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A starter motors today is normally a permanent-magnet composition or a series-parallel wound direct current electrical motor together 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 situated on the driveshaft and meshes the pinion using the starter ring gear that is seen on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, that begins to turn. After 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 way through the pinion to the flywheel ring gear. The pinion remains engaged, like for example for the reason that the operator fails to release the key as soon as the engine starts or if there is a short and the solenoid remains engaged. This causes the pinion to spin separately of its driveshaft.
The actions discussed above would stop the engine from driving the starter. This significant step stops the starter from spinning so fast that it would fly apart. Unless adjustments were done, the sprag clutch arrangement would stop using the starter as a generator if it was utilized in the hybrid scheme discussed earlier. Typically an average starter motor is intended for intermittent use that would prevent it being used as a generator.
The electrical components are made to work for more or less thirty seconds to prevent overheating. Overheating is caused by a slow dissipation of heat is because of ohmic losses. The electrical parts are designed to save weight and cost. This is the reason the majority of owner's instruction manuals for vehicles recommend the operator to stop for at least 10 seconds right after every 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over instantly.
The overrunning-clutch pinion was introduced onto the marked in the early 1960's. Before the 1960's, a Bendix drive was used. This drive system operates on a helically cut driveshaft that has a starter drive pinion placed on it. When the starter motor starts spinning, the inertia of the drive pinion assembly allows 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 go beyond the rotating speed of the starter. At this instant, the drive pinion is forced back down the helical shaft and thus 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 launched during the 1960s. The Folo-Thru drive consists of a latching mechanism together with a set of flyweights in the body of the drive unit. This was better in view of the fact that the average Bendix drive used so as to disengage from the ring as soon as the engine fired, though it did not stay running.
When the starter motor is engaged and starts 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 attained by the starter motor itself, like for instance it is backdriven by the running engine, and after that 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 prior to a successful engine start.
