Bicycle Suspension

Design of a bicycle rear suspension system
Table of content
1 INTRODUCTION..................................................................................................................1
2 LITERATURE REVIEW......................................................................................................4
2.1 Historical background........................................................................................................4
2.2 Parts of a bicycle.................................................................................................................6
2.3 Importance of bicycle.........................................................................................................7
2.4 Bicycle suspension..............................................................................................................8
2.5 Bicycle suspension designs................................................................................................15
3 PHYSICAL AND MATHEMATICAL MODELING OF A BICYCLE.........................17
3.1 Physical modeling.............................................................................................................17
3.2 Mathematical modeling....................................................................................................19

3.2.1 The cantilever beam model...............................................................................................19
3.2.2 The saddle..........................................................................................................................21
3.2.3 The front wheel..................................................................................................................22
3.2.4 The rear wheel...................................................................................................................22
3.2.5 The rear suspension...........................................................................................................24
3.3 Generation of matrix........................................................................................................27
4 DESIGN OF REAR SUSPENSION....................................................................................34
5 PIVOT PLACEMENT.........................................................................................................40
6 CONCLUSION AND RECOMMENDATION..................................................................41
Reference........................................................................................................................................42
0
Prepared by Bereket Tesfaye and Gudeta Berhanu
1 Introduction
Vibration is the study of the repetitive motion of objects relative to a stationary frame of
reference or nominal position (usually equilibrium). Sometimes these vibrations are desired as in
the case of a string vibrating on an instrument (e.g. Guitar string). Sometimes vibration is
unwanted as in the case of vibrating ground motion produced during an earthquake. Foundation
supporting reciprocating engines, compressors or punch pressure, are subjected to vibration
caused by unbalanced machine force as well as the static weight of machine. If these vibrations
are excessive, they may damage the machine or cause it not to function properly. Further, the
vibrations may adversely affect the building or persons working near the machinery unless the
frequency and amplitude of the vibrations are controlled. In this case vibration can be harmful
and should be avoided.
The two basic components of all vibratory systems are the mass and the restoring force. The
restoring force, often provided by an elastic mechanism, such as a spring, tends to return the mass
to its equilibrium position. When the mass is displaced from its equilibrium position and released,
it over shoots the equilibrium position, come to a momentary stop, and then reverses direction
[1]. In other word, the physical explanation of the phenomena of vibration concerns the interplay
between potential energy and kinetic energy. A vibrating system must have a component that
stores potential energy and releases it as kinetic energy in the form of motion (vibration) of a
mass. The motion of the mass then gives up kinetic energy to the potential energy storing device.
In general terms, vibrations are categorized as forced and free, and damped and undamped. Free
vibration occurs when a mechanical system is set off with an initial input and then allowed to
vibrate freely. Example of this type of vibration are pulling a child back on a swing and then
letting go. Forced vibration is when an alternating force motion is applied to a mechanical
system. Examples of this type of vibration include the vibration of a building during an
earthquake or shading washing machining due to an imbalance. Damped vibrations refer to a
system in which energy is being removed by removed by friction or a viscous damper (resistance
caused by the viscous drag of a fluid). If damping is absent, the motion is called undamped.
1
The vibratory motion of a whole body can be described as a combination of individual motions of
six different types. These are translation in the three orthogonal directions x, y, and z, and
rotation around the x, y, and z-axes. Any complex motion the body may have can be broken
down into a combination of these six motions. Such a body is therefore said to possess six
degrees of freedom.
The fundamentals of vibration analysis can be understood by studying the simple mass-spring-
damper model. Indeed, even a complex structure such as an automobile body can be modeled as a
summation of simple mass-spring-damper models. One of the goals of vibration analysis is to be
able to predict the response, or motion, of a vibrating system.
Simply, the natural frequencies were found by setting the characteristic determinant equation to
zero. Although this is an exact method, it is so tedious to solve for large degree of freedom.
Energy method and Raleigh’s principles are convenient for analyzing undamped, free vibrations
with a single degree of freedom [2]. Both techniques are based on the principle of conservation of
mechanical energy.
A bicycle, or bike, is a pedal-driven, human-powered vehicle with two wheels attached to a

