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The starter motor of today is typically either a series-parallel wound direct current electric motor which has a starter solenoid, that 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, mainly through 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 using the starter ring gear which is found on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, that begins to turn. After 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 an overrunning clutch. This permits the pinion to transmit drive in just a single direction. Drive is transmitted in this way through the pinion to the flywheel ring gear. The pinion remains engaged, like for instance because the driver fails to release the key once the engine starts or if the solenoid remains engaged as there is a short. This actually causes the pinion to spin independently of its driveshaft.
The actions discussed above would stop the engine from driving the starter. This significant step prevents the starter from spinning so fast that it can fly apart. Unless modifications were made, the sprag clutch arrangement would stop utilizing the starter as a generator if it was employed in the hybrid scheme discussed earlier. Normally a standard starter motor is intended for intermittent use that would stop it being used as a generator.
The electrical components are made to function for around thirty seconds in order to stop overheating. Overheating is caused by a slow dissipation of heat is due to ohmic losses. The electrical parts are intended to save weight and cost. This is actually the reason most owner's handbooks intended for vehicles suggest the driver to stop for a minimum of 10 seconds right after each 10 or 15 seconds of cranking the engine, whenever trying to start an engine that does not turn over instantly.
The overrunning-clutch pinion was launched onto the marked during the early 1960's. Previous to the 1960's, a Bendix drive was utilized. This particular drive system operates on a helically cut driveshaft which consists of a starter drive pinion placed on it. As soon as the starter motor begins spinning, the inertia of the drive pinion assembly allows it to ride forward on the helix, hence engaging with the ring gear. As soon as 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 thus out of mesh with the ring gear.
The development of Bendix drive was made during the 1930's with the overrunning-clutch design known as the Bendix Folo-Thru drive, developed and introduced during the 1960s. The Folo-Thru drive has a latching mechanism along with a set of flyweights inside the body of the drive unit. This was better for the reason that the standard Bendix drive used to be able to disengage from the ring once the engine fired, although it did not stay functioning.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and begins turning. Next 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, 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 permits the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be prevented before a successful engine start.
