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Conceptual Design of Bicycle Frame

Article in International Journal of Engineering Trends and Technology · August 2016

DOI: 10.14445/22315381/IJETT-V38P213

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 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 with pedals on an enlarged front wheel

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.
(the velocipede). Several inventions followed using
rear-wheel drive, the best known being the rod-
driven 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 double-
triangle 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 human-
powered, 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 Fig 2 Terminology of bicycle frame
billion worldwide, twice as many as automobiles.
They are the principal means of transportation in
many regions. They also provide a popular form of II. PROJECT IDEA
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 There may exist many types of bicycle frames based
allowed for a proliferation of specialized designs for on its usage and also based on the kind of people use
diverse types of cycling. like men or women. The geometry of the bicycle
The dandy horse, also called Draisienne or frame, its shape and size varying continuously
laufmaschine, was the first human means of according to the satisfaction of the user. Many
transport to use only two wheels in tandem and was design modifications have been made on the bicycle
invented by the German Baron Karl von Drays. Its frame by the designers to optimize its design
rider sat astride a wooden frame supported by two parameters.
in-line wheels and pushed the vehicle along with Our study on the bicycle frame is to reduce the
his/her feet while steering the front wheel. effort of the person while he will be riding on an
In the early 1860s, Frenchmen Pierre inclined road. While he is riding on a straight
Michaud and Pierre Aliment took bicycle design in a horizontal road, the inertia of the person and the
new direction by adding a mechanical crank drive 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 Fig 3 Sectional Views of Bicycle Frame
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 Fig 4 Model of diamond type of bicycle frame
effort or driving force to maintain the constant speed 2. ANALYSIS OF MODELLED
while driving on the inclined plane. DIAMOND BICYCLE FRAME
Our concentration is on the reduction of this extra
effort by the cycler while driving on the inclined 2.1 MATERIALPROPERTIESAPPLIED
plane. Table 1 Aluminium alloy properties
For that to happen the resistance moment caused
by the weight component should be reduced. Aluminum Alloy > Isotropic Elasticity
Moment is the product of force and perpendicular Young's
distance of the force from the point of rotation. As Temperature Poisson's Bulk Shear
Modulus
the weight of the cycler and the weight of the bicycle C Ratio Modulus Pa Modulus Pa
Pa
remain constant, there is only one criterion to reduce
7.1e+010 0.33 6.9608e+010 2.6692e+010
the moment. It is the perpendicular distance of the
force from the point of rotation.
Young's
The cycle wheel axis cannot be changed because Temperature Poisson's Bulk Shear
Modulus
the radius of the wheel remains constant. The point C Ratio Modulus Pa Modulus Pa
Pa
from which the weight component arises should be
varied. The point from which the weight component 7.1e+010 0.33 6.9608e+010 2.6692e+010
arises is the combined Centre of mass of the cycler Aluminum Alloy > Constants
and the bicycle. Density 2770 kg m^-3
Displacement of the Centre of mass is Aluminum Alloy > Compressive Ultimate
compulsory. Strength
To displace the Centre of mass of a frame, a Compressive Ultimate Strength Pa
mechanism is required to displace the parts of the 0
frame so that the frame reaches to a minimum Aluminum Alloy > Compressive Yield Strength
Centre of mass from the ground reference. We have
Compressive Yield Strength Pa
chosen a four bar mechanism to fulfil this objective.
One of the inversions of four bar mechanism is 2.8e+008
double rocker mechanism. Implementing this Aluminum Alloy > Tensile Yield Strength
mechanism in the bicycle frame, our objective can Tensile Yield Strength Pa
be reached. 2.8e+008
Aluminum Alloy > Tensile Ultimate Strength
III. DIAMOND TYPE BICYCLE FRAME Tensile Ultimate Strength Pa
MODELING AND ANALYSIS 3.1e+008
1. MODELING OF DIAMOND TYPE
OF BICYCLE FRAME 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 Fig 9 Total deformation

POSITION

Table2 Sitting position analysis

Directional Equivalent
Equivalent Total
Type Deformation Elastic
Stress Deformation
Strain
-1.4111e-
Minimum 0. Pa 0. m 0. m/m
005 m
6.6843e+006 3.6678e-005 9.9004e-006 9.4469e-
Maximum
Pa m m 005 m/m
Fig 5 Analysis of frame in sitting position

SITTING POSITION 2.4 ANALYSIS OF FRAME IN

STANDING POSITION

Fig 10 Analysis of frame in standing position

Fig 6 Directional Deformation
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
Type Deformation Elastic
Stress Deformation
Strain
-1.2873e-
Minimum 0. Pa 0. m 0. m/m
005 m
1.6168e+007 3.5249e-005 3.319e-005 2.9461e-
Maximum
Pa m m 004 m/m
Fig18 Equivalent stress
2.5 ANALYSIS OF FRAME IN BRAKING
POSITION

Fig19 Total deformation

Fig15 Braking position
Table 4 Braking analysis

Directional Equivalent
Equivalent Total
Type Deformation Elastic
Stress Deformation
Strain
-7.7252e-
Minimum 0. Pa 0. m 0. m/m
006 m
3.7669e+006 2.1042e-005 3.1037e-006 5.4695e-
Maximum
Pa m m 005 m/m

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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

Table 5 Surface irregularity

SURFACEIRREGULARITIES

Directional Equivalent
Equivalent Total
Type Deformation Elastic
Stress Deformation
Strain
-8.0995e-
Minimum 0. Pa 0. m 0. m/m
005 m
3.3168e+007 1.8612e-004 1.9878e-005 4.8407e-
Maximum
Pa m m 004 m/m
Fig21 Directional deformation
IV. CONCEPTUAL DESIGN OF BICYCLE
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 modelling of each part was carried out in
Solid works then assembled and analysis of this
was done using ANSYS as shown in below
Fig22 Equivalent strain 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)

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
2. MASS PROPERTIES OF CYCLE the person in vertically downward direction by the
FRAME IN SECOND POSITION 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)

The above formula indicates that Centre of mass

Fig27 Mass properties of bicycle frame
in second position
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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