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).
Modifications to the central lubrication system for front shock dampers.
| Identifier | ExFiles\Box 16\4\ Scan148 | |
| Date | 12th May 1930 | |
| X7520 R.{Sir Henry Royce} from Da.{Bernard Day - Chassis Design} c. Sg.{Arthur F. Sidgreaves - MD} By.{R.W. Bailey - Chief Engineer} c. Hs.{Lord Ernest Hives - Chair} Da{Bernard Day - Chassis Design}2/M12.5.30. FRONT SHOCK DAMPERS. CENTRAL LUBRICATION. X.7772 X.3806 X.7520. The reason for the pipe connection to the lever on the shock damper not coming out of the end of the shaft is that in that position it reduces the lock. In the original front axle control damper a plain taper and woodruff were used on the outer lever. The introduction of the tapered serrations brought about difficulty in bringing the oil out of the shaft, and a way of leading through the lever boss without having to pass the serrations seemed to be required. The original axle control damper is shewn on N. scheme 2564. This is said to have worked well on the first 10,000 mile car, and on the American Phantom I. The arrangement could not be used intact on Phantom II because the way in which the bearings are assembled prevented the lubricating boss being solid with the shaft. We have sent instructions to Derby to bring the pipe connection out of the shaft end (N.scheme 3098 print herewith) to deal with present production, but we suggest that the only arrangement (until we can come off the axle) which appears to fulfill all the requirements - viz. no loss of oil down lubrication system, no possibility of admixture of oils, no reduction of lock due to pipe connection - is a pipe coil connecting the lever pipe directly to the lubrication system without passing through the shock damper at all. We have made N.scheme 3097 (print herewith) to shew the proposal. We have shewn a new lever forging, but believe we could adapt to the existing lever if it were a great temporary advantage to do so As soon as the arrangement including the axles in the system is standardised we can lead off the axles, and send herewith print of N.scheme 3085 shewing the proposal for the front damper. A coil again seems to be necessary, but here it goes through a comparatively small angle, and can be small, and of few coils. As shewn the coil is not in the pressure line, and its fracture does not upset the whole system, so that no warning is given. By putting the drip | ||