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).
Efforts to improve the Goshawk II battery ignition coil's resistance to energy leakage.
| Identifier | ExFiles\Box 54\5\ Scan221 | |
| Date | 15th November 1922 | |
| K.R. 199 (250T) (SD676 19-7-17) MP18/885 To EFC. {E. Fowler Clarke - Electrical Engineer} from R. {Sir Henry Royce} c. CJ. FN. c. Hs. {Lord Ernest Hives - Chair} Ey. EP. {G. Eric Platford - Chief Quality Engineer} X3485 R1/M15.11.22. X.3485. GOSHAWK II. BATTERY IGNITION. X.4079 Our efforts should be directed to trying to make a coil which will bear a bigger external leakage of energy. The leakage from the coil is either of the form of:- (1) A condenser in parallel (2) A direct leakage through the insulation. As an inefficient condenser we look upon it as a combination of (1) and (2). I think we ought to examine the insulation resistance of every part of the circuit. This would consist of the H.T. terminal, the H.T. lead to the distributor case, the rotor, the H.T. distributing wires, and the ignition plugs. Apparently this could be done with an ordinary meggaz We want to know the insulation resistance of the circuit at various temperatures, and then perhaps after some minutes of electrification, with a view to increasing the energy of the coil, I suggest trying:- (a) No hedgehogging of the coil ends. (b) Greater section of the iron core. (c) Greater length of coil with the greater section. In addition to the coil that will stand the most leakage of energy in the secondary circuit, we want a secondary circuit which has the minimum of leakage of energy. Ought not the primary wire coming from the dash to be kept clear of the secondary wires with the same degree of clearance as the other nearest metal work of the gnei engine. | ||