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 memo detailing an experiment to measure Phantom engine cylinder wall temperatures using nickel-iron thermocouples.
| Identifier | ExFiles\Box 65\4\ scan0350 | |
| Date | 1st October 1926 | |
| To R.{Sir Henry Royce} from Hs{Lord Ernest Hives - Chair}/ACL. c. to BJ. 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} c. to OY. X8050 Hs{Lord Ernest Hives - Chair}/ACL1/LG5.10.26. PHANTOM CYLINDER WALL TEMPERATURE. X1643 During some experiments in connection with over-oiling we took a record of the temperature at various parts of the cylinder wall and skirt. The temperatures were on the outside wall - not the bore side. The readings were made by means of nickel-iron thermo couples - the ends being brazed together and soldered to the cylinder to ensure good thermal contact. The nickel wire only was insulated and when used in the upper part of the bore was encased in a rubber tube led through the water space. For this type of work we prefer to use a return iron wire to the cold junction instead of employing the engine itself because unless the wire is of the same composition as the part of the engine with which it is connected, we are liable to obtain errors in the readings, also by means of a direct return the complete couple can be, and was, calibrated in heated oil - the calibration allowing XXX for XX whatever resistance the wire had and which would not be XXXXXX known when using the engine as 'earth'. The cold junction was provided by means of cold water flask and a special Weston Galvanometer was employed. The following sketch shews the apparatus we used :- contd :- | ||