（此文写作目的，发到国外轮组讨论区，当然我只能是AI翻译英文。而国外对自行车轮组技术的认知，比国内只是略强，结构基频对他们来说是颠覆性的，所以某些老外的回复应该是可以预知的，我们可以拭目以待！AI翻译内容附后，）
国外发文地址：https://www.facebook.com/groups/bicycle.wheel.building/permalink/2325273987662522
自行车不论是作为交通工具，还是运动竞技器材，都不应该让骑车人感到不适。除了Bike Fitting，另外的影响因素主要就来自于车架和轮组，近几年车架的指标中，一个重要的指标垂直顺应性（Vertical Compliance），按照我的理解，即路面颠簸转移给骑车人的程度。而舒适性的概念应该范围更大，如果刚性较弱的车架，也是一种“不舒适”。
车架的垂直顺应性相对容易理解，但是在轮组的垂直顺应性，就变得比较复杂。而轮组的结构基频这个概念，在中国之外的网络讨论中似乎没有被讨论过？我在之前的主题中第一次提及时，也被视为全新概念，所以用我所整理的一点知识，分享给大家。
在这之前，我们首先要知道，这是自行车轮的一个结构特性，虽然轮胎的胎压（管胎Tubular除外）确实会影响车轮结构基频，较低的胎压可以吸收地面颠簸震动，但这并不意味着，结构基频与垂直顺应性无关。或者我们换一个角度来解释，轮胎产品和胎压及根据路况的设定，对于车手来说是一种习惯，他不会因为车轮的颠簸，而明显降低他习惯的胎压，因为那样的改变，会影响他的路感，车子操控，轮胎滚阻等。
根据超静定结构的特性，轮圈和辐条的材质、截面、刚性等组件，以及结构的内力（辐条张紧力）都会影响结构基频，开口及真空胎的胎压会显著影响辐条的张紧力，从而影响了结构的基频。
在我们确定了轮圈、花鼓、辐条等配件后，轮胎和胎压对每个骑车人来说也是相对固定的习惯，我们也可以从结构基频的影响变量中排除，那么最后剩下的就是辐条编织方法及相应的辐条张紧力。所以对于一个经验丰富的Wheelbuilder来说，车轮的学问，是一种权衡利弊的折中，因为我们要考虑轮组的舒适性，即要求刚性高求，又不能让车轮太颠簸，两者冲突中寻求平衡点。
影响辐条张紧力的条件很多，在一个合理的车轮设计中，我一向先假设轮圈足够强大，辐条张紧力不会超过轮圈屈曲的临界值。于是我们可以总结规律：辐条张紧力高则结构基频基频高，车轮刚性高而垂直顺应性差。按照规律，以较低的辐条拉力，使车轮刚性就满足我们的需求。
如果进一步分析，哪种编织方法、驱动侧DS和非驱动侧NDS辐条及相应的张紧力，与车轮的扭转刚性、横向刚性、纵向刚性等有怎样的关联，该如何设定避免某项性能指标冗余，结论会更加清晰，限于篇幅，这里不再继续展开。
话题至此可以结束，也可以再探讨一个更基本的逻辑，真的不可以维持相近的刚性不变而缓解颠簸吗？在辐条张紧力的车轮上是不可能的。但如果从超静定结构特性出发，改变辐条的单一受力方式，从而改变结构的特性，在原理上是可以实现的。
应用到实际，就是Pino Morroni的上个世纪80年代的创造，以及我在2019年命名为Critical Bracing System的实现方式，在辐条张紧后，再与花鼓和轮圈的连接固定，使辐条可以在张紧力和压缩力两种模式下工作，这将为轮组的性能设计，打开更广阔的空间。
相关链接https://www.facebook.com/groups/bicycle.wheel.building/posts/2317099951813259
By ：教育老外如何编轮的 前端单车
——————————————–
About bicycle wheelset, Let’s talk the structural fundamental frequency.
