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The starter motor nowadays is usually 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 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 with 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 in 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 one direction. Drive is transmitted in this way through the pinion to the flywheel ring gear. The pinion continuous to be engaged, for example for the reason that the operator did not release the key as soon as the engine starts or if the solenoid remains engaged because there is a short. This causes the pinion to spin independently of its driveshaft.
This above mentioned action prevents the engine from driving the starter. This is actually an essential step since this kind of back drive would allow the starter to spin so fast that it could fly apart. Unless modifications were made, the sprag clutch arrangement will preclude the use of the starter as a generator if it was employed in the hybrid scheme mentioned earlier. Usually an average starter motor is meant for intermittent utilization which would preclude it being utilized as a generator.
Thus, the electrical parts are meant to be able to work for approximately under 30 seconds so as to avoid overheating. The overheating results from very slow dissipation of heat due to ohmic losses. The electrical components are meant to save weight and cost. This is the reason the majority of owner's instruction manuals intended for automobiles suggest the driver to stop for at least ten seconds right after each 10 or 15 seconds of cranking the engine, when trying to start an engine which does not turn over at once.
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 operates by placing the starter drive pinion on a helically cut driveshaft. As soon as the starter motor starts spinning, the inertia of the drive pinion assembly allows it to ride forward on the helix, thus engaging with the ring gear. As soon as the engine starts, the backdrive caused from the ring gear allows the pinion to surpass the rotating speed of the starter. At this instant, the drive pinion is forced back down the helical shaft and therefore out of mesh with the ring gear.
In the 1930s, an intermediate development between the Bendix drive was made. The overrunning-clutch design which 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 better as the average Bendix drive utilized in order to disengage from the ring once the engine fired, though it did not stay functioning.
The drive unit if force forward by inertia on the helical shaft once the starter motor is engaged and begins turning. Next the starter motor becomes latched into the engaged position. As soon as the drive unit is spun at a speed higher than what is achieved by the starter motor itself, for example it is backdriven by the running engine, and then 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 can be prevented previous to a successful engine start.
