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 and simplifications for the Japan Engine, focusing on crankshafts, bearings, and mounting.
Identifier | ExFiles\Box 137\4\ scan0178 | |
Date | 21th January 1931 | |
E.{Mr Elliott - Chief Engineer} HS.{Lord Ernest Hives - Chair} } FROM R.{Sir Henry Royce} BY.{R.W. Bailey - Chief Engineer} } (At Le CanadelHenry Royce's French residence.) X634 R1/M21.1.31. C. to SG.{Arthur F. Sidgreaves - MD} MOR. HY.{Tom Haldenby - Plant Engineer} JAPAN ENGINE. X.5250. C. to RG.{Mr Rowledge} RHC.{R. H. Coverley - Production Engineer} X.634. X.5770. X.5010. If it is necessary for the sake of flywheel vibrations to have double bearings at rear then we would put half time there also, but not otherwise. If the half times are at rear then it seems we must for simplicity and lightness cut the half time pinion on the solid crankshaft, and to ensure silence this could be extra fine pitch, extra wide, and a quick angle of spiral. It would be necessary to consult works, preferably RHC.{R. H. Coverley - Production Engineer} if he thinks this practical. In this case the damper is only a slipper wheel and might be nearer Mr. Hives 10d. In these days of much stiffer crankshafts is it possible that even when the half time is at the front end it can be fixed on the crankshaft and so avoid spring drive. This could be tested at Derby. I am sure no one else makes such an elaborate job as we do; less theorising and more research work is necessary. Since we are deleting the magnetos in future it would seem that half time could be 3 instead of 5 wheels - i.e. crankshaft, camshaft, and dynamo. Front end of dynamo would be water pump, then ignition tower on cam side, lower end oil pump, then dynamo. This would be a real move towards simplicity and perhaps less noise. Anyway we could make a better (wider) job of what we had to do. Engine torque arms are quite a disappointment. I imagined milled flats on side of crankchamber or flywheel casing for castings (or aluminium arms cast on) to take diabolo etc. Are we sure that steel plates are any real advantage. If they are proved to be can they be links in some simple form long enough to be flexible. I do not quite see how 4 points in plan will fit without frame bracket sliding along frame to find its right place. If we could do with diabolo rubbers only at side we could make a simple job which would not need to be very strong. I telegraphed Wednesday morning that we must find greater simplicity for the designs going through so as to help production, and gave some suggestions. (Confirmation attached.) Somewhere I have a sketch of a large cross tube just behind bottom tank of radiator with suitable fittings to carry engine and radiator. This should help general stiffness of front end, and we must have only one go at both radiator and engine, or we get too many pieces. (See rough sketch.) R.{Sir Henry Royce} | ||