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Forklift Starters and Alternators
Forklift Starters and Alternators - The starter motor of today is typically either a series-parallel wound direct current electric motor which includes a starter solenoid, that is similar to a relay mounted on it, or it can be a permanent-magnet composition. As soon as current from the starting battery is applied to the solenoid, basically via a key-operated switch, the solenoid engages a lever that pushes out the drive pinion that is situated on the driveshaft and meshes the pinion using the starter ring gear which is found on the flywheel of the engine.
The solenoid closes the high-current contacts for the starter motor, which starts to turn. When the engine starts, the key operated switch is opened and a spring within 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 allows the pinion to transmit drive in only a single direction. Drive is transmitted in this method through the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for example because the driver did not release the key once the engine starts or if the solenoid remains engaged as there is a short. This actually causes the pinion to spin independently of its driveshaft.
The actions discussed above would prevent the engine from driving the starter. This vital step stops the starter from spinning so fast that it could fly apart. Unless adjustments were done, the sprag clutch arrangement will stop using the starter as a generator if it was utilized in the hybrid scheme mentioned earlier. Typically an average starter motor is intended for intermittent utilization which will prevent it being utilized as a generator.
Thus, the electrical parts are designed to work for more or less under thirty seconds so as to prevent overheating. The overheating results from very slow dissipation of heat because of ohmic losses. The electrical components are designed to save weight and cost. This is the reason most owner's handbooks for automobiles suggest the operator to stop for at least ten seconds right after each ten or fifteen seconds of cranking the engine, when trying to start an engine that does not turn over at once.
The overrunning-clutch pinion was introduced onto the marked in the early 1960's. Previous to the 1960's, a Bendix drive was used. This drive system functions on a helically cut driveshaft that has a starter drive pinion placed on it. Once the starter motor begins turning, the inertia of the drive pinion assembly enables it to ride forward on the helix, therefore engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear allows the pinion to surpass the rotating speed of the starter. At this point, the drive pinion is forced back down the helical shaft and hence 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 developed and launched during the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights in the body of the drive unit. This was much better as the standard Bendix drive utilized in order to disengage from the ring once the engine fired, even if it did not stay functioning.
When the starter motor is engaged and begins turning, the drive unit is forced forward on the helical shaft by inertia. It then becomes latched into the engaged position. As soon as the drive unit is spun at a speed higher than what is attained by the starter motor itself, for example it is backdriven by the running engine, and then the flyweights pull outward in a radial manner. This releases the latch and enables the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement could be prevented before a successful engine start.
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