AUTOMOTIVE ELECTRICAL AND

ELECTRONIC SYSTEMS
CHAPTER – 4
STARTING SYSTEM
 SESSION - 1
CONTENTS

INTRODUCTION
STARTER MOTORS AND
CIRCUITS
 INTRODUCTION
The internal combustion engine must be rotated before it will run under its own power. The
starting system is a combination of mechanical and electrical parts that work together to
start the engine. The starting system is designed to change the electrical energy, which is
being stored in the battery, into mechanical energy.
The starting system includes the following components:
• Battery.
• Cable and wires.
• Ignition switch.
• Starter solenoid or relay.
• Starter motor.
• Starter drive and flywheel ring gear.
• Starter safety switch.
Engine starting requirements
An internal combustion engine requires the following criteria in order to start and
continue running.
• Combustible mixture.
• Compression stroke.
• A form of ignition.
• The minimum starting speed (about 100 rev/min).
In order to produce the first three of these, the minimum starting speed must be
achieved. This is where the electric starter comes in.
NOTE: Typical starting limit temperatures are -18 ° C to -25 ° C for passenger
cars and -15 ° C to -20 ° C for trucks and buses.
The ability to reach the minimum starting speed (100rpm) is dependent on a
number of factors.
• Rated voltage of the starting system.
• Lowest possible temperature at which it must still be possible to start the engine.
This is known as the starting limit temperature.
• Engine cranking resistance. In other words the torque required to crank the engine
at its starting limit temperature.
• Battery characteristics.
• Voltage drop between the battery and the starter.
• Starter-to-ring gear ratio.
• Characteristics of the starter.
• Minimum cranking speed of the engine at the starting limit temperature.
Starting System Design
The starting system of any vehicle must meet a number of criteria in excess of the eight
listed above.
• Long service life and maintenance free.
• Continuous readiness to operate.
• Robust, such as to withstand starting forces, vibration, corrosion and
temperature cycles.
• Lowest possible size and weight
There are two other considerations when designing a starting system. The location of the
starter on the engine is usually pre-determined, but the position of the battery must be
considered. Other constraints may determine this, but if the battery is closer to the starter
the cables will be shorter. A longer run will mean cables with a greater cross-section are
needed to ensure a low resistance.
Choosing a Starter Motor
The starter motor must meet all the criteria previously discussed. Manufacturers of
starter motors provide data in the form of characteristic curves. For example the
Figure below (the data showing engine cranking torque compared with minimum
cranking speed) will determine the torque required from the starter.
It is important to determine the minimum cranking speed for the particular engine.
This varies considerably with the design and type of engine. Some typical values
are given in Table below for a temperature of -20 ° C.
The rated output of a starter motor can be determined on a test bench. A
battery of maximum capacity for the starter, which has a 20% drop in capacity
at 20 ° C, is connected to the starter by a cable with a resistance of 1 𝑚Ω. These
criteria will ensure the starter is able to operate even under the most adverse
conditions.
• The data in the previous graph shows the torque, speed, power and current
consumption of the starter at -20 ° C and +20 ° C. The power rating of the
motor is quoted as the maximum output at -20 ° C using the recommended
battery.
• As a very general guide the stalled (locked) starter torque required per liter of
engine capacity at the starting limit temperature is as shown in the following
table.

• The torque requirements for a starter motor depend on two main factors. (1)
Piston Displacement and (2) Compression Ratio.
 STARTER MOTORS AND CIRCUITS
Starter Motors
The starting system uses a DC Motor. The operating principle is discussed below.
• When current flows through a conductor placed in a magnetic field, a force is
created acting on the conductor relative to the field. The magnitude of this force
is proportional to the field strength, the length of the conductor in the field and
the current flowing in the conductor.
MAGNETIC TORQUE PRODUCTION
When the current flows through yoke field windings, it converts the yoke into an
electromagnet due to which a magnetic field or flux is created between the pole
pieces.
• Similarly due to flow of current through the armature loop, concentric rings of
magnetic flux are established around the two half conductor cores. This magnetic
flux flows anti clockwise around the left hand conductor and clockwise around the
right hand conductor.
• The magnetic lines of force between the yoke poles and those for the armature
conductors travel in the same direction and two sets of lines merge and strengthen
each other. This is indicated below the left hand conductor and above the right
hand conductor.
• Conversely, where the yoke and armature magnetic fields travel in opposite directions,
they neutralize each other. Hence, the field strength above the left hand conductor and
below the right hand conductor is very weak.
• The difference in the magnetic field strengths above and below each conductor gives rise
to a net upwards force, exerted on the left hand conductor and a net downward force on
the right hand conductor so that a clockwise rotating torque is applied to the armature
loop.

