Trans. Tianjin Univ.

2010, 16: 045-049

DOI 10.1007/s12209-010-0009-2

Optimal Design of Mountain Bicycle Based on Biomechanics*

BU Yan (卜 研)1，HUANG Tian (黄 田)1，XIANG Zhongxia (项忠霞)1，
WU Xiaofan (吴小凡)1，CHEN Chun (陈 春)2
(1. School of Mechanical Engineering, Tianjin University, Tianjin 300072, China；
2. Tianjin Entry-Exit Inspection and Quarantine Bureau, Tianjin 300211, China)

© Tianjin University and Springer-Verlag Berlin Heidelberg 2010

Abstract：To achieve better cycling performance and vibration comfort of mountain bicycle, the optimization of
frame structural parameters and rear suspension scale parameters is investigated based on biomechanics. Firstly, the
quadratic sum of rider lower limb muscles stresses is presented as the evaluation criterion of muscle fatigue. By taking
the criterion as the objective function, the relative positions of three pivot points of frame are optimized to ensure that
the frame structural parameters match the stature of riders. Secondly, the vibration performance is evaluated referring
to the ISO 2631-1 Mechanical Vibration and Shock Evaluation of Human Exposure to Whole-Body Vibration. Ac-
cording to this evaluation, the mapping relationship between the vibration performance and rider’s weight as well as
structural parameters of rear suspension is revealed. Results show that the length of side link has no significant effect
on vibration comfort, while rider’s weight is important in the design of mountain bicycle.
Keywords：mountain bicycle; biomechanics; muscle fatigue; vibration comfort; optimum design

According to the survey performed by the Customs
of China, mountain bicycles are the bulk of the total ex-
port in quantity[1]. Unlike on-road cycling, the main char-
acteristic of mountain cycling is the rough road surface.
To save energy (riders are not easy to feel tired) and to
gain better comfort performance should also be consid-
ered in the dynamic design of mountain bicycle. Over the
years, there have been many preliminary studies in this
field. For the biomechanics, based on the theories of er-
gonomics, medicine, mechanics and aesthetics, a design
method of bicycle saddles was studied[2]. The pedaling
mode of China outstanding female athletes of track cy-
cling was investigated[3]. The antagonism relationship of
lower limb muscles was analyzed based on the myoelec-
tric signal, and the force of lower limb muscles during
cycling was also analyzed[4].
Early methods for vibration comfort of mountain bi-
cycle were based on dynamic modeling of bicycle and
rider. A dynamic model of mountain bicycle and rider
with six rigid bodies was developed to estimate structural
loads and rider-induced energy losses[5-7]. A bond graph
model of a hard-tail mountain bicycle for a fixed rider
was created to predict the performance of the bicycle dur-
ing extreme motions[8,9]. A mathematical model of rider
and bicycle system was built, which takes the bicycle as
four rigid bodies and the rider as a single rigid body[10].
All these models are based on multi-body system dynam-
ics theory, and the rider model was relatively simple. In
recent years, some researchers have established the bio-
mechanical model of rider with LifeMOD software to
discuss the motorcycle cycling comfort and the human
muscle activities[11,12]. Compared with the rigid body
model of rider, the biomechanical model can reflect the
rider’s real cycling status relatively.
Based on biomechanics, this paper optimizes the
scale parameters of frame structure to ensure that riders
are not easy to feel tired, and also optimizes the scale
parameters of rear suspension to gain better vibration
performance.
1 Dynamic modeling and simulation of
rider and mountain bicycle
The dynamic model of rider and mountain bicycle
system is shown in Fig.1. The prototype is a full suspen-
sion bicycle, the wheel diameter is 660,mm and material
is A-alloy. The multi-rigid dynamic bicycle model was
established with Pro/E and ADAMS software. The rider

Accepted date: 2008-06-23.

