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).
Fitting and advantages of a 1.G.1. type spring drive and damper on a G.11 engine.
Identifier | ExFiles\Box 6\1\ 01-page061 | |
Date | 1st July 1927 | |
To R.{Sir Henry Royce} from Hs{Lord Ernest Hives - Chair}/Teh. c. to RJ. Wor.{Arthur Wormald - General Works Manager} c. to RG.{Mr Rowledge} E.{Mr Elliott - Chief Engineer} c. to DA.{Bernard Day - Chassis Design} BY.{R.W. Bailey - Chief Engineer} X5020. Hs{Lord Ernest Hives - Chair}/Teh1/LGS. 7. 27. X4222 X6324 1.G.1. TYPE SPRING DRIVE ON G.11. With a view to ascertaining the true value of 1.G.1. type damper we have made and fitted a damper of this type to G.11. The principal advantage of the G.1. type of drive over the standard is that there is practically no unsprung weight on the nose of the crankshaft. It was not possible to abolish entirely the unsprung weight from the nose of the Goshawk crankshaft but we have reduced this to the minimum obtainable with a std. crankshaft. The new drive is as far as possible a copy of G.1. in that the torque to drive the auxiliaries is transmitted by springs and damping plates in parallel. The driving pinion is in one with the flywheel of the damper and therefore rotates with very uniform velocity. Being unwilling experimentally to spline the end of the crankshaft for the driving plates, we fitted an adaptor to the shaft taper. This explains why the unsprung inertia is not negligible as in 1-G-1. Particulars are shewn as follows for comparison :- contd :- | ||