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Today's starter motor is normally a permanent-magnet composition or a series-parallel wound direct current electrical motor with a starter solenoid mounted on it. When current from the starting battery is applied to the solenoid, mainly through a key-operated switch, the solenoid engages a lever that 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.
When the starter motor begins to turn, the solenoid closes the high-current contacts. When the engine has started, the solenoid consists of a key operated switch that opens the spring assembly in order 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 allows the pinion to transmit drive in just one direction. Drive is transmitted in this method via the pinion to the flywheel ring gear. The pinion remains engaged, for instance because the operator did not release the key as soon as 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 aforesaid action prevents the engine from driving the starter. This is an essential step as this kind of back drive would enable the starter to spin very fast that it can fly apart. Unless modifications were done, the sprag clutch arrangement would stop making use of the starter as a generator if it was made use of in the hybrid scheme discussed prior. Normally a regular starter motor is intended for intermittent utilization which would preclude it being utilized as a generator.
Thus, the electrical components are meant to work for roughly less than 30 seconds in order to avoid overheating. The overheating results from very slow dissipation of heat because of ohmic losses. The electrical parts are designed to save cost and weight. This is really the reason the majority of owner's guidebooks intended for automobiles recommend the operator to pause for at least 10 seconds after each and every 10 or 15 seconds of cranking the engine, whenever trying to start an engine which does not turn over immediately.
In the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Previous to that time, a Bendix drive was utilized. The Bendix system works by placing the starter drive pinion on a helically cut driveshaft. When 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. When the engine starts, the backdrive caused from the ring gear enables the pinion to go beyond the rotating speed of the starter. At this moment, 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 made. The overrunning-clutch design that was developed and launched in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism along with a set of flyweights within the body of the drive unit. This was better as the average Bendix drive utilized in order to disengage from the ring as soon as the engine fired, even though 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 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 permits the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be prevented prior to a successful engine start.
