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					     Stability of Tandem Bicycles




              Report by:

            Chris Wojtko




             Submitted:

             03/03/2000




               Project:

HPV Tandem, Vehicle Dynamics Division
A tandem bicycle has many advantages, especially in racing. With the same frontal area,

the bicycle can have twice the power input as a single-rider bicycle. Currently, however,

a single-rider bicycle holds the land speed record for a human powered vehicle (HPV).

This suggests that there are problems with a tandem configuration that must be overcome

before it will be able to reach its full potential.



One of the areas in question is the stability and handling of a tandem bicycle. In reality,

it is still not known what is required for good stability and handling on a single-rider

bicycle. Though studies have shown that several variables contribute to the ridability of

the bike, especially the geometry, none has been able to mathematically relate these

variables to the forces acting on the bike. This is in contrast to most other aspects of the

bike, including braking, frame deflection, and fluid flow, all of which can be estimated to

a reasonable degree.



Differences from a Single-Rider HPV

Though it is true that no one can exactly predict whether or not a bicycle will be stable,

bicycle manufacturers consistently produce stable bicycles. To ensure this stability, the

bicycles all have at least two variables in common; first, racing, touring, and track

bicycles all have similar steering geometries, and second, bicycles all have some degree

of understeer.



It is then necessary to ask, what is it about a tandem bicycle that will change the way it

handles relative to a single rider bicycle? Some changes will be the overall length of the
bicycle, the weight, the location of the center of gravity, and the fact that now two people

will be leaning during turning instead of one. These two changes, however, will have

little effect other than to change the weight on each tire, and possibly the distribution of

weight on the tires. Therefore, it is reasonable to assume that a tandem bicycle will have

the same forces acting on its tires as any other type of bicycle would.



Bicycle Geometry

According to a paper by David E. H. Jones, it is the geometry of the bicycle that is

primarily responsible for its handling and steering characteristics. Using what he referred

to as the stability criteria, he analyzed many different bicycles with regards to their

steering geometries. He found that the head angle, fork offset (y), and wheel diameter are

responsible for making the bike either stable or unstable (see Figure 1 in the appendix for

illustrations of a typical bicycle geometry and Figure 2, below, for Jones’ graph of the

stability criteria). Furthermore, he found that those bicycles in which quick response is

most important were closest to the zero stability criteria line. In other words, there is

always a compromise between how easily a bicycle handles and how easy it is to keep the

bicycle going in a constant direction.
Figure 2: Lines of stability according to Jones. The zero line is the neutral line, while negative values
imply the bicycle becoming more stable.

What is unclear from Jones’ research is exactly how the two graphs he shows were

generated. From his research, the following conclusions were reached:

   The gyroscopic effect of the wheels of the bicycle does not account for it being either

    stable or unstable. A bicycle on which the gyroscopic effect is cancelled will not

    travel on its own, but it can also still be ridden.

   The reduction in the potential energy of a bicycle as it is leaned into a turn (thus

    causing a lowering of the center of mass) is not significant when studying its stability.

   The “front projection” of the bicycle is significant to its stability. The smaller the

    front projection is, the more stable the bike is. The front projection can be negative

    when the fork on a normal bike is reversed, resulting in a very stable bike.

   Conversely, a bicycle with a very large, positive front projection will be unstable.
   The force torque that acts perpendicular to a bicycle wheel when it is turned does

    have an effect on the stability. This torque acts until the line of the steering axis

    intersects the contact point of the wheel and the ground. In other words, the torque

    acting about the steering axis of the bicycle will continue to act until the trail of the

    bicycle become zero.

It is our goal for the rest of this year to reproduce Jones’ graphs, using force analysis on a

bicycle wheel. This second of these graphs is shown above, which was Jones’ final

result. To obtain this graph, he also created the graph shown as Figure 4 in the appendix,

which will be the graph referred to for the following sections.



The first and easiest situation is to analyze the forces acting on a non-turning bicycle

wheel. The situation in which the wheel is neither turning nor is the bike moving is fairly

uninteresting. The only forces acting on the wheel are the weight acting downward,

which is balanced by the normal force.



A stationary bicycle which is leaned is a more difficult problem. Anyone who has

pushed a bicycle could have noticed that tilting the bicycle to one side or the other

resulted in the bicycle’s steering wheel turning in the direction of the lean. Because the

bicycle is not moving, it cannot be a dynamic friction force. However, from the statics of

the problem, it can be seen that it is the normal force that causes the wheel to rotate.

When the bicycle is tipped out of static equilibrium, the normal force still acts directly

upwards. This then generates a moment about the steering axis, which is directly related

to the angle of lean, as it is the angle of lean that determines the distance between the
steering axis and the point at which the normal force is acting. Were the steering axis

also in the vertical plane, it can be seen from the attached diagram that the only effect the

normal force would have in would be to create a moment related to the distance “d” to

the steering axis.



However, on a real bicycle, the steering axis is inclined at some angle. This angle, when

measured from ground to the steering axis, is called the head angle. Because of this

inclination, the normal force will have a component related to the head angle, which acts

to create a torque about the steering axis. Computing the actual value of this torque is

difficult, because the steering axis and force are at angles, causing the distance to vary.



The forces that act on a moving, turning wheel are difficult to model due to the lean of

the bicycle during turns. The book Fundamentals of Vehicle Dynamics, by Thomas D.

Gillespie, describes the ground's reactions on the wheel of a vehicle using three forces

and three moments. Each will be treated here.



