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).
Comparative analysis table and discussion on the inertia, torque, and stiffness for different drive systems.
| Identifier | ExFiles\Box 25\3\ Scan265 | |
| Date | 1st July 1927 guessed | |
| contd :- -2- | | 1-G-1. | G.11 & G.111. | New Spring Drive. | |-----------------------------------------------|------------|--------------------------|-------------------| | Inertia of unsprung parts. Slugs ft2. | Negligible.| .00568 | .00121 | | Unsprung wt. lbs. | " | 6.891 | 3.656 | | Inertia of sprung parts. Slugs ft2. | .01590 | .0163 (slipper wheels) | .01925 | | Friction torque - lbs.ft. | 9 | 3.75 | 9 - 12 | | Driving spring stiffness. lbs.ft/radian. | 80 measured.| -- | 80 calculated. | It will be seen that we have reduced the unsprung inertia to one-fifth ( 1 / 4.72 exactly) of the standard inertia. The torsional period on their own springs of 1.G.1 and the experimental inertia elements are about 10 - 11 vibrations per sec. We found on the test bed that a friction torque of about 12 lbs.ft. gave the smoothest running with the flywheel we had chosen. An increase in this torque will necessitate a heavier flywheel which modification, with others, we shall try and shall observe their effect on the master period. We hope in conjunction with the stiffer crankshaft already constructed for some earlier tests, to place the master period at 3700 r.p.m. This may be further improved slightly when the driving plates are fitted directly to the crankshaft. On the road we find that this damper is quite capable of dealing with the harmonics, in fact contd :- | ||