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The starter motor these days is typically 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, mainly via 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 using the starter ring gear which is found on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, that starts to turn. Once 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 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 method via the pinion to the flywheel ring gear. The pinion remains engaged, like for example since the driver did not release the key when the engine starts or if there is a short and the solenoid remains engaged. This actually causes the pinion to spin separately of its driveshaft.
This above mentioned action prevents the engine from driving the starter. This is an important step in view of the fact that this particular kind of back drive would enable the starter to spin very fast that it could fly apart. Unless modifications were made, the sprag clutch arrangement will preclude making use of the starter as a generator if it was made use of in the hybrid scheme mentioned prior. Normally a regular starter motor is designed for intermittent use that will preclude it being used as a generator.
Therefore, the electrical parts are designed to operate for roughly under thirty seconds so as to prevent overheating. The overheating results from very slow dissipation of heat because of ohmic losses. The electrical components are meant to save cost and weight. This is the reason the majority of owner's instruction manuals meant for automobiles recommend the driver to stop for a minimum of ten seconds right after every ten or fifteen seconds of cranking the engine, if trying to start an engine which does not turn over immediately.
In the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Before that time, a Bendix drive was utilized. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. When the starter motor begins spinning, the inertia of the drive pinion assembly enables it to ride forward on the helix, therefore engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear enables the pinion to surpass the rotating speed of the starter. At this point, the drive pinion is forced back down the helical shaft and thus out of mesh with the ring gear.
In the 1930s, an intermediate development between the Bendix drive was made. The overrunning-clutch design that was made and launched in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism along with a set of flyweights inside the body of the drive unit. This was a lot better as the standard Bendix drive utilized to be able to disengage from the ring when the engine fired, 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 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, therefore unwanted starter disengagement could be prevented prior to a successful engine start.
