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Anti-roll bar

An anti-roll bar (in black) on the rear of a Porsche,


which traverses the underside of the car. Flexible
bushings attach it to the chassis. Also visible on the
right is one of the links that connect the bar to the
suspension (drop link). These twist the anti-roll bar
when the vehicle is cornering, resisting body roll.

An anti-roll bar (roll bar, anti-sway bar,


sway bar, stabilizer bar) is a part of many
automobile suspensions that helps reduce
the body roll of a vehicle during fast
cornering or over road irregularities. It
connects opposite (left/right) wheels
together through short lever arms linked
by a torsion spring. A sway bar increases
the suspension's roll stiffness—its
resistance to roll in turns, independent of
its spring rate in the vertical direction. The
first stabilizer bar patent was awarded to
Canadian inventor Stephen Coleman of
Fredericton, New Brunswick on April 22,
1919.[1][2]

Anti-roll bars were unusual on pre-war cars


due to the generally much stiffer
suspension and acceptance of body roll.
From the 1950s on, however, production
cars were more commonly fitted with anti-
roll bars, especially those vehicles with
softer coil spring suspension.

Purpose and operation

An SUV, with anti roll bars removed, shows how one


wheel can be much lower than the opposite side, as
the body rolls (tilts) more without anti roll bars.
Photo of 2 front-wheel springs, with the tires removed.
Each suspension spring is connected to the central
sway bar assembly.

File highlighted to show anti-roll bar.

An anti-sway or anti-roll bar is intended to


force each side of the vehicle to lower, or
rise, to similar heights, to reduce the
sideways tilting (roll) of the vehicle on
curves, sharp corners, or large bumps.
With the bar removed, a vehicle's wheels
can tilt away by much larger distances (as
shown by the SUV image at right). Although
there are many variations in design, a
common function is to force the opposite
wheel's shock absorber, spring or
suspension rod to lower, or rise, to a
similar level as the other wheel. In a fast
turn, a vehicle tends to drop closer onto
the outer wheels, and the sway bar soon
forces the opposite wheel to also get
closer to the vehicle. As a result, the
vehicle tends to "hug" the road closer in a
fast turn, where all wheels are closer to the
body. After the fast turn, then the
downward pressure is reduced, and the
paired wheels can return to their normal
height against the vehicle, kept at similar
levels by the connecting sway bar.

One way of estimating antiroll bar stiffness:


T=Vehicle track width (inches)
K=Fractional lever arm ration (movement at roll bar /
movement at wheel)
d=Bar diameter (inches)
R=Effective arm length (inches)

L=Half length of bar (inches)


S=Length of lever arm (inches)
Q=Stiffness (lb*in per degree) [3]
Because each pair of wheels is cross-
connected by a bar, the combined
operation causes all wheels to generally
offset the separate tilting of the others and
the vehicle tends to remain level against
the general slope of the terrain.

Principles
A sway bar is usually a torsion spring that
resists body roll motions. It is usually
constructed out of a cylindrical steel bar,
formed into a "U" shape, that connects to
the body at two points, and at the left and
right sides of the suspension. If the left
and right wheels move together, the bar
rotates about its mounting points. If the
wheels move relative to each other, the bar
is subjected to torsion and forced to twist.
Each end of the bar is connected to an end
link through a flexible joint. The sway bar
end link connects in turn to a spot near a
wheel or axle, transferring forces from a
heavily loaded axle to the opposite side.

Forces are therefore transferred:

1. from the heavily loaded axle


2. to the connected end link via a
bushing
3. to the anti-sway (torsion) bar via a
flexible joint
4. to the connected end link on the
opposite side of the vehicle
5. to the opposite axle.

The bar resists the torsion through its


stiffness. The stiffness of an anti-roll bar
is proportional to the stiffness of the
material, the fourth power of its radius,
and the inverse of the length of the lever
arms (i.e., the shorter the lever arm, the
stiffer the bar). Stiffness is also related to
the geometry of the mounting points and
the rigidity of the bar's mounting points.
The stiffer the bar, the more force required
to move the left and right wheels relative
to each other. This increases the amount
of force required to make the body roll.

