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Maintenance Manuals

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Cycling Equipment
Published
29 September 2007
Last activity
17 October 2007
Original author
Mark
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  1. Quoted message said:

    On Wed, 03 Oct 2007 07:51:16 -0000, "[email hidden]"
    <[email hidden]> wrote:

    [snip]

    Quoted message said:

    . . .I'm quite sure that an 18-spoke wheel will suffer
    higher cyclic loads on the spokes than a 36 spoke wheel.

    [snip]

    Dear Ben,

    If the 18-spoke wheel has a *significantly stronger rim* than a
    traditional 36-spoke rim, it will deform less and the spokes may see
    the same (or even lower) cyclic loads.

    I _think_ that this is what Jim Beam has in mind.

    [emphasis mine]

    Of course that's a separate question.

    If you look at the limit of a 4-spoke wheel with infinitely stiff rim, I
    calculate a ~2.5x greater* spoke cyclic loading. An 8-spoke wheel would
    have around the same* spoke loading. The loads would continue to
    diminish as you add spokes.

    To look at an actual reduced spoke aero wheel, like the Mavic Kyserium
    Equippe 08, the 20 spoke rear wheel is spec'ed at 130-145kg, as opposed
    to the 70-90 for their "classic" rims, so I guess the rim is rather far
    from being "infinitely stiff". An even more deep section rim on Mavic's
    COSMIC ELITE wheels, specs 135-165kg.

    Perhaps, given the spoke spacing and dish, the greater tension is merely
    to give more buckle resistance. I don't really know. But otherwise I
    don't know why they'd use such comparatively high spoke tensions if the
    "stronger" rim gave "lower cyclic loads".

    *Than nominal 36 spoke wheel.

  2. Quoted message said:

    On Wed, 03 Oct 2007 07:51:16 -0000, "[email hidden]"

    <[email hidden]> wrote:

    [snip]

    Quoted message said:

    . . .I'm quite sure that an 18-spoke wheel will suffer
    higher cyclic loads on the spokes than a 36 spoke wheel.

    Dear Ben,

    If the 18-spoke wheel has a significantly stronger rim than a
    traditional 36-spoke rim, it will deform less and the spokes may see
    the same (or even lower) cyclic loads.

    I _think_ that this is what Jim Beam has in mind.

    I was only answering Ben C's question about what would
    happen if you built an MA-2 type rim with 18 spokes
    instead of 36. This was quoted in my original response
    but has since gotten lost. I agree that a deeper or heavier
    rim is stiffer, but changing more than one thing at a time
    (rim stiffness and spoke number) makes it hard to isolate
    effects. Collective experience suggests that an MA-2
    with 18 spokes would not make a great wheel.

    I don't have a lot of luck figuring out what jim beam
    has in mind, but he seemed to be taking the limit of an
    infinitely stiff rim, which I argued isn't a useful
    limit for then dialing back to figure out what a stiff,
    but not infinitely stiff, rim will do. The indeterminacies
    in the structure are different if you crank one of
    the moduli up to infinity - an infinitely stiff rim
    won't deform under load, so the spokes won't be
    cyclically stressed in the same way as in a real
    wheel.

    Ben

    Quoted message said:


    Certainly Jobst wrote that aero rims were stronger:

    "With large cross section mountain bike and deep section aero rims the
    tension of 36 spokes may not exceed the strength of the rim. For such
    heavy rims and conventional road rims using fewer than 32 spokes,
    tensioning is usually at the limit when the nipples can no longer be
    tightened easily."

    --3rd edition

  3. Ozark Bicycle said:

    On Oct 3, 8:18 am, Peter Cole <[email hidden]> wrote:

    <snipped for brevity and clarity>

    - on Brandt's wheelbuilding technique, cont'd -

    Quoted message said:

    The max tension has got to be determined by either buckle or bed failure
    -- unless you have another candidate? If the rim doesn't buckle anywhere
    near the max, then it must be the bed.

    Yes, and, IME, the rim profile changes the tension at which the rim
    will "taco" (I assume this is what you mean by "buckle"😉. So, a rim
    with the same "resistance" to cracking at the spoke holes as an MA-2,
    but with a more "modern" profile, will bear higher tension prior to
    tacoing, meaning it will be more likely to crack if one uses Brandt's
    method.

    Well, that depends on two things. First, that more "modern" (taller,
    narrower) rims have a higher second moment in the direction that
    buckling occurs. I'm not convinced (I suspect the opposite), but I don't
    have the means to directly measure this.

    Secondly, even if the rim were slightly more resistant to buckling
    because of a different profile, this would mean it could take higher
    spoke tensions (and be overall a stronger wheel) just by adding a little
    more strength to the spoke bed. This could be done in a variety of ways,
    the simplest being just to make the bed a little thicker.

    It would seem the smart way to design a (light) rim is to match the
    buckle strength to the bed strength. Or, in other words, design a rim
    that can take reasonable spoke tensions. If Sun specs 110kg, why does
    Mavic spec 70-90 for a more expensive rim?

