INTEGRATION OF CARRIER PIN ASSEMBLY WITH

ONEWAY CLUTCH MECHANISM IN GEAR

REDUCTION STARTER MOTOR

A PROJECT REPORT

Submitted by

THIRUVENGADAM.S (211612114153)

VANDHIAN.P (211612114154)

VARADHARAJAN.P (211612114155)

In partial fulfillment for the award of the degree

Of

BACHELOR OF ENGINEERING

In

MECHANICAL ENGINEERING

RAJALAKSHMI ENGINEERING COLLEGE, THANDALAM

ANNA UNIVERSITY:: CHENNAI 600 025

APRIL 2016
 ANNA UNIVERSITY::CHENNAI 600 025

BONAFIDE CERTIFICATE

Certified that this project report “INTEGRATION OF CARRIER PIN

ASSEMBLY WITH ONE WAY CLUTCH MECHANISM IN GEAR
REDUCTION STARTER MOTOR” is the bonafide work of
“S.THIRUVENGADAM, P.VANDHIAN, P.VARADHARAJAN” who carried
out the project work under my supervision.

SIGNATURE SIGNATURE

Dr.S. P. SRINIVASAN M.E., Ph.D., Mr. S.SAKTHIVEL M.E.,

HEAD OF THE DEPARTMENT, SUPERVISOR,

ASSISTANT PROFESSOR,

Mechanical Engineering, Mechanical Engineering,

Rajalakshmi Engineering College, Rajalakshmi engineering College,

Thandalam, Chennai – 602105. Thandalam, Chennai – 602105.

Submitted for the ANNA UNIVERSITY examination held on

_________________

INTERNAL EXAMINER EXTERNAL EXAMINER

5
 ACKNOWLEDGEMENT

We would like to thank our Chairman Mr.S.Meganathan and our

Chairperson Dr.Mrs.ThangamMeganathan for providing us an institution, which
is an exemplary center for learning.

We express our sincere thanks to our Principal Dr.G.Thanigaiyarasu and

Dr.S.N.Murugesan, Vice Principal for providing adequate infrastructure and
congenial environment.

We would like to thank Dr.S.P.Srinivasan, HOD and for his timely

guidance and invaluable support.

We would like to thank our project coordinator Mr.K.Loganathan and

Supervisor Mr.S.Sakthivel for giving us support and confidence to complete the
project successfully.

We are extremely thankful to our industrial project guide Mr.K.Chitrarasu,

Chief Engineer and Mr.R.Prabakaran, HR Manager, Training Center, Lucas
TVS Ltd, Padi, Chennai-50 for their valuable guidance and help in the industry.

Last but not the least; we should like to thank the almighty for giving us all
the strength and courage in doing this project. We are grateful to our beloved
parents, without whom we would not have been, as we are today. We also thank all
our friends and well-wisher who have always been with us.

6
 ABSTRACT

Lucas TVS Ltd is the prime supplier of automotive electrical components

like alternators, starter motors, wiper motors and ignition system to various giants

in automobile industry. The on job engineering training (OJET) is carried out at the

luxury car starter motor where the studies of manufacturing difficulties in starter

assembly line are identified.

This report deals with the INTEGRATION OF CARRIER PIN

ASSEMBLY WITH ONE WAY CLUTCH MECHANISM IN GEAR

REDUCTION STARTER MOTOR. The root cause analysis of the

manufacturing difficulties, the proposals to solve the problem and the strategies

adopted during for solving the problem are mentioned in this report.

The primary purpose of this project is to propose a new adaptation in the

process which provides the reduction of manufacturing time of gear reduction

starter motor. This study involves the initial identification of the starter motor

assembly line. This report provides the detailed explanation of recommendations

their strategies adopted in project at various stages of project.

Finally, project also provides the most suitable recommendation which help

in the reduction of production time with ease of manufacturing in luxury car

application.

7
 TABLE OF CONTENTS

CHAPTER NO TITLE PAGE NO

ABSTRACT iv
LIST OF TABLES x
LIST OF FIGURES xi
1 COMPANY PROFILE 1
1.1 Introduction to Lucas TVS 1
1.2 Products 2
1.2.1 Starter motor
1.2.2 Alternator
1.2.3 Motor and system 3
1.2.4 Ignition system 3
1.3 Auto electrical plants
1.4 Customers
1.4.1 Domestic customers 4
1.4.2 International customers 5
1.5 Group companies 5
1.6 Milestones and awards 5
2 LITERATURE REVIEW 7
2.1 Concluding remarks 8
3 DC MOTOR 9
3.1 Introduction 9
3.2 DC motor principle 9
3.3 Working of DC motor 10
3.4 Back EMF or Counter EMF 12

8
 3.5 Significance of back EMF 13
4 STARTER MOTOR 14
4.1 Introduction 14
4.2 Starter system requirements 15
4.3 Types of starters 16
4.3.1 Pre engaged drive starter 16
4.3.2 Pre engaged drive starter with 17
reduction gear
4.3.3 The differences between direct drive 18
and gear reduction
4.4 Types of starter motor with starter 20
4.5 Classification of starter motor 20
5 LUXURY CAR STARTER MOTOR 21
5.1 Luxury car starter motor 21
5.2 Design factors of starter motor 22
5.3 Characteristics of starter motor 22
5.4 Working of starter motor 22
5.5 Prime parts of starter motor 23
5.6 Starter motor child parts and its functions 24
5.6.1 Starter solenoid 24
5.6.2 Planetary gear 25
5.6.3 Brush 27
5.6.4 Field magnets 27
5.6.5 Armature 28
5.6.6 Starter drives 29
5.6.7 Annulus 30

9
 5.6.8 Yoke assembly 31
5.6.9 Fly wheel 31
5.6.10 Output shaft 32
5.7 Stages in assembly of starter motor 32
5.8 Exploded view of SGM25 starter motor 34
5.9 Working of starter motor 35
5.10 Tests performed on starter motor 35
6 EXISTING SYSTEM 36
6.1 Output shaft 36
6.2 Existing design 37
6.3 Existing production method 37
6.3.1 Stage 1 output shaft drilling 37
assembly
6.3.2 Stage 2 output shaft pin pressing 39
6.4 Drawbacks 40
7 PROPOSED METHODOLOGY 41
7.1 Introduction 41
7.2 Proposed design 41
7.3 Advantages 42
8 SELECTION OF EFFECTIVE 43
METHODOLOGY
8.1 Introduction 43
8.2 Hot forging 43
8.3 Cold forging 43
8.4 Molding process 44
8.5 CNC milling 44

