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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).
Automatic cylinder bore and chassis lubricator to prevent wear during cold starts, referencing British Patent No. 348420.

Identifier  ExFiles\Box 132\4\  scan0002
Date  8th October 1934 guessed
  
CYLINDER BORE AND CHASSIS LUBRICATOR.

British Patent No.348420.

Research by the I.A.E. has recently established the fact that if a small quantity of oil is injected into the cylinder bores when starting from cold, cylinder bore wear is almost entirely prevented.

The lubricator herein described automatically injects oil into the bores as recommended by the I.A.E. and over six years' experience has proved it to be completely effective.

Referring to the drawing it will be seen that the fitting consists of the body "D" in which works the piston "P", the two extremities of the body being closed by the caps "C". The fitting is screwed in to the engine sump or other oil container and locked by the nut "L" in the end of which is a filter. The long end of the cylinder is connected by an ordinary union to the engine oil pump by means of a T piece at some convenient point such as the oil pressure gauge pipe. The short end is connected by similar union to the cylinder bores induction pipe or carburetter mouth. With the engine at rest the piston is held at the long end of the cylinder by the spring "S" in which position it uncovers the port "H" allowing the short end of the cylinder to be primed by gravity. Upon starting the engine the oil pressure builds up forcing the piston to the other end of the barrel thereby transferring the charge of oil to the cylinder bores. So long as the engine is turning no further passage of oil can take place. When the engine stops the spring returns the piston to the priming position ready for the next start. In practice it is found that 15 to 20 minutes is required for the priming of the lubricator as due to the slow return of the oil past the pump and bearing clearances the return of the piston is delayed. Moreover, the filter also delays the rate of priming. Thus no charge is passed to the bores when a short stop is made, the charge of course being unnecessary with the engine quite hot.

With regard to the maintenance of oil pressure, experiments with varying methods have shown that the single cup washer is absolutely adequate, one model being in use over 80,000 miles still allowing no leakage whatsoever.

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