The variations on the aerodynamics of a world-ranked wheelchair sprinter in the key-moments of the stroke cycle: A numerical simulation analysis

Numerical simulations of a swimmer's head and cap wearing different types of goggles

The aim of this study was to analyse the effect of swimming goggles on swimming hydrodynamics by numerical simulations. An elite swimmer volunteered for this research. The swimmer's head was scanned both without goggles, and while wearing 3 different types of goggles (Nikko, Ankor and Swedish). Numerical simulations were conducted at 2 m/s with the Fluent code. The condition without goggles showed the highest viscous drag (1.65 N), followed by the Ankor (1.64 N), Swedish (1.63 N) and Nikko (1.62 N) goggles, respectively. The highest pressure drag was found in the situation without goggles (11.34 N), followed by the Ankor (10.87 N), Nikko (10.78 N) and Swedish (10.20 N) goggles. The condition without goggles presented the highest total drag (12.99 N), followed by the Ankor (12.52 N), Nikko (12.40 N) and Swedish (11.83 N) goggles. Thus, Swedish goggles yields the best hydrodynamics, followed by the Nikko and Ankor goggles and lastly without goggles. Thus, goggles minimise the swimmer's drag comparing to not wearing any. The design of the goggles may impose varying drag forces and therefore it is advised to use goggles at least in competition.

From theory to practice: Monitoring mechanical power output during wheelchair field and court sports using inertial measurement units

An important performance determinant in wheelchair sports is the power exchanged between the athlete-wheelchair combination and the environment, in short, mechanical power. Inertial measurement units (IMUs) might be used to estimate the exchanged mechanical power during wheelchair sports practice. However, to validly apply IMUs for mechanical power assessment in wheelchair sports, a well-founded and unambiguous theoretical framework is required that follows the dynamics of manual wheelchair propulsion. Therefore, this research has two goals. First, to present a theoretical framework that supports the use of IMUs to estimate power output via power balance equations. Second, to demonstrate the use of the IMU-based power estimates during wheelchair propulsion based on experimental data. Mechanical power during straight-line wheelchair propulsion on a treadmill was estimated using a wheel mounted IMU and was subsequently compared to optical motion capture data serving as a reference. IMU-based power was calculated from rolling resistance (estimated from drag tests) and change in kinetic energy (estimated using wheelchair velocity and wheelchair acceleration). The results reveal no significant difference between reference power values and the proposed IMU-based power (1.8% mean difference, N.S.). As the estimated rolling resistance shows a 0.9-1.7% underestimation, over time, IMU-based power will be slightly underestimated as well. To conclude, the theoretical framework and the resulting IMU model seems to provide acceptable estimates of mechanical power during straight-line wheelchair propulsion in wheelchair (sports) practice, and it is an important first step towards feasible power estimations in all wheelchair sports situations.

The effects of trunk kinematics and EMG activity of wheelchair racing T54 athletes on wheelchair propulsion speeds

Background

The purpose of this study is to examine the impact of trunk kinematic characteristics and trunk muscle electromyography (EMG) activity on propulsion speeds in wheelchair racing T54 athletes.

Method

The Vicon infrared high-speed 3D motion capture system was utilized to acquire kinematic data of the shoulders, elbows, wrists, and trunk from twelve T54 athletes at four different speeds (5.55 m/s, 6.94 m/s, 8.33 m/s, and personal maximum speed). Additionally, the Trigno Wireless EMG system was employed to collect synchronous surface electromyography (EMG) data from the rectus abdominis and erector spinae muscles. The kinematics and EMG data of the trunk were compared across various wheelchair propulsion speeds while also examining the correlation coefficient between wheelchair propulsion speeds and: (1) the range of motion of upper limb joints as well as the trunk; (2) the maximum angular velocities of the upper limbs joints as well as the trunk; and (3) rectus abdominis and erector spinae EMG activity. Two multiple linear stepwise regression models were utilized to examine the impact of variables that had been identified as significant through correlation coefficient tests (1) and (2) on propulsion speed, respectively.

Results

There were significant differences in the range of motion (p<0.01) and angular velocity (p<0.01) of the athlete's trunk between different propulsion speeds. The range of motion (p<0.01, r = 0.725) and angular speed (p<0.01, r = 0.882) of the trunk showed a stronger correlation with propulsion speed than did upper limb joint movements. The multiple linear stepwise regression model revealed that the standardized β values of trunk motion range and angular velocity in athletes were greater than those of other independent variables in both models. In terms of the EMG variables, four of six variables from the rectus abdominis showed differences at different speeds (p<0.01), one of six variables from the erector spinae showed differences at different speeds (p<0.01). All six variables derived from the rectus abdominis exhibited a significant correlation with propulsion speed (p<0.05, r>0.3), while one variable derived from the erector spinae was found to be significantly correlated with propulsion speed (p<0.01, r = 0.551).

