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A starter motors today is typically 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 via a key-operated switch, the solenoid engages a lever that pushes out the drive pinion that is located on the driveshaft and meshes the pinion utilizing 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 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 one direction. Drive is transmitted in this particular manner through the pinion to the flywheel ring gear. The pinion remains engaged, like for instance because the operator did not 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.
The actions mentioned above will prevent the engine from driving the starter. This significant step stops the starter from spinning so fast that it could fly apart. Unless adjustments were done, the sprag clutch arrangement would prevent using the starter as a generator if it was employed in the hybrid scheme mentioned prior. Typically a standard starter motor is designed for intermittent use that will preclude it being used as a generator.
Thus, the electrical components are meant to be able to operate for about under thirty seconds to be able to prevent overheating. The overheating results from too slow dissipation of heat because of ohmic losses. The electrical parts are meant to save cost and weight. This is really the reason the majority of owner's guidebooks meant for automobiles suggest the driver to pause for at least ten seconds after each 10 or 15 seconds of cranking the engine, if trying to start an engine which does not turn over instantly.
In the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Prior to that time, a Bendix drive was used. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. When the starter motor starts turning, the inertia of the drive pinion assembly allows it to ride forward on the helix, hence 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 instant, the drive pinion is forced back down the helical shaft and thus 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 introduced during the 1960s. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights inside the body of the drive unit. This was much better since the standard Bendix drive utilized so as to disengage from the ring once the engine fired, even though it did not stay running.
When 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 after that the flyweights pull outward in a radial manner. This releases the latch and allows the overdriven drive unit to become spun out of engagement, therefore unwanted starter disengagement can be prevented before a successful engine start.