——————————————–
(The entire text is translated from Chinese to English, mistakes are inevitable!)
Whether as a means of transportation or sports equipment, bicycles should not make riders feel uncomfortable. In addition to bike fitting, the other main influencing factors come from the frame and wheels. In recent years, an important indicator in frame design is vertical compliance, which, as I understand it, refers to the degree to which road surface bumps are transferred to the rider.The concept of comfort should have a broader scope, as a frame with low rigidity aslo be ‘uncomfortable’.
The vertical compliance of the frame is relatively easy to understand, but the vertical compliance of the wheelset becomes more complex. The concept of the structural fundamental frequency of the wheelset doesn’t seem to have been discussed in online forums outside of China. When I first mentioned it in a previous discussion, it was also seen as a completely new concept. So, I wanted to share some of the knowledge I’ve gathered with everyone.
Before that, we need to understand that this is a structural characteristic of the bicycle wheel. Although tire pressure (excluding Tubular) does affect the fundamental frequency of the wheel structure, lower tire pressure can absorb road vibrations, but this does not affect the correlation between structural fundamental frequency and vertical compliance. Or, looking at it from a different angle, tire products, tire pressure,and setting according to road conditions are a habit for the rider. They will not significantly lower their accustomed tire pressure due to the wheel’s vibrations, as such a change would affect their road feel, vehicle handling, tire rolling resistance, and so on.
According to the characteristics of the statically indeterminate structural, the material, section, rigidity of the rim and spokes, as well as the internal forces of the structure (tension of the spokes), can all affect the fundamental frequency of the structure. Furthermore, the tire pressure of tubeless and airless tires significantly influences the tension force of the spokes, thus affecting the fundamental frequency of the structure.
When we’ve determined the components such as rims, hubs, and spokes, the tire and tire pressure are aslo relatively fixed habits for each cyclist. We can also exclude them from the influencing variables of the structural fundamental frequency. So, the last remaining factor is the lacing method of the spokes and the corresponding spoke tension.So for an experienced Wheelbuilder, the knowledge of wheels is a matter of striking a balance between pros and cons, as we need to consider the comfort of the wheelset- demanding high rigidity while avoiding excessive vibration, seeking a balance point between these conflicting factors.
There are many factors that affect the tension of the spokes. In a well-designed wheel, I always assume that the rim is sufficiently strong so that the tension does not exceed the critical value of the rim deflection. Thus, we can summarize the rule: higher spoke tension leads to higher structural fundamental frequency and a higher wheel rigidity but poor vertical compliance. Following this rule, we should try the use of lower spoke tension ensures that the wheel rigidity meets our requirements.
If we further analyze the correlation between different lacing methods, DS and NDS spokes, and their corresponding tension forces with the wheel’s torsional rigidity, lateral rigidity, longitudinal rigidity, etc., and how to set them to avoid redundancy in performance indicators, the conclusion will become clearer. Due to the length of this discussion, we will not continue to expand on this.
We can conclude the discussion here, or we can explore a more fundamental logic: is it really impossible to maintain similar rigidity while mitigating vibration? Yes，wheels where the spokes are only tensioned, which is impossible to achieve. However, by starting from the characteristics of hyperstatic structures and changing the single-force mode of the spokes, it is theoretically possible to change the characteristics of the structure.
In practical application, this is the creation of Pino Morroni in the 1980s and the implementation of the Critical Bracing System that I named in 2019. After tensioning the spokes, they are further fixed to the hubs and rims, allowing the spokes to work in both tension and compression modes. This opens up broader possibilities for the performance design of wheelsets.
(Related topic: https://www.facebook.com/groups/bicycle.wheel.building/posts/2317099951813259)
============================================
老外的讨论大多数还是很友善的，但也有下图这种，虚线下边是我的回复，我是带着鄙视的意思，但不知道翻译过去的英文是不是。