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The starter motor nowadays is typically either a series-parallel wound direct current electric motor that has a starter solenoid, that is similar to a relay mounted on it, or it can be a permanent-magnet composition. 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 which 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. Once 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 allows the pinion to transmit drive in just one direction. Drive is transmitted in this particular method through the pinion to the flywheel ring gear. The pinion remains engaged, for instance since the operator 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 separately of its driveshaft.
This above mentioned action stops the engine from driving the starter. This is an essential step in view of the fact that this type of back drive will allow the starter to spin very fast that it can fly apart. Unless adjustments were done, the sprag clutch arrangement will stop the use of the starter as a generator if it was made use of in the hybrid scheme mentioned prior. Usually a regular starter motor is intended for intermittent utilization which will prevent it being used as a generator.
Therefore, the electrical components are meant to function for around less than thirty seconds in order to prevent overheating. The overheating results from too slow dissipation of heat due to ohmic losses. The electrical components are meant to save weight and cost. This is truly the reason most owner's instruction manuals meant for automobiles suggest the operator to pause for a minimum of ten seconds after every 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over at once.
During the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Previous to that time, a Bendix drive was utilized. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. As soon as the starter motor starts spinning, 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.
In the 1930s, an intermediate development between the Bendix drive was made. The overrunning-clutch design which was made and launched in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism together with a set of flyweights within the body of the drive unit. This was an improvement since the average Bendix drive utilized 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. When the drive unit is spun at a speed higher than what is attained by the starter motor itself, for example 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, thus unwanted starter disengagement can be avoided before a successful engine start.
