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).
Crankshaft rigidity, with reference to the Stutz shaft and design implications for harmonics.
| Identifier | WestWitteringFiles\R\January1928-March1928\ 103 | |
| Date | 8th March 1928 | |
| ORIGINAL FROM R.{Sir Henry Royce} HS.{Lord Ernest Hives - Chair}) (At Le CanadelHenry Royce's French residence.) R7/M5.3.28. REC'D.{John DeLooze - Company Secretary} & DESPATCHED FROM WW. 8.3.28. C. to BJ. BY.{R.W. Bailey - Chief Engineer} RG.{Mr Rowledge} FL. X8010 X4336 X634 CRANKSHAFT RIGIDITY - STUTZ & OTHERS. Mr. Tressilian's work in watching this is excellent The Stutz shaft is surprisingly rigid. No doubt the more rigid we get our shafts, even over and above that needed to keep clear of the master period, the easier it will be to damp out the harmonics. Can we follow the Stutz proportions near with advantage? But I understand it would mean larger pins which would otherwise be a disadvantage. We ourselves have discovered that a continuous shaft is very dependent on keeping up the diameter of the crankpins. We conclude that the shaft must be nearly continuous in rigidity of section to bending. R.{Sir Henry Royce} | ||