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).
Analysis of damper wheel mechanics, friction, and lubrication, including design notes and a component sketch.
| Identifier | ExFiles\Box 178\3\ img168 | |
| Date | 29th December 1932 | |
| (4) clearance perhaps does not exist in centrifugal loading, any way, when we used this dry we did not seem able to make a bad slipper wheel, i.e. in the old days we could tighten up really tightly. Ignore for a moment the defect of this material swelling with moisture, and test if this surface dry, and lubricated gives any advantage. Finally we ought to redesign the oil damper wheel increasing the weight & inertia all we possibly can. There can be no doubt that the greater the momentum of the wheel, the easier it is to adjust it & the greater the range of adjustment & the more effective it can be made. R.{Sir Henry Royce} I hope to put in some clutches but our own what we call tin-inertia from C31 seems the best, which made 2 Tins & 2. plates bolted together just like disc K? one broken surfaces removed by me. Two corrugated disc gives the friction required. [Diagram] Annotations around diagram: - embed in through window - bolts - bolts permanently rigid - grease retaining - fall bearings &c. - dry friction found superior - simple new departure The centrifugal loading with ordinary friction leads to complication we might find centrifugal load unnecessary with heavier-wheel, & dry friction. I do not remember exact. if we prefer inboard free damper wheel or if we like packf. inertia damper by our internal grip in C31. | ||