INDEX TO CONTENTS

CRANKING MOTORS

MOTOR PRINCIPLES

CRANKING MOTOR CIRCUITS

BENDIX DRIVE

OVERRUNNING CLUTCH

DYER SHIFT DRIVE

CRANKING MOTOR SOLENOID CIRCUITS

PERIODIC CRANKING MOTOR MAINTENANCE

SERIES-PARALLEL CIRCUITS

SECTION C NO LOAD AND STALL TESTS

CRANKING MOTORS & SERIES

PARALLEL SWITCHES a manual published as a guide for instructors using
Delco-Remy training charts on automotive electrical

P u b l i s h e d b y
DELCO-REMY DIVISION OF
GENERAL MOTORS CORPORATION
ANDERSON, INDIANA, U.S.A.
 CRANKING MOTORS

Cranking motors are manufactured in many types and sizes ranging from fractional
horsepower units used to crank small engines up to large cranking motors for
cranking Diesel engines that propel streamline trains, marine engines, or large
stationary power installations.

All cranking motors are much the same in general design and operation, differing
mainly in the type of drive used. Basically, they consist of the drive mechanism,
frame, field windings, armature and brushes. The armature is supported on bearings to
permit it to rotate freely. All the current that passes through the field coils also
travels through the armature. This type of cranking motor is known as a SERIES
wound motor and is capable of developing great torque. On cranking motors where
high voltage is required, auxiliary shunt-connected coils are added to the circuit to
slow down the top free running speed which would otherwise be destructive to the
motor. As current enters the motor it passes through the field windings creating a
magnetic field, then into the brushes which ride on the commutator, and through the
armature windings, thus creating a second magnetic field. The two strong magnetic
fields oppose each other in such a way that the armature is forced to rotate.

Some types of cranking motors incorporate a magnetically-operated switch which

closes and opens the circuit between the battery and the cranking motor. Other
motors, designed with an over-running clutch or a Dyer drive, have a solenoid
type magnetic switch which not only closes the circuit between the battery and
cranking motor causing the armature to rotate, but also shifts the cranking motor
pinion into the mesh with the teeth on the flywheel ring gear of the engine. W hen
the drive pinion becomes engaged with the teeth of the ring gear, cranking of the
engine takes place.

Some cranking circuits have a RELAY in conjunction with the solenoid switch.
The relay type solenoid requires less current to operate in the control circuit,
thus allowing the use of lighter switches and smaller wire. It is actuated when
connected to the battery by closing the cranking motor control circuit.
Energizing the relay winding closes the relay contact points and connects the
solenoid directly to the battery. This causes the solenoid to operate, shifting
the drive pinion into mesh and closing the cranking motor circuit.
 The cranking motor is a special type of electric motor, designed to operate under
great overload and to produce a high horsepower for its size. It can do this, however,
for only short periods of time, since high current must be used which creates con-
siderable heat. If the cranking motor operation is continued for any length of time,
the accumulated heat will cause serious damage. For this reason, the cranking motor
must never be used for more than THIRTY SECONDS AT ANY ONE TIME, and
cranking should not be repeated without a pause of at least two minutes to permit
the heat to escape.

The drive m e c h a n i s m is a vital part of the cranki ng

motor, since it is through the drive that power is trans-
mitted to the engine, cranking it as the cranking motor
armature rotates. The drive mechanism has two functions.
One is to transmit the cranking torque to the engine
flywheel when the cranking motor is operated and to
disconnect the cranking motor from the flywheel ring
gear after the engine has started. The second is to pro-
vide a gear reduction between the cranking motor and
the engine so there will be sufficient torque to turn the
engine over at cranking speed. There are approximately
15 to 20 teeth on the flywheel for every tooth on the
drive pinion, which means the cranking motor armature
wi l l r o t a t e a p p r o xi m a t e l y 1 5 t o 2 0 t i m e s f o r e v e r y
engine revolution. Thus, to turn the engine over at 100
revolutions per minute the cranking motor armature
must rotate at 1,500 to 2,000 r.p.m.

If the cranking motor drive pinion remained in mesh with the flywheel ring gear
at engine speeds above 1,000 r.p.m., and if the pinion transmitted its rotation to
the cranking motor armature, the armature would be spun at very high speeds.
Such speeds would cause the armature windings to be thrown from the armature
slots, and the segments to be thrown from the commutator.
To avoid such a condition, the cranking motor drive mechanism must disengage
the pinion from the flywheel ring gear as soon as the engine begins to operate.

Several types of drive mechanism have been developed for use with cranking motors
and are in widespread use. Each provides a means of engaging the drive pinion
with the engine flywheel for cranking, and for disengaging the drive pinion
from the flywheel ring gear when the engine starts.

ENCLOSED
SHIFT LEVER

Many cranking motors are now located under the engine, subject to road splash,
slush and mud. To prevent entrance of moisture and other foreign material detri-
mental to the operation of electrical equipment, the Enclosed Shift Lever type was
produced. The drive housing is extended to enclose the entire shift lever mechanism
and solenoid plunger. These parts were formerly subject to icing and freezing
which prevented normal operation.

The solenoid is flange mounted and sealed to the drive end housing, completely
enclosing all operating parts. W hen cranking, an “assist” spring aids the solenoid
to overcome a return spring force and start the clutch movement toward the fly-
wheel. W hen the solenoid circuit is broken, the shift lever return spring of a com-
pression type exerts a push on the lever. Through linkage this push is exerted on the
armature. The commutator end of the armature is pushed against a leather washer,
which acts as a brake to slow down the free speed of the armature when the clutch
is disengaged.
 MOTOR PRINCIPLES

Magnetically, the cranking motor is made up of two parts, the ARMATURE and the
FIELD WINDING ASSEMBLY. The armature contains a number of low resistance
CONDUCTORS placed in the insulated slots of a laminated soft iron core assembled
onto an armature shaft. The commutator is made up of a number of copper segments
assembled together and insulated from each other and from the armature shaft.
The conductors are connected to each other and to the commutator in such a way
that current flows through all of the armature conductors when brushes are
placed on the commutator and a source of current is connected to the brushes. This
creates magnetic fields around each conductor. Current also flows through the field
windings creating a powerful magnetic field.

