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).
Intentions and challenges of balancing crankshafts.
| Identifier | ExFiles\Box 14\2\ Scan131 | |
| Date | 17th August 1931 | |
| HS.{Lord Ernest Hives - Chair} FROM R.{Sir Henry Royce} X7010 C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} BY.{R.W. Bailey - Chief Engineer} RA/M17.8.31. BALANCING CRANKSHAFTS. X. 7010 X. 5010 We are wandering from our original intentions. (1) We never expected to completely balance the crank and big end because we all realised it would result in too low a master period. (2) Our first and great object was to reduce by 1/3rd. to 1/2 the bearing loads to compensate for the increased engine revs. now prevalent. (3) Incidentally we should reduce by the same amount the crankchamber stresses and deflections, and must increase the general smoothness to some extent by lowering the forces, which disturb the flywheel and slipper wheel. We all quite realise that the engine would be better if completely balanced, were this possible, but as we know this cannot be done why do we not do what we can? The Chrysler 12 weight 8 unit sch. is the best known for easing the bearings with minimum inertia, but is less convenient than our 8 weight 6 unit sch. which we can do quickly. The 'R' aero engine took advantage of this at once with great satisfaction, yet our car engines are still going to France without balance weights. It is just possible that the balance weights would have some beneficial effect to reduce the trouble with P. 2. low inertia damper wheel. R.{Sir Henry Royce} | ||