Design proposals and arrangements for the 'Japan 3' engine.
| Identifier | ExFiles\Box 5a\1\ 01-page056 | |
| Date | 21th January 1931 | |
| X5770. c. BY. {R.W. Bailey - Chief Engineer} HS. {Lord Ernest Hives - Chair} FROM R. {Sir Henry Royce} HS. {Lord Ernest Hives - Chair} RIC. (At Le Canadel(Henry Royce's French residence).) C. to BG. WOR. {Arthur Wormald - General Works Manager} DA. {Bernard Day - Chassis Design} JAPAN(Experimental Engine) 3. ENGINE. R {Sir Henry Royce} /M21.1.31. I am quite satisfied with the arrangement shown on E's sketch comprising 3 gears at rear between the double bearings dynamo drive in eccentric housing with pump at front end of this drive, and having ignition tower and oil pump on carburettor side driven by cross-shaft from front end of crankshaft. Also the cross section as already arranged before I left HS. {Lord Ernest Hives - Chair} , but bored to 3.4 dia - i.e. 5" stroke. The treatment of the front end - i.e. crankshaft, slipper flywheel, its casing, and the fan pulley, is now much easier. I propose that the slipper flywheel casing has a nose suitable for passing through a monocle plate, and this plate is at eye on this casing but taken down with the engine, and I am expecting that it can be made to act on the torsion reaction suspenders and so avoid these extra bolt fittings. It will naturally be right enough and will require anti-seizing bushing and facings. I expect that the fan pulley will be on the slipper flywheel. The slipper flywheel will be as simple as possible but should have double bearings so that it cannot whirl without the crank part - (i.e. cannot flap.) The coring and shape of the box flange on the lower part of the crankchamber will now be fairly simple and it is hoped that the oil passage and relief valves can be on the oil pump side - i.e. not have to cross over as shown in one of the recent blueprints. The construction around the rear end (see sketch of suggestions) I am expecting may give some trouble before we get the best possible. One imagines a swelling upon which is pressed the gear ring - perhaps slow taper and small collar, and perhaps some biting in bolts or soft heads to make positive drive and positively held on. Then it would seem that the end of the shaft not being large enough for a flange must have a fairly large dia. cone, for flange hub fitting on cone which need never be taken off. I had thought that half time pinion and pumps could be all in one but it makes the rear bearing very large in dia., and special if the cone fit is to be of sufficiently large dia. At the moment I am waiting with interest E's proposals for this part which we have often discussed but never quite under present conditions. R. {Sir Henry Royce} | ||
From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).