Forklift Starter and Alternator

Forklift Alternators and Starters - Today's starter motor is normally a permanent-magnet composition or a series-parallel wound direct current electrical motor along with a starter solenoid installed on it. Once current from the starting battery is applied to the solenoid, basically through a key-operated switch, the solenoid engages a lever that pushes out the drive pinion that is positioned on the driveshaft and meshes the pinion using the starter ring gear that is found on the engine flywheel.

When the starter motor starts to turn, the solenoid closes the high-current contacts. When the engine has started, the solenoid has a key operated switch which opens the spring assembly to pull the pinion gear away from the ring gear. This 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 only a single direction. Drive is transmitted in this particular method through the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for example for the reason that the operator did not release the key when 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.

This aforementioned action prevents the engine from driving the starter. This is actually an essential step as this type of back drive would allow the starter to spin very fast that it will fly apart. Unless adjustments were done, the sprag clutch arrangement will prevent the use of the starter as a generator if it was used in the hybrid scheme discussed prior. Usually a regular starter motor is meant for intermittent utilization which will prevent it being used as a generator.

The electrical components are made to work for approximately 30 seconds to be able to prevent overheating. Overheating is caused by a slow dissipation of heat is due to ohmic losses. The electrical parts are designed to save cost and weight. This is truly the reason most owner's handbooks utilized for vehicles suggest the operator to pause for a minimum of 10 seconds after each 10 or 15 seconds of cranking the engine, whenever trying to start an engine which does not turn over immediately.

The overrunning-clutch pinion was introduced onto the marked in the early part of the 1960's. Before the 1960's, a Bendix drive was used. This drive system works on a helically cut driveshaft which consists of a starter drive pinion placed on it. When the starter motor starts spinning, 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 enables the pinion to go beyond 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.

In the 1930s, an intermediate development between the Bendix drive was developed. The overrunning-clutch design which was developed and introduced in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism along with a set of flyweights within the body of the drive unit. This was better in view of the fact that the standard Bendix drive used to disengage from the ring once the engine fired, even though it did not stay functioning.

Once the starter motor is engaged and starts turning, the drive unit is forced forward on the helical shaft by inertia. It then becomes latched into the engaged position. When the drive unit is spun at a speed higher than what is achieved by the starter motor itself, for example it is backdriven by the running engine, and after that the flyweights pull outward in a radial manner. This releases the latch and permits the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be avoided prior to a successful engine start.

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