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Today's starter motor is normally a permanent-magnet composition or a series-parallel wound direct current electrical motor along with a starter solenoid installed on it. When current from the starting battery is applied to the solenoid, mainly via a key-operated switch, the solenoid engages a lever which pushes out the drive pinion which is situated on the driveshaft and meshes the pinion utilizing the starter ring gear that is seen on the flywheel of the engine.
Once the starter motor begins to turn, the solenoid closes the high-current contacts. When 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 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 method through 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 there is a short and the solenoid remains engaged. This causes the pinion to spin independently of its driveshaft.
The actions mentioned above will prevent the engine from driving the starter. This vital step stops the starter from spinning so fast that it would fly apart. Unless adjustments were made, the sprag clutch arrangement would prevent the use of the starter as a generator if it was used in the hybrid scheme discussed prior. Usually a standard starter motor is designed for intermittent utilization that would preclude it being utilized as a generator.
Therefore, the electrical parts are intended to be able to function for more or less under thirty seconds to prevent overheating. The overheating results from too slow dissipation of heat due to ohmic losses. The electrical parts are meant to save weight and cost. This is actually the reason most owner's manuals meant for vehicles recommend the driver to stop for a minimum of ten seconds after each 10 or 15 seconds of cranking the engine, whenever trying to start an engine which does not turn over right away.
The overrunning-clutch pinion was launched onto the marked during the early part of the 1960's. Previous to the 1960's, a Bendix drive was utilized. This particular drive system functions on a helically cut driveshaft that consists of 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, thus engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear allows the pinion to go beyond the rotating speed of the starter. At this point, the drive pinion is forced back down the helical shaft and hence out of mesh with the ring gear.
During the 1930s, an intermediate development between the Bendix drive was developed. The overrunning-clutch design that was developed and introduced in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive consists of a latching mechanism together with a set of flyweights within the body of the drive unit. This was better for the reason that the typical Bendix drive utilized so as to disengage from the ring once the engine fired, although it did not stay running.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and starts turning. Then the starter motor becomes latched into the engaged position. As soon as 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 after that 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 can be avoided previous to a successful engine start.