frame, one behind the other. They are used not only for transportation system but, now a day, a
popular form of recreation. Nearly all modern upright bicycles feature the diamond frame, a truss,
consisting of two triangles: the front triangle and the rear triangle. The front triangle consists of
the head tube, top tube and seat tube. The rear triangle consists of the seat tube and paired chain
stays and seat stays. Bicycle suspension refers to the system or systems used to suspend the rider
and all or part of the bicycle in order to protect them from the roughness of the terrain over which
they travel [4].
In both biological and mechanical terms, the bicycle is extraordinarily efficient. In terms of the
amount of energy a person must expend to travel a given distance, investigators have calculated it
to be the most efficient self-powered means of transportation. From a mechanical point of view,
2
up to 99% of the energy delivered by the rider into the pedals is transmitted to the wheels,
although the use of gearing mechanisms may reduce this by 10-15%.
3
2 Literature review
2.1 Historical background
Several inventors contributed to the history of the bicycle by developing predecessor human-
powered vehicles, including the velocipede. The documented ancestors of today’s modern bicycle
were known as Drais. To use the Drais, first introduced to the public in Paris by the German
citizen, Baron Karl von Drais in 1818. The operator sat on both sides of a wooden frame
supported by two in line wheels and pushed the vehicle along with their feet while steering the
front wheel.
Figure 2-1. Drais’ 1817 bike
Scottish blacksmith Kirkpatrick MacMillan refined this in 1839 by adding a mechanical crank
drive to the rear wheel, thus creating the first true “bicycle in the modern sense. In the 1850s and
1860s.
Frenchmen Ernest Michaux and Pierre Lallement took bicycle design in a different direction,
placing the pedals on an enlarged front wheel. Their creation, which came to be called the
“Boneshaker” or “Penny-farthing” (more formally an ordinary bicycle), featured a heavy steel
frame on which they mounted wooden wheels with iron tires. The primitive bicycles of this
generation were difficult to ride, and the high seat and poor weight distribution made for
dangerous falls.
4
Figure 2-2. A penny-fathering or ordinary bicycle
The subsequent dwarf ordinary bicycle addressed some of these faults by adding gearing,
reducing the front wheel diameter, and setting the seat further back, with no loss of speed. Having
both pedal and steer via the front wheel remained a problem. Starley’s newphew, J.K Starley, J.H
Lawson, and Shergold solved this problem by introducing the chain drive. These models were
known as dwarf safeties, or safety bicycle, for their lower seat height and better weight
distribution. Starley’s 1885 Rover 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
which is shown on the fig. 2.3 below [4].
Figure 2-3. Bicycle in Plymouth at the start of the 20th century
5
2.2 Parts of a bicycle
Nearly all modern bicycles feature the diamond frame, a truss, consisting of two triangles: the
front triangle and the rear triangle. The front triangle consists of the head tube, top tube, down
tube and seat tube. The head tube contains the headset, the set of bearings that allows the fork to
turn smoothly for steering and balance. The top tube connects the head tube to the seat tube at the
top, and the down tube connects the head tube to the bottom bracket. The rear triangle consists of
the seat tube and pair chain stays and seat stays. The chain stays run parallel to the chain,
connecting the bottom bracket to the rear dropouts. The seat stays connect the top of the seat tube
at or near the same point as the top tube to the rear dropouts. Free wheel connects the hear lever
to the chain wheel or free wheel gear systems. Nipples are tiny tunes at the beginning of the rim
which hold the spokes.
Some parts are shown on the figure below.
6
2.2 2.3 Importance of bicycle
Though the importance of bicycles is different in different societies, some conventional

