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HUNGARIAN JOURNAL 
OF INDUSTRIAL CHEMISTRY 

VESZPRÉM 
Vol. 38(2). pp. 127-132 (2010) 

DEVELOPEMENT OF NEW TECHNICAL SOLUTION 
FOR STARTER MOTORS FOR PASSENGER CARS 

L. NAGY, E. JAKAB 

Rober Bosch Department of Mechatronics, University of Miskolc, Miskolc-Egyetemváros, HUNGARY 
E-mail: nagy.lajos@uni-miskolc.hu, jakab.endre@uni-miksolc.hu  

 

This paper discusses an industrial project which can be solved by “classical” design methods. Many theories and methods 
were and have been developed during the last few decades. Methods to support product development cover well-known 
paradigmatic approaches and models. They are partly built upon experiences from practice, and a lot of them haven't 
changed much during the last 20 to 30 years. In a product development process or design process, conceptual design is 
one of the most important phases in which customer needs and technical requirements are translated into design 
solutions. Conceptual design is a component part of a design process during which designers first create new ideas and 
then translate them into a design structure by synthesis [15]. First of all we defined the formulation of the task and 
determined the basic functions. After we are looked for solution variants and used to explore the theoretically possible 
solutions at principle impact level. It was found that the solution field obtained could be divided into three large groups, 
such as starters controlled by hydraulic, pneumatic, and electric energy sources. We also determined the development 
direction and finally designed a new possible solutions. 

Keywords: design methodology, starter motors, pinion-engaging mechanism 

Introduction 

Today international competition in the market, accelerating 
engineering technological development and increasing 
purchaser requirements have made it crucial for companies 
to develop competitive products. Steadily increasing 
demands have led to the emergence of the science of 
methodical design, which encompasses a great number 
of established and proven principles and methods widely 
applied in industrial practice as well. So this design 
theories and methodologies such as systematic design 
methodology so-called „Classical” design theories [1, 2, 
3, 10, 11]. Theory of Inventive Problem-Solving [12], 
Autogenetic Design Theory, [5], Axiomatic Design 
Theory [4], General Design Theory [Yoshikawa], etc. 
have been developed for the last fifty years. 

„Classical” development and design methods are 
based on the paradigm that a complete description of 
requirements and boundary conditions will lead (at the 
very end) to exactly one solution (the so-called funnel 
approach) [5]. The German VDI guidelines 2221, 2222 
and 2225 describe an integrated model of product 
development. There are based on the respective design 
theories developed mainly by Pahl, Beitz, Hubka, Koller, 
Franke, and Roth. All these design processes have in 
common that they arrive at the solution in every case by 
dividing a complex task or problem into sub-tasks and 

sub-problems and elaborating those separately. They also 
have in common that they divide the individual processes 
into three stages which cannot separated from each other 
markedly and which are the stages of formulating the 
task, the functional and the construction (design) stage. 

The objective of this paper is to present the solution of 
a particular industrial task by means of ‘classical’ design 
methodology. The project was born in 2006 from an 
industrial commission, with the objective of developing 
and constructing a new, state-of-the-art starter for 
passenger cars. The contents of the paper are related to 
this objective. The foundation of the task was provided 
by these classical design methods. 

Here the process plan elaborated in [3, 14, 15] and 
the Franke search matrix [14] were taken as the starting 
point for solving the problem at hand. 

In order to obtain a transparent view of starters, it is 
expedient to do a comprehensive literature and patent 
research as a first step. The various papers on vehicular 
electricity [17, 18] discuss the structural analysis and 
operation of starters for passenger cars, heavy duty and 
two-stage starters for trucks. The Internet search engines 
of the Hungarian, US and European patent offices were 
used to find several hundred patents in this field. In the 
course of the research no new development based on 
scientific foundations was found, therefore the patent 
specifications found were analysed and catalogued 
according to the solution applied.  



 

 

128

Towards solving the problem 

Internal combustion engines emerged at the end of the 
19th century and were used for driving vehicles. The 
vehicles ran on petrol and were started using an external, 
mechanical source of energy (pushing, acceleration on 
an incline, use of a manual starting handle). The 
’tradition’ of manual starting was to be found in vehicles 
for nearly a century to a decreasing extent, until the 
1980s. Later, with the use of electrical energy supply 
units, electrical starter units, called starters (Fig. 1), 
came to the foreground. The task of a starter is to 
accelerate the main axle of an internal combustion 
engine from its stationary state to the ignition revolution 
number nc. The operation of the internal combustion 
engine becomes self-propelled when the revolution 
number of its main axle is greater than the ignition 
revolution number, [17, 18].  

