China
Africa
Explore chapters and articles related to this topic
The use of the linear sliding wear theory for open gear drives that works without lubrication
Published in Klára Szita Tóthné, Károly Jármai, Katalin Voith, Solutions for Sustainable Development, 2019
In the course of our work, we investigated a gear drive which is the drive of a starter motor of cars. The two gears of the drive meshing only during the start-up process and are separated in another time. The driven wheel is located on the flywheel of the internal combustion engine while the pinion is on the shaft of the starter motor. The pinion performs axial movement during the coupling process. The common tooth width between the two gears while moving is constantly changing from zero to maximum. Unfortunately, after the common tooth width reaches its maximum, the axial movement of the pinion does not disappear. This movement remains axial but moves towards the reduction of the common tooth width. The common tooth width does not disappear completely and then the direction of axial movement changes again. By the time the pinion comes to a standstill and does not perform any axial movement, there are three back and forth cycles with decreasing amplitude. This kind of movement between the gears takes place under heavy load, which is very abrasive for the teeth. A good way to determine the speed and length of this motion is a high-speed camera shot. Unfortunately, we did not have such a device. We were unable to determine exactly the impact of this kind of movement of the axial alternator on wear, but we believe that it has a significant impact on the wear.
Electrical systems
Published in Tom Denton, Automobile Mechanical and Electrical Systems, 2018
The drive from the motor is taken from a pinion gear on the spindle to the large diameter starter ring gear on the engine. The starter ring gear is fitted to the outside of the flywheel on manual transmission vehicles, or the torque converter drive plate on automatic transmission vehicles. The pinion meshes with the ring gear only during starting and is made to slide axially on or with the spindle to engage the drive when operated (Fig. 3.62).
Transmission
Published in Tom Denton, Automotive Technician Training, 2015
Remove transmission and torque converter as one assembly as detailed in Book 2, Worksheet 59 ‘Remove and refit transmission gearbox’. Do not turn the transmission unit upside down during or after removal. Clean and inspect the transmission casing. Inspect torque converter flex plate and starter ring gear.
An Adaptive Algorithm for Battery Charge Monitoring based on Frequency Domain Analysis
Published in IETE Journal of Research, 2021
Poulomi Ganguly, Surajit Chattopadhyay, B.N Biswas
Here a simple dynamic model of an automotive electrical system has been developed. The simulation has been modelled with automotive electrical, mechanical, and thermal systems and is also able to simulate the effect of engine starting. With the turning on of the starter motor, a current is drawn from the battery to start the engine. As the lights and other electrical loads vary (on and off), the current drawn from the battery changes. Figure 1 shows the block diagram layout of the automotive system. The system consists of a battery modelled as a constant voltage source in series with a resistance. The starter motor used for the automotive system is a DC series motor due to its high starting torque. The gear system connected to the starter motor system helps amplify the torque thus generated to crank start the automobile engine. The major specification of the car and starter motor under consideration has been mentioned in Table 1. The car specification considered for simulation has been based on Hyundai Creta.
Dynamic simulation and performance prediction of free displacer Stirling engines
Published in International Journal of Green Energy, 2020
Halit Karabulut, Can Cinar, Melih Okur
The operation of the engine is initiated via rotating the crankshaft of the engine by means of a starter motor. While the crankshaft is rotating, the power piston makes reciprocal motions in its own cylinder and causes a periodic pressure variation in the engine. The periodic pressure variation in the engine causes the displacer to make small oscillational motions about its own static equilibrium point. The oscillation of displacer induces the displacement of the working fluid between hot and cold volumes of the displacer cylinder. While the speed of the crankshaft is being increased by the starter motor, the reciprocation frequency of the power piston approaches to the natural frequency of the displacer mechanism which is consisted of a spring and the displacer itself. When the power piston frequency becomes equal to the natural frequency of the displacer mechanism, the oscillation amplitude of the displacer tends to increase infinitely. However, the damping forces generated by flow frictions in the regenerator and in the other flow regions of the engine prevents infinitely increase of the oscillation amplitude of the displacer. If needed, a magnetodynamic damper may be used in the system to restrict the amplitude of the displacer oscillation. While the displacer and power piston are making reciprocal periodic motions in their own cylinders, certainly there will be a phase difference between their periodic motions. This means that, the upward motions of power piston and displacer do not occur within the same time interval. Or, their downward motions do not occur within the same time interval. By assuming that the motions of piston and displacer are simple harmonics, the phase difference between them may be thought of as an angle. The magnitude of the phase angle is determined by piston mass, spring constant, and damping constant of the displacer. Due to the phase angle, a positive or negative work is generated in the working volume of the engine. If the work is positive, the engine keeps to rotate on its own and generate a certain amount of power. Compared to piston position, if the displacer is moving with a 90° forward angle, the work generation would be positive and biggest. The positive work generation in the working volume of the engine may be explained via a piston displacement diagram as seen in Figure 1.