    Quoted message said:

    IMO, his book is simply in need of updating to reflect modern
    rims and the use of highly dished rear wheels.

    He did explicitly exclude all rims other than <36 spoke, <430g. The
    method of determining maximum spoke tension wouldn't apply to many
    modern wheels, nor is it necessary if the makers publish specs. I guess
    you & you-know-who think he should add a one-liner: "Always consult
    manufacturers specifications" or some such. I think that's implicit, myself.

  4. Quoted message said:

    [email hidden] writes:


    [...]

    Quoted message said:
    Quoted message said:

    overloads occur often, the nipples of slack spokes can unscrew,
    reducing tension to affect both wheel alignment and strength."


    [...]

    Quoted message said:

    I think you just showed that no load and strength calculations of
    wheels are made in the book.

    Perhaps you can help clarify this point then.

    What does "strength" mean? Technically we know it means breaking stress.
    Can it also be used of a structure, as opposed to of a material, to mean
    the force (or stress?) at which the structure collapses, even if
    collapsing doesn't involve anything breaking, and might not even involve
    anything even yielding?

    If it can, then it's correct to say in that sense that high spoke
    tension increases strength. If it can't, then it's not correct-- high
    spoke tension doesn't change the breaking stress of any of the
    components in the wheel. I think that's jim beam's point. Since his
    expertise is in materials he naturally takes "strength" to mean
    "breaking stress".

    Putting define:strength into Google retrieves this:

    very general term that may be applied to a material or a structure.
    In a material, strength refers to a level of stress at which there
    is a significant change in the state of the material, eg, yielding
    or rupture. In a structure, strength refers to a level of level of
    loading which produces a significant change in the state of the
    structure, eg, inelastic deformations, buckling, or collapse.

    urban.arch.virginia.edu/~km6e/references/glossary/struc-glossary.html

    So I think you're both right and this is another misunderstanding.

  5. "Ben C" <[email hidden]> wrote in message
    news:[email hidden]...

    Quoted message said:

    What does "strength" mean? Technically we know it means breaking stress.
    Can it also be used of a structure, as opposed to of a material, to mean
    the force (or stress?) at which the structure collapses, even if
    collapsing doesn't involve anything breaking, and might not even involve
    anything even yielding?

    Only if the structure relies on friction joins, i.e. something like lego
    blocks. You can break a lego structure simply by causing individual blocks
    to separate, as in pulling two blocks apart.

    There are no similar such in a bicycle wheel - to collapse the wheel
    structure, you need to deform a section through weakening or removal of a
    support member, or loading the wheel in directions and points where there is
    little support (as in perpendicular to the rim radius). In any case,
    something will deform or break.

    Quoted message said:


    If it can, then it's correct to say in that sense that high spoke
    tension increases strength. If it can't, then it's not correct-- high
    spoke tension doesn't change the breaking stress of any of the
    components in the wheel.

    It's not a dichotomy.

    Quoted message said:

    I think that's jim beam's point.

    His point is to be contrary despite scientific fact.

    Quoted message said:

    Since his
    expertise is in materials he naturally takes "strength" to mean
    "breaking stress".

    Beamboy takes strength and any other term to mean what he wants them to
    mean, and often not what their scientific definitions are.

    He has no expertise in materials, despite his bleatings about attending
    "materials skool".

    Quoted message said:

    Putting define:strength into Google retrieves this:

    very general term that may be applied to a material or a structure.
    In a material, strength refers to a level of stress at which there
    is a significant change in the state of the material, eg, yielding
    or rupture. In a structure, strength refers to a level of level of
    loading which produces a significant change in the state of the
    structure, eg, inelastic deformations, buckling, or collapse.

    urban.arch.virginia.edu/~km6e/references/glossary/struc-glossary.html

    So I think you're both right and this is another misunderstanding.

    No, one of them is wrong, and Brandt is right.

  6. Ben C? said:
    Quoted message said:
    Quoted message said:

    overloads occur often, the nipples of slack spokes can unscrew,
    reducing tension to affect both wheel alignment and strength."

    Quoted message said:
    Quoted message said:

    I think you just showed that no load and strength calculations of
    wheels are made in the book.

    Quoted message said:

    Perhaps you can help clarify this point then.

    Quoted message said:

    What does "strength" mean? Technically we know it means breaking
    stress. Can it also be used of a structure, as opposed to of a
    material, to mean the force (or stress?) at which the structure
    collapses, even if collapsing doesn't involve anything breaking, and
    might not even involve anything even yielding?

    How much load the wheel can carry. Lets not get this confused with
    structural or engineering terms of materials.

    Quoted message said:

    If it can, then it's correct to say in that sense that high spoke
    tension increases strength. If it can't, then it's not correct--
    high spoke tension doesn't change the breaking stress of any of the
    components in the wheel. I think that's jim beam's point. Since his
    expertise is in materials he naturally takes "strength" to mean
    "breaking stress".

    You seem to jump to jb's aid at the drop of a suggestion. Forget
    it. he can insult great numbers of folks at a single bound... up up
    and away!

