空气作用力对推铅球和跳远成绩的影响

本文以铅球和跳远为例,计算空气作用力对推铅球和跳远成绩的影响,为寻找减小阻力的方法提供依据。同时,本文的计算公式也可用于其它有类似运动轨迹的体育项目,如链球等     

Flow analysis and aerodynamic characteristics of a badminton shuttlecock with spin at high Reynolds numbers

A badminton shuttlecock flies in a high-drag, and thus, the sport has been a subject of research from the point of view of aerodynamics. A badminton shuttlecock generates significant aerodynamic drag and has a complex flight trajectory. It also has the smallest ballistic coefficient and exhibits the largest in-flight deceleration of any airborne sporting projectile. The ballistic coefficient of a projectile is a measure of its ability to overcome air resistance in flight and is inversely proportional to deceleration. The primary objectives of this study were to measure the aerodynamic properties of feather shuttlecocks under a range of the wind speed (10–60 m/s) and pitch angle (0°–25°). In particular, measurements of aerodynamic forces were performed at high Reynolds numbers (more than Re = 210,000), and the effect of shuttlecock deformation on aerodynamic properties was also investigated, because it is presumed that the flight dynamics is affected by the deformation of the shuttlecock skirt. A shuttlecock skirt is composed of an array of diverging stems, the ends of which are at the convergent end of the skirt, joined together in an end ring. The shuttlecock rotates about its major axis in actual flight, and thus, the experiments were performed on shuttlecocks with and without rotation (spin). Furthermore, the effect of the flow passing through the gaps between the slots (stiffeners) located at the leg portion of the shuttlecock skirt on aerodynamic characteristics is demonstrated by means of a shuttlecock model without gaps, which was completely covered with cellophane tape. The free rotation rate of a shuttlecock increased with an increase in the Reynolds number, and the drag coefficient gradually decreased above Re = 86,000 for a non-rotating shuttlecock. The reduction of drag can be explained by the deformation of the skirt observed in wind tunnel experiments at high speed. In this study, for a rotating shuttlecock, a reduction of drag was not observed over a whole range of Reynolds numbers, because deformation of the skirt for a rotating shuttlecock becomes smaller than that for a non-rotating shuttlecock. However, there was no significant difference in drag coefficient between rotating and non-rotating shuttlecocks, in contrast to the difference in drag coefficient between shuttlecocks with and without gaps. The drag coefficient for a shuttlecock without gaps was significantly smaller than that for a standard shuttlecock (with gaps). For a standard shuttlecock, the air flowed through the gaps into the shuttlecock skirt, and this flow was related to high aerodynamic drag.     

Aerodynamic drag in cycling: methods of assessment

When cycling on level ground at a speed greater than 14 m/s, aerodynamic drag is the most important resistive force. About 90% of the total mechanical power output is necessary to overcome it. Aerodynamic drag is mainly affected by the effective frontal area which is the product of the projected frontal area and the coefficient of drag. The effective frontal area represents the position of the cyclist on the bicycle and the aerodynamics of the cyclist-bicycle system in this position. In order to optimise performance, estimation of these parameters is necessary. The aim of this study is to describe and comment on the methods used during the last 30 years for the evaluation of the effective frontal area and the projected frontal area in cycling, in both laboratory and actual conditions. Most of the field methods are not expensive and can be realised with few materials, providing valid results in comparison with the reference method in aerodynamics, the wind tunnel. Finally, knowledge of these parameters can be useful in practice or to create theoretical models of cycling performance.     

Aerodynamic drag and biomechanical power of a track cyclist as a function of shoulder and torso angles

The speed attained by a track cyclist is strongly influenced by aerodynamic drag, being the major retarding force in track events of more than 200 m. The aims of this study were to determine the effect of changes in shoulder and torso angles on the aerodynamic drag and power output of a track cyclist. The drag of three competitive track cyclists was measured in a wind tunnel at 40 kph. Changes in shoulder and torso angles were made using a custom adjustable handlebar setup. The power output was measured for each position using an SRM Power Meter. The power required by each athlete to maintain a specific speed in each position was calculated, which enabled the surplus power in each position to be determined. The results showed that torso angle influenced the drag area and shoulder angle influenced the power output, and that a low torso angle and middle shoulder angle optimised the surplus power. However, the lowest possible torso angle was not always the best position. Although differences between individual riders was seen, there was a strong correlation between torso angle and drag area.     