Illustrated is the relationship between the magnetic

field of a permanent magnet, a single conductor through
which current is flowing, and the direction of the force
exerted on the conductor. Magnetic lines of force pass
from the north to the south pole as indicated by the
arrows. The flow of current through the conductor is in
the direction shown.

Using the right -hand rule, it can be seen that when the
direction of current through the conductor is as shown
the magnetic lines of force around the conductor will be
in a clockwise direction as indicated by the circular
arrow around the conductor. Looking at the end of the
conductor, it will be noted that to the right of the
conductor the magnetic field from the permanent
magnet and the circular magnetic field around the
conductor oppose each other. To the left of the
conductor they are in the same direction and the field is
strengthened.

W hen a current-carrying conductor is located in a magnetic field the normal field

of force is distorted, creating a strong field on one side of the conductor and a
weak field on the opposite side. The conductor will be forced to move in the direction
of the weak field, therefore, in this instance, it will be pushed to the right. The more
current flowing through the conductor the stronger is the force exerted on it.
Application of this principle is illustrated, showing a simple electric motor with a
one-turn armature. The magnetic field is created by means of current flowing
through the field coil windings which are assembled around the two poles. By the
right-hand rule for coils, it can be seen that the direction of the current tends to
increase the magnetic field between the two poles. The "U" shaped armature
winding placed between the two poles is connected to a two -segment commutator.

In the position shown, current from the battery flows first into and around the right
hand field coil. It then crosses over to the left hand field coil and flows through,
coming out at the left hand brush on the left hand commutator segment. From the
segment the current flows through the armature winding, entering on the side
nearest the south pole and returning on the side nearest the north pole to the right
hand segment. From the right hand segment the current returns through the right
hand brush to the battery. The magnetic fields around the conductor will be in the
directions shown by the circular arrows. The left-hand side of the armature winding
will be pushed upward while the right-hand side will be pushed downward, thus
imparting a clockwise rotation.

Since the armature winding and commutator are assembled together and must rotate
together, movement of the winding causes the commutator to turn also. By the time
the left-hand side of the winding has swung around toward the north pole, the
commutator segments will have reversed their connections with respect to the
brushes. Current will then flow in the opposite direction with respect to the winding,
but since the winding has turned 180° the force exerted on it still will tend to rotate
it in a clock-wise direction.

The static neutral point is always half way between the

pole shoes and is the point where the direction of current
must be changed to maintain a turning force in the same
direction. This is true whether the motor has two,
four or six poles. However, when current flows
through the armature windings creating another
magnetic field, the normal field between the pole
shoes is distorted. Since lines of force may be
assumed not to cross each other, the neutral point is
therefore shifted. Motor brushes are usually located
back of the static neutral point (against the direction
of rotation) to prevent excessive arcing and to obtain
more efficient operation.

The type motor illustrated above is what is known as a

series wound motor. The armature windings and the
field coil windings are connected in series so that the
c u r r e n t wh i c h f l o ws t h r o u g h o n e wi n d i n g wi l l f l o w
through the other. The current flowing through the field
winding produces a powerful magnetic field between the
poles. In the complete assembly, the field frame into
which the pole pieces are assembled forms the return
magnetic circuit for the magnetic lines of force.
 CRANKING MOTOR
CIRCUITS

As stated previously, the field windings and the armature in most cranking motors
are usually connected in such a way that all current entering the cranking motor
passes through both the field windings and the armature. In other words, the field
coils and the armature are connected in series. All conductors are made of heavy
copper ribbon which have a very low resistance and thus permit a high current to flow.
The more current flowing, the higher the power developed by the cranking motor.

Some cranking motors have four pole shoes and are therefore called four-pole units,
but have only two field windings. This provides a four-pole action with only two
field coils, thus keeping the resistance low. Notice the path of the current through
the cranking motor. By the right-hand rule for coils, it will be noted that in operation
the poles with the field coil windings have a north polarity at the face of the pole
shoe. Lines of force pass through the armature, enter the pole shoes without windings,
pass through the frame and back to the original pole shoe with windings to complete
the magnetic circuit. There are as many lines of force entering the south pole shoe
as there are leaving the north pole, making magnetic strength the same for both poles.

In all cranking motors the adjacent pole shoes must be of opposite polarity, so that in
a four-pole unit there is a north, south, north, south, in sequence around the frame. A
compass may be used at the pole faces to check this condition and to be sure the field
coils are properly connected before assembly of a complete unit.

Some cranking motors, however, have four poles, four field windings, and four
brushes. Here the field windings are paired off so that half the current flows through
one set of field windings to one of the insulated brushes, while the other half of the
current flows through the other set of field windings to the other insulated brush.
W ith four field coil windings of low resistance it is possible to create more ampere
turns and consequently stronger magnetic fields, thus producing cranking motors
with greater torque or cranking ability. By tracing the current flow from the terminal
it will again be noted that the poles alternate south, north, south, north, providing
four magnetic paths through the armature core.

On other types of cranking motors, all brushes are insulated—half of the brushes
being connected to the cranking motor terminal and the other half connected to one
end of the field coils. The opposite ends of the field coils are connected to ground
in this type of circuit. On other applications where a completely insulated cranking
motor is required, the two field leads are connected to a second insulated terminal
in the field frame. Such motors are used with SERIES-PARALLEL circuits and with
marine applications where ground returns are not available. A variation of this
design has the four field windings connected in series so that all current must flow
through each field winding. This latter type is used on some 12 -volt cranking motors.

Another cranking motor designed for heavy duty service

uses six poles and six brushes. Here the current is split
in three ways, one-third flowing through each pair of
field windings to one of the three insulated brushes.
Increasing the number of circuits through the cranking
motor helps to keep the resistance low so that a high cur-
rent can flow and a high horsepower can be developed.
 As a rule, all the insulated brushes are connected together by means of jumper leads
D r bars, so that the voltage is equalized at all brushes. Without these equalizing bars
there may be conditions which will cause arcing and burning of commutator bars,
eventually insulating the brush contact from the commutator surface thereby
preventing cranking.

