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The starter motor these days is normally either a series-parallel wound direct current electric motor that consists of a starter solenoid, which 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 which pushes out the drive pinion that is situated on the driveshaft and meshes the pinion with the starter ring gear which is found on the flywheel of the engine.
The solenoid closes the high-current contacts for the starter motor, which starts to turn. When 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 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 manner via the pinion to the flywheel ring gear. The pinion continuous to be engaged, for example because the operator 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 important step stops the starter from spinning very fast that it would fly apart. Unless modifications were done, the sprag clutch arrangement will prevent the use of the starter as a generator if it was used in the hybrid scheme mentioned prior. Normally an average starter motor is meant for intermittent use which will preclude it being used as a generator.
The electrical parts are made to be able to function for more or less thirty seconds to avoid overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical parts are intended to save weight and cost. This is the reason nearly all owner's handbooks meant for automobiles suggest the driver to pause for a minimum of ten seconds right after each ten or fifteen seconds of cranking the engine, if trying to start an engine which does not turn over instantly.
In the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Before that time, a Bendix drive was utilized. The Bendix system works 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, hence engaging with the ring gear. When the engine starts, the backdrive caused from the ring gear enables the pinion to surpass the rotating speed of the starter. At this instant, 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 developed. The overrunning-clutch design which was developed and introduced during the 1960s was the Bendix Folo-Thru drive. 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 for the reason that the standard Bendix drive used to be able 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 once the starter motor is engaged and begins turning. After that the starter motor becomes latched into the engaged position. As soon as the drive unit is spun at a speed higher than what is attained by the starter motor itself, like for example 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 previous to a successful engine start.