The first step of the design is an abstraction of the 
task. It is expedient to formulate the task so that it will 
include only the objective to be performed by the 
technical device created in the design process.  

Accordingly, the task was defined as followed: 
“Designing a device of a new technical principle suitable 
for starting the internal combustion engines of passenger 
cars”.  

It is of utmost importance that the fundamental 
requirements (Table 1), providing the starting point for 
the further unfolding of the task set, are formulated in this 
stage. The requirements can be divided into four large 
groups on the basis of [16]. 

 
Table 1: Requirement list 

Requirements set for the task  
starting an internal combustion engine Functional 

requirements new technical solution 
a great number of connections, short 
connection time  
building block principle, modular 
design 

General 
requirements 

low level of noise 
rapid repair, service or replacement in 
case of faults  
easy fit in many different engines  
operability also in extreme weather 
conditions 

Priority 
requirements 

Reliability 
compactness and small weight 
long life 
manufacturing requirements 
industrial law requirements 

Requirements 
typical of all 
machines 

other (e.g. servicing) requirements 
 

On the basis of the research of the literature and the 
patents, starting an internal combustion engine requires 
the generation of an impact that can be brought about 
via the main axle. After the internal combustion engine 
gets started, it may force the device generating the impact 
to perform such a great revolution number that exceeds 

the speed limit and the may endanger the integrity of the 
construction.  

Therefore the objective is to design a device that 
drives the main axle of the internal combustion engine 
with the necessary revolution number and moment, and 
then the starter returns to normal after the fuel has been 
ignited in order to prevent possible damage.  

In the next stage of the design process, it is possible to 
determine the fundamental theoretical solutions by setting 
up the structure of functions, finding and combining 
solution principles. [14, 16] The task formulated is called 
the overall task, which it is expedient to reduce to simple 
sub-tasks for which there already exist well-established 
solutions, and to so many parts that their number can 
still be followed. These sub-tasks may appear as well-
established solutions in a great number of other technical 
devices. Next the sub-tasks are to be divided into sub-
functions and the sub-functions into the impacts and 
impact carriers embodying them.  

The collection of verbs containing 220 words and 
expressing actions in engineering practice provides 
considerable help for the accurate description of 
function definitions [7]. These can be used to give 
simple definitions for the particular sub-tasks and sub-
functions. Fig. 8 shows the sub-tasks and sub-functions 
performing the task total and the impacts achieving them. 
In the individual blocks of the structure of functions 
underlining highlights the verbs expressing the actions. 
In the following the individual sub-tasks and sub-functions 
are written in bold. In the blocks where there are four 
dashed lines, they represent connections to mechanical, 
hydraulic, pneumatic and electric blocks.  

Account must be taken of what sources of energy are 
there, and which of them are suitable for solving the 
overall task. On the basis of Fig. 8, the sub-task Use 
energy source in vehicles is a supply unit housed in 
vehicles, which is necessary not only for starting the 
internal combustion engine, but also performs other 
functions not belonging to the task. 

Each impact carrier, creating sub-tasks and sub-
functions, can be grouped by the energy sources, e.g. 
mechanical (rigid and flexible bodies), hydraulic (fluids), 
pneumatic (air) and electric (electrons) supply units can 
be distinguished. Flywheel energy sources are most often 
used as mechanical energy sources. In the present state of 
technology, there also exist supra-conducting flywheel 
energy sources, with an efficiency of 96%. Mechanical, 
hydraulic and pneumatic supply units have to provide the 
appropriate primary energy source, which are usually 
electric supply units. Starters applied today receive the 
necessary energy from batteries.  

Sub-task Connect device to the crankshaft includes 
two sub-functions. Sub-function Create a connection 
refers to the type of connection (e.g. flywheel gear rim 
gearwheel connection), which may be direct and indirect 
transfer of energy. Sub-function Operate connection 
refers to the method of creating the connection (e.g. 
operation in the axial direction). 

Sub-task Drive crankshaft includes as its sub-function 
the bringing about of rotary motion. For devices suitable 
for generating rotary motions there exist well-established 
design catalogues [12]. These catalogues have the 



 

 

129

advantage that they include existing part solutions and 
one only has to select the one best suited for the task.  

There exist solutions in practice, which, in addition to 
the existing main-axle-device connection, also include a 
separate moment-strengthening unit (e.g. epicyclic gear, 
or counterdrive). Therefore the sub-task Change moment 
– which is a sub-function at the same time – has the 
objective to impart the greatest possible moment to the 
main axle, and to reduce the dimensions of the device.  

