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A starter motors today is usually a permanent-magnet composition or a series-parallel wound direct current electrical motor along 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 that is located 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. After the engine starts, the key operated switch is opened and a spring inside 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 remains engaged, for instance as the driver did not release the key as soon as the engine starts or if the solenoid remains engaged for the reason that there is a short. This actually causes the pinion to spin independently of its driveshaft.
This above mentioned action prevents the engine from driving the starter. This is actually an essential step because this type of back drive would enable the starter to spin really fast that it will fly apart. Unless modifications were done, 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 earlier. Normally an average starter motor is intended for intermittent utilization that will stop it being used as a generator.
Hence, the electrical components are designed to be able to operate for approximately less than thirty seconds to avoid 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 manuals meant for vehicles recommend the operator to stop for at least 10 seconds after every 10 or 15 seconds of cranking the engine, when trying to start an engine that does not turn over immediately.
During the early part of the 1960s, this overrunning-clutch pinion arrangement was phased onto the market. Before that time, a Bendix drive was utilized. The Bendix system functions by placing the starter drive pinion on a helically cut driveshaft. Once the starter motor starts spinning, the inertia of the drive pinion assembly enables it to ride forward on the helix, hence engaging with the ring gear. Once the engine starts, the backdrive caused from the ring gear allows the pinion to surpass 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.
The development of Bendix drive was developed in the 1930's with the overrunning-clutch design referred to as the Bendix Folo-Thru drive, developed and launched in the 1960s. The Folo-Thru drive has a latching mechanism along with a set of flyweights inside the body of the drive unit. This was better since the standard Bendix drive used so as to disengage from the ring when the engine fired, although it did not stay functioning.
As soon as 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 achieved by the starter motor itself, for instance it is backdriven by the running engine, and afterward the flyweights pull outward in a radial manner. This releases the latch and enables the overdriven drive unit to become spun out of engagement, thus unwanted starter disengagement could be avoided before a successful engine start.