    Quoted message said:

    Putting define:strength into Google retrieves this:

    Quoted message said:

    very general term that may be applied to a material or a structure.
    In a material, strength refers to a level of stress at which there
    is a significant change in the state of the material, eg, yielding
    or rupture. In a structure, strength refers to a level of level of
    loading which produces a significant change in the state of the
    structure, eg, inelastic deformations, buckling, or collapse.

    Quoted message said:

    urban.arch.virginia.edu/~km6e/references/glossary/struc-glossary.html

    Quoted message said:

    So I think you're both right and this is another misunderstanding.

    To assume this a misunderstanding leans toward the naive.

    Jobst Brandt

  7. jim beam said:
    Quoted message said:
    jim beam said:

    [email hidden] wrote:

    Quoted message said:
    Quoted message said:

    <snip for brevity>

    Quoted message said:
    Quoted message said:

    > It would be nice if there was a single, easy, and all encompassing
    > answer to the question: What's The Proper Tension? But, such an answer
    > is not possible; the situation does not allow for it.
    that's absolutely untrue. if a manufacturer does the testing necessary,
    then publishes their findings in the form of a spoke tension spec, that
    /is/ "Proper Tension".

    Quoted message said:
    Quoted message said:

    > The author of
    > course knows this, and so doesn't provide such an answer.
    no, the author doesn't understand that strength is not increased by
    increasing spoke tension. and he doesn't understand the nature of the
    materials.

    Quoted message said:
    Quoted message said:

    he's even confused about what he's witnessing with his "finite element"
    load calculation. all he's seeing is deformation of an elastic rim
    causing a change in spoke tension where the deformation is - a perfectly
    rigid rim would not deform there and so spoke tension figures would be
    completely different, leading of course to a completely different
    conclusion and therefore wheel theory.

    Quoted message said:
    Quoted message said:

    > A few
    > readers, I imagine, are disappointed. Bizarrely, one individual
    > gives the author an answer and then says he is wrong.
    you mean that i disagree with the theoretical arguments? yes i do. and
    for the reasons i've explained. you may want to dispute them, in which
    case, feel free to present your own technical reasoning, but don't just
    say it's wrong because you don't understand or don't want to know.

    Quoted message said:

    <snip for brevity>

    Quoted message said:
    Quoted message said:

    > It would be nice if there was a single, easy, and all encompassing
    > answer to the question: What's The Proper Tension? But, such an answer
    > is not possible; the situation does not allow for it.

    Quoted message said:
    Quoted message said:

    that's absolutely untrue.

    Quoted message said:

    Really? Very glad to hear this; it makes things much simpler. Tell me
    then, what is this single universal proper tension for all rims and
    wheel systems? Is it 17.5 Kgf or maybe it's 175Kgf? Or is it some
    other intermediate?

    er, how long is a piece of sting spike? tell me the single universal
    length of all strings and string systems!

    Quoted message said:

    And if there is no universal single value, then what is the single
    easy method that one can use that is all encompassing, unlike Brandt's
    stress relief method which he restricts to classic wheels?

    there is no single value!!! it's empirically determined and depends on
    the rim material, dimensions, etc. if all rims were identical, then
    maybe there would be a single tension. but there isn't, so...

    Quoted message said:

    What is
    the single easy method that applies not only to classic wheels but to
    all types of rims in all types of wheel systems? Please let us know,
    unless of course you're saving this revelation for /your/ book?

    see above.

    Quoted message said:
    Quoted message said:

    if a manufacturer does the testing necessary,
    then publishes their findings in the form of a spoke tension spec, that
    /is/ "Proper Tension".

    Quoted message said:

    Obviously it's the manufactures' proper tension. Once again you are
    displaying your penchant for stating something that is obvious as if
    you are imparting new knowledge.

    if it's so "obvious" why is it not stated in any books, "faq"'s or even
    mentioned in /your/ contributions on this subject?

    Quoted message said:

    Nothing precludes a reader of Brandt's book from acknowledging and
    using manufacturers' values -- when they are available and reliable
    -- except their own total lack of common sense and intellectual
    honesty.

    eh???

    Quoted message said:

    Admittedly the author my have erred by not anticipating this
    pathology in a few readers, but then presumably he was writing the
    book for those he assumed where actually interested in understanding
    the principles of bicycle wheels and building them.

    strange statement from one so curiously uninterested in "obvious" facts
    and ensuring they're actually disseminated.

    To which you replied:

    Quoted message said:

    that's absolutely untrue.

    But then, the very next day, you agreed, posting::

    Quoted message said:

    there is no single value!!! it's empirically determined and depends on
    the rim material, dimensions, etc. if all rims were identical, then
    maybe there would be a single tension. but there isn't, so...

    Frankly, this lack of coherence from one day to the next has me
    concerned. There seems to be even more than a total lack of common
    sense and intellectual honesty going on here.

    Later, in this same post you also said 'eh???':

    Quoted message said:
    Quoted message said:

    Nothing precludes a reader of Brandt's book from acknowledging and
    using manufacturers' values -- when they are available and reliable
    -- except their own total lack of common sense and intellectual
    honesty.

