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).
Plans for research into valve gear and valve springs for various engines, beginning with the Phantom III.
| Identifier | ExFiles\Box 96\2\ scan0147 | |
| Date | 1st October 1936 | |
| Hs.{Lord Ernest Hives - Chair} from E.{Mr Elliott - Chief Engineer} c. Sg.{Arthur F. Sidgreaves - MD} Wor.{Arthur Wormald - General Works Manager} By.{R.W. Bailey - Chief Engineer} E/Psn. x352 L.E.Smith Seale E.7/HP.1.10.36. re Valve Gear and Valve Spring Research. In connection with the research work we are projecting on valve gear and springs, we have given this matter a certain amount of thought, and it appears to us that it is necessary in all cases to do the work on an actual engine, so that the whole of the characteristics of the mechanism and its supporting structure are brought under examination, and allowed to contribute to the general effect, as in normal operation. This, therefore, precludes the construction of any form of rig, but it calls for a universal means of observing the actual valve lift movement relative to the cam form. For this purpose we propose to use the Wilcox Rich mechanism, and we are scheming adaptations of this to the various engines we wish to examine, beginning with Phantom III. The necessary detail drawings for constructing a Wilcox Rich indicator will also be issued, and a scheme has been prepared for packing up the valve gear on a Phantom III engine to allow of the use of modified valve springs. To enable the observations to be made under suitable conditions we are arranging that the indicator mechanism can be mounted on the outside of the valve rocker cover and connected to the valve through a suitable aperture. The same method of attachment will also be arranged for aero engines. In connection with this same development, we are issuing a modified cam form for the Phantom III which has reduced positive accelerations with very little loss of opening area, and at the same time this form can be ground on a small base circle diameter without restriction on the grinding wheel diameter. The lower maximum forces involved in this move should be beneficial alike to valve spring and tappets. For the purpose of this research it is not necessary in our opinion to have the engine on a bed, but the camshaft could be driven by a small variable speed A.C. motor being | ||