solid wire cable/The purchase price,usage,Uses and properties
The world of wire and cable consists of different types and names, each solid or stranded type is used where some special properties are needed. The Bowden cable is also designed to fulfill some certain tasks.
solid wire cable
The movement of an inner cable relative to the movement of a hollow outer cable housing is what makes a Bowden cable a form of flexible cable that can be utilized to convey mechanical force or energy.
The housing is typically made of a composite material, which consists of an inner lining, a layer that is longitudinally incompressible (such as a helical winding or a sheaf of steel wire), and an outside covering that offers protection.
Although push-pull cables have become more common in recent years, linear movement of the inner wire is typically employed to transfer a pulling force. However, push-pull cables have gained appeal in some applications, such as gear shift cables.
It is common practice for the inner element of a push-pull Bowden cable for the throttle control of a light aircraft to be a solid wire rather than a multi-strand cable. This is because of the nature of the push-pull Bowden cable.
In most cases, there is provision made for modifying the cable tension by means of an inline hollow bolt, which is frequently referred to as a "barrel adjuster."
This bolt either lengthens or shortens the cable housing in relation to a fixed anchor point.
The cable may be made more taut by lengthening the housing (which involves rotating the barrel adjuster clockwise), while it can be made more lax by shortening the housing (which involves turning the barrel adjuster anticlockwise).
There is substantial disagreement, uncertainty, and even myth surrounding the invention of the Bowden cable and its place in history. It is commonly believed that Sir Frank Bowden, founder and owner of the Raleigh Bicycle Company, was the inventor of the Bowden cable.
It is believed that he began the process of replacing the rigid rods that were used for brakes with a flexible wound cable around the year 1902; however, there is no evidence to support this claim.
Ernest Monnington Bowden (1860 to April 3, 1904) of 35 Bedford Place, London, W.C., was the inventor of the Bowden mechanism.
The first patent for the mechanism was granted in 1896 (English Patent 25,325 and U.S. Pat. No. 609,570), and the invention was reported in the Automotor Journal of 1897, where Bowden's address was given as 9 Fopstone Road, Earls Court. Bowden passed away on April 3, 1904.
It is not known if or whether the two Bowdens are related to one another. The primary component of this was a flexible tube that contained a length of tiny wire rope and could glide within the tube.
This allowed for the wire rope to immediately transmit pulling, pushing, or turning movements from one end to the other without the need for pulleys or flexible joints.
The cable was developed with the specific purpose of being utilized in conjunction with bicycle brakes. In the year 1896, the introduction of the Bowden Brake was met with an outpouring of excitement in the cycling press.
It was made comprised of a stirrup that was pulled up by a cable from a lever that was positioned on the handlebar, and it had rubber pads that acted against the rim of the rear tire.
solid wire uses
At this point in time, bicycles had fixed wheels, meaning there was no provision for freewheeling, and additional braking was provided by a "plunger" brake that pressed on the front tire.
The Bowden provided additional stopping force on top of that, and its unusual design was interesting enough to win over riders who despised the plunger arrangement because it was cumbersome and may cause damage to the expensive pneumatic tire.
The problem for Bowden was that he was unable to build efficient distribution networks, and the brake was frequently fitted improperly or inaccurately, which led to a significant number of complaints being voiced in the press.
The machines that were outfitted with Westwood pattern steel rims, which provided flat bearing surfaces for the brake pads, were the ones that were able to make the most efficient use of this technology.
The potential of the Bowden cable and the associated brake did not become fully realized until the freewheel sprocket became a standard feature of bicycles between the years 1899 and 1901.
During this time period, an increasing number of applications were found for the freewheel sprocket, such as gear change mechanisms.
Prior to this, the potential of the cable and associated brake had not been fully realized. Significantly, in the year 1903, Hendee developed the twist-grip throttle for his 'Indian' motorcycles by utilizing a cable that was quite similar to the one that was already in use.
Because of its low weight and high flexibility, it was ideally suited for use in other automotive applications, such as clutch and speedometer drive cables.
According to what is written, "on the 12th of January 1900 E. M. Bowden gave a license to The Raleigh Cycle Company of Nottingham," the directors of which were Frank Bowden and Edward Harlow.
They became members of 'E. at the time of this signing. M. Bowden's Patent Syndicate Limited is the name of this company.
R. was one of the members of the gangster syndicate. H. Lea and Graham I. Francis, owners of Lea & Francis Ltd., along with William Riley, owner of the Riley Cycle Company, all contributed to the invention.
Soon after, the Raleigh firm began selling the Bowden Brake as an add-on device. They were also fast to integrate the cable into handlebar-mounted gear shifts made by Sturmey-Archer, a company in which they held a significant financial interest.
