Special Issue Article

Advances in Mechanical Engineering

2017, Vol. 9(12) 1–10
Ó The Author(s) 2017
Structural analysis and optimization of DOI: 10.1177/1687814017739513
journals.sagepub.com/home/ade
bicycle frame designs

Chien-Cheng Lin1,2, Song-Jeng Huang1 and Chi-Chia Liu3

Abstract
This article analyzes the stress and optimizes the design of a customized bicycle frame using Pro/ENGINEER digital solid
modeling computer-aided design software. This study attempts to verify the stress and displacement response of several
types of bicycle frames using a wireframe model and then analyze the solid structure. In summary, for a shell-entity
frame, the diamond-type frame (diamond-shaped) has the highest rigidity. The mechanical properties of AZ60/Al2O3p
magnesium metal matrix nanocomposites by equal channel angular extrusion almost achieve the level of Al6061
aluminum.

Keywords
Bicycle frame, computer-aided engineering, equal channel angular extrusion, optimized design, sensitivity analysis

Date received: 31 May 2017; accepted: 5 October 2017

Handling Editor: Stephen D Prior

Introduction establish numerical simulations. The bicycle frame is a

standard component of a bicycle, and every bicycle fac-
As bicycles are environmentally friendly, safe and are a tory has a different design. Other important compo-
form of exercise with many other advantages, the gov- nents are the tires, wheels, and pedals. The geometry of
ernment of Taiwan and the bicycle industry have pro- the frame governs the properties and performance of
moting them as green products. Taiwan is a major the bicycle. The lengths and angles of the frame affect a
producer of bicycles and their components and is a cen- rider’s riding comfort and behavior.5,6
ter for the development of manufacturing process tech- This article analyzes the stress and optimizes the
nology and materials science. The appearance of a design of a customized bicycle frame using Pro/
bicycle is no longer limited to the traditional style;
research and development have led to ergonomic
designs with low-riding drag, a lightweight frame, 1
Composites and Solid Mechanics Lab, Department of Mechanical
greater strength, and improved handling to meet custo- Engineering, National Taiwan University of Science and Technology,
mized needs.1 There are several challenges faced during Taipei, Taiwan, R.O.C.
2
the integration of customer/user requirements into the Opto-Mechatronics Technology Center, Department of Mechanical
Engineering, National Taiwan University of Science and Technology,
design process.2,3 In many instances, customers do not Taipei, Taiwan, R.O.C.
have knowledge on how to design the product, and 3
Department of Industrial Education, National Taiwan Normal University,
customer-specified configurations need to be feasible Taipei, Taiwan, R.O.C.
and optimized for performance.
Schuijbroek et al.4 designed optimal vehicle routes Corresponding author:
Chien-Cheng Lin, Opto-Mechatronics Technology Center, Department of
to rebalance the inventory. The purpose of this research Mechanical Engineering, National Taiwan University of Science and
is to analyze the stress on bicycle frames and optimize Technology, No. 43, Keelung Road, Sec. 4, Taipei 10607, Taiwan, R.O.C.
their design using Pro/ENGINEER software to Email: [email protected]

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open-access-at-sage).
2 Advances in Mechanical Engineering

