Abstract:
An improved alternator system for replacing an OEM Ford IAR alternator system. The improved alternator system includes a rectifier with increased heat dissipation qualities and decreased heat generation qualities and configured to maintain secure electrical connections. The alternator system is further configured to provide optimum electrical output by providing the rotor and the stator with additional turns or windings of heavier gauge wire whereby the alternator is capable of inducing a stabilized output current of at least about 52 amperes of current at about 1600 revolutions per minute of the rotor.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a divisional of U.S. Ser. No. 09/317,395, filed May 24, 1999. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates generally to alternator systems for automobiles, and more particularly, but not by way of limitation, to an improved alternator system for replacing an OEM Ford IAR alternator system. 
     2. Brief Description of the Prior Art 
     Automobile engines rely on air flow to remove excess heat from various components of the engine. However, many automobiles are being designed with body styling in mind rather than engine performance. In addition, government imposed regulations on vehicle emissions and C.A.F.E. standards further control engine designs. In short, to accommodate consumer demands for appealing body styles and to comply with governments regulations, air flow through the engine compartment is often compromised. The result is that engines are operating at much higher temperatures. 
     One particular victim of this heated environment is the Ford IAR alternator. The problem is evidenced by a warranty return rate of as high as 40%-50% on the Ford IAR alternator with the majority of these returns being due to certain components, such as the rectifier and the voltage regulator overheating and in turn failing. 
     Another significant cause of the failure of the Ford IAR alternator results from poor electrical connections. More specifically, the rectifier used with the Ford IAR alternator for rectifying the output of the alternator is connected to the vehicle battery via a wiring harness having a plurality of receptacles with metal clip inserts. The rectifier has a plurality of corresponding spades or prongs which are slidably mateable with the clip inserts of the wiring harness. The problem encountered is that the inserts of the wiring harness have a tendency to expand which results in a loose connection between the rectifier and the wiring harness. A consequence of the loose connection can be the formation of an electric arc between the rectifier and the wiring harness which can pose a serious fire hazard. 
     To this end, a need exists for replacing the OEM Ford IAR alternator with an improved alternator that has increased heat dissipation qualities and decreased heat generation qualities and that is configured to maintain secure electrical connections, while providing optimum electrical output. It is to such an improved alternator that the present invention is directed. 
     BRIEF SUMMARY OF THE INVENTION 
     In one aspect the present invention is directed to a rectifier in combination with a Ford IAR alternator which is of the type having a rotor coil and a plurality of stator windings housed in a frame having an external mounting surface to which a voltage regulator is mounted and electrically connected to the rotor and an internal mounting surface to which the rectifier is mounted and electrically connected to the stator. The rectifier includes a first plate defining a negative heat sink and a second plate defining a positive heat sink. Each of the negative and positive heat sinks have a plurality of openings dimensioned to receive a diode in a press fit relationship. The rectifier further includes a connector assembly including a connector box having a recess adapted to matingly receive a wiring harness, a B+ post having a first end secured to the connector box, a medial portion electrically connected to the positive heat sink, and a threaded second end extending through the frame of the alternator, and a terminal having a first end electrically connected to the B+ post and a second end including a pair of prongs disposed in the recess of the frame. 
     In another aspect, the present invention is directed to a plug connector adapted to engage the connector box to secure the wiring harness to the connector box. The plug lock includes a base having a surface engagable with a portion of the wiring harness and a pair of tines extending from the base in a spaced apart, parallel relationship. The tines are positionable through a slot of the connector box and each tine has an outwardly extending protrusion spaced from the base such that the protrusions are retainingly enagagable with a portion of the tab so as to cooperate with the base to secure the wiring harness to the connector box when the wiring harness is operably connected to the connector box of the rectifier. 
     Yet another aspect of the present invention is to provide an alternator configured to provide optimum electrical output by providing the rotor and the stator with additional turns or windings of heavier gauge wire whereby the alternator is capable of inducing an output current of at least about 52 amperes of current at about 1600 revolutions per minute of the rotor. 