High voltage motors with a straight series circuit would

reach an extremely high top free speed if not controlled.
Even on some 12-volt, four-pole motors high free speed is
a factor. Therefore, a SHUNT connected coil is used for
the purpose of limiting the top free speed. Some
motors use one or more shunt coils.

The magnetic strength of the shunt coil remains constant

and does not vary with speed. The speed of the arma-
ture, revolving through this strong magnetic field, creates a
greater counter-voltage which limits the amount of
current flow and, consequently, the top speed.

During cranking of the engine the shunt coil, with many

turns of comparatively small wire, creates a magnetic
force similar to the force provided by each of the series
coils. Normal cranking performance is therefore pro-
vided with less current draw and a safe top free speed.

The conductors in the armature of a four pole cranking motor span approximately
90° for each turn. In a six pole cranking motor the conductors span approximately
60° for each turn. This brings the two sides of conductor coils under adjacent and
opposite poles so that the maximum reaction is obtained. The ends of the wave
wound armature coils on the four pole motors are brought out to the commutator
at approximately 180°, while on the armature coils of the six pole motor the con-
nections are made at approximately 120°. The brushes contacting the ends of an
armature coil are of the same polarity and the coil is shorted out in the commutating
position. The ends of the lap wound armature coils are brought out to adjacent com-
mutator bars. Since both ends of a coil contact a brush at the same time the coil is
shorted out in the commutating position. W ave wound armatures have only two
paths for current flow. Lap wound armatures have as many paths as there are poles
and the conductors are therefore smaller.

Pole shoes of most cranking motors have a longer tip

on one side of the pole shoe and when installed the long
tip of the pole shoe should point in the direction of the
armature rotation. In this position a better magnetic
field is obtained and an increase in performance will
be noted.
 BENDIX DRIVE

The Bendix drives depend on inertia to provide meshing

of the drive pinion with the engine flywheel ring gear.
Illustrated (below left) is an exploded or disassembled
view of a typical Bendix Drive.

The Bendix drive consists of a drive pinion, sleeve,

spring and spring fastening screws. The drive pinion is
normally unbalanced by a counterbalance on one side.
It has screw threads on its inner bore. The Bendix sleeve,
which is hollow, has screw threads cut on its outer dia-
meter which match the screw threads of the pinion. The
sleeve fits loosely on the armature shaft and is connected
through the Bendix drive spring to the Bendix drive
head, which is keyed to the armature shaft. Thus, the
Bendix sl eeve i s free to turn on the armature s haft
within the limits permitted by the flexing of the spring.
Both inboard and outboard types of drives are available
in right-hand and left-hand rotations.

1. When the cranking motor switch is closed, the armature begins to revolve. This
rotation is transmitted through the drive head and the spring to the sleeve, so that
all these parts pick up speed with the armature. The pinion, however, being a loose
fit on the sleeve screw thread, does not pick up speed along with the sleeve. In other
words, the increased inertia of the drive pinion due to the effect of the counterbalance
prevents it from rotating. The result is the sleeve rotates within the pinion. This
forces the drive pinion endwise along the armature shaft so that it goes into mesh
with the flywheel teeth.

2. As soon as the pinion reaches the pinion stop it begins to rotate along with the
sleeve and armature. This rotation is transmitted to the flywheel. The Bendix spring
takes up the shock of meshing.

3. When the engine begins to operate, the pinion spins at a higher speed than that
of the cranking motor armature. This causes the pinion to rotate relative to the
sleeve and the pinion is driven back out of mesh from the flywheel teeth. Thus, the
Bendix drive automatically meshes the pinion with the teeth of the flywheel ring gear
to provide cranking and automatically de -meshes the pinion from the flywheel ring
gear as soon as the engine begins to operate.

Barrel type drives have the same function as the original Bendix drive but the
pinion and barrel assembly operate with a nut on the screw shaft. The pinion,
operating directly on the armature shaft, makes possible a smaller gear which
increases the cranking ratio and provides more torque.
Certain precautions must be observed in operating a Bendix type cranking motor. If
the engine backfires with the pinion in mesh with the engine flywheel ring gear and
the cranking motor operating, a terrific stress is placed on the parts. This is due to the
cranking motor armature attempting to spin the drive pinion in one direction while the
engine, having backfired, turns the drive pinion in the opposite direction.
This meeting of opposing forces sometimes breaks or "wraps up" the Bendix spring
Engine ignition timing should be checked and corrected to overcome backfiring

Damage may occur also when the engine starts, throw-

ing the Bendix drive pinion out of mesh with the engine
flywheel teeth, and then s to p s . W hen the engine is
coming to rest it often rocks back, that is, rotates in the
reverse direction for part of a revolution. If the opera-
tor attempts to re-engage the drive pinion at the instant
the engine is rocking back, serious damage to the equip-
ment will result. Like a backfire condition, it may break
the drive housing or "wrap up" the Bendix spring.

The operator always should be careful not to re-engage

the cranking motor drive too soon after an incompleted
start. It is advisable to wait at least five seconds between
attempts to crank. Burred teeth on the flywheel ring
gear are an indication of attempted engagement while
the engine is running. Burred teeth should be relieved
so full engagement of the pinion is possibl e. If the pinion
does not make full engagement and travel to the pinion
stop, a screw-jack force is applied to the commutator
end frame, so that the commutator end frame is broken.

Another Bendix drive known as the "folo-thru" is of the

barrel type with a detent pin which locks the drive in
the cranki ng position to prevent disengagement on
false starts. This pin is thrown out by centrifugal force
when the engine runs and the pinion then disengages.
The screw shaft is in two pieces connected by a Dentil
Clutch which acts as a safety factor to prevent over-
speeding of the cranking motor armature. If the engine
drives the pinion faster than the free speed of the
armature, the pinion and barrel assembly over -runs the
armature shaft.

