International Journal of Engineering Trends and Technology (IJETT) – Volume 38 Number 2- August 2016
Conceptual Design of Bicycle Frame
M. N. V .Krishna Veni1, M.Amareswari Reddy2
Assistant Professors, Department of Mechanical Engineering
ANITS College of Engineering, Sangivalasa, Bheemili Mandal, Visakhapatnam, Andhra Pradesh
Abstract
Design
is
important
stage
in
manufacturing. It is because any product produced
must be through design stage where in design stage
consists of conceptual design, concept selection;
identify customer need, concept selection, analysis
and others. In design, it should be consider many
factors such as product design must be satisfied by
customer, material used the ability product to work
and others. All part in design is to fulfil customer
need. Beside that design will have an effect to
Company such as profit, loss and reputation of the
company. In this paper We have modelled a
diamond frame of bicycle by using SOLID WORKS
and performed finite element analysis on it by using
ANSYS 14.5.
A conceptual design of bicycle is proposed for
reducing the effort kept by cycler while he rides on
an inclined plane. The project idea is
implementation of four bar mechanism in bicycle.
with pedals on an enlarged front wheel
(the velocipede). Several inventions followed using
rear-wheel drive, the best known being the roddriven velocipede by Scotsman Thomas McCall in
1869.These bicycles were difficult to ride due to
their high seat and poor weight distribution.
Staley’s 1885 Rover, manufactured in
Coventry, England, is usually described as the
first recognizably modern bicycle. Soon, the seat
tube was
added,
creating
the
doubletriangle diamond frame of the modern bike.
Fig 1 Tandem and Sociable bicycle
Keywords— Bicycle, Solidworks, ANSYS14.5
I. INTRODUCTION
A bicycle, often called a bike is a humanpowered, pedal-driven, single-track vehicle, having
two wheels attached to a frame, one behind the other.
Bicycles were introduced in the 19th
century in Europe and now number more than a
billion worldwide, twice as many as automobiles.
They are the principal means of transportation in
many regions. They also provide a popular form of
recreation, and have been adapted for such uses as
children's toys, general fitness, military and police
applications, courier services and bicycle racing.
The basic shape and configuration of a
typical upright, or safety bicycle, has changed little
since the first chain-driven model was developed
around 1885. However, many details have been
improved, especially since the advent of modern
materials and computer-aided design. These have
allowed for a proliferation of specialized designs for
diverse types of cycling.
The dandy horse, also called Draisienne or
laufmaschine, was the first human means of
transport to use only two wheels in tandem and was
invented by the German Baron Karl von Drays. Its
rider sat astride a wooden frame supported by two
in-line wheels and pushed the vehicle along with
his/her feet while steering the front wheel.
In the early 1860s, Frenchmen Pierre
Michaud and Pierre Aliment took bicycle design in a
new direction by adding a mechanical crank drive
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.
Fig 2 Terminology of bicycle frame
II. PROJECT IDEA
There may exist many types of bicycle frames based
on its usage and also based on the kind of people use
like men or women. The geometry of the bicycle
frame, its shape and size varying continuously
according to the satisfaction of the user. Many
design modifications have been made on the bicycle
frame by the designers to optimize its design
parameters.
Our study on the bicycle frame is to reduce the
effort of the person while he will be riding on an
inclined road. While he is riding on a straight
horizontal road, the inertia of the person and the
cycle will affect the driving force of the person. The
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International Journal of Engineering Trends and Technology (IJETT) – Volume 38 Number 2- August 2016
more the inertia of the person and the cycle, the
more the effort or driving force applied by the cycler.
Hence the driving force of the cycler depends on the
inertia and is proportional to it when he is riding on
a straight horizontal road.
A situation arises when the cycle is driven on the
inclined plane or road. What all forces will resist the
cause of motion?
The answer is along with the friction resistance,
inertia of the person and cycle, there exists a weight
component which acts parallel to plane of inclination
and in the direction opposite to that of movement of
the cycle. The weight component along the plane of
inclination is taken at the combined Centre of mass
of the cycler and the bicycle.
The weight component along the plane of
inclination actually creates a moment about the axis
of the two wheels. The moment caused due to
weight component is in the direction opposite to the
direction of the driving moment caused by driving
force. Therefore the moment is a resistance moment.
The resistance moment will cause an additional
effort or driving force to maintain the constant speed
while driving on the inclined plane.
Our concentration is on the reduction of this extra
effort by the cycler while driving on the inclined
plane.
For that to happen the resistance moment caused
by the weight component should be reduced.
Moment is the product of force and perpendicular
distance of the force from the point of rotation. As
the weight of the cycler and the weight of the bicycle
remain constant, there is only one criterion to reduce
the moment. It is the perpendicular distance of the
force from the point of rotation.
The cycle wheel axis cannot be changed because
the radius of the wheel remains constant. The point
from which the weight component arises should be
varied. The point from which the weight component
arises is the combined Centre of mass of the cycler
and the bicycle.