Aerodynamic drag in cycling: methods of assessment

When cycling on level ground at a speed greater than 14 m/s, aerodynamic drag is the most important resistive force. About 90% of the total mechanical power output is necessary to overcome it. Aerodynamic drag is mainly affected by the effective frontal area which is the product of the projected frontal area and the coefficient of drag. The effective frontal area represents the position of the cyclist on the bicycle and the aerodynamics of the cyclist-bicycle system in this position. In order to optimise performance, estimation of these parameters is necessary. The aim of this study is to describe and comment on the methods used during the last 30 years for the evaluation of the effective frontal area and the projected frontal area in cycling, in both laboratory and actual conditions. Most of the field methods are not expensive and can be realised with few materials, providing valid results in comparison with the reference method in aerodynamics, the wind tunnel. Finally, knowledge of these parameters can be useful in practice or to create theoretical models of cycling performance.     

An experimental study on aerodynamic performance of time trial bicycle helmets

Aerodynamic efficiency is one of the important criteria for racing bicycle helmets, especially in time trial event. The physical characteristics of a bicycle helmet especially its venting geometry, position and number of vents play a crucial role in the aerodynamic efficiency of the helmet. Despite the importance of this, little information on aerodynamic behaviour of racing bicycle helmets is available. In this study, a series of commercially available time trial helmets were investigated in a wind tunnel environment over a range of wind speeds, and yaw and pitch angles to understand their aerodynamic behaviour. In order to obtain as realistic a data as possible, an instrumented mannequin was used in the wind tunnel testing. The experimental findings indicate that the aerodynamic performance of current production time trial helmets varies significantly. The results also show that helmet length as well as vent geometry and vent area have significant effects on aerodynamic drag of a time trial helmet. A time trial helmet having longer length and smooth vents with minimum vent area can reduce aerodynamic drag significantly.     

Aerodynamic behaviour of single sport jersey fabrics with different roughness and cover factors

Wind tunnel testing has been carried out on nine-knitted single jersey fabrics (100% polyester) using cylinder and leg models to determine its aerodynamic behaviour over a range of speeds (20–80 km/h) representative of sports activities. Strong correlation between fabric manufacturing (cover factor) and fabric roughness and aerodynamic parameters has been established. Similar aerodynamic behaviour of fabrics was observed when tested on the cylinder model and on the leg model.     

Bicycle aerodynamics: an experimental evaluation methodology

Aerodynamically efficient sports equipment/accessories and athlete body postures are considered to be the fundamental aspect to achieve superior performance. Like other speed sports, the aerodynamic optimisation is more crucial in cycling. A standard full-scale testing methodology for the aerodynamic optimisation of a cyclist along with all accessories (e.g., bicycle, helmet, cycling suit, shoes and goggle) is not well developed, documented, and standardised. This paper describes a design and development of a full-scale testing methodology for the measurement of aerodynamic properties as a function of cyclist body positions along with various accessories over a range of wind speeds. The experimental findings indicate that the methodology can be used for aerodynamic optimisation of all cycling sports.     

Calculating football drag profiles from simulated trajectories

As a bluff object, a football experiences high aerodynamic drag when flow is laminar due to early boundary layer separation and a large low-pressure region. The length and depth of a football’s seams can influence the separation point by triggering a turbulent boundary layer at lower Reynolds numbers. Football manufacturers can control a football’s behaviour through careful design and material choice. However, assessing the aerodynamic performance of a football can be a lengthy and expensive process, traditionally requiring the use of a suitable wind tunnel. Measuring the drag force at varying Reynolds numbers gives a full aerodynamic profile which determines how the ball will behave during flight. Some studies have attempted to establish the aerodynamic properties of footballs using recorded trajectories, but these only ascertained average properties rather than a full aerodynamic profile. This paper describes a method which uses a series of recorded trajectories to calculate the full aerodynamic properties of a football. To assess the accuracy and robustness of this method, simulated trajectory data were used to which varying degrees of noise and aerodynamic lift were added. The assessment found that random noise does not affect the accuracy of the methodology significantly. At larger magnitudes, random aerodynamic lift makes the methodology ineffective (equivalent to ball spin >100 rpm). Future work will concentrate on assessing the effectiveness of the methodology using ball trajectories recorded using 3D high-speed video techniques.     

