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Today's starter motor is usually a permanent-magnet composition or a series-parallel wound direct current electrical motor along with a starter solenoid mounted on it. Once 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 positioned on the driveshaft and meshes the pinion using 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 starts 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 allows the pinion to transmit drive in only a single direction. Drive is transmitted in this particular manner via the pinion to the flywheel ring gear. The pinion remains engaged, for instance as the operator did not release the key when the engine starts or if the solenoid remains engaged for the reason that there is a short. This causes the pinion to spin separately of its driveshaft.
The actions mentioned above will prevent the engine from driving the starter. This significant step prevents the starter from spinning really 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 made use of in the hybrid scheme mentioned earlier. Normally a standard starter motor is designed for intermittent use which would preclude it being used as a generator.
Hence, the electrical components are intended to be able to operate for about under thirty seconds to prevent overheating. The overheating results from too slow dissipation of heat because of ohmic losses. The electrical parts are designed to save weight and cost. This is actually the reason the majority of owner's instruction manuals for automobiles suggest the operator to pause for at least ten 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. Prior to that time, a Bendix drive was used. The Bendix system works by placing the starter drive pinion on a helically cut driveshaft. As soon as the starter motor begins spinning, the inertia of the drive pinion assembly allows it to ride forward on the helix, hence engaging with the ring gear. As soon as 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 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, made and introduced in the 1960s. The Folo-Thru drive consists of a latching mechanism together with a set of flyweights within the body of the drive unit. This was an improvement as the typical Bendix drive used to disengage from the ring once the engine fired, even though it did not stay running.
The drive unit if force forward by inertia on the helical shaft as soon as 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 achieved by the starter motor itself, for instance it is backdriven by the running engine, and then the flyweights pull outward in a radial manner. This releases the latch and allows the overdriven drive unit to become spun out of engagement, therefore unwanted starter disengagement could be prevented previous to a successful engine start.