     The present invention is also directed to a method for modifying a Ford IAR alternator of the type where the voltage regulator receives signals indicative of the alternator voltage output voltage via the battery by (a) providing the voltage regulator with a B+ terminal; (b) extending a post from a positive heat sink of the rectifier and through the frame of the alternator; and (c) attaching a lead between the B+ terminal of the voltage regulator and the terminal post so as to establish electrical conductivity and communication between the positive heat sink of the rectifier and the B+ terminal of the voltage regulator whereby the voltage regulator receives signals indicative of the voltage output of the alternator directly via the positive heat sink of the rectifier. 
     The objects, features and advantages of the present invention will become apparent from the following detailed description when read in conjunction with the accompanying drawings and appended claims. 
    
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
     FIG. 1 is a partially cutaway perspective view of a prior art Ford IAR alternator. 
     FIG. 2 is an exploded, perspective view of a rectifier employed in the alternator of FIG. 1 
     FIG. 3 is a partially cutaway, perspective view of a replacement alternator constructed in accordance with the present invention. 
     FIG. 4 is a perspective view of a rectifier constructed in accordance with the present invention. 
     FIG. 5 is an exploded, perspective view of the rectifier of FIG.  4 . 
     FIG. 6 is a sectional view of a portion of the negative heat sink showing a diode secured therein. 
     FIG. 7A is top view of a rectifier cover assembly. 
     FIG. 7B is a partially cutaway, side elevational view of the rectifier cover assembly of FIG.  7 A. 
     FIG. 8 is a perspective view of a connector assembly and a portion a wiring harness. 
     FIG. 8A is a sectional view taken at line  8 A— 8 A in FIG.  8 . 
     FIG. 9 is a perspective view of a rectifier plug tester constructed in accordance with the present invention. 
     FIG. 10 is a perspective view of a plug lock constructed in accordance with the present invention. 
     FIG. 11 is a perspective view illustrating the plug lock of FIG. 10 securing the wiring harness to the connector assembly. 
     FIG. 12 is a perspective view of a slip ring end frame which is modified in accordance with the present invention. 
     FIG. 13 is a perspective view of a portion of the alternator of the present invention illustrating a sensor strap extending between the rectifier and the voltage regulator. 
     FIG. 14 is an exploded, perspective view of another rectifier constructed in accordance with the present invention. 
     FIG. 15 is a perspective view of another embodiment of a slip ring end frame modified in accordance with the present invention. 
     FIG. 16 is a plan view of a rotor assembly of the alternator of the present invention. 
     FIG. 17 is a plan view of a stator lamination of a stator assembly of the alternator of the present invention. 
     FIG. 18 is a fragmental plan view of a portion of the stator lamination of FIG.  17 . 
     FIG. 19 is a side view of a stator assembly of the replacement alternator of the present invention showing the stator assembly formed from a plurality of stator windings wound onto the stator lamination of FIG.  17 . 
     FIG. 20 is a fragmental plan view of a portion of the stator assembly of FIG. 19 showing twelve stator windings of #14AWG wire disposed in each slot formed in the stator lamination of FIG.  15 . 
     FIG. 21 is graphical representation comparing the electrical current output by the prior art alternator of FIG.  1  and the electrical current output by the alternator of the present invention. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Referring now to the drawings, and more particularly to FIG. 1, a typical Ford IAR alternator  10  for use with an engine of an automobile is shown. The alternator  10  has a housing  12  defining an alternator interior space  14 . The housing  12  includes a drive end frame  16  and a slip ring end frame  18 . 
     The alternator interior space  14  of the housing  12  is adapted to receive a rotor  24  having a drive shaft  26  rotatably supported by the housing  12 . The rotor  24  of the alternator  10  includes a rotor coil  36 , in which a magnetic field is generated. A stator  38  is positioned about the rotor coil  36  so as to be positioned in the magnetic field generated by the rotor coil  36 . The stator  38  has a plurality of stator windings  40  wound about a stator lamination  42 , typically in a three-phase configuration. The rotor coil  36  is mounted on the drive shaft  26  which is rotated by the automobile&#39;s engine so that an electric current is induced in the stator windings  40 . 
     A voltage regulator (not shown) is electrically connected to the rotor coil  36  via slip rings  48  provided on the drive shaft  26  of the rotor  24 . The voltage regulator functions to control the intensity of the magnetic field generated by the rotor coil  36  so that the voltage output of the alternator  10  is maintained within predefined limits. The voltage regulator is mounted to the exterior surface of the slip ring end frame  18  of the housing  12  and extended through the slip ring end frame  18  so as to be electrically connected to the rotor coil  36  via slip rings  48 . 
