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).
Notes from a visit to Derby discussing R.A.C.S Brakes, gearbox modifications, and a separate unit servo.
Identifier | ExFiles\Box 73\2\ scan0232 | |
Date | 6th February 1924 | |
V9940 To CJ. & H.{Arthur M. Hanbury - Head Complaints} c. Wor.{Arthur Wormald - General Works Manager} c. Mr. c. Da.{Bernard Day - Chassis Design} c. Hs.{Lord Ernest Hives - Chair} Rgl/WG.{Mr Gill - Financial Director} R.{Sir Henry Royce} 24 VISIT OF E.{Mr Elliott - Chief Engineer} & DA.{Bernard Day - Chassis Design} TO DERBY, 6.2.24. The following notes were dictated during the meeting of the Design Committee at Derby mainly to discuss R.A.C.S Brakes. Mr. Bailey was also present. In order that the Works could get in touch with the modifications necessary for the new type servo fitted to the gear box, it was thought advisable for Mr. Day and Mr. Elliott to visit Derby. The whole situation has been thoroughly discussed with Wor.{Arthur Wormald - General Works Manager} and all concerned, and it has been agreed by all that the new schemes look very promising, and will make a job that will uphold the reputation of the Company very much better than anything else that has so far been suggested. The boring jigs etc. have been examined to make sure that the modified gear box casting can be bored on the same jigs as the present production, to ensure that the gears when fitted in the new cases will run with the same degree of silence, and it is found to be quite practicable to keep to the existing jigs. The Committee are of the opinion that the scheme with the bearing for the end of the worm shaft carried in a bridge across the box is better than the long shaft spanning the box. If we adopt the scheme with the bracket across the box, we propose that the bracket should be made in aluminium bronze, which is equal to mild steel in strength, and will lessen expansion difficulties. We also favour the scheme marked "B", for the worm shaft. This gives the shortest shaft, and the bearings for the second reduction gear are both carried in the same web. It also does away with the necessity of creating a third web to carry these bearings. We think the second reduction gears should be parallel tooth ground. With regard to the separate unit servo, this is just completed and fitted in a chassis. We think it is advisable to keep this running and to get it right, as it will give us a considerable amount of advance information that should be of use to reduce the experimental time needed on the new scheme. (Contd.) | ||