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A starter motors today is typically a permanent-magnet composition or a series-parallel wound direct current electrical motor along with a starter solenoid mounted on it. When current from the starting battery is applied to the solenoid, basically through a key-operated switch, the solenoid engages a lever that pushes out the drive pinion that is positioned on the driveshaft and meshes the pinion utilizing the starter ring gear which is found on the engine flywheel.
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 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 an overrunning clutch. This permits the pinion to transmit drive in just one direction. Drive is transmitted in this method through the pinion to the flywheel ring gear. The pinion remains engaged, like for instance in view of the fact that the driver fails to 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.
This aforementioned action stops the engine from driving the starter. This is actually an important step for the reason that this particular type of back drive will enable the starter to spin really fast that it will fly apart. Unless modifications were made, the sprag clutch arrangement would prevent the use of the starter as a generator if it was made use of in the hybrid scheme discussed earlier. Normally a regular starter motor is meant for intermittent utilization which will preclude it being utilized as a generator.
Hence, the electrical components are meant to be able to function for roughly less than thirty seconds to be able to prevent overheating. The overheating results from very slow dissipation of heat due to ohmic losses. The electrical components are meant to save cost and weight. This is really the reason the majority of owner's instruction manuals utilized for vehicles suggest the operator to stop for at least 10 seconds right after each and every 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over right away.
The overrunning-clutch pinion was introduced onto the marked during the early part of the 1960's. Prior to the 1960's, a Bendix drive was used. This particular drive system operates on a helically cut driveshaft which has a starter drive pinion placed on it. When the starter motor begins spinning, the inertia of the drive pinion assembly enables it to ride forward on the helix, therefore engaging with the ring gear. When the engine starts, the backdrive caused from the ring gear allows 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 developed and introduced in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive consists of a latching mechanism together with a set of flyweights in the body of the drive unit. This was an improvement in view of the fact that the average Bendix drive used to be able to disengage from the ring once the engine fired, although it did not stay functioning.
Once 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, for instance it is backdriven by the running engine, and afterward the flyweights pull outward in a radial manner. This releases the latch and allows the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement could be prevented before a successful engine start.