Conclusion

The movement of the trunk plays a pivotal role in determining the propulsion speed of wheelchair racing T54 athletes. Athletes are advised to utilize trunk movements to enhance their wheelchair's propulsion speed while also being mindful of the potential negative impact on sports performance resulting from excessive trunk elevation. The findings of this study indicate that it would be beneficial for wheelchair racing T54 athletes to incorporate trunk strength training into their overall strength training regimen, with a specific emphasis on enhancing the flexion and extension muscles of the trunk.

How Can Biomechanics Improve Physical Preparation and Performance in Paralympic Athletes? A Narrative Review

Recent research in Paralympic biomechanics has offered opportunities for coaches, athletes, and sports practitioners to optimize training and performance, and recent systematic reviews have served to summarize the state of the evidence connecting biomechanics to Paralympic performance. This narrative review serves to provide a comprehensive and critical evaluation of the evidence related to biomechanics and Paralympic performance published since 2016. The main themes within this review focus on sport-specific body posture: the standing, sitting, and horizontal positions of current summer Paralympic sports. For standing sports, sprint and jump mechanics were assessed in athletes with cerebral palsy and in lower-limb amputee athletes using running-specific prostheses. Our findings suggest that running and jumping-specific prostheses should be ‘tuned’ to each athlete depending on specific event demands to optimize performance. Standing sports were also inclusive to athletes with visual impairments. Sitting sports comprise of athletes performing on a bike, in a wheelchair (WC), or in a boat. WC configuration is deemed an important consideration for injury prevention, mobility, and performance. Other sitting sports like hand-cycling, rowing, and canoeing/kayaking should focus on specific sitting positions (e.g., arm-crank position, grip, or seat configuration) and ways to reduce aero/hydrodynamic drag. Para-swimming practitioners should consider athlete-specific impairments, including asymmetrical anthropometrics, on the swim-start and free-swim velocities, with special considerations for drag factors. Taken together, we provide practitioners working in Paralympic sport with specific considerations on disability and event-specific training modalities and equipment configurations to optimize performance from a biomechanical perspective.

Assessment of Able-Bodied and Amputee Cyclists' Aerodynamics by Computational Fluid Dynamics

The aim of this study was to compare the aerodynamics of able-bodied and amputee cyclists by computational fluid dynamics. The cyclists' geometry was obtained by a 3D scanner. Three CAD models were created as able-bodied, transtibial (Tt), and transradial (Tr) amputees. Numerical simulations were conducted up to 13 m/s with increments of 1 m/s to assess drag force. The drag ranged between 0.36 and 39.25 N for the able-bodied model, 0.36-43.78 for the Tr model and 0.37-41.39 N for the Tt model. The pressure drag ranged between 0.20 and 22.94 N for the normal model, 0.21-28.61 for the Tr model and 0.23-28.02 N for the Tt model. The viscous drag ranged between 0.16 and 15.31 N for the normal model, 0.15-15.17 for the Tr model and 0.14-13.38 N for the Tt model. The rolling resistance (RR) was higher on the able-bodied (2.23 N), followed by the Tr (2.20 N) and Tt (2.17 N) models. As a conclusion, the able-bodied cyclist showed less drag, followed by the Tt and Tr models, respectively. The RR presented higher values in the able-bodied, followed by the Tr and Tt models.

Neiva H, Barbosa TM, Marinho DA. The Drag Crisis Phenomenon on an Elite Road Cyclist-A Preliminary Numerical Simulations Analysis in the Aero Position at Different Speeds

The drag crisis phenomenon is the drop of drag coefficient (C_d) with increasing Reynolds number (Re) or speed. The aim of this study was to assess the hypothetical drag crisis phenomenon in a sports setting, assessing it in a bicycle–cyclist system. A male elite-level cyclist was recruited for this research and his competition bicycle, helmet, suit, and shoes were used. A three-dimensional (3D) geometry was obtained with a 3D scan with the subject in a static aero position. A domain with 7 m of length, 2.5 m of width and 2.5 m of height was created around the cyclist. The domain was meshed with 42 million elements. Numerical simulations by computer fluid dynamics (CFD) fluent numerical code were conducted at speeds between 1 m/s and 22 m/s, with increments of 1 m/s. The drag coefficient ranged between 0.60 and 0.95 across different speeds and Re. The highest value was observed at 2 m/s (C_d = 0.95) and Re of 3.21 × 10⁵, whereas the lower C_d was noted at 9 m/s (C_d = 0.60) and 9.63 × 10⁵. A drag crisis was noted between 3 m/s and 9 m/s. Pressure C_d ranged from 0.35 to 0.52 and the lowest value was observed at 3 m/s and the highest at 2 m/s. The viscous drag coefficient ranged between 0.15 and 0.43 and presented a trend decreasing from 4 m/s to 22 m/s. Coaches, cyclists, researchers, and support staff must consider that C_d varies with speed and Re, and the bicycle–cyclist dimensions, shape, or form may affect drag and performance estimations. As a conclusion, this preliminary work noted a drag crisis between 3 m/s and 9 m/s in a cyclist in the aero position.

