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The starter motor these days is normally either a series-parallel wound direct current electric motor that includes a starter solenoid, that is similar to a relay mounted on it, or it could be a permanent-magnet composition. When 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 utilizing the starter ring gear which is found on the flywheel of the engine.
The solenoid closes the high-current contacts for the starter motor, that starts 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 allows the pinion to transmit drive in just a single direction. Drive is transmitted in this manner via the pinion to the flywheel ring gear. The pinion remains engaged, like for instance for the reason that the operator fails to release the key when the engine starts or if the solenoid remains engaged in view of the fact that there is a short. This causes the pinion to spin separately of its driveshaft.
The actions mentioned above would prevent the engine from driving the starter. This significant step prevents the starter from spinning very fast that it would fly apart. Unless modifications were made, the sprag clutch arrangement would preclude using the starter as a generator if it was made use of in the hybrid scheme discussed earlier. Usually an average starter motor is intended for intermittent use which would preclude it being utilized as a generator.
The electrical parts are made in order to function for around 30 seconds in order to stop overheating. Overheating is caused by a slow dissipation of heat is due to ohmic losses. The electrical components are designed to save weight and cost. This is actually the reason nearly all owner's instruction manuals intended for vehicles suggest the operator to pause for at least 10 seconds right after each and every 10 or 15 seconds of cranking the engine, if trying to start an engine which does not turn over instantly.
In the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Prior to that time, a Bendix drive was utilized. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. As soon as the starter motor begins spinning, the inertia of the drive pinion assembly enables it to ride forward on the helix, thus engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear allows the pinion to exceed the rotating speed of the starter. At this moment, the drive pinion is forced back down the helical shaft and thus out of mesh with the ring gear.
The development of Bendix drive was made during the 1930's with the overrunning-clutch design known as the Bendix Folo-Thru drive, developed and introduced in the 1960s. The Folo-Thru drive has a latching mechanism along with a set of flyweights inside the body of the drive unit. This was better as the typical Bendix drive used to disengage from the ring as soon as the engine fired, even though it did not stay functioning.
When 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. Once the drive unit is spun at a speed higher than what is attained 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 allows the overdriven drive unit to become spun out of engagement, thus unwanted starter disengagement can be prevented before a successful engine start.
