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A starter motors today is usually a permanent-magnet composition or a series-parallel wound direct current electrical motor together with a starter solenoid mounted 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 which is located on the driveshaft and meshes the pinion using the starter ring gear that is found on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, that starts to turn. Once 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 just a single direction. Drive is transmitted in this particular manner via the pinion to the flywheel ring gear. The pinion remains engaged, for example as 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 causes the pinion to spin independently of its driveshaft.
This aforesaid action prevents the engine from driving the starter. This is an essential step because this particular kind of back drive would allow the starter to spin very fast that it can fly apart. Unless adjustments were made, the sprag clutch arrangement will prevent utilizing the starter as a generator if it was utilized in the hybrid scheme discussed prior. Normally a regular starter motor is intended for intermittent use which would prevent it being utilized as a generator.
Therefore, the electrical components are designed to be able to operate for approximately less than 30 seconds so as to avoid overheating. The overheating results from very slow dissipation of heat because of ohmic losses. The electrical parts are intended to save weight and cost. This is really the reason the majority of owner's guidebooks intended for vehicles suggest the driver to pause for at least 10 seconds right after each ten or fifteen seconds of cranking the engine, if trying to start an engine that does not turn over at once.
The overrunning-clutch pinion was introduced onto the marked during the early 1960's. Before the 1960's, a Bendix drive was used. This particular drive system functions on a helically cut driveshaft that has a starter drive pinion placed on it. When the starter motor begins spinning, the inertia of the drive pinion assembly allows it to ride forward on the helix, thus 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 instant, the drive pinion is forced back down the helical shaft and hence out of mesh with the ring gear.
In the 1930s, an intermediate development between the Bendix drive was developed. The overrunning-clutch design that was made and launched during the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive consists of a latching mechanism together with a set of flyweights in the body of the drive unit. This was better in view of the fact that the average Bendix drive utilized in order to disengage from the ring as soon as the engine fired, even if it did not stay functioning.
The drive unit if force forward by inertia on the helical shaft once the starter motor is engaged and begins turning. Next the starter motor becomes latched into the engaged position. Once the drive unit is spun at a speed higher than what is attained by the starter motor itself, like for example it is backdriven by the running engine, and afterward the flyweights pull outward in a radial manner. This releases the latch and enables the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be prevented prior to a successful engine start.