     To convert the alternating current induced in the stator windings  40  to direct current, a rectifier  50  is electrically connected to the stator windings  40 . The rectifier  50  is mounted to an interior surface of the slip ring end frame  18 . 
     FIG. 2 illustrates the rectifier  50  employed in the alternator  10  in greater detail. The rectifier  50  includes a thin negative heat sink  54  having three negative diodes  56  soldered to one side thereof. The rectifier  50  further includes a positive connector plate  58  mounted to the negative heat sink  54  with an insulator  60  interposed between the negative heat sink  54  and the positive connector plate  58 . Three positive diodes  62 , each corresponding with one of the negative diodes  56 , are soldered to the positive connector plate  58 . A post or terminal  64  is soldered to the connector plate  58  such that the terminal  64  extends from positive connector plate  58 . As illustrated in FIG. 2, the terminal  64  has a distal end  66 , which has a diameter less than the remainder of the terminal  64 . The significance of this will be discussed below. 
     The rectifier  50  further includes a cover assembly  68 . The cover assembly  68  comprises a cover portion  70 , a connector portion  72  (FIG.  1 ), a plurality of leads  74   a-   74   c , and a pair of prongs  76   a  and  76   b  (FIG. 1) electrically connected to the terminal  64 . The cover portion  70  is configured to cooperate with the negative heat sink  54  to encompass the negative diodes  56  and the positive diodes  62 . 
     Each of the leads  74   a-   74   c  includes a contact portion  78   a-   78   c , respectively, which is electrically connected to a pair of corresponding positive and negative diodes. Each of the leads  74   a-   74   c  extends through the cover portion  70  and is adapted to be slidably connected to one of the stator windings  40 . 
     The prongs  76   a  and  76   b  are embedded in the cover portion  70  and electrically connected to the distal end  66  of the terminal  64  when the cover assembly  68  is connected to the negative heat sink  54 . The cover assembly  68  includes a third prong  84  which is electrically connected to the lead  74   a . The connector portion  72  is provided with a pair of ears  86  for retaining a wiring harness (not shown) which is in turn connected to the battery of the vehicle. 
     As mentioned above, a primary reason for failure of the Ford IAR alternator is overheating of the rectifier. The design of the rectifier  50  described above is the cause of many heat related problems with the Ford IAR alternator. First, the thin profile of the negative heat sink  54  and the positive connector plate  58  is such that heat is not able to be effectively dissipated from the diodes. Second, due to the differences in mass and reflow temperatures of the various materials utilized in the rectifier  50 , the solder joints throughout the rectifier So end up with a certain degree of porosity which provides heat insulating properties rather than heat conduction properties. Third, the configuration of the terminal  64  with its small distal end  66  poses a heat related problem in that a significant amount of heat is generated at the distal end of the terminal  64  because all the current from the connector plate  58  must flow through the terminal  64 . 
     Another problem experienced in the use of the rectifier  50  is that the prongs are adapted to be slidably mateable with corresponding clips of the wiring harness. The clips have a tendency to expand and thus result in loose electrical connections. A consequence of these loose connections is the formation of an electrical arc which poses a serious fire hazard. 
     Problems with the power output of the alternator  10  have also been encountered. That is, the voltage regulator controls the intensity of the magnetic filed generated by the rotor coil  36  so that the output voltage of the alternator  10  remains within predefined limits. However, as the engine speed varies, the current of the electricity produced by the alternator also varies. That is, as the engine speed is reduced, the electrical current produced by the alternator is also reduced, and as the engine speed is increased, the electrical current produced by the alternator is also increased. 
     The output of the alternator is electrically connected to the battery of the vehicle and the electrical system of a vehicle to recharge the battery and to meet the current demands of the electrical system. However, if the alternator is not generating a sufficient amount of electrical current to meet the demands of the electrical system, then the electrical system draws electrical current from the battery to meet this deficiency. 
     The alternator  10  typically produces a sufficient amount of electrical current to effectively charge the battery and to meet the demands of the electrical system when the alternator  10  is operating at high speeds. However, when the alternator  10  is operating at idle or low speeds, the alternator  10  produces an insufficient amount of electrical current to meet the demands of the electrical system. Thus, the battery supplies electrical current to the electrical system when the engine is operating at low speeds which shortens the useful life of the battery. 
