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The starter motor these days 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. As soon as 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 that is positioned on the driveshaft and meshes the pinion utilizing the starter ring gear that is seen on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, that begins to turn. After the engine starts, the key operated switch is opened and a spring within 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 only one direction. Drive is transmitted in this particular method through the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for example for the reason that the driver fails to release the key once the engine starts or if there is a short and the solenoid remains engaged. This causes the pinion to spin independently of its driveshaft.
This aforementioned action prevents the engine from driving the starter. This is actually an important step since this kind of back drive will allow the starter to spin really fast that it can fly apart. Unless modifications were made, the sprag clutch arrangement would prevent making use of the starter as a generator if it was employed in the hybrid scheme discussed earlier. Usually an average starter motor is meant for intermittent utilization that will stop it being used as a generator.
Therefore, the electrical parts are intended to operate for more or less under 30 seconds in order to prevent overheating. The overheating results from too slow dissipation of heat due to ohmic losses. The electrical components are designed to save weight and cost. This is the reason nearly all owner's handbooks used for vehicles recommend the driver to stop for a minimum of 10 seconds right after each and every ten or fifteen seconds of cranking the engine, when trying to start an engine which does not turn over at once.
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 operates on a helically cut driveshaft that consists of a starter drive pinion placed on it. When the starter motor starts spinning, the inertia of the drive pinion assembly enables it to ride forward on the helix, therefore engaging with the ring gear. When the engine starts, the backdrive caused from the ring gear allows the pinion to go beyond the rotating speed of the starter. At this instant, the drive pinion is forced back down the helical shaft and therefore out of mesh with the ring gear.
During the 1930s, an intermediate development between the Bendix drive was developed. The overrunning-clutch design which was developed and introduced during 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 a lot better as the typical Bendix drive utilized so as to disengage from the ring when 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. Then the starter motor becomes latched into the engaged position. Once 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, therefore unwanted starter disengagement can be prevented previous to a successful engine start.
