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).
Explanatory sheet for the Armstrong SUPER Hydraulic Shock Absorber, detailing its construction and working principles.
| Identifier | ExFiles\Box 152\1\ scan0286 | |
| Date | 12th April 1933 guessed | |
| The Armstrong SUPER Hydraulic Shock Absorber CAM VALVE (SELF-REGULATING) SCREW TAPER VALVE The Armstrong New SUPER Double-Acting Self-Regulating Hydraulic Shock Absorber is of the Vertical Cylinder Type — All working parts are submerged in oil. CONSTRUCTION. THE body A is a Zinc Alloy Die Casting and bolts directly on to the frame of the car, the two cylinders B and C being connected by passages E and F.{Mr Friese} The double crank G and arm H are a force fit on serrated portions of spindle I, which rotates in the body on generous double bearings. Connecting rods J connect the crank G to pistons K to which non-return recuperating valves N are fitted. The arm H is connected to the axle of the car by link L. HOW IT WORKS. AS the axle moves to and from the car frame, so the pistons move in and out of their respective cylinders pumping oil from one to the other. The interior of the body is filled with oil to within 1/4" from top of Cover, any shortage of oil beneath the pistons is instantly made good through recuperating Valves N. The flow of oil, however, is governed by the valve gear placed in the passage M as follows :— CAM VALVE (Self Regulating) As the car axle moves to and from the car frame the oil is pumped from Compression Cylinders C to B, and has to pass between the taper ended Valve P and Screw Q, which is adjustable to offer any desired resistance to the action of the axle. As will be seen from the drawing the upper end of the Valve P is held in contact with the cam on Spindle I, which means that on fairly good roads the Valve P is in its lightest setting and the shock absorber gives a normal resistance—just enough—yet not too much to produce harshness, but when bad roads are encountered the Spindle I oscillates and the contour of the cam depresses the tapered end of Valve P further into the central port of Screw Q and thereby increases the resistance of the shock absorber. The automatic, variable resistance obtained from the cam movement makes this shock absorber entirely self-regulating, the resistance automatically increasing as required thus enabling the car to pass over bad roads with comfort equal to good roads. SCREW TAPER VALVE. As the axle moves towards the frame the oil is pumped from the Cylinder B to Cylinder C, but as it has to pass the spring loaded Valve R a resistance governed by the tension on the spring is offered to the movement of the axle. On the return or rebound stroke the oil is pumped from Cylinder C to Cylinder B, and as the valve only opens in one direction the oil must now find its way to Cylinder B past the taper Screw S, which is adjustable to offer any desired resistance to the rebound of the car spring. When specified the Compression and Rebound resistances of either valve can be varied as desired. THIS SHOCK ABSORBER IS COVERED BY MANY PATENTS AND REGD. DESIGNS BOTH BRITISH AND FOREIGN | ||