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).
Modifications to the Phantom III gearbox concerning the taper mounting for the constant mesh pinion.
| Identifier | ExFiles\Box 94\1\ scan0233 | |
| Date | 12th November 1935 | |
| 4328 PY. c. E.{Mr Elliott - Chief Engineer} Hs.{Lord Ernest Hives - Chair} Da.{Bernard Day - Chassis Design} RHC.{R. H. Coverley - Production Engineer} EHDY.2/HP.12.11.35. Gearbox - Phantom 3. Taper Mounting for the Constant Mesh Pinion. We send herewith N. Sch.4690 which shews the above means of reducing the slack in the transmission. The gearbox casing is extended and a new front cover is required. The flange for the clutch coupling shaft is in the same position as it was originally, i.e. when the constant mesh pinion was carried by roller bearings, and consequently the coupling shaft is also of the same length as before. The front bearing is now carried directly in the casing. There is, therefore, a lip in the casing to locate the bearing. The pinion can be removed by a split extractor which drops behind the teeth. The three holes in the cone are for a three pinned drift to remove the bearing. The outside diameter of the rear bearing is increased to 3.875 to give more metal in the races. We show a clearance between the pinion and the bearing of between .010 and .030 as there seems to be no necessity for close location of this bearing, and it is important to avoid any risk of too little clearance. In the case of the front coupling the total clearance of the location must be within .001 and .004, for which purpose washers of various thicknesses must be provided. The nut securing the pinion must be well tightened. We suggest a torque of 2000 inch/lbs. This scheme modifies the holes in the front end of the 3rd motion shaft shown by N.Sch.4685. A single start thread is used for the front end oil retainer. HDY.{William Hardy} | ||