10
9 COLD FORGING 45
9.1 Introduction 45
9.2 Process capabilities 45
10 COLD EXTRUSION 47
10.1 Introduction 47
10.2 Advantages of cold extrusion 47
11 DIE DESIGN 48
11.1 Introduction 48
11.2 Die forming 48
11.3 Die design 49
11.4 Die parameters 49
12 MATERIAL SELECTION 50
12.1 Introduction 50
12.2 Materials suggested 50
12.3 20MnRc5 50
12.4 SAE8620 50
12.5 16MnCr5 51
12.6 EN8D 51
13 FABRICATION 52
13.1 Process parameters 52
14 TESTING 55
14.1 Introduction to Tensile testing 55
14.2 Existing design push out load test 55
14.3 Proposed design push out load test 56

11
15 TIME ANALYSIS 57
15.1 Cycle time calculation 57
16 CONCLUSION AND FUTURE SCOPE 58
16.1 Conclusion 58
16.2 Future scope 58
REFERENCES 59

12
 LIST OF TABLES

CHAPTER NO TITLE PAGE NO

14.1 Tensile testing on existing design 55

14.2 Tensile testing on proposed design 56

13
 LIST OF FIGURES

FIGURE NO TITLE PAGE NO

1.1 Lucas TVS plant at Padi, Chennai 4
1.2 Customers and their logos 4
1.3 International customers logos 5
3.1 DC motor principle 10
3.2 Working of DC motor 11
3.3 Back or counter EMF 12
4.1 Pre engaged drive starter 17
4.2 Pre engaged drive starter with reduction gear 18
5.1 Starter motor 21
5.2 Working of a starter motor 23
5.3 Cut section view of a starter motor 24
5.4 Solenoid 25
5.5 Planetary gear 26
5.6 Brush 27
5.7 Field magnets 28
5.8 Armature 29
5.9 Starter drive 30
5.10 Annulus 30
5.11 Yoke assembly 31
5.12 Fly wheel 31
5.13 Output shaft 32
5.14 Exploded view of SGM25 starter motor 34
6.1 Output shaft 36
6.2 Existing design of output shaft assembly 37

14
6.3 Drilling assembly 38
6.4 Model of output shaft after drilling 38
6.5 Output shaft pin pressing assembly 39
6.6 Model of output shaft after bush pressing 40
7.1 Model of integrated carrier pin 41
7.2 Front view of integrated carrier pin model 41
7.3 Top view of integrated carrier pin model 42
11.1 Flowchart of die design 49
13.1 Fabricated integrated carrier pin 53
13.2 Cold extrusion process machine 53
13.3 Examining the forged specimens 54

CHAPTER 1

15
 COMPANY PROFILE

1.1 Introduction to Lucas TVS:

TVS Group is an Indian diversified industrial conglomerate with its
principal headquarters located in Madurai and presence across the Globe.
Almost all holdings of the group are private. The largest and most visible
subsidiary is TVS Motors, the third-largest two-wheeler manufacturers in
India. TVS Group, with group revenue of more than US$6 billion, is an
automotive conglomerate company, specialized in manufacturing of two-
wheeler, three-wheeler, auto-electrical components, high tensile fasteners,
die casting products, dealership business, brakes, wheels, tires, axles, seating
systems, fuel injection components, electronic and electrical components
and many more.
Lucas - TVS established in 1961 as a joint venture between Lucas UK
and T V Sundram Iyengar & Sons (TVS), India to manufacture Automotive
Electrical Systems. Lucas-TVS is the Leader in Auto Electricals in India
today with 50 years’ experience in design and manufacturing.
The group has annual turnover of 22000 million Indian rupees (US
$500milion).4 out of 5 vehicles rolled out daily are fitted with Lucas-TVS
products. Over 30 million products are fitted with Lucas TVS products.

Lucas - TVS is a TS16949 and OHSAS 18001 certified company.

Lucas-TVS have bagged the Deming application price in 2004 from the
Japanese Union of Scientists and Engineers (JUSE).

1.2 Products:

16
 Lucas TVS manufacture the most comprehensive range of auto electrical
components in the country. The products are designed to meet the demands of
vehicles manufacturing both in India and worldwide, with the emission standards
in India becoming increasingly stringent. Lucas TVS have ensured that each of its
manufactured to meet global standards. It supplies the products to the companies in
India and outside India. The group manufactures the variety of the automotive
electrical systems which has the applications in all the types of cars, utility
vehicles, commercial and heavy OFF vehicles.

1.2.1 Starter Motors-gear Reduction and Direct Drive

 0.6-1.12KW rating for passenger cars

 1.7-2.2KW rating for SUV/LCV
 3.0-9.0KW rating for commercial vehicle
 Stop start system

1.2.2 Alternator:

 Internal fan alternator with or without vacuum pump from 30ams to

300amps.
 External fan alternator with or without vacuum pump from 30amps to
300amps

1.2.3 Motor and system:

17
  Wiper system
 Power window motors
 Seat adjustment motors
 Blower motors
 Engine cooling fan motors
 Gear actuation motors
 Compression motors
 Brushless dc motors
 Head lamp leveling actuation

1.2.4 Ignition system:

 Mechanical and electrical distribution

 Cam sensor
 Conventional potted ignition coil
 Stick coil

1.3 Auto electrical plants

Auto electrical plant at Padi in Chennai was established in the year
1961 to manufacture the gear reduction starter motors, direct drive starter
motor, external fan alternator, internal fan alternator, front wind shield wiper
motor, rear wind shield wiper motor, electrical and mechanical distributor.

