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Today's starter motor is usually a permanent-magnet composition or a series-parallel wound direct current electrical motor along with a starter solenoid installed on it. Once 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 using 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. After the engine starts, the key operated switch is opened and a spring within the solenoid assembly pulls 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 only a single direction. Drive is transmitted in this particular way via the pinion to the flywheel ring gear. The pinion continuous to be engaged, for instance in view of the fact that the driver fails to release the key as soon as the engine starts or if the solenoid remains engaged for the reason that there is a short. This causes the pinion to spin separately of its driveshaft.
The actions mentioned above would stop the engine from driving the starter. This vital step prevents the starter from spinning really fast that it can fly apart. Unless modifications were made, the sprag clutch arrangement will stop the use of the starter as a generator if it was utilized in the hybrid scheme discussed prior. Normally a standard starter motor is intended for intermittent use which would prevent it being used as a generator.
The electrical parts are made to be able to operate for around 30 seconds to avoid overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical parts are meant to save weight and cost. This is actually the reason most owner's instruction manuals used for automobiles recommend the driver to pause for at least ten seconds right after every 10 or 15 seconds of cranking the engine, when trying to start an engine which does not turn over at once.
The overrunning-clutch pinion was introduced onto the marked in the early part of the 1960's. Previous to the 1960's, a Bendix drive was utilized. This particular drive system operates on a helically cut driveshaft which consists of a starter drive pinion placed on it. When the starter motor starts turning, the inertia of the drive pinion assembly enables 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 moment, the drive pinion is forced back down the helical shaft and therefore out of mesh with the ring gear.
During the 1930s, an intermediate development between the Bendix drive was developed. The overrunning-clutch design which was made and introduced in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism together with a set of flyweights inside the body of the drive unit. This was better because the average Bendix drive used so as to disengage from the ring as soon as the engine fired, although it did not stay running.
When 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. Once 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 next the flyweights pull outward in a radial manner. This releases the latch and permits the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be prevented prior to a successful engine start.
