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1.
Greg Atkinson Richard Davison Asker Jeukendrup Louis Passfield 《Journal of sports sciences》2013,31(9):767-787
Abstract In this holistic review of cycling science, the objectives are: (1) to identify the various human and environmental factors that influence cycling power output and velocity; (2) to discuss, with the aid of a schematic model, the often complex interrelationships between these factors; and (3) to suggest future directions for research to help clarify how cycling performance can be optimized, given different race disciplines, environments and riders. Most successful cyclists, irrespective of the race discipline, have a high maximal aerobic power output measured from an incremental test, and an ability to work at relatively high power outputs for long periods. The relationship between these characteristics and inherent physiological factors such as muscle capilliarization and muscle fibre type is complicated by inter-individual differences in selecting cadence for different race conditions. More research is needed on high-class professional riders, since they probably represent the pinnacle of natural selection for, and physiological adaptation to, endurance exercise. Recent advances in mathematical modelling and bicycle-mounted strain gauges, which can measure power directly in races, are starting to help unravel the interrelationships between the various resistive forces on the bicycle (e.g. air and rolling resistance, gravity). Interventions on rider position to optimize aerodynamics should also consider the impact on power output of the rider. All-terrain bicycle (ATB) racing is a neglected discipline in terms of the characterization of power outputs in race conditions and the modelling of the effects of the different design of bicycle frame and components on the magnitude of resistive forces. A direct application of mathematical models of cycling velocity has been in identifying optimal pacing strategies for different race conditions. Such data should, nevertheless, be considered alongside physiological optimization of power output in a race. An even distribution of power output is both physiologically and biophysically optimal for longer ( >4km) time-trials held in conditions of unvarying wind and gradient. For shorter races (e.g. a 1km time-trial), an‘all out’ effort from the start is advised to‘save’ time during the initial phase that contributes most to total race time and to optimize the contribution of kinetic energy to race velocity. From a biophysical standpoint, the optimum pacing strategy for road time-trials may involve increasing power in headwinds and uphill sections and decreasing power in tailwinds and when travelling downhill. More research, using models and direct power measurement, is needed to elucidate fully how much such a pacing strategy might save time in a real race and how much a variable power output can be tolerated by a rider. The cyclist's diet is a multifactorial issue in itself and many researchers have tried to examine aspects of cycling nutrition (e.g. timing, amount, composition) in isolation. Only recently have researchers attempted to analyse interrelationships between dietary factors (e.g. the link between pre-race and in-race dietary effects on performance). The thermal environment is a mediating factor in choice of diet, since there may be competing interests of replacing lost fluid and depleted glycogen during and after a race. Given the prevalence of stage racing in professional cycling, more research into the influence of nutrition on repeated bouts of exercise performance and training is required. 相似文献
2.
Variable versus constant power strategies during cycling time-trials: prediction of time savings using an up-to-date mathematical model 总被引：2，自引：0，他引：2
Swain (1997) employed the mathematical model of Di Prampero et al. (1979) to predict that, for cycling time-trials, the optimal pacing strategy is to vary power in parallel with the changes experienced in gradient and wind speed. We used a more up-to-date mathematical model with validated coefficients (Martin et al., 1998) to quantify the time savings that would result from such optimization of pacing strategy. A hypothetical cyclist (mass = 70 kg) and bicycle (mass = 10 kg) were studied under varying hypothetical wind velocities (-10 to 10 m x s(-1)), gradients (-10 to 10%), and pacing strategies. Mean rider power outputs of 164, 289, and 394 W were chosen to mirror baseline performances studied previously. The three race scenarios were: (i) a 10-km time-trial with alternating 1-km sections of 10% and -10% gradient; (ii) a 40-km time-trial with alternating 5-km sections of 4.4 and -4.4 m x s(-1) wind (Swain, 1997); and (iii) the 40-km time-trial delimited by Jeukendrup and Martin (2001). Varying a mean power of 289 W by +/- 10% during Swain's (1997) hilly and windy courses resulted in time savings of 126 and 51 s, respectively. Time savings for most race scenarios were greater than those suggested by Swain (1997). For a mean power of 289 W over the "standard" 40-km time-trial, a time saving of 26 s was observed with a power variability of 10%. The largest time savings were found for the hypothetical riders with the lowest mean power output who could vary power to the greatest extent. Our findings confirm that time savings are possible in cycling time-trials if the rider varies power in parallel with hill gradient and wind direction. With a more recent mathematical model, we found slightly greater time savings than those reported by Swain (1997). These time savings compared favourably with the predicted benefits of interventions such as altitude training or ingestion of carbohydrate-electrolyte drinks. Nevertheless, the extent to which such power output variations can be tolerated by a cyclist during a time-trial is still unclear. 相似文献
3.