    Quoted message said:

    eh???

    Quoted message said:
    Quoted message said:

    Admittedly the author may have erred by not anticipating this
    pathology in a few readers, but then presumably he was writing the
    book for those he assumed where actually interested in understanding
    the principles of bicycle wheels and building them.

    You say 'eh' a lot I've noticed. But you have to say more than just
    "eh' to address valid points. Expletives, incidentally, don't work
    for you either.

    --

    Spike.

  8. aka Jobst Brandt said:

    [email hidden] writes:
    ...
    So what makes you so testy of late?

    Better than smarmy?

    --
    Tom Sherman - Holstein-Friesland Bovinia
    A Real Cyclist [TM] keeps at least one bicycle in the bedroom.

    --
    Posted via a free Usenet account from http://www.teranews.com

  9. jim beam said:
    Quoted message said:
    jim beam said:

    [email hidden] wrote:

    Quoted message said:
    Quoted message said:

    <snip for brevity>

    Quoted message said:
    Quoted message said:

    > It would be nice if there was a single, easy, and all encompassing
    > answer to the question: What's The Proper Tension? But, such an answer
    > is not possible; the situation does not allow for it.
    that's absolutely untrue. if a manufacturer does the testing necessary,
    then publishes their findings in the form of a spoke tension spec, that
    /is/ "Proper Tension".

    Quoted message said:
    Quoted message said:

    > The author of
    > course knows this, and so doesn't provide such an answer.
    no, the author doesn't understand that strength is not increased by
    increasing spoke tension. and he doesn't understand the nature of the
    materials.

    Quoted message said:
    Quoted message said:

    he's even confused about what he's witnessing with his "finite element"
    load calculation. all he's seeing is deformation of an elastic rim
    causing a change in spoke tension where the deformation is - a perfectly
    rigid rim would not deform there and so spoke tension figures would be
    completely different, leading of course to a completely different
    conclusion and therefore wheel theory.

    Quoted message said:
    Quoted message said:

    > A few
    > readers, I imagine, are disappointed. Bizarrely, one individual
    > gives the author an answer and then says he is wrong.
    you mean that i disagree with the theoretical arguments? yes i do. and
    for the reasons i've explained. you may want to dispute them, in which
    case, feel free to present your own technical reasoning, but don't just
    say it's wrong because you don't understand or don't want to know.

    Quoted message said:

    <snip for brevity>

    Quoted message said:
    Quoted message said:

    > It would be nice if there was a single, easy, and all encompassing
    > answer to the question: What's The Proper Tension? But, such an answer
    > is not possible; the situation does not allow for it.

    Quoted message said:
    Quoted message said:

    that's absolutely untrue.

    Quoted message said:

    Really? Very glad to hear this; it makes things much simpler. Tell me
    then, what is this single universal proper tension for all rims and
    wheel systems? Is it 17.5 Kgf or maybe it's 175Kgf? Or is it some
    other intermediate?

    er, how long is a piece of sting spike? tell me the single universal
    length of all strings and string systems!

    Quoted message said:

    And if there is no universal single value, then what is the single
    easy method that one can use that is all encompassing, unlike Brandt's
    stress relief method which he restricts to classic wheels?

    there is no single value!!! it's empirically determined and depends on
    the rim material, dimensions, etc. if all rims were identical, then
    maybe there would be a single tension. but there isn't, so...

    Quoted message said:

    What is
    the single easy method that applies not only to classic wheels but to
    all types of rims in all types of wheel systems? Please let us know,
    unless of course you're saving this revelation for /your/ book?

    see above.

    Quoted message said:
    Quoted message said:

    if a manufacturer does the testing necessary,
    then publishes their findings in the form of a spoke tension spec, that
    /is/ "Proper Tension".

    Quoted message said:

    Obviously it's the manufactures' proper tension. Once again you are
    displaying your penchant for stating something that is obvious as if
    you are imparting new knowledge.

    if it's so "obvious" why is it not stated in any books, "faq"'s or even
    mentioned in /your/ contributions on this subject?

    Quoted message said:

    Nothing precludes a reader of Brandt's book from acknowledging and
    using manufacturers' values -- when they are available and reliable
    -- except their own total lack of common sense and intellectual
    honesty.

    eh???

    Quoted message said:

    Admittedly the author my have erred by not anticipating this
    pathology in a few readers, but then presumably he was writing the
    book for those he assumed where actually interested in understanding
    the principles of bicycle wheels and building them.

    strange statement from one so curiously uninterested in "obvious" facts
    and ensuring they're actually disseminated.

    Last Monday I said:
    Quoted message said:

    It would be nice if there was a single, easy, and all encompassing
    answer to the question: What's The Proper Tension? But, such an answer
    is not possible; the situation does not allow for it.

    To which you replied:

    Quoted message said:

    that's absolutely untrue.

    But then, the very next day, you agreed, posting::

    Quoted message said:

    there is no single value!!! it's empirically determined and depends on
    the rim material, dimensions, etc. if all rims were identical, then
    maybe there would be a single tension. but there isn't, so...

