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A starter motors today is typically a permanent-magnet composition or a series-parallel wound direct current electrical motor with a starter solenoid mounted on it. When 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 located on the driveshaft and meshes the pinion using the starter ring gear that is found on the engine flywheel.
As soon as 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 which opens the spring assembly in order 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 permits the pinion to transmit drive in just one direction. Drive is transmitted in this particular manner via the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for example because the operator did not release the key as soon as the engine starts or if the solenoid remains engaged since there is a short. This causes the pinion to spin independently of its driveshaft.
This above mentioned action stops the engine from driving the starter. This is actually an essential step since this type of back drive will allow the starter to spin really fast that it would fly apart. Unless modifications were made, the sprag clutch arrangement would preclude utilizing the starter as a generator if it was employed in the hybrid scheme discussed earlier. Usually an average starter motor is designed for intermittent utilization that would stop it being used as a generator.
Thus, the electrical components are meant to be able to function for about under thirty seconds in order to avoid overheating. The overheating results from too slow dissipation of heat because of ohmic losses. The electrical parts are intended to save cost and weight. This is the reason nearly all owner's manuals intended for vehicles suggest the operator to stop for a minimum of 10 seconds right after every ten or fifteen seconds of cranking the engine, when trying to start an engine that does not turn over at once.
The overrunning-clutch pinion was introduced onto the marked during the early part of the 1960's. Prior to the 1960's, a Bendix drive was utilized. This drive system operates on a helically cut driveshaft which has a starter drive pinion placed on it. As soon as the starter motor starts turning, 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 enables the pinion to go beyond the rotating speed of the starter. At this instant, the drive pinion is forced back down the helical shaft and hence 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 developed and introduced in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism along with a set of flyweights within the body of the drive unit. This was an improvement in view of the fact that the typical Bendix drive used to disengage from the ring when the engine fired, although 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. After that 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 after that the flyweights pull outward in a radial manner. This releases the latch and enables the overdriven drive unit to become spun out of engagement, therefore unwanted starter disengagement can be prevented prior to a successful engine start.