Without a doubt, this is the reason why E. Bowden and F. Bowden are occasionally mixed up in today's society.
The outer tube of early Bowden cable, which dates back to the 1890s and the early years of the twentieth century, is distinguished by the fact that it is wound from round wire and that it is left exposed.
wire cable clamp
Each segment is often outfitted with a brass collar that is engraved with the phrase "BOWDEN PATENT" (this legend is also etched into the components of the original brake). Wire with a square shape is used to wind more contemporary outer tubes.
Around the year 1902, the cable began to be sheathed in a water-resistant fabric; during the early postwar period, plastic began to be used in place of the fabric.
Possible involvement on the part of Larkin
In the archives of the National Motor Museum is an unpublished typescript made by the son of one of Bowden's employees.
In it, the son makes an attempt to claim that his father invented the cable and goes so far as to argue that it was never applied to bicycles before 1902.
Although this can be easily debunked by referring to issues of "Cycling" or any of the other publications that appeared in the UK cycle press during the years 1896–1897, it does serve to remind us of one of the attempts that were made to rewrite cycle history by making priority claims.
British National Archives According to this version of events, a flexible cable brake for bicycles was "developed" independently by George Frederick Larkin, an experienced automobile and motorcycle engineer who patented his idea in 1902.
British National Archives After that, E.M. hired him on as an employee and he worked for them.
Housing
A tightly wrapped helix of either round or square steel wire is used in the construction of the original and conventional Bowden cable housing. This results in a housing that is flexible, however because of the way the housing flexes, the length is affected.
As a result of the fact that the turns of a close-wound helix cannot get any closer together on the inside of the bend, the bending causes the turns to separate on the outside of the bend.
As a consequence of this, there must also be an increase in length along the centerline of the housing as the bend angle increases.
Shimano created a form of housing that does not change length as it is flexed in order to facilitate indexed shifting. This allowed Shimano to create indexed shifting.
This housing is flexible because it is constructed with multiple wire strands that are wound in a multiple helix pattern.
The pitch between the strands is short enough so that bends in the cable are shared by all of the strands, but it is long enough so that the individual strands can be bent rather than twisted to achieve the desired degree of flexibility.
The case of parallel strands, in which the wires are solely held together by the plastic jacket, is approached when a support helix has a long winding pitch. This is one of the consequences of having a long winding pitch.
When subjected to excessive loads, housings that have a lengthy helix are unable to endure the significant compression that is associated with high cable tensions.
As a result, these housings typically collapse due to the buckling of the housing strands. Because of this, the helical support for brake cables is tightly wound, whereas housings with a longer helix are utilized for applications with a lower level of importance.
Applications such as gear shifting on a bicycle make use of support wires that are placed in a longitudinal fashion.
A third variety of housing is made out of short hollow stiff cylinders made of aluminum or carbon fiber that are slid over a flexible liner.
Less weight, tighter bends, and less compression under load are some of the purported advantages of aluminum wire housing versus steel wire housing.
Inner wire
For use in applications that require pushing, inner wire ropes contain an additional winding that is wound in the opposite direction of the wind of the actual inner wire.
The wind may be like that of a spring, or it could be a wind with a flat strip; the former is referred to as a spring wrap, and the latter is termed a spiral wrap.
Because a cable with a strong inner wire is necessary for some applications due to the need for significant pushing ability, lawn mower throttles, manual automotive chokes, and certain bicycle shifting systems are examples of such uses.
These cables typically lack the flexibility of their counterparts that have stranded inner wires.
Ends
Because the pear-shaped soldered terminations used in some cases are known as nipples, one end of the inner cable may have a small shaped piece of metal called a nipple (which can be seen in the picture of the BMX rear brake detangler).
This nipple is designed to fit into a shifter or brake lever mechanism.
The other end of the cable is often clamped (as seen in the picture of the rear derailleur) to the component of the brake or shifter that requires adjustment. Alternatively, another nipple may be attached to the cable as is most commonly seen with motorcycle control cables.
In bicycles, the shifter cables are fastened on the shifter by a little cylindrical nipple that is concentric with the cable. This method has been used for many years.
The brake nipples on mountain bikes (MTBs), which have traditional handlebars, and the brake nipples on road bikes, which have drop handlebars, are not identical.
Nipples are used to anchor the brake cable at the brake lever on mountain bikes and road bikes, respectively.
The nipple on mountain bikes is cylindrical, while the nipple on road bikes is pear-shaped. Some brake cables designed to replace those on bicycles come with both types, one attached to each end. During installation, the end that is not required is severed and thrown away.
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