多年来，有很多关于如何在管子或管道弯管上弯曲管道的文件，并且在写作时间上都很准确，我说这是因为这些年来，管子和管道弯曲已经发展了，所以在过去的二十年中，最重要的发展发生了。在90年代初期，最多的汽车弯曲中心线半径（CLR）高于1.5D，并且在弯曲之间有很多直截面，因此标准的2D夹具和插入物对于该组件中的所有弯曲都足够弯曲。2D夹具和插入（长度）=（2 x the tube o.d。）。
90年代初的大多数汽车弯曲者都是单堆老鹰，伊顿·伦纳德（Eaton Leonard's）和艾迪生（Addison）。派恩斯也是一个竞争者，但主要用于飞机，原型和车间应用程序，至少在飞机行业中，1D弯曲是常态，而不是例外。松树的弯曲机非常刚性，易于设置，并且在一维弯曲方面效果很好，但是不幸的是，一维弯曲仅用于弯曲肘部或单弯，然后将它们焊接到直线段以产生完整的成分，这些组件会产生完整的成分，这些组件是非常耗时。
当时的汽车行业还没有开始大力减轻汽车的大力力，并使它们更加高效。油管厚1.5-2毫米，如果您在90年代弯曲1.5mm的墙管，有些人认为“薄壁”。您仍然可以坐在道奇公羊（Dodge Ram）或GMC皮卡的挡泥板上，脚上的脚在方向盘上，然后更换火花塞，因此在美国制造的车辆的引擎盖下仍然有很多空间。
90年代初期至中期是我看到弯曲之间的笔直缩短到2D以下的时间，而堆栈弯头成为当时令人垂涎的机器。早期的堆栈机器是2堆或三堆。堆栈高度是固定的，而不是当今的高度进化的机器，这是多堆栈的，这意味着它们的堆栈高度有限，但是只要可以将堆栈数量放置在高度范围内，它就会起作用。
On a 3-stack machine you could only have a straight clamp and two contours, so it still limited the automotive industry in how many short straights they could have in the vehicle components, or that component became very labor intensive, because the component would have part of it bent on one bender setup, and the balance bent on a second setup.
The auto industry also followed the aircraft industry by reducing the bend radii of the bends in components, bringing on the next rage in tube benders. Which was “Boost bending”. This allowed for multiple 1D bends in a single component, as opposed to the using a Pines bender, where the elbows were bent, and then welded to straight pieces, comprising the complete component. Now, it could all be done on one machine, well, all most.
In the late 90’s there was another innovation which came along to further aid production, and yet save material, and that was cutting the tube after bending. So, bender manufacturers developed various types of “bender cutoffs”, all of which have their advantages, or disadvantages. Some of the disadvantages were only realized after implementing into production. One of the disadvantages is that trimming the tube on the bender utilizes more bender time, so less tubing was being bent, because bender time was taken up by the trim, or parting process. So, industries learned quickly that if it doesn’t have to be cut or trimmed on the bender, do it in a second operation, thus allowing the bender to bend more parts than before.
Now that we’ve reviewed a brief history of tube bending, the one area that seems to get neglected was the wiper towers and post from which the wipers were mounted to. With the tighter bend radii that has developed over the years, and the thinner wall material being bent, the wiper towers, and wipers realize more pressure than ever before. Today’s standard material wall thickness is 1mm, and I personally have worked on developing multiple 90 degree bends on a 69.9 O.D. X 69.9CLR X 0.8mm W.T. for an OEM supplier last year, so 0.8mm wall material is soon to come.
Standard material thicknesses for aircraft material are .035”, .032”, .028”, and .021”, in which some of these are much less than automotive, however the material types are much better to bend. Aircraft materials are Inconel, Titanium, 304SS, and T6061 aluminum in various heat treat. Again, most of these require more pressure from the pressure die to make good bends without wrinkles, and the wiper tower needs to be rigid enough to maintain position when this additional force is applied.
如果您在设置弯曲器方面有经验，那么您很清楚弯曲过程中偏转的雨刮器柱或塔会造成多个问题，例如皱纹，显然，设置人员很难设置雨刮器，因为他的所有规则或者她知道不再适用，并且不确定性设置如何将雨刮器设置在弯曲过程中移动的帖子上。如果您弯曲1D弯曲在弯曲器上，并且您正在用负耙子和弯曲良好（没有皱纹）设置雨刮器，我可以向您保证，雨刮器树上有些东西正在移动！如果您要进行一维弯曲，并从皱纹中产生多余的废料，我敦促您调查您的雨刮器柱或塔是否在偏转，如果是的，我建议您考虑用重型塔或柱子代替它。
当您看价格时，多堆重型雨刮塔的成本可能会很昂贵，但是由于设置问题而使其与生产的废料相比，因此您很快就会意识到，在许多情况下，成本是合理的。一旦刮水器塔很僵硬，我认为您会看到您的废品降低，生产力提高。
如果你有关于数控管的问题bending diesplease let us know我们的一位专家将保持联系。
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