Some heavy-duty cranking motors use a friction-clutch type Bendix drive. This type
of drive functions in much the same manner as other Bendix drives. However, it
uses a series of spring-loaded clutch plates, instead of a drive spring, which slip
momentarily during engagement to relieve shock.
OVERRUNNING CLUTCH

Positive meshing and demeshing of the drive pinion

with the flywheel ring gear teeth is secured with the
overrunning clutch. The overrunning clutch uses a shift
lever to actuate the drive pinion. The pinion, together
with the overrunning clutch mechanism, is moved end-
wise along the armature shaft and into, or out of, mesh
with the flywheel ring gear teeth. The shift lever may be
either manual or operated by means of a solenoid.

When the cranking cycle begins, the clutch assembly is

forced endwise along the armature shaft by the shift
lever so that the pinion meshes with the flywheel teeth.
W hen the pinion and flywheel teeth have butt-engage-
m e n t , the pinion is spri ng loaded as the shi ft lever
movement continues and compresses the clutch spring.
A f t e r t h e c r a n k i n g m o t o r s wi t c h i s c l o s e d , a n d t h e
armature begins to turn, the pinion rotates only the width
of one-half a tooth before alignment takes place and the
pinion drops into mesh.

The overrunning clutch transmits cranking torque from

the cranking motor armature to the engine flywheel but
allows the drive pinion to rotate freely with respect to
the remainder of the clutch assembly and the armature
when the engine begins to operate. This feature pre-
vents the armature being driven at excessive speed by
the engine.

The overrunning clutch consists of a shell and sleeve

assembly which is splined internally to match splines
on the armature shaft. Some units have straight splines
while others are spiral splined. The pinion and collar
assembly fits within the shell. Notches are cut in the
shell and a hardened steel roll is assembled into each
notch. The notches taper inward slightly, allowing ade-
quate room for the rolls in the posi tion shown. The
pinion collar can rotate freely in the direction which
tends to move the rolls against the springs.

However, when the pinion is meshed with the flywheel

ring gear teeth and the armature begins to rotate, the
shell rotates in the direction for cranking (clockwise
viewing drive end in illustration). The rolls tend to rotate
between the shell and collar and are forced tightly into
the smaller part of the notches. W hen the rolls jam be-
tween the collar and shell they force the pinion to rotate
with the shell. Torque thus transmitted from the shell
to the pinion causes the engine to be cranked.
 When the engine begins to operate, it tends to drive the
pinion faster than the armature rotates. This action
returns the rolls back into the position shown and the
pinion, consequently, can rotate freely with respect to
the shell.

As soon as the engine begins to operate , the cranking motor pedal or switch should be
released. Otherwise, the drive pinion remains in mesh and continues to overrun the
armature. The overrunning clutch can withstand this condition for brief periods. If the
overrunning effect is continued for too long a time, overheating occurs, melting the
lubricant in the clutch. Ultimately the clutch will seize and spin the armature at high
speed. A similar effect will result if the operator opens the throttle too wide during
initial starting. Either condition puts an excessive strain on the overrunning clutch
which ultimately may cause it to seize.

Both the armature and clutch may be ruined by excessive

overrunning. Evidences of such abuse are galling of
the clutch bearings under the drive pinion and bluing
or deposit of bearing material on the armature shaft
from the heat developed.

The overrunning clutch must never be cleaned by any

high temperature or grease-removing methods as this
would remove the lubricant originally packed in the
clutch and cause rapid clutch failure. Clean only with
a brush dipped in olium or other neutral spirits.

On many solenoid switch-operated cranking motors the linkage between the shift
lever and solenoid plunger must be adjusted so there is clearance between the
pinion and the housing in the operating position. This clearance should be
checked in accordance with recommended specifications, using battery current
to hold the plunger in the bottomed position. Disconnect the so lenoid-to-cranking
motor lead so the motor will not operate. Close the solenoid circuit and push the
plunger in by hand. Battery current will hold the plunger in while the pinion clearance is
checked.
Extruded frame type cranki ng m o t o r s do not permit
disconnecting between the solenoid and motor terminals.
Checking these units for pinion clearance requires a
heavy jumper lead connected between the motor ter-
minal and motor ground and applying one-half system
voltage to the solenoid to prevent rotation of the
armature.

Clutch shells of smaller diameter were introduced with the enclosed shift lever
motors. Mechanical strength is maintained in the smaller unit by use of
accordion type roll springs instead of the coil spring and plunger construction.
A larger six-roll clutch was designed for more powerful
cranking motors and, with few exceptions, functions the
same as the four-roll clutch. An involute spline is used on
the armature shaft to provide many driving teeth for
heavier cranking loads. The drive pinion is a separate
part mounted on the spline shaft and collar assembly with
the clutch spring between the clutch shell and the pinion.
On butt tooth engagement the clutch spring is com-
pressed and only the light weight of the pinion has to be
moved forward when alignment takes place. This is a
big advantage where higher voltages are used.

A heavy duty sprag clutch has been designed to replace

the heavy duty six roll clutch and some applications
using Dyer and Bendix clutch type drives. The pinion
operates on a spiral splined sleeve making it possible
to mesh with the flywheel ring gear more frequently
even with butt tooth engagements.

Many small sprags replace the rolls which distribute

the load or stress around the points on a shell of uniform
cross-section. Much higher cranking loads can be carried
with this construction.

In addition to the above features a pinion block is

incorporated to prevent closing of the solenoid contacts
and spinning meshes with the ring gear on butt tooth
e n g a g e m e n t s wh i c h a r e n o t r e l i e v e d b y t h e s p i r a l
movement of the pinion. A second cranking attempt,
however, is always successful.
 DYER
SHIFT
DRIVE
The Dyer drive is a special type of drive mechanism that provides positive meshing
of the drive pinion with the flywheel before the cranking motor switch is closed and
before the armature begins to rotate. This action eliminates clashing of pinion teeth
with flywheel teeth as well as the possibility of broken or burred teeth on either the
engine flywheel or the drive pinion. The Dyer drive is used on heavy duty applica-
tions where it is very important that the pinion be engaged before rotation begins.
Engagement of the pinion while in motion would be impossible because of the high
horsepower developed and the acceleration of the armature when the cranking
circuit is completed.