18
 Figure 1.1 Lucas TVS plant at Padi, Chennai

1.4 Customers:
Lucas TVS supplying the different range of products to domestic
automotive customers and to the international customers, exporting to 37
different countries, satisfying the needs of the prestigious automotive giants.
1.4.1 Domestic Customers :

Figure 1.2 Customers and their logos

19
1.4.2 International Customers :

Fig 1.3 International customer’s logo

1.5 Group Companies:

 BRAKES INDIA Ltd – Hydraulic brakes actuation system
 INDIAN NIPPON ELECTRICALS – Magnets two/three ignition coil
 SUNDARAM BRAKES Ltd – Brake linings
 SUNDARAM CLAYTON Ltd – Air brakes
 TURBO ENERGY Ltd – Turbo chargers
 INDIA JAPAN LIGHTING – Lights

1.6 Milestones and Awards:

 1962 – Incorporated as public company
 1963 – First starter supply at telco
 1966 – Commencements of exports to Egypt

20
 1968 – Lucas Indian service Ltd becomes wholly owned subsidiary of
Lucas TVS
 1973 – recognition of R&D by development of science and
technology, government of India
 1976 – millionth starter/generator produced
 1979 - permanent magnet wipers introduced
 2001 – starter supply to GMI wiper supply to fiat palio OE order from
Iran
 2002 – ISO 14001 – environmental management system
 2005 – JIT grand prize Excel
 2006 – JIT grand prize award and Rajiv Gandhi national award
 2007 – best supplier award – Honda
 2012 – Deming grand prize Award for the implementing the TQM
principles.

21
 CHAPTER 2

LITERATURE SURVEY

In this chapter the researches done on the ease of manufacturing of starter

motors in industries are presented.

Mark Brown, Jawahar Rawtani, Dinesh Patil (2002) have studied

cognitive and technical inputs to diagnose and troubleshoot AC motors and
starting gears. Their theory discusses basics of the three-phase AC motors,
then single-phase AC motors, and then DC motors. AC motors provide the
motive power to lift, shift, pump, drive, blow, drill, and perform numerous
other tasks in industrial, domestic, and commercial applications.

Gyung-Ju Kang, Woo-Jin Song, Jeong Kim, Beom-Soo Kang,

Hoon-Jae Park (2005) reported numerical approach to cold forging of non-
axisymmetric part, sleeve cam, using FEM combined with equivalent area
mapping method is presented. The mechanical element dealt with numerical
analysis in this paper is a component of automobile starter motor assembly,
which is featured gear tooth outside and cam profile inside. Since forging
simulation of the whole part is tremendous due to non-axisymmetric cam
profile with respect to outer tooth, a finite element model for the tooth
analysis based on the equivalent area mapping method, is constructed. The
method implies that the actual complicated profile is simply fitted by an arc
with appropriate radius, which makes approximated area and original one the
same. With the proposed finite element model, forging simulation for
symmetric part of the approximated sleeve cam was carried out.

22
 Murat Ozturk, Sinem Kocaoglan, Fazil O. Sonmez (2009) reported a
concurrent design optimization methodology is proposed to minimize the cost
of a cold-forged part using both product and process design parameters as
optimization variables. The objective function combines the material,
manufacturing, and post manufacturing costs of the product.

Xinghui Han, Lin Hua, Wuhao Zhuang, Xinchang Zhang (2012)

investigated the process design and control method in cold rotary forging of
parts with non-rotary upper and lower profiles. Using the analytical and FE
simulation methods, three critical technological problems in the cold rotary
forging process of this kind of parts are resolved reasonably.

Sung Hyuk Park, Ha Sik Kim, Jun Ho Bae, Chang Dong Yim, Bong
Sun You (2013) conducted study demonstrates that cold pre-forging (CPF)
conducted before extrusion is a promising means for improving the
mechanical properties of extruded magnesium alloys. The CPF process
induces numerous twins in the billet, which in turn provides nucleation sites
for dynamic recrystallization during extrusion, leading to an increase in the
dynamically recrystallized (DRXed) fraction of the extruded alloy. This
process increases the uniformity of the DRXed grain structure, thereby
improving the strength and ductility of the extruded alloy.

2.1 Concluding Remarks:

From the literatures, it clearly indicates that the production of starters

can be made feasible and economical by a thorough study on the assembly
line in the industry and possibilities of making the production process ease by
methodologies which are more economical and feasible with quality.

23
 CHAPTER 3
DC MOTOR

3.1 Introduction:

A DC motor is any of a class of electrical machines that converts Direct

current electrical power into mechanical power. The most common types rely on
the forces produced by magnetic fields. Nearly all types of DC motors have some
internal mechanism, either electromechanical or electronic; to periodically change
the direction of current flow in part of the motor. Most types produce rotary
motion; a linear motor directly produces force and motion in a straight line. DC
motors were the first type widely used, since they could be powered from existing
direct-current lighting power distribution systems. A DC motor's speed can be
controlled over a wide range, using either a variable supply voltage or by changing
the strength of current in its field windings. Small DC motors are used in tools,
toys, and appliances. The universal motor can operate on direct current but is a
lightweight motor used for portable power tools and appliances. Larger DC motors
are used in propulsion of electric vehicles, elevator and hoists, or in drives for steel
rolling mills. The advent of power electronics has made replacement of DC motors
with AC motors possible in many applications.

3.2 D.C. Motor Principle:

A motor is an electrical machine which converts electrical energy into

mechanical energy. The principle of working of a DC motor is that "whenever a
current carrying conductor is placed in a magnetic field, it experiences a
mechanical force".

24
 Fig 3.1 DC motor principle

The direction of this force is given by Fleming's left hand rule and its
magnitude is given by F = BIL. Where, B = magnetic flux density, I = current and
L = length of the conductor within the magnetic field.

3.3 Working of a DC motor:

Consider a part of a multipolar D.C. motor as shown in Figure below. When

the terminals of the motor are connected to an external source of D.C. supply:

 The field magnets are excited developing alternate N and S poles;

 The armature conductors carry currents. All conductors under N-pole carry
currents in one direction while all the conductors under S-pole carry currents
in the opposite direction.

25
 Suppose the conductors under N-pole carry currents into the plane of
the paper and those under S-pole carry currents out of the plane of the paper
as shown in Figure.

Fig 3.2 Working of a DC motor

Since each armature conductor is carrying current and is placed in the

magnetic field, mechanical force acts on it. On applying Fleming’s left hand rule, it
is clear that force on each conductor is tending to rotate the armature in
anticlockwise direction. All these forces add together to produce a driving torque
which sets the armature rotating.
When the conductor moves from one side of a brush to the other, the current
in that conductor is reversed and at the same time it comes under the influence of
next pole which is of opposite polarity. Consequently, the direction of force on the
conductor remains the same.

