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Design of Racing Bicycles
Published in Franz Konstantin Fuss, Aleksandar Subic, Martin Strangwood, Rabindra Mehta, Routledge Handbook of Sports Technology and Engineering, 2013
In summary, the UCI dictates the geometry boundaries for the design. The rules define minimum mass limits for the complete racing bicycle of 6.8 kg. The mass of disc wheels, seat, drive system and handle bars are typically 4.2–5.1 kg, this facilitates an allowable maximum frame mass of 2.6 kg, to a minimum of 1.7 kg.
On the influence of tyre and structural properties on the stability of bicycles
Published in Vehicle System Dynamics, 2018
Alberto Doria, Sergio Daniel Roa Melo
The correlation coefficients of the stability area of the weave mode exhibit different trends in the two bicycles; principally, cornering and camber stiffness have opposite effects and significant differences in magnitude. This behaviour mainly takes place because the weave mode becomes unstable at around 25 m/s for the commuting bicycle while for the racing bicycle it becomes unstable at higher speed (not shown in the analysed speed range). Figure 7(a) shows the behaviour of the weave mode when only is varied while the other parameters are fixed at the nominal values. It can be seen that, if increases, the stability area of weave increases for the commuting bicycle and decreases for the racing bicycle. Figure 7(b) shows the behaviour of weave when only is varied while the other parameters are fixed at the nominal values. If increases, for the commuting bicycle there is a negligible variation in the stability area of weave, whereas for the racing bicycle there is an appreciable and negative variation. The arrows in Figure 7 show the effect of increasing the magnitude of the corresponding parameter.
A nonlinear model of bicycle shimmy
Published in Vehicle System Dynamics, 2019
Nicolò Tomiati, Alessandro Colombo, Gianantonio Magnani
One of us experienced several scary shimmies, riding downhill at high speed with hands on the handlebar, first with an aluminium alloy frame and then with a carbon professional racing bicycle. Once the carbon bicycle was sensorised, we discovered that lateral accelerations on the horizontal tube of the frame were in the range of 5–10 g, as can be seen in Figure 1(a). These data were collected in August 2014 near Lecco (Italy) and give unique information about wobble amplitude, duration, phase and dependence on forward speed.
An experimental investigation of the bicycle motion during a hands-on shimmy
Published in Vehicle System Dynamics, 2021
Nicolò Tomiati, Gianantonio Magnani, Marco Marcon
The amplitudes of the wobble harmonics are remarkable. Compared to Figure 9, Figure 10 shows that, unlike the weave mode amplitudes, the wobble mode amplitudes of yaw angular velocities of the rear frame are greater than those of roll angular velocities. This result is coherent with what is obtained in [9] by using a complex multi-body model of the racing bicycle.