This picture does not show that, but rather shows one that has a center rotation, as it's round not slotted. These are "slotted" with a square hole so the whole thing will resist and twist the shaft. There are designs of TBar ARBs that the shaft can be remove and replaced with a thicker or thinner shaft. Many third spring suspensions work exactly this way BUT there's no rotation point in the center of the T and they function as an ARB because the top of the T and the shaft are of one piece. It can not rotate at it's center point and still be a anti roll bar. However, and the reason for the design, the anti roll bar can operate the third spring and still function as an anti roll bar at the same time. In compression the third spring is compressed by rearwards movement of the top of the T-bar. The bell cranks operate the third spring by way of the top of the anti roll bar. Just_a_fan wrote:The T-bar to which the forward end of the third spring is connected is indeed the anti roll bar. However they would need some sort of independence from each other yet become connected in roll. These are the torsion springs, and if they are connected, from side to side, inside the trans case, they would function not only as springs, but an ARB as well. Of interest, though is the center of the bell cranks. This shaft from another view, is of a very small diameter, too small (too weak) in my opinion to operate as an ARB.Īll of the above indicate that the mechanicism rotates around this center piece, offering 0 roll resistance. You can see that it's hollow inside and round. Notice the nut on top of the T that activates the third spring. These are sensors who measure the suspension travel. Right of the bellcrank you can see some small black sticks. It is just the flat end itself that flexes. The anti rollbar can move freely with the middle spring but when just one side goes up or down it will twist.Īlso notice how the wishbones are attached to the gearbox. The anti roll bar itself is therefore not visible on this picture. The dampers for both sides are ordinary ones (no rotary damper or an inerter)The anti roll bar is another torsion bars located below the solid bar that connects right and left side. These are the torsion bars speedsense mentioned. The other 2 springs stick out of the bellcranks. The heave spring in the middle is easy to see. Otherwise, there's another piece somewhere that is an ARB. Now if, and that's a big if (as the shaft of the piece is so narrow) the top of the T were a square hole with the shaft having a female square inserted into the hole, and then bolted down on top, then and only then would this piece function as an ARB. If it were an ARB, it would not be allowed to rotate around the center and there won't be a bolt there. A closer look at it, one can see it's not an ARB as the center post is bolted into the top piece. When Rubens third spring came off the car, there were many close ups taken of the rear "t-bar". It's difficult to determine this, as the third spring T bar, may or may not be an ARB. Seen plenty of pictures of the exposed rear suspension to see the ARB. It's difficult to see what's going on at the front of the cars because the relevant bits of the suspension are within the tub. They do indeed run ARBs - at least on the rear end. Speedsense wrote:As far as F1 goes, the jury is out as to whether they run arb's (it is said they don't) Connecting it would have a non-independent effect and it would "act" like a sway bar, and not like independent springs. An ARB, is a "form" of a torsion bar, but a torsion bar used for springs isn't an ARB, IF the center of the torsion bar isn't connected between the front wheels or rear wheels, it's just a different form of springing. Springs and ARB's are not the same thing nor share the same effects.Īs far as F1 goes, the jury is out as to whether they run arb's (it is said they don't) however they are running torsion bars as springs, the question become whether they are connected across the front or the rear. A front ARB can effect three corners of the car at one time, with a minor effect on the fourth. And they only have a weight transfer effect on one corner of the car. Springs can control the rate of roll, but do not have a finite roll resistance as the ARB does. Springs can do the same, but one advantage of the ARB is that it does not engage in axle (two wheel) heave, or in chassis pitch.
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