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).
Alternative designs and proposals for the front shock dampers and central lubrication system.
| Identifier | WestWitteringFiles\U\2January1930-September1930\ Scan115 | |
| Date | 12th May 1930 | |
| R.{Sir Henry Royce} FROM DA.{Bernard Day - Chassis Design} Copy to SS.{S. Smith} Copy to BY.{R.W. Bailey - Chief Engineer} (Strikethrough) Copy to HS.{Lord Ernest Hives - Chair} ORIGINAL FRONT SHOCK DAMPERS. CENTRAL LUBRICATION. DA{Bernard Day - Chassis Design}2/M12.5.30. x777² x3806 x7520. 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. sch. 2564. This is said to have worked well on the first 10,000 mile car, and on the American Phantom 1. The arrangement could not be used intact on Phantom 2. 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. sch. 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 fulfil 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. sch. 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. sch. 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 plug on the other side of the coil, say close up to the top ball end, the coil would be in the pressure system, and its fracture would give warning. But we thought it best as shewn. In the rear dampers the chance of admixture of oil is much less, and also the chance of oil being lost. Part of print of the arrangement enclosed. We are working on schemes for this, and for leading off the axle. But on account of the very large angular movements at the rear it is not so easy as at the front. DA.{Bernard Day - Chassis Design} | ||