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).
The objectives and initial findings from tests carried out on 40/50 suspension axle movement.
| Identifier | WestWitteringFiles\S\September1928-October1928\ Scan202 | |
| Date | 29th October 1928 | |
| To R.{Sir Henry Royce} from Hs{Lord Ernest Hives - Chair}/Rm.{William Robotham - Chief Engineer} c.c. to BJ. Wor.{Arthur Wormald - General Works Manager} c.c. to RG.{Mr Rowledge} E.{Mr Elliott - Chief Engineer} c.c. to DA.{Bernard Day - Chassis Design} BY.{R.W. Bailey - Chief Engineer} c.c. to OY. ORIGINAL Hs{Lord Ernest Hives - Chair}/Rm{William Robotham - Chief Engineer}2/LG29.10.28. 40/50 SUSPENSION. X8410 Attached are the results of a number of tests carried out on axle movement. The object of the test was to see :- (1) The maximum velocity the axle attains relative to the frame, and so be able to determine the max. working pressures in the dampers. (2) The average vel. of the axle under various conditions with reference to the frame. (3) The possibility of improving the low speed riding of the car and yet controlling it at high speeds by a pressure velocity increase. (4) The maximum displacement of the axle under various exceptional conditions and fast driving. (5) The average displacement of the axle under pottering or shopping conditions. (6) The possibility of controlling the car at high speeds with a displacement pressure increase in load without spoiling the low speed riding. As will be seen from the results, the axle movement has a frequency of its own, which does not seem to have any connection with the fundamental frequency of the car on the road springs. For good low speed riding it appears that this secondary axle movement must not be restrained too severly. We know from past experience that some restraint is necessary or braking and road holding are unsatisfactory. Now with reference to velocities, it will be observed that the small secondary axle movements are very rapid, while the large car movements are not very much more rapid. Roughly, it appears that we do not want a very large pressure contd :- | ||