FYFD

Tag: cycling

  • Paris 2024: Cycling in Crosswinds

    Paris 2024: Cycling in Crosswinds

    Wind plays a major role in cycling, since aerodynamic drag is the greatest force hampering a cyclist. In road racing, both individual cyclists and teams use tactics that vary based on the wind speed and direction. Crosswinds — when the apparent wind comes from the side in the cyclist’s point of view — are some of the toughest conditions to deal with. In races, groups will often form echelons to minimize the group’s overall effort in a crosswind. Alternatively, racers looking to tire their competitors out will position themselves on the road so that the rider behind them gets little to no shelter from the wind; this is known as guttering an opponent.

    In this study, researchers put a lone cyclist in a wind tunnel and measured the effects of crosswind from a pure headwind to a pure tailwind and every possible angle in between. From that variation, they were able to mathematically model the aerodynamic effects of crosswind on a cyclist from every angle. With rolling resistance (a cyclist’s second largest opposing force) included, they found relatively few conditions where a crosswind actually helped a cyclist. Most of the time — as any cyclist can tell you — hiding from the wind is beneficial. (Image credit: J. Dylag; research credit: C. Clanet et al.)

    Related topics: The physics of the Tour de France, how the peloton protects riders aerodynamically, track cycling physics, and a look inside wind tunnel testing bikes and cyclists

    Catch all of our ongoing Olympics coverage here.

  • COVID-19 and Outdoor Exercise

    COVID-19 and Outdoor Exercise

    By now you’ve probably come across some blog posts and news articles about a new pre-print study looking at the aerodynamics of running and the potential exposure to exhaled droplets. And you may also have seen articles questioning the accuracy and validity of such simulations. I’ve had several readers submit questions about this, so I dug into both the research and the criticisms, and here are my thoughts:

    Is this study scientifically valid?

    I’ve seen a number of complaints that since this paper hasn’t been peer-reviewed, we shouldn’t trust anything about it. That seems like an unreasonable overreaction to me considering how many studies receive press attention prior to their actual peer-reviewed publication. This is not a random CFD simulation produced by someone who just downloaded a copy of ANSYS Fluent. This work comes from a well-established group of engineers specializing in sports aerodynamics, and long-time readers will no doubt recognize some of their previous publications. Over the past decade, Blocken and his colleagues have become well-known for detailed experimental and simulation work that indicates larger aerodynamic effects in slipstreams than what we generally recognize.

    In this paper, they lay out previous (biological) studies related to SARS and droplet exhalation; they use those papers and several wind tunnel studies to validate computational models of droplet evaporation and runner aerodynamics; and then they use those inputs to simulate how a cloud of exhaled droplets from one runner affects someone running alongside, behind, or in a staggered position relative to the first runner.

    In other words, their work includes all the components one would expect of a scientific study, and it makes scientifically justifiable assumptions with regard to its methods. (That’s not, mind you, to say that no one can disagree with some of those choices, but that’s true of plenty of peer-reviewed work as well.) All in all, yes, this is a scientifically valid study, even if it has not yet undergone formal peer-review*.

    Can simulations actually tell us anything about virus transmission?

    One complaint I’ve seen from both biologists and engineers is that simulations like these don’t actually capture the full physics and biology involved in virus transmission. While I agree with that general sentiment, I would point out two important facts:

    1) Blocken et al. acknowledge that this is not a virology study and confine their scientific results to looking at what happens physically to droplets when two people are moving relative to one another. Whether those droplets can transmit disease or not is a question left to biological researchers.

    2) Most medical and biological research also does not account for the physics of droplet transmission and transport. For the past century, this research has focused almost exclusively on droplet sizes, with the assumption that large droplets fall quickly and small droplets persist a little longer. To my knowledge, some of the only work done on the actual physics of the turbulent cloud produced by coughing or sneezing comes from Lydia Bourouiba’s lab at MIT. And, to me, one of the fundamental conclusions from her work is that droplets (especially small ones) can persist a lot longer and farther than previously assumed. Can those droplets facilitate transmission of COVID-19? The general consensus I’ve seen expressed by medical experts is no, but, to my knowledge, that is based on opinion and assumption, not on an actual scientific study.