26
 It should be noted that the function of a commutator in the motor is the same
as in a generator. By reversing current in each conductor as it passes from one pole
to another, it helps to develop a continuous and unidirectional torque.

3.4 Back or Counter E.M.F:

According to fundamental laws of nature, no energy conversion is possible

until there is something to oppose the conversion. In case of generators this
opposition is provided by magnetic drag, but in case of dc motors there is back
emf. When the armature of the motor is rotating, the conductors are also cutting the
magnetic flux lines and hence according to the Faraday's law of electromagnetic
induction, an emf induces in the armature conductors. The direction of this induced
emf is such that it opposes the armature current (Ia). The circuit diagram below
illustrates the direction of the back emf and armature current. Magnitude of Back
emf can be given by the emf equation of DC generator.

Fig 3.3 Back or Counter E.M.F

27
3.5 Significance of Back E.M.F:

Magnitude of back emf is directly proportional to speed of the motor.

Consider the load on a dc motor is suddenly reduced. In this case, required torque
will be small as compared to the current torque. Speed of the motor will start
increasing due to the excess torque. Hence, being proportional to the speed,
magnitude of the back emf will also increase. With increasing back emf armature
current will start decreasing. Torque being proportional to the armature current, it
will also decrease until it becomes sufficient for the load. Thus, speed of the motor
will regulate.

On the other hand, if a dc motor is suddenly loaded, the load will cause
decrease in the speed. Due to decrease in speed, back emf will also decrease
allowing more armature current. Increased armature current will increase the
torque to satisfy the load requirement. Hence, presence of the back emf makes a dc
motor ‘self-regulating’.

28
 CHAPTER 4

STARTER MOTOR

4.1 Introduction:

The function of the electric motor is to convert electrical energy into

mechanical energy, with the greatest possible efficiency. On an automobile,
electric motors are used to start the engine and to drive various mechanisms. As
cars become more and more highly specified the number of motors used continues
to increase. Some prestige vehicles now carry close to 100 motors. The majority of
these are simple permanent magnet variety, but for some applications more
sophisticated stepper motors are used, often controlled by a microprocessor.
For starting, an engine is required to be turned-over (or cranked) at a speed
sufficient to cause reasonable turbulence of the incoming air-fuel mixture so that
combustion is possible. In addition, the engine’s flywheel must be given sufficient
momentum to keep it rotating for the first couple of firing strokes until the engine
develops sufficient power to run unassisted. Typically, a petrol engine requires a
minimum cranking speed in the region of 50-100 rpm to ensure starting in cold
weather, whereas a diesel engine requires at least 100 rpm. The luxury cars were
fitted with electric self-starters as early as 1912, and they were a standard fitment
on most prestige cars from the 1920s onward. By the 1960s, even the cheapest car
was fitted with an electric starter.

All practical DC motors operate on the principle of interaction between two

magnetic fields; one field is produced by the stator and the other is produced by
current flowing in the rotor winding. The chapter presents various types of DC
motors used in both light vehicle and heavy vehicle starting systems, the principle
of operation, their construction, drives, testing, maintenance etc.

29
4.2 Requirements of a Starter motor:

An internal combustion engine requires

 A combustible mixture,
 Compression stroke,
 A form of ignition, and
 The minimum initial starting speed (about 100 rpm) in order to start and
continue running.

To meet the first three of these requirements the minimum starting speed
must be attained. This is where the electric starter comes in. The attainment of
this minimum speed is again dependent on a number of factors, such as;

 The rated voltage of the starting system.

 The lowest possible temperature at which the engine can still be started. This
is known as the starting limit temperature.
 The torque required to crank the engine at its starting limit temperature
(including the initial stalled torque).
 The battery characteristics.
 The voltage drop between the battery and the starter.
 The starter to ring gear ratio.
 The characteristics of the starter.
 The minimum cranking speed of the engine at the starting limit temperature.
It can be clearly seen that it is not possible to look at the starter as an
isolated component within the vehicle electrical system. The battery in
particular is of prime importance for consideration.

30
4.3 Types of starters:

Different types of starters are as follows;

 Pre engaged drive

 Pre engaged drive with gear reduction
 Sliding – gear drive with mechanical pinion rotation
 Sliding – gear drive with electromotive pinion rotation

4.3.1 Pre engaged drive starter:

The pre-engaged starter motor is employed for high-compression engines

with automatic transmission system such as large petrol engines and small diesel
engines. When the ignition is switched on and the starter switch is closed, current
from the battery flows to the solenoid windings (Fig.3.1) generating a magnetic
field. The plunger is then drawn towards the windings causing a tilt to 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
with the ring gear. When the pinion is fully engaged, the solenoid contacts are
closed, so that current flows from the battery to energize the starter field and
armature windings. The armature shaft then rotates and cranks the engine.

Once the engine has started, the ignition starter switch is released causing
the flow of current to cease through the solenoid windings, so that the plunger
returns by spring tension to its original position. This opens the solenoid contacts
and withdraws the pinion from the flywheel teeth. However, if the pinion remains
in the engaged position after the engine has started, the free wheel roller clutch
automatically disengages the pinion inner member from the outer member attached
to the armature shaft so that the armature is prevented for rotating at an excessively
31
high-speed.

The starter solenoid switch enables a relatively small current to

control a very large current of the order of several hundred amperes, and reduces
the voltage drop in the starter circuit due to the use of much shorter cables.re
windings. The armature shaft then rotates and cranks the engine.

Fig 4.1 Pre engaged drive starter

The solenoid switch uses an electromagnet with one end of its winding
earthed to its casing and the other end fixed to a small terminal. When the ignition
starter switch is operated on, a small current energizes a solenoid plunger and a
moving contact. This bridges the gap between two fixed heavy current contacts so
that current from the battery flows directly to the starter motor through the
contacts.

4.3.2 Pre – engaged drive starter with reduction gear:

Direct drive and gear reduction are the two methods that a starter can use to
drive the ring gear of a flex plate or flywheel. Direct drive came first, and it
involves using a large, low speed motor to rotate a pinion gear in a 1:1 ratio. Gear

32
reduction was first introduced by Chrysler in the 1960s, but it entered mainstream
usage about 20 years ago.