The Dyer drive mechanism consists of thrust washers, a

shift sleeve, pinion guide, pinion spring, pinion, pinion
stop and cotter pin. The pinion guide is a snug fit on the
spiral splines of the armature shaft, while the pinion
(which has internal spl i nes m a t c h i n g the armature
splines) fits loosely on the armat ure shaft splines.

I n t h e p o s i t i o n s h o wn i n t h e i l l u s t r a t i o n , t h e d r i v e
assembly is at rest. The drive pinion is retained in this
position by the pinion guide which drops into milled
notches in the armature shaft splines. The pinion can be
released from this position only by movement of the
pinion guide through operation of the shift lever.

Movement of the shift lever causes the shift sleeve,

pinion guide, pinion spring, and pinion to be moved
endwise along the armature shaft so that the pinion
meshes with the flywheel teeth, provided the teeth align
properly. Further movement of the shift lever then closes
the cranking motor switch, and cranking takes place.
If the teeth are not aligned and meshing cannot take
place at once, the pinion is rotated against the flywheel
teeth until alignment occurs and m e s h i n g is accom -
plished. The pinion rotates because it is a loose fit on the
armature shaft splines, while the pinion guide is a tight
fit. The continued forward movement of the pinion guide
causes it to rotate as it follows the spiral splines on the
shaft. This rotation is transmitted, by means of the two
lugs on the pinion guide, to the pinion. The pinion
rotates without any forward movement until alignment
of the teeth takes place, then it is thrust forward into
mesh.
The pinion stop limits forward movement of the
pinion. As the shift lever completes its travel it closes
the cranking motor switch which is linked
mechanically with the shift lever.

The motor armature then begins to rotate. The shift

sleeve is carried back to its original position, rotating
back out of the way. The instant that the engine begins
to operate, it attempts to drive the pinion faster than
the armature is turning, with the result that the pinion
and pinion guide are spun back out of mesh with the
flywheel teeth. The pinion guide drops into the milled
section of the shaft splines locking the pinion in the
out-of-mesh position.

It is impossible to start another cranking cycle without

completely releasing the shift lever. The lever must W hen the shift lever is in the extreme forward
drop all the way back to the at-rest position. With pedal position and the switch contacts in the solenoid are
operated shift levers it takes a few seconds to perform closed, there should be at least 3/16" – 1/4" travel of
this operation. Solenoid operated shift levers return to the pinion against the pinion spring pressure in the
the starting position more quickly. On any automatic out-of-mesh direction. It is VERY IMPORTANT that
disengaging type of cranking motor drive it is always this adjustment be main tained in service.
good policy to wait five seconds after a false start before
attempting another start. In this period of time the engine
will be at complete rest. Then, when the cranking motor
shift lever is again operated, it picks up the shift sleeve
and causes it, the pinion guide, spring, and pinion again
to move along the shaft into the meshing position.
 On solenoid operated cranking motors the solenoid
should never be replaced without checking the free travel
of the pinion when in the cranking position. This usually
means that the cranking motor must be removed from
the engine for this service operation. Loose solenoid
mounting screws or worn linkage parts will also change
the amount of free travel and cause improper engage-
ment. This adjustment can be checked easily on the
solenoid controlled types by disconnecting the lead from
the solenoid to the cranking motor and using the battery
current through the solenoid to hold the shift lever in
the forward position.

Since disconnecting the motor lead opens the pull-in

coil of the solenoid, it will be necessary to assist the
m o v em e n t o f t h e p l u n g e r b y h a n d . Ma k e s u r e t h e
plunger reaches its extreme travel position, closing the
switch contacts. The cranking motor armature will not
revolve with the motor lead disconnected. The pinion
travel can be checked by pushing the pinion back against
the spring pressure with a scale and measuring the
relative movement between the pinion and the casting.

The adjustment can be changed by turning the plunger stud in or out of the solenoid
1
plunger as necessary. One-half turn of the stud will change the adjustment / 16 of an
inch. On manually shifted units, the travel of the pinion against the pinion spring
may be adjusted by loosening the locking nut and turning the adjusting stud on
the shift lever as required.

The moving parts on this type of drive may be lubricated to

prevent excessive wear. Periodic inspection should be
made, however, to see that dirt accumulations do not
pack in behind the drive and prevent normal operation.
 CRANKING MOTOR
SOLENOID CIRCUITS
The solenoid switch on a cranking motor not only closes
the circuit between the battery and the cranking motor
but also shifts the cranking motor pinion into mesh with
the engine flywheel ring gear. This is accomplished by
means of a linkage between the solenoid plunger and
the shift lever on the cranking motor. Solenoids are
energized directly from the battery through a starter
switch or in conjunction with a solenoid relay.

W hen the circuit is completed to the solenoid, current

from the battery flows through two separate windings,
designated as the "pull-in" and the "hold-in" windings
(fig. 1). These windings produce a combined magnetic
field which pulls in the plunger so the drive pinion is
shifted into mesh and the main contacts in the solenoid
switch are closed.

The two windings have different size wire but contain

approximately the same number of turns. The heavy
pull-in winding is required to c o m p l e te the plunger
movement. W hen the air gap is decreased the hold-in
winding is sufficient to retain the plunger in position.
Closing the main switch contacts connects the battery
directly to the cranking motor and at the same time
partially shorts out the pull-in winding, since it is con-
nected across the main contacts (fig. 2). The heavy
current draw through the pull-in winding occurs only
during the movement of the plunger and will not register
on an ammeter.

W hen the control circuit is broken after the engine is

started, current no longer reaches the hold-in winding
from this source. However, there is a flow of current
from the battery through the main switch contacts then
through the pull-in winding (in a reverse direction) and
through the hold-in winding to ground (fig. 3). W ith the
same number of turns in each of the two windings and
the same amount of current flowing through both, the
magnetic forces created are opposed and counteract
each other. Tension of the return spring then causes
the plunger to return to the at-rest position and breaks
the cranking motor circuit.

