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The starter motor of today is usually either a series-parallel wound direct current electric motor that consists of 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, mainly via a key-operated switch, the solenoid engages a lever which pushes out the drive pinion which is situated on the driveshaft and meshes the pinion utilizing the starter ring gear which is seen on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, which begins to turn. Once 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 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 method via the pinion to the flywheel ring gear. The pinion remains engaged, like for instance since the operator did not release the key as soon as the engine starts or if the solenoid remains engaged since there is a short. This actually causes the pinion to spin separately of its driveshaft.
This aforesaid action prevents the engine from driving the starter. This is an important step for the reason that this particular kind of back drive would allow the starter to spin so fast that it could fly apart. Unless adjustments were done, the sprag clutch arrangement will stop utilizing the starter as a generator if it was used in the hybrid scheme discussed earlier. Usually an average starter motor is meant for intermittent use that would stop it being used as a generator.
The electrical parts are made to be able to function for more or less 30 seconds to be able to avoid overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical components are intended to save weight and cost. This is really the reason most owner's handbooks for vehicles recommend the operator to stop for a minimum of ten seconds after each 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over right away.
The overrunning-clutch pinion was launched onto the marked in the early 1960's. Before the 1960's, a Bendix drive was used. This particular 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 allows 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 go beyond the rotating speed of the starter. At this instant, the drive pinion is forced back down the helical shaft and thus out of mesh with the ring gear.
During the 1930s, an intermediate development between the Bendix drive was made. The overrunning-clutch design that was developed and launched during 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 much better in view of the fact that the average Bendix drive utilized to disengage from the ring as soon as the engine fired, although it did not stay running.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and begins turning. Next the starter motor becomes latched into the engaged position. Once the drive unit is spun at a speed higher than what is achieved by the starter motor itself, for instance it is backdriven by the running engine, and next 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 avoided previous to a successful engine start.
