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The starter motor of today is usually either a series-parallel wound direct current electric motor which consists of a starter solenoid, that is similar to a relay mounted on it, or it can be a permanent-magnet composition. Once current from the starting battery is applied to the solenoid, mainly via a key-operated switch, the solenoid engages a lever that pushes out the drive pinion that is situated on the driveshaft and meshes the pinion utilizing the starter ring gear that is found on the engine flywheel.
As soon as the starter motor begins to turn, the solenoid closes the high-current contacts. As soon as the engine has started, the solenoid consists of a key operated switch which opens the spring assembly to be able 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 permits the pinion to transmit drive in just one direction. Drive is transmitted in this manner via the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for example since the operator did not release the key when the engine starts or if the solenoid remains engaged as there is a short. This actually causes the pinion to spin separately of its driveshaft.
This above mentioned action prevents the engine from driving the starter. This is actually an essential step because this kind of back drive will allow the starter to spin very fast that it can fly apart. Unless adjustments were made, the sprag clutch arrangement will preclude using the starter as a generator if it was used in the hybrid scheme discussed prior. Normally an average starter motor is designed for intermittent use that would prevent it being used as a generator.
Hence, the electrical parts are designed to operate for around under 30 seconds to be able to prevent overheating. The overheating results from too slow dissipation of heat because of ohmic losses. The electrical components are designed to save weight and cost. This is truly the reason the majority of owner's guidebooks meant for automobiles suggest the operator to stop for a minimum of 10 seconds after each 10 or 15 seconds of cranking the engine, whenever trying to start an engine which does not turn over instantly.
During the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Previous to that time, a Bendix drive was utilized. The Bendix system operates by placing the starter drive pinion on a helically cut driveshaft. Once 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. 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 point, 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 known 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 better for the reason that the standard Bendix drive used so as to disengage from the ring as soon as the engine fired, though it did not stay functioning.
The drive unit if force forward by inertia on the helical shaft once the starter motor is engaged and begins turning. After that 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, 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, hence unwanted starter disengagement can be prevented prior to a successful engine start.