    The bottom line

    In my opinion, there’s a big disconnect right now between the medical/biological community and the engineering community. To truly capture the physics and biology of COVID-19 transmission requires the expertise and cooperation of both. Right now both sides are making potentially dangerous assertions.

    Honestly, based on what I know about aerodynamics, I am personally skeptical as to whether 6 ft of physical separation is truly enough; whether it is or not seems to depend on how transmissible the novel coronavirus is through small droplets, which, again, to my knowledge, is unestablished.

    Should we leave more distance than 6ft between us when exercising outdoors? Absolutely. Aerodynamically, it makes perfect sense that following in someone’s slipstream would put you inside their droplet cloud, which needs time and space to disperse. Personally, I’ve sidestepped the question entirely by doing all my cycling indoors while quarantined.

    tl;dr: There are a lot of open questions right now about COVID-19 transmission and what qualifies as safe distancing, but it’s smarter to err on the side of more distancing. Don’t hang close to others when running or cycling outdoors.

    (Image and research credit: B. Blocken et al.; submitted by Corky W. and Wendy H.)

    *I will add that, with my training, I have and do occasionally peer-review studies such as this one, and I read the full paper with the same sort of critical eye I would turn to a paper I was asked to review.

  • The Protection of the Peloton

    The Protection of the Peloton

    It’s well-known by professional cyclists that sitting in the middle of the peloton requires little effort to overcome aerodynamic drag, but now, for the first time, there’s a scientific study to back that up. Researchers built their own quarter-scale peloton of 121 riders to investigate the aerodynamic effect of cycling in such a large group versus riding solo. Through wind tunnel studies and numerical simulation, they found that riders deep in the peloton can experience as little as 5-10% of the aerodynamic drag of a solo cyclist. 

    Tactically, this means teams should aim to position their protected leader or sprinter mid-way in the pack, where they’ll receive lots of shelter without risking one of the crashes common near the back of the peloton. It also suggests that teams wanting to isolate another team’s leader should try to push them toward the outer edges of the peloton rather than letting them sit in the middle. It will be interesting to see whether pro teams shift their race strategies at all with these numbers in hand.

    Of course, this study considers only a pure headwind. But other groups are looking at the effects of side winds on cyclists. (Image credit: J. Miranda; image and research credit: B. Blocken et al.; submitted by 1307phaezr)

  • Featured Video Play Icon

    Swimming, Cycling, and Sailing

    Summer brings with it lots of great sports, and whether you love riding a bike, sailing a boat, or just hanging out at the pool, our latest FYFD/JFM video has something for you. Want even more sports physics? Check out the Olympic series we did for the London and Rio games. And if you’re looking for more of the latest fluids research, don’t miss the rest of our video series. (Video and image credit: N. Sharp and T. Crawford)

  • Reader Question: Drafting in Time Trials

    Reader Question: Drafting in Time Trials

    In a comment on this recent post regarding drafting advantages to a leader, reader fey-ruz asks:

    in cycling, team follow cars are required to maintain a minimum distance from their riders during time trials for this very reason (although i imagine the effects in that context are much smaller and dependent on the conditions, esp the wind speed, direction, and strength). FYFD, is there a simple way to understand where this upstream influence comes from? or a specific term in the navier-stokes equations that it results from?

    Cars following riders during a time trial can actually make a huge difference! One study from a couple of years ago estimated that a car following a rider in a short (13.8 km) time trial could take 6 seconds off the rider’s time. The images up top show a simulation from that study with a car following at 5 meters versus 10 meters. The colors indicate the pressure field around the car and rider. Red is high pressure, blue is low pressure. Both the car and the rider have high pressure in front of them; you can think of this as a result of them pushing the air in front of them.

