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Today's starter motor is normally a permanent-magnet composition or a series-parallel wound direct current electrical motor together with a starter solenoid mounted on it. When current from the starting battery is applied to the solenoid, basically via 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 with the starter ring gear that is found on the flywheel of the engine.
Once the starter motor begins to turn, the solenoid closes the high-current contacts. As soon as the engine has started, the solenoid has a key operated switch that opens the spring assembly so as to pull 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 means of an overrunning clutch. This allows the pinion to transmit drive in just one direction. Drive is transmitted in this manner through the pinion to the flywheel ring gear. The pinion remains engaged, for instance because the operator did not release the key once 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.
The actions discussed above will prevent the engine from driving the starter. This vital step prevents the starter from spinning very fast that it can fly apart. Unless modifications were done, the sprag clutch arrangement would stop making use of the starter as a generator if it was utilized in the hybrid scheme mentioned prior. Normally an average starter motor is meant for intermittent utilization that will stop it being used as a generator.
The electrical components are made so as to function for roughly 30 seconds to be able to prevent overheating. Overheating is caused by a slow dissipation of heat is due to ohmic losses. The electrical parts are designed to save cost and weight. This is truly the reason nearly all owner's handbooks utilized for automobiles suggest the operator to stop for a minimum of ten seconds right after every ten or fifteen seconds of cranking the engine, whenever trying to start an engine which does not turn over immediately.
The overrunning-clutch pinion was launched onto the marked in the early part of the 1960's. Before the 1960's, a Bendix drive was utilized. This particular drive system operates on a helically cut driveshaft that has a starter drive pinion placed on it. As soon as the starter motor begins spinning, the inertia of the drive pinion assembly allows it to ride forward on the helix, therefore engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear allows the pinion to exceed 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.
During the 1930s, an intermediate development between the Bendix drive was made. The overrunning-clutch design which was made and launched during the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights inside the body of the drive unit. This was much better since the average Bendix drive utilized to disengage from the ring when the engine fired, even if it did not stay running.
As soon as 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 attained by the starter motor itself, like for instance it is backdriven by the running engine, and next 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 can be avoided prior to a successful engine start.