    Frankly, this lack of coherence from one day to the next has me
    concerned. There seems to be even more than a total lack of common
    sense and intellectual honesty going on here.

    Later, in this same post you also said 'eh???':

    Quoted message said:
    Quoted message said:

    Nothing precludes a reader of Brandt's book from acknowledging and
    using manufacturers' values -- when they are available and reliable
    -- except their own total lack of common sense and intellectual
    honesty.

    Quoted message said:

    eh???

    Quoted message said:
    Quoted message said:

    Admittedly the author may have erred by not anticipating this
    pathology in a few readers, but then presumably he was writing the
    book for those he assumed where actually interested in understanding
    the principles of bicycle wheels and building them.

    You say 'eh' a lot I've noticed. But you have to say more than just
    "eh' to address valid points. Expletives, incidentally, don't work
    for you either.

    --

    Spike.

  10. Peter Cole said:

    ...
    It would seem the smart way to design a (light) rim is to match the
    buckle strength to the bed strength. Or, in other words, design a rim
    that can take reasonable spoke tensions. If Sun specs 110kg, why does
    Mavic spec 70-90 for a more expensive rim?...

    The Mavic rim is more expensive than the Sun, since it has European
    Heritage & Mystique [TM], which the Sun rims lack.

    --
    Tom Sherman - Holstein-Friesland Bovinia
    A Real Cyclist [TM] keeps at least one bicycle in the bedroom.

    --
    Posted via a free Usenet account from http://www.teranews.com

  11. "Peter Cole" <[email hidden]> wrote in message
    news:[email hidden]...

    Quoted message said:

    Ben C wrote:
    You seem to be trying to build a case for beefy rims and few low tension
    spokes. Sounds beam-ish. I'd rather not play that game, thank you. I'd
    also rather not quibble over semantics, that's unfortunately beam-ish,
    too. I try to answer your questions straight up but I always come away
    feeling a little chumped. It's getting tiresome.

    Makes me paranoidish - beamboy as Ben C...

    Hey, if beamboy can make up "sikorski" stories.....

  12. Michael Press of Possum Lodge said:

    ...
    What do we mean when we say "is"?

    "No, not 'is'. You wouldn't get vary far in life not saying 'is'." -
    Head Knight

    --
    Tom Sherman - Holstein-Friesland Bovinia
    A Real Cyclist [TM] keeps at least one bicycle in the bedroom.

    --
    Posted via a free Usenet account from http://www.teranews.com

  13. Peter Cole said:

    At this point I'm not exactly sure of who's saying what, so I'll try to
    state my view simply.

    If you consider a railroad track and take out every other tie, the track
    will deflect more, both between the ties and at the ties. You could, in
    the case of a wheel, increase spoke tension to compensate for the
    additional deflection (increasing the point where slacking occurs), that
    won't make the wheel stiffer, and there's (still) a limit due to
    buckling. Half the spokes should generate half the rim compression, so
    theoretically you could double the tension, but the rim is less well
    supported laterally against buckling, so the limit of compression will
    be lower (exactly how much I don't know). The net effect is that the
    wheel will be less stiff (higher cyclic stresses/strains) and probably
    won't achieve the same load capacity.

    I agree.

    Quoted message said:
    Quoted message said:
    Quoted message said:

    > There's another issue from the fact that box rims are
    > not as stiff radially as something like a Deep-V,
    > and probably a bit less stiff side-to-side.
    I'm not so sure about the side-to-side. If the same amount of material
    is used, it seems unlikely that moments on both axes will be greater --
    all other things being equal.

    Quoted message said:

    Yes, I specifically mentioned a Deep V because it's
    a stout heavy rim that I suspect would in fact be harder
    to bend sideways, even though no wider than an MA-2.

    If you don't keep the mass the same, then it's apples to oranges. If you
    compare 2 "U" columns (for simplicity), the wide, squat "U" will bend
    more easily vertically and less easily horizontally than the tall,
    narrow "U". I think it's the horizontal bending that dominates in
    buckling. The specific profile comparison I had in mind was between the
    MA-2 Jobst references in his book and the similar, but taller and
    narrower, rims that immediately replaced them (Reflex, Open Pro).

    It is apples to oranges, I mentioned the Deep-V as
    representative of the type of heavier aero wheel that people
    actually build with fewer spokes.

    IMO, Reflexes and Open Pros are only marginally different from
    MA-2s or MA-40s. They're still basically box section rims, the
    kind you build with >=32 spokes to make durable, and the kind
    of rim Jobst modeled. They are only 1 mm or so different
    in width. I'm not saying this to disagree with anything you said,
    just to explain why I used the Deep V as an example.

    Ben

  14. In article
    <[email hidden]>,
    "[email hidden]" <[email hidden]>

    Quoted message said:
    Quoted message said:

    On Wed, 03 Oct 2007 07:51:16 -0000, "[email hidden]"

    <[email hidden]> wrote:

    [snip]

    Quoted message said:

    . . .I'm quite sure that an 18-spoke wheel will suffer
    higher cyclic loads on the spokes than a 36 spoke wheel.

