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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 installed on it. Once 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 positioned on the driveshaft and meshes the pinion with 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. When 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 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 method via the pinion to the flywheel ring gear. The pinion remains engaged, for instance in view of the fact that the driver fails to release the key once the engine starts or if the solenoid remains engaged as there is a short. This actually causes the pinion to spin separately of its driveshaft.
The actions discussed above would stop the engine from driving the starter. This important step prevents the starter from spinning so fast that it would fly apart. Unless adjustments were made, the sprag clutch arrangement would stop making use of the starter as a generator if it was made use of in the hybrid scheme mentioned earlier. Typically a regular starter motor is designed for intermittent utilization that would prevent it being utilized as a generator.
Hence, the electrical parts are intended to be able to work for about less than thirty seconds so as to avoid overheating. The overheating results from very slow dissipation of heat because of ohmic losses. The electrical components are intended to save cost and weight. This is truly the reason nearly all owner's guidebooks intended for vehicles suggest the operator to pause for a minimum of 10 seconds right after each ten or fifteen seconds of cranking the engine, whenever trying to start an engine that does not turn over right away.
The overrunning-clutch pinion was introduced onto the marked in the early 1960's. Prior to the 1960's, a Bendix drive was utilized. This drive system operates on a helically cut driveshaft that has a starter drive pinion placed on it. Once the starter motor starts spinning, the inertia of the drive pinion assembly allows it to ride forward on the helix, hence engaging with the ring gear. As soon as the engine starts, the backdrive caused from the ring gear enables the pinion to surpass 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 developed. The overrunning-clutch design which was developed and introduced during the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights within the body of the drive unit. This was better because the average Bendix drive used to disengage from the ring when the engine fired, even if it did not stay running.
Once 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. When the drive unit is spun at a speed higher than what is achieved by the starter motor itself, like for instance it is backdriven by the running engine, and then the flyweights pull outward in a radial manner. This releases the latch and permits the overdriven drive unit to become spun out of engagement, thus unwanted starter disengagement can be avoided before a successful engine start.