Fig 4.2 Pre engaged drive starter with reduction gear

Unlike direct drive, gear reduction starters use smaller, faster motors to
rotate their pinion gears in a roughly 4:1 ratio, which results in lower power
consumption and higher torque. When direct drive and gear reduction starters are
compared, direct drive units are typically cheaper, and gear reduction units tend to
be smaller, lighter, and more efficient.

4.3.3 The Differences between Direct Drive and Gear Reduction:

In starters that use direct drive, the armature shaft of the starter motor is
attached directly to the drive mechanism. Although “gear reduction” technically

33
takes place between the starter’s pinion gear and the ring gear on the flywheel or
flex plate, the pinion gear itself rotates in a 1:1 ratio with the armature shaft.

Gear reduction can be achieved with either spur or planetary gears. Due to
the way that spur gears work, starters that use them require an offset armature,
which is achieved by placing the starter drive in separate gear housing. In starters
that use planetary gears, the gears can be contained in an in line drive-end housing.
In either case, the armature shaft will typically rotate about four times for each
rotation of the pinion gear.

The main benefit of gear reduction is that it allows for significantly smaller
starters that produce an equal or greater amount of torque in comparison to much
larger direct drive starters. The main drawback is that they are typically more
expensive.

4.3.4 Replacement of direct drive with gear reduction starters:

Since the late 1980s, the OEMs have steadily moved away from direct drive
starters toward gear reduction starters. Although gear reduction starters are more
complex, which makes them more expensive, they are also smaller, lighter, and
more efficient. Since these starters typically achieve a gear reduction ratio of 4:1,
they are able to use smaller, faster motors that draw less amperage. That means
they are more efficient than direct drive starters, but it also makes them particularly
well suited for cold weather when the available cranking amperage from a battery
will tend to drop.

Of course, a 4:1 gear reduction ratio also means that a gear reduction starter
can often produce more torque than a much larger, heavier direct drive starter. In
some cases, a direct drive starter can weigh as much as two times more than a
comparable gear reduction unit. That represents a significant power/torque to

34
weight ratio benefit, but it also means they are physically smaller and often easier
to install.

4.4 Types of starter motors based on size:

 Light duty starters

 Commercial starters

4.5 Classification of starter motor:

 Based on voltage of operation – 12V and 24V starters

 Based on construction – axial, pre engaged, inertial starters
 Based on field system – wound field, permanent magnet
 Based on method of transmission – direct drive and geared
 Based on the application – two wheeler cars, trucks, OFF road vehicles

35
 CHAPTER 5

LUXURY CAR STARTER MOTOR

5.1 Starter motor:

Fig 5.1 Starter motor

A starter motor is an electrical device used to start an internal

combustion engine. Typically a very low-geared device, this motor is able to crank
over the much larger engine by virtue of its extreme gear reduction. The starter
motor is a part of a starting system consisting of the starter, a starter solenoid and
the battery. As the ignition switch is turned, it sends an electrical charge to the
starter solenoid. This, in turn, sends the charge to the motor that cranks the engine
until it starts. Once the engine fires to life, the starter motor clicks off and
disengage the starter ring.

36
5.2 Design factors of starter motor:

 Rated voltage of the starting system

 Lowest possible temperature
 Engine cranking resistance
 Battery characteristics
 Voltage drop between battery and the starter motor
 Starter motor ring gear ratio

5.3 Characteristics of starter motor:

 Minimum cranking speed of the engine at the starting limit temperature

 Long service life and low maintenance needs
 Continuous readiness to operate
 Robustness to withstand starting forces, vibration, corrosion and temperature
cycles
 The lowest possible size and weight

The starting system of any vehicle must meet a number of criteria in

additions to the listed above

5.4 Working of starter motor:

When you turn the ignition key to the START position, the battery voltage
goes through the starter control circuit and activates the starter solenoid, which in
turn energizes the starter motor. At the same time, the starter solenoid pushes the
starter gear forward to mesh it with the engine flywheel (flex plate in an automatic
transmission). The flywheel is attached to the engine crankshaft. The starter motor
spins, turning over the engine crankshaft allowing the engine to start.

37
 Fig 5.2 Working of a starter motor

5.5 Prime parts of a starter motor:

The prime parts of a starter motor comprises of energy provider, rotary

power, transmission mechanism, controls and disengaging elements. There are
several components that come under the above mentioned classification. Some of
the important parts of a starter motor are mentioned below.

 Magnetic frame of yoke

 Field magnets
 Armature
 Commutator
 Pole cores or pole shoes
 Shaft

38
  Solenoid switch
 Planetary gear
 Brushes
 Armature
 Starter drive

Fig 5.3 Cut section view of a starter motor showing all prime parts

5.6 Starter motor child parts and its functions:

5.6.1 Starter solenoid:

An idle starter solenoid can receive a large electric current from the car
battery and a small electric current from the ignition switch. When the ignition
switch is turned on, a small electric current is sent through the starter solenoid.
This causes the starter solenoid to close a pair of heavy contacts, thus relaying a
large electric current through the starter motor, which in turn sets the engine in
motion.

39
 The starter motor is a series, compound, or permanent magnet type electric
motor with a solenoid and solenoid operated switch mounted on it. When low-
current power from the starting battery is applied to the starter solenoid, usually
through a key-operated switch, the solenoid closes high-current contacts for the
starter motor and it starts to run. Once the engine starts, the key-operated switch is
opened and the solenoid opens the contacts to the starter motor.

All modern starters rely on the solenoid to engage the starter drive with the
ring gear of the flywheel. When the solenoid is energized, it operates a plunger or
lever which forces the pinion into mesh with the ring gear. The pinion incorporates
a one way clutch so that when the engine starts and runs it will not attempt to drive
the starter motor at excessive RPM.

Fig 5.4 Solenoid

5.6.2 Planetary gear:

Planetary gear consists of a 3 – planet gears typically, the planet gears are
mounted on a movable arm or carrier which itself may rotate relative to the sun
gear.

40
 It incorporate the use of an outer ring gear or annulus which merges with the
planet gears. The planet gears rotate the ring (outer) gear in the opposite direction
of the armature.

