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).
Design improvements for the rear brake compensating shaft.
| Identifier | WestWitteringFiles\R\January1928-March1928\ 131 | |
| Date | 16th March 1928 | |
| FROM R.{Sir Henry Royce} (At Le CanadelHenry Royce's French residence.) EA. BY.{R.W. Bailey - Chief Engineer} HS.{Lord Ernest Hives - Chair} R1/M12.3.28. REC'D, & DESPATCHED FROM WW. 16.3.28. ORIGINAL c.c. to BJ. WOB. EAC.10. N. Sch. 2539. REAR BRAKE COMPENSATING SHAFT, ETC. X7360 [X7330 crossed out] I am not altogether pleased with this; it looks complicated and costly, without being wonderfully good. (a) Three bearings on shaft - 2 are very close together, therefore difficult alignment and many pieces. (b) Slotted link mechanically undesirable as detailed. I do not think for a moment it matters if the wire ropes are not parallel with the centreline. Can we not reverse the hand and foot brake so that servo pull near rear rope, and by bringing rear ropes together, say 1" per side at forward end, manage with one bearing. There would be extra overhang of the hand brake shaft perhaps, but calculations would shew this bending to be of very little importance. We generally like operating shafts to go right through. I should prefer servo lever to float torsionally and pick up differential by jaws - better mechanical job. Perhaps the tubes will have to be larger in dia. I shew a way to gain one thickness and make both bevels alike, except for length of boss and also easier to cut teeth. I should like to see a lever on each side of the differential casing, one floating at one end, and one fixed at other. Regret I have no more time for this post. Sketch explains. R | ||