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).
Permanent design for a rear axle damper with autolock control for the Spectre model.
| Identifier | ExFiles\Box 92\5\ scan0017 | |
| Date | 26th June 1935 | |
| Rm{William Robotham - Chief Engineer} X302 To DY.{F R Danby} from HDY.{William Hardy} SECRET. HDY.{William Hardy}1/HP.26.6.35. c. Wor.{Arthur Wormald - General Works Manager} E.{Mr Elliott - Chief Engineer} Hs.{Lord Ernest Hives - Chair} Ds. HNS. Hs{Lord Ernest Hives - Chair}/Les.{Ivan A. Leslie} Rear Axle Damper - SpectreCodename for Phantom III. N.Sch.4525 herewith gives the permanent design for this damper with autolock control which is now additional to the existing control by governor and hand lever. The curves we give to show the damping under various conditions are based on the same oil pressure characteristics from the governor unit as are given now. It will be seen that the maximum damping is 500 lbs divided between the three means of control as follows:- governor 140, hand control 210 and autolock 150. This is approximately as arranged with Hs{Lord Ernest Hives - Chair}/Les.{Ivan A. Leslie} We are as yet not sure how much autolock damping will be needed to deal with a hump back bridge and we feel that the 150 lbs may not be enough. With the scheme we show we cannot increase the autolock damping without increasing the maximum, unless we deprive the governor or hand control of some of their share. In this respect the bellows scheme in the form we show, does not give the flexibility which is given by a scheme such as our modified autolock control (Hdy.{William Hardy}1/HP.15.4.35) in which the maximum damping is limited independently of the sum of the damping of the individual controls. However, we have not yet seen a way of securing this with a bellows without other drawbacks. If we find we must have considerably more autolock damping some other scheme must be found unless we are prepared to accept a much higher maximum load. There is some doubt whether the autolock rod will be satisfactory when working directly in the aluminium casing. We think that it should be tried as shown as there will be no difficulty in making better provision for wear if this is necessary. CONTINUED:- | ||