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The starter motor these days is normally either a series-parallel wound direct current electric motor which includes a starter solenoid, which is similar to a relay mounted on it, or it can be a permanent-magnet composition. As soon as current from the starting battery is applied to the solenoid, basically via a key-operated switch, the solenoid engages a lever that pushes out the drive pinion that is situated on the driveshaft and meshes the pinion with the starter ring gear that is seen on the flywheel of the engine.
The solenoid closes the high-current contacts for the starter motor, which starts to turn. When 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 means of an overrunning clutch. This permits 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 remains engaged, for instance as the operator fails to 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.
The actions mentioned above will stop the engine from driving the starter. This significant step stops the starter from spinning so fast that it can fly apart. Unless modifications were done, the sprag clutch arrangement will preclude making use of the starter as a generator if it was used in the hybrid scheme discussed earlier. Usually a regular starter motor is intended for intermittent utilization which would preclude it being utilized as a generator.
The electrical parts are made to be able to work for more or less 30 seconds to avoid overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical components are designed to save cost and weight. This is the reason nearly all owner's guidebooks used for automobiles suggest the driver to stop 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 right away.
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 used. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. Once 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 surpass 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.
The development of Bendix drive was developed during the 1930's with the overrunning-clutch design known as the Bendix Folo-Thru drive, developed and launched in the 1960s. The Folo-Thru drive has a latching mechanism together with a set of flyweights within the body of the drive unit. This was better for the reason that the average Bendix drive used in order to disengage from the ring as soon as the engine fired, even though 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. Afterward 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, like for example it is backdriven by the running engine, and afterward the flyweights pull outward in a radial manner. This releases the latch and allows the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement could be prevented before a successful engine start.
