that the time constant changes continuously according to changes in the deceleration rate of crank 50. Alternatively, as shown in Fig. Figure 11, with line L15, shows that the time constant map is set so that the time constant changes not continuously but in steps according to changes in the deceleration rate of the crank 50. A time constant map, such as the one described above, is determined by experiment or the like. The control unit 12 can contain a plurality of time constant maps, and the time constant maps can be selected using an actuation unit of the bicycle or an external device.

[0083] As in Fig. As shown in section 12, control unit 12 uses the map from Fig. 11 to reduce the time constant when the deceleration rate of the crank increases to 50. Thus, when the deceleration rate of the crank increases to 50, the driving assistance force PX (solid line of Fig. 12) the basic driving assistance force PA (dashed lines in Fig. 12). Consequently, the assist force PX is rapidly reduced when the deceleration rate of the crank 50 increases as the manual drive force TH decreases. This reduces the difference in the output torque TA of the motor 24 when the assist force is switched from an applied state to a non-applied state. Consequently, when the rider reduces the speed of the bicycle to stop, the rider may easily feel a sudden decrease in the output torque TA.

[0084] Now, a fourth embodiment of the bicycle control system 10 is described with reference to Fig. 13 described.

[0085] The control unit 12 modifies the predetermined angle XA according to the rotational speed VC of the crank 50. When the rotational speed VC of the crank 50 is increased, the predetermined angle XA decreases. For example, the control unit 12 corrects the predetermined angle XA so that it decreases when the rotational speed VC of the crank 50 is increased. The control unit 12 has a map of the correction values ​​for the predetermined angle XA and corrects the predetermined angle XA based on this correction map.

[0086] Fig. 13 is a correction card containing information relating to the relationship between the rotational speed VC of the crank 50 and the correction value of the predetermined angle XA. Increasing the rotational speed VC of the crank 50 increases the correction value. Instead of using the correction value card, the control unit 12 can use a predetermined formula to calculate the correction value according to the rotational speed VC of the crank 50. In the correction card, the correction value can be continuously adjusted according to changes in the rotational speed VC of the crank 50, as shown in Fig. 13, shown with a solid line, can be changed. Alternatively, as in Fig. Figure 13 shows with a dotted line that the correction value is not continuously and is changed in steps according to the change in the rotational speed VC of the crank 50.

[0087] When setting the predetermined angle XA (step S33 of Fig. 5) In the third process for stopping support, the control unit 12 uses the correction card from Fig. 13 for correcting the predetermined angle XA. Specifically, the control unit 12 receives the rotational speed VC of the crank 50 and calculates the correction value according to the rotational speed VC of the crank 50 using the correction map of Fig. 13. Then, the control unit 12 calculates a corrected predetermined angle XAC by subtracting the correction value from the predetermined angle XA. The control unit 12 takes over the determination of step S35 from Fig. 5 based on the predetermined angle XAC instead of the predetermined angle XA.

[0088] The above description illustrates embodiments of the bicycle steering system and the bicycle steering method according to the present invention. The bicycle steering system and the bicycle steering method of the present invention can be modified as follows. Furthermore, two or more modified examples can be combined.

[0089] Two or more of the first to fourth embodiments can be combined.

[0090] In the first embodiment, the predetermined angle XA can be gradually decreased as the angular position of each crank arm 54, at which the manual driving force TH becomes less than or equal to the predetermined threshold XT, moves away from the top or bottom dead center. Likewise, the predetermined angle XA can be gradually increased as the angular position of the crank arm 54, at which the manual driving force TH becomes less than or equal to the predetermined threshold XT, approaches the top or bottom dead center. The control unit 12 can, for example, be configured to... Fig. 14 shown in the map, in which the angular position of the crank arm 54 is related to the predetermined angle XA, instead of the one in Fig. Use the map shown in section 4.

[0091] As in Fig. As shown in Figure 14, the predetermined angle XA decreases in three steps when the angular position of the crank arm 54 is moved from 0° towards 90°, and increases in three steps when the angular position of the crank arm 54 is moved from 90° towards 180°. Any number of steps can be set. There can be two steps, four steps, or more.

[0092] In the second embodiment, the Fig. The map shown in Figure 4, in which the angular position of the crank arm 54 is related to the predetermined angle XA, is modified. For example, the control unit 12 pulls the angular position of the crank arm 54 according to the predetermined angle XA, starting from the angular position of the crank arm 54 shown in Figure 4. Fig. 4, based on the inclination angle D, advances or delays this. If the inclination angle D is greater than 0°, the control unit 12 delays the angular position of the crank arm 54 according to the predetermined angle XA starting from the angular position of the crank arm 54, shown in Fig. 4, according to the degree of the inclination angle D. If the inclination angle D is less than 0°, the control unit 12 pulls the angular position of the crank arm 54 according to the predetermined angle XA starting from the angular position of the crank arm 54, shown in Fig. 4, according to the degree of the inclination angle D.

