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1.
Several studies have reported values for projected frontal area in cycling. Even when similar systems (i.e. riders and bicycles) have been measured, the results have diverged widely. It seems likely that this variability is due to methodological differences. The aims of the present study were to compare three methods of determining the frontal area in cyclists, and to determine the effects on the measured frontal area of variables which contribute to distortion and perspective in photographs. Theoretical models were developed to describe the expected effects of changing the relative position of the cyclist and the reference dimension, the position of the camera relative to the cyclist, and the focal length of the camera. Photographs were then taken of cyclists using different camera positions and settings, and analysed using three different methods: photographic weighing and manual and computerized planimetry. All three methods showed high precision and reliability, and yielded results that were substantially similar (mean values differed by <3.3%). Of possible sources of error, frontal deviation of the reference dimension had the most dramatic effect. Displacing the reference board forward by 0.4 m decreased the measured frontal area by 25%. As the distance between the camera and the cyclist increased, the frontal area decreased by about 5% for each metre. As the focal length of the camera became shorter, the frontal area became smaller, varying by >8% for focal lengths ranging from 28 to 70 mm. These results showed close agreement with the theoretical models, and can be explained in terms of the perspective and distortion effects which occur in photography. The results demonstrate the importance of standardization in measuring the frontal area of cyclists.  相似文献   

2.
Abstract

Aerodynamic and rolling resistances are the two major resistances that affect road cyclists on level ground. Because of reduced speeds and markedly different tyre-ground interactions, rolling resistance could be more influential in mountain biking than road cycling. The aims of this study were to quantify 1) aerodynamic resistance of mountain-bike cyclists in the seated position and 2) rolling resistances of two types of mountain-bike tyre (smooth and knobby) in three field surfaces (road, sand and grass) with two pressure inflations (200 and 400 kPa). Mountain-bike cyclists have an effective frontal area (product of projected frontal area and drag coefficient) of 0.357 ± 0.023 m2, with the mean aerodynamic resistance representing 8–35% of the total resistance to cyclists' motion depending on the magnitude of the rolling resistance. The smooth tyre had 21 ± 15% less rolling resistance than the knobby tyre. Field surface and inflation pressure also affected rolling resistance. These results indicate that aerodynamic resistance influences mountain-biking performance, even with lower speeds than road cycling. Rolling resistance is increased in mountain biking by factors such as tyre type, surface condition and inflation pressure that may also alter performance.  相似文献   

3.
ABSTRACT

Guidance to maintain an optimal aerodynamic position is currently unavailable during cycling. This study used real-time vibrotactile feedback to guide cyclists to a reference position with minimal projected frontal area as an indicator of aerodynamic drag, by optimizing torso, shoulder, head and elbow position without compromising comfort when sitting still on the bike. The difference in recapturing the aerodynamic reference position during cycling after predefined deviations from the reference position at different intensities was analysed for 14 participants between three interventions, consisting of 1) vibrotactile feedback with a margin of error of 1.5% above the calibrated reference projected frontal area, 2) vibrotactile feedback with a margin of 3%, and 3) no feedback. The reference position is significantly more accurately achieved using vibrotactile feedback compared to no feedback (p < 0.001), but there is no significant difference between the 1.5% and 3% margin (p = 0.11) in terms of relative projected frontal area during cycling compared to the calibrated reference position (1.5% margin ?0.46 ± 1.76%, 3% margin ?0.01 ± 2.01%, no feedback 2.59 ± 3.29%). The results demonstrate that vibrotactile feedback can have an added value in assisting and correcting cyclists in recapturing their aerodynamic reference position.  相似文献   

4.
Bicycle aerodynamics: an experimental evaluation methodology   总被引：1，自引：1，他引：0  
Aerodynamically efficient sports equipment/accessories and athlete body postures are considered to be the fundamental aspect to achieve superior performance. Like other speed sports, the aerodynamic optimisation is more crucial in cycling. A standard full-scale testing methodology for the aerodynamic optimisation of a cyclist along with all accessories (e.g., bicycle, helmet, cycling suit, shoes and goggle) is not well developed, documented, and standardised. This paper describes a design and development of a full-scale testing methodology for the measurement of aerodynamic properties as a function of cyclist body positions along with various accessories over a range of wind speeds. The experimental findings indicate that the methodology can be used for aerodynamic optimisation of all cycling sports.  相似文献   

