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 considerations and improvements for torque reaction dampers.
| Identifier | ExFiles\Box 104\1\ scan0140 | |
| Date | 16th November 1932 | |
| X5005 E.{Mr Elliott - Chief Engineer} } FROM R.{Sir Henry Royce} HS.{Lord Ernest Hives - Chair} } BY.{R.W. Bailey - Chief Engineer} } R2/M16.11.32. C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} RG.{Mr Rowledge} TORQUE REACTION DAMPERS. X5005 X2553 These seem of little use unless they can be really tightened up to give quite a substantial amount of friction - i.e. they are not worth fitting otherwise. Secondly, the range of adjustment should not be narrow. Thirdly, material and design should be such as to work without needing oil, because they will never receive attention - (canvas duck washers are too much like rag.) My feeling is that they should not be involved in the rubber of position for obvious reasons. The rubber of position asks, I believe, to be soft and flexible, or near the centre. I imagine it could carry a part or the whole of the weight of the engine, relieving the central pivot of a part or the whole of its load. In form I do not like circular or conical bushes (Riley type) especially for this purpose, for many reasons, such as (1) its duty is vertical only, (2) roud bushes get maximum load locally. Therefore the rubber should be flat, and evenly loaded like the blocks between the road springs and the frame, or our diabolos. We have taken some trouble to get the gearbox supported with main load on a flat surface (Bensport). Try to avoid special screw threads, small screws, in special lock plates, etc, because they all want finding/Such small numbers that the work will not stand the cost. The spring looks too large in diameter for the duty. R.{Sir Henry Royce} | ||