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The starter motor of today is normally either a series-parallel wound direct current electric motor which 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 via 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 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 begins to turn. When 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 particular 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 only one direction. Drive is transmitted in this particular way through the pinion to the flywheel ring gear. The pinion continuous to be engaged, for example since the operator did not release the key as soon as the engine starts or if the solenoid remains engaged in view of the fact that there is a short. This causes the pinion to spin separately of its driveshaft.
The actions mentioned above will prevent the engine from driving the starter. This important step prevents the starter from spinning very fast that it could fly apart. Unless modifications were done, the sprag clutch arrangement would stop making use of the starter as a generator if it was used in the hybrid scheme mentioned earlier. Usually a standard starter motor is intended for intermittent use which will stop it being used as a generator.
The electrical parts are made in order to work for around thirty seconds to be able to prevent overheating. Overheating is caused by a slow dissipation of heat is due to ohmic losses. The electrical components are intended to save cost and weight. This is the reason nearly all owner's instruction manuals for automobiles suggest the operator 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 immediately.
During the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Prior to that time, a Bendix drive was utilized. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. As soon as the starter motor begins turning, the inertia of the drive pinion assembly enables it to ride forward on the helix, thus engaging with the ring gear. Once 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.
The development of Bendix drive was made during the 1930's with the overrunning-clutch design referred to as the Bendix Folo-Thru drive, made and introduced during the 1960s. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights within the body of the drive unit. This was better since the standard Bendix drive utilized to disengage from the ring as soon as the engine fired, even if it did not stay functioning.
As soon as the starter motor is engaged and begins turning, the drive unit is forced forward on the helical shaft by inertia. It then becomes latched into the engaged position. As soon as the drive unit is spun at a speed higher than what is achieved by the starter motor itself, 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 prevented before a successful engine start.
