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).
Technical discussion on the green lamp charge indicator scheme and related ignition switching.
| Identifier | ExFiles\Box 60\3\ Scan034 | |
| Date | 8th March 1928 | |
| EFC. {E. Fowler Clarke - Electrical Engineer} HS. {Lord Ernest Hives - Chair} FROM R. {Sir Henry Royce} DA. {Bernard Day - Chassis Design} E. {Mr Elliott - Chief Engineer} (At Le CanadelHenry Royce's French residence.) c. to BJ. WOR. {Arthur Wormald - General Works Manager} PN. {Mr Northey} X4040 REC'D. {John DeLooze - Company Secretary} & DESPATCHED FROM WW. 8.3.28. R10/M5.3.28. 20HP. & 40/50 CHARGE INDICATOR. re. EFC. {E. Fowler Clarke - Electrical Engineer} 2/3/28. X4040 Regarding the green lamp scheme I should not use the extra wire to the dynamo for the extra protection. ✓ When charge is turned off because of full battery it is better that it stays off until the next time of starting the engine, except night running. The ignition and charge control switch should be one. On the first contact might be B. & M. {Mr Moon / Mr Moore} ignition, and dynamo positive (and negative) brush, but not exciting contact. The next position B. & M. {Mr Moon / Mr Moore} and complete charging contacts. The third point cuts out battery ignition. Magneto cut out by separate switch to test if battery ignition OK. Is this OK. and possible, and best for the purpose? Magnet should be connected so that green lamp goes out directly charge is cut out. I do not think it would be good and wise to have separate switch for green lamp circuit or charge. I agree to modifying the switches so that excitation is broken first. The temperature difficulty is a real one. In the old electro magnetic voltmeters we reduced it to a small amount by series manganim, about 4 ohms manganim to 1 copper. It would be good if one could bring the armature nearer as the coil got hotter. R. {Sir Henry Royce} | ||