The ring gear rotates the starter drive gear, which rotates the flywheel of an
engine during cranking. It takes 4.77 turns of the armature shaft to equal one turn
of the starter drive.

Fig 5.5 planetary gear

41
5.6.3 Brush:

Brushes provides a power source (shown on the right side connected to the
large wire) and ground path (shown on the left side connected to the end cap with
braided copper straps) to the armature commutator bars.

Fig 5.6 Brush

5.6.4 Field Magnets:

Field magnets refer to a magnet used to produce a magnetic field in the

motor. The positioning of the permanent magnets allows for 4 sets of north and
south magnetic poles, which oppose the magnetic fields of the armature shaft
causing the armature shaft to rotate.

42
 Fig 5.7 Field magnets

5.6.5 Armature:

The armature assembly consists of a round shaft, a metal framework or

armature, electrical wiring loops or armature winding, and commutator bars. The
armature shaft is supported at the ends by the starter bushings or bearings. The
metal framework or armature is cylindrical shaped with a hole bored through the
center to accommodate the armature shaft. The armature is either press fit unto the
shaft or keyed to the shaft to prevent spinning on the shaft. The armature has
several slots along the length and around the outer circumference. The slots
accommodate the electrical wiring loops or armature windings. The number of
slots is determined by the number of armature windings. For example, if there were
ten armature windings then there would be twenty slots. Each slot holds one half or
one leg of each armature winding. The armature windings are heavy gage,
enameled single strand copper wires, similar to house wiring. These windings are
tightly wound into the armature slots to prevent damage while at the same time
protected from contacting the armature preventing electrical shorts. The ends of the
windings extend slightly beyond the back end of the armature in relation to the
starter. The ends of the windings are attached to a commutator which is secured to
the shaft in back of the armature. The commutator is a set of copper contact bars
shaped like a cylinder but not as long or as large in diameter as the armature. The
smaller diameter is necessary to accommodate the brushes. The bars are separated

43
or insulated with flexible plate mica which keeps the bars from electrically
shorting together. The number of bars is determined by the number of wire ends.
For example, if there were ten armature windings then there would be twenty bars
because each winding has two ends. The commutator acts as an electrical switch
reversing the flow of energy in the armature windings.

5.8 Armature

5.6.6 Starter Drive:

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 end of the pinion gear is tapered. Also, the
action of the armature must always be from the motor to the engine. The engine
must not be allowed to spin the armature. 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. This
means the starter motor is rotating 15 to 20 times faster than the engine. Normal

44
cranking speed for the engine is about 200 rpm. If the starter drive had a ratio of
18:1, the starter would be rotating at a speed of 3,600 rpm. 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.

Fig 5.9 Starter drive

5.6.7 Annulus:

It is a flat ring shaped object with teeth present at the one end of the output
shaft and it contains planetary gears on it and helps armature to rotate.

Fig 5.10 Annulus

45
5.6.8 Yoke assembly:

The field coil assembly is located inside the starter housing or yoke. It
consists of two to four wire wound circles or coils encompassing two to four iron
cores. The cores intensify the magnetic field created by the coils when
energized and are secured to the inside of the yoke with flat head machine screws
from the outside of the yoke

Fig 5.11 Yoke assembly

5.6.9 Fly wheel:

Flywheels store energy mechanically in the form of kinetic energy. They

take an electrical input to accelerate the rotor up to speed by using the built-in
motor, and return the electrical energy by using this same motor as a generator.

Fig5.12 Flywheel

46
5.6.10 Output shaft:

The rotating part on the starter motor that holds the starter drive and planet
gears on the other side. On the starter drive movement is done.

Fig 5.13 Output shaft

5.7 Stages in assembling of a starter motor:

Stage 1:

Field coil forming & yoke assembly

 Pole piece
 Pole screw
 Yoke
 Field coil

Stage 2:

 Armature & drive assembly

 Armature assembly
 Washers/shim
 Drive assembly

47
Stage 3:

Engage lever, gear box, CE bracket

 Fixing bracket
 CE bracket
 Gear box assembly
 Engaging lever

Stage 4:

Solenoid switch assembly & torque connect

 Solenoid switch
 Plunger

Stage 5:

Testing and pulling in gap set

4 types of tests

 Spring test
 Pull in test
 Hold on test
 Free run test

48
49
5.8 Exploded view – SGM 25 Starter motor:

Fig 5.14 Exploded view of SGM25 starter motor

5.9 Working of a starter motor:

A starter motor is used to rotate an engine to begin the combustion process.

A flex plate or flywheel is connected (bolted) to the rear of the crank shaft, these
unit are fitted with a ring gear which enables the starter to be activated. If the
flywheel is worn it can cause a grinding noise when the starter is operated.

Main starter motor power is supplied directly from the positive side of the
battery via the positive battery cable.

A trigger wire generates an electrical signal which is initiated by the ignition

switch. This circuit supplies electricity to the starter solenoid which then actiStarter
Trigger Wire A starter is made up of two separate parts, the solenoid which is used
to activate the electric motor, and to push the starter bendix gear into the ring gear.
(Note: Some vehicles have the solenoid mounted on the fender or near the battery.)

Once the starter motor engages the starter bendix senses the armature
momentum and is forced to extend into the flywheel. The starter bendix gear is
designed with a one way clutch which enables the starter motor to "freewheel" as
the engine starts while forcing the gear back into the starter motor when it loses
momentum.

5.10 Tests performed on the starter motor:

 Pull in test at 0.8V – Abutment condition

 Drop off test at 4.0V – Engine lock / contact closure
 Lock torque test at 6.0V – Engine lock/starter at the zero speed
 Run torque test at 9.0V – Engine cranking
 Light run test at 11.5V – Starter over running with engine

50
 CHAPTER 6

EXISTING SYSTEM

6.1 OUTPIT SHAFT:

The rotating part on the starter motor that holds the starter drive and planet
gears on the other side. On the starter drive movement is done.

