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).
Difficulties with the starter protection arrangement for the Phantom II production model.
| Identifier | WestWitteringFiles\T\2July1929-December1929\ Scan122 | |
| Date | 1st November 1929 | |
| To R.{Sir Henry Royce} from AFC. c.c. SG.{Arthur F. Sidgreaves - MD} Ry. c.c. E.{Mr Elliott - Chief Engineer} By.{R.W. Bailey - Chief Engineer} c.c. Hs.{Lord Ernest Hives - Chair} C. c.c. Da.{Bernard Day - Chassis Design} Da{Bernard Day - Chassis Design}/EV.{Ivan Evernden - coachwork} APO6/ADS.11.29. X7655 STARTER PROTECTION. YOUR R2/M31.10.29. The suggested arrangement appears to be as in Figure 1. There is, however, a difficulty arising out of the fact that on present Phantom II production we supply the actuating current to the push button switch from the battery side of the ammeter. It was considered more expedient to do this because of the relatively large and intermittent nature of this actuating current. The current is only subject to the main battery or emergency fuse. Actually the total actuating current, if sustained by preventing the main switch from operating, at present just over-reads on the ammeter (i.e. when a test is made of passing this current through an ammeter). In normal operation however, the ammeter does not over-read because the teazer current does not last long enough, and the ammeter virtually only shews the main switch plus the hold-off current. Further, this current is not so large that, added to other currents which may be running when the car is stationary, it is likely to make the ammeter over-read. We have plenty of power on the main switch to such an extent, that once or twice we have considered reverting | ||