As few as 15 shorted turns in the pull-in winding would

result in less magnetic force to oppose the magnetic
field of the hold -in winding and the switch contacts
would remain c l o s e d . Continued c ra n k i ng after the
control circuit is broken indicates either shorted turns
in the pull -in c o i l or an out-of-line m o u n t i n g of the
solenoid which causes binding of the plunger. CURRENT FLOW THROUGH BOTH WINDINGS
EQUAL BUT OPPOSITE, THEREBY CANCELLING
EACH OTHER'S MAGNETIC EFFECT ON PLUNGER.
PLUNGER NOW RETURNED BY RETURN SPRING.
Either low system voltage or an open circuit in the hold-in winding will cause an
oscillating action of the plunger. The pull-in winding has sufficient magnetic strength
to close the main contacts, but when they are closed the pull-in winding is shorted
out. Under these conditions there is no magnetic force to keep the contacts closed.
W henever chattering of the switch occurs, check should be made for a complete
circuit in the hold-in winding as well as the condition of t he battery.

Solenoids used with the Dyer drive cranking

motors have a replaceable contact disc which is
adjustable. The location of the disc when
assembled should be 1 1/32 inches below the edge
of the housing with the plunger in a retracted
position. This position is important to assure
proper pressure between the contact disc and the
terminal contacts while cranking.

Since the Dyer drive is designed to engage the

pinion with the flywheel ring gear before the
cranking circuit i s c o m p l e t e d , t h e p i n i o n t r a v e l
a d j u s t m e n t i s v e ry i mportant. This adjustment
was covered under the subject of Dyer drives.

Clutch type cranking motors must have the clearance

checked without compressing the spring. Some units
employ a solenoid having a stud adjustment as explained
above with relation to Dyer drive motors. Other units
use s o l e n o i d s having s l o tted holes in the mounting
bracket so that the entire unit may be shifted on the
motor frame to obtain adjustment. A third method has a
serrated linkage adjustment which should be adjusted
according to specifications. Always check alignment of
the linkage on these units to prevent binding.

The pulling power of a solenoid increases at an increasing rate as the air gap of the
plunger is reduced. Locating the pinion adjustment to the high limit, on either the
clutch or Dyer drive type motors, will, in effect, reduce the air gap and a more power-
ful magnet is obtained. Never replace a solenoid on a motor without checking pinion
clearance. Satisfactory performance depends upon this adjustment.
 PERIODIC CRANKING
MOTOR MAINTENANCE
Periodic checki ng of the cranki ng m o t o r will go far
toward eliminating failures due to neglect or lack of
attention. Door-to-door delivery or other similar service
where many starts are made daily, operation in dusty
or very humid climates, or sub-zero temperatures, put
an added strain on the equipment and tend to wear
p a r t s m o r e r a p i d l y . Mo r e f r e q u e n t c h e c k i n g o f t h e
cranking motor is desirable under such conditions.

Every 5,000 miles the following checks should be

made: The specific gravity of the battery electrolyte
should be checked and cables and connections
inspected; all connections should be clean and tight
and the cables should be in good condition. The
maintenance program on the battery itself will call
for more frequent inspection of the battery and cables.

TO PREVENT OVERHEATING THE CRANKING MOTOR

MU S T N O T B E O P E R A T E D F O R MO R E THAN 3 0
SECONDS at a time without pausing a few minutes to
allow it to cool off. If the commutator is rough, worn,
out-of-round, or if it has high insulation between the
segments, the armature m u s t be removed from the
cranking motor so the commutator can be turned down
in a lathe and the insulation undercut 1/22 o f an inch

Thrown solder indicates that the cranking motor has

been overheated due to excessi vely long cranking
periods. Such abuse may cause open circuits to develop
at the commutator riser bars which results in burned
commutator bars. Each time an open ci rcui ted bar
passes under a brush severe arcing occurs and the bar
soon becomes badly burned. If the bars are not too
badly burned the armature may be repaired by re-
soldering the leads in the commutator riser bars and
then turning the commutator down and undercutting
the insulation.
The brushes should make good, clean contact with the
commutator and should have the proper spring tension.
Brushes must have free movement to enable them to
follow the commutator. If they are badly worn so that
they will not last until the next inspection period they
should be replaced.

The brush spring tension should never be below specified

limits. Cranking motor brushes carry high current and
good contact between the brush and the commutator
will reduce resistance. Most motor brush springs test
above the specified tension but since the cranking motor
is used intermittently, this is not objectionable. New
brushes should be installed if the old ones are worn too
much to last until the next disassembly period. The brush
seat may be improved by the use of a brush seating stone.

The cranking motor mounting must always be tight and

the drive must be in good condition. The condition of the
drive c a n be established by operating the cranki ng
motor two or three times and noting the action of the
drive. The cranking motor must be removed if the drive
is to be actually seen and examined. On overrunning
clutch type cranking motors, operating the motor also
serves as a check on the freedom with which the shift
lever operates.

As a final step in the periodic maintenance procedure the cranking motor should be
lubricated by adding a few drops of light engine oil to the visible hinge cap oilers.
The bearings in many cranking motors are of the oil-less type. However, they require
oiling when the cranking motor is re -assembled after the periodic disassembly.

At periodic intervals, the cranki ng m o t o r shoul d be

removed from the vehicle and disassembled so that all
parts can be cleaned and inspected and defective parts
repaired or replaced. The frequency of this procedure
will depend on the type of equipment and operation.
For average conditions the cranking motor should be
disassembled once a year, or every 25,000 miles of
operation.

The armature and field windings must not be cleaned

in any grease dissolving solution or by any high tem-
perature grease removing method, since this will damage
the insulation. Parts may be cleaned with a brush dipped in
olium or other neutral spirits. It may not be necessary to
remove the field windings from the field frame unless the
winding insulation is damaged or charred, or the
windings are open or shorted.