importance is stated below.
 Recreational: Bicycles are used for recreation at all ages. Bicycle touring, also known as
cyclotourism, involves touring and exploration or sightseeing by bicycle for leisure.
 Sporting: bicycle also used for racing competition
 Health: bicycles can be used by people seeking to improve their fitness and
cardiovascular health. Also helpful in weight losing.
 Transportation: for delivery purpose.
 Economic: less costly compared with other transportation means.
7
2.4 Bicycle suspension
Bicycle suspension refers to the system or systems used to suspend the rider and all or part of the
bicycle in order to protect them from the roughness of the ground over which they travel. Bicycle
suspensions are used primarily on mountain bicycles, and can even be found on some road
bicycles.
Suspension systems can be implemented in a variety of ways in a bicycle. Some of them are:
1. suspension front fork(fig.2-4)
2. suspension steam(fig.2-5)
3. suspension seat post(fig.2-6)
4. rear suspension (fig.2-7)
Figure 2-4. Suspension front fork
Figure 2-5. Suspension steam
8
Figure 2-6. Suspension seat post
Figure 2-7. Rear suspension
Such suspension systems exit individually or as a combination of any of the above. For
example bicycle with a combined suspension of front forks and rear suspension are referred
to as full suspension bikes.
Figure 2-8
Besides providing obvious rider comfort, it helps maintain better control in severe off-road
riding. This protects the bicycle. By flexing, the wheels are much less likely to be damaged
when hitting sharp edges in the road. Suspension also adds a degree of safety, especially front
9
suspension. When hitting a tree root, curb, or similar sharp obstruction, a bicycle without
suspension can stop suddenly, introducing the rider to flight. With suspension, the rider may
move a bit, but will remain seated and under control. Suspensions improve both safety and
efficiency by keeping one or both wheels in contact with the ground and allowing the rider’s
mass to move over the ground in a flatter path. Staying an inch above the seat can be a waste
of energy.
Many newer mountain bikes have a full suspension design. In the past, mountain bikes had a
rigid frame and rigid fork. In the early 1990s, mountain bikes started to have front suspension
forks. This made riding on rough land easier on a rider’s arms. The first suspension forks had
about 38 to 50 mm of suspension travel. Soon after, some frame designers came out with a
full suspension frame which gave riders a smoother ride throughout the ride.
Newer suspension frame and fork designs have reduced weight, increased amount of
suspension travel, and improved feel. Many shut out the rear suspension while the rider is
pedaling hard or climbing, in order to improve pedaling efficiency. Most suspension frames
and forks have about 100mm of suspension travel. More forceful suspension frames and forks
made for downhill racing and free riding have as much as 200 or 230 mm of suspension
travel [3].
Full suspension mountain bike technology has made great advances since first appearing in
the early 1990s. One of the first successful full suspension bikes was designed by Mert
Lawwill, a former motorcycle champion. Early full suspension frames were heavy and tended
to bounce up and down while a rider pedaled. This movement was called pedal bob,
kickback, or monkey motion and took power out of a rider’s pedal stroke, especially during
climbing up steeply hills. Input from hard braking efforts (known as brake jack) also
negatively affected early full suspension designs. When a rider hit the brakes, these early
designs lost some of their ability to absorb bumps and this happened in situations where the
rear suspension was needed most.
10
The problems of pedal bob and brake jack began to be solved in the early 1990s with the born
of design of full suspension system of bicycles. The first full suspension design had four bar
linkage in mountain biking. This design solved the twin problems of unwanted braking and
pedaling input to the rear wheel, but the design wasn’t perfect [4].
In our project we are going to look at a bicycle rear suspension system and going to consider
different parameters that affect the suspension system such as the different forces on the
bicycle (pedaling force, chain force, traction force, contact force, spring force, vertical force
due to weight transfer) and suspensions so as to determine the appropriate frame
configuration and pivot placement for the design of better suspension performance and
improved over all system.
Along with the investigation of various forces affecting the suspension system, it is also
critical to study their effects on human. Contact with a vibrating system transfers vibration
energy to a person’s body. Depending on how the exposure occurs, vibration may affect a
major part of the person’s body or only a particular organ. A rider can be exposed to a
vibration induced from the bumps and holes transmitted through the wheels and forks. These
exposures can be directly on the arms called segmental vibration or hand-arm vibration
exposure or through the saddle called whole body vibration exposure.
Though the effect is not this much significant in case of bicycle riding, hand-arm vibration
causes damage to blood vessels and nerves in the fingers. The resulting condition is known as
white finger disease, Raynaud’s phenomenon or hand-arm vibration syndrome (HAVS).
Unlike hand-arm vibration, the whole body vibration has an increased incidence of the
disorders of bowels and the circulatory, musculoskeletal and neurological systems.
Having considered the above consequences owing to vibration exposure of human, a careful
investigation will be carried out for better and optimum design of the suspension system.
11
In doing the analytical part of the design, the system is considered as a static and dynamic
system to evaluate the various types of forces encountered which affect the suspension
system.
Like all mechanical structures, the human body exhibits a maximum mechanical response.
Human responses to vibration cannot be explained solely in terms of a single resonance
frequency. There are many resonances in the body, and the resonance frequencies vary among
people and with posture. Experimental data collected over the years, for defining limits of
vibration exposure to human beings, have resulted in a set of vibration criteria specified in ISO
standard 2631.
The illustration Fig.2-9 below shows the Transmissibility of vertical vibration from table to
various parts of a seated human subject as a function of frequency.
Figure 2-9
12
Frequency range effect
3-6 Hz thorax-abdomen system

