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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. 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 positioned on the driveshaft and meshes the pinion with the starter ring gear that is found on the flywheel of the engine.
Once the starter motor begins to turn, the solenoid closes the high-current contacts. Once the engine has started, the solenoid has a key operated switch that 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 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 since the operator fails to release the key as soon as the engine starts or if the solenoid remains engaged in view of the fact that there is a short. This causes the pinion to spin separately of its driveshaft.
This above mentioned action prevents the engine from driving the starter. This is actually an essential step in view of the fact that this type of back drive would allow the starter to spin very fast that it will fly apart. Unless adjustments were made, the sprag clutch arrangement would prevent utilizing the starter as a generator if it was used in the hybrid scheme mentioned prior. Typically a regular starter motor is designed for intermittent utilization that will stop it being used as a generator.
Hence, the electrical parts are meant to be able to work for about less than thirty seconds to be able to prevent overheating. The overheating results from too slow dissipation of heat because of ohmic losses. The electrical parts are intended to save weight and cost. This is really the reason nearly all owner's guidebooks for vehicles suggest the driver to pause for a minimum of 10 seconds right after every 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over at once.
The overrunning-clutch pinion was launched onto the marked in the early 1960's. Before the 1960's, a Bendix drive was used. This drive system operates on a helically cut driveshaft that consists of a starter drive pinion placed on it. Once the starter motor starts turning, the inertia of the drive pinion assembly allows it to ride forward on the helix, therefore engaging with the ring gear. When the engine starts, the backdrive caused from the ring gear allows the pinion to exceed the rotating speed of the starter. At this instant, the drive pinion is forced back down the helical shaft and thus 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, developed and launched in the 1960s. The Folo-Thru drive consists of a latching mechanism together with a set of flyweights in the body of the drive unit. This was an enhancement since the standard Bendix drive utilized to disengage from the ring when 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. Once the drive unit is spun at a speed higher than what is achieved 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 allows the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be avoided previous to a successful engine start.
