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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. Once current from the starting battery is applied to the solenoid, basically via a key-operated switch, the solenoid engages a lever that pushes out the drive pinion which is situated on the driveshaft and meshes the pinion utilizing the starter ring gear which is seen on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, which starts to turn. After the engine starts, the key operated switch is opened and a spring in 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 an overrunning clutch. This allows the pinion to transmit drive in only a single direction. Drive is transmitted in this way 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 separately of its driveshaft.
This aforesaid action prevents the engine from driving the starter. This is an important step for the reason that this type of back drive will enable the starter to spin very fast that it would fly apart. Unless modifications were made, the sprag clutch arrangement will stop making use of the starter as a generator if it was made use of in the hybrid scheme mentioned prior. Typically an average starter motor is meant for intermittent use which will preclude it being used as a generator.
Thus, the electrical components are designed to operate for roughly less than thirty seconds in order to avoid 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 truly the reason most owner's handbooks for automobiles recommend the driver to pause for at least 10 seconds right after each 10 or 15 seconds of cranking the engine, whenever trying to start an engine which does not turn over immediately.
During the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Prior to that time, a Bendix drive was used. The Bendix system works by placing the starter drive pinion on a helically cut driveshaft. When the starter motor starts turning, the inertia of the drive pinion assembly enables it to ride forward on the helix, hence engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear allows the pinion to surpass the rotating speed of the starter. At this instant, 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 in the 1930's with the overrunning-clutch design referred to as the Bendix Folo-Thru drive, developed and launched in the 1960s. The Folo-Thru drive has a latching mechanism along with a set of flyweights in the body of the drive unit. This was an enhancement in view of the fact that the standard Bendix drive used 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 as soon as the starter motor is engaged and begins turning. Afterward the starter motor 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 afterward the flyweights pull outward in a radial manner. This releases the latch and enables the overdriven drive unit to become spun out of engagement, thus unwanted starter disengagement can be avoided previous to a successful engine start.
