Bridgestone Bicycles catalog 2013 thai.pdf

BRIDGESTONE BICYCLE

2013

科学的解析

Scientiic Analysis

すべては「人」を知ることからはじまる

Our Constant Theme: Understanding the Human Body

It is just the humans that ride bicycles. In order to ensure that the mere one

horsepower that humans are capable of is put to the most efficient use, we have

constantly continued to enhance the lightness and strength of bicycles. However,

no matter how high the level of performance available, the true performance of the

bike cannot be attained if it doesn’t match up with the rider’s physique. Because of this, it is

Bridgestone’s belief that our priority should be placed not only on product technology

when developing new bicycles, but also on having a full understanding of the human

body. We established our own in-house research facilities in 1994 to scientifically

analyze the relationship between the human body and bicycles in a Man-Machine

Matching project. This enabled us to develop the Bridgestone racing bike in 1998,

which represents“Bikes that Win.” And, over the course of the past thirteen years,

we at Bridgestone have continued to integrate our scientiic analyses with the human

senses in order to create bikes that get the optimum performance out of their riders.

We also run a series of tests known as the L18 Matrix to discover the role each of

the tubes plays and to calculate their contribution rates. We prepared eighteen

carbon frames and then run approximately 4,000 simulations using different tube

combinations to scientiically analyze horizontal rigidity and distortion rigidity.

This basic research has simpliied the calculations necessary to determine how many

layers of carbon are needed to form the tube and how much rigidity we can expect to

obtain.

In addition to enabling us to accurately acquire the levels of rigidity most suitable for

the riders, this technology for analyzing optimal structures has drastically reduced the

amount of time that we used to require in the trial and error method of developing

new products by repeatedly creating conventional prototypes and road-testing them.

This new development time has also been instrumental in improving the performance

of the products.

Bridgestone products; developed through an integration of scientific analysis and

leading-edge engineering.

In the wings of this development is a collaboration with the riders, and listening

carefully to their opinions helps us conceive high-performance bikes. We study what

our riders, as human beings, are feeling and what they want, and by converting these

opinions into numerical data through scientiic analysis we learn the essence of the

frame development required. And this represents our constant theme.

人の感覚を数値化する

Converting the Human Senses into Numerical Data

The foundation behind Bridgestone’s thought process with regard to development

is“understanding the rider.” This consists of two elements. The irst is having a full

understanding of the rider’s body. Pedaling skill, riding position and the maximum

oxygen intake are measured in the Bridgestone Lab in our research facility and then

scientiically analyzed. The form and frame geometry for the most efective riding is

calculated from the numerical data obtained from this, which provides us with a base

for interpreting the impressions and the senses expressed by riders.

The second element is interpreting the opinions of the riders. The impressions of

Bridgestone’s professional riders, such as,“easy to ride irst of all, but soon tires the

legs” and“there is no stamina left in my legs for the inal sprint,” etc., provide us with

unique and invaluable data on the way their bodies sense the riding experience.

A simple word like“high rigidity” is interpreted differently by the riders and the

developers. It is therefore important to convert the characteristics of the biomechanics

of the word into numerical data.

By scientifically analyzing ambiguous interpretations that used to be based on the

experiences and hunches of frame builders, developers and riders allows us to

repeatedly convert these impressions into accurate numerical data. We at Bridgestone

believe that this is an indispensible factor in developing high-grade products and

creating state-of-the-art bikes.

NEW HUMAN GEOMETRY

Everybody’s bone structure is different, and everybody has a different way of

pedaling and positioning. This is emphasized even further when it comes to the

diferences between Asian people and Europeans and Americans. Amid the many

interacting elements, including frame materials, shape and geometry, Bridgestone

always inds a way to respond to this. Repeated veriications by top athletes and

scientiic analysis enable the most suitable bikes to be developed.

HIGH MODULUS CARBON

High Modulus Carbon ibers have higher elasticity rates than normal carbon ibers.

They are lighter than normal carbon ibers that share the same levels of rigidity,

and it is possible to increase these levels of rigidity using the same number of

layers and with the weight remaining unchanged.

PRO USE

Speciications for athletes aiming for victory. This is proved by the models for

which we ignored the high costs and concentrated only of winning.