In a turn the sprung mass of the vehicle's


body produces a lateral force at the centre
of gravity (CG), proportional to lateral
acceleration. Because the CG is usually
not on the roll axis, the lateral force
creates a moment about the roll axis that
tends to roll the body. (The roll axis is a
line that joins the front and rear roll
centers[4]). The moment is called the roll
couple.
Roll couple is resisted by the suspension
roll stiffness, which is a function of the
spring rate of the vehicle's springs and of
the anti-roll bars, if any. The use of anti-roll
bars allows designers to reduce roll
without making the suspension's springs
stiffer in the vertical plane, which allows
improved body control with less
compromise of ride quality.

One effect of body (frame) lean, for typical


suspension geometry, is positive camber
of the wheels on the outside of the turn
and negative on the inside, which reduces
their cornering grip (especially with cross
ply tires).
Main functions

Anti-roll bars provide two main functions.


The first function is the reduction of body
lean. The reduction of body lean is
dependent on the total roll stiffness of the
vehicle. Increasing the total roll stiffness
of a vehicle does not change the steady
state total load (weight) transfer from the
inside wheels to the outside wheels, it only
reduces body lean. The total lateral load
transfer is determined by the CG height
and track width.

The other function of anti-roll bars is to


tune the handling balance of a car.
Understeer or oversteer behavior can be
tuned out by changing the proportion of
the total roll stiffness that comes from the
front and rear axles. Increasing the
proportion of roll stiffness at the front
increases the proportion of the total load
transfer that the front axle reacts to—and
decreases the proportion that the rear axle
reacts to. In general, this makes the outer
front wheel run at a comparatively higher
slip angle, and the outer rear wheel to run
at a comparatively lower slip angle, which
is an understeer effect. Increasing the
proportion of roll stiffness at the rear axle
has the opposite effect and decreases
understeer.
Drawbacks

Because an anti-roll bar connects wheels


on opposite sides of the vehicle, the bar
transmits the force of a bump on one
wheel to the opposite wheel. On rough or
broken pavement, anti-roll bars can
produce jarring, side-to-side body motions
(a "waddling" sensation), which increase in
severity with the diameter and stiffness of
the sway bars. Other suspension
techniques can delay or dampen this
effect of the connecting bar.

Excessive roll stiffness, typically achieved


by configuring an anti-roll bar too
aggressively, can make the inside wheels
lift off the ground during hard cornering.
This can be used to advantage: many front
wheel drive production cars lift a rear
wheel when cornering hard in order to
overload the opposite wheel, limiting
understeer.

Adjustable bars

Diagram of two types of adjustable antiroll bars.


Some anti-roll bars, particularly those
intended for use in auto racing, are
externally adjustable while the car is in the
pit whereas some systems can be
adjusted in real time by the driver from
inside the car, such as in Super GT. This
allows the stiffness to be altered, for
example by increasing or reducing the
length of the lever arms on some systems,
or by rotating a flat lever arm from a stiff
edge-on position to a more flexible flat-
side-on position on other systems. This
lets a mechanic tune the roll stiffness for
different situations without replacing the
entire bar.
MacPherson struts

The MacPherson strut is a common form


of strut suspension. This was not the first
attempt at strut suspension, but in
MacPherson's original patent, the anti-roll
bar forms an integral and essential part of
the suspension, in addition to its usual
function in controlling body roll. A strut
suspension like MacPherson's requires a
hinged lower member between the chassis
and wheel hub to control the wheel
position both inwards and outwards
(controlling the track), and also forwards
and backwards. This may be provided by a
wishbone with a number of joints, or by
using an additional radius rod.
MacPherson's design replaced the
wishbone with a simpler and cheaper track
control arm, with a single inboard joint, to
control the track. Forward and backward
position was controlled through the anti-
roll bar. Overall this required a simpler and
cheaper set of suspension members than
with wishbones, also allowing a reduction
in unsprung weight.

As the anti-roll bar is required to control


wheel position, the bars of a MacPherson
strut suspension may be connected
through ball joints. However many later
"MacPherson strut" suspensions have
reverted to using wishbones rather than
the simplified track control arm of the
original design.

