RACE BIKE DESIGN SVOČ – FST 2015 Bc. Hana Kolářová Západočeská univerzita v Plzni, Sladkovského 38, 323 Plzeň Czech republic ABSTRACT Developing research on the racing bikes topic. Elaboration of design, including systematic requirements specification and conceptual variant laminate frame, selecting the optimal solution. Determining key features laminate frame design with the necessary technical calculations. KEY WORDS Road cycling, composite bicycle frame INTRODUCTION The work focuses on the design of composite road racing bike frame. I carried out a draft frame geometry and design a 3D model in NX9.0. After that I carried out calculations on computer 3D model and compared the resulting deformation with the European standard for testing racing bikes. I also optimize the stiffness of the frame as required by changing the fiber orientation of the composite. 1. DESCRIPTION OF THE ROAD RACE BIKES TECHNICAL SPECIFICATION Bike frame sizes: Most large companies produce 6 frame sizes. Smaller specialist manufacturers offer tailor-made geometry rider. Figure 1: frame geometry Factors affecting the performance of cyclists: • Bike weight • Weight of the rider • Frame shape, aerodynamic Figure 2:aerodynamic test Specification of components: The main producers of components are Shimano, Campagnolo and SRAM. The set consists of shifter, rear and front derailleur, cranks, pedals, wheels,cassette, chain and brakes. Figure 3: groupset Analysis of transfers: Conventional front transducers are 53 and 39 teeth, compact (reduced) are 50 and 34 teeth. Cassette has 9-11 rings. The range of cartridges is 6 variants: 11-23,11-25,11-28,12-23,12-25,12-28. 2. ROAD RACE BIKE FRAME BIKE FRAME MATERIALS Aluminum Alloys: lower purchase price, less fatigue strength and stiffness of the lower purchase price, less fatigue strength and rigidity. Even so, some aluminum frames closer to 1150 grams. The modulus of elasticity E = 70GPa Composite material consisting of carbon fiber and epoxy: characterized by a high stiffness and chemical stability. The weight of the frame is between 900 to 1000 grams. Due to the anisotropic properties but is brittle and can crack unexpected shock. E = 200 GPa. The main differences: Carbon is lighter, almost arbitrarily moldable. Carbon has different properties in different directions so there is a possibility to find optimal riders comfort stiffness. This is reflected in the higher price as their own material, so high manual intervention in its manufacture and finishing. Dural is significantly cheaper and, paradoxically, a frame structure is much more demanding. It is mainly the differences in the production process. 3. ANALYSIS OF THE TYPES OF FRAMES, GEOMETRY MODEL USAGE MANUFACTURING TECHNOLOGY, SERIES PRICE WEIGHT, MATERIAL 1. SPECIALIZED TARMAC RACE/SPORT BIKE BATCH PRODUCTION, 6 SIZES 40 000 KČ 1050G, CARBON STIFF SPORT FRAME 2 2. FOCUS IZALCO RACE BIKE BATCH PRODUCTION, 8 SIZES 50 000 KČ 1000G, CARBON STIFF RACE FRAME 1 3. CUBE AGREE SPORT BIKE BATCH PRODUCTION, 6 SIZES 30 000 KČ 1100G, CARBON SPORTIVE FRAME 3 4. CRADDOCK SPORT BESPOKED BIKE PIECE PRODUCTION, BESPOKED GEOMETRY 60 000 KČ 1200G, CARBON / PIECE PRODUCTION, BESPOKED GEOMETRY 15 000 KČ 1350G, ALUMINIUM RACE/SPORTIVE FRAME 5. DURATEC CYBORG SPORT BIKE PERSONAL FEELING EVALUATION 2 2 According to the riding characteristics and subjective feeling of riding, I choose as an ideal the variant 2. Own frame design: Figure 4: frame design The frame geometry is similar to the previous mentioned option 2 with variations according to the parameters of the slider (limb length, power, power requirements) 4. COMPARISON THE STIFFNESS OF SELECTED FRAME WITH REGARD TO THE WEIGHT The main goal of the analysis is comparing the displacement values obtained from real mechanical tests (NUD firm bikes). Fair values are compared with the results of FEM analysis. This will be followed optimization of the frame in terms of the required thickness and composition of the laminate layers. Due to idealization of the tube joints, we can not be expected in