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The starter motor nowadays is typically either a series-parallel wound direct current electric motor which includes a starter solenoid, which is similar to a relay mounted on it, or it could be a permanent-magnet composition. As soon as 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 which is located on the driveshaft and meshes the pinion using the starter ring gear which is seen on the engine flywheel.
When the starter motor starts to turn, the solenoid closes the high-current contacts. When 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 an overrunning clutch. This permits the pinion to transmit drive in only one direction. Drive is transmitted in this particular method through the pinion to the flywheel ring gear. The pinion remains engaged, for example because the driver did not release the key as soon as the engine starts or if there is a short and the solenoid remains engaged. 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 as this particular kind of back drive will enable the starter to spin really fast that it will fly apart. Unless modifications were done, the sprag clutch arrangement will stop utilizing the starter as a generator if it was used in the hybrid scheme discussed prior. Typically a standard starter motor is designed for intermittent utilization which will prevent it being used as a generator.
The electrical parts are made to be able to operate for more or less thirty seconds so as to prevent overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical components are designed to save cost and weight. This is really the reason nearly all owner's guidebooks meant for vehicles recommend the driver to pause for at least 10 seconds after each and every ten or fifteen seconds of cranking the engine, whenever trying to start an engine which does not turn over immediately.
The overrunning-clutch pinion was launched onto the marked during the early part of the 1960's. Prior to the 1960's, a Bendix drive was used. This particular drive system works on a helically cut driveshaft that consists of a starter drive pinion placed on it. When the starter motor starts turning, the inertia of the drive pinion assembly allows it to ride forward on the helix, hence engaging with the ring gear. When 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 therefore out of mesh with the ring gear.
The development of Bendix drive was developed during the 1930's with the overrunning-clutch design called the Bendix Folo-Thru drive, made and introduced during the 1960s. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights inside the body of the drive unit. This was much better as the typical Bendix drive utilized to disengage from the ring as soon as the engine fired, even though it did not stay functioning.
As soon as 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. As soon as the drive unit is spun at a speed higher than what is attained by the starter motor itself, for instance it is backdriven by the running engine, and afterward 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 before a successful engine start.
