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Forklift Starter and Alternator
Forklift Starter and Alternator - The starter motor these days is typically either a series-parallel wound direct current electric motor which consists of a starter solenoid, that is similar to a relay mounted on it, or it can be a permanent-magnet composition. Once current from the starting battery is applied to the solenoid, mainly via a key-operated switch, the solenoid engages a lever that pushes out the drive pinion which is positioned on the driveshaft and meshes the pinion with the starter ring gear that is seen on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, which begins to turn. After the engine starts, the key operated switch is opened and a spring inside the solenoid assembly pulls the pinion gear away from the ring gear. This particular action causes the starter motor to stop. The starter's pinion is clutched to its driveshaft by an overrunning clutch. This permits the pinion to transmit drive in just one direction. Drive is transmitted in this particular way via the pinion to the flywheel ring gear. The pinion remains engaged, like for instance as the operator did not release the key as soon as the engine starts or if there is a short and the solenoid remains engaged. This actually causes the pinion to spin independently of its driveshaft.
This aforementioned action prevents the engine from driving the starter. This is an important step for the reason that this particular type of back drive would allow the starter to spin very fast that it can fly apart. Unless adjustments were done, the sprag clutch arrangement will prevent making use of the starter as a generator if it was made use of in the hybrid scheme discussed earlier. Usually a standard starter motor is intended for intermittent use that will preclude it being utilized as a generator.
Hence, the electrical parts are intended to be able to operate for just about under thirty seconds in order to prevent overheating. The overheating results from too slow dissipation of heat due to ohmic losses. The electrical parts are meant to save weight and cost. This is the reason the majority of owner's instruction manuals for vehicles recommend the operator to stop for at least 10 seconds right after each 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over right away.
During the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Prior to that time, a Bendix drive was used. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. As soon as the starter motor begins turning, the inertia of the drive pinion assembly allows it to ride forward on the helix, hence engaging with the ring gear. When the engine starts, the backdrive caused from the ring gear allows the pinion to surpass the rotating speed of the starter. At this instant, the drive pinion is forced back down the helical shaft and therefore out of mesh with the ring gear.
During the 1930s, an intermediate development between the Bendix drive was developed. The overrunning-clutch design which was made and launched in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism together with a set of flyweights inside the body of the drive unit. This was a lot better because the average Bendix drive used to be able to disengage from the ring once the engine fired, although it did not stay running.
The drive unit if force forward by inertia on the helical shaft once the starter motor is engaged and begins turning. Next the starter motor becomes latched into the engaged position. As soon as the drive unit is spun at a speed higher than what is achieved by the starter motor itself, like for example it is backdriven by the running engine, and then the flyweights pull outward in a radial manner. This releases the latch and permits the overdriven drive unit to become spun out of engagement, thus unwanted starter disengagement could be prevented prior to a successful engine start.
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