Robert Reed Simon Adrian Jobson Louis Passfield 《European Journal of Sport Science》2016,16(8):903-911
The cadence that maximises power output developed at the crank by an individual cyclist is conventionally determined using a laboratory test. The purpose of this study was two-fold: (i) to show that such a cadence, which we call the optimal cadence, can be determined using power output, heart-rate, and cadence measured in the field and (ii) to describe methodology to do so. For an individual cyclist's sessions, power output is related to cadence and the elicited heart-rate using a non-linear regression model. Optimal cadences are found for two riders (83 and 70 revolutions per minute, respectively); these cadences are similar to the riders’ preferred cadences (82–92?rpm and 65–75?rpm). Power output reduces by approximately 6% for cadences 20?rpm above or below optimum. Our methodology can be used by a rider to determine an optimal cadence without laboratory testing intervention: the rider will need to collect power output, heart-rate, and cadence measurements from training and racing sessions over an extended period (>6 months); ride at a range of cadences within those sessions; and calculate his/her optimal cadence using the methodology described or a software tool that implements it. 相似文献
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In long-distance competitive cycling, efforts to mitigate the effects of air resistance can significantly reduce the energy expended by the cyclist. A common method to achieve such reductions is for the riders to cycle in one large group, known as the peloton. However, to win a race a cyclist must break away from the peloton, losing the advantage of drag reduction and riding solo to cross the finish line ahead of the other riders. If the rider breaks away too soon then fatigue effects due to the extra pedal force required to overcome the additional drag will result in them being caught by the peloton. On the other hand, if the rider breaks away too late then they will not maximize their time advantage over the main field. In this paper, we derive a mathematical model for the motion of the peloton and breakaway rider and use asymptotic analysis techniques to derive analytical solutions for their behaviour. The results are used to predict the optimum time for a rider to break away that maximizes the finish time ahead of the peloton for a given course profile and rider statistics. 相似文献
7.
Marc S. Wells 《European Journal of Sport Science》2016,16(8):912-918
It has previously been shown that cyclists are unable to maintain a constant power output during cycle time-trials on hilly courses. The purpose of the present study is therefore to quantify these effects of power variation using a mathematical model of cycling performance. A hypothetical cyclist (body mass: 70?kg, bicycle mass: 10?kg) was studied using a mathematical model of cycling, which included the effects of acceleration. Performance was modelled over three hypothetical 40-km courses, comprising repeated 2.5-km sections of uphill and downhill with gradients of 1%, 3%, and 6%, respectively. Amplitude (5–15%) and distance (0.31–20.00?km) of variation were modelled over a range of mean power outputs (200–600?W) and compared to sustaining a constant power. Power variation was typically detrimental to performance; these effects were augmented as the amplitude of variation and severity of gradient increased. Varying power every 1.25?km was most detrimental to performance; at a mean power of 200?W, performance was impaired by 43.90?s (±15% variation, 6% gradient). However at the steepest gradients, the effect of power variation was relatively independent of the distance of variation. In contrast, varying power in parallel with changes in gradient improved performance by 188.89?s (±15% variation, 6% gradient) at 200?W. The present data demonstrate that during hilly time-trials, power variation that does not occur in parallel with changes in gradient is detrimental to performance, especially at steeper gradients. These adverse effects are substantially larger than those previously observed during flat, windless time-trials. 相似文献
8.
