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The starter motor of today is typically either a series-parallel wound direct current electric motor which consists of a starter solenoid, that is similar to a relay mounted on it, or it can be a permanent-magnet composition. Once current from the starting battery is applied to the solenoid, mainly through a key-operated switch, the solenoid engages a lever which pushes out the drive pinion that is located on the driveshaft and meshes the pinion using the starter ring gear that is found on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, which starts to turn. Once the engine starts, the key operated switch is opened and a spring in 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 particular manner via the pinion to the flywheel ring gear. The pinion continuous to be engaged, for instance for the reason that the operator did not release the key as soon as the engine starts or if the solenoid remains engaged for the reason that there is a short. This actually causes the pinion to spin independently of its driveshaft.
This above mentioned action prevents the engine from driving the starter. This is an important step as this particular kind of back drive will allow the starter to spin very fast that it would fly apart. Unless modifications were made, the sprag clutch arrangement will stop making use of the starter as a generator if it was used in the hybrid scheme mentioned prior. Usually a regular starter motor is meant for intermittent utilization which would prevent it being utilized as a generator.
Therefore, the electrical parts are intended to be able to work for approximately less than 30 seconds in order to avoid overheating. The overheating results from very slow dissipation of heat because of ohmic losses. The electrical parts are meant to save weight and cost. This is truly the reason most owner's instruction manuals meant for automobiles recommend 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 that does not turn over immediately.
During the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Before that time, a Bendix drive was used. The Bendix system works by placing the starter drive pinion on a helically cut driveshaft. Once the starter motor starts turning, the inertia of the drive pinion assembly enables it to ride forward on the helix, hence engaging with the ring gear. As soon as the engine starts, the backdrive caused from the ring gear enables the pinion to go beyond the rotating speed of the starter. At this moment, the drive pinion is forced back down the helical shaft and therefore out of mesh with the ring gear.
During the 1930s, an intermediate development between the Bendix drive was made. The overrunning-clutch design which was made and introduced during the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism together with a set of flyweights in the body of the drive unit. This was an enhancement as the average Bendix drive utilized so as to disengage from the ring as soon as the engine fired, though it did not stay running.
The drive unit if force forward by inertia on the helical shaft as soon as the starter motor is engaged and begins turning. Then the starter motor 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, 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, therefore unwanted starter disengagement could be avoided previous to a successful engine start.