First is the normal force. The normal force, as always, acts upwards on the wheel, in the

positive z-axis direction. The Fundamentals book gives equations which can be used to

calculate the normal force on a two-wheel steering system. These equations can be

modified for a bicycle. If d is the lateral offset at the ground (the distance between the

point of contact of the wheel and the line of the steering axis) and  is the lateral

inclination angle (for a bicycle, this is the angle of lean during a turn), and  is the angle

of turn, then the first component of the moment due to the normal force is
Mv = Fz d sin  sin 

The reason that this moment will not necessarily be zero during a turn is the trail of the

bicycle. If a bicycle had zero trail, then turning the wheel would not result in any

moment being generated. However, for a bicycle with trail, the point of contact of the

wheel to the road will move a small distance out of the plane of the frame of the bicycle.

Figure 3, included in the appendix, illustrates this concept. For a turning wheel, there

will be a lateral offset, resulting in a moment.



The second component of the moment generated by the normal force is due to the caster

angle. When a bicycle is being ridden straight, the normal force and the steering axis are

in the same place, with no lateral distance between them. Therefore, at zero angle of

lean, this moment is also zero. When the bicycle wheel is turned and the wheel leans, a

torque is generated about the steering axis, given by

Mv = Fz d sin  cos 

In this equation,  is the caster angle. The caster angle is the complement of the head

angle on a bicycle. It can be measured from the vertical to the steering axis. This is

illustrated by Figure 3 in the appendix. For a normal turn, at which the bicycle is moving

at speed, the values of both of these moments will be small, because the angle of steer

and angle of lean will be small. The notation used here implies that the y-axis is

perpendicular to the direction of the wheel and that the z-axis is vertical. Summing the

two moments, the total moment due to the vertical normal for is given by

Mv = Fz d sin  sin  Fz d sin  cos 
Because a bicycle tire has no angle of lean when it is not turning, this moment must be

equal to zero for any the non-turning riding condition.



The second force acting on the wheel is the lateral force. The lateral force acts

perpendicular to the wheel and causes a moment due to the caster angle, which is the

angle at which the steering axis is inclined. To calculate this moment, the equation

ML = Fy r tan 

is used. The “r” in this equation is the tire radius, and  is the caster angle.



The next force is the tractive force. This force acts to create a moment about the vertical

line to the point of connection of the kingpin due to the caster angle. On a bicycle, the

kingpin offset is zero, so the tractive force is also zero.



The next reaction is the aligning torque, Mz, which acts vertically and has a component

acting parallel to the steering axis. This torque resists the turning motion, resulting in this

torque causing understeer. The equation to calculate this moment is

MAT = Mz cos 

The other two moments are the rolling resistance and overturning moments. According

to Fundamentals of Vehicle Dynamics, both of these moments are small and are usually

neglected in steering system analysis.



At first glance, it may seem that these equations are straightforward and should be easily

solved. However, many of the variables have hidden dependencies. For example, the Fy
component of the force acts perpendicular to the direction of the wheel as a result of the

friction force generated when the wheel is turned. Therefore, if the total friction force is

F, then the component Fy is given by

Fy = F sin 

where  is the angle of turn of the wheel.



The forces listed above should account for all the forces that act on the point of contact of

the wheel with the road during any type of motion. Since the first goal of this project is

to reproduce the graph by Jones, the height of the forkpoint must come into the equation

in some way.



It can be assumed, because the frame is rigidly attached to the wheel axis, that the angle

of lean of the wheel will be the same as the angle of lean of the frame of the bicycle.

Unfortunately, this problem becomes more complex because the angle of lean of the

bicycle must be related to the angle of turn of the wheel. For now, we will make the

simplifying assumption that the two vary linearly. Jones’ graphs support us in this

assumption. As he found, the slope of the line dH/d is linear for small turning angles –

in other words, for small angles, which is what occurs in any typical riding condition, the

angle of lean is linear with the angle of turn. Therefore, since the angle of lean of the

bicycle is  (from the first moment equation above), the height of the forkpoint of the

bicycle is

H = H0 sin and, therefore, H = H0 sin 
where H0 is the height of the forkpoint when the bicycle is vertical. The forkpoint the

point on the bicycle at which the line of the steering axis is intersected by a horizontal

line through the axis of rotation of the wheel. This is also illustrated in Figure 1, the

typical bicycle geometry. With these equations, it will now be possible to begin

analyzing the forces acting on a bicycle wheel.



First Steps in Force Analysis

The first steps in calculating the forces acting on a wheel of a bicycle are in finding the

moment due to the normal force. The problem so far has not been with the calculation of

the moment – after estimating some of the required numbers, such as the caster angle

(which is typically around 20 degrees), the trail (which varies depending on the function

of the bicycle but is typically around 2 inches), and the weight on the tire (estimated at

one quarter of the total weight of the system), the moment equation can be solved. The

problem at this point has been in finding a software package that will allow the user to

plot the lean angle on an x-y set of axis representing the steering angle () and the height

of the forkpoint. At this point, the calculations do seem reasonable.



The graph that is presented in the calculations section shows the height of the forkpoint

as a function of the steering angle. As is expected, the height of the forkpoint varies

linearly with the steering angle. The function is an absolute value to represent the height

becoming less as the bike is leaned in either direction, and the value of that height

decreases (if the ground is the zero point). The height of the forkpoint does not require

an initial height in this calculation. For our purposes of matching Jones’ graph, we will
use his notation, in which the height of the forkpoint was given as a fraction of the wheel

radius. Since the wheel radius is equal to the forkpoint, the initial height cancels out of

the equation, leaving the height as a function of the turning angle only.



Future Research

The steps from here will involve finding a software package that will allow the plot type

we require. After we have this, we can continue by including the effects of the remaining

forces.

				
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