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).
Page from an automotive journal describing a flexible universal joint, automatic advance coupling, a lubrication system, and a window regulator.
| Identifier | ExFiles\Box 50\3\ Scan038 | |
| Date | 27th January 1921 | |
| January 27, 1921 AUTOMOTIVE INDUSTRIES THE AUTOMOBILE 161 Fig. 2—Chilton flexible universal joint Fig. 3—Splitdorf automatic advance coupling tempered and polished blue spring steel strips. The hubs are flanged for connection to the usual automobile transmission shaft flanges; they are of a special alloy and are cast around the ends of the driving springs in permanent mold machines. The spring ends extend far into the hubs and are notched to insure a perfect bond. It is stated that on tests to destruction the springs will be broken without loosening in the hubs. Three sets of laminae are used in each joint. As the flexible members are cast in the hubs the whole joint is one piece, and it requires no lubrication or attention by the operator. The illustration shows the construction. When two of these universals are used in an automobile drive no slip joint is required. The Splitdorf Electrical Co. has brought out an automatic advance coupling for magnetos. It consists of a centrifugal governor of simple and compact design as shown in Fig. 3. The governor weights are pivoted to the housing and connect by links to a spider on the shaft in such a way that as the weights move outward from the axis of rotation under the action of the centrifugal force and against the pressure of laminated springs secured to their outer sides, the shaft is angularly advanced relative to the housing substantially in proportion to the speed. The Model V is made for truck and tractor engines and can be installed on any Splitdorf magneto without change in the magneto. The minimum advance is obtained at 600 r.p.m., the maximum at 1300 r.p.m. The coupling weighs only 1 lb. 3 oz. Model W is designed for use on passenger car engines. It gives a minimum advance at 400 r.p.m. and a maximum advance at 1800 r.p.m., the weight being 1.5 lb. A transmission and drive lubricating system was exhibited by the Merchant & Evans Co. A gear type pump is located in the rear axle housing, an oil reservoir on the rward side of the dashboard and a sight feed or circulation indicator on the instrument board. The oil from the reservoir passes through the transmission, the hollow propeller shaft and the hollow bevel pinion shaft into the differential housing. While the car is standing there is a tendency for the oil to flow toward the rear by gravity and when it is first started up the oil level in the differential housing is somewhat above normal. As soon as the car is started the pump delivers some of this oil through the circulation indicator to the reservoir, movement of the oil continuing until the level in the differential housing falls below the pump inlet. The indicator therefore will show oil flow only for a short period after starting the car. One of the advantages claimed for the system is that by maintaining a constant oil level in the rear axle housing oil leakage from the axle is prevented. In order to apply it to a car it is necessary that the universal joints as well as other parts lubricated be oil-tight. When first filling the system the oil should preferably be heated, as it will then flow more freely. It is necessary to add about a pint of oil to the supply in the tank every month. A test plug is located in the differential housing at the level at which it is desired to carry the oil, and oil is poured in to the tank until it begins to flow from the test hole. Models of the Dura window regulator were shown by the Dura Mechanical Hardware Co. This window regulator for closed cars is made in three types, the lever type, the crank type and the Clement type. The advantage of the lever type is that it permits the window to be raised and lowered very quickly, with less than half a turn of the lever. The weight of the window is counter-balanced by a spring. The full depth of the door pocket space can be utilized. For a certain class of work the crank type of regulator seems to be required. The lever and fulcrum mechanism is retained, but the lever is operated through a crank, a pair of helical gears and a screw and nut. Fig. 5—Crank type of Dura window regulator DIAGRAM LABELS (Fig. 4): FILLER CAP OIL SIGHT GLASS CONTROLLING OIL TANK MUFFLER OIL PUMP IN REAR AXLE HOUSING OIL TEST PLUG Fig. 4—M. {Mr Moon / Mr Moore} & E. {Mr Elliott - Chief Engineer} transmission and drive lubricating system | ||