On 10 Feb, 15:25, Dieter Britz wrote:
thirty-six wrote:
On 10 Feb, 12:35, Dieter Britz wrote:
thirty-six wrote:
[...]
a sham. *Brandt's book is not accepted, it's a sham. *He makes grave
[...]
But what in particular do you reckon is wrong with the book?

Ignorant of the purpose of triangulation in the spokes by interlacing.
(assist in hub support with the spokes pointing fore and aft). *This
is a fundamental error which leads him to conclude that tighter spokes
build better wheels (not) and tying and soldering spokes cannot show
any advantage (Duh).

He also ignores the line of the spoke at the interlace, although
wierdly pays attention to the junction with the hub. *It is correcting
the line of the spoke at the interleave which allows the spoke to work
as a purely tensile element, without bowing, at all working tensions.
This results in a superior wheel with lower working spoke tensions.

What is triangulation?

Like as used in electricity distribution pylons, as used in a bicycle
frame. In the wheel it reduces the 'shear' between hub and rim. It
is irellevant to the spokes pointing up and down, only in those
pointing fore and aft.

And are you saying that two spokes that cross each
other can both be straight?

From the rim to the crossing and from the crossing to the hub flange,
YES. The spokes are best not left dead straight because the spoke
lying inside the flange will not be adequately supported unless the
drillings are suitably angled. Another spoking arrangment is to tie
and solder the spoke at two crossings without the interleave, for
which I did last year on a front wheel which now behaves as if it was
running on rails along with excellent suspension characteristics.
There is no skitting of the wheel when taking bumpy corners at speed.

It seems to me they must both bend, at the
point where they touch each other.

In a usual lacing arrangement,YES. The radius of that bend affects
extension to load ratio which is variable (and unecessarily high) due
to a large radius as is normally installed. A poor get around is to
make excessive tension in the spokes, which tear apart lightweight and
some regular rims. Making the radius at the point of spoke contact
tighter by manually creating a permanent bend at installation permits
the use of lower spoke tension with a much more satisfying wheel.

Or do I misunderstand you?

Only if you want to.