Estimation of an Elite Road Cyclist Performance in Different Positions Based on Numerical Simulations and Analytical Procedures

The aim of this study was to use numerical simulations and analytical procedures to compare a cyclist's performance in three different cycling positions. An elite level road cyclist competing at a national level was recruited for this research. The bicycle was 7 kg and the cyclist 55 kg. A 3D scan was taken of the subject on the competition bicycle, wearing race gear and helmet in the upright position, in the handlebar drops (dropped position) and leaning on the elbows (elbows position). Numerical simulations by computer fluid dynamics in Fluent CFD code assessed the coefficient of drag at 11.11 m/s. Following that, a set of assumptions were employed to assess cycling performance from 1 to 22 m/s. Drag values ranged between 0.16 and 99.51 N across the different speeds and positions. The cyclist mechanical power in the elbows position differed from the upright position between 0 and 23% and from the dropped position from 0 to 21%. The cyclist's energy cost in the upright position differed 2 to 16% in comparison to the elbows position and the elbows position had less 2 to 14% energy cost in comparison to the dropped position. The estimated time of arrival was computed for a 220,000 m distance and it varied between 7,715.03 s (2 h:8 min:24 s) and 220,000 s (61 h:6 min:40 s) across the different speeds and positions. In the elbows position, is expected that a cyclist may improve the winning time up to 23% in comparison to he upright and dropped position across the studied speeds.

The Aerodynamics and Energy Cost Assessment of an Able-Bodied Cyclist and Amputated Models by Computer Fluid Dynamics

Background and Objectives: The aim of this study was to assess and compare the drag and energy cost of three cyclists assessed by computational fluid dynamics (CFD) and analytical procedures. Materials and methods: A transradial (Tr) and transtibial (Tt) were compared to a full-body cyclist at different speeds. An elite male cyclist with 65 kg of mass and 1.72 m of height volunteered for this research with his competition cloths, helmet and bicycle with 5 kg of mass. A 3D model of the bicycle and cyclist in the upright position was obtained for numerical simulations. Upon that, two more models were created, simulating elbow and knee-disarticulated athletes. Numerical simulations by computational fluid dynamics and analytical procedures were computed to assess drag and energy cost, respectively. Results: One-Way ANOVA presented no significant differences between cyclists for drag (F = 0.041; p = 0.960; η² = 0.002) and energy cost (F = 0.42; p = 0.908; η² = 0.002). Linear regression presented a very high adjustment for absolute drag values between able-bodied and Tr (R² = 1.000; Ra² = 1.000; SEE = 0.200) and Tt (R² = 1.00; Ra² = 1.000; SEE = 0.160). The linear regression for energy cost presented a very high adjustment for absolute values between able-bodied and Tr (R² = 1.000; Ra² = 1.000; SEE = 0.570) and Tt (R² = 1.00; Ra² = 1.00; SEE = 0.778). Conclusions: This study suggests that drag and energy cost was lower in the able-bodied, followed by the Tr and Tt cyclists.

Analysis of Cyclist's Drag on the Aero Position Using Numerical Simulations and Analytical Procedures: A Case Study

Background: Resistance acting on a cyclist is a major concern among the cycling fraternity. Most of the testing methods require previous training or expensive equipment and time-consuming set-ups. By contrast, analytical procedures are more affordable and numerical simulations are perfect for manipulating and controlling inputs. The aim of this case study was to compare the drag of a cyclist in the aero position as measured using numerical simulation and analytical procedures. Methods: An elite male cyclist (65 kg in mass and 1.72 m in height) volunteered to take part in this research. The cyclist was wearing his competition gear, helmet and bicycle. A three-dimensional model of the bicycle and cyclist in the aero position was obtained to run the numerical simulations. Computational fluid dynamics (CFD) and a set of analytical procedures were carried out to assess drag, frontal area and drag coefficient, between 1 m/s and 22 m/s, with increments of 1 m/s. The t-test paired samples and linear regression were selected to compare, correlate and assess the methods agreement. Results: No significant differences (t = 2.826; p = 0.275) between CFD and analytical procedures were found. The linear regression showed a very high adjustment for drag (R² = 0.995; p < 0.001). However, the drag values obtained by the analytical procedures seemed to be overestimated, even though without effect (d = 0.11). Conclusions: These findings suggest that drag might be assessed using both a set of analytical procedures and CFD.

Aerodynamic investigation of the thermo-dependent flow structure in the wake of a cyclist

The main purpose of this study was to assess the influence of the environmental temperature on both the aerodynamic flow evolving around the bicycle and cycling power output. The CFD method was used to investigate the detailed flow field around the cyclist/bicycle system for a constant speed of 11.1 m/s (40 km/h) without wind. In complement, a mathematical model was used to determine the temperature-dependent power output in the range [-10; 40 °C]. The numerical investigation gives valuable information about the turbulent flow field in the cyclist's wake which evolves accordingly the surrounding temperature. A major result of this study is that the areas of overpressure upstream of the cyclist and of underpressure downstream of him are less extensive for a temperature of 40 °C compared to -10 °C. The results suggest that the aerodynamic braking effect of the bicycle is minimized when the air temperature is high, as a lower air density results in a reduction in drag on the cyclist. This study showed that the power required to maintain a constant speed is reduced when the temperature is high, the reason being a lower aerodynamic resistance.