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).
Design of hydraulic dampers and front axle control.
| Identifier | WestWitteringFiles\V\October1930-February1931\ Scan307 | |
| Date | 7th February 1931 | |
| DA.{Bernard Day - Chassis Design} HS.{Lord Ernest Hives - Chair} ) FROM R.{Sir Henry Royce} E.{Mr Elliott - Chief Engineer} BY.{R.W. Bailey - Chief Engineer} ) (At Le CanadelHenry Royce's French residence.) C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} C. to HY.{Tom Haldenby - Plant Engineer} RHC.{R. H. Coverley - Production Engineer} OF HYDRAULIC DAMPERS. FRONT AXLE CONTROL. R1/M7.2.31. X235 I have all along fought for shorter levers, but the circumstances of front axle geometry and back axle range of motion have so far defeated me, but I hope something is being done to prove if the geometry of the axle control can be less perfect in practice, and the back axle recoil can be restricted so that we can use the shorter levers of about 10" for each. I think it was HS{Lord Ernest Hives - Chair}/RM.{William Robotham - Chief Engineer} who suggested that we should alter the present dampers, but pressure of other things has prevented my replying that I agree it would be good, and I had schemed a way that we might try, thus - Form the bottom end of the existing lever into a cylindrical end of large dia. by fitting two discs, thus - Hollow steel pin hydraulically pressed very tightly in, each successive hole being slightly smaller, forcing hollow pin to collapse, and leaving it tight in all three fits, then slightly rivetted over. It might however be more economical to make a new lever. The two pistons are made thus - say in hard bronze or cast iron Crossbar. Clearance. Prefer central spring because side springs would rob rods of their length of guide. If each piston is long enough to take care of itself then the bars can be very free in their bores. Sliding on these a good free fit because piston heads may be too short and must depend on these bars so that one piston keeps the other from cross winding. FIXED IN THIS PISTON (1) | ||