    Dear Ben,

    If the 18-spoke wheel has a significantly stronger rim than a
    traditional 36-spoke rim, it will deform less and the spokes may see
    the same (or even lower) cyclic loads.

    I _think_ that this is what Jim Beam has in mind.

    I was only answering Ben C's question about what would
    happen if you built an MA-2 type rim with 18 spokes
    instead of 36. This was quoted in my original response
    but has since gotten lost. I agree that a deeper or heavier
    rim is stiffer, but changing more than one thing at a time
    (rim stiffness and spoke number) makes it hard to isolate
    effects. Collective experience suggests that an MA-2
    with 18 spokes would not make a great wheel.

    I don't have a lot of luck figuring out what jim beam
    has in mind, but he seemed to be taking the limit of an
    infinitely stiff rim, which I argued isn't a useful
    limit for then dialing back to figure out what a stiff,
    but not infinitely stiff, rim will do. The indeterminacies
    in the structure are different if you crank one of
    the moduli up to infinity - an infinitely stiff rim
    won't deform under load, so the spokes won't be
    cyclically stressed in the same way as in a real
    wheel.

    A sufficiently stiff rim could be so loosely spoked
    that it would hang from the top spokes.

    --
    Michael Press

  15. Michael Press said:
    Quoted message said:
    Quoted message said:

    > ...I'm quite sure that an 18-spoke wheel will suffer higher
    > cyclic loads on the spokes than a 36 spoke wheel.

    Quoted message said:
    Quoted message said:
    Quoted message said:

    Dear Ben,

    Quoted message said:
    Quoted message said:
    Quoted message said:

    If the 18-spoke wheel has a significantly stronger rim than a
    traditional 36-spoke rim, it will deform less and the spokes may
    see the same (or even lower) cyclic loads.

    Quoted message said:
    Quoted message said:
    Quoted message said:

    I _think_ that this is what Jim Beam has in mind.

    Quoted message said:
    Quoted message said:

    I was only answering Ben C's question about what would happen if
    you built an MA-2 type rim with 18 spokes instead of 36. This was
    quoted in my original response but has since gotten lost. I agree
    that a deeper or heavier rim is stiffer, but changing more than one
    thing at a time (rim stiffness and spoke number) makes it hard to
    isolate effects. Collective experience suggests that an MA-2 with
    18 spokes would not make a great wheel.

    Quoted message said:
    Quoted message said:

    I don't have a lot of luck figuring out what jim beam has in mind,
    but he seemed to be taking the limit of an infinitely stiff rim,
    which I argued isn't a useful limit for then dialing back to figure
    out what a stiff, but not infinitely stiff, rim will do. The
    indeterminacies in the structure are different if you crank one of
    the moduli up to infinity - an infinitely stiff rim won't deform
    under load, so the spokes won't be cyclically stressed in the same
    way as in a real wheel.

    Quoted message said:

    A sufficiently stiff rim could be so loosely spoked that it would
    hang from the top spokes.

    If you try that experiment you'll see that upper spokes do not stretch
    significantly and that their tension does not increase, if they have
    tension. The rim deforms to cause fairly uniform tension in all
    spokes not in the flattened area of the rim. It is not exactly
    hanging from the top spokes but having tension in the remainder, with
    no tension in the bottom spokes, which comes out to about the same as
    a tensioned wheel except that it has little lateral stability at the
    road contact zone.

    I saw a rider who had such a wheel with spokes rattling as they passed
    through the flattened zone. The event gave me the opportunity to
    check spoke tension when he sat on the saddle.

    Jobst Brandt

  16. In article <[email hidden]>,

    Quoted message said:
    Michael Press said:
    Quoted message said:

    >> ...I'm quite sure that an 18-spoke wheel will suffer higher
    >> cyclic loads on the spokes than a 36 spoke wheel.

    Quoted message said:
    Quoted message said:

    > Dear Ben,

    Quoted message said:
    Quoted message said:

    > If the 18-spoke wheel has a significantly stronger rim than a
    > traditional 36-spoke rim, it will deform less and the spokes may
    > see the same (or even lower) cyclic loads.

    Quoted message said:
    Quoted message said:

    > I _think_ that this is what Jim Beam has in mind.

    Quoted message said:
    Quoted message said:

    I was only answering Ben C's question about what would happen if
    you built an MA-2 type rim with 18 spokes instead of 36. This was
    quoted in my original response but has since gotten lost. I agree
    that a deeper or heavier rim is stiffer, but changing more than one
    thing at a time (rim stiffness and spoke number) makes it hard to
    isolate effects. Collective experience suggests that an MA-2 with
    18 spokes would not make a great wheel.

    Quoted message said:
    Quoted message said:

    I don't have a lot of luck figuring out what jim beam has in mind,
    but he seemed to be taking the limit of an infinitely stiff rim,
    which I argued isn't a useful limit for then dialing back to figure
    out what a stiff, but not infinitely stiff, rim will do. The
    indeterminacies in the structure are different if you crank one of
    the moduli up to infinity - an infinitely stiff rim won't deform
    under load, so the spokes won't be cyclically stressed in the same
    way as in a real wheel.