Fig 6.1 Output shaft

51
6.2 EXISTING MODEL:

Fig 6.2 Existing model of output shaft assembly

6.3 EXISTING PRODUCTION METHOD:

6.3.1 STAGE 1 OUTPUT SHAFT DRILLING ASSEMBLY:

In an output shaft there are three holes to be drilled to place the three carrier
pins respectively. Here we use a vertical drilling machine to drill these holes. The
dimensions are already loaded in automated computer. The shaft is placed in the
holder then if the machine is started the drilling process is initiated and three holes
are drilled one by one respectively as per loaded dimensions in automated
sequence.

52
 FIG 6.3 Drilling assembly

Fig 6.4 Design of output shaft after drilling

53
6.3.2 STAGE 2 OUTPUT SHAFT PIN PRESSING:

The second stage is pin pressing process. The hydraulic pressing machine is
used in this process. The three carrier pins are placed in their respective holes. The
amount of load to be applied has been already loaded in the system. When the
machine is turned ON the carrier pin is tightly pressed in to the holes of the output
shaft. The torque test is done to ensure the strength of the pressed pin.

Fig 6.5 Output shaft bush pressing assembly

54
 Fig 6.6 Design of output shaft after bush pressing

6.4 Drawbacks:

 Cost of machines is high

 High maintenance cost
 Increases the time of production
 High labor cost
 More processes are involved
 Push out load is less

55
 CHAPTER 7

PROPOSED METHODOLOGY

7.1 Introduction:

In order to ease the manufacturing practices we proposed the integration

carrier pin with output shaft by an suitable metal forming process.

7.2 Proposed Design:

Fig 7.1 Design of integrated carrier pin

Fig 7.2 Front view of integrated carrier pin design

56
 Fig 7.3 Top view of integrated carrier pin design

7.3 Advantages:

The various advantages of integrating carrier pin with the output shaft
are

 Push out load is high

 Production time is reduced
 Cost of labor is reduced
 Ease of manufacturing
 Initial investment for buying and maintaining two machines are omitted

57
 CHAPTER 8

SELECTION OF EFFECTIVE METHODOLOGY

8.1 Introduction

In order to integrate the carrier pin with output shaft suitable metal forming
has to be selected. So the various metal forming processes are compared with each
other to choose a feasible process for production. The various processes compared
are

 Hot forging
 Cold forging
 Molding
 CNC milling

8.2 Hot forging:

Hot forging refers to processes where metals are plastically deformed above
their recrystallization temperature. Being above the recrystallization temperature
allows the material to recrystallize during deformation. This is important because
recrystallization keeps the materials from strain hardening, which ultimately keeps
the yield strength and hardness low and ductility high.

8.3 Cold forging:

Cold forging is one of the most widely used chipless forming processes,
often requiring no machining other than drilling. The commonly accepted
definition is the forming or forging of a bulk material at room temperature with no
heating of the initial slug or inter-stages.

58
8.4 Molding process:

Molding is the process of manufacturing by shaping liquid or pliable raw

material using a rigid frame called a mold or matrix. This itself may have been
made using a pattern or model of the final object. A mold or mould is a hollowed-
out block that is filled with a liquid or pliable material like plastic, glass, metal,
or ceramic raw materials. The liquid hardens or sets inside the mold, adopting its
shape. A mold is the counterpart to a cast. The very common bi-valve molding
process uses two molds, one for each half of the object.

8.5 CNC milling:

CNC milling, the most common form of computer numerical control (CNC)
machining, performs the functions of both drilling and turning machines. CNC
mills are categorized according to their number of axis and are traditionally
programmed using a set of codes that represent specific functions.

From the above processes the cold forging process seems to be more feasible
and economical. So it is selected for the integration process.

59
 CHAPTER 9

COLD FORGING

9.1 Introduction:

Cold forging encompasses many processes bending, cold drawing, cold

heading, coining, extrusion, punching, thread rolling and more to yield a diverse
range of part shapes. These include various shaft-like components, cup-shaped
geometry's, hollow parts with stems and shafts, all kinds of upset (headed) and bent
configurations, as well as combinations.

9.2 Process capabilities:

Most recently, parts with radial flow like round configurations with center
flanges, rectangular parts, and non-axisymmetric parts with 3- and 6-fold
symmetry have been produced by warm extrusion. With cold forging of steel rod,
wire, or bar, shaft-like parts with 3-plane bends and headed design features are not
uncommon.

Typical parts are most cost-effective in the range of 10 lbs. or less;

symmetrical parts up to 7 lbs. readily lend themselves to automated processing.
Material options range from lower-alloy and carbon steels to 300 and 400 series
stainless, selected aluminum alloys, brass and bronze.

There are times when warm forging practices are selected over cold forging
especially for higher carbon grades of steel or where in-process anneals can be
eliminated.

Often chosen for integral design features such as built-in flanges and bosses,
cold forgings are frequently used in automotive steering and suspension parts,
antilock-braking systems, hardware, defense components, and other applications

60
where high strength, close tolerances and volume production make them an
economical choice.

In the process, a chemically lubricated bar slug is forced into a closed die
under extreme pressure. The unheated metal thus flows into the desired shape. As
shown, forward extrusion involves steel flow in the direction of the ram force. It is
used when the diameter of the bar is to be decreased and the length increased.
Backward extrusion, where the metal flows opposite to the ram force, generates
hollow parts. In upsetting, the metal flows at right angles to the ram force,
increasing diameter and reducing length.

61
 CHAPTER 10

COLD EXTRUSION

10.1 Introduction:

Cold extrusion is the process done at room temperature or slightly elevated

temperatures. This process can be used for most materials-subject to designing
robust enough tooling that can withstand the stresses created by extrusion.
Examples of the metals that can be extruded are lead, tin, aluminum alloys, copper,
titanium, molybdenum, vanadium, steel. Examples of parts that are cold extruded
are collapsible tubes, aluminum cans, cylinders, gear blanks.

10.2 Advantages of cold extrusion:

The advantages of cold extrusion are:

  No oxidation takes place.

  Good mechanical properties due to severe cold working as long as the

temperatures created are below the re-crystallization temperature.

  Good surface finish with the use of proper lubricants.

62
 CHAPTER 11

DIE DESIGN

11.1 Introduction:

A die is a specialized tool used in manufacturing industries to cut or shape

material mostly using a press. Like molds, dies are generally customized to the
item they are used to create. Products made with dies range from simple paper
clips to complex pieces used in advanced technology.

