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).
Proper construction and installation of a battery, its terminals, and associated wiring.
| Identifier | WestWitteringFiles\C\June1919\ Scan23 | |
| Date | 4th June 1919 | |
| To EFC. & DA.{Bernard Day - Chassis Design} from R.{Sir Henry Royce} -2- R2/G4/6/19 Contd. separate, and sliding into a wooden case with partitions to separate each individual cell, so that it can be tested, corrected and repaired individually. Whether the individual cells are burnt together or whether they are connected together with lead covered terminals, remains to be proved. One thinks it would be better to burn them together, not soft solder, but burn them in a little mould with lead, and possibly a blow pipe, and if anything is wrong with the individual cells requiring attention, a thin saw could soon be put through the connection. The final terminals of the battery (group of cells) would have burned or soldered to them a cable, well insulated with vulcanised rubber etc. but not armoured, as this cable will have to be acid proof. The terminal, when soldered, will have to be thoroughly well varnished with anti-sulphuric black varnish, and it will have to be long enough to reach the terminal board attached to the frame of the chassis. This equipment will not, of course, be the least expensive, but will be the soundest we can suggest, and it is absolutely necessary to make the whole electrical equipment of such a design and quality as to be thoroughly reliable. It will always be more unreliable than the equivalent of ordinary mechanical parts. It can, unfortunately, be done very cheaply and very badly, like all electrical work, and will last a short time, and perform its duties as well as the more expensive equipment. It will be understood that the guarantee usually extended to the whole of the chassis, cannot be applied to the (Contd.) | ||