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).
Design, placement, and patent considerations for dampers and relief valves.
| Identifier | WestWitteringFiles\V\October1930-February1931\ Scan308 | |
| Date | 7th February 1931 guessed | |
| (2) Experience has proved that we must place these dampers so that they are more accessible. I think the front ones on P. 2. were put inside because they would have r duced the lock - i.e. we did not know how better to make them. Now a different type (horizontal or double vertical) can be chosen, and with a shorter lever (as I think will be found quite perfect enough in geometry) we may be able to place them in a satisfactory position outside the frame. It is now understood that it is necessary to have both cars alike with the front axle control by shock damper. Naturally it is somewhat more expensive and less practical, but as it makes possible good brakes, with better riding, one feels that it justifies the extra cost. It seems difficult for us to understand how other cars like the Bentley and the Humber can be equal to ours without spending the money on such refinements as we fit, and I do not believe they are unless we are fools, which I do not like to admit, but we ought to prove each of our refinements from time to time as conditions change so much that some of the things we do today may serve no useful purpose tomorrow when something else has been altered. In conclusion, I was very disappointed when it seemed that we must get away from the horizontal type of damper, as that pattern seems so much simpler and was our original pattern. I would like it to be well considered and tested whether we ought not to still use it, because it seems that the Lovejoy patents are not as strong as our own, and we might agree not to interfere with one another. We should have a narrow patent of the double acting spring loaded relief valve pattern combined with the replace feed valves on each end. These replace relief valves were the parts that were wanting on our original Now we have lately schemed the single spring loaded relief valve for both ways, and the method of lubricating the upper shaft from the lower pressure oil chamber - i.e. by the oil pressure caused by the action of the damper, and as these shaft bearings are of considerable importance I think this idea is valuable. HS.{Lord Ernest Hives - Chair} and DA{Bernard Day - Chassis Design}/HDY.{William Hardy} will give me their views. R.{Sir Henry Royce} | ||