Franck Di Rienzo Guillaume Martinent Lucie Levêque Tadhg MacIntyre Christian Collet Aymeric Guillot 《Journal of sports sciences》2018,36(3):311-318
The critical importance of the start phase in bicycle motocross (BMX) racing is increasingly acknowledged. Past experiments underlined that the internal lane of the starting gate provides a strong positional advantage. However, how lane position affects start performance and cognitive and somatic state anxiety remains unexplored. We examined the start performance and anxiety responses of youth national-level BMX riders in both experimental and ecological contexts. We used contextualization motor imagery routines to evaluate start performance and state anxiety from the internal and external lanes. Cycle ergometer measures revealed a better start performance from the external lane, but we did not record any lane effect on actual gate start times. Both somatic and cognitive anxiety scores were higher before racing from the internal compared to the external lane. Finally, state anxiety (i.e., somatic anxiety, worry and concentration disruptions) negatively predicted the start performance. Present findings provide original insights on psychological factors involved in BMX start performance, and might contribute to fruitful coping interventions and training programmes in sports overlapping the framework of “handicap races” taking the specific form of positional advantages/disadvantages at the start (e.g., ski/snowboard cross, athletics, swimming, motorsports, etc.). 相似文献
9.
场地自行车运动员在不同场地的骑行功率、阻力、速度和场地条件关系的探讨 总被引：3，自引：0，他引：3
研究自行车运动员在不同场地的骑行功率、阻力、速度及领骑尾随状态与场地条件之间的关系。用 5台德国产自行车数据收集分析系统 (SRM自行车仪 )收集 ,处理在南京、深圳、昆明、秦皇岛、香港、科罗拉多 (美国 )、卡里 (哥伦比亚 )等多个场地训练和比赛的生物力学数据后 ,按照不同场地和不同骑行状态计算在每个外在条件下运动员人车系统的阻力 ,并对其进行ANOVA分析。主要结论 :场地海拔和表面材质与骑行阻力有显著性关系。不论在什么场地骑行 ,领骑阻力与尾随阻力之间存在显著性差异 (P<0 .0 1)。在领骑时 ,阻力与速度有显著性关系(P<0 .0 1) ,而在尾随时阻力与速度没有表现出显著性关系。 相似文献
10.
Jobson SA Nevill AM George SR Jeukendrup AE Passfield L 《Journal of sports sciences》2008,26(12):1269-1278
The aims of this study were to compare the physiological demands of laboratory- and road-based time-trial cycling and to examine the importance of body position during laboratory cycling. Nine male competitive but non-elite cyclists completed two 40.23-km time-trials on an air-braked ergometer (Kingcycle) in the laboratory and one 40.23-km time-trial (RD) on a local road course. One laboratory time-trial was conducted in an aerodynamic position (AP), while the second was conducted in an upright position (UP). Mean performance speed was significantly higher during laboratory trials (UP and AP) compared with the RD trial (P < 0.001). Although there was no difference in power output between the RD and UP trials (P > 0.05), power output was significantly lower during the AP trial than during both the RD (P = 0.013) and UP trials (P = 0.003). Similar correlations were found between AP power output and RD power output (r = 0.85, P = 0.003) and between UP power output and RD power output (r = 0.87, P = 0.003). Despite a significantly lower power output in the laboratory AP condition, these results suggest that body position does not affect the ecological validity of laboratory-based time-trial cycling. 相似文献
11.
