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hi nick and others
this is a good effort and explanation of what load bars do and how much (proportional weight) force is required to redistribute tongue weight... redistributing tongue load takes less bar deflection with short trucks and trailers....right?
you must me in mathematics nick?
it always gets "deep" when words are combined with math forumla...i've always thought graphics with math made for better understanding.
my background is medicine, so i only understand enough math and physics to kill folks...
now for a couple of issues/questions....i agree the trailer can function like a simple seesaw (single fulcrum lever) but the truck? wouldn't we need to know the center of gravity/balance point for the truck? most of the diesel rigs are very front heavy...until we get the beds loaded up....but still seems we'd need to know cog instead of just the overhand?
next the load bars are steel with a stiffness/deflection/elasticity that isn't linear...what i'm trying to say is that as the bars bend the force needed to bend them changes....although your example does focus on lbs of force not inches of flex...but as the bars flex the 'effectiveness' of their force transfer changes...? increasing force from 1000 to 1400 doesn't really move 1/3 more does it?
and wouldn't you really need an inline tensiometer on the chains/worm drives to measure the lbs of force generated in the load bars?
so would i use a spreadsheet to set up my rig....not at this point. i think there are too many variables not accounted for, for the math to be accurate....the cat scales would still seem a better method.
lastly...even if you finesse the math some this still doesn't help those folks trying to understand inland andy's issue of shaking the trailers (and nick isn't trying to explain this)...........
inland andy's concept of light bars on stiff trucks.... is really about trying to decrease transmission of high frequency/low amplitude vibration....i think.
cheers
2air'
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