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Today's starter motor is usually a permanent-magnet composition or a series-parallel wound direct current electrical motor with a starter solenoid mounted on it. Once current from the starting battery is applied to the solenoid, basically via a key-operated switch, the solenoid engages a lever which pushes out the drive pinion which is positioned on the driveshaft and meshes the pinion utilizing the starter ring gear that is found on the engine flywheel.
Once the starter motor starts to turn, the solenoid closes the high-current contacts. As soon as the engine has started, the solenoid consists of a key operated switch that opens the spring assembly to be able 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 permits the pinion to transmit drive in only a single direction. Drive is transmitted in this particular way via the pinion to the flywheel ring gear. The pinion continuous to be engaged, for instance for the reason that the operator did not release the key as soon as the engine starts or if the solenoid remains engaged since there is a short. This actually causes the pinion to spin separately of its driveshaft.
The actions discussed above will prevent the engine from driving the starter. This significant step prevents the starter from spinning so fast that it would fly apart. Unless modifications were done, the sprag clutch arrangement will stop using the starter as a generator if it was used in the hybrid scheme mentioned prior. Typically a standard starter motor is intended for intermittent use that would stop it being used as a generator.
Thus, the electrical components are intended to be able to function for more or less under 30 seconds to prevent overheating. The overheating results from too slow dissipation of heat due to ohmic losses. The electrical components are intended to save weight and cost. This is the reason the majority of owner's instruction manuals meant for automobiles recommend the operator to stop for a minimum of ten seconds after every ten or fifteen seconds of cranking the engine, when trying to start an engine that does not turn over right away.
The overrunning-clutch pinion was introduced onto the marked in the early part of the 1960's. Before the 1960's, a Bendix drive was used. This particular drive system functions on a helically cut driveshaft that consists of a starter drive pinion placed on it. When the starter motor starts turning, the inertia of the drive pinion assembly allows it to ride forward on the helix, thus engaging with the ring gear. As soon as the engine starts, the backdrive caused from the ring gear allows the pinion to exceed 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.
The development of Bendix drive was made during the 1930's with the overrunning-clutch design known as the Bendix Folo-Thru drive, made and launched during the 1960s. The Folo-Thru drive consists of a latching mechanism together with a set of flyweights inside the body of the drive unit. This was an improvement for the reason that the average Bendix drive used to be able to disengage from the ring when the engine fired, even if it did not stay running.
As soon as 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 example 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, hence unwanted starter disengagement can be prevented before a successful engine start.