20-30 Hz head-neck shoulder system
60-90 Hz eyeball resonance
100-200Hz lower jaw-skull system
Above 100 Hz, simple lumped parameter models are not very useful. It is then necessary to apply
continuous structural analysis methods which become very complex. by such methods, however,
it has been shown that for the skull itself, the fundamental mode of vibration seems to be in the
region of 300-400 Hz with resonances for higher modes around 600-900Hz.
Two mechanical responses of the body are often used to describe the manner in which vibration
causes the body to move: transmissibility and impedance.
The transmissibility shows the fraction of the vibration which is transmitted from seat to the
head. The transmissibility of the body is highly dependent on vibration frequency, vibration axis
and body posture.
The mechanical impedance of the body shows the force that is required to make the body move at
each frequency. The mechanical impedance of the body has a large effect on the manner in which
vibration is transmitted through seats.
Another point that should be given attention is the damping value of a structural system. In
dynamic analysis of structures, damping plays an important role. The most effective way to treat
damping within modal analysis framework is to treat the damping value as an equivalent
Rayleigh Damping in form of
13
Where is damping matrix of the physical system; is mass matrix is stiffness matrix;
and are pre-defined constants.

Using the following table of equivalent Rayleigh’s damping values; the damping value of a
structural model is assumed [6].
Table 2. 1
The above table shows that for the given frequencies the corresponding damping values are
listed. So in our case for the frequency of a system: 10Hz, the damping value will be
approximately: 0.05.
14
2.3 2.5 Bicycle suspension designs
Several different full suspension designs are now well established. Such suspension designs
are:
Soft tail: The soft tail, shown in fig.2.10, relies on the flexing of the rear triangle and a rear
shock or elastomer placed in line with the seat stays. They have no moving parts, besides the
shock/elastomer, making it extremely simple. It maintains pedaling efficiency and power
delivery because of the solid chain stay. They tend to be extremely light compared to other
rear suspension types. However, soft tails are out of favor now because of the limited rear
axle travel [4].
Figure 2-10 soft tail
Road bikes: Although much less common, they incorporate suspensions in their arm set and
saddle. .
Figure 2-11 road bike
Recumbent bikes: Many recumbent bicycles have at least a rear suspension because the rider
is usually unable to lift themselves off the seat while riding.
15
Figure 2-12 recumbent bike
Hard tail: this is bikes without rear suspension integrated in to the frame. However, to
improve comfort, suspension forks may be added as an upgrade.
Figure 2-13 hard tail
16
3 Physical and mathematical modeling of a bicycle