正確な応力解析がフレーム性能を最大限に引き出す

Accurately Analyzing Stress Maximized Frame Performance

The ideal frame converts 100% of the rider’s power into propulsion force. And,

the keyword to this is stress. Frames are subject to a wide range of weak and

strong forces during pedaling and cornering, which means that they are constantly

distorting as they move forward. It is no exaggeration to say that the way in which

this distortion is controlled determines whether performance will be improved or

worsened. When Bridgestone developed the Neo-Cot frame at the beginning of

the‘90s, we implemented a series of basic research into stress. At that time, our

understanding of frame stress was based on what the frame builder felt was right

from his own experience, and accurate numerical data was not used for analysis. It

was then that we used computers to analyze the stress that frames were subject to

when traveling using the inite element method (FEM). This taught is that round tubes,

which we thought was the optimal shape up until then, contained too much waste.

We therefore integrated this data with the experience we had gained conventionally

through developing frames to formulate the Neo-Contour Optimigation Theory, which

led to the birth of the Neo-Cot.

NEO-COT [Neo-Contour Optimigation Theory]

The ideal tube shape conceived with the finite element theory. Neo-Cot is

designed based on the neo-contour optimigation theory using such techniques

as the spinning butted method to erase all bumps from inside the tube and the

rag method in which the pipe itself is blown up to expand it. The chromoly frame,

which represents original speciications produced from pipes by Bridgestone, is

the starting point of Bridgestone’s scientiic approach.

TPC [Three PIECES Carbon]

A combination of monocoque casting and adhesion technology allows

great freedom in developing the frame shape and size.

科学的解析が必要不可欠なカーボン素材

Carbon; Indispensible for Scientiic Analysis

Carbon is currently the material of choice for sports bike frames. The reason for this

is that it is lightweight and has superior vibration absorption levels, and it can also be

freely formed into any frame shape. A combination of diferent carbon materials also

increases strength in local areas, which is beyond the capabilities of steel, and rigidity

levels can also be easily adjusted. A scientiic approach to the painstaking calculations

required to attain the maximum attraction of this material is indispensible, and as far

as Bridgestone, which has used this method to ensure that our products are constantly

evolving, is concerned, there is no other material that can match up to carbon.

Our basic research into this started with collecting actual data from Japan’s top

riders with the use of existing steel frames. We built several frame prototypes with

diferent levels of rigidity and then measured the amount of distortion in each. We

then analyzed the numerical data obtained from this together with the impressions of

the riders in order to determine the optimal levels of rigidity at each part of the frame.

A bike prepared for measuring the forces applied to the frame during

actual travelling (1997)

小柄な日本人にも最適フィットのスモールサイズ

Small Size Bikes that Fit Short-Stature Asians Perfectly

The average height of Asians is smaller than Europeans and Americans, and the size

ratio of their hands and feet against their body is smaller.

This means that they require smaller frame sizes, and making sure a shorter top tube is

used is very important. A smaller frame size means that there is less freedom to work

on part dimensions, which makes the design stage very diicult, and one method of

overcoming these limitations is to use smaller 26-inch wheels instead of the normal

700C. However, we at Bridgestone insist on using the 700C wheel in consideration

of maintaining cycling performance and part compatibility. Although it is extremely

difficult to use an optimal top tube size while maintaining a balance with cycling

performance, we managed to achieve this with an ingenious frame design. This helped

us succeed in obtaining a 488mm top tube on a 390mm size bike so that even riders

with a height of between 140cm and 150cm can have the optimum frame size and

position. There is no doubt that manufacturers who have managed to achieve these

numerals using 700C wheels are extremely rare throughout the world.

The Bridgestone Lab is always in quest of the optimal positions that match up with

objectives and levels based on scientiic analysis, and Bridgestone now has a frame

created from a design concept that manages this. It is now possible for all riders, from

beginners through to top-class riders, to easily chose the size that is most suitable

for their own level. The performance that this provides only exists because we at

Bridgestone continue to question high-level bicycle matching with the focus on the

rider.

業界屈指のシビアな耐久試験

安心の耐久性

The industry’s most prominent and severest endurance test

High-Durability for Peace of Mind

Bicycles that have passed anything up to 300 endurance tests and safety inspections

delivered to users.

The element that we at Bridgestone place the most emphasis on is the simple term

“Safety.” Not only do our bicycles go through all of the safety inspections stipulated

by the EN standards and JIS (Japanese Industrial Standards,) we also add our own

inspections, and only the bicycles that pass these stringent tests are pronounced

eligible for sale. For example, the EN standards for bicycle frames require five

inspections, including load-dropping impact tests and ergonomic tests on pedal load,

but we add four of our own inspections to make a total of nine.