5.
To reduce aerodynamic resistance cyclists lower their torso angle, concurrently reducing Peak Power Output (PPO). However, realistic torso angle changes in the range used by time trial cyclists have not yet been examined. Therefore the aim of this study was to investigate the effect of torso angle on physiological parameters and frontal area in different commonly used time trial positions. Nineteen well-trained male cyclists performed incremental tests on a cycle ergometer at five different torso angles: their preferred torso angle and at 0, 8, 16 and 24°. Oxygen uptake, carbon dioxide expiration, minute ventilation, gross efficiency, PPO, heart rate, cadence and frontal area were recorded. The frontal area provides an estimate of the aerodynamic drag. Overall, results showed that lower torso angles attenuated performance. Maximal values of all variables, attained in the incremental test, decreased with lower torso angles (P < 0.001). The 0° torso angle position significantly affected the metabolic and physiological variables compared to all other investigated positions. At constant submaximal intensities of 60, 70 and 80% PPO, all variables significantly increased with increasing intensity (P < 0.0001) and decreasing torso angle (P < 0.005). This study shows that for trained cyclists there should be a trade-off between the aerodynamic drag and physiological functioning.  相似文献   

6.
When cycling on level ground at a speed greater than 14 m/s, aerodynamic drag is the most important resistive force. About 90% of the total mechanical power output is necessary to overcome it. Aerodynamic drag is mainly affected by the effective frontal area which is the product of the projected frontal area and the coefficient of drag. The effective frontal area represents the position of the cyclist on the bicycle and the aerodynamics of the cyclist-bicycle system in this position. In order to optimise performance, estimation of these parameters is necessary. The aim of this study is to describe and comment on the methods used during the last 30 years for the evaluation of the effective frontal area and the projected frontal area in cycling, in both laboratory and actual conditions. Most of the field methods are not expensive and can be realised with few materials, providing valid results in comparison with the reference method in aerodynamics, the wind tunnel. Finally, knowledge of these parameters can be useful in practice or to create theoretical models of cycling performance.  相似文献   

7.
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   

8.
Aerodynamic drag in cycling: methods of assessment   总被引：1，自引：0，他引：1  
When cycling on level ground at a speed greater than 14 m/s, aerodynamic drag is the most important resistive force. About 90% of the total mechanical power output is necessary to overcome it. Aerodynamic drag is mainly affected by the effective frontal area which is the product of the projected frontal area and the coefficient of drag. The effective frontal area represents the position of the cyclist on the bicycle and the aerodynamics of the cyclist-bicycle system in this position. In order to optimise performance, estimation of these parameters is necessary. The aim of this study is to describe and comment on the methods used during the last 30 years for the evaluation of the effective frontal area and the projected frontal area in cycling, in both laboratory and actual conditions. Most of the field methods are not expensive and can be realised with few materials, providing valid results in comparison with the reference method in aerodynamics, the wind tunnel. Finally, knowledge of these parameters can be useful in practice or to create theoretical models of cycling performance.  相似文献   

9.
Real-world cycling performance depends not only on exercise capacities, but also on efficiently traversing the bicycle through the terrain. The aim of this study was to determine if it was possible to quantify the braking done by a cyclist in the field. One cyclist performed 408 braking trials (348 on a flat road; 60 on a flat dirt path) over 5 days on a bicycle fitted with brake torque and angular velocity sensors to measure brake power. Based on Newtonian physics, the sum of brake work, aerodynamic drag and rolling resistance was compared with the change in kinetic energy in each braking event. Strong linear relationships between the total energy removed from the bicycle-rider system through braking and the change in kinetic energy were observed on the tar-sealed road (r2 = 0.989; p < 0.0001) and the dirt path (r2 = 0.952; p < 0.0001). T-tests revealed no difference between the total energy removed and the change in kinetic energy on the road (p = 0.715) or dirt (p = 0.128). This study highlights that brake torque and angular velocity sensors are valid for calculating brake power on the disc brakes of a bicycle in field conditions. Such a device may be useful for investigating cyclists’ ability to traverse through various terrains.  相似文献   

