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The starter motor these days 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 could be a permanent-magnet composition. When current from the starting battery is applied to the solenoid, basically via a key-operated switch, the solenoid engages a lever which pushes out the drive pinion that is positioned on the driveshaft and meshes the pinion with the starter ring gear which 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 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 permits the pinion to transmit drive in just a single direction. Drive is transmitted in this particular way through the pinion to the flywheel ring gear. The pinion continuous to be engaged, for instance for the reason that the driver fails to release the key once the engine starts or if the solenoid remains engaged as there is a short. This causes the pinion to spin independently of its driveshaft.
This aforementioned action prevents the engine from driving the starter. This is actually an essential step since this type of back drive will enable the starter to spin so fast that it would fly apart. Unless adjustments were done, 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 prior. Typically a regular starter motor is meant for intermittent use that will prevent it being utilized as a generator.
Therefore, the electrical parts are meant to work for approximately under 30 seconds to avoid overheating. The overheating results from too slow dissipation of heat due to ohmic losses. The electrical components are designed to save cost and weight. This is the reason most owner's handbooks utilized for vehicles recommend the operator to stop for a minimum of 10 seconds right after every ten or fifteen seconds of cranking the engine, whenever trying to start an engine that does not turn over at once.
The overrunning-clutch pinion was introduced onto the marked during the early part of the 1960's. Previous to the 1960's, a Bendix drive was utilized. This drive system operates on a helically cut driveshaft which has a starter drive pinion placed on it. Once the starter motor begins spinning, the inertia of the drive pinion assembly allows it to ride forward on the helix, therefore engaging with the ring gear. As soon as the engine starts, the backdrive caused from the ring gear allows the pinion to exceed the rotating speed of the starter. At this instant, the drive pinion is forced back down the helical shaft and thus out of mesh with the ring gear.
During the 1930s, an intermediate development between the Bendix drive was made. The overrunning-clutch design which was made and introduced during 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 in view of the fact that the average Bendix drive used so as to disengage from the ring when the engine fired, though it did not stay running.
As soon as the starter motor is engaged and starts turning, the drive unit is forced forward on the helical shaft by inertia. It then 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 instance 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, therefore unwanted starter disengagement could be avoided before a successful engine start.
