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The starter motor of today is normally either a series-parallel wound direct current electric motor that 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 through a key-operated switch, the solenoid engages a lever which pushes out the drive pinion which is located on the driveshaft and meshes the pinion using the starter ring gear that is found on the flywheel of the engine.
When the starter motor starts to turn, the solenoid closes the high-current contacts. As soon as 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 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 method via the pinion to the flywheel ring gear. The pinion remains engaged, like for instance in view of the fact that the driver fails to release the key when the engine starts or if there is a short and the solenoid remains engaged. This causes the pinion to spin separately 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 could fly apart. Unless adjustments were made, the sprag clutch arrangement will preclude utilizing the starter as a generator if it was used in the hybrid scheme discussed prior. Usually an average starter motor is intended for intermittent utilization that would preclude it being used as a generator.
Hence, the electrical parts are intended to be able to work for more or less less than thirty seconds to avoid overheating. The overheating results from very slow dissipation of heat because of ohmic losses. The electrical parts are intended to save cost and weight. This is the reason the majority of owner's guidebooks for automobiles recommend the operator to stop for a minimum of 10 seconds after every 10 or 15 seconds of cranking the engine, if trying to start an engine which does not turn over at once.
In the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Before that time, a Bendix drive was used. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. Once the starter motor begins turning, the inertia of the drive pinion assembly allows it to ride forward on the helix, thus engaging with the ring gear. When the engine starts, the backdrive caused from the ring gear enables the pinion to surpass the rotating speed of the starter. At this moment, 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 made. The overrunning-clutch design that was developed and introduced during the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism along with a set of flyweights inside the body of the drive unit. This was better as the typical Bendix drive used to disengage from the ring when the engine fired, though it did not stay functioning.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and begins 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 attained by the starter motor itself, like for instance it is backdriven by the running engine, and next the flyweights pull outward in a radial manner. This releases the latch and enables the overdriven drive unit to become spun out of engagement, therefore unwanted starter disengagement could be avoided before a successful engine start.