ENGINEER digital solid modeling and design soft- energy-saving of riding. Therefore, Al6061 aluminum
ware, through high-resolution numerical computer- alloy, AZ61 magnesium alloy, and AZ61/Al2O3p mag-
aided engineering (CAE) simulations of bicycle frame, nesium metal matrix nanocomposites (MMC) were
stress analysis, numerical analysis, and optimal designs processed using equal channel angular extrusion
of the frame structure. As the motor vehicle is still the (ECAE),9,10 to make it more innovative and to enhance
main form of domestic private transport, there has superior strength as compared to other bicycle frame
been no consideration of the environmental impact of materials.
customized bicycle frames. At present, many scholars
and institutions have undertaken the research of perso-
nalized bicycle design and got some achievements. For Numerical method
instance, XJ Liu et al.7 founded optimum solutions to
get suitable seat height and crank length for a person
Structural analysis of frame with Pro/ENGINEER
are obtained accordingly. Also this research is of signif- digital solid modeling
icance for customizing bicycles and design of bicycle Using the finite element method (FEM), we consider a
robot. frame experiencing a force P. We also derive the stiff-
ness coefficient and the equation of the center load, as
shown in Figure 3(a) and equation (1)
Essential issues
In recent years, due to the excessive exploitation and fU g = fT gfug
8 9 2 3
rising use of petroleum for energy, modern industry, > UiX >> cos u  sin u 0 0
>
> >
and transportation are contributing toward emission of <U = 6 sin u cos u 0 0 7
iY 6 7
exhaust gases, such as carbon dioxide, causing global fU g = , ½T  = 6 7
>
> U >
jX > 4 0 0 cos u  sin u 5
warming. Global warming causes the melting of polar >
: >
;
icecaps, leading to rising sea levels and the disappear- UiY 0 0 sin u cos u
ance of land. Many scientists and environmental groups ð1Þ
are committed to the development of new technology to
solve the hazards and environmental issues arising from The local and global displacements and force coordi-
old technology. However, new technologies inevitably nates are shown in Figure 3(a), and equation (2) repre-
lead to new environmental problems. Figure 1 shows sents the displacement of nodes i and j in the global
the main structure of a bicycle frame. In accordance X–Y and local x–y reference coordinates, where T is
with its functions, a bicycle structure can be divided the transformation matrix, with the local deformation
into five parts: body (skeleton), steering system, braking transferred into the individual’s global value11
systems, wheel system, and the transmission system.8 In 8 9
>
> uix >
this article, the research focused on bicycle frames. The < > =
other components lie outside the scope of the research. uiy
fug = ð2Þ
>
> ujx >
This study designs and establishes a standard analy- : > ;
sis procedure for bicycle frames because multiple analy- ujy
ses are often performed on a single component, as
Based on equation (2), the local coordinates are
shown in Figure 2. Using Pro/MECHANICA CAE
related to the global force. The general form of the
software as a research tool, computer simulations and
analysis were performed. In addition, to simplify file matrix can be expressed as
management, this article establishes a design procedure,
and all analyses are added to this procedure. ½T 1 f Pg = ½ K ½T 1 f pg ð3Þ
In this article, we used the lightweight and
where [T]21 is the inverse of the transformation matrix
new materials to improve the structural rigidity and
[T], calculated as follows. We multiply both sides of
equation (1) with [T] and simplify to obtain the follow-
ing expression by substituting the values of [T], [K],
[T]21 into equation (1) and multiply by {U}

f Pg = ½T ½ K ½T 1 fU g ð4Þ

The relationship between the deflection of the load,

the element stiffness matrix, [K](e), and any global ele-
Figure 1. Main structure of a bicycle frame. ment node is given by
Lin et al. 3

Figure 2. Research procedures.

Figure 3. (a) Local and global displacement and force coordinates, (b) elements and nodes, and (c) structural forces on the bicycle
frame.
4 Advances in Mechanical Engineering