These safety tests are carried out on every frame throughout all sizes that we sell.

These stringent safety tests and attention we at Bridgestone pay to quality control is

only made possible through our principle of“high performance can only be achieved

on the back on absolute safety and quality control.”

走行性能を左右するフロントフォーク

フレーム設計思想

Front Forks that Affect Traveling Performance

Concept behind Frame Design

サイズごとに最適なオフセットを４種類用意

Four different types of optimal offsets available for each

size to provide comfortable handling

It is often said that frames with superior cycling performance generally have well-

formed forks, and this remains the same today as it was in the past. This is because

the front forks reign supreme over all aspects of the bike s forward movement. Playing

opposing roles in enabling the bike to move forward and turn corners provides

superior levels of stability and gives the rider a comfortable ride.

The elements that determine operability are known as trail values. The trail values

determine three main elements; the wheel diameter, the Head Angle and the amount

of fork ofset. The Head Angle difers in accordance with the size of the frame, which

means that front forks with diferent amounts of ofset for each size are required in

order to attain optimal handling performance. We at Bridgestone apply four diferent

types of trail values to diferent products.

What efects do diferent trail values have on handling? Self-steering performance is

strengthened when the value is increased (Head Angle reduced or“negative,” ofset

reduced or“short.”) Despite the level of cornering being greater when the handlebars

are turned, the force for returning the front wheel to the straight position is also

greater, which provides the bicycle with forward stability. On the other hand, the

natural tendency for the self-steering to exert this return force leaves the rider with the

impression that bike response is sluggish.

Conversely, when the trail value is reduced (Head Angle increased or“positive,” ofset

increased or“long,”) the level of cornering is weaker when the handlebars are turned

and the self-steering performance is also weaker. This makes the handlebars feel

lighter, but the rider feels a sensation of wobbling and needs to concentrate harder or

cycling in straight lines.

The standard trail value for bikes itted with 700C size wheels is between 55mm and

58mm, but it is said that between 50mm and 64mm is the permissible range for the

value. Designs within this range are thought to provide both superior levels of straight-

run stability performance and steering.

At Bridgestone, we keep the ofset value between 55mm and 58mm for comparatively

large frame sizes. However, it is very diicult to establish applicable values for all sizes.

For example, the smaller the size of the frame the smaller the permissible range of the

trial value, particularly for bikes in the 300mm and upwards range such as the Carbon

Road, and this makes setting the value more diicult.

This is owing to the relationship with the front center value that determines the length

of the top tube and traveling stability.

It goes without saying that the top tube on small frame sizes is short. If this is

shortened for large-ratio frames, the wheelbase becomes shorter and the bike loses

stability. In order to shorten the top tube while maintaining an appropriate wheelbase,

it is necessary to set the head angle into positive figures. However, there is one

drawback in this that afects the handling design. Installing forks with an ofset that is

the same as large sized frames results in the trail value becoming too large.

When the trail value increases, the bike’s center of gravity moves forward, which

means that movement is sluggish when turning corners. This is not a problem for

bicycles that are mostly used for shopping and require heightened levels of stability,

but it is not suitable for high-speed bikes, such as road bikes, that require sensitive

handling. Also, there is a possibility that the sluggish handling could cause women,

who are less muscular than men, to turn the handlebars too late. In consideration of

this, Bridgestone developed a special front fork with an ofset value of 55mm in order

to achieve a trail value of 63.4mm. This is the best value for obtaining stability on

straight runs and good steering even on bicycles with small frames, and it provides a

well-balanced, comfortable and high-performance ride.

There is a recent tendency to reduce frame sizes in the design stage in order to

reduce the number of front fork variations that are needed. This, however, means that

optimum steering performance is completely overlooked. It is true that increasing the

number of front fork types most suitable for all frame sizes is time-consuming and

costly. However, given the fact that front forks are extremely important elements that

afect operability, upon which frame performance is determined, we at Bridgestone

have developed a lineup of four diferent sizes without concerning ourselves over how

much time it takes. The determination to create bicycles that it riders perfectly is just

one of the factors that Bridgestone insists upon, and it is this that separates us from

others.

Trail Value

The trail value is a value that provides a yardstick for

estimating the handlingperformance of bicycles. A

line is drawn along the central core of the steering

tube (center of the front fork s steering column)

down to the ground, and the value represents the

distance at ground level between this line and a line

drawn vertically down from the center of the wheel.

