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Today's starter motor is usually a permanent-magnet composition or a series-parallel wound direct current electrical motor with a starter solenoid installed on it. Once 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 using the starter ring gear which is seen on the engine flywheel.
When 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 particular action causes the starter motor to stop. The starter's pinion is clutched to its driveshaft by an overrunning clutch. This permits the pinion to transmit drive in only one direction. Drive is transmitted in this method via the pinion to the flywheel ring gear. The pinion continuous to be engaged, for example as the operator did not release the key as soon as the engine starts or if the solenoid remains engaged in view of the fact that there is a short. This actually causes the pinion to spin separately of its driveshaft.
This above mentioned action stops the engine from driving the starter. This is an important step for the reason that this particular kind of back drive will enable the starter to spin very fast that it would fly apart. Unless adjustments were done, the sprag clutch arrangement would prevent the use of the starter as a generator if it was employed in the hybrid scheme mentioned earlier. Typically an average starter motor is meant for intermittent utilization that would stop it being used as a generator.
Thus, the electrical components are designed to work for approximately less than 30 seconds in order to avoid overheating. The overheating results from too slow dissipation of heat because of ohmic losses. The electrical components are intended to save cost and weight. This is the reason most owner's instruction manuals meant for vehicles recommend the operator to pause for a minimum of 10 seconds after each ten or fifteen seconds of cranking the engine, when trying to start an engine which does not turn over immediately.
The overrunning-clutch pinion was launched onto the marked during the early 1960's. Prior to the 1960's, a Bendix drive was used. This particular drive system operates on a helically cut driveshaft which consists of 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, 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 moment, the drive pinion is forced back down the helical shaft and hence out of mesh with the ring gear.
The development of Bendix drive was made during the 1930's with the overrunning-clutch design called the Bendix Folo-Thru drive, made 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 an improvement since the average Bendix drive utilized to be able to disengage from the ring when the engine fired, even though it did not stay functioning.
Once the starter motor is engaged and begins turning, the drive unit is forced forward on the helical shaft by inertia. It then becomes latched into the engaged position. When the drive unit is spun at a speed higher than what is attained 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 allows the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be prevented prior to a successful engine start.