     FIG. 3 is a perspective view of an improved alternator  100  which is constructed to replace the prior art Ford IAR alternator  10  described above. The replacement alternator  100  of the present invention includes an improved rectifier  102  which provides the advantage of increased heat dissipation and which is configured to maintain secure electrical connections. The alternator  100  further provides an output current of about 52 amperes at about 1600 rpms which is about 53 percent more electrical current at about 1600 rpms than the prior art alternator  10  discussed above, which permits the replacement alternator  100  of the present invention to meet or exceed the demands of the electrical system of the vehicle at low or idle speeds of the replacement alternator  100 . Thus, the alternator  100  of the present invention extends the useful life of the battery of the vehicle and thereby represents an advancement in the state of the art relating to alternators. 
     The alternator  100  includes a drive end frame  104  and a slip ring end frame  106 . The drive end frame  104  and the slip ring end frame  106  define an alternator interior space  110  adapted to receive a rotor  112  which is constructed in accordance with the present invention. The drive end frame  104  is adapted to rotatably support one end of a drive shaft  118  of the rotor  112  while the slip ring end frame  106  is adapted to rotatably support the other end of the drive shaft  118  of the rotor  112 . 
     The alternator  10  further includes a stator  124  which surrounds a rotor coil  126  of the rotor  112  and is positioned in the magnetic field generated by the rotor coil  126 . The stator  124  has a plurality of stator windings  128  wound about a stator lamination  130 , typically in a three phase configuration. The rotor coil  126  is mounted on the drive shaft  118  which is rotated by the engine of a vehicle so that an electric current is induced in the stator windings  128 . The rotor coil  126  and the stator  124  will be described in greater detail below. 
     A voltage regulator  132  (FIG. 13) is electrically connected to the rotor coil  126  via slip rings  134  provided on the drive shaft  118 . The voltage regulator  132  functions to control the intensity of the magnetic field generated by the rotor coil  126  so that the voltage output of the alternator  100  is maintained within predefined limits. The voltage regulator  132  is mounted to the exterior surface of the slip ring end frame  106  and extended through the slip ring end frame  106  so as to be electrically connected to the rotor coil  126  via the slip rings  134 . 
     To convert the alternating current induced in the stator windings  128  to direct current, the rectifier  102  is electrically connected to the stator windings  128 . The rectifier  102  is mounted to an interior surface of the slip ring end frame  106 . 
     Referring now to FIGS. 4 and 5, the rectifier  102  includes a negative heat sink  136 , a positive heat sink  138 , an insulator  140 , a terminal assembly  142 , and a connector assembly  144 . As best shown in FIG. 5, the negative heat sink  136  is configured to be mounted to the interior surface of the slip ring end frame  106 . The negative heat sink  136  is provided with a plurality of mounting holes  146 , a screw receiving opening  147 , and a plurality of diode receiving openings  148  (only one being designated in FIG.  5 ). The diode receiving openings  148  are dimensioned to receive a corresponding negative diode  150 ; each negative diode  150  having a base  151   a  and a terminal  151   b . To eliminate the above mentioned problems associated with solder connections, the diode receiving openings  148  are dimensioned such that the base  151   a  of the negative diodes  150  are press fit into the diode receiving openings  148  of the negative heat sink  136 , as shown in FIG.  6 . 
     To more effectively conduct heat away from the negative diodes  150 , the negative heat sink  136  is fabricated of a heat conductive material, such as aluminum, and is formed to have a thickness  152  greater than about 5 mm, and preferably about 6 mm. By fabricating the negative heat sink  136  of a heat conductive material and making the negative heat sink  136  significantly thicker than the negative heat sink  54  of the rectifier  50  described above, heat generated by the flow of electric current through the negative diodes  150  is more effectively conducted away from the negative diodes  150  and thus the negative diodes  150  are less likely to fail due to overheating. 
     The positive heat sink  138  is constructed and fabricated in a manner similar to the negative heat sink  136 . That is, the positive heat sink  138  includes a mounting hole  154 , a screw receiving opening  156 , and a plurality of positive diode receiving openings  158  (only one being designated in FIG. 5) which are offset from the negative diode receiving openings  148  of the negative heat sink  136  when the positive heat sink  138  is mounted to the negative heat sink  136 . The positive heat sink  138  is further provided with a plurality of negative diode receiving openings  160  (only one being designated in FIG. 5) which are in alignment with the negative diode receiving openings  148  of the negative heat sink  136  when the positive heat sink  138  is mounted to the negative heat sink  136  so as to receive the negative diodes  150  extending from the negative heat sink  136 . 
