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Today's starter motor is typically a permanent-magnet composition or a series-parallel wound direct current electrical motor with a starter solenoid installed on it. 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 which is positioned on the driveshaft and meshes the pinion with the starter ring gear which is found on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, which starts to turn. After the engine starts, the key operated switch is opened and a spring within 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 one direction. Drive is transmitted in this method via the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for example for the reason that the driver did not release the key when the engine starts or if there is a short and the solenoid remains engaged. This causes the pinion to spin independently of its driveshaft.
The actions discussed above will prevent the engine from driving the starter. This significant step prevents the starter from spinning so fast that it will fly apart. Unless adjustments were done, the sprag clutch arrangement will stop using the starter as a generator if it was employed in the hybrid scheme mentioned earlier. Typically a regular starter motor is intended for intermittent use that would stop it being utilized as a generator.
Thus, the electrical components are intended to function for around under 30 seconds so as to prevent overheating. The overheating results from very slow dissipation of heat due to ohmic losses. The electrical parts are intended to save cost and weight. This is truly the reason the majority of owner's handbooks meant for vehicles suggest the operator to pause for a minimum of ten seconds right after each and every 10 or 15 seconds of cranking the engine, if trying to start an engine that does not turn over right away.
The overrunning-clutch pinion was introduced onto the marked during the early 1960's. Prior to the 1960's, a Bendix drive was used. This drive system works 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, therefore engaging with the ring gear. As soon as the engine starts, the backdrive caused from the ring gear allows the pinion to surpass 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 made during the 1930's with the overrunning-clutch design referred to as the Bendix Folo-Thru drive, developed and introduced in the 1960s. The Folo-Thru drive consists of a latching mechanism along with a set of flyweights in the body of the drive unit. This was an enhancement since the average Bendix drive utilized to be able to disengage from the ring when the engine fired, though it did not stay functioning.
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. When 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 then the flyweights pull outward in a radial manner. This releases the latch and enables the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement can be avoided previous to a successful engine start.