After starting the internal combustion engine, the 
device is to be controlled (set in the starting position) in 
some way. On the one hand that the process can be 
repeated at the next starting, and, on the other, in order 
to prevent damage. A device is set in the starting position 
when it is in some positive connection with another 
component (the main axle in this case).  

The sub-function Change function can be closely 
linked to direct drive. In this case the device cannot be 
stopped. 

On the basis of function analysis, it is possible to 
build a graph hierarchy (structure of functions) between 
the sub-functions implementing the individual sub-tasks. 
In order to obtain a solution meeting the requirements of 
the task set, it is practical to place the individual impacts 
into a morphology box (matrix) (Table 2). In the matrix 
the fields belonging to the individual rows are connected 
with the elements of the next row. Assigning the 
individual energy carriers to each sub-function and 
connecting them gives the possible combinations of the 
chain of impacts.  

 
Table 2: Morphology matrix 

SFA A1 A2 A3 A4 
SFB11 B11.1 B11.2 B11.3 B11.4 
SFB12 B12.1 B12.2 B12.3 B12.4 
SFB21 B21.1 B21.2 B21.3 B21.4 

SFB 

SFB22 B22.1 B22.2 B22.3 B22.4 
SFC C1 C2 C3 C4 
SFD D1 D2 D3 D4 

SFE11 E11.1 E11.2 E11.3 E11.4 SFE SFE12 E12.1 E12.2 E12.3 E12.4 
 

Notations SFA, …, SFE are interpreted by Fig. 3 and 
the list of notations. The last figures in the notations  
– from 1 to 4 – refer to the mechanical, hydraulic, 
pneumatic and electric energy carriers, respectively. In 
this way e.g. SFB21.1 means: Ensure axial connection by 
mechanical energy transfer.  

The number of possible theoretical solutions is given 
according to the following relation: 

2621444SSSSSSSSST 912FE11FEFDFC22FB21FB12FB11FBFAS ==⋅⋅⋅⋅⋅⋅⋅⋅=  
It is easy to see that between the sub-functions SFB11 

and SFB12, SFB21 and SFB22, and SFE11 and SFE12 there exists 
an or connection, therefore the number of theoretical 
solutions according to (2) is  

( )
32768

8
SSSSSSSSS

T 12FE11FEFDFC22FB21FB12FB11FBFAS =
⋅⋅⋅⋅⋅⋅⋅⋅

=
 

In the functional design stage the characteristics of 
the solution principles at a low level of concretisation in 
general are not known to the extent that combination and 
optimisation can be performed by mathematical methods. 
In order to develop the solution concepts, it is often not 
sufficient to have the physical relations, for geometrical 
(production engineering, assembly, incompatibility, etc.) 
relations may also set limits and exclude compatibility 
in a particular case. In more complex systems, the 
designers have to decide between the variants in this 
stage of the design process by means of the reduction 
selection process, which can be described by the activities 
of selection and prioritising. 

The impact carrying part solution of the mechanical 
energy source A1 may be a spring, a flywheel or human 
force. This solution can be immediately discarded, for it 
does not meet the requirements of the age or technology.  

Accordingly, the sub-functions SFB21 and SFB22, i.e. 
the method of bringing about the device – internal 
combustion engine connection is omitted in this stage, 
the impacts not achieving particular sub-functions 
(B12.4, C1, D4, E1.1) are removed from the morphology 
matrix in Table 2. 

Thus the number of theoretical solutions is: 

( ) ( ) 8642443332SSSSST 2FE12FBFDFCFASM =⋅⋅⋅⋅⋅=⋅⋅⋅⋅⋅=  
It is purpose to limit the theoretically possible solution 

field to the feasible solutions. Placing the solution 
possibilities of two compatible impact carriers in the 
head column and head row of a matrix, and filling the 
description of the combination (impossible or unfeasible, 
possible combination) in the field, compatibility can be 
easily checked in sequence. 

 

 
Figure 1: Compatibility matrix 

 
On the basis of the compatibility matrix (Fig. 1), the 

possible theoretical solutions of the task total can be 
arranged in a tree diagram Sub-functions SFB21 and SFB22 
were removed in working with the solution principles, 
however, they are necessary in the analysis, therefore 
the number of possible theoretical solutions is  



 

 

130

2242842TSM =⋅⋅= , 
which can be divided into three different groups: 
● Device controlled from a hydraulic supply unit (A2 

branch):  
961242T 2SMA =⋅⋅=  

theoretical solutions. 
● Device controlled from a pneumatic electric supply 

unit (A3 branch):  
961242T 3SMA =⋅⋅=  

theoretical solutions. 
● Device controlled from an electric supply unit (A4 

branch):  
 32442T 4SMA =⋅⋅=  

theoretical solutions. 
 