COMMUTATION
To have the continuous rotation of armature loop in only one direction, the direction of
current flowing in each half loop is required to be reversed every half revolution, called
commutation.
For the armature to continue rotating, the current flow in the loop must be reversed. To
accomplish this, a split-ring commutator is in contact with the ends of the armature loops.
• As a result of the commutator, each half ring segment comes in contact with a
different brush during every half revolution of the armature, so that the direction
of the current flow within the armature loop repeatedly reverses.
• The starter motor in practice uses four field windings and poles, and many
armature conductor loops, to produce a more powerful and uniform magnetic
torque. Also to reduce the current flowing in each copper-carbon brush, four
evenly spaced brushes are normally used.

TYPES OF MOTORS
• Series wound
• Shunt wound
• Compound wound
• Permanent magnet excitation
Series Wound Motors
Series wound motors have the field and armature connected in series. Because of
this method of connection, the armature current passes through the fields making it
necessary for the field windings to consist usually of only a few turns of heavy
wire. When this motor starts under load the high initial current, due to low
resistance and no back EMF, generates a very strong magnetic field and therefore
high initial torque. This characteristic makes the series wound motor ideal as a
starter motor.
Shunt Wound Motors
In shunt wound motors, the field winding is connected in parallel with the armature.
Due to the constant excitation of the fields, the speed of this motor remains
constant, virtually independent of torque. Due to a shunt motor’s inability to
produce high torque, it is not typically used as a starter motor. However, shunt
motors may be found as wiper motors, power window motors, power seat motors,
and so on.
Compound Wound Motors
Is a combination of shunt and series wound motors. Depending on how the field
windings are connected, the characteristics can vary. Large starter motors are
often compound wound and can be operated in two stages:
• The shunt winding connected in parallel, this allows low meshing torque due to
the resistance of the shunt winding.
• When complete in mesh, a set of contacts causes the main supply to pass through
series winding and armature giving full torque. The Shunt winding will now be
connected in parallel and will act in such a way as to limit the maximum speed
of the motor.
Permanent Magnet Motors
Permanent magnet motors are smaller and simpler compared with the other three
discussed. Field excitation, as the name suggests, is by permanent magnet. This
excitation will remain constant under all operating conditions.
Most newer vehicles have starter motors that use permanent magnets in place of
the field coils. When a permanent magnet is used instead of coils, there is no field
circuit in the motor. Advantage to using permanent magnets is weight savings; the
weight of a typical starter motor is reduced by 50%. Most permanent magnet
starters are gear-reduction-type starters.
Construction of Starter Motors
Armature
• The armature is constructed with a laminated core made of several thin iron
stampings that are placed next to each other.
• The slots on the outside diameter of the laminations hold the armature windings.
The windings loop around the core and are connected to the commutator. Each
commutator segment is insulated from the adjacent segments. A typical armature
can have more than 30 commutator segments.
• A steel shaft is fitted into the center hole of the core laminations. The commutator
is insulated from the shaft.
Two basic winding patterns are used in the armature: lap winding and wave
winding.
Wave winding provides most appropriate torque and speed characteristics. The
starter motor generally use this technique of winding.
Field Coils
The field coils are electromagnets constructed of wire ribbons or coils wound
around a pole shoe. The pole shoes are constructed of heavy iron. The field coils
are attached to the inside of the starter housing. Most starter motors use four
field coils.
 SESSION - 2