10.
The purpose of this study was to compare the pedalling technique in road cyclists of different competitive levels. Eleven professional, thirteen elite and fourteen club cyclists were assessed at the beginning of their competition season. Cyclists’ anthropometric characteristics and bike measurements were recorded. Three sets of pedalling (200, 250 and 300 W) on a cycle ergometer that simulated their habitual cycling posture were performed at a constant cadence (~90 rpm), while kinetic and kinematic variables were registered. The results showed no differences on the main anthropometric variables and bike measurements. Professional cyclists obtained higher positive impulse proportion (1.5–3.3% and P < 0.05), mainly due to a lower resistive torque during the upstroke (15.4–28.7% and P < 0.05). They also showed a higher ankle range of movement (ROM, 1.1–4.0° and P < 0.05). Significant correlations (P < 0.05) were found between the cyclists’ body mass and the kinetic variables of pedalling: positive impulse proportion (r = ?0.59 to ?0.61), minimum (r = ?0.59 to ?0.63) and maximum torques (r = 0.35–0.47). In conclusion, professional cyclists had better pedalling technique than elite and club cyclists, because they opted for enhancing pulling force at the recovery phase to sustain the same power output. This technique depended on cycling experience and level of expertise.  相似文献   

11.
ABSTRACT

Mobile power meters provide a valid means of measuring cyclists’ power output in the field. These field measurements can be performed with very good accuracy and reliability making the power meter a useful tool for monitoring and evaluating training and race demands. This review presents power meter data from a Grand Tour cyclist’s training and racing and explores the inherent complications created by its stochastic nature. Simple summary methods cannot reflect a session’s variable distribution of power output or indicate its likely metabolic stress. Binning power output data, into training zones for example, provides information on the detail but not the length of efforts within a session. An alternative approach is to track changes in cyclists’ modelled training and racing performances. Both critical power and record power profiles have been used for monitoring training-induced changes in this manner. Due to the inadequacy of current methods, the review highlights the need for new methods to be established which quantify the effects of training loads and models their implications for performance.  相似文献   

12.
Although the link between sagittal plane motion and exercise intensity has been highlighted, no study assessed if different workloads lead to changes in three-dimensional cycling kinematics. This study compared three-dimensional joint and segment kinematics between competitive and recreational road cyclists across different workloads. Twenty-four road male cyclists (12 competitive and 12 recreational) underwent an incremental workload test to determine aerobic peak power output. In a following session, cyclists performed four trials at sub-maximal workloads (65, 75, 85 and 95% of their aerobic peak power output) at 90?rpm of pedalling cadence. Mean hip adduction, thigh rotation, shank rotation, pelvis inclination (latero-lateral and anterior–posterior), spine inclination and rotation were computed at the power section of the crank cycle (12 o'clock to 6 o'clock crank positions) using three-dimensional kinematics. Greater lateral spine inclination (p?p?p?相似文献   

13.
β-alanine is a common ingredient in supplements consumed by athletes. Indeed, athletes may believe that the β-alanine induced paresthesia, experienced shortly after ingestion, is associated with its ergogenic effect despite no scientific mechanism supporting this notion. The present study examined changes in cycling performance under conditions of β-alanine induced paresthesia. Eight competitive cyclists (VO2max = 61.8 ± 4.2 mL·kg·min?1) performed three practices, one baseline and four experimental trials. The experimental trials comprised a 1-km cycling time trial under four conditions with varying information (i.e., athlete informed β-alanine or placebo) and supplement content (athlete received β-alanine or placebo) delivered to the cyclist: informed β-alanine/received β-alanine, informed placebo/received β-alanine, informed β-alanine/received placebo and informed placebo/received placebo. Questionnaires were undertaken exploring the cyclists’ experience of the effects of the experimental conditions. A possibly likely increase in mean power was associated with conditions in which β-alanine was administered (±95% CL: 2.2% ± 4.0%), but these results were inconclusive for performance enhancement (p = 0.32, effect size = 0.18, smallest worthwhile change = 56% beneficial). A possibly harmful effect was observed when cyclists were correctly informed that they had ingested a placebo (–1.0% ± 1.9%). Questionnaire data suggested that β-alanine ingestion resulted in evident sensory side effects and six cyclists reported placebo effects. Acute ingestion of β-alanine is not associated with improved 1-km TT performance in competitive cyclists. These findings are in contrast to the athlete’s “belief” as cyclists reported improved energy and the ability to sustain a higher power output under conditions of β-alanine induced paresthesia.  相似文献   

