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).
The effects of fitting a flywheel to an 'H' engine, specifically regarding supercharger drive slip and gear noise.
| Identifier | ExFiles\Box 137\4\ scan0063 | |
| Date | 12th November 1929 | |
| R.{Sir Henry Royce} From Hs{Lord Ernest Hives - Chair}/VH. c. to Sg.{Arthur F. Sidgreaves - MD} c. to Wor.{Arthur Wormald - General Works Manager} c. to Rg.{Mr Rowledge} c. to E.{Mr Elliott - Chief Engineer} c. to By.{R.W. Bailey - Chief Engineer} c. to Hs{Lord Ernest Hives - Chair}/Er. 4634 X. 4674 X. 4453 X. 634 Hs{Lord Ernest Hives - Chair}/VH2/BE12.11.29. FLYWHEEL FITTED TO 'H' ENGINE. A flywheel 3 ft. in diameter, weighing 178 lbs. and having a Moment of Inertia of 241 lbs-ft2 has been fitted to H(MS)-3. EFFECT ON SLIP OF S/C. DRIVE. With regard to the effect of supercharger slip no advantage was gained, the blower slipping as before. The only difference noticed was that the periods of slip and non-slip were slightly longer. EFFECT ON GEAR NOISE. Tests were carried out to explore the torque range for gear noise. This was carried out by different settings of the brake at full throttle (i.e. 2200-1600) and the engine throttled down. The most pronounced period was found to be between 850 and 950 r.p.m. and occurred over this range on all settings. By sound, it was shown up by the reduction gear noise, and could be readily felt on the gear housing and throughout the engine. This is the speed at which we should expect the 6-per-rev torsional period, so we conclude that this is the explanation. The engine, otherwise was free from any definite period. Hs{Lord Ernest Hives - Chair}/VH. | ||