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

The Effect of Unequal Crank Arm Lengths and Cycling-Specific Prostheses for Recreational Riders with a Transtibial Amputation

PURPOSE

We determined the effects of shorter affected side (AS) crank arm lengths and cycling with two different prostheses on joint and crank power, asymmetry, and net efficiency.

METHODS

Twelve participants with a TTA rode at 1.5 W·kg -1 with equal (175 mm) and shorter AS crank arms (160, 165, 170 mm) using a daily-use prosthesis and CSP. We used statistical parametric mapping to determine differences in instantaneous joint and crank power between prostheses and linear mixed-effects models to compare average joint and crank power, asymmetry, and net efficiency.

RESULTS

Shorter AS crank arm lengths reduced the magnitude of peak positive ( P ≤ 0.001) and negative ( P < 0.001) crank power on the AS. Use of a CSP increased the magnitude of peak positive knee power ( P < 0.001) and decreased the magnitude of peak negative crank power ( P < 0.001) on the AS compared with a daily-use prosthesis. Shorter AS crank arm lengths while using a CSP reduced average hip joint ( P = 0.014) and hip transfer ( P = 0.025) power asymmetry from 35% to 20% and 118% to 62%, respectively. However, we found no significant differences in AS average joint or crank power, knee joint or crank power asymmetry, or net efficiency.

CONCLUSIONS

Cycling at 1.5 W·kg -1 with unequal crank arm lengths and CSP improves hip joint power and hip transfer power asymmetry but does not alter crank asymmetry or net efficiency for recreational cyclists with a TTA.

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.

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.