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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 installed on it. When current from the starting battery is applied to the solenoid, basically through a key-operated switch, the solenoid engages a lever which pushes out the drive pinion that is situated on the driveshaft and meshes the pinion utilizing the starter ring gear that is found on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, that begins to turn. When the engine starts, the key operated switch is opened and a spring inside 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 allows the pinion to transmit drive in just one direction. Drive is transmitted in this particular way via the pinion to the flywheel ring gear. The pinion continuous to be engaged, for instance as 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 actually causes the pinion to spin separately of its driveshaft.
The actions mentioned above will stop the engine from driving the starter. This vital step prevents the starter from spinning so fast that it would fly apart. Unless adjustments were made, the sprag clutch arrangement would prevent the use of the starter as a generator if it was made use of in the hybrid scheme discussed earlier. Normally a regular starter motor is designed for intermittent use which would prevent it being utilized as a generator.
The electrical components are made so as to work for approximately 30 seconds in order to avoid overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical parts are meant to save weight and cost. This is really the reason nearly all owner's instruction manuals utilized for vehicles suggest the driver to pause for at least ten seconds after each ten or fifteen seconds of cranking the engine, if trying to start an engine which does not turn over right away.
The overrunning-clutch pinion was launched onto the marked during the early part of the 1960's. Prior to the 1960's, a Bendix drive was utilized. This particular drive system functions on a helically cut driveshaft that consists of a starter drive pinion placed on it. When the starter motor begins spinning, the inertia of the drive pinion assembly enables 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 exceed the rotating speed of the starter. At this moment, 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 called the Bendix Folo-Thru drive, made and introduced in the 1960s. The Folo-Thru drive has a latching mechanism together with a set of flyweights within the body of the drive unit. This was a lot better since the average Bendix drive used in order to disengage from the ring once the engine fired, though 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. After that the starter motor becomes latched into the engaged position. Once the drive unit is spun at a speed higher than what is achieved by the starter motor itself, like for example it is backdriven by the running engine, and after that the flyweights pull outward in a radial manner. This releases the latch and allows the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement could be avoided previous to a successful engine start.
