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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).
Engine vibration, damper effectiveness, and a proposal to test a new elastically driven damper design.

Identifier  ExFiles\Box 25\3\  Scan199
Date  18th December 1926 guessed
  
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Conclusions drawn from your investigation indicate that an elastically driven flywheel - which in effect this instrument appears to be - would result in dividing the main vibration into two others - one which would come within the speed range of the engine. The point in which we are particularly interested is to know if they experience this lower speed vibration to any appreciable extent and if it is manifest indirectly by such things as timing gear noises or feel, conditions which have to be avoided on a high grade touring car.

We were told that damping was not necessary and they had obtained the best results by taking every precaution to remove friction from the 'Balancer'.

Mr. Kennington has written the Research Section of the Corporation asking Mr. Summers, who produced this apparatus, to reply in detail to the above question, and others which we have put before them.

We were wondering if you would care to let Mr. Summers have a copy of your report No. E.3039 as this may be a means of obtaining some interesting practical information on this particular form of damper which they employ.

The conventional friction type of damper which we employ gives us very good results and is particularly effective in eliminating the effects of the lower harmonics of the engine torque, although it does not appreciably reduce the vibration at the resonant speed which fortunately is outside our normal speed range.

We have been unable to devote much time lately to investigation on our own engines with regard to vibrations but are arranging to carry out some more tests in the near future.

We are particularly anxious to try out the elastically driven damper suggested by you in your letter of Oct. 28th. We have roughly drafted out a simple scheme for fitting this, for test purposes, to our 20 HP. engine as shewn on the appended blueprint and should be very pleased to have your criticism on this proposed layout.

You will note we intend the flexible shaft to be connected with the damper and crankshaft by means of splined dogs as, for convenience, the damper is to be carried on a mounting separate from the engine. For the

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