Displacement of the Centre of mass is
compulsory.
To displace the Centre of mass of a frame, a
mechanism is required to displace the parts of the
frame so that the frame reaches to a minimum
Centre of mass from the ground reference. We have
chosen a four bar mechanism to fulfil this objective.
One of the inversions of four bar mechanism is
double rocker mechanism. Implementing this
mechanism in the bicycle frame, our objective can
be reached.
III. DIAMOND TYPE BICYCLE FRAME
MODELING AND ANALYSIS
1. MODELING OF DIAMOND TYPE
OF BICYCLE FRAME
Fig 3 Sectional Views of Bicycle Frame
Fig 4 Model of diamond type of bicycle frame
2.
ANALYSIS OF MODELLED
DIAMOND BICYCLE FRAME
2.1 MATERIALPROPERTIESAPPLIED
Table 1 Aluminium alloy properties
Aluminum Alloy > Isotropic Elasticity
Young's
Temperature
Poisson's
Bulk
Shear
Modulus
C
Ratio Modulus Pa Modulus Pa
Pa
7.1e+010 0.33 6.9608e+010 2.6692e+010
Young's
Temperature
Poisson's Bulk
Shear
Modulus
C
Ratio
Modulus Pa Modulus Pa
Pa
7.1e+010 0.33
6.9608e+010 2.6692e+010
Aluminum Alloy > Constants
Density 2770 kg m^-3
Aluminum Alloy > Compressive Ultimate
Strength
Compressive Ultimate Strength Pa
0
Aluminum Alloy > Compressive Yield Strength
Compressive Yield Strength Pa
2.8e+008
Aluminum Alloy > Tensile Yield Strength
Tensile Yield Strength Pa
2.8e+008
Aluminum Alloy > Tensile Ultimate Strength
Tensile Ultimate Strength Pa
3.1e+008
2.2 LOADING CONDITIONS
2.2.1 PEDALLING
 Sitting ,push on right pedal
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International Journal of Engineering Trends and Technology (IJETT) – Volume 38 Number 2- August 2016
 Sitting, push on left pedal
 Standing, push on right pedal
 Standing, push on left pedal
2.2.2 ADDITIONAL CONDITIONS
 Surface irregularity
 Braking
2.3 ANALYSIS OF FRAME IN SITTING
POSITION
Fig 9 Total deformation
Table2 Sitting position analysis
Directional Equivalent
Equivalent
Total
Deformation Elastic
Stress
Deformation
Strain
-1.4111eMinimum
0. Pa
0. m
0. m/m
005 m
6.6843e+006 3.6678e-005 9.9004e-006 9.4469eMaximum
Pa
m
m
005 m/m
Type
Fig 5 Analysis of frame in sitting position
SITTING POSITION
Fig 6 Directional Deformation
2.4 ANALYSIS OF FRAME IN
STANDING POSITION
Fig 10 Analysis of frame in standing position
STANDING
Fig11 Directional deformation
Fig 7 Equivalent strain
Fig12 Equivalent strain
Fig 8 Equivalent stress
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International Journal of Engineering Trends and Technology (IJETT) – Volume 38 Number 2- August 2016
BRAKING
Fig16 Directional deformation
Fig13 Equivalent stress
Fig17 Equivalent strain
Fig14 Total deformation
Table 3 Standing position analysis
Directional Equivalent
Equivalent
Total
Deformation Elastic
Stress
Deformation
Strain
-1.2873eMinimum
0. Pa
0. m
0. m/m
005 m
1.6168e+007 3.5249e-005 3.319e-005 2.9461eMaximum
Pa
m
m
004 m/m
Type
Fig18 Equivalent stress
2.5 ANALYSIS OF FRAME IN
POSITION
Fig15
BRAKING
Fig19 Total deformation
Braking position
Table 4
Braking analysis
Directional Equivalent
Equivalent
Total
Deformation Elastic
Stress
Deformation
Strain
-7.7252eMinimum
0. Pa
0. m
0. m/m
006 m
3.7669e+006 2.1042e-005 3.1037e-006 5.4695eMaximum
Pa
m
m
005 m/m
Type
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International Journal of Engineering Trends and Technology (IJETT) – Volume 38 Number 2- August 2016
2.6 ANALYSIS OF FRAME WITH SURFACE
IRREGULARITIES
Fig24 Equivalent stress
Fig20 Surface irregularities
SURFACEIRREGULARITIES
Table 5
Surface irregularity
Directional Equivalent
Equivalent
Total
Deformation Elastic
Stress
Deformation
Strain
-8.0995eMinimum
0. Pa
0. m
0. m/m
005 m
3.3168e+007 1.8612e-004 1.9878e-005 4.8407eMaximum
Pa
m
m
004 m/m
Type
Fig21 Directional deformation
Fig22 Equivalent strain
IV. CONCEPTUAL
FRAME
DESIGN
OF
BICYCLE
Reducing the effort by reducing the combined
Centre of mass of the cycler and bicycle can be
achieved by implementing a four bar mechanism
in the bicycle. Proposing the idea of
implementation of four bar mechanism in the
bicycle in order to reduce the effort is our main
intention.
