stabilizer bar

[muggoz]

Good evening to all, today was born a dispute between me and my partner and I wanted to know if I was right I was wrong!
in the analysis of loads on a very simple stabilizer bar, we disagree on the distribution of transmitted loads. do you think they agree or disagree? I attach an exemplary image with the case to concords or b discords.

 

[Paolo Molniya]

One answer: in curves (roll) are disconnected, in braking/acceleration (beaching) are agreed....you mean this?

 

[muggoz]

It's exactly what I was wondering! :
My doubts were about the behaviour in the curve.. .

 

[PierArg]

One answer: in curves (roll) are disconnected, in braking/acceleration (beaching) are agreed....you mean this?

Hello, quoto paolo molniya.

the antiroll bar serves to "link" the two suspensions by transferring a part of force from the suspension not in compression to the compression one (in case of curve).

 

[Fulvio Romano]

excuse ignorance, but is the stress of the bar not torsion of short arms?

Is the bar loaded? only in roll, or not?

 

[PierArg]

excuse ignorance, but is the stress of the bar not torsion of short arms?

Is the bar loaded? only in roll, or not?

exact, in beaking the bar carries out a rotational motion around the hinges (concord) just because it is not loaded.

the bar twists when the suspensions work differently and download the one on the other (and vice versa... depends on the sense of the roll) a part of the force.

indeed in our answers there is an inaccuracy.

 

[Focus]

the stabilizer bar works only when the forces on the 2 suspensions are different, regardless of the direction of the same..... I believe. :

 

[tenerone]

excuse ignorance, but is the stress of the bar not torsion of short arms?
Is the bar loaded? only in roll, or not?

hi, there is a difference in automotive between roll bar and twist bar, although both are pressed torsion:

- anti-roll bar (the one of the photo), as already written rightly serves to keep as much as possible anchored to the ground the wheel inside the curve while loading the outer one. the bar must be left free to rotate on its axis in the central straight part (torsion reinforcement) while it is usually anchored via biellette to the suspension arm.
We also use them in rc models.
the diameter of the bar itself also influences the dynamic behavior of the car as well as its traction (the larger the diameter the more the anti-roll action is felt but then decreases the traction).

- twist bar: replaces in tote the classic helical spring (that coaxial to the shock absorber to mean us in the mcpherson scheme) and is usually used for refined suspensive patterns, such as that of the old alpha romeo. if you look in google this scheme you will see the absence of the helical spring and the presence of the twist bar that in this case is fulcrated directly to the shell on one side and to the arm of the suspension on the other.

 

[Paul93]

also on the back bridge of the peugeot 106 springs are replaced with 2 barrels of twist

 

[cacciatorino]

excuse ignorance, but is the stress of the bar not torsion of short arms?

Is the bar loaded? only in roll, or not?

should be bending on the short arms (the pralleli ones to the longitudinal axis of the car) and twist of the transverse tract.