    Quoted message said:

    A sufficiently stiff rim could be so loosely spoked that it would
    hang from the top spokes.

    If you try that experiment you'll see that upper spokes do not stretch
    significantly and that their tension does not increase, if they have
    tension. The rim deforms to cause fairly uniform tension in all
    spokes not in the flattened area of the rim. It is not exactly
    hanging from the top spokes but having tension in the remainder, with
    no tension in the bottom spokes, which comes out to about the same as
    a tensioned wheel except that it has little lateral stability at the
    road contact zone.

    I saw a rider who had such a wheel with spokes rattling as they passed
    through the flattened zone. The event gave me the opportunity to
    check spoke tension when he sat on the saddle.

    I still say that with a _very_ stiff rim,
    and spokes that are not tensioned at all
    the hub will hang from the top spokes.

    This is not an idle flight of fancy.
    I suggest that this is the model for
    most people who think that in a tensioned
    wire spoke wheel the hub hangs from the
    top spokes.

    --
    Michael Press

  17. Tom 'Johnny Sunset' Sherman said:
    Michael Press of Possum Lodge said:

    ...
    What do we mean when we say "is"?

    "No, not 'is'. You wouldn't get vary far in life not saying 'is'." -

    There is no word for 'is' in Russian, and they seem to do OK.

  18. On 2007-10-04, Peter Cole <[email hidden]> wrote:
    [...]

    Quoted message said:
    Quoted message said:

    If so you would need to put in a bit of energy to snap it into a taco
    (easily done when you hit a bump etc.) but once it starts to go, it will
    "want" to sink towards the local minimum of a taco shape.

    I think you mean force, not energy. I'm not sure it "snaps" into that
    shape. It's just a buckling beam, forced into a saddle shape by the spokes.

    But why a saddle shape rather than any other shape?

    Quoted message said:

    "Local minimum" of what?

    Of energy. The wheel consists of spokes which are all stretched out a
    bit and a rim that is in compression. It's a bit like a jack-in-a-box.
    The shape it adopts can be predicted by working out what shape minimizes
    its energy subject to the constraints every component is under.

    I thought that was roughly how FEAs worked.

    Here we are, I've found Michael Press's explanation:

    http://groups.google.co.uk/group/rec.bicycles.tech/browse_thread/thread/fdac1b666bd5c5ed/59ff11c0efe8f451?hl=en&lnk=st&q=&rnum=1#59ff11c0efe8f451

    or

    http://tinyurl.com/32szvf

    Yes some of the configurations between a true rim and a
    potato-chipped rim have longer spokes, more highly tensioned spokes,
    and higher energy than the starting and ending configuration. The
    true wheel and the potato-chipped wheel are both local energy
    minima. The latter has lower energy than the former because the
    spokes are shorter, hence have given up mechanical energy that was
    stored in their elastic deformation in the true wheel configuration.

    And a couple of posts up:

    A potato-chip wheel is in a lower energy state, even starting with
    equal tension on all spokes. A potato chip is a surface with
    negative Gaussian curvature. A sphere is a surface with positive
    Gaussian curvature. Cut a disk out of a sphere such as a basketball
    then try to flatten it. The outside portion is not big enough around
    and wants to tear as you flatten the disk. A surface of negative
    curvature is different. It wants to fold over at the outside as you
    try to flatten it. A Lettuce leave is another example of a surface
    with negative curvature.

    A potato-chipped wheel has the same circumference as when it
    started, but the spokes are shorter. Hence, the energy is much less.

    [...]

    Quoted message said:
    Quoted message said:

    I also wonder if it might be easier to achieve even tension with a lower
    spoke count, since the low-spoke-count wheel is less over-constrained:
    uneven tension means out-of-true and therefore easily corrected when the
    wheel is built.

    I don't understand this argument. I don't understand your use of the
    term "over-constrained".

    I just mean "more redundancy". It's easier to build a 36 spoke wheel
    that is true and round but with uneven tension than a 16 spoke wheel.
    This is because if tension is wrong in one spoke of a 16 spoke wheel you
    are likely to see a wobble in the truing stand. There aren't so many
    other nearby spokes around to make up for it.

    Quoted message said:

    You seem to be trying to build a case for beefy rims and few low tension
    spokes.

    I'm not building a case for anything, just curious what the pros and
    cons are.

    It's just possible that the the changes to wheels over the years weren't
    solely driven by a conspiracy between jim beam, George Bush and the
    Solomon Ski company. That's a very sound theory of course, but I think
    it's OK to consider alternatives.

    Quoted message said:

    Sounds beam-ish. I'd rather not play that game, thank you. I'd
    also rather not quibble over semantics, that's unfortunately beam-ish,
    too.

    I've got nothing against beam but I don't take sides.

  19. Michael Press said:

    In article
    <[email hidden]>,

    Ben C said:

    On 2007-10-03, Peter Cole <[email hidden]> wrote:


    [...]