Table 1. Relationships between each element and its where

corresponding node.
fU g = fT g fug
Element Node i Node j u ð8Þ
fug = fT g1 fU g
(1) 1 2 133.33
(2) 2 4 0 Element nodes uix and ujx are the local coordinates
(3) 1 3 0 of the displacement in the x- and y-directions. The glo-
(4) 1 4 74 bal displacement is expressed by a conversion matrix
(5) 3 4 128.2
applied to the local displacement. The normal stress is
given by
½ K (e) = k
2 3 p k(uix  ujx )
cos2 u sin u cos u cos2 u  sin u cos u s= =
6 sin u cos u
A A
6
2
sin u  sin u cos u sin2 u 7 7 AE
(u  u ) u  u  ð9Þ
6 7 = L
ix jx
=E
ix jx
4 cos2 u  sin u cos u cos2 u sin u cos u 5 A L
 sin u cos u sin2 u sin u cos u sin2 u
A p-mesh is created for the two-dimensional (2D)
ð5Þ and three-dimensional (3D) geometric element models,
as shown in Figure 4. K is derived using the global T
The stiffness matrix [K](e) can be obtained from the
and the local u and p are integrated, and boundary con-
previous derivation for a member element of the bicycle
ditions and load are set, and the displacement is calcu-
frame.
lated with the same procedure for 2D analysis. Figure 5
From the above results and the analysis of the stiff-
shows the stress and displacement analysis, respectively,
ness matrix of the bicycle frame elements, the boundary
of a 3D truss. Figures 4(d) and 5 show the von Mises
conditions and load are set in order to obtain the nor-
stress and displacement deformation behaviors. The
mal stress on the tubes and the local and global displa-
bicycle frame sizes sketch of solid model geometry is as
cements. The structural dimensions of the bicycle frame
shown in Figure 6.
are shown in Figure 3(b).
The FEM is a numerical procedure to solve mathe-
The structural bicycle frame is divided into nodes
matical equations by simulating to validate the derived
and elements. Assuming an approximate solution for
equations. CAE was used for solid modeling of frame
the elements, this study derives the equation of each structures. In the case of 3D complex structures, the
and the combination of elements. The problem is direct CAE modeling was used integrating with FEM
divided into nodes and elements: Each frame tube can analysis to generate the stress–strain results. The 2D
be considered as an element and each member of the analysis considered most of the time to simplify prob-
joint as a node. The frame is formed from four nodes lems and to compute the solution easily, whereas the
and five stationary elements. Table 1 shows the rela- 3D analysis is the most accurate one because it repre-
tionships between each element of the bicycle frame sents the actual shape of the bicycle frame.
and its corresponding node.
The global displacement of the matrix can be
obtained by solving the algebraic equations. The nega- Stress analysis of the frame
tive sign indicates a compressive deformation, that is, The practical application of analytical and computa-
2980.2 N of compressive stress is generated on the seat tional mechanics using a model that being simple is
tube and down tube. From the combination or sum of familiar and attractive.12,13 There are two important
the individual elements of the matrix, the global stiff- aspects of structural analysis; the first is intensity and
ness matrix can be obtained as life evaluation of the structure; the second is structural
optimization. The framework of this study is as fol-
½ K (G) = ½ K (1G) + ½ K (2G) + ½ K (3G) + ½ K (4G) + ½ K (5G) lows: computer-aided design (CAD), CAE, simulation
ð6Þ and testing using finite element analysis (FEA), sensi-
tivity analysis for optimization design, and customized
As shown in Figure 3(c), a negative sign is assumed programming interface.
to indicate a force in the opposite direction. It is esti-
mated that the internal forces on each bike frame tube
and the average normal stress. The internal forces on Increase in the weight on turning
the tube are given by The reaction force R0f :R#r = b:a, {a . b, R#r . R0f
and the weight on the rear wheel is higher, as shown in
pix = k(uix  ujx ), pjx = k(ujx  uix ) ð7Þ Figure 7(a)
Lin et al. 5

Figure 4. Analysis of a: (a) diamond, (b) mixte, (c) U, (d) H, (e) loop, (f) staggered types of bicycle frames, and
(g) three-dimensional truss using fixed support and P mesh conditions.

X
Fy = R cos u  W = 0 Increase in the weight on braking
mg The reaction force R0f :R#r = b:a, { b . a, R0f . R#r and
R=
cos u the load on the front wheel is higher. As the brake load
X W
Fx = R sin u = ax increases, when a = 0, the bicycle will fall forward, as
g ð10Þ
shown in Figure 7(b).
W W v2
sin u =
cos u g r Weight on the body when turning and braking
2
v = gr tan u The reaction force R$ = body weight + R# (turn +
brake). When only turning, the weight of the rear wheel
6 Advances in Mechanical Engineering

Figure 5. (a) Stress analysis and (b) displacement analysis of a bicycle frame.

Figure 6. ProEngineer sketch of solid model geometry.

is higher. When only braking, the weight on the front From this structural analysis, the maximum static
wheel is higher. When both turning and braking, the friction Fm with the vertical component of the surface
load on the frame load is highest, as shown in Figure reaction force is proportional to N, that is, Fm = ms N ,
7(c). where mS is a constant and is called the static friction
It is often assumed that the contact between a bicycle coefficient (or the coefficient of static friction).
tire and the ground is frictionless. If the contact surface Similarly, the dynamic friction Fk of a bicycle also has
is frictionless, then a force on this surface will be per- the same form, that is, Fk = mk N, where mk is a con-
pendicular to the surface. If the ground is rough or stant and is called the dynamic friction coefficient (or
undulating, then the tire will produce a tangential force coefficient of kinetic friction). The friction coefficients
to prevent relative movement between the tire and the mS and mk do not depend on the bicycle tires and the
ground, including rolling and sliding. Such resistance is contact area with the ground but have a close relation-
called friction (friction force). This friction force has a ship with the characteristics of the tires and the terrain.
certain limit; if the foot pedal or handle administers a Turning (left side of Figure 7(d)) increases the load as a
sufficiently large force, it can prevent the movement. result of centripetal acceleration, while braking (right
Lin et al. 7

