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The starter motor nowadays is typically either a series-parallel wound direct current electric motor which has a starter solenoid, which is similar to a relay mounted on it, or it could 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 that is positioned on the driveshaft and meshes the pinion with the starter ring gear that is seen on the flywheel of the engine.
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 in 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 permits the pinion to transmit drive in just a single direction. Drive is transmitted in this manner via the pinion to the flywheel ring gear. The pinion remains engaged, like for example in view of the fact that the operator 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.
The actions discussed above would stop the engine from driving the starter. This vital step stops the starter from spinning so fast that it will fly apart. Unless modifications were done, the sprag clutch arrangement would prevent using the starter as a generator if it was employed in the hybrid scheme discussed earlier. Typically an average starter motor is intended for intermittent utilization which will stop it being used as a generator.
The electrical parts are made to be able to work for about thirty seconds to avoid overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical components are designed to save weight and cost. This is really the reason most owner's guidebooks meant for automobiles suggest the operator to pause for at least ten seconds right after every 10 or 15 seconds of cranking the engine, if trying to start an engine that does not turn over instantly.
In the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Prior to that time, a Bendix drive was utilized. The Bendix system operates by placing the starter drive pinion on a helically cut driveshaft. When the starter motor starts turning, 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 surpass 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 in the 1930's with the overrunning-clutch design referred to as the Bendix Folo-Thru drive, developed and introduced during the 1960s. The Folo-Thru drive has a latching mechanism along with a set of flyweights in the body of the drive unit. This was better since the typical Bendix drive utilized to disengage from the ring once 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. As soon as the drive unit is spun at a speed higher than what is attained by the starter motor itself, for example it is backdriven by the running engine, and then the flyweights pull outward in a radial manner. This releases the latch and enables the overdriven drive unit to become spun out of engagement, thus unwanted starter disengagement could be avoided prior to a successful engine start.