High-speed video image analysis of ski jumping flight posture

Ski jumping flight posture was analyzed for achieving large flight distance on the basis of high-speed video images of the initial 40 m part of 120-m ski jumping flight. The time variations of the forward leaning angle and the ski angle of attack were measured from the video images, and the aerodynamic forces were calculated from the kinematic data derived from the images. Some correlations were investigated between the initial-speed corrected flight distance and such parameters as the angles of jumper, the initial transition time and the aerodynamic force coefficients. The result indicated that small body angle of attack was a key for large flight distance in the initial phase of flight because of small drag force, and that the most distinctive fault of beginners was too large body angle of attack and ski angle of attack leading to aerodynamic stall. Too small drag force does not give an optimal condition for large flight distance because the lift force is also too small. The ratio of the lift to the drag was larger than 0.95 for advanced jumpers.     

Modeling of the time trial cyclist projected frontal area incorporating anthropometric,postural and helmet characteristics

In time trial cycling stage, aerodynamic properties of cyclists are one of the main factors that determine performances. Such aerodynamic properties are strongly dependent on the cyclist ability to get into the most suitable posture to have minimal projected frontal area facing the air. The accurate knowledge of the projected frontal area (A) is thus of interest to understand the performance better. This study aims for the first time at a model estimating accurately A as a function of anthropometric properties, postural variations of the cyclist and the helmet characteristics. From experiments carried out in a wind tunnel test-section, drag force measurements, 3D motion analysis and frontal view of the cyclists are performed. Computerized planimetry measurements of A are then matched with factors related to the cyclist posture and the helmet inclination and length. Data show that A can be fully represented by a rate of the cyclist body height, his body mass, inclination and length of his helmet. All the above-mentioned factors are thus taken into account in the present modelling and the prediction accuracy is then determined by comparisons between planimetry measurements and A values estimated using the model.     

Aerodynamic force data for a V-style ski jumping flight

To determine the flight of a ski jumper it is essential to know what aerodynamic forces are acting on the ski jumper. However, few data on this are available, especially for a V-style ski jumping flight. We have measured the aerodynamic forces during the free flight phase for a V-style, as well as a parallel-style, ski jump by employing a full-size model in a wind tunnel. The aerodynamic force data, (drag, lift and pitching moment) were obtained to create an aerodynamic database. These forces are given in polynomial form as functions of the angle of attack, the body-ski (forward leaning) angle and the ski-opening (V-style) angle. Using the polynomial form database is a convenient way of obtaining the aerodynamic forces. Moreover, the wind tunnel was equipped with a ground effect plate to measure the aerodynamic forces during the landing phase. It was found that the difference between the lift with and without the ground effect plate increases with the ski-opening angle. The longitudinal stability in the pitching motion of a body-ski combination is also discussed on the basis of the pitching moment data. This indicates that a stable pitching oscillation of the body-ski combination may arise around an equilibrium point in the angle of attack, the trim angle of attack, during flight.     

论运动服装的发展历程与设计走向

从运动服装的发展历程入手,就运动服装造型、色彩、面料、图案、服饰品等几个方面阐述了时尚设计在运动服装中的运用。传统的运动服装从款式、面料和色彩等各个方面都已不能满足现代人新的审美需求,新的运动服装设计将时尚流行元素越来越多地引入其中,如时装化的裁剪,运动元素与流行色彩的结合,轻柔时尚的功能性面料的使用,细节的装饰设计等等,充分体现了运动服装的运动魅力和时尚气息。     

The understanding and development of cycling aerodynamics

In elite cycling the resistive force is dominated by aerodynamics. Be it on the roads or in the velodrome, the sport has many examples where aerodynamics has won and lost races. Since the invention of the bicycle, engineers have strived to improve performance, often by reducing aerodynamic drag. Over the last 50 years a number of authors have presented their efforts in journals, books and magazines. This review summarises the publications that show the continued development in the aerodynamics of cycling. The review concludes by examining the shortcomings of the current understanding and making suggestions for future research and development.     

Reference values and improvement of aerodynamic drag in professional cyclists

The aims of this study were to measure the aerodynamic drag in professional cyclists, to obtain aerodynamic drag reference values in static and effort positions, to improve the cyclists' aerodynamic drag by modifying their position and cycle equipment, and to evaluate the advantages and disadvantages of these modifications. The study was performed in a wind tunnel with five professional cyclists. Four positions were assessed with a time-trial bike and one position with a standard racing bike. In all positions, aerodynamic drag and kinematic variables were recorded. The drag area for the time-trial bike was 31% higher in the effort than static position, and lower than for the standard racing bike. Changes in the cyclists' position decreased the aerodynamic drag by 14%. The aero-helmet was not favourable for all cyclists. The reliability of aerodynamic drag measures in the wind tunnel was high (r > 0.96, coefficient of variation < 2%). In conclusion, we measured and improved the aerodynamic drag in professional cyclists. Our results were better than those of other researchers who did not assess aerodynamic drag during effort at race pace and who employed different wheels. The efficiency of the aero-helmet, and the validity, reliability, and sensitivity of the wind tunnel and aerodynamic field testing were addressed.     