[0093] In the second embodiment, if the inclination angle D is greater than 0°, the angular position of the crank arm 54 can be delayed by an amount that is incrementally increased as the inclination angle D increases. Likewise, if the inclination angle D is less than 0°, the angular position of the crank arm 54 can be advanced by an amount that is incrementally increased as the inclination angle D decreases.

[0094] In each embodiment, the control unit 12 can modify the predetermined threshold value XT of the manual drive force TH according to the user's actions. In this case, the predetermined threshold value XT is modified, for example, by the bicycle's control unit or an external device if the bicycle control unit 10 includes an interface designed for connection to an external computer. Alternatively, the control unit 12 can store a profile of the manual drive force TH when the rider rotates the crank 50 a predetermined number of times and modify the threshold value XT based on this profile.

[0095] In each embodiment, the control unit 12 can receive the tilt angle D from a GPS. The control unit 12 receives information about the tilt angle D from the GPS, for example, via a bicycle computer or a smartphone. The control unit 12 can also receive the tilt angle D through input from an operator.

[0096] The tilt detector 38 can be omitted from the first, third and fourth embodiments of the bicycle control 10.

Claims

[1] Bicycle steering (10), comprising: a control unit (12) that controls a motor (24) that assists the pedaling of a bicycle, based on the manual drive force and angle information relating to an angle of a crank (50) of the bicycle, controls, wherein, if the crank (50) is turned by a predetermined angle or more, if the manual driving force is less than or equal to a predetermined threshold while the motor (24) is being driven, the control unit (12) stops the motor (24). [2] Bicycle control (10) according to claim 1, wherein the crank (50) includes a crank arm (54) and the angle information includes information relating to the angular position of the crank arm (54). [3] Bicycle control (10) according to claim 2, wherein the control unit (12) changes the predetermined angle according to the angular position of the crank arm (54) at which the manual driving force becomes less than or equal to the predetermined threshold. [4] Bicycle steering (10) according to claim 3, wherein, compared with a state in which the manual driving force becomes less than or equal to the predetermined threshold, provided that the crank arm (54) is in a first region containing a top dead center, or a second region containing a bottom dead center, the predetermined angle is smaller when the manual driving force becomes less than or equal to the predetermined threshold, provided that the crank arm (54) is in a third region containing a rotation position where the crank arm (54) is separated from the top dead center by 90°, or a fourth region containing a rotation position where the crank arm (54) is separated from the bottom dead center by 90°. [5] Bicycle control (10) according to claim 3 or 4, wherein the predetermined angle is reduced when the angular position of the crank arm (54), at which the manual driving force becomes less than or equal to the predetermined threshold, moves away from a top or bottom dead center, and the predetermined angle is increased when the angular position of the crank arm (54), at which the manual driving force becomes less than or equal to the predetermined threshold, approaches top dead center or bottom dead center. [6] Bicycle control (10) according to claim 5, wherein the predetermined angle is gradually reduced as the angular position of the crank arm (54), at which the manual driving force becomes less than or equal to the predetermined threshold, moves away from the top or bottom dead center, and the predetermined angle is gradually increased as the angular position of the crank arm (54), at which the manual driving force becomes less than or equal to the predetermined threshold, approaches the top or bottom dead center. [7] Bicycle control (10) according to any one of claims 2 to 6, wherein the control unit (12) corrects a corresponding relationship between the angular position of the crank arm (54), in relation to the frame of the bicycle, and the top or bottom dead center of the crank arm (54) based on the inclination angle of the bicycle. [8] Bicycle control unit (10) according to claim 7, further comprising: a tilt detector (38) that detects the tilt angle of the bicycle. [9] Bicycle control (10) according to claim 1, wherein the control unit (12) changes the predetermined angle according to the rotational speed of the crank (50). [10] Bicycle control (10) according to claim 9, wherein the predetermined angle is reduced when the rotational speed of the crank (50) increases. [11] Bicycle control (10) according to any one of claims 1 to 10, wherein, when the manual driving force decreases, the control unit (12) changes the response speed of the motor (24) in relation to a change in the manual driving force according to the deceleration rate of the crank (50). [12] Bicycle control (10) according to claim 11, wherein the control unit (12) increases the response speed of the motor (24) with respect to a change in the manual drive force when the deceleration rate of the crank (50) increases. [13] Bicycle control (10) according to any one of claims 1 to 12, wherein the control unit (12) stops the motor (24) when the rotational speed of the crank (50) is less than or equal to a predetermined speed. [14] Bicycle control (10) according to any one of claims 9 to 13, further comprising: a speed detector (34) that detects the rotational speed of the crank (50). [15] Bicycle control (10) according to any one of claims 1 to 14, further comprising: a crank sensor (32) that outputs the angle information. [16] Bicycle control method that controls a motor (24) that assists the pedaling of a bicycle based on the manual drive force and angle information relating to an angle of a crank (50) of the bicycle, the bicycle control method comprising: the stopping of the motor (24) when the crank (50) is turned by a predetermined angle or more, when the manual driving force is less than or equal to a predetermined threshold while the motor (24) is being driven.

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