If the cranking motor uses the Bendix type drive, the drive is cleaned with kerosene
and lubricated with a trace of light engine oil on the sleeve spiral. Avoid excessive
oiling.

The overrunning clutch type drive must never be cleaned by any high temperature or
grease dissolving method since this would remove the grease originally packed in fhe
overrunning clutch, causing the clutch to fail quickly. The drive pinion on the over-
running clutch should turn freely in the overrunning direction and should not slip in
the driving direction. Locate the solenoid adjustment so that the pinion has the proper
clearance under operating conditions.

DURING CRANKING:
On Diesel engines and similar applications where the
cranking requirements are great, a higher voltage in
the cranking circuit is often necessary in order to insure
adequate cranking performance. Since the Diesel engine
has no spark, it depends upon the heat of compression
to ignite the air-fuel mixture in the cylinders. The high
c om pr es s ion ratio, about 16 to 1, and the speed of
cranking develop enough heat to explode or ignite the
fuel when it is admitted to the cylinder. Most Diesel
engines will s ta rt at a c ra n k i n g s p e e d of 200 r.p.m.
Under adverse c o n d i ti o n s , however, s u c h as below
freezing temperatures, it is often impossible to obtain
such cranking speeds with normal 12-volt systems.
Starting the engine then is difficult unless some outside
heat is applied. By using a 24-volt battery supply much
higher cranking speeds can be produced. Lighting that
satisfactorily meets highway regulations has not yet
been obtained from 24-volt lamp filaments. Therefore,
a 12-volt electrical system is also required to handle all
accessory loads for highway operated vehicles.
The series-parallel system is designed to provide a
means of connecting two batteries in series. This provides
increased voltage for cranking and reconnecting the
two batteries in parallel for normal operation of the
equipment after the engine has been started. For
example, two 12-volt batteries connected in series
supply 24 volts; connected in parallel, they supply only
12 volts.
The series-parallel system makes use of a SERIES
PARALLEL SWITCH which, when operated, disconnects
the batteries from their normal parallel connections and
reconnects them in series with the cranking motor. The
diagram shows the position of the contact in a
series-parallel switch and the circuit when the
batteries are connected in series for CRANKING.
INSULATED TYPE SERIES-PARALLEL
CIRCUIT DURING CRANKING CYCLE
SERIES- PARALLEL CIRCUITS
Series-parallel switches are available in both manually
a n d s o l e n o i d o p e r a t e d t y p e s . Th e m a n u a l t y p e i s
provided with a mechanical quick-break mechanism to
prevent excessive arcing when the cranking circuit is
broken. W hen the switch plunger is moved in, either
manually or electrically, three distinct operations occur.
The two sets of contacts in the parallel circuit are opened,
the heavy contact disc makes contact with the two large
terminal studs and the control circuit to the cranking
motor solenoid is completed. The positive terminal of
the "A” battery is grounded and one terminal of the
motor solenoid switch is grounded. The other side of the
solenoid is connected to the negative terminal of the
"B" battery. As the series connection between the two
batteries is compl eted by the contact disc and the
terminal studs, 24 volts is imposed on the solenoid, so
that it operates, pulling in the plunger. This causes the
cranking motor drive pinion to mesh with the engine
f l y wh e e l r i n g g e a r a n d c l o s e s t h e c i r c u i t f r o m t h e
batteries to the cranking motor. Twenty-four volts are
thus imposed on the cranking motor, which must be an
insulated type.
During the cranking interv al, the 12 -volt supply for
lights and other accessories is taken from the “A"
battery only, as can be seen from the illustration.
Extremely high currents flow through the series circuit
when the cranking motor is operated. This makes it
necessary to use care in operating the equipment and
also when performing any repair work on the vehicle.
Careless grounding of a terminal by a wrench, or by
an oil measuring stick, for example, may cause such a
tremendous surge of current as to seriously damage the
equipment. Exposed terminals often are taped and
shellacked so that grounds cannot easily occur.

A grounded cranking motor circuit may be used with

automatic engaging drives such as the Bendix. By using
a m a g n e t i c s wi t c h wi t h o n e wi n d i n g a s a t i s f a c t o r y
operation can be obtained. A solenoid operated type
of drive cannot be used in the series-parallel circuit
when the cranking motor is of the grounded type.

DURING CHARGING:
After cranking has been accomplished, the two batteries
become connected in parallel to provide 12-volt opera-
tion of the equipment by either releasing the series -
parallel switch pedal or opening the solenoid control
circuit. The change of connections occurs in the following
sequence: Spring tension disconnects the switch terminal
from ground, opening the motor solenoid circuit; the
switch disc is pulled away from the heavy contacts, thus
breaking the series circuit; at the same time the small
contacts within the switch are connected to the “A—
“ and “B +" terminals of the switch, thereby connecting
the batteries in parallel.

With the generator as the source of supply, the charging

ci rcuit is traced to the A —" terminal of the seri es -
parallel switch where the circuit divides. One branch of
A
the circuit passes directly through the " battery to
ground and returns to the generator through ground.
In order to charge two batteries in parallel, it is necessary
that they be connected "negative-to-negative" and ''positive-
to-positive". The second br anch of the circuit, therefore,
must be connected, through the switch, to the negative
terminal of the "B" battery.

From the ''A—" terminal of the switch the circuit passes

through the small contacts and the circuit breaker to the
''B—" terminal of the switch. This terminal is connected
to the insulated minus (—) terminal of the insulated motor,
and in turn is connected to the minus ( —) terminal of the
SERIES-PARALLEL CIRCUIT DURING CHARGING - CONTINUED

"B" battery. The positive terminal of the "B" battery
must be connected to ground to complete the circuit.
From the "B +" switch terminal the circuit passes
through the small contacts and the circuit breaker to
the “A +" or ground terminal.
An optional location for the ammeter is in the circuit
from the "B —" terminal of the switch to the minus (—)
terminal of the cranking motor. The current used by the
cranking motor solenoid then is not registered on the
meter.
Sometimes the A+ terminal is grounded directly to the
case, whereas on other installations it is grounded
through an ammeter. An ammeter connected at this
terminal normally registers one -half the total current
flowing from the generator to the batteries, the portion
which i s entering and c harging battery "B". This
provides a check on the operation of the system. When
load demands require withdrawal of current from the
batteries, with the batteries connected in parallel, the
load is split between the two batteries—one-half the
current being withdrawn from each.