基于STAR-CCM+的帆板帆翼空气动力性能数值模拟

利用计算流体力学软件STAR-CCM+对奥运会比赛用帆板及帆船帆翼的空气动力性能进行了数值模拟,得到了不同攻角下的帆翼在粘性流场下的数值模拟结果和相应的升力系数及阻力系数。对不同攻角下的升力系数和阻力系数计算结果与实验结果进行了对比,通过比较可以看出利用STAR-CCM+软件能够快速有效地预报帆翼空气动力性能和流场。     

Numerical investigation on trimming of a single sail in a regatta

In sailing regattas, the actions of sailboats are to meet, overlap, pursue, pass, anti-collide, and defend. The aerodynamic performance of a sail based on a numerical simulation method is reported in this study. The parameters affecting the sail’s aerodynamic force coefficients, namely sailing angle, attack angle, mast shape, pitch angle, and camber ratio, are analyzed. From the results, basic principles and corresponding tactics of sail trimming are discussed and recommended for the start, during the windward, running, and leeward legs, before the finish, and near the marks. Sailors in the regatta should decrease the interaction of air flows around the sail to increase the lift force. The sailing angle, attack angle, pitch angle, and camber ratio should be adjusted to the appropriate degree to speed the boat when it is balanced. Sail trimming tactics have been practiced by professional sailors in regattas during which they can be scientifically supervised to compete against each other at Olympic Games.     

Improving CFD prediction of drag on Paralympic tandem athletes: influence of grid resolution and turbulence model

Tandem cycling enables visually impaired athletes to compete in cycling in the Paralympics. Tandem aerodynamics can be analysed by track measurements, wind-tunnel experiments and numerical simulations with computational fluid dynamics (CFD). However, the proximity of the pilot (front) and the stoker (rear) and the associated strong aerodynamic interactions between both athletes present substantial challenges for CFD simulations, the results of which can be very sensitive to computational parameters such as grid topology and turbulence model. To the best of our knowledge, this paper presents the first CFD and wind-tunnel investigation on tandem cycling aerodynamics. The study analyses the influence of the CFD grid topology and the turbulence model on the aerodynamic forces on pilot and stoker and compares the results with wind-tunnel measurements. It is shown that certain combinations of grid topology and turbulence model give trends that are opposite to those shown by other combinations. Indeed, some combinations provide counter-intuitive drag outcomes with the stoker experiencing a drag force up to 28% greater than the pilot. Furthermore, the application of a blockage correction for two athlete bodies in close proximity is investigated. Based on a large number of CFD simulations and validation with wind-tunnel measurements, this paper provides guidelines for the accurate CFD simulation of tandem aerodynamics.     

Cycling shoe aerodynamics

The present paper describes the activity carried out to investigate the aerodynamic effects of cycling shoes for time trial competitions. This subject has not been widely studied but can be important for an accurate aerodynamic optimisation of a time trial cyclist. The study was carried out by means of wind tunnel testing: an appropriate test setup and an appropriate test procedure (based on “effective angle of attack approach”) were developed in order to produce realistic test conditions. The developed testing procedure was applied to two different shoe models, differently fastened. Furthermore, an important point was the investigation of the overshoe effect. The results showed that the power required to overcome the shoe’s drag is almost a tenth of the total power and that differences between the shoes can affect the cyclist’s performance.     

Wind tunnel measurement and flow visualisation of soccer ball knuckle effect

Wind tunnel experiments were conducted, in particular focusing on slow unsteady variations of aerodynamic forces as a potential cause of the knuckle effect of a new soccer ball (Teamgeist) under non-spinning condition. The experiments included simultaneous measurements of the drag, the side force and the surface pressure on a ball surface, and the tuft visualisation to investigate the flow field behind a ball. Of particular interest was the erratic nature of the knuckle effect resulting from the unsteady movement of vortical wake structure in the supercritical Reynolds number regime. A simple 2-D numerical simulation of the ball flight trajectory was performed by taking into account the unsteady side force data measured in the present experiments.