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The starter motor nowadays is normally 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 can 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 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 permits the pinion to transmit drive in just a single direction. Drive is transmitted in this manner through the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for example because the operator did not release the key once the engine starts or if there is a short and the solenoid remains engaged. This causes the pinion to spin separately of its driveshaft.
This aforementioned action stops the engine from driving the starter. This is actually an essential step for the reason that this type of back drive would enable the starter to spin really fast that it will fly apart. Unless adjustments were done, the sprag clutch arrangement would preclude making use of the starter as a generator if it was employed in the hybrid scheme mentioned earlier. Usually a standard starter motor is designed for intermittent use which will preclude it being used as a generator.
Thus, the electrical parts are intended to operate for more or less under 30 seconds to prevent overheating. The overheating results from very slow dissipation of heat because of ohmic losses. The electrical parts are intended to save weight and cost. This is the reason nearly all owner's handbooks used for vehicles recommend the operator to stop for at least 10 seconds after each and every 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over immediately.
In the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Previous to that time, a Bendix drive was used. The Bendix system operates by placing the starter drive pinion on a helically cut driveshaft. Once 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. 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 therefore 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 launched 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 because the standard Bendix drive utilized in order to disengage from the ring once 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. Then the starter motor 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, 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, thus unwanted starter disengagement could be avoided prior to a successful engine start.