The development of peak performances is a main research focus in sports science. It is unclear how many former top junior athletes achieve success in the elite class later. The aim of the present study was to examine the careers of athletes who participated in major junior or adult/elite cycling events using prospective and retrospective analysis of competition results. The official results of major junior (age < or = 18 years) and elite (age > 18 years) cycling races from 1980 to 2004 were analysed. Age-related aspects, career lengths, and success were compared between riders who presented results in both junior and elite races (JUNIOR ELITE) and riders who had no junior race results (ELITE ONLY). Altogether, 27,454 results of 8004 athletes from 108 countries were collected. We found that 29.4% of the elite athletes had participated in junior World Championships, and that 34% of the participants in junior World Championships later participated in major elite competitions. JUNIOR ELITE athletes are significantly more successful in several cycling disciplines and have their first and last elite result at a younger age than ELITE ONLY athletes. No difference was found in career lengths. The data presented here emphasize the importance of long-term training programmes in the development of peak performance in cycling. 相似文献
12.
Although motorcycling performance strongly depends on the characteristics of the motorcycles and capabilities of the riders, little information is available on the physiological profiles of riders. The aim of this study was to evaluate the physical load of official international men's road-race motorcycling competitions. Data were obtained from 34 male riders during the 2005 European Road-Race Motorcycling Championship (categories classified by size of engine: 125 GP, 250 GP, and 600 cc) during free practices, qualifying sessions, and official races. Participants' heart rates were recorded and blood lactate concentrations determined. During races, heart rates were most often above 90% of maximum heart rate (frequency of occurrence: 125 GP = 92.9%, s = 5.3; 250 GP = 93.6%, s = 7.3; 600 cc = 93.2%, s = 10.2). The heart rate distribution during riding showed main effects between phases of competition, engine sizes, and different portions of the race (P < 0.001). No difference was observed between riders on and not on the podium at the end of the race. Peak blood lactate concentrations after the qualifying sessions (5.2 mmol . l(-1), s = 1.2) and official races (6.0 mmol . l(-1), s = 2.1) were higher (P < 0.001) than at baseline. The present results show that road-race motorcycling imposes a high load on the riders, who should possess adequate fitness to maintain high-speed rides and minimize the effects of fatigue during competition. 相似文献
13.
Yorck Olaf Schumacher Roman Mroz Peter Mueller Andreas Schmid Gerta Ruecker 《Journal of sports sciences》2013,31(11):1149-1156
Abstract The development of peak performances is a main research focus in sports science. It is unclear how many former top junior athletes achieve success in the elite class later. The aim of the present study was to examine the careers of athletes who participated in major junior or adult/elite cycling events using prospective and retrospective analysis of competition results. The official results of major junior (age ≤ 18 years) and elite (age > 18 years) cycling races from 1980 to 2004 were analysed. Age-related aspects, career lengths, and success were compared between riders who presented results in both junior and elite races (JUNIOR ELITE) and riders who had no junior race results (ELITE ONLY). Altogether, 27,454 results of 8004 athletes from 108 countries were collected. We found that 29.4% of the elite athletes had participated in junior World Championships, and that 34% of the participants in junior World Championships later participated in major elite competitions. JUNIOR ELITE athletes are significantly more successful in several cycling disciplines and have their first and last elite result at a younger age than ELITE ONLY athletes. No difference was found in career lengths. The data presented here emphasize the importance of long-term training programmes in the development of peak performance in cycling. 相似文献
14.
The understanding and development of cycling aerodynamics 总被引：1，自引：1，他引：0
In elite cycling the resistive force is dominated by aerodynamics. Be it on the roads or in the velodrome, the sport has many
examples where aerodynamics has won and lost races. Since the invention of the bicycle, engineers have strived to improve
performance, often by reducing aerodynamic drag. Over the last 50 years a number of authors have presented their efforts in
journals, books and magazines. This review summarises the publications that show the continued development in the aerodynamics
of cycling. The review concludes by examining the shortcomings of the current understanding and making suggestions for future
research and development. 相似文献
15.
