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The starter motor these days is usually either a series-parallel wound direct current electric motor which 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, mainly via a key-operated switch, the solenoid engages a lever that pushes out the drive pinion that 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, 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 only a single direction. Drive is transmitted in this method via the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for example because the operator fails to release the key once 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 aforesaid action prevents the engine from driving the starter. This is an essential step for the reason that this type of back drive would allow the starter to spin so fast that it could fly apart. Unless modifications were made, the sprag clutch arrangement would prevent making use of the starter as a generator if it was made use of in the hybrid scheme discussed prior. Typically an average starter motor is intended for intermittent use that will prevent it being used as a generator.
The electrical parts are made to be able to operate for about thirty seconds so as to stop overheating. Overheating is caused by a slow dissipation of heat is due to ohmic losses. The electrical parts are designed to save cost and weight. This is really the reason the majority of owner's instruction manuals intended for vehicles suggest the driver to stop for a minimum of 10 seconds right after each ten or fifteen 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 1960's. Previous to the 1960's, a Bendix drive was utilized. This particular drive system operates on a helically cut driveshaft which consists of a starter drive pinion placed on it. Once the starter motor starts turning, the inertia of the drive pinion assembly enables it to ride forward on the helix, thus engaging with the ring gear. As soon as the engine starts, the backdrive caused from the ring gear enables the pinion to surpass the rotating speed of the starter. At this moment, 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 developed 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 has a latching mechanism along with a set of flyweights within the body of the drive unit. This was better for the reason that the standard Bendix drive utilized in order to disengage from the ring once the engine fired, even though it did not stay functioning.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and begins turning. Afterward the starter motor 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, for example 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 avoided previous to a successful engine start.
