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).
Technical memo discussing the design and performance of a damper control apparatus.
| Identifier | ExFiles\Box 151\2\ scan0388 | |
| Date | 21th February 1939 | |
| 1292. To Da {Bernard Day - Chassis Design} /Hdy. {William Hardy} c. to By. {R.W. Bailey - Chief Engineer} c. to Da. {Bernard Day - Chassis Design} RM {William Robotham - Chief Engineer} /AFM. {Anthony F. Martindale} 16/JH.21.2.39. DAMPER CONTROL. In reply to Da {Bernard Day - Chassis Design} /Hdy. {William Hardy} 4/G.17.2.39. We have reproduced exactly the apparatus shown in Hs {Lord Ernest Hives - Chair} /Am.1/TD.30.3.28. as this was shown dimensioned on the graph Hdy. {William Hardy} was interested in. Under our modern conditions the apparatus was not so satisfactory. With constant flow the pressure fell from 20 lbs/sq.in at 16°C. to 4 lbs/sq.in. at 40°C. using Castrol XL. You will doubtless agree that at a higher rate of discharge the pressure drop across the special restriction passage would be greater, and that the orifice effect would be more marked. Therefore this is not a possible alteration. What is necessary is a passage way with less orifice effect but much more knetic restriction. As the holes we were using were .216 dia. and these had considerable orifice effect some contraption about the size of an air silencer would be necessary. Constant viscosity oil would overcome the trouble, but then any-thing more than a variable orifice would be unnecessary. (See our report). We are inclined to disagree with your paragraph (1) in which you imply that a bimetal strip is more complicated than a large labyrinth passage. Lastly we reiterate that any such device is unnecessary on B.V. RM {William Robotham - Chief Engineer} /AFM. {Anthony F. Martindale} | ||