In hydraulic and pneumatic supply units the 

appropriate primary energy source, usually an electric 
supply unit, is to be provided. Starters used today obtain 
the necessary energy from batteries. Since this is a well-
established solution, it is not worthwhile deviating from 
this sub-function. The idea, however, is not discarded 
immediately, we may return to it later on. Since internal 
combustion engines cannot be altered, i.e. neither the 
flywheel, nor the crankshaft can be modified, the 
number of theoretical solutions of branch A4 is 
consequently reduced from 64 to 2. 

The methods applied for selecting the appropriate 
solution variants were the Use Value Analysis (UVA) of 
system technology and the evaluation according to the 
guidelines VDI 2225 [8]. It follows from the analyses 
that the most sensitive point of the device is the 
mechanism ensuring the axial connection, i.e. pinion-
engaging mechanism (PEM).  

 
1 2 3

 
Figure 2: Block scheme of the PEM 

Modelling and simulation of the PEM 

The basis of developing variants is how the PEM can be 
replaced by other solutions, since the solenoid switch is 
one of the most sensitive parts of the starter. The length 
of the path covered by the iron core is an important 
characteristic, for this determines the axial displacement 
of the engaging gearwheel. If the path of the 
displacement is shorter than necessary, the gearwheel 
connection is not appropriate, and if it is longer, the 
gearwheel will butt on. Moreover, the closing contact of 
the main circuit must make contact in the appropriate 
displacement position. The contacts must have burning-
up spare, for in operation, when the circuit is closed, 
and particularly when it is broken, there is intense 
sparking due to the high amperages, which leads to a 

reduction of the contacts. To sum up, new structural 
solutions have to perform with reliability the two main 
functions of the magnetic switch, which are: 
● Establishing the engagement of the gearwheel and 

its disconnection, by means of an intermediary device 
● Closing the main circuit and its disconnection as 

fast as possible. 
 

The two functions are in close connection with each 
other, therefore variants meeting these requirements 
were developed. The switch mechanism has to be 
placed on the starter with the shortest possible leads to 
be used. The mechanism used so far (Figure 2) consists 
of an iron core coil (1) (electro-magnet), a translation to 
translation motion transducer (lever) (2) and the driving 
gear (3). The driving gear performs both linear and 
rotary movements, through a helical involute profile 
spline shaft – boss connection.  

Fig. 3 shows that the solenoid switch has 3 pre-
tensioned springs. The armature return spring (10) ensures 
that the switch opens again when the solenoid is switched 
off and the armature returns to its resting position. When 
the solenoid armature hits the armature shaft (9), the 
movable switch contact (8) moves against the force of 
the armature shaft spring (it is not numbered in Fig. 3). 
When the switch contacts (6, 8) are closed, the main 
circuit (the hold-in winding activated at this time) is also 
closed and the contact spring (5) ensures the best possible 
surface contact. [18]  

 

 
Figure 3: Solenoid switch 

 
The function of the PEM can be divided into five 

phases. The electromagnetic force has to overcome the 
force of the pre-tensioned return spring in the first 
phase. Phase 2 is what is called the free travel phase 
when the solenoid retracts, but does not operate the 
pinion-engaging lever. This is significant when the 
power supply to the solenoid is switched off, because 
there must be sufficient free travel to allow opening the 
primary circuit switch. If this were not the case, the 
pinion-engaging lever would hold the armature in place. 
The other three phases cover the operation of the three 
springs (Fig. 4). 

The simulation of PEM was performed by Matlab. 
The simulation investigations resulted in obtaining time 
curves of the PEM current (Fig. 5), the solenoid 
armature and the pinion displacement (Fig. 6) and 
velocity, the force of the pinion engaging mechanism. 
The individual curves represent the individual phases, 



 

 

131

and the resultant curve shows the joint conditions. The 
simulation results are compared with the measurement 
results (dot line in Fig 5 and solid line in Fig 6). 