    A large part of the rider’s drag comes from the difference in pressure ahead and behind them. (For a look at flow around a cyclist that focuses on velocity instead, check out my video on cycling aerodynamics.) When a car drives close behind a cyclist, it’s essentially pushing air ahead of it and into the cyclist’s wake. This actually reduces the difference in pressure between the cyclist’s front and back sides, thereby reducing his drag. Because cars are large, they have an oversized effect in this regard, but having a motorbike or another rider nearby also helps the lead cyclist aerodynamically.

    As for the Navier-Stokes equation – this effect isn’t one that you can really pin down to a single term since it’s a consequence of the flow overall. (Image credits: TU Eindhoven; K. Ramon)

  • Cycling Skinsuits and Vortex Generators

    Cycling Skinsuits and Vortex Generators

    It didn’t take long for an aerodynamic controversy to crop up in this year’s Tour de France. At the 14km individual time trial, riders from Team Sky wore custom Castelli skinsuits with integrated dot-like patterns on their upper arms (shown above). By the next day, a sports scientist with a competing team cried foul play, claiming that these fabrics could have given Team Sky as much as 25 seconds’ advantage over other riders. The Sky team finished with 4 out of the top 10 places on the time trial, and their leader, three-time Tour winner Chris Froome, finished some 35 seconds ahead of his expected competitors for the yellow jersey.

    Vortex generators explained

    So how could a few dots make a measurable difference? These protrusions are vortex generators meant to modify flow around a cyclist. Humans are not aerodynamic and what typically happens when air flows over a cyclist’s arms is shown in the flow visualization above: the air follows the curve of the arm part way, then it separates from the body, leaving a region of recirculation that increases drag. Vortex generators can help prevent or delay that drag-inducing flow separation by adding extra energy and turbulence to the air near the arm’s surface. Because turbulent boundary layers can follow a curve longer before separating, this helps reduce the drag by reducing the recirculation zone.

    About that time savings

    Aerodynamically speaking, those vortex generators can make a difference, but the question is, how much? In his complaint, Grappe cites a 2016 paper by L. Brownlie et al. that wind-tunnel tested different vortex generator patterns for use in running apparel. The speeds tested included those relevant to cycling. The specific numbers Grappe quotes aren’t directly relevant, however:

    As noted above, race garments that contain VG provide reductions in Fd of between 3.7 and 6.8% compared to equivalent
    advanced race apparel developed for the 2012 London Olympics which in turn provided substantially lower drag than
    conventional race apparel.

    the effectiveness of 5, 10 and 15 cm wide strips of VG applied to each flank of a sleeveless singlet revealed that the 5 cm wide
    strips provided between 3.1 and 7.1% less Fd than the 10 cm wide strips and between 1.9 and 4.3% less Fd than the 15 cm wide
    strips.  

    Here Brownlie et al. are specifically describing the savings for running apparel, which uses vortex generators in very different places than you would on a cyclist. Note the second quote even refers to a sleeveless singlet, so the vortex generators measured are definitely not in the same place as these skinsuits!

    The bottom line

    I fully expect that vortex generators give a marginal aerodynamic edge, which is why Sky and other teams have already been using them in competition. But I hesitate to declare that the savings is as high as 5-7%, and I have no way to verify Grappe’s subsequent claims that this translates to 18-25 seconds in the time trial. Those are numbers he gives without citing what model is being used to translate drag gains into time.

    In the end, what is needed is clarification of the rules. As they stand, one rule seems to allow the skinsuits because the vortex generators are integrated into the fabric, whereas another states clothing is forbidden “to influence the performances of a rider such as reducing air resistance”. Those two stances seems contradictory, and, for now, the race officials’ verdict to allow the suits stands.

    If you want to learn more about aerodynamics and cycling, be sure to check out my latest FYFD video. (Image credits: B. Tessier/Reuters; Getty Images; L. Brownlie et al. 2009; h/t to W. Küper)

  • How Cycling Position Affects Aerodynamics

    How Cycling Position Affects Aerodynamics

    New FYFD video! How much does a rider’s position on the bike affect the drag they experience? To find out I teamed up with folks from the University of Colorado at Boulder and at SimScale to explore this topic using high-speed video, flow visualization, and computational fluid dynamics. 

