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The starter motor these days is normally either a series-parallel wound direct current electric motor that consists of a starter solenoid, that is similar to a relay mounted on it, or it could be a permanent-magnet composition. Once current from the starting battery is applied to the solenoid, mainly through a key-operated switch, the solenoid engages a lever that pushes out the drive pinion which is located on the driveshaft and meshes the pinion using the starter ring gear that is found on the engine flywheel.
The solenoid closes the high-current contacts for the starter motor, that 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 allows the pinion to transmit drive in only one direction. Drive is transmitted in this particular method via the pinion to the flywheel ring gear. The pinion continuous to be engaged, like for instance as the driver fails to release the key as soon as the engine starts or if the solenoid remains engaged because there is a short. This actually causes the pinion to spin independently of its driveshaft.
This aforesaid action stops the engine from driving the starter. This is actually an essential step in view of the fact that this type of back drive will enable the starter to spin so fast that it would fly apart. Unless modifications were done, the sprag clutch arrangement would preclude making use of the starter as a generator if it was employed in the hybrid scheme mentioned prior. Normally a standard starter motor is intended for intermittent use which would prevent it being used as a generator.
Hence, the electrical parts are intended to work for about under 30 seconds so as to prevent overheating. The overheating results from too slow dissipation of heat due to ohmic losses. The electrical components are intended to save weight and cost. This is the reason most owner's guidebooks for automobiles recommend the driver to stop for at least 10 seconds right after each ten or fifteen seconds of cranking the engine, if trying to start an engine which does not turn over at once.
During 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 functions by placing the starter drive pinion on a helically cut driveshaft. When the starter motor begins turning, the inertia of the drive pinion assembly allows it to ride forward on the helix, thus engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear enables 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.
In the 1930s, an intermediate development between the Bendix drive was made. The overrunning-clutch design which was made and launched in the 1960s was the Bendix Folo-Thru drive. The Folo-Thru drive has a latching mechanism along with a set of flyweights inside the body of the drive unit. This was an improvement 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 running.
The drive unit if force forward by inertia on the helical shaft when the starter motor is engaged and starts turning. Next the starter motor 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 after that the flyweights pull outward in a radial manner. This releases the latch and permits the overdriven drive unit to become spun out of engagement, hence unwanted starter disengagement could be prevented previous to a successful engine start.
