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).
Spring geometry, damping friction, and proposed improvements to the steering system.
| Identifier | ExFiles\Box 17\3\ Scan134 | |
| Date | 6th March 1927 | |
| COPY To Hs{Lord Ernest Hives - Chair}/Rm{William Robotham - Chief Engineer} To Ds. BY.{R.W. Bailey - Chief Engineer} from R.{Sir Henry Royce} c. to BJ. Wor{Arthur Wormald - General Works Manager}: E.{Mr Elliott - Chief Engineer} EAC.7 STEERING. It is now considered that the spring geometry must be very accurate, though we found very little benefit when we first made it so on the Phantom etc., probably for other reasons; Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} kindly confirm this. Rgearding damping friction I cannot see that there should be much difference, whether it is in the column shaft or the axle pivots, or their equivalent. There are pros. and cons. each way but I should not expect it would be very manifest if it were still necessary to make the steering self centering. It however my spring return scheme worked out to be good and practical, new possibilities arise as Follows :- More irreversible, larger worm or longer nut, or both. (1st.) The steering gear can be more irreversible: best by larger worm and longer nut as I have instructed should be tried in any case. It can be more irreversible even now and should maintain its oil friction on heavy shunting. All sorts of wobbles reduced by damped pendulum lever. (2nd.) I believe there are possibilities of the damped set-up spring pendulum lever. Still slower steering. (3rd.) Owing to slower steering being a definite advantage in so many ways I feel sure we can go slightly slower at once. (Signed) R.{Sir Henry Royce} | ||