Contents
Starter Circuits

Types of Starter Motors

Starter Drives
The starter drive is the part of the starter motor that engages the armature to
the engine flywheel ring gear. A starter drive includes a pinion gear set that
meshes with the flywheel ring gear on the engine’s crankshaft. To prevent
damage to the pinion gear or the ring gear, the pinion gear must mesh with the
ring gear before the starter motor rotates. To help assure smooth engagement,
the ends of the pinion gear teeth are tapered.
• The ratio of the number of teeth on the ring gear and the starter drive pinion
gear is usually between 15:1 and 20:1. Normal cranking speed for the engine
is about 100 - 200 rpm. If the starter drive had a ratio of 18:1, the starter
would be rotating at a speed of 3,600 rpm (For 200 rpm cranking speed).
NOTE: The action of the armature must always be from the motor to the engine.
The engine must not be allowed to spin the armature.
• If the engine started and was accelerated to 2,000 rpm, the starter speed
would increase to 36,000 rpm. This would destroy the starter motor if it was not
disengaged from the engine.
The most common type of starter drive uses overrunning clutch. The overrunning
clutch is a roller-type clutch that transmits torque in one direction only and
freewheels in the other direction. This allows the starter motor to transmit torque
to the ring gear but prevents the ring gear from transferring torque to the starter
motor.
 Starter Circuits

Basic Circuit
The starter is usually operated by a spring-loaded key switch, and the same switch
also controls the ignition and accessories. The supply from the key switch, via a
relay in many cases, causes the starter solenoid to operate, and this in turn, by a set
of contacts, controls the heavy current.
The starting system of the vehicle consists of two circuits which are separate but related:
• The starter control circuit: consists of the starting portion of the ignition switch,
the starting safety switch (if applicable), and the wire conductor to connect these
components to the relay or solenoid.
• The motor feed circuit: The motor feed circuit consists of heavy battery cables
from the battery to the relay and the starter or directly to the solenoid if the
starter is so equipped.
STARTER CONTROL CIRCUIT COMPONENTS
1. Magnetic Switches
The starter motor requires large amounts of current to generate the torque needed to
turn the engine. The conductors used to carry this amount of current must be large
enough to handle the current with very little voltage drop. To provide control of the high
current, all starting systems contain some type of magnetic switch. There are two basic
types of magnetic switches used: the solenoid and the relay.
2. Starter-Mounted Solenoid
Here the solenoid is mounted directly on top of the starter motor. The solenoid
switch on a starter motor performs two functions:
• It closes the circuit between the battery and the starter motor.
• And it shifts the starter motor pinion gear into mesh with the ring gear.
• This is accomplished by a linkage between the solenoid plunger and the shift
lever on the starter motor.
• In the past, the most common method of energizing the solenoid was directly
from the battery through the ignition switch. However, most of today’s vehicles
use a starter relay in conjunction with a solenoid. The relay is used to reduce
the amount of current flow through the ignition switch and is usually controlled
by the powertrain control module (PCM).
• When the Ignition Switch/Key is placed in the START position, voltage is
applied to the S terminal of the solenoid in the figure below. The hold-in
winding has its own ground to the case of the solenoid. The pull-in winding’s
ground is through the starter motor. Current will flow through both windings to
produce a strong magnetic field. When the plunger is moved into contact with
the main battery and motor terminals, the pull-in winding is de-energized. The
pull-in winding is not energized because the contact places battery voltage on
both sides of the coil.
• Because the contact disc does not close the circuit from the battery to the starter
motor until the plunger has moved the shift lever, the pinion gear is in full mesh
with the flywheel before the armature starts to rotate.
• After the engine is started, releasing the key to the RUN position opens the
control circuit. Voltage no longer is supplied to the hold-in windings, and the
return spring causes the plunger to return to its neutral position.
 Solenoid Operated Starter Motor circuit with Ignition
Switch at the Start Position.