    Quoted message said:
    Quoted message said:
    Quoted message said:

    A wheel "wants" to taco.

    I remember Michael Press mentioning something about this once. Is a
    tacoed wheel in a lower energy state than a true wheel, or is it a
    slightly higher energy state, but a local minimum?

    Definitely a local minimum. My money is on lower energy
    state than the true state. Reason is that in the true
    state the surface described by the wheel is a flat
    Euclidean disc, while the potato chip shape is a disc
    on a surface of negative curvature. On surfaces with
    negative curvature a disc has less area for a given
    circumferenc compared to a disc on a flat surface. When
    the wheel assumes a potato chip shape, all the spokes
    get to contract, decreasing the area while the rim
    keeps the same circumference.

    Do they all contract? It's difficult to visualize but perhaps some of
    them get a bit longer. But if the total length of all the spokes is
    shorter, which it should be if the area is less, then as you say, lower
    total energy. But then there's also energy stored in the buckled rim,
    which isn't so easy to estimate.

  20. Ben C said:

    On 2007-10-04, Peter Cole <[email hidden]> wrote:
    [...]

    Quoted message said:
    Quoted message said:

    If so you would need to put in a bit of energy to snap it into a taco
    (easily done when you hit a bump etc.) but once it starts to go, it will
    "want" to sink towards the local minimum of a taco shape.


    I think you mean force, not energy. I'm not sure it "snaps" into that
    shape. It's just a buckling beam, forced into a saddle shape by the spokes.

    But why a saddle shape rather than any other shape?

    If you look at a wheel like a disc, the forces applied by the spokes and
    the rim want to simultaneously lower the area (reduce spoke tension) and
    increase the circumference (reduce rim compression). Since a circle
    already has the lowest A/C, there is no solution in-plane.

    To visualize the out-of-plane solution, you can reduce it to a one
    dimensional model of beam buckling (view disc edge-on). The difficulty
    with this visualization is that the beam is elastically supported, more
    or less continuously along its length, unlike the point supports we are
    used to seeing. When one end of this beam is deflected, the midspan
    deflects in the opposite direction. A bending moment is created, which
    must be balanced by an equal opposing one, hence the familiar double
    curve. That's why, when you put a lateral force on the bottom of the rim
    the top deflects in the same direction. When the rim buckles from excess
    compression, the same curve is formed. The beam (rim) is supported from
    buckling both by lateral spoke stiffness (elasticity & bracing angle)
    and by rim stiffness in the direction of bend.

    Quoted message said:
    Quoted message said:

    "Local minimum" of what?

    Of energy. The wheel consists of spokes which are all stretched out a
    bit and a rim that is in compression. It's a bit like a jack-in-a-box.
    The shape it adopts can be predicted by working out what shape minimizes
    its energy subject to the constraints every component is under.

    Since this beam buckling is elastically constrained, I guess it's
    theoretically possible to buckle in higher modes, but given the relative
    rim stiffness that's not going to happen in practice.

    Quoted message said:

    I thought that was roughly how FEAs worked.

    FEA's deal with forces and displacements, like free body diagrams (sum
    of forces must be zero for no acceleration).

    Quoted message said:
    Quoted message said:
    Quoted message said:

    I also wonder if it might be easier to achieve even tension with a lower
    spoke count, since the low-spoke-count wheel is less over-constrained:
    uneven tension means out-of-true and therefore easily corrected when the
    wheel is built.

    Quoted message said:
    Quoted message said:

    I don't understand this argument. I don't understand your use of the
    term "over-constrained".

    I just mean "more redundancy". It's easier to build a 36 spoke wheel
    that is true and round but with uneven tension than a 16 spoke wheel.
    This is because if tension is wrong in one spoke of a 16 spoke wheel you
    are likely to see a wobble in the truing stand. There aren't so many
    other nearby spokes around to make up for it.

    I'd think if you took an n-sided polygon as a crude approximation of an
    n-spoked wheel, it would be less easy to see out of roundness. On the
    other hand, if you're wondering whether it's easier to unintentionally
    make a round wheel with uneven spoke tensions (assuming a round rim to
    start) with a higher spoke count wheel, I don't see why. If a low spoke
    count wheel requires much higher spoke tensions, I think that's the
    greater difficulty.

    Quoted message said:


    Quoted message said:

    You seem to be trying to build a case for beefy rims and few low tension
    spokes.

    I'm not building a case for anything, just curious what the pros and
    cons are.

    It's just possible that the the changes to wheels over the years weren't
    solely driven by a conspiracy between jim beam, George Bush and the
    Solomon Ski company. That's a very sound theory of course, but I think
    it's OK to consider alternatives.

    Your tone and sentiment don't match. If you want people to give you
    straight answers, you might lose the sarcasm.

    Quoted message said:
    Quoted message said:

    Sounds beam-ish. I'd rather not play that game, thank you. I'd
    also rather not quibble over semantics, that's unfortunately beam-ish,
    too.

    I've got nothing against beam but I don't take sides.

    I'm having trouble believing you when you spout stuff like the above.

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