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).
Continued memo describing a proposed rig for testing crankshaft stress and torsion using oil pressure.
| Identifier | Morton\M2.1\ img001 | |
| Date | 27th April 1918 guessed | |
| To DA.{Bernard Day - Chassis Design} from E.{Mr Elliott - Chief Engineer} -2- El/G26718 Contd. supported on wooden beams. High pressure was applied to the top of the working piston, and low pressure oil to the under-side. It will be seen that with such an arrangement, the crankshaft would receive a large torque in one angular direction, and a small torque in the reverse direction. This was thought to approximate to the working condition of a crankshaft, except when the engine was on period, when there are reasons for supposing that the stress in the crankshaft is the same in each angular direction. With this point in view, therefore, the proposed rig was modified by the addition of an ordinary working cylinder side by side with the special cylinder already described, which could apply a heavy piston oil pressure in the reverse direction, this piston being anchored by a standard connecting rod to the neigh-bouring crank throw, the crankshaft being already in a suitable position, described in a previous memo. The complete apparatus is shewn in the sketch attached diagrammatically. We have already mentioned that the epicyclic reduction gear flange serves as a very suitable anchorage for the station-ary end of the crankshaft. The complete crankcase, formed of the two halves bolted together, is a suitable piece for taking the torsional reaction of the crankshaft torque along its length. Its actual deflection in torsion should be small relative to the crankshaft, and a deflection meter should be fitted to the free end of crank to give us some indication of the angle through (Contd.) | ||