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Today's starter motor is typically a permanent-magnet composition or a series-parallel wound direct current electrical motor along with a starter solenoid mounted on it. As soon as 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 with the starter ring gear that is seen on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, which starts to turn. When the engine starts, the key operated switch is opened and a spring inside 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 means of an overrunning clutch. This permits the pinion to transmit drive in only one direction. Drive is transmitted in this particular manner through the pinion to the flywheel ring gear. The pinion remains engaged, like for instance because the driver fails to release the key once the engine starts or if there is a short and the solenoid remains engaged. This causes the pinion to spin independently of its driveshaft.
The actions mentioned above would stop the engine from driving the starter. This significant step stops the starter from spinning really fast that it will fly apart. Unless modifications were done, the sprag clutch arrangement would prevent utilizing the starter as a generator if it was employed in the hybrid scheme discussed earlier. Typically a standard starter motor is intended for intermittent use which will preclude it being utilized as a generator.
The electrical parts are made to function for approximately 30 seconds in order to avoid overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical parts are designed to save cost and weight. This is really the reason the majority of owner's manuals for vehicles recommend the operator to stop for a minimum of ten seconds after every 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over right away.
During the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Previous to that time, a Bendix drive was used. The Bendix system operates by placing the starter drive pinion on a helically cut driveshaft. When the starter motor starts spinning, the inertia of the drive pinion assembly enables it to ride forward on the helix, therefore engaging with the ring gear. As soon as the engine starts, the backdrive caused from the ring gear allows 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 hence out of mesh with the ring gear.
In the 1930s, an intermediate development between the Bendix drive was developed. The overrunning-clutch design which was made and launched during the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism together with a set of flyweights within the body of the drive unit. This was a lot better because the average Bendix drive utilized in order to disengage from the ring as soon as the engine fired, although 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 attained 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 allows the overdriven drive unit to become spun out of engagement, therefore unwanted starter disengagement could be avoided before a successful engine start.
