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 dampers, including experiments, materials, and design considerations.
| Identifier | ExFiles\Box 138\1\ scan0047 | |
| Date | 18th June 1932 | |
| X634 HS.{Lord Ernest Hives - Chair} FROM R.{Sir Henry Royce} RI/M15.6.32. Sent off 18.6.32. C. to SG.{Arthur F. Sidgreaves - MD} WOR.{Arthur Wormald - General Works Manager} BY.{R.W. Bailey - Chief Engineer} E.{Mr Elliott - Chief Engineer} CRANKSHAFT DAMPERS. I was pleased to hear that putting the half time wheels at the back as in J.3., Peregrine., and Bensport, we have eliminated one of the limitations demanded by the damper friction, namely, half time gear rattles, and made the situation much easier for this reason. Regarding the experiments with dampers, and GRY{Shadwell Grylls}'s note of yesterday, I never expected for a moment that we could deal with the master period, but if our damper was more effective as it can be if it is larger, we may be able to reduce the risk of damage should a driver race the engine up to the speed of the master period, that is, I never expected it to be pleasant enough or safe enough, to use, but just a safety precaution. According to recent reports we have nothing better than our older standard damper as regards design at present made, and I have not seen anything of the multi-plate type that looks good enough to be worth making. As a friction surface either dry or lubricated we might try wood, fibre, presspan, bakelite micarta, but we should only expect good results from a material such as ferodo, halo, or raybestos. When we know what surface we want we can discuss, and try to produce a new design. When we know the best loads we can judge as to whether part of the friction can be created by centrifugal forces so as to increase in some ratio with speed, and thus to be somewhat automatically self adjusting. If we require centrifugal loading as well as spring loading I think the shaft will have to carry 2 plates, and the split flywheel will be fitted between them and pushed apart. The slightly increased load on the end of the crankshaft we may have to bear in face of the great advantage obtained by centrifugal loading. R.{Sir Henry Royce} | ||