This value determines the relationship between the

wheel diameter, the Head Angle and the amount

of fork offset. The standard trail value for bikes

itted with 700C size wheels is between 55mm and

58mm, but it is said that between 50mm and 64mm

is the permissible range for providing well-balanced

handling for sports bikes. If the trail value is too

large sports bike lose their light sense of operability,

and if it is too small stability is lost on straight runs

so it is difficult to ride without both hands on the

handlebars.

Ofset

Head Angle

Trail value

Trail Value Quick-Glance Table (Wheel diameter of 700 x 23C)

Head Angle

70.5

71.5

72.5

73.5

74.5

81.5

78.3

75.2

72.0

68.9

65.8

62.7

59.6

56.5

53.5

80.4

77.3

74.1

71.0

67.8

64.7

61.6

58.6

55.5

52.4

79.4

76.2

73.0

69.9

66.8

63.7

60.6

57.5

54.4

51.4

78.3

75.1

72.0

68.9

65.7

62.6

59.5

56.5

53.4

50.4

77.2

74.1

70.9

67.8

64.7

61.6

58.5

55.4

52.4

49.3

76.2

73.0

69.9

66.7

63.6

60.5

57.5

54.4

51.3

48.3

75.1

72.0

68.8

65.7

62.6

59.5

56.4

53.3

50.3

47.2

74.0

70.9

67.8

64.6

61.5

58.4

55.4

52.3

49.2

46.2

73.0

69.8

66.7

63.6

60.5

57.4

54.3

51.3

48.2

45.2

71.9

68.8

65.6

62.5

59.4

56.3

53.3

50.2

47.2

44.1

70.8

67.7

64.6

61.5

58.4

55.3

52.2

49.2

46.1

43.1

69.8

66.6

63.5

60.4

57.3

54.2

51.2

48.1

45.1

42.1

68.7

65.6

62.5

59.4

56.3

53.2

50.1

47.1

44.0

41.0

67.7

64.5

61.4

58.3

55.2

52.2

49.1

46.0

43.0

40.0

66.6

63.5

60.4

57.3

54.2

51.1

48.0

45.0

42.0

38.9

65.5

62.4

59.3

56.2

53.1

50.1

47.0

44.0

40.9

37.9

64.5

61.3

58.2

55.1

52.1

49.0

46.0

42.9

39.9

36.9

63.4

60.3

57.2

54.1

51.0

48.0

44.9

41.9

38.8

35.8

TRACK

日本ナショナルチームと共に

世界最速に挑み続ける

World-class lightness and rigidity helping

the national team to victory

Riders generate momentary maximum output levels exceeding 2,000W when pedaling in world-class track races,

and they can cover 1,000 meters in less than one minute. The performance these tough riders demand of their

machines during these iercely competitive races is beyond imagination.

Bridgestone has been supplying materials to Japan’s national team since 2006, which have been used in the

World Cup and World Championships. We continue to build machines based on the feedback we receive from

these races. This resulted in our TRACK series undergoing a complete model change last year. What riders require

in high-speed races is lightweight bikes with high levels of rigidity and instantaneous acceleration to provide them

with powerful and sustainable propulsion. TRACK was developed based on these two elements.

This series inherited the highly-acclaimed geometry of the original TRACK bikes. The aerodynamic frame used

a three-piece structure created with the carbon technology that Bridgestone has cultivated, and with levels of

precision that exceed the single-cell monocoque structures. The head tube was given a blade section based on

the Dragon Claw Head tubes that symbolize Bridgestone road bikes. The integral oversize structure provided

the high rigidity. And, the seat was mounted on an aero seat post. We placed the emphasis of attaining an

aerodynamic structure by ixing the seat pins at the back, etc., and this also contributed to reducing the weight.

The shape of the area surrounding the BB, which gives of a sense of volume, also provided it with rigidity. We are

very proud of the fact that we managed to attain optimal levels of whip for eicient pedaling during high-power

acceleration without generating any unwanted levels of distortion.

All of this helped us to thoroughly revise the rigidity balance to produce an amazingly light bike at just 633g (*)

while maintaining aerodynamics. And, of course, we also produced a lineup consisting of the TRACK Type-S for

short-distance cycling and the TRACK Type-M for long-distance cycling, each with levels of rigidity that are perfect

for their purpose, in the same way as the previous models.

The TRACK series is an integration of Bridgestone’s technology and the high-dimensional performance demanded

of world-class races, and it has helped improve the level of the riders on the national team.

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