D J Sanderson 《Journal of sports sciences》1991,9(2):191-203
The intent of this study was two-fold. The first aim was to investigate how cyclists orient forces applied by the feet to the pedals in response to varying power output and cadence demands, and the second was to assess whether competitive riders responded differently from recreational riders to such variations. One group consisted of US Cycling Federation category II licensed competitive cyclists (n = 7) and the second group consisted of recreational cyclists with no competitive experience (n = 38). The subjects rode an instrumented stationary 10-speed geared bicycle mounted on a platform designed to provide rolling and inertial resistance for six pedal rate/power output conditions for a minimum of 2 min for each ride. The pedalling rates were 60, 80 and 100 rev min-1 and the power outputs 100 and 235 W. All rides were presented in random order. The forces applied to the pedals, the pedal angle with respect to the crank and the crank angle were recorded for the final 30 s of each ride. From these data, a number of variables were computed including peak normal and tangential forces, crank torque, angular impulse, proportion of resultant force perpendicular to the crank, and pedal angle. Both the competitive and recreational groups responded similarly to increases in cadence and power output. There was a decrease in the peak normal forces, whereas the tangential component remained almost constant as cadence was increased. Regardless of cadence, the riders responded to increased power output demands by increasing the amount of positive angular impulse. All the riders had a reduced index of effectiveness as cadence increased. This was found to be the result of the large effect of the forces during recovery on this calculation. There were no significant differences between the two groups in each of these variables over all conditions. It was concluded that the lack of difference between the groups was a combined consequence of the limited degrees of freedom associated with the bicycle and that the relatively low power output for the competitive riders was insufficient to discriminate or highlight superior riding technique. 相似文献
16.
Abstract Although motorcycling performance strongly depends on the characteristics of the motorcycles and capabilities of the riders, little information is available on the physiological profiles of riders. The aim of this study was to evaluate the physical load of official international men's road-race motorcycling competitions. Data were obtained from 34 male riders during the 2005 European Road-Race Motorcycling Championship (categories classified by size of engine: 125 GP, 250 GP, and 600 cc) during free practices, qualifying sessions, and official races. Participants' heart rates were recorded and blood lactate concentrations determined. During races, heart rates were most often above 90% of maximum heart rate (frequency of occurrence: 125 GP = 92.9%, s = 5.3; 250 GP = 93.6%, s = 7.3; 600 cc = 93.2%, s = 10.2). The heart rate distribution during riding showed main effects between phases of competition, engine sizes, and different portions of the race (P < 0.001). No difference was observed between riders on and not on the podium at the end of the race. Peak blood lactate concentrations after the qualifying sessions (5.2 mmol · l?1, s = 1.2) and official races (6.0 mmol · l?1, s = 2.1) were higher (P < 0.001) than at baseline. The present results show that road-race motorcycling imposes a high load on the riders, who should possess adequate fitness to maintain high-speed rides and minimize the effects of fatigue during competition. 相似文献
17.
Simone Tengattini 《Journal of sports sciences》2018,36(20):2383-2391
This study investigates the rolling and drag resistance parameters and bicycle and cargo masses of typical urban cyclists. These factors are important for modelling of cyclist speed, power and energy expenditure, with applications including exercise performance, health and safety assessments and transportation network analysis. However, representative values for diverse urban travellers have not been established. Resistance parameters were measured utilizing a field coast-down test for 557 intercepted cyclists in Vancouver, Canada. Masses were also measured, along with other bicycle attributes such as tire pressure and size. The average (standard deviation) of coefficient of rolling resistance, effective frontal area, bicycle plus cargo mass, and bicycle-only mass were 0.0077 (0.0036), 0.559 (0.170) m2, 18.3 (4.1) kg, and 13.7 (3.3) kg, respectively. The range of measured values is wider and higher than suggested in existing literature, which focusses on sport cyclists. Significant correlations are identified between resistance parameters and rider and bicycle attributes, indicating higher resistance parameters for less sport-oriented cyclists. The findings of this study are important for appropriately characterising the full range of urban cyclists, including commuters and casual riders. 相似文献
18.