The modelling of each part was carried out in
Solid works then assembled and analysis of this
was done using ANSYS as shown in below
figure.
Fig23 total deformation
Fig25 Conceptual design of bicycle frame
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International Journal of Engineering Trends and Technology (IJETT) – Volume 38 Number 2- August 2016
V. RESULTS
1.
MASS PROPERTIES OF CYCLE
FRAME IN FIRST POSITION
Fig26 Mass properties of bicycle frame in first
position
3.
RESULTS OF DISPLACED CENTER
OF MASS FROM FIRST POSITION TO
SECOND POSITION
 vertical displacement of seat post= 1.36 cm
(downwards)
 vertical displacement of center of mass of
the frame=1.41 cm (upwards)
2.
MASS PROPERTIES OF CYCLE
FRAME IN SECOND POSITION
Our objective is to displace the Centre of mass
of the frame vertically downwards, but the results
are showing that the displacement of Centre of mass
of the frame of 1.41 cm in vertically upward
direction. The upward movement of Centre of mass
of the frame is due to angular movement of front
handle bar in upward direction.
The displacement of seat post in vertically
downward direction by the value of 1.36 cm is
assumed as the displacement of Centre of mass of
the person in vertically downward direction by the
value of 1.36 cm.
Centre of mass of a two mass system distributed
at known distances can be given by formula:
X = (M1 X1 + M2 X2)
(M1 + M2)
Y = (M1 Y1 + M2 Y2)
(M1 + M2)
Fig27 Mass properties of bicycle frame
in second position
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The above formula indicates that Centre of mass
depends on the magnitude of mass of each body and
the distribution of mass from the reference
coordinates
Taking the above sentence into consideration,
the above results can be explained as: The main
objective is to lower the combined Centre of mass of
bicycle and the cycler. The fact is that the mass of
cycler is more than that of the mass of the bicycle.
Though there is uplift in the value of Centre of
mass of the bicycle frame, the multiplication factor
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International Journal of Engineering Trends and Technology (IJETT) – Volume 38 Number 2- August 2016
of Centre of mass of the bicycle frame in the formula
of Centre of mass i.e. the mass of bicycle frame is
small.
Though the value of increase in the Centre of
mass of bicycle (1.41 cm) is more than decrease in
the Centre of mass of cycler (1.36 cm), the
multiplication factor of Centre of mass of cycler i.e.
the mass of the cycler is very large.
Sum of larger the mass magnitude of the cycler
multiplied with small decrease in the Centre of mass
of the cycler and smaller the mass magnitude of the
bicycle multiplied with small increase in the Centre
of mass of the bicycle results in decrease in the
combined Centre of mass of the cycler and the
bicycle.
VI. CONCLUSIONS
Design is the very important stage in
manufacturing. It is because any product produced
must be through design stage where in design stage
consists of conceptual design, concept selection;
identify customer need, concept selection, analysis
and others.
Modelling of the existing diamond frame,
assuming load conditions, performing analysis on
the modelled diamond frame and presentation of
results have been done. The results show a proper
and safe design of diamond frame.
Reducing the effort by reducing the combined
Centre of mass of the cycler and bicycle can be
achieved by implementing a four bar mechanism in
the bicycle. Proposing the idea of implementation of
four bar mechanism in the bicycle in order to reduce
the effort is our main intention.
The results that we have got are not up to the
reach. The increased Centre of mass of the bicycle is
restricting the objective of the project. Redesigning
of the present idea with appropriate link lengths may
give an optimise result.
VII.
REFERENCES
[1] Mr.M.V.Pazare, Prof.S.D.Khamankar “Stress Analysis of
Bicycle Frame”, International Journal of Engineering Science and
Technology (IJEST).
[2] Derek Covill, Steven Begg, Eddy Elton, Mark Milne, Richard
Morris, Tim Katz “Parametric finite element analysis of bicycle
frame geometries”, The 2014 conference of the International
Sports Engineering Association, Procedia Engineering 72 ( 2014 )
441 – 446.
[3] Forrest Dwyer, Adrian Shaw, Richard Tombarelli presented
the thesis on “Material and Design Optimization for an
Aluminium Bike Frame”.
[4] D. S. De Lorenzo, M. L. Hull “Quantification of Structural
Loading During Off-Road Cycling”, Thomas Jin-Chee Liu,
Huang-Chieh Wu,” Fiber direction and stacking sequence design
for bicycle frame made of Carbon epoxy composite laminate”,
Materials and Design 31 (2010) 1971–1980
[5] Fabian Fuerle , Johann Sienz “Decomposed surrogate based
optimization of carbon-fibre bicycle frames using Optimum Latin
Hyper cubes for constrained design spaces”.
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