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A starter motors today is normally 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, mainly through 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 with the starter ring gear which is seen on the flywheel of the engine.
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 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 only a single direction. Drive is transmitted in this particular method through the pinion to the flywheel ring gear. The pinion remains engaged, for instance in view of the fact that the operator did not release the key when the engine starts or if the solenoid remains engaged because there is a short. This causes the pinion to spin independently of its driveshaft.
This aforementioned action stops the engine from driving the starter. This is actually an essential step because this kind of back drive would enable the starter to spin very fast that it could fly apart. Unless modifications were made, the sprag clutch arrangement would prevent using the starter as a generator if it was employed in the hybrid scheme mentioned earlier. Typically a standard starter motor is intended for intermittent use that will stop it being utilized as a generator.
The electrical parts are made so as to work for approximately 30 seconds to prevent overheating. Overheating is caused by a slow dissipation of heat is due to ohmic losses. The electrical components are intended to save cost and weight. This is the reason most owner's manuals used for vehicles recommend the driver to pause for at least 10 seconds right after every 10 or 15 seconds of cranking the engine, whenever trying to start an engine that does not turn over right away.
In the early 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Before that time, a Bendix drive was used. The Bendix system operates by placing the starter drive pinion on a helically cut driveshaft. Once the starter motor begins turning, the inertia of the drive pinion assembly allows 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 moment, 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 in 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 a lot better because the average Bendix drive used to be able to disengage from the ring when the engine fired, though it did not stay running.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and begins turning. After that 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, like for example it is backdriven by the running engine, and afterward the flyweights pull outward in a radial manner. This releases the latch and permits the overdriven drive unit to become spun out of engagement, therefore unwanted starter disengagement could be prevented prior to a successful engine start.