S. A. Jobson A. M. Nevill S. R. George A. E. Jeukendrup L. Passfield 《Journal of sports sciences》2013,31(12):1269-1278
Abstract The aims of this study were to compare the physiological demands of laboratory- and road-based time-trial cycling and to examine the importance of body position during laboratory cycling. Nine male competitive but non-elite cyclists completed two 40.23-km time-trials on an air-braked ergometer (Kingcycle) in the laboratory and one 40.23-km time-trial (RD) on a local road course. One laboratory time-trial was conducted in an aerodynamic position (AP), while the second was conducted in an upright position (UP). Mean performance speed was significantly higher during laboratory trials (UP and AP) compared with the RD trial (P < 0.001). Although there was no difference in power output between the RD and UP trials (P > 0.05), power output was significantly lower during the AP trial than during both the RD (P = 0.013) and UP trials (P = 0.003). Similar correlations were found between AP power output and RD power output (r = 0.85, P = 0.003) and between UP power output and RD power output (r = 0.87, P = 0.003). Despite a significantly lower power output in the laboratory AP condition, these results suggest that body position does not affect the ecological validity of laboratory-based time-trial cycling. 相似文献
19.
Lee P. Rylands Simon J. Roberts Howard T. Hurst 《European Journal of Sport Science》2017,17(2):127-131
The aim of this study was to ascertain if gear ratio selection would have an effect on peak power and time to peak power production in elite Bicycle Motocross (BMX) cyclists. Eight male elite BMX riders volunteered for the study. Each rider performed three, 10-s maximal sprints on an Olympic standard indoor BMX track. The riders’ bicycles were fitted with a portable SRM power meter. Each rider performed the three sprints using gear ratios of 41/16, 43/16 and 45/16 tooth. The results from the 41/16 and 45/16 gear ratios were compared to the current standard 43/16 gear ratio. Statistically, significant differences were found between the gear ratios for peak power (F(2,14)?=?6.448; p?=?.010) and peak torque (F(2,14)?=?4.777; p?=?.026), but no significant difference was found for time to peak power (F(2,14)?=?0.200; p?=?.821). When comparing gear ratios, the results showed a 45/16 gear ratio elicited the highest peak power,1658?±?221?W, compared to 1436?±?129?W and 1380?±?56?W, for the 43/16 and 41/16 ratios, respectively. The time to peak power showed a 41/16 tooth gear ratio attained peak power in ?0.01?s and a 45/16 in 0.22?s compared to the 43/16. The findings of this study suggest that gear ratio choice has a significant effect on peak power production, though time to peak power output is not significantly affected. Therefore, selecting a higher gear ratio results in riders attaining higher power outputs without reducing their start time. 相似文献
20.
Bahadorreza Ofoghi John Zeleznikow Dan Dwyer Clare Macmahon 《Journal of sports sciences》2013,31(9):954-962
Abstract This article describes the utilisation of an unsupervised machine learning technique and statistical approaches (e.g., the Kolmogorov-Smirnov test) that assist cycling experts in the crucial decision-making processes for athlete selection, training, and strategic planning in the track cycling Omnium. The Omnium is a multi-event competition that will be included in the summer Olympic Games for the first time in 2012. Presently, selectors and cycling coaches make decisions based on experience and intuition. They rarely have access to objective data. We analysed both the old five-event (first raced internationally in 2007) and new six-event (first raced internationally in 2011) Omniums and found that the addition of the elimination race component to the Omnium has, contrary to expectations, not favoured track endurance riders. We analysed the Omnium data and also determined the inter-relationships between different individual events as well as between those events and the final standings of riders. In further analysis, we found that there is no maximum ranking (poorest performance) in each individual event that riders can afford whilst still winning a medal. We also found the required times for riders to finish the timed components that are necessary for medal winning. The results of this study consider the scoring system of the Omnium and inform decision-making toward successful participation in future major Omnium competitions. 相似文献