    Check out the full video below, and if you need some more cycling science before the Tour de France gets rolling, you can find some of my previous cycling-related posts here. (Image and video credit: N. Sharp; CFD simulation – A. Arafat)

    ETA: Please note that the video contained in this post was sponsored by SimScale.

  • Rio 2016: Track Cycling

    Rio 2016: Track Cycling

    Track cycling is a sport where speed is everything. As much as 90% of the resistance a rider has to overcome is aerodynamic drag. To minimize drag, riders wear form-fitting one-piece skinsuits and wear special, streamlined helmets. They have aerodynamic bikes (unique left-side-drive ones, if you’re the Team USA women) and ride with their arms close together and thrust in front of them to minimize the frontal area they expose. 

    Even the tactics of racing rely heavily on aerodynamics. In events like team pursuit cyclists stay extremely close to the wheel of the rider ahead of them in order to remain in that rider’s slipstream and experience less drag. When switching off the position of lead rider, cyclists use the curvature of the track to help them move to the back of the paceline quickly to minimize the time spent outside of their teammate’s draft. (Image credits: GettyImages via the Guardian and the IOC, source)

    Previously: Cycling’s aero equipment helps them beat the clock; the effect of cyclists being followed by a motorbike or car

    Join us throughout the Rio Olympics for more fluid dynamics in sports. If you love FYFD, please help support the site!

  • Rio 2016: Cycling

    Rio 2016: Cycling

    Today marks the official start of the 2016 Summer Olympics in Rio. Here at FYFD we’ll be celebrating by taking a look at how fluid dynamics affects Olympic sports. You can check out our previous series on the London Olympics here. Since this weekend features the men’s and women’s cycling road races, we’ll get started with cycling!

    In road cycling, equipment and race strategy are all built around aerodynamic efficiency. It’s understood that following a car or motorbike gives a cyclist an unfair advantage, and officials can be quick to punish infractions. What the rules don’t account for, though, is the advantage a cyclist gets when they’re followed by a motorbike (or car). These vehicles are significantly larger than a cyclist, and when they are trailing a cyclist, they have a significant upstream effect. Essentially the higher pressure traveling ahead of the motorbike will counter the low pressure region immediately behind the cyclist. The result is that the cyclist, despite being in front, experiences less drag than they would if the motorbike weren’t there.

    The difference isn’t tiny either: if a motorbike follows a rider at a distance of 0.5 m for just 1 km, the rider saves more than 2 seconds. When events can be won or lost by fractions of a second, those gains are significant. (Image credits: DCMS; B. Blocken et al., GettyImages, Reuters; research credit: B. Blocken et al.; submitted by Marc A.)

  • Cars Helping Cyclists

    Cars Helping Cyclists

    This year’s Tour de France opened with an individual time trial stage in which riders competed solo against the clock. But, according to numerical simulations, some riders may get an unfair aerodynamic advantage in the race if they have a following car. The top image shows the pressure fields around a rider with a car following 5 meters behind versus 10 meters behind. The size of the car means that it displaces air well in advance of its arrival. By following a rider closely, that car’s high pressure region can help fill in a cyclist’s wake, thereby reducing the drag the rider experiences. For a short time trial like the 13.8 km race that kicked off this year’s tour, a rider whose car follows at 5 meter could save 6 seconds over one whose car followed at the regulation 10 meter distance. (As it happens, the stage was decided by a 5 second margin.) Since not all riders get a team follow car, it’s especially important to ensure that those who do aren’t receiving an additional advantage. For more about cycling aerodynamics, check out our previous cycling posts and Tour de France series. (Image credit: TU Eindhoven, EPA/J. Jumelet; via phys.org; submitted by @NathanMechEng)