*Supported by Tianjin Science and Technology Development Project (No.043186211) and Tianjin Key Laboratory of Advanced Manufacturing Technology
and Equipment.
BU Yan, born in 1979, female, Dr.
Correspondence to XIANG Zhongxia, E-mail: xiangzhx@tju.edu.cn.
 Transactions of Tianjin University Vol.16 No.1 2010
is a 26-year-old man, 175,cm in height and 65,kg in
weight. The biomechanical model of rider was con-
structed with LifeMOD software, which is composed of
19 body segments, 18 joints and 118 main muscles. De-
tails can be found in Ref.[13].
Fig.1 Dynamic model of rider and mountain bicycle
The cycling is assumed on a sine-wave road surface
with 25,mm amplitude and 500,mm wavelength, and the
cycling velocity is 1.78 m/s. The exciting displacements
were applied to the wheels to describe the relative motion
relationships between the bicycle and ground.
The motion simulation included inverse and forward
dynamic simulation. Firstly, the bicycle model was
equipped with a constant speed motion drive at the crank
arm, which drived the bicycle pedaling. With the feet
attached to the pedals, the legs followed the pedals cy-
cling. During the inverse dynamic simulation phase, the
muscle contraction histories were recorded. Then the
muscle was simulated in linear PD-Servo formulation to
produce a force to recreate the motion history. Finally,
the motion drive was removed from crank, and the bicy-
cle was pedaled by the rider model. Also, the displace-
ments, velocities and accelerations of bicycle bodies and
performance parameters of rider were obtained.
2 Parameter optimization of frame based on
muscle fatigue
2.1 Objective function
The muscle fatigue evaluation presented by Crown-
inshield[14,15] is the quadratic sum of muscle stresses,
which is shown as
J = ∑ σ i 2 = ∑ ( Fi Si ) 2 (1)
i have shown that the cycling posture is the most comfort-
where J is the quadratic sum of muscle stresses; σ i the
stress of the ith block of muscle; Fi the tension of the ith
block of muscle; Si the physiological cross-section area
of the ith block of muscle.
Because the varied range of rider upper body posture
is rather narrow during cycling, and the lower limb mus-
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cle plays an important role, the muscle fatigue can be
evaluated by the quadratic sum of the lower limb muscle
stresses. The smaller the value, the less remarkable the
fatigue, indicating that the bicycle is suitable to the rider,
and can provide better performance for the special rider.
Taking the rider as an example, 17 blocks of major
lower limb muscles and muscle physiological cross-
sectional areas in mm2 are shown in Fig.2[16].
Fig.2 Human limb muscle anatomic distribution
The quadratic sum of the 17 blocks of major lower
limb muscle stresses is considered as the evaluation dur-
ing cycling. The smaller the value, the better the cycling
performance.
2.2 Design parameters
Axle, saddle and handlebar are called 3 pivots of
bicycle frame[17], which constitute the contact interface
between the rider and bicycle. The frame structural pa-
rameters are determined by the relative positions of the 3
pivots. Moreover, both posture and force of a rider are
affected by the 3 pivots. So the relative positions among
the 3 pivots are important factors in the optimal design of
frame structure.
The upper body posture is determined by the dis-
tance between saddle and handlebar, which is almost kept
constant during cycling. So the relative distance between
saddle and handlebar is considered as a constant. Accord-
ing to the theory of ergonomics[18], the human body is the
most comfortable when the back muscles are in a relaxa-
tion state on condition that the spine is natural as the hu-
man body is in the sitting posture during cycling. Studies
able when the angle between the upper arm and upper
thoracic is 50°[19]. Then the upper body posture is gained
as shown in Fig.3. Taking the bicycle in this paper as an
example, the distance between saddle and handlebar is
624 mm, and the angle between saddle and handlebar
connection and ground is 9.6°.
 BU Yan et al: Optimal Design of Mountain Bicycle Based on Biomechanics

0.033 xy 2 + 0.014 x3 (2)

Considering the ranges of design parameters, the lo-
cal optimal parameters can be gained from Eq.(2), i.e., x =
272 mm, y = 610 mm, and J = 96 079. 010 5 (N·mm 2)2.
-