these places accurate stress values. Furthermore, due to the expected hand-rolling manufacturing by putting individual layers of fabric on the core, we can not design an accurate model. For this reason, the stress will not be evaluated and the analysis will focus only on the comparison of deformations. DESCRIPTION TEST STANDARD 14781: 2005 (E) A PROPOSAL LOAD CONDITION Standard specifications and subsequent replacement of dynamic loads in an appropriate static load test. 1) 4.8.2. FRAME AND FRONT FORK ASSEMBLY – IMPACT TEST (FALLING MASS)- BRAKING Rest a striker of mass 22,5 kg on the roller in the fork drop-outs or on the rounded end of the solid bar and measure the wheel-base. Raise the striker to a height of 212 mm from the rest position of the low-mass roller and release it to strike the roller or the steel bar at a point in line with the wheel centres and against the direction of the fork rake or rake of the bar. The striker will bounce and this is normal. When the striker has come to rest on the roller or solid bar measure the wheel-base again. Deformation shall not exceed 30 mm. Figure 5: test 4.8.2. 2) 4.8.3 FRAME AND FRONT FORK ASSEMBLY – IMPACT TEST (FALLING FRAME)- JUMP Mount the frame-fork assembly at its rear axle attachment points so that it is free to rotate about the rear axle in a vertical plane. Support the front fork on a flat steel anvil so that the frame is in its normal position of use. Securely fix a mass of 70 kg, to the seat-post as shown in Figure 26 with the centre of gravity at 75 mm along the seat-post axis from the insertion point. Deformation shall not exceed 15 mm. Figure 6: test 4.8.3. 3) 4.8.4 FRAME – FATIGUE TEST WITH PEDALLING FORCES- TURNING Mount the frame assembly on a base as shown in figure with the fork or dummy fork secured by its axle to a rigid mount of height Rw (the radius of the wheel/tyre assembly ± 30 mm), and with the hub free to swivel on the axle. Secure the rear drop-outs by means of the axle to a stiff, vertical link of the same height as that of the front rigid mount, the upper connection of the link being free to swivel about the axis of the axle but providing rigidity in a lateral plane, and the lower end of the link being fitted with a ball-joint. For carbon-fibre frames, the peak deflections during the test at the points where the test forces are applied shall not increase by more than 20 % of the initial values. Figure 7: test 4.8.4. DETERMINATION OF LOAD IN CASE (1) AND (2) Replacement dynamic loads in static load test: First, we determine the stiffness of the frame in the direction of the load at a load unit force F = 100N, for each weight variant of the frame Then we calculate the load force Fz1 and Fz2 for each variant separately k1 k2 F , FZ 1 m g 2m g h k1 (1) F , FZ 2 2m g h k2 (2) PROPOSE THE THICKNESS OF THE LAMINATE LAYERS -combination of fiber orientation +30 a -30 0 . Figure 8: comparing the weight variants According to idealized computer model when doing FEM calculation, the results of aluminum and carbon frame NUD Bikes are closer variant B. FEM calculations according to the load prescribed standard for variant B a) A deformation in the x-axis according to the load 4.8.2. braking. Displacement on th front wheel is 4.62 mm. b) A deformation in the x-axis according to the load 4.8.3. jump. Displacement on th front wheel is 2.38 mm. c) A deformation in the y-axis according to the load 4.8.4. cornering. Displacement site pedal is 21.6 mm. Figure 9: Displacement in case a),b),c) from left 5. OPTIMALIZATION THE STIFFNESS ACCORDING TO THE RESULTS OF FEM ANALYSIS FOR THEIR OWN DESIGNS WITH DIFFERENT FIBER ORIENTATION SPECIFICATION OF THE OPERATING CONDITIONS AND THE DESIRED PROPERTIES: • The frame is designed for racing, with a focus on high stiffness during the sprint and riding out of the saddle • We find the stiffness of the head tube and bottom bracket when riding out of the saddle LOADING CASES • Based on the operating conditions and the desired properties. • Because of the load frame in axes x selects the test of braking