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 proposals and challenges for the Japan 3 engine components, including the crankshaft, flywheel, and gear arrangements.
| Identifier | WestWitteringFiles\V\October1930-February1931\ Scan254 | |
| Date | 28th January 1931 | |
| E.{Mr Elliott - Chief Engineer} BY.{R.W. Bailey - Chief Engineer} HS.{Lord Ernest Hives - Chair}) FROM R.{Sir Henry Royce} HY.{Tom Haldenby - Plant Engineer} RHG. ) (At Le CanadelHenry Royce's French residence.) C. to SC. WOR.{Arthur Wormald - General Works Manager} PA.{Mr Paterson} JAPAN 3. ENGINE. R1/M28.1.31. I am quite satisfied with the arrangement shewn on E's sketch comprising 3 gears at rear between the double bearings, dynamo drive in eccentric housing with pump at front end of this drive, and having ignition tower and oil pump on carburetter side driven by cross-shaft from front end of camshaft. Also the cross section as already arranged before I left WW., but bored to 3.4 dia - i.e. 5" stroke. The treatment of the front end - i.e. crankshaft, slipper flywheel, its casing, and the fan pulley, is now much easier. I propose that the slipper flywheel casing has a nose suitable for passing through a monocle plate, and this plate is always on this casing and taken down with the engine, and I am expecting that it can be made to act as the torsion reaction dampers also and so avoid these extra small fittings. It will naturally be rigid enough and will require anti-seizing bushing and facings. I expect that the fan pulley will be on the slipper flywheel. The slipper flywheel will be as simple as possible but should have double bearings so that it cannot whirl without the crankshaft - (i.e. cannot flap.) The coring and shape of the box flanges on the lower part of the crankchamber will now be fairly simple and it is hoped that the oil passage and relief valves can be on the oil pump side - i.e. not have to cross over as shewn in one of the recent blueprints. The construction around the rear end (see sketch of suggestions) I am expecting may give some trouble before we get the best possible. One imagines a swelling on the crankshaft upon which is pressed the gear ring - perhaps slow taper and small collar, and perhaps some biting in bolts or bolt heads to make positive drive and positively held on. Then it would seem that the end of the shaft not being large enough for a flange must have a fairly large dia. cone, (or flange hub fitting on cone which need never be taken off). I had thought that half time pinion and flange could be all in one but it makes the rear bearing very large in dia., and special if the cone fit is to be of sufficiently large dia., At the moment I am waiting with interest E's proposals for this part which we have often discussed but never quite under present conditions. R.{Sir Henry Royce} | ||