Rolls-Royce Archives
         « Prev  Box Series  Next »        

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).
Description of the operation, specifications, and testing of an automatic oil rectifier system.

Identifier  ExFiles\Box 40\3\  Scan027
Date  18th September 1925 guessed
  
Upon starting the motor the tube absorbs heat from the exhaust gases and the oil and the thermostat therein contained are quickly heated. Oil does not flow through the rectifier until the oil contained in same assumes a working temperature, whereupon the thermostat has expanded sufficiently to open a valve (3) the opening of which allows the passage of comparatively cool crank case oil tapped from the pressure side of the oil line and connected by means of a copper tube to the valve chamber at (4). A check valve (5) prevents the return of oil to the crank case. The introduction of the cooler oil results in a reduction of temperature in the tube and causes the thermostat to contract, whereupon the valve is closed by a spring (6). By a proper proportion and design of parts, a nearly constant temperature is maintained. The amount of oil passing through the rectifier is in proportion to the temperature of the exhaust gases. The oil passing upwards through the tube flows through a vapourising head (7) and returns by an overflow pipe (8) to the crank case. The vapourising head has an outlet (9) for the gasoline and water vapour, which diluents in vapour form can be thrown out as a waste or can be connected to the air intake of the carburetter and thus passed through the motor and consumed. The return pipe to the crank case is of a sufficiently large diameter so that with a relatively small proportion of its area used for the flow of oil it will allow the passage of air through same and thus the return pipe acts as a vapourising chamber. The return is connected to the crank case above the oil level, thus allowing air and crank case vapour to pass up through the pipe and vapourising head, which in its passage absorbs gasoline and water vapour thrown off from the relatively thin film or stream of oil passing through the rectifier. A working temperature of 270° F.{Mr Friese} to 300° F.{Mr Friese} is maintained. The thermostat has an adjustment (10) for temperature setting. By the nearly constant passage of a small flow of oil through the rectifier the diluents are distilled and driven off as they accumulate. A point in the exhaust can be determined which will furnish sufficient heat to maintain distillation at the best point. The principle of by-passing oil through a rectifier makes the system independent of the functioning of the motor lubricating system and thus the only change in design required is that a provision be made in the exhaust manifold for the insertion of the rectifier. The rectifier is automatic.

For experimental purposes a standard manifold may be altered to provide room in the exhaust manifold for the rectifier, by means of the oxy-acetylene weld. The rectifier may be tested on a bench and on a running car.

The rectifier measures 12 inches in length and weighs 30 ozs. The price will be such that the rectifier can be fitted to any type of car.

Before putting the rectifier on the market, motor manufacturers are invited to thoroughly test it for themselves. The manufacturers will be pleased to supply sample rectifiers for this purpose.
  
  


Copyright Sustain 2025, All Rights Reserved.    whatever is rightly done, however humble, is noble
An unhandled error has occurred. Reload 🗙