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The starter motor of today is typically either a series-parallel wound direct current electric motor which consists of 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, basically through a key-operated switch, the solenoid engages a lever which pushes out the drive pinion that is situated 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 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 an overrunning clutch. This permits the pinion to transmit drive in just one direction. Drive is transmitted in this particular method through the pinion to the flywheel ring gear. The pinion remains engaged, like for instance in view of the fact that the operator did not release the key when the engine starts or if there is a short and the solenoid remains engaged. This causes the pinion to spin independently 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 would fly apart. Unless adjustments were made, the sprag clutch arrangement would preclude using the starter as a generator if it was utilized in the hybrid scheme mentioned prior. Usually an average starter motor is intended for intermittent use which will stop it being utilized as a generator.
Hence, the electrical components are intended to function for just about under 30 seconds in order to avoid overheating. The overheating results from too slow dissipation of heat because of ohmic losses. The electrical components are designed to save weight and cost. This is truly the reason most owner's handbooks intended for vehicles recommend the driver to stop for at least 10 seconds after each and every 10 or 15 seconds of cranking the engine, if trying to start an engine which does not turn over instantly.
During the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Previous to that time, a Bendix drive was used. The Bendix system operates by placing the starter drive pinion on a helically cut driveshaft. Once 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. 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 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 developed in the 1930's with the overrunning-clutch design known as the Bendix Folo-Thru drive, developed and launched in the 1960s. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights in the body of the drive unit. This was a lot better as the typical Bendix drive utilized so as to disengage from the ring when the engine fired, even though it did not stay running.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and starts turning. Afterward the starter motor 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, therefore unwanted starter disengagement can be prevented prior to a successful engine start.