14.
《Sport in History》2013,33(1):80-88
Vic Andrews, a well known racing cyclist of the late 1920s and 1930s, a former London Champion, Polytechnic Club Champion and UK record holder, describes his mother's major, but now little-remembered achievements as one of the country's first professional women cyclists in the late 1890s and early 1900s  相似文献   

15.
Aerodynamic efficiency is one of the important criteria for racing bicycle helmets, especially in time trial event. The physical characteristics of a bicycle helmet especially its venting geometry, position and number of vents play a crucial role in the aerodynamic efficiency of the helmet. Despite the importance of this, little information on aerodynamic behaviour of racing bicycle helmets is available. In this study, a series of commercially available time trial helmets were investigated in a wind tunnel environment over a range of wind speeds, and yaw and pitch angles to understand their aerodynamic behaviour. In order to obtain as realistic a data as possible, an instrumented mannequin was used in the wind tunnel testing. The experimental findings indicate that the aerodynamic performance of current production time trial helmets varies significantly. The results also show that helmet length as well as vent geometry and vent area have significant effects on aerodynamic drag of a time trial helmet. A time trial helmet having longer length and smooth vents with minimum vent area can reduce aerodynamic drag significantly.  相似文献   

16.
The speed attained by a track cyclist is strongly influenced by aerodynamic drag, being the major retarding force in track events of more than 200 m. The aims of this study were to determine the effect of changes in shoulder and torso angles on the aerodynamic drag and power output of a track cyclist. The drag of three competitive track cyclists was measured in a wind tunnel at 40 kph. Changes in shoulder and torso angles were made using a custom adjustable handlebar setup. The power output was measured for each position using an SRM Power Meter. The power required by each athlete to maintain a specific speed in each position was calculated, which enabled the surplus power in each position to be determined. The results showed that torso angle influenced the drag area and shoulder angle influenced the power output, and that a low torso angle and middle shoulder angle optimised the surplus power. However, the lowest possible torso angle was not always the best position. Although differences between individual riders was seen, there was a strong correlation between torso angle and drag area.  相似文献   

17.
Abstract

Knee functional disorders are one of the most common lower extremity non-traumatic injuries reported by cyclists. Incorrect bicycle configuration may predispose cyclist to injury but the evidence of an effect of saddle setback on knee pain remains inconclusive. The aim of this study was to determine the effect of saddle setback on knee joint forces during pedalling using a musculoskeletal modelling approach. Ten cyclists were assessed under three saddle setback conditions (range of changes in saddle position ~6 cm) while pedalling at a steady power output of 200 W and cadence of 90 rpm. A cycling musculoskeletal model was developed and knee joint forces were estimated using an inverse dynamics method associated with a static optimisation procedure. Our results indicate that moving the saddle forwards was not associated with an increase of patellofemoral joint forces. On the contrary, the tibiofemoral mean and peak compression force were 14 and 15% higher in the Backward than in the Forward condition, respectively. The peak compression force was related to neither pedal force nor quadriceps muscle force but coincided with the eccentric contraction of knee flexor muscles. These findings should benefit bike fitting practitioners and coaches in the design of specific training/rehabilitation protocols.  相似文献   