Semi active anti-roll bars


Various methods of decoupling the anti-
roll bar have been proposed. The first
production car to use an active anti-roll bar
was the 1988 Mitsubishi Mirage Cyborg.
The "Dual Mode Suspension" equipped
with the 16-v turbo model has front active
anti-roll bar that has a hydraulic actuator
built in the anti-roll bar link. The actuator
can be operated with a switch on the dash
board, changing the effectiveness of the
anti-roll bar between the sport mode and
touring mode. [5]. The 2018 Jeep Wrangler
also has a switchable decoupler on some
models, to increase wheel articulation for
off road work.

Active systems
The first car[6] to use an active anti-roll bar
in 1994 was the Citroen Xantia Activa, a
medium-sized sedan sold in Europe. The
SC.CAR (Systeme Citroën de Contrôle
Actif du Roulis) system featured an anti-
roll bar that could be stiffened under the
command of the suspension ECU during
hard cornering. The car rolled a maximum
of 2 degrees.

In 2001 the BMW 7 Series (E65)


introduced Active Roll Stabilization (ARS)
"active" anti-roll bars that can be
proportionally controlled automatically by
a suspension-control computer, reducing
body lean in turns while improving rough-
road ride quality.[7]

In 2006 Toyota introduced its Active


Stabilizer Suspension System. By altering
stabilizer bar stiffness, this system acts to
reduce body tilt during cornering, keeping
the vehicle more level during turns and
improving handling, as opposed to the
natural tendency of a vehicle to roll due to
the lateral forces experienced during high-
speed maneuvering. The active stabilizer
system relies on vehicle body sensors and
electric motors. The first production usage
of this system was introduced in August
2005 with the Lexus GS430 sport sedan[8]

Porsche Panamera introduced the same


system Porsche Dynamic Chassis Control
(PDCC) [9] in 2009.

Mercedes-Benz M-Class#Third generation


(W166: 2011–present) introduced a
similar system: ACTIVE CURVE SYSTEM in
2011.

Range Rover Sport introduced Dynamic


Response active anti-roll bars.

Mercedes-Benz S-Class Active Body


Control system uses another approach:
the computer uses sensors to detect
lateral load, lateral force, and height
difference in the suspension strut, then
uses hydraulic pressure to raise or lower
the spring to counter roll. This system
removes the anti-roll bar. Most active roll
control systems allow a small degree of
roll to give a more natural feel.
Toyota also uses a mechanical system
called Kinetic Dynamic Suspension
System (KDSS) that essentially
disengages the stabilizer bars when off-
road, allowing for greater vehicle
articulation and ride quality.

See also
Panhard rod
Torsion bar suspension

References

Wikimedia Commons has media


related to Anti-roll bars.
1. Mario Theriault, Great Maritime
Inventions 1833-1950, Goose Lane
Editions, 2001, p. 69
2. Coleman, Stephen L. Chancey (1919-
04-22). "Patent Summary: CA 189894
Spring suspension" . Canadian
Intellectual Property Office. Retrieved
2014-08-21.
3. Staniforth, Allan (2001). Race and
Rally Car Source Book (Fourth ed.).
G.T. Foulis & Co. 1983. ISBN 1 85960
846 9.
4. Vehicle Dynamics Terminology . SAE.
2008. SAEJ670e.
年前の「エビフライ定⻝」" . みん
5. "30
カラ. Retrieved 2019-02-14.
6. "Citroën hydraulics Xantia" . Citroenet.
UK. Retrieved 2017-06-27.
7. "BMW's Dynamic Drive: An Active
Stabilizer Bar System" (PDF). US: IEEE.
2004-08-06. Archived from the
original (PDF) on 2014-12-12.
8. "75 Years of TOYOTA | Technical
Development | Chassis" . Toyota.
2012. Retrieved 2017-06-27.
9. "Porsche Panamera Turbo - Porsche
Dynamic Chassis Control Sport (PDCC
Sport) including Porsche Torque
Vectoring Plus (PTV Plus)" . Porsche.
Retrieved 2017-06-27.

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