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).
Article from Motor Transport magazine detailing a new German anti-skid and stabilising device.
| Identifier | ExFiles\Box 15\6\ Scan150 | |
| Date | 22th December 1930 | |
| MOTOR TRANSPORT DECEMBER 22, 1930 COPYRIGHT-REGISTERED AS A NEWSPAPER No. 1345. Vol. LI. 3D 4728. A New Stabiliser Elimination of Body Tilting and Skidding by Preventing Lateral Transference of Weight A GERMAN company, Schlenderfrei G.m.b.H., 8 Neuhoefferstrasse, Cologne-Deutz, has just introduced an interesting type of stabiliser for motor transport vehicles and private cars of all types which is claimed practically to eliminate the danger of skidding and materially increase riding comfort. The writer was able to witness and take part in demonstration runs which convinced him that an important improvement in the riding qualities of the cars had been effected by the attachment of the new device. Heavy private cars were driven round sharp turns on wet macadam roads at a very fast speed, which no one would normally dare to attempt in similar circumstances without the bodies rolling to the off side of the curve or the wheels evincing a tendency to slip sideways. The device consists of two bars of equal length built up of 4 to 7 steel leaves arranged crosswise with discs of friction material between them. They are pivoted and pressed together in the centre by a bolt of the type employed in friction shock absorbers, permitting the pressure to be easily regulated. The ends of the crossbars are formed so as to slide on two rods, one fitted to the frame above the rear axle, the other to the rear axle itself. The outward sliding movement on the upper rod is made against two coil springs threaded on the ends of the rod. The principle of operation is very simple. When a normal vehicle corners at speed the weight is thrown on the wheels on the off side of the curve, whilst simultaneously the load on the near-side wheel decreases proportionately. The whole car gets out of balance, and is then liable to skid, especially since, owing to the effect of the differential, the near-side rear wheel has an increased tendency to turn in the reverse direction. Apart from this the rolling or lurching of the bodywork, especially on a steeply cambered road, is a sensation most passengers prefer not to experience. Model of the new German anti-skid and stabilising device, showing how it is fitted to a chassis. How it Works The body of a vehicle fitted with the device described is able to move only up and down; that is, it cannot roll or pitch sideways. When the car rounds a corner, the weight also tends to go over to the off side. But immediately it tries to do so, it depresses the end of the crossbar on that side. As the crossbar is, however, pivoted to the second crossbar, it will necessarily also depress that one, which simultaneously pulls down its side of the body; that is, the one having the tendency to rise. Thus the floor of the body is forced always to remain strictly parallel to the rear axle, so that the weight always remains evenly distributed on both rear wheels, which therefore retain their full adhesion. The work of the springs is, moreover, equally shared between them, which means that each spring is only subjected to half the load it would normally be called upon to sustain. The car body just dips at the rear half the distance it would otherwise roll to one side. The coil springs on the upper rod act merely as buffers to the crossbars in the event of the car being thrown up behind and coming down with undue force. Normally they merely support the action of the ordinary springs, in which one or even two leaves may safely be left out. When one wheel pitches into a hole the jerk resulting is halved in the same manner as when the body lurches to one side. Again, the rear of the car merely moves down squarely towards the rear axle, but only to a slight extent owing to the compensating action between the two springs. The new device also acts as a very effective shock absorber, so much so that other shock absorbers on the rear axle may be dispensed with entirely. It should be particularly appreciated on fast long distance coaches. In addition to effectively minimising the danger of skidding and increasing very considerably the riding comfort, it indirectly effects a considerable saving of tyres. The makers assert that these will last about 30 per cent. longer. But even if the saving amounts to only 10 per cent. this would many times over pay for the installation of the device in the first year of operation. E.{Mr Elliott - Chief Engineer} P. A.{Mr Adams} H.{Arthur M. Hanbury - Head Complaints} | ||