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).
Use of fabric couplings for the magneto and dynamo drive system.
| Identifier | WestWitteringFiles\L\Jan1924-March1924\ Scan1 | |
| Date | 1st January 1924 | |
| TO R.{Sir Henry Royce} FROM E.{Mr Elliott - Chief Engineer} SECRET. E5/M31. 1.24. Copy to CJ. RG.{Mr Rowledge} E.{Mr Elliott - Chief Engineer} A.{Mr Adams} C. HS.{Lord Ernest Hives - Chair} BY.{R.W. Bailey - Chief Engineer} X.9790 X.9100 re. FABRIC COUPLINGS FOR MAG- X.9660 X.9120 NETO AND DYNAMO DRIVE. Please find attached blue print LeC.1821. shewing the above. It will be remembered that fabric couplings are desired on EAC. to reduce rattle in the drive. We have not put all the work we should have liked into this scheme in shewing alternative methods of construction because we stopped this in favour of the EAC. gearbox. The magneto timing adjustment is on the rear end of the dynamo and consists of a serrated coupling of 8° pitch giving an adjustment of the timing point on the engine flywheel to the nearest 2.6° which is near enough. The fabrics shewn are .1 larger than we originally used on Goshawk for driving the full size Watford magneto when the dynamo was not near to the exhaust pipe. These couplings are small enough to allow the existing EAC. dynamo end cover to pass over them, but we feel that they are rather too small to couple the dynamo to the engine, and should prefer to make them 2.75" or 3" instead of 2.6" so that they would have a longer life. Also it might be preferable to use 3 prong couplings instead of those shewn. If larger couplings were adopted we should be able to use the same method of holding the fabrics throughout. We should be glad to have your views on this matter. E.{Mr Elliott - Chief Engineer} | ||