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).
Analysis of noise issues related to gear engagement, disengagement, and damper performance.
| Identifier | WestWitteringFiles\T\2January1929-June1929\ Scan162 | |
| Date | 6th March 1929 guessed | |
| contd :- -2- rarely noted on a second push. A little noise results from a corner jam but can be minimised by reducing [unclear] set of pinion spring. (2) Some small noise results when entering into gear (rotational knock). This seems more than with previous taper armature as if rotational torque were relatively greater. Bottoms of slot, are, of course, not tapered in this instance. (3) Damper is somewhat critically dependent upon dry or oily condition of piston in cylinder. By this we do not mean that longitudinal end thumps are ever present during full range action as in the case without the damper. It is necessary here to observe a respect in which our rig does not give conditions quite representative of those on a car. Normally in the latter case disengagement takes place after a power reversal between wheel and pinion. We have a handle on our brake wheel and can imitate this condition to some extent at the light brake loads, on which we mainly work, by hand turning, i.e. we can get a throw out. Disengagement is mainly observed however by releasing the press button. In these circumstances the damper may in certain other cir-cumstances cause the armature to bounce on coming out of gear. In doing so the pinion may knock or jangle on the wheel causing thump or ringing noise. Whether this occurs depends on the condition of the lubrication of the damper piston. This phenomenon is dependent also upon the fully out of gear clear-ance between the pinion and wheel, a quantity which we can easily vary by altering the set of the pinion against its spring contd :- | ||