W hen two batteries are charged in parallel in a service application, a number of

precautions must be observed if satisfactory results are to be obtained. Since good
operation depends upon a somewhat equal division of the charging current between
the two batteries, it is necessary to keep the battery counter voltages as nearly
balanced as possible. The simplest way to do this is to use two batteries of the same
make, model and size (plate area) and which have had an equal amount of use. The
batteries should be located so that their operating temperatures remain approxi -
mately equal, since battery counter voltage varies not only with plate area, con-
struction and use, but also with temperature.

If batteries having widely different counter voltage characteristics are connected in

parallel in a charging circuit, the battery having the lower counter voltage will
receive the major portion of the charging current. This condition may result in
permanent damage if continued. Since it is not always possible to match batteries
exactly, the battery having the lower c o unter voltage shoul d be connected in
the "B" position. The extra resistance in the connections and contacts of this
circuit tend to balance the difference in counter voltage, thus protecting the battery.

After a period of operation during which the batteries

receive a charge, the auxiliary ammeter may indicate a
charge when the engine is stopped. This is a normal
condition since the two batteries equalize current flowing
from the most highly charged battery to the other.

The cranking motor solenoid never should be closed by hand while the series-parallel
switch remains in the charging position. This will cause a heavy flow of current in
the charging circuit which will blow fuses or burn out wiring.

Normally, fuses or circuit breakers are incorporated in

the parallel circuits of the system to provide protection
against damage from some careless action, or a
grounded cranking motor circuit. On early model
switches the fuses are inside the series-parallel switch
terminals or are included in the circuits outside the
s wi t c h . P r e s e n t s wi t c h e s n o w h a v e b u i l t - i n c i r c u i t
breakers.
 NO LOAD AND
STALL TESTS
There are two ways to test a cranking motor. One is free
speed, or no load, to determine how fast it will run and
the amperage draw at a specified voltage. The other is
a stall test to determine the resistance of the cranking
motor by the current flow at a specified voltage with
the armature locked.

To make a stall test the cranking motor is clamped in a vise. A high-current-

carrying variable resistance, an ammeter and a battery are connected in series with
the cranking motor. The battery should consist of enough cells in series to supply
the proper test voltage with the variable resistance. A voltmeter is connected
across the cranking motor. To make the test, the circuit is closed and resistance
is adjusted until the specified voltage at the cranking motor is obtained. The current
draw is then noted and should fall within the specified limits. Example —
Specification 2414—Voltage 3.5V—Maximum amperes 395 —Minimum
amperes 330. Current draw below the minimum value will indicate high
resistance due to poor connections or improper brush seat.

Normally, specifications are given at low voltages so that the ammeter readings
obtained will be within the range of the testing equipment available in the field. For
the no load test, make the connections as outlined above, but allow armature to
rotate. Read current and r.p.m. at the specified voltage obtained by adjusting the
resistance.

If the cranking motor shows the correct current draw and the proper voltage or
stall, and if it has normal no load speed at the specified voltage and current draw,
the cranking motor is in good electrical condition.
DIAGNOSING LOAD
AND STALL TESTS:
If the cranking motor has a low no load speed and a high current draw, several
possible causes may be considered. The armature may be dragging on the pole
shoes due to a bent shaft, worn bearings or loose pole shoes. Another cause can be
tight or dirty bearings.

The cranking motor may have a grounded armature or field winding. This may be
determined by raising the grounded brushes from the commutator and insulating
them with cardboard. Then a test lamp and test points can be used to check between
the insulated terminal of the cranking motor and the cranking motor frame. (The
ground connection of shunt coils must be removed on motors using this feature.) If
the test lamp lights, it indicates a ground. Raise the other brushes from the armature
and check the armature and fields separately to locate the ground. On some ap-
plications, the current passes through the armature first and then goes to ground
through the field windings. On such units, it will be necessary to disconnect the
grounding leads before trying to locate any abnormal grounds in the cranking motor.

If the cause of a low no load speed and a high current draw has not yet been located,
the armature should be removed and tested on a growler to see if it is shorted.

Another condition which may be found in testing the

cranking motor on the no load test is a high current
draw with no armature rotation. This condition will result
if there is a direct ground at the switch, at the terminal
or at the brushes or field c onnections. Also, frozen
shaft bearings which prevent the armature from rotating,
will cause a high current draw.

If, on the other hand, the cranking motor fails to operate,

and does not draw any current, it indicates that there is
an open circuit in the unit. This may be in the fields,
armature, at the connections or brushes, or between
the brushes and commutator.

Broken or weak brush s p ri n g s , worn brushes, high

insulation between the commutator bars, or a dirty,
gummy, or oily commutator, all prevent good contact
between the brushes and commutator and produce an
open circuited or high resistance condition in the
cranking motor.

If the cranking motor has a low no load speed and a

low current draw, it is an indication that there is a high
resistance in the cranking motor. On the type unit having
two or three circuits in the cranking motor, that is, on
units in which the current divides as it enters, taking two
or three parallel paths, one of the field windings may
be "open," thus reducing the amount of current draw
and the developed torque.

If the cranking motor develops high free speed and a high current draw, then the
indication is that there are shorted fields in the cranking motor. The fields normally
have a very low resistance and consequently it is hard to detect fields which are
shorted, since the difference in current draw between normal cranking motor field
windings would not be very great. If shorted fields are suspected, the only procedure
is to install new fields and check for improvement in performance.

Because of the high current draw of cranking motors under load, all cables must be
of adequate size to prevent excessive voltage drop. Good clean connections are
also important to keep the resistance of the circuit to a minimum.