Figure 7. Analysis of the effect of: (a) external forces on a turning, (b) external forces on a braking, (c) external forces on the
weight of a braking and turning, and (d) inertia and friction forces on the weight of a braking and turning bicycle.

Table 2. Deformation of the different materials bicycle frame in the present simulation compared with those in other studies.14–17

Notation Specification Yield strength (MPa) Ultimate tensile Deformation Reference

strength (MPa) (mm)

AZ61/BA Extruded AZ61 Mg alloy 131.9 6 1.2 (0) 310.9 6 3.8 (0) 0.41–0.90 This study
before annealing
AZ61 ECAE Al2O3p Bc route 5%14 150.5 362.1 0.28–0.62 This study
Al6061-T6 Thermal treatment— 260–290 300–320 0.27–0.59 This study
hardening
Mg alloy Bicycle frame (pos. n.:8) Type: YBM-R-MTB, 0.071%–0.270% Barna et al.15
mass: 1245 g, size: 19.5$/26$
Al6061-T6 Simulation of on-road 260–290 300–320 6.23–12.13 Cheng et al.16
bicycle frame
Al6061-T6 Thermal treatment— 260–290 300–320 4.1–4.7 Rontescu et al.17
hardening

side of Figure 7(d)) increases the load as a result of Strain–energy theories

inertial force. The friction Fk = mk N , as shown in The Pro/MECHANICA structural analysis in ‘‘max_
Figure 7(d). stress_vm’’ is based on strain–energy theory. We used
It is make the following assumptions: Al6061 aluminum alloy, AZ61 magnesium alloy, and
AZ61/Al2O3p MMCs processed by ECAE as shown in
1. Excluding the effects of air resistance; Table 2.
2. Ignoring the force of inertia; This study examines the Al6061 aluminum alloy as
3. Considering only a static load on the frame of; the material for the bicycle frame. The metallic proper-
4. Assuming the materials are isotropic substances; ties of ductile materials, the von Mises stress and strain
5. Ignoring the fact that welding the material analysis, and optimal design theory are used. The theo-
weakens their strength and analyze the alumi- retical analysis is according to the fourth metal material
num tubes in ideal conditions. yield strength (strain energy theory)
8 Advances in Mechanical Engineering

" #12
0 ðs 1  s 2 Þ2 + ðs 2  s 3 Þ2 + ðs 1  s 3 Þ2
s = ð11Þ
2

where s1 , s2 , and s3 are the three axes of the principal

stresses.
This study analyzed the ‘‘max_stress_vm,’’ which
indicates the maximum von Mises stress on the bicycle
frame (MPa). If the requirements do not exceed the
yield stress sy of the normal stress, then it can be writ-
ten as the safety factor F:S: = sY =sMises , which has a
yield strength 241 MPa and a tensile strength of
290 MPa of Al6061-T6 aluminum alloy.

Sensitivity analysis and optimized design

The main purpose analysis of local sensitivity is to dis-
cover an important parameter affecting stress on the Figure 8. Effects of different angles on the stress and
displacement of the bicycle frame.
bicycle frame

