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Anti-roll bar
An anti-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.〔Mario Theriault, ''Great Maritime Inventions 1833-1950'', Goose Lane Editions, 2001, p. 69〕
Anti-roll bars were unusual on pre-war cars due to the generally much stiffer suspension and acceptance of body roll. From the 1950s, production cars were more commonly fitted with anti-roll bars, especially those with softer coil spring suspension.
==Purpose and operation==
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.
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. A negative side-effect of connecting pairs of wheels is that a jarring or bump to one wheel tends to also jar the opposite wheel, causing a larger impact applied across the whole width of the vehicle. A vehicle that runs over several potholes scattered in the road tends to rock side-to-side, or waddle, due to the action of the bar at each pair of wheels. Other suspension techniques can delay or dampen this effect of the connecting bar, as when hitting small holes that momentarily jolt a single wheel, whereas larger holes or longer tilting then tugs the bar with the opposite wheel.
抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』
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