Lower-limb muscle function is influenced by changing mechanical demands in cycling

Finite Element Model of the Shoulder with Active Rotator Cuff Muscles: Application to Wheelchair Propulsion

The rotator cuff is prone to injury, remarkably so for manual wheelchair users. To understand its pathomechanisms, finite element models incorporating three-dimensional activated muscles are needed to predict soft tissue strains during given tasks. This study aimed to develop such a model to understand pathomechanisms associated with wheelchair propulsion. We developed an active muscle model associating a passive fiber-reinforced isotropic matrix with an activation law linking calcium ion concentration to tissue tension. This model was first evaluated against known physiological muscle behavior; then used to activate the rotator cuff during a wheelchair propulsion cycle. Here, experimental kinematics and electromyography data was used to drive a shoulder finite element model. Finally, we evaluated the importance of muscle activation by comparing the results of activated and non-activated rotator cuff muscles during both propulsion and isometric contractions. Qualitatively, the muscle constitutive law reasonably reproduced the classical Hill model force-length curve and the behavior of a transversally loaded muscle. During wheelchair propulsion, the deformation and fiber stretch of the supraspinatus muscle-tendon unit pointed towards the possibility for this tendon to develop tendinosis due to the multiaxial loading imposed by the kinematics of propulsion. Finally, differences in local stretch and positions of the lines of action between activated and non-activated models were only observed at activation levels higher than 30%. Our novel finite element model with active muscles is a promising tool for understanding the pathomechanisms of the rotator cuff for various dynamic tasks, especially those with high muscle activation levels.

Assessing rate of torque development in sprint cycling: a methodological study

AbstractThe present study examined (i) the magnitude of rate of torque development (RTD), and (ii) the between-day reliability of RTD at the start of a cycling sprint when sprint resistance, sprint duration, and the pedal downstroke were altered. Nineteen well-trained cyclists completed one familiarisation and three testing sessions. Each session involved one set of 1-s sprints and one set of 5-s sprints. Each set contained one moderate (0.3 Nm.kg^-1), one heavy (0.6 Nm.kg^-1), and one very heavy (1.0 Nm.kg^-1) resistance sprint. RTD measures (average and peak RTD, RTD 0-100 ms, and RTD 0-200 ms) were calculated for downstroke 1 in the 1-s sprint. For the 5-s sprints, RTD measures were calculated for each of the first three downstrokes, as an average of downstrokes 1 and 2, and as an average of downstrokes 2 and 3. Whilst RTDs were greatest in downstroke 3 at all resistances, the greatest number of reliable RTD measures were obtained using the average of downstrokes 2 and 3 with heavy or very heavy resistances, where average and peak RTD, and RTD 0-200 ms were deemed reliable (ICC ≥ 0.8, CV ≤ 10%). Since only 1 - 2 downstrokes can be completed within 1 s, the greatest RTD reliability cannot be achieved using a 1-s sprint; therefore, the average of downstrokes 2 and 3 during a >2-s cycling sprint (e.g., 5-s test) with heavy or very heavy resistance is recommended for the assessment of RTD in sprint cyclists.