3.1 Physical modeling
The vibration model is developed with the intention to evaluate the vibration response of a
bicycle with rear suspension system. In order to simplify the model, we make the following
assumptions about the mountain bike rider system.
a) The system is represented by a mechanical system with two rigid bodies linked together
by revolute joints and translational joints, and springs. The rigid bodies refer to the rider
and the central frames (including the front and rear wheel and other accessories).
b) The tire of wheels is modeled as linear springs combined with linear viscous dampers.
And the tire is inflated enough and there is only one point on a wheel in contact with the
ground. Although this is the simplest modeling of a tire, it can basically describe the tire’s
physical characteristics, especially for a bicycle’s center face tires.
c) The only vibration excitation to system comes from the unevenness road surface and the
pedaling force of the rider.
d) The front and the rear wheels are considered as individual rigid bodies, after their
flexibility has been considered.
e) All vibration excitation on the rear wheel is considered to be absorbed by the suspension
system. (no displacement transmissibility to the body owing to bump on the rear wheel.)
f) The part below the saddle is considered as a cantilever beam whose stiffness and damping
values are combined in series with the stiffness and damping values of the saddle.
17
A sketch of the physical model is shown in fig.3.1 below. The two rigid bodies are indicated by
, the pivot point of the rider and the center frame is indicated by . The numbers in the
circles mark the spring-damper system in the model as follows: 1 handle-arm section, 2 seat, 3
front tire, and 4 rear tire. Basic parameters used to specify bicycle structure from the viewpoint of
vibration are in Fig.3.1 below.
Five independent generalized coordinates are used to describe the bicycle’s position and
configuration at any time: the coordinate Za, Zc, and Zb; the angles and . Having this we
derive the dynamics equations of mountain bike system using Lagrange’s equation.
Figure 3. 1 physical modeling of a bicycle with rear suspension system
18
3.2 Mathematical modeling
From the physical model shown on the fig. 3.1 above, the values of stiffness and damping are
evaluated using different geometries due to the masses and the bumps.
3.2.1 The cantilever beam model
figure 3. 2
From the cantilever model of the bicycle part below the saddle shown on the fig.3.1 above, the
deflection is calculated to evaluate the stiffness of the structure.
The properties of the structure are given as: E=10GPa
With a circular cross-section, I is computed as:
= 3.73e-7 m4
The stiffness of the cantilever beam, kc will be:
=114.95KN/m
19
By assuming the saddle and the cantilever beam are connected in series, the equivalent stiffness
and damping values will be:
 Equivalent stiffness
= 34,182.86 N/m
 Equivalent damping
=0.1344 N/m
20
3.2.2 The saddle
figure 3. 3
Form the geometry above, the P.E, K.E and dissipation can be evaluated as:
21
3.2.3 The front wheel
figure 3. 4
From the geometry:
22
3.2.4 The rear wheel
figure 3. 5
23
3.2.5 The rear suspension

 for rear wheel bump
figure 3. 6
24
 For front wheel bump
figure 3. 7
The resultant of the rear and the front values is:
25
Therefore, the over all systems P.E, K.E and dissipation is given by:
3.3. Generation of matrix

Using the Lagrange’s equation stated below, the generalized matrix of the system is generated.
figure 3. 8
Where:
26
: is the generalized coordinate of the system
: Dissipated (damping) forces so other external forces that are not derivable from a potential
function.
= potential energy
= Kinetic energy
= dissipation
= force of the chain
= radius of the rear cog
= wheel radius
Then equation of motion can be written in the form:
NB: since T is independent of displacement vector, the parameter in the Lagrange’s equation
is canceled out.

27
28
For the forces
29
Rearranging the above equations,
We can generate a 5 by 5 matrix as follows.

Mass matrix
Stiffness matrix
30
Damping matrix
Force matrix
31
4. Design of rear suspension

With the given specification:
Road profile:
Where, y0 = 20 cm
L = 0.1 m
Ma = 5 kg
Mb = 6 kg
K1 = 48650 N/m
C1 = 1000 Ns/m
K2 = K3 =134000 N/m
C2 = C3 = 271 N/m
Rw = 0.33 m
Jr = Jf = 0.2 kg m2
figure 3. 9 test signal
32
Substituting values:
Mass matrix
NB: As stated in the literature review, we have taken a damping value of a structural system to be
0.05.
Damping matrix
Stiffness matrix
Force matrix
Now lets consider a bicycle and its suspension system are idealized as a damped spring mass
system moving on a road surface whose geometry is shown figure 3.9. by a sinusoidal test signal.
Let: s = the distance traveled by the bicycle
33
L = wave length of the roughness

yo = roughness amplitude
Before we proceed to the calculation, from the graph on figure 2.9. we should have to set the
appropriate natural frequency that is given as a function of transmissibility (acceleration) so that
the appropriate zone is between 7 and 13 Hz.
Take =8 Hz( 50.265 rad)
The height of the wheel above the mean road height may be expressed as:
Where s = V*t
I.e. the wheel oscillates vertically with harmonic motion, at frequency,
But let the range for velocity of a bicycle is:

10 Km/h to 20 Km/h
i.e 10 Km/h (2.8 m/s), when the bike is driven slowly.
15 Km/h (5.6 m/s), when the bike is driven rapidly.
So =175.9 rad/s
=351.8 rad/s
Frequency ratio:
= 3.5
=7
Since r1 < r2, we take r1 = 3.5
34
Therefore,
Td = 0.3
Now using equation of motion for suspension, we can determine the desired natural frequency of
the bicycle. In doing so we have two cases which have a direct impact on the suspension system.
Case 1
Equation of motion due to the rear mass is given by:
(2* *8)2 = 0.19 k4/0.2

K4 = 2659.59
0.19c4 =
C4 = 2*0.5* (2659.59*0.2)1/2/0.19
C4 = 121.4 Ns/m
Case 2
Equation of motion due to the front wheel is given by:
35
(2* *8) 2 = 0.26k4/0.2

K4 = 1943.5 N/m
Since it is in the second case with the stiffer stiffness value, it is advisable to take it along
with the corresponding damping value for the system.
 K4 = 2659.59N/m
 C4 = 121.4 Ns/m
 For light damping, the maximum amplitude of vibration occurs at around the
natural frequency. Therefore, the critical speed found from:
=0.127 (0.458 Km/hr)
So the amplitude of vibration at is approximately
=20/ (2*0.49) = 20.41cm
36
 The response of the system using Matlab can be shown as follows:

function[zBER]=fun(z,u,t)
m=[5 0 0 0 0;0 6 0 0 0;0 0 70 0 0;0 0 0 0.2 0;0 0 0 0 0.2];
c=[272 0 0 0 0;0 0.1344 0.1344 0.0788 0;0 0.1344 0.1344 0.0788 0;0 0 0 30.34 0;0 0 0 0
28.823];
k=[134000 0 0 0 48200; 0 50282.86 37546.74 67417.14 0;0 179699.62 179699.62 22400 0;0
0 0 2493.36 0;0 0 0 0 789.564];
mc=m\c;mk=m\k;
A=[zeros(5) eye(5);-mk mc];
zBER=A*[z(1) z(2) z(3) z(4) z(5) z(6) z(7) z(8) z(9) z(10)]'+u;
end
37
5. Pivot placement
For the rider-induced forces not to excite the suspension, the pivot must lie at the intersection of
the rider-induced forces: the chain force and the rear wheel contact force, the resultant of the rear
wheel traction force and the rear wheel vertical force. With such configuration, F chain and Fcontact
will not create a torque about the pivot. Hence the suspension will not be activated by the rider-
induced forces.
There are two conventional pivot placements:
1) Pivot located very close to the crank’s center or
2) Pivot located on the down tube in the general proximity of the chain force line of action.
When the pivot is located near the center, biopacing 1 is minimized because as the rear wheel
moves up due to suspension activation, the chain length between the front and rear sprockets
remains relatively constant. Such location is not good due to the fact that the rear wheel contact
force and chain force excite the suspension because both create a torque abut the pivot.
When the pivot is located on the down tube near the line of action of the chain force, it is
intended that the chain force will not activate the suspension. Due to the change in the direction
of chain force, a torque will be generated about the pivot, and the suspension will be activated. In
addition biopacing is a problem.
Utilization of the unified rear triangle (URT) simplifies the rear suspension design problem. With
the URL, the chain force is isolated from the suspension.
The pivot placement now depends on the rear wheel contact force, the pedaling force, and the
bike frame geometry [5].
1
Interruption of riders pedaling rhythm due to upward movement of the rear wheel causing the chain length to vary.
38
6. Conclusion and recommendation

