There have been many documents written through the years on how to bend tubing on a tube or pipe bender, and all have been accurate for the time in which they were written, and I say that because tube and pipe bending has evolved over the years, and the most significant evolutions have transpired in the last twenty years. In the early 90’s most automotive bending Centerline Radii (CLR) were above 1.5D, and had plenty of straight sections between bends so that a standard 2D clamp and insert would be sufficient for all bends in that components being bent. A 2D clamp and insert (length) = ( 2 X the tube O.D.).
Most automotive benders of the early 90’s were single stack Eagles, Eaton Leonard’s, and Addison’s. Pines was also a contender, but mostly for aircraft, prototype, and job shop applications, where 1D bending was the norm, rather than the exception, at least in the aircraft industry. The Pines benders are very rigid, easy to setup, and worked well for 1D bending, but unfortunately, the 1D bending was only used to bend elbows, or single bends, and then they were welded to straight sections to produce the complete component, which is very time consuming.
The automotive industry at the time hadn’t started the big push to lighten cars and make them more efficient. The tubing was 1.5-2mm thick, and if you were bending 1.5mm wall tubing in the 90’s, some considered that “thin wall”. You could still sit on the fender of your Dodge Ram, or GMC pickup, with your feet on the wheel well, and change the spark plugs, so there was still a lot of room under the hood of American made vehicles that was not being utilized.
The early to mid 90’s was about the time in which I saw the straights between bends shorten below 2D, and stack benders become the coveted machines of the time. The early stack machines were either a 2-stack, or 3-stack. The stack heights were fixed, as opposed to today’s highly evolved machines which are multi-stack meaning they have a limited stack height, but as long as the number of stacks could be placed in the height range, it would work.
在一台3型机器上，您只能有一个笔直的夹具和两个轮廓，因此它仍然限制了汽车行业的车辆组件中可能有多少短直道，或者该组件变得非常强大，因为该组件将拥有它的一部分弯曲在一个弯曲的设置上，而余额则弯曲在第二个设置上。
汽车行业还遵循飞机行业，以减少弯曲组件的弯曲半径，从而在管弯子中引起下一个愤怒。这是“增强弯曲”。这允许在单个组件中进行多个1D弯曲，而不是使用肘部弯曲的Pines Bender，然后将其焊接到直片上，包括完整的组件。现在，这一切都可以在一台机器上完成。
在90年代后期，还有另一项创新是为了进一步的援助生产，但又节省了材料，这是在弯曲后切断了管子。因此，Bender制造商开发了各种类型的“ Bender截止”，所有这些都有其优势或缺点。某些缺点仅在实施生产后才实现。缺点之一是修剪弯管上的管子利用了更多的弯曲时间，因此弯曲的管道较少，因为弯曲时间是由弯曲时间或分开过程所占据的。因此，行业很快就知道，如果不必在弯曲机上切割或修剪它，请在第二次操作中进行，从而使弯曲者比以前弯曲更多的零件。
现在，我们已经审查了管道弯曲的简短历史，似乎被忽略的一个区域是雨刮器和邮寄雨刷的邮政。多年来，随着弯曲的半径的变化，较薄的墙壁材料弯曲，刮水器和雨刷的压力比以往任何时候都更大。今天的标准材料壁厚为1mm，我个人曾在69.9 O.D上开发多个90度弯曲。x 69.9clr x 0.8毫米W.T.去年为OEM供应商，因此即将到来的0.8mm墙壁材料。
飞机材料的标准材料厚度为.035英寸，.032英寸，.028英寸和.021英寸，其中其中一些远小于汽车，但是材料类型的弯曲要好得多。飞机材料是各种热处理中的Inconel，Titanium，304SS和T6061铝。同样，其中大多数都需要从压力模具中增加压力，以使良好的弯曲无皱纹，并且在施加这种额外力时，刮水器塔需要足够刚性才能保持位置。
If you have had experience in setting up benders, you are well aware that a wiper post or tower that deflects during bending creates multiple problems, such as wrinkles obviously, the setup person has a difficult time setting the wiper, because all of the rules he or she knows no longer apply, and uncertainty sets in on how to set the wiper on a post that moves during bending. If you bend 1D bends on your bender, and you are setting the wiper with negative rake and getting good bends (no wrinkles), I can assure you that something is moving on your wiper tree! If you are doing 1D bends, and producing excess scrap from wrinkles, I would urge you to investigate if your wiper post or tower is deflecting, and if it is, I would suggest looking at replacing it with a heavy duty tower or post.
The cost of a multi-stack heavy duty wiper tower can be expensive when you look at the price, but weigh it out against the scrap produced, down time due to setup issues, and quickly you will realize the cost is justified in many cases. Once the wiper tower is rigid, I think you will see your scrap reduce, and productivity elevate.
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