According to Eq.(2), the relationship between the

rider fatigue and design parameters of frame structure is
obtained, as shown in Fig.5. In the given range of pa-
Fig.3 Upper body posture of rider rameters, the optimal saddle position for the special
The lower body posture is determined by the dis- rider can be obtained, which can make the lower limb
tance between axle and saddle, which changes with the muscle fatigue minimum.
cycling motion all the time. In this paper the relative dis-
tance between axle and saddle is determined through the
best cycling posture at which muscle fatigue is the mini-
mal. Based on the original bicycle structure, the axle po-
sition is stationary, so the saddle position is taken as a
design parameter and the handlebar position is gained
through the best upper body posture.
In summary, the main design parameter of frame
structure can be presented by the coordinates of the sad-
dle position (x, y). Fig.5 Relationship between rider fatigue and design
2.3 Constraint conditions parameters of frame structure
Cartesian coordinates system taking the mass center
of axle position as the initial point is established in Fig.4. 3 Parameter optimization of rear suspen-
The angle between seat tube and ground ranges from 68° sion based on vibration comfort
to 73° according to experience in the field of bicycle.
3.1 Objective function
Based on this value, the angle is extended from 65° to
The mechanical vibration may do harm to human
75°. The leg and foot are assumed to extend completely
body and cause discomfort. The mechanical vibration and
when the pedal is at the lowest position, and thigh is
shock evaluation of human exposure to whole-body vi-
horizontal when pedal is at the highest position. Taking
bration is specified in the International Standard
the two positions as limit states, four boundary lines of
ISO2631-1[21]. The human body model of seated position
saddle can be obtained as y = 3.2 x + 42.6, y = -0.07 x +
includes 3 input points with 12 vibrations in the axial
62.1, y = 2.2 x-11.1, y = -0.45 x + 50.5, 140 mm ≤ x
direction. The weighted root-mean-square (RMS) accel-
≤320 mm, 450 mm≤ y ≤610 mm, as shown in Fig.4.
eration, which is weighted by the sensitivity of human
body to frequency and axial vibration, is regarded as a
fundamental factor for the evaluation of vibration. And
the body comfort reactions are defined as various magni-
tudes of weighted RMS acceleration. Because the human
body would respond differently under driving body and
vibrated body, the limit value for the weighted RMS ac-
Fig.4 Design parameters and their ranges
celeration specified in Ref.[21] may not be proper for
2.4 Optimal results bicycle riders. Thus, the vibration comfort is only evalu-
Based on the dynamic model of rider and mountain ated relatively in this paper according to the method of
bicycle coupled system, the predictive equation of quad- weighted RMS acceleration.
ratic sum of lower limb muscles stresses is obtained by In this paper, the rider and mountain bicycle system
simulation and regression analysis[20], is regarded as a two-dimensional kinetic system. The
J = 2 337 411.506 − 8 461.055 x − 8 268.230 y + swing of the bicycle during cycling is neglected. Another
36.355 xy − 8.540 x + 7.389 y −
2 2
assumption is that the rider is sitting on the bicycle mov-

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 Transactions of Tianjin University Vol.16 No.1 2010