according to 4.8.2., Then load condition simulating sprint out of the saddle. When I deal with Sprint, load the head tube and bottom bracket. a) braking according to 4.8.2. b) bottom bracket load at the sprint c) head tube load at Sprint PROPOSED OPTIONS COMPUTATIONAL MODELS OF FRAMES WITH DIFFERENT FIBER ORIENTATION - For The selected variant of the wall thickness of the frame design 3 variants of fiber orientation x Variant A –combination +30 , -30 0° Variant B- combination +45 , -45 0° Variant C- combination +60 , -60 0° FEM ANALYSIS The choice of material and mesh remains the same as in the design thickness. Perform calculation according to the proposed load conditions for all the variants. Sample calculations for variant A (a combination of fiber orientation of + 30 °, -30 °, 0 °): Figure 10: Displacement in case a),b),c) from left • Displacement according to the load condition a) 4.8.2. (braking). A deformation in the x-axis axis in the location of the front wheel centre is 4.62 mm. • Displacement according to the load condition b) (bottom bracket load at the sprint) A deformation in the y-axis of the head tube is 2.2 mm • Displacement according to the load condition c) (head tube load at the sprint). A deformation in the y-axis of the head tube is 0.52 mm. OPTIMAL DESIGN DISTRIBUTION DIFFERENT ANGLES FIBER ORIENTATION On the basis of the results of calculations proposed as an optimal variant of the distribution of different orientations required by the use of bicycles for cycle racing, sprint and especially when riding out of the saddle. In the head tube Used fiber orientation of 45 ° in the region of the center of pedaling fiber orientation of 30 °. In the rear frame structures, the frame is reinforced by doubling the forks, thus sufficient fibers with an orientation of 20 ° to increase the stiffness. Figure 11:Optimál fiber orientation design Figure 11: Compare fiber orientation variants There was a dependence on the stiffness of the frame in different orientation of the fibers in different load directions. Furthermore, by optimizing the stiffness of the frame for the given riding conditions. Combining various angles of orientation of fibers in different areas of the frame, we get the optimal variant suitable for the required riding conditions. Comparison of proposed options to the competition - Standardised test we verified secure design frame weights for universal use. - Based on the specific requirements of the rider is further formed an optimum design of the fiber orientation in different areas of the frame. - Large bike companies use a universal draft of fiber orientation. Compared with them, establishing a dedicated frame design related claims riders and ensuring perfect ride bikes for specific riding conditions CONCLUSIONS AND RECOMMENDATIONS First I have chosen suitable option frame weight, depending on the tests conducted in accordance with European standards for testing racing bikes. There was also found dependence of the stiffness of the frame on the fiber orientation in different load directions. Furthermore, by optimizing the stiffness of the frame for the given riding conditions. Combining various angles of rotation of fibers in different areas of the frame, we get the optimal variant suitable for the required riding conditions. When designing the thickness of the layers, I could also mention the specific weight of the rider and the specific operating conditions and suggest optimal weight frame corresponding to the parameters of the rider. This method would require further FEM calculations and mechanical testing to ensure driving safety. THANKS I thank especially doc. Ing. Zdeněk Hudec, PhD and Ing. Petr Bernardin for their help and patience in doing my work. REFERENCES A Book Publication: SOWTER, M., FEATHER, R. : Made in England. Birmingham: Push Projects Limited, 2012 A Research Report: BOUBELÍK L.,Výpočetní analýza rozložení napětí na rámu jízdního kola při různých zatíženích, ZČU Plzeň, Fakulta strojní, 2005
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