18.
优秀短距离自行车运动员无氧代谢能力特征研究   总被引：13，自引：2，他引：11  
目的:比较不同性别和训练水平运动员无氧能力的差异,探讨短距离自行车运动员高能磷酸原供能、糖酵解供能和混合无氧供能能力的特征。方法:对16名优秀短距离自行车运动员进行10s(女)、15s(男)、30s和60s的无氧功测定,测定运动后即刻、运动后3min恢复心率和血乳酸。结果:1)磷酸原代谢能力表现出明显的性别差异,男运动员最大功率、相对最大功率、平均功率、相对平均功率、最大圈数都明显高于女运动员;2)30s和60s两种测试中,运动员爆发力表现出相同水平,但糖酵解代谢持续供能能力随运动时间的延长而明显下降;3)男子优秀运动员组15s无氧功最大功率、平均功率明显高于普通组。男、女最大圈数大于普通组,达到最大圈数时间小于或等于普通组;4)男子优秀组运动员30s、60s平均功率高于普通运动员组。女子优秀运动员组30s、60s平均功率、最大圈数明显高于普通运动员组,60s最大功率明显高于普通运动员组(P<0.05)。结论:1)优秀短距离自行车运动员具有较强的磷酸原代谢能力,男运动员明显强于女运动员;2)较强的糖酵解代谢能力是短距离自行车运动员无氧代谢能力的特征;3)评定磷酸原系统能力时,男、女运动员都使用10s无氧功测试为好;4)不同水平运动员的无氧代谢能力表现出明显差异,优秀运动员组强于普通运动员组。  相似文献   

19.
The aims of this study were to measure the aerodynamic drag in professional cyclists, to obtain aerodynamic drag reference values in static and effort positions, to improve the cyclists' aerodynamic drag by modifying their position and cycle equipment, and to evaluate the advantages and disadvantages of these modifications. The study was performed in a wind tunnel with five professional cyclists. Four positions were assessed with a time-trial bike and one position with a standard racing bike. In all positions, aerodynamic drag and kinematic variables were recorded. The drag area for the time-trial bike was 31% higher in the effort than static position, and lower than for the standard racing bike. Changes in the cyclists' position decreased the aerodynamic drag by 14%. The aero-helmet was not favourable for all cyclists. The reliability of aerodynamic drag measures in the wind tunnel was high (r > 0.96, coefficient of variation < 2%). In conclusion, we measured and improved the aerodynamic drag in professional cyclists. Our results were better than those of other researchers who did not assess aerodynamic drag during effort at race pace and who employed different wheels. The efficiency of the aero-helmet, and the validity, reliability, and sensitivity of the wind tunnel and aerodynamic field testing were addressed.  相似文献   

20.
Abstract

The aim of this study was to quantify the food intake of an International Cyclist Union (UCI) World Tour professional cyclist team and to analyse changes in body composition during the Tour of Spain. Nine male professional road cyclists (31.3?±?3.0 years) volunteered to participate in the study. Nutritional data were collected each day throughout the 3-week Tour by two trained investigators who weighed the food ingested by the cyclists. Mean nutritional intake of the cyclists was as follows: carbohydrate, 12.5?±?1.8?g/kg/day of body weight (BW) (65.0?±?5.9%); fat, 1.5?±?0.5 g/kg/day BW (17.9?±?5.6%); and protein, 3.3?±?0.3?g/kg/day BW (17.1?±?1.6%). Intake of all micronutrients, except for folate, vitamin D and potassium (which were 78.7%, 46% and 84% of Recommended Dietary Allowances (RDA), respectively), exceeded the RDA. Height, weight, skinfolds, circumferences and diameters were taken following the guidelines outlined by the International Society for the Advancement of Kinanthropometry. Body density, body fat percentage, muscle mass, total muscle mass and fat mass of the arms and thighs were calculated. Percentage body fat, fat mass and upper arm fat mass significantly decreased (p < .05) after the Tour independent of the equation method used in the calculations. Total muscle mass remained unchanged. Generally, this sample of cyclists consumed more protein and less fat than the recommended amount and had low weight, BMI and fat mass. It is suggested that sports nutritionists design personalised diets in order to maintain a correct proportion of nutrients as well as controlling possible anthropometrical changes that could affect performance.  相似文献   

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