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The starter motor of today is usually 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. When 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 which is situated on the driveshaft and meshes the pinion using the starter ring gear that is found on the engine flywheel.
When the starter motor starts to turn, the solenoid closes the high-current contacts. Once the engine has started, the solenoid has a key operated switch which opens the spring assembly so as 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 a single direction. Drive is transmitted in this particular way through the pinion to the flywheel ring gear. The pinion remains engaged, for instance in view of the fact that the driver 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 would stop the engine from driving the starter. This significant step prevents the starter from spinning really fast that it will fly apart. Unless adjustments were made, the sprag clutch arrangement will prevent utilizing the starter as a generator if it was used in the hybrid scheme mentioned prior. Normally a regular starter motor is intended for intermittent utilization that would stop it being utilized as a generator.
The electrical components are made in order to work for approximately 30 seconds to avoid overheating. Overheating is caused by a slow dissipation of heat is due to ohmic losses. The electrical parts are intended to save weight and cost. This is truly the reason most owner's instruction manuals for automobiles suggest the operator to stop for at least 10 seconds right after each and every 10 or 15 seconds of cranking the engine, whenever trying to start an engine that does not turn over at once.
During the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Previous to that time, a Bendix drive was used. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. When the starter motor starts spinning, the inertia of the drive pinion assembly allows it to ride forward on the helix, therefore engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear allows 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 which was developed and introduced in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism along with a set of flyweights in the body of the drive unit. This was much better for the reason that the standard Bendix drive utilized to be able to disengage from the ring as soon as the engine fired, although it did not stay running.
When the starter motor is engaged and begins 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, for instance it is backdriven by the running engine, and next the flyweights pull outward in a radial manner. This releases the latch and allows the overdriven drive unit to become spun out of engagement, thus unwanted starter disengagement can be prevented before a successful engine start.