Structure response or mass change center distance, tube thickness, and top-down tube
Sensitivity = radius target parameters (goal) shows the maximum
Changes in design parameters
stress value (max_stress_vm), whereas the local and
For global sensitivity analysis, researchers imple- global sensitivity analysis results in optimum design of
menting an optimized design must distinguish between the total mass.
what is most critical and the maximum and minimum The mechanical properties and deformation of the
values of the planning parameters. present simulation and other materials are listed in
The entire research also includes local and global Table 2. The rigidity of the aluminum alloy is better
sensitivity analysis to understand the impact of stress than that of the magnesium alloy frame, and the rigid-
changes in the key parameters. The methodology con- ity of present studies of AZ61 MMCs with Al2O3p rein-
sists first of establishing optimum dimensions for the forced phase is improved by the ECAE process.
frames. Optimization design goals are total mass mini- Obtained from the analyzed data, for a shell-entity
mize (weight lighter) and design limits von Mises stress frame, the diamond-type frame (diamond-shaped) has
(se) \ yield strength (Sy). the highest rigidity, followed by the triangular frame
(mixte and staggered shapes), then the parallel frame
with larger pipe center distance, and finally, the parallel
Results and discussion frame with smaller pipe center distance, which has the
It was observed that for a frame with the upper tube least rigid, as shown in Figures 9 and 10.
parallel to the down tube, the higher the tube center dis- According to the simulation results, all of the
tance, the higher the intensity and the amount of defor- amounts of deformation of the ECAEed AZ61/Al2O3
mation becomes smaller. MMC bicycle frame are smaller than those of the mag-
For a triangular-type frame (where the centerlines of nesium alloy bicycle frame without adding Al2O3 as the
the down tube and head tube intersect), its rigidity is reinforcement phase but are similar to those of alumi-
higher than that of the loop-type frame (where the top num alloy bicycle frame, as shown in Figure 11.
tube is parallel to the down tube). In addition, for the Meanwhile, all of strain energies of the ECAEed AZ61/
upper tube and down tube of triangular frame, the Al2O3 MMC bicycle frame are smaller than those of
higher the angle, the higher the rigidity. The upper level magnesium alloy bicycle frame without adding Al2O3
of the tube frame (diamond-type) reached maximum as the reinforcement phase but are similar to those of
rigidity and minimum deformation, as shown in the aluminum alloy bicycle frame. Finally, all of the
Figure 8. stresses of the ECAEed AZ61/Al2O3 MMC bicycle
This study attempts to verify the stress and displace- frame are smaller than those of the aluminum alloy
ment of several types of bicycle frames by applying a bicycle frame. This indicates that ECAEed AZ61/
wireframe model and then analyze the solid structure. Al2O3 MMCs has better yield stress than AZ61, which
The maximum stress at the design limits is the von is similar to the yield stress of Al6061. In summary,
Mises stress. Conducting various bicycle frame thin ECAEed AZ61/Al2O3 MMCs almost achieve the level
shell entities, the top-down tube angle, top-down tube of Al6061 aluminum.
Lin et al. 9

Figure 9. Effects on the maximum displacement of the different bicycle frame.

Figure 10. Effects on the strain energy of the different bicycle

frame.

Conclusion
Figure 11. Effects of different angles on the stress and strain
This article compares the maximum stress and displace- energy of the bicycle frame.
ment for different top-down tube center distances for
the optimized design of a loop-type entity. From com-
puter analysis of a loop-type wireframe, different center characteristics for the four-bar linkage frame mechan-
distances for the top-down tube did not significantly ism, the front and rear wheel center tubes place limits
affect the seat tube displacement and strain energy. on its freedom (i.e. the whole frame is welded). The
Yet, on the whole, the loop-type frame has a deforma- deformation node of the loop-type frame is more than
tion larger than that of a frame in which the top-down that of the triangle frame, and its structure is less rigid.
tube has a higher angle. This is because in the wire- Finally, when the centerlines of the top tube and the
frame analysis, in a parallel tube with similar down tube intersect with the head tube, the structure
10 Advances in Mechanical Engineering

has improved rigidity, so the amount of deformation 5. Ricard MD, Hills-Meyer P, Miller MG, et al. The effects
decreases. of bicycle frame geometry on muscle activation and
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show that not only is the rigidity similar to that of ed. London: The MIT Press, 2004, pp.312–315.
Al6061 but also compared to Al6061 aluminum alloy, 9. Huang SJ and Lin PC. Grain refinement of AM60/
the weight can be reduced from 4.0123 to 2.5764 kg (a Al2O3p magnesium metal-matrix composites processed
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Declaration of conflicting interests 11. Chang RR. Finite element analyses and experimental
The author(s) declared no potential conflicts of interest with considerations of the deflection and failure behaviour of
respect to the research, authorship, and/or publication of this an asymmetric laminate composite bicycle handlebar.
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Funding cation in multibody dynamics and real-time interactive
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Contr Syst Mag 1989; 9: 4–9.
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