ing with a constant speed. The single axial rotational vi- sion are the length of side link lAB, the length of connect-
bration is also neglected since the rider’s trunk has the ing rod lBC and rider’s weight m.
ability of auto-regulation and the pitching vibration of
saddle is small. Hence the vibration model can be simpli-
fied to the vibrations of saddle in the horizontal and ver-
tical direction and the vibration of pedal in the vertical
direction. The vibration of foot, when the rider is cycling
continuously, is also replaced by the vibration of central
axle. When cycling at a low speed, the vibration fre-
quency resulting from rough roads is low, so the human Fig.6 Ranges of design parameters of rear suspension
body vibration can also be neglected. Therefore, the vi-
3.3 Constraint conditions
bration comfort can be evaluated using the RMS of the
Based on the weight status of adults, the range of m
vibration acceleration av in the horizontal and vertical
is from 50 kg to 100 kg. l AB ranges from 90 mm to 130
direction at saddle and the vertical direction at central axle,
mm. lBC ranges from 310 mm to 380 mm. The areas of
av = (ωd ⋅ k x1 ⋅ ax1 ) 2 + (ωk ⋅ k y1 ⋅ a y1 ) 2 + (ωk ⋅ k y2 ⋅ a y2 ) 2 (3) mesh in Fig.6 are the feasible zones of pivot B, which are
where ax is the RMS acceleration of saddle in x direc-
1
plotted by the constraint conditions of l AB and lBC . And
tion; a y the RMS acceleration of saddle in y direction;
1
the lower area is the eliminable and unreasonable one
a y the RMS acceleration of central axle in y direction;
2
limited by the spatial dimension of structure motion. The
ωd and ωk , the weighted frequency numbers[12], in this length of other bars is lDG = 403 mm, lDC = 386 mm and
paper, the excited frequency is 2.8 Hz, so ωd = 2/2.8 = lDA = 207 mm.
0.714 3 and ωk = 2.8/4 = 0.7; k x , k y and k y , the weighted
1 1 2
3.4 Optimal results
axis numbers[21], in this paper, k x = 1, k y = 1 and k y =
1 1 2
Based on the simulation of dynamic model of rider
0.4. Eq.(3) becomes and mountain bicycle system, a 2nd-order stepwise re-
av = (0.714 3ax1 ) 2 + (0.7 a y1 ) 2 + (0.28a y2 ) 2 (4) gression model is obtained to analyze the effects of pa-
rameters and their interaction effects on av .
The smaller the value of av , the better the vibration com-
av = 23 563.941 7 − 11.378 3 m − 32.979 3 l AB −
fort.
94.441 6 lBC − 0.309 7 m l AB + 0.086 26 m lBC +
3.2 Design parameters
To facilitate the determination of design parameters 0.064 32 l AB lBC + 0.038 96 m2 +
and their ranges, coordinates are established as shown in
2
0.143 4 l AB + 0.114 8 lBC
2
(5)
Fig.6. Point D is the origin where the rear suspension Setting m = 65 kg, l AB = 90 mm and lBC = 380 mm,
system and bicycle frame are connected. Taking the the relationship between vibration performance and de-
wheel central distance and structural parameters of frame sign parameters can be acquired from Eq.(5) as shown in
as constants, the design parameters related to rear suspen- Fig.7, Fig.8 and Fig.9.

Fig.7 Relationship between av and m Fig.8 Relationship between av and lAB Fig.9 Relationship between av and lBC

Fig.7 shows that for the same mountain bicycle, the
rider with different weights has different vibration com-
fort. The parameter of rider’s weight is an important fac-
tor in the design of mountain bicycle.
Fig.8 shows that when the rider’s weight and the
length of connecting rod are constant, the optimal length
of side link is 100 mm.
Fig.9 shows that when the rider’s weight and the
length of side link are constant, the optimal length of
connecting rod is 360 mm. Compared with the other two
design parameters, the vibration comfort is the most sen-
sitive to the length of connecting rod.

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If the rider’s weight is given, the optimal parameters
of rear suspension can be obtained from Eq.(5) for the
best vibration comfort. For exemple, when setting m = 75
kg, Eq.(5) becomes ［9］ Redfield R C. Planar, large excursion bond graph model
av = 22 929.735 9 − 56.208 9 l AB − 87.972 2 lBC +
0.064 32 l AB lBC + 0.143 4 l AB
2
+ 0.114 8 lBC
2
Considering the ranges of the design parameters, the
［10］ Waechter M, Riess F, Zacharias N. A multi-body model
optimal parameters are obtained from Eq.(6): l AB = 117
for the simulation of bicycle suspension systems [J].
mm, lBC = 350 mm, and the predicted RMS acceleration
Journal of Vehicle System Dynamics, 2002, 37(1): 3-28.
av = 4 218. 67 mm ⋅ s 2.
-
4 Conclusions
(1) The optimal positions of three pivot points of
frame can be achieved by the optimal method, which
［12］ Meng Jie, Zhao Dongxu, Zhao Yijia. Numerical simulation
makes the cycling performance best for a special rider.
(2) The relationship between vibration comfort and
design parameters including the rider’s weight can be
described by the 2nd-order stepwise regression model.
(3) The rider’s weight is an important factor in the
［13］ Bu Yan, Xiang Zhongxia, Huang Tian. A multi-body
design of mountain bicycle. If the rider’s weight is speci-
fied, the reasonable design configuration of rear suspen-
sion will improve the vibration comfort greatly.
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