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Today's starter motor is normally a permanent-magnet composition or a series-parallel wound direct current electrical motor together with a starter solenoid installed on it. As soon as current from the starting battery is applied to the solenoid, basically through a key-operated switch, the solenoid engages a lever that pushes out the drive pinion that is positioned on the driveshaft and meshes the pinion utilizing the starter ring gear which is seen on the engine flywheel.
When the starter motor begins to turn, the solenoid closes the high-current contacts. Once the engine has started, the solenoid consists of a key operated switch which opens the spring assembly so as 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 means of an overrunning clutch. This allows the pinion to transmit drive in just a single direction. Drive is transmitted in this method via the pinion to the flywheel ring gear. The pinion remains engaged, like for example as the driver fails to release the key when the engine starts or if there is a short and the solenoid remains engaged. This actually causes the pinion to spin independently of its driveshaft.
This aforesaid action prevents the engine from driving the starter. This is actually an important step since this kind of back drive would allow the starter to spin very fast that it can fly apart. Unless modifications were made, the sprag clutch arrangement will preclude using the starter as a generator if it was utilized in the hybrid scheme mentioned prior. Normally an average starter motor is designed for intermittent use which will prevent it being utilized as a generator.
Hence, the electrical components are intended to be able to operate for roughly less than thirty seconds to avoid overheating. The overheating results from too slow dissipation of heat due to ohmic losses. The electrical parts are meant to save weight and cost. This is really the reason nearly all owner's manuals intended for vehicles recommend the driver to pause for a minimum of 10 seconds after every ten or fifteen seconds of cranking the engine, whenever trying to start an engine which does not turn over at once.
The overrunning-clutch pinion was launched onto the marked in the early 1960's. Prior to the 1960's, a Bendix drive was used. This drive system operates on a helically cut driveshaft that consists of a starter drive pinion placed on it. 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. 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 hence out of mesh with the ring gear.
The development of Bendix drive was developed during the 1930's with the overrunning-clutch design referred to as the Bendix Folo-Thru drive, developed and introduced in the 1960s. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights in the body of the drive unit. This was better for the reason that the typical Bendix drive used in order to disengage from the ring when the engine fired, even if it did not stay running.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and starts turning. After that the starter motor 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, 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 enables the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be avoided prior to a successful engine start.