11.2 Die forming:

Forming dies are typically made by tool and die makers and put into
production after mounting into a press. The die is a metal block that is used for
forming materials like sheet metal and plastic. For the vacuum forming of plastic
sheet only a single form is used, typically to form transparent plastic containers
(called blister packs) for merchandise. Vacuum forming is considered a
simple molding thermoforming process but uses the same principles as die
forming. For the forming of sheet metal, such as automobile body parts, two parts
may be used: one, called the punch, performs the stretching, bending, and/or
blanking operation, while another part, called the die block, securely clamps the
work piece and provides similar stretching, bending, and/or blanking operation.
The work piece may pass through several stages using different tools or operations
to obtain the final form. In the case of an automotive component there will usually
be a shearing operation after the main forming is done and then additional
crimping or rolling operations to ensure that all sharp edges are hidden and to add
rigidity to the panel.

63
11.3 Die design:

Die design

CAD/CAM

Milling

Wire sparkling erosion

Finishing

Inspection

Fig 11.1 Flowchart of a die design

11.4 Die parameters:

• HIGH ALLOY TOOL STEEL

• WALL THICKNESS = 0.7mm.

• HOLLOW DIE.

• NITRIDING is required several times to increase hardness (1000-1100Hv)

to improve die life

64
 CHAPTER 12

MATERIAL SELECTION

12.1 INTRODUCTION:

The factors by which the metal has to be selected are,

 Application
 Manufacturing
 Cost

12.2 MATERIALS SUGGESTED:

The various metals suggested for the production are
 20MnRc5 EN8D
 SAE 8620
 16MnCr5
 EN8D
12.3 20MnRc5 EN8D:
 Mainly used in production of boxes, piston bolts, gears, shafts, spindles and
cam shafts.
 Have good wearing resistance and tensile strength between 1000-1300
N/mm2
 Can be subjected to tempering, hardening, carburizing, soft annealing,
forging and hot rolling.
12.4 SAE8620
 It is also known as the alloy steel
 Mainly used in the production of gears, shafts, ring gears, crankshafts.
 Have good wear characteristics.

65
  Can be subjected to forming, cold working, hot working, forging, annealing,
and hardening.

12.5 16MnCr5:
 Mainly used in the production of piston bolts, cam shafts and levers.
 Have good wear resistance.
 Can be subjected into forging, normalizing, and core hardening.
12.6 EN8D:
 Mainly used in the production of axles, spindles, studs, automotive and
general engineering.
 Suitable for heat treatment with an extra strength.
 High machinability.

66
 CHAPTER 13

FABRICATION

13.1 Process parameters:

Cold extrusion

• Operating temperature – Room temperature

• Direction – Direct

• Equipment – Horizontal

• Press – Horizontal extrusion press (60 tesla)

• Ram speed – 0.4-0.6 ms-1

• Die – hollow die

Die specifications:

• HIGH ALLOY TOOL STEEL

• WALL THICKNESS = 0.7mm.

• HOLLOW DIE.

• NITRIDING is required several times to increase hardness (1000-1100Hv)

to improve die life.

67
Fig 13.1 Fabricated integrated carrier pin

Fig 13.2 Cold extrusion process machine

68
Fig 13.3 Examining the forged specimens

69
 CHAPTER 14

TESTING

14.1 Introduction to Tensile testing:

Tensile testing, also known as tension testing, is a fundamental material

science test in which a sample is subjected to a controlled tension under failure.
The tensile testing is done in the industry itself on both the existing design and
proposed design and the results are compared.

14.2 Existing design push out load test:

Table 14.1 Tensile testing on existing design

Pin1 Pin2 Pin3

Push out load Push out load Push out load
KN KN KN
Trial1 3.44 3.48 2.64
Trial2 3.50 3.45 2.60
Trial3 3.62 3.51 2.95
Trial4 3.56 3.40 2.90

70
14.3 Proposed design push out load test:

Table 14.2 Tensile testing on proposed design

Pin1 Pin2 Pin3

Push out load Push out load Push out load
KN KN KN
Trial1 6.32 6.21 5.93
Trial2 6.45 6.32 5.82
Trial3 6.20 6.23 5.74
Trial4 6.45 6.45 5.98

14.4 Comparison of results:

It is evident from the results that the proposed design’s tensile strength is
comparatively high than the existing design. So the industry may consider taking
our concept in to production reality.

71
 CHAPTER 15

TIME ANALYSIS

15.1 Cycle time calculation

Existing Design
Cycle Time = Production time per day/Output per day
= 60 sec * 540 min / 900 bicycles
= 36 sec
Proposed Design
Cycle Time = Production time per day/Output per day
= 60 sec * 540 min / 1296 bicycles
= 25 sec
Number of output shafts production increased per day due to new method
=1296 -900
=396
Total increase in profit per day = number of shafts increased * profit per shaft
=396*8.50
= Rs. 3366 (Note: This belongs to only one
assembly line)

72
 CHAPTER 16

CONCLUSION AND FUTURE SCOPE

16.1 CONCLUSION:

We have taken a production scenario and have simplified the sequence of

production by suggesting and proving a new method of production which
involving both economical and technical advantages. We have thoroughly
analyzed the existing technique and also provided a solution. The solution we
provided is proven technically with the industry standards. The methods selected
for fabrication are economically feasible with least time consumption.

16.2 FUTURE SCOPE:

The future scope of our project lies in the integrating the carrier pin
assembly with the one way clutch mechanism as a single component with the same
cold forging and cold extrusion process.

73
 REFERENCES

1. Bansal, R. K., Text Book of Strength of Materials, Laxmi Publications, New

Delhi, 2004.
2. Degarmo, E. Paul; Black, J. T.; Kohser, Ronald A. (2003). Materials and
Processes in Manufacturing (9th ed.). Wiley. ISBN 0-471-65653-4
3. Doege, E.; Behrens, B.-A.: Handbuch Umformtechnik: Grundlagen,
Technologien, Maschinen (in German), 2nd Edition, Springer Verlag,
2010, ISBN 978-3-642-04248-5
4. Georgano, G.N. (1985). Cars 1886–1930. Beekman
House. ISBN 9781855019263.
5. Heavy Manufacturing of Power Plants World Nuclear Association,
September 2010. Retrieved: 25 September 2010.
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74