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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).
Points related to the function of hydraulic shock dampers.

Identifier  ExFiles\Box 55\4\  Scan232
Date  16th July 1928
  
To DA.{Bernard Day - Chassis Design} from Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}

X235

Hs{Lord Ernest Hives - Chair}/Rm{William Robotham - Chief Engineer}1/LG16.7.28.

HYDRAULIC SHOCK DAMPERS.

With reference to DA{Bernard Day - Chassis Design}1/M13.7.28. We agree that there are features that we have not so far explained but we do not think that the indicator is at fault.
Points 1. and 2. in your memo. we had already considered and we still do not see quite why the results are as obtained.
Point 3. however seems to us to be quite clear.

During the whole low pressure stroke oil is being forced out of the air vent under the pressure equivalent to that in the low pressure end and thus when the low pressure valve closes there is no excess oil to cause a hump.

In figs. Vll and Vlll where the vent is blocked up and the damper is operated slowly, the leakage is confined to the oil that gets past the piston and is therefore the same for both strokes, hence a hump appears on the low pressure as well as the high pressure side.

We are doing some confirmatory tests to try and clear up the other points.

Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer}
  
  


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