Solenoid Operated Starter Motor circuit with Ignition

Switch at the Off Position.
What actually happens in side a Solenoid Operated Starter Motor?
3. Remote Solenoids.
The starter solenoid is mounted near the battery on the fender or radiator
support. Unlike the starter-mounted solenoid, the remote solenoid does not move
the pinion gear into mesh with the flywheel ring gear. When the ignition switch is
turned to the START position, current is supplied through the switch to the solenoid
windings. The windings produce a magnetic
field that pulls the moveable core into contact
with the internal contacts of the battery and
starter terminals. With the contacts closed,
full battery current is supplied to the starter
motor.
4. Starter Relay Control
Most modern vehicles will use a starter relay in conjunction with a starter motor–
mounted solenoid to control starter motor operation.
• When the ignition switch is turned to the START position, battery voltage is
applied to the coil of the relay. Since the relay coil is grounded, the coil is
energized and pulls the contacts closed. With the contacts closed, battery
voltage is applied to the control side of the starter solenoid. The solenoid
operates in the same manner as discussed previously.
• In this type of system, a very small wire can be used through the steering
column to the ignition switch. This reduces the size of the wiring harness.
• The relay can be controlled through the ignition switch or by the powertrain
control module (PCM).
• In a PCM-controlled system, the PCM will monitor the ignition switch position to
determine if the starter motor should be energized.
Starter Circuit with Ignition Switch Starter Circuit with PCM controlled
Controlled Starter Relay Starter Relay
5. Starting Safety Switch/Neutral Safety Switch
• Vehicles equipped with automatic transmissions has a neutral safety switch to
prevent it from starting in gear. The normally open neutral safety switch is
connected in series in the starting system control circuit and is usually operated
by the shift lever. When in the PARK or NEUTRAL position, the switch is closed,
allowing current to flow to the starter circuit. If the transmission is in a gear
position, the switch is opened and current cannot flow to the starter circuit.
• Many vehicles equipped with manual transmissions use a similar type of safety
switch. The start clutch interlock switch is usually operated by movement of the
clutch pedal. When the clutch pedal is pushed downward, the switch closes and
current can flow through the starter circuit. If the clutch pedal is left up, the
switch is open and current cannot flow.
 Types of Starter Motors

1. Inertia Starters
• The starter engages with the flywheel ring gear by means of a small pinion. The
toothed pinion and a sleeve splined on to the armature shaft are threaded such
that when the starter is operated, via a remote relay, the armature will cause the
sleeve to rotate inside the pinion. The pinion remains still due to its inertia and,
because of the screwed sleeve rotating inside it, the pinion is moved to mesh with
the ring gear.
• When the engine fires and runs under its own power, the pinion is driven faster
than the armature shaft. This causes the pinion to be screwed back along the
sleeve and out of engagement with the flywheel. The main spring acts as a buffer
when the pinion first takes up the driving torque and also acts as a buffer when
the engine throws the pinion back out of mesh.
2. Pre-engaged Starters
• It uses the starter mounted/remote solenoid for engagement and disengagement
of the pinion.
• When ignition is switched on, the current from the battery flows to the solenoid
windings generating magnetic field. The plunger is then drawn towards the winding
causing a tilt towards the fork lever on its pivot. The pinion mounted over the helical
splined portion of the armature shaft moves forward and twists relative to the
shaft causing an easy mesh.
• When the pinion is fully engaged, the solenoid contacts are closed, the current
flows from the battery to energize the starter field and armature windings. The
armature shaft then rotates and cranks the engine.
• Once engine starts, the ignition switch is released, the current ceases through
the solenoid windings. The plunger returns due to spring action. The pinion
withdraws from ring gear.
3. Permanent Magnet Starters
• Permanent magnet starters began to appear on production vehicles in the late
1980s. The two main advantages of these motors, compared with conventional
types, are less weight and smaller size.
• The principle of operation is similar in most respects to the conventional pre-
engaged starter motor. The main difference being the replacement of field
windings and pole shoes with high quality permanent magnets. The reduction in
weight is in the region of 15% and the diameter of the yoke can be reduced
by a similar factor.
• Due to the fall in battery voltage under load and the low resistance of the
armature windings, the characteristic is comparable/similar to series wound
motors.
The permanent magnet starter also uses gear reduction through a planetary gear
set. The planetary gear train transmits power between the armature and the
pinion shaft. This allows the armature to rotate at greater speed and increased
torque.
End of Chapter – 4

QUESTIONS?