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).
Gearbox problems and potential solutions for a more silent and easily changed gear.
| Identifier | ExFiles\Box 15\5\ Scan088 | |
| Date | 3rd June 1929 | |
| X7310 Hs.{Lord Ernest Hives - Chair} OY. EV.{Ivan Evernden - coachwork} DA.{Bernard Day - Chassis Design} Mr. Claremont. } FROM R.{Sir Henry Royce} R4/M3.6.29. c. Lord Wargrave LHS.{Lord Herbert Scott} Sg.{Arthur F. Sidgreaves - MD} Wor.{Arthur Wormald - General Works Manager} Mr. Fuller. PN.{Mr Northey} E.{Mr Elliott - Chief Engineer} THE GEARBOX PROBLEM. X5310 X523 X7310 X4510 For a considerable time, we, and most others, have definitely been striving for the two following objects :- (1) A more silent 3rd. speed (4 speed box.) (2) A more easily and silently changed gear, even by the unskilled driver. There are three hopeful ways of getting (1) :- (a) An epicyclic gear. (b) The internal gear. (c) The helical gear. R.R. are not attempting (b) because they think it is mechanically unsuitable, if not exactly unsound, but they are fitting up a car with (a), and another with (c). No. (2) however is less straight-forward. The easiest scheme is the freewheel sideshaft which was schemed by us 20 yrs. ago: several were fitted and gave satisfaction and at the moment we are fitting a car with this device, but probably it will not be sufficiently silent in changing gear, and will have other faults. We know of no-one else working in this direction. Several people have claimed easy and silent changes such as the scheme used on the Graham-Paige, but although these are schemes by which the gear can be easily engaged, there is no reason why they should engage silently and shockless, and Mr.Olley agrees that if the gear steps are the usual amount the shocks are definitely objectionable. The epicyclic gear in our scheme is used for the 3rd. speed only, and if practical will solve both problems for this gear. We are using the epicyclic gear under conditions much more favourable than ever before, as our clutch and brake is only subject to one quarter and one third respectively of engine torque, and promises well. There are many other schemes for helping the gear change. One of the most important is the Synchro-Mesh, but this seems hardly practical. I should not like to recommend our adopting it. Mr.Olley, who has seen most of the American attempts, looks upon this as a stop-gap. | ||