 Due to the unevenness of a road profile, the base or the wheel is subjected to a
vibration causing a displacement that is transmitted to a minimum to the rider
owing to the suspension system. But this transmitted displacement to the body
should be in accordance with predefined comfort zone of human natural
frequency. A little deviation from this zone results in uncomfortable ride and also
has a negative effect on health.
 For the given road profile, i.e. Y (t) = 20sin (wt), the shock absorber with
stiffness and damping of the designed values (K4 = 2659.59N/m, C4 = 121.4
Ns/m), should be installed to reduce the amplitude. This makes the natural
frequency to be in human comfort zone.
 Note that at the critical speed (5.73 Km/hr); the suspension system is making the
vibration worse. The amplitude of the bicycle’s vibration is greater that the
roughness of the road. Suspension works best if they are excited at frequencies
well above their resonant frequencies.
39
Reference
[1] ……… fundamentals of Applied Dynamics. James H.Williams, Jr.
[2]………… Singresus rao, mechanical vibration, third edition, eddison-wesley publishing
company, 1995, USA.
[3]…………. http://www.mbaction.com/detail.asp?id=789
[4]…………. http://www.wikipedia.com
[5]……………Mike Padilla, Joe Brennan coornell University, Human Power Lab, Ithaca, NY
[6] ……………Hurty W. and Rubenstein M Dynamics of structures, Prentice Hall of India, New
Delhi, 1969
[7] …………….William T.thomson, theory of vibration with application, 4th edition, Stanley
thornes(publishers) Ltd, 1993, U.K.
40

Bicycle Suspension

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Bicycle Suspension

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Design of a bicycle rear suspension system

2.1 Historical background........................................................................................................4

2.2 Parts of a bicycle.................................................................................................................6

2.3 Importance of bicycle.........................................................................................................7

2.4 Bicycle suspension..............................................................................................................8

2.5 Bicycle suspension designs................................................................................................15

3 PHYSICAL AND MATHEMATICAL MODELING OF A BICYCLE.........................17

3.1 Physical modeling.............................................................................................................17

3.2 Mathematical modeling....................................................................................................19

3.3 Generation of matrix........................................................................................................27

4 DESIGN OF REAR SUSPENSION....................................................................................34

6 CONCLUSION AND RECOMMENDATION..................................................................41

A bicycle, or bike, is a pedal-driven, human-powered vehicle with two wheels attached to a

Figure 2-1. Drais’ 1817 bike

Figure 2-2. A penny-fathering or ordinary bicycle

Figure 2-3. Bicycle in Plymouth at the start of the 20th century

2.2 Parts of a bicycle

2.2 2.3 Importance of bicycle

Though the importance of bicycles is different in different societies, some conventional

2.4 Bicycle suspension

Figure 2-4. Suspension front fork

Figure 2-5. Suspension steam

Figure 2-6. Suspension seat post

Figure 2-7. Rear suspension

Frequency range effect

3-6 Hz thorax-abdomen system

and are pre-defined constants.

2.3 2.5 Bicycle suspension designs

Figure 2-10 soft tail

Figure 2-11 road bike

Figure 2-12 recumbent bike

Figure 2-13 hard tail

3 Physical and mathematical modeling of a bicycle

Figure 3. 1 physical modeling of a bicycle with rear suspension system

3.2 Mathematical modeling

3.2.1 The cantilever beam model

3.2.2 The saddle

3.2.3 The front wheel

From the geometry:

3.2.4 The rear wheel

3.2.5 The rear suspension

 For front wheel bump

The resultant of the rear and the front values is:

3.3. Generation of matrix

: is the generalized coordinate of the system

= force of the chain

= radius of the rear cog

Then equation of motion can be written in the form:

For the forces

Rearranging the above equations,

We can generate a 5 by 5 matrix as follows.

4. Design of rear suspension

figure 3. 9 test signal

L = wave length of the roughness

I.e. the wheel oscillates vertically with harmonic motion, at frequency,

But let the range for velocity of a bicycle is:

Since r1 < r2, we take r1 = 3.5

Equation of motion due to the rear mass is given by:

(2* *8)2 = 0.19 k4/0.2

Equation of motion due to the front wheel is given by:

(2* *8) 2 = 0.26k4/0.2

=0.127 (0.458 Km/hr)

So the amplitude of vibration at is approximately