 

 
Figure 4: Mechanical model of the PEM 

 

 
Figure 5: Simulation and measurement results 

of the PEM current 
 

 
Figure 6: The pinion displacement 

 

Each curve seems to be the same. Naturally, the 
values of the each curve show some difference. The 
reason for this difference is that the battery can be 
modelled by a constant, and we neglect the mass of the 
spring, the pinion- engaging lever, the armature shaft 
and the switch contacts, and the form of the solenoid 
armature, the frictional losses, the electric losses (eddy 
current losses, switch contact losses, air gap losses, 
etc.), and the magnetic losses. 

Validation of the new solution proposal 

The aim was set that the new switch mechanism should 
be coaxially placed with the axle of the electric motor so 
that the axial increase in dimension should be as small as 
possible. The operation of the switch mechanism (Fig. 7) 
is performed by an electric motor (4) and a rotary-linear 
motion transformer drive (2). In the course of the fatigue 
testing of the experimental device more than 300,000 
switchings were simulated. 
 

M

4 2 3

 
Figure 7: Block scheme of the new PEM 

Summary 

The primary objective in the development project was to 
design and construct a state-of-the-art device. Classical 
design methodology was used to explore the theoretically 
possible solutions at the principle impact level. It was 
found that the solution field obtained could be divided 
into three large groups, such as starters controlled by 
hydraulic, pneumatic, and electric energy sources. Our 
findings were proved by the registration of the patent 
claim no. 2,845,916 by L. J. Pihel on 5 August 1958 
called Hydraulic starting system for internal combustion 
engine, and the publication of the patent by Massami 
Tanaka of a Starting device with air motor for internal 
combustion engine (Patent No.: 4,694,791) on 22 
September 1987. Various decision preparation methods 
were used to select and determine the viable solutions. 
Determination of the development direction – the 
decision – was always prepared in cooperation with the 
engineers of the project partner. Design catalogues were 
prepared and used for each sub-function of the theoretical 
solutions. These were used to establish that design and 
development did not each cases mean the conception of 
something new, but it is much more logical to select the 
most suitable one of the already existing similar products, 
and to improve its weak points to fit the modified 
requirements and boundary conditions. 

 
 

-0.01 -0.005 0 0.005 0.01 0.015 0.02 0.025 0.03 0.035 0.04
0

2

4

6

8

10

12

14

16

18

Time [s]

D
is

p
la

c
e
m

e
n
t 

[m
m

]

Ritzel Displacement

 

 

measured
phase 2
phase 3
phase 4

0 0.005 0.01 0.015 0.02 0.025
0

5

10

15

20

25

30

35

Time [s]

C
u
rr

e
n
t 

[A
]

 

 

phase 2
measured

phase 1

phase 3

phase 4
phase 5



 

 

132

 
 

 
Figure 8: Structure of functions 

 
 

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    /ENU (Use these settings to create Adobe PDF documents best suited for high-quality prepress printing.  Created PDF documents can be opened with Acrobat and Adobe Reader 5.0 and later.)
  >>
  /Namespace [
    (Adobe)
    (Common)
    (1.0)
  ]
  /OtherNamespaces [
    <<
      /AsReaderSpreads false
      /CropImagesToFrames true
      /ErrorControl /WarnAndContinue
      /FlattenerIgnoreSpreadOverrides false
      /IncludeGuidesGrids false
      /IncludeNonPrinting false
      /IncludeSlug false
      /Namespace [
        (Adobe)
        (InDesign)
        (4.0)
      ]
      /OmitPlacedBitmaps false
      /OmitPlacedEPS false
      /OmitPlacedPDF false
      /SimulateOverprint /Legacy
    >>
    <<
      /AddBleedMarks false
      /AddColorBars false
      /AddCropMarks false
      /AddPageInfo false
      /AddRegMarks false
      /ConvertColors /ConvertToCMYK
      /DestinationProfileName ()
      /DestinationProfileSelector /DocumentCMYK
      /Downsample16BitImages true
      /FlattenerPreset <<
        /PresetSelector /MediumResolution
      >>
      /FormElements false
      /GenerateStructure false
      /IncludeBookmarks false
      /IncludeHyperlinks false
      /IncludeInteractive false
      /IncludeLayers false
      /IncludeProfiles false
      /MultimediaHandling /UseObjectSettings
      /Namespace [
        (Adobe)
        (CreativeSuite)
        (2.0)
      ]
      /PDFXOutputIntentProfileSelector /DocumentCMYK
      /PreserveEditing true
      /UntaggedCMYKHandling /LeaveUntagged
      /UntaggedRGBHandling /UseDocumentProfile
      /UseDocumentBleed false
    >>
  ]
>> setdistillerparams
<<
  /HWResolution [2400 2400]
  /PageSize [612.000 792.000]
>> setpagedevice