     The mounting hole  154  is in alignment with one of the mounting holes  146  and the screw receiving opening  156  is in alignment with the screw receiving opening  147  when the positive heat sink  138  is mounted to the negative heat sink  136 . Like the negative diode receiving openings  148  of the negative heat sink  136 , the positive diode receiving openings  158  of the positive heat sink  138  are dimensioned to receive a corresponding positive diode  162  such that the positive diodes  162  is press fit in the positive diode receiving openings  158 . Each of the positive diodes  162  has a base  163   a  and a terminal  163   b.    
     Like the negative heat sink  136 , the positive heat sink  138  is fabricated of a heat conductive material, such as aluminum, and has a thickness  164  greater than about 5 mm, and preferably about 6 mm. 
     The insulator  140  is configured to be positioned between the negative heat sink  136  and the positive heat sink  138  so as to electrically insulate the negative heat sink  136  from the positive heat sink  138 . The insulator  140  is provided with a plurality of mounting holes  166 , a screw receiving opening  168 , and a plurality of negative diode receiving openings  170 . The mounting holes  166  are aligned with the mounting holes  154  and the mounting holes  146  while the screw receiving opening  168  is in alignment with the screw receiving opening  156  and the screw receiving opening  147  when the positive heat sink  138  is mounted to the negative heat sink  136  with the insulator  140  interposed therebetween. Also, the negative diode receiving openings  170  are in alignment with the negative diode receiving openings  148  of the negative heat sink  136  so as to receive the negative diodes  150  extending from the negative heat sink  136 . 
     The insulator  140  has a thickness less than about 0.020 mm, and preferably about 0.009 mm. This thin profile of the insulator  140  further promotes heat transfer through the insulator  140  and thus away from the negative diodes  150  and the positive diodes  162 . 
     Referring now to FIG.  7 A and FIG. 7B, the terminal assembly  142  includes a cover  172  and a plurality of AC inserts  174 ,  176 ,  178 . The cover  172  is preferably fabricated of a plastic material and is provided with a plurality of diode receiving openings  180 . The diode receiving openings  180  are formed in the cover  172  such that the diode receiving opening  180  are alignment with the negative diodes  150  and the positive diodes  162  when the cover  172  is mounted to the positive heat sink  138  in the manner illustrated in FIG.  4 . The cover  172  further includes a pair of mounting holes  182   a  and  182   b , and an alignment tab  184  alignable with an alignment hole  185 . 
     Each of the AC inserts  174 ,  176 ,  178  is constructed of an electrical conductive material, such as steel, aluminum or copper, and is formed in the cover  172 . Each AC insert  174 - 178  includes a pair of diode connectors and a stator connector. More specifically, the AC insert  174  is provided with a diode connector  188  and a diode connector  190 . The diode connector  188  is adapted to provide a crimp and weld connection with the terminal of one of the positive diodes  162 , while the diode connector  190  is adapted to provide a crimp and weld connection with the terminal of a corresponding one of the negative diodes  150 . The AC insert  174  further includes a stator connector  192  which is adapted to provide a crimp and solder connection with one of the stator windings  128 . 
     Similar to the AC insert  174 , the AC insert  176  includes a diode connector  194 , a diode connector  196 , and a stator connector  198 , and the AC insert  178  includes a diode connector  200 , a diode connector  202 , and a stator connector  204 . The AC insert  178  further includes a contact portion  206  extending into the mounting hole  182   a  and provided with an opening  208 . 
     The crimp and weld connections described above avoid the use of solder connections thereby eliminating solder reflow and disconnectivity problems experienced with solder connections and thus enhancing the durability and reliability of the rectifier. Furthermore, the press-fit connection of the diodes to the heat sinks avoids the use of solder connections, thereby eliminating the heat transfer problems experienced with solder connections and enhancing the heat transfer from the negative diodes and the positive diodes. 
     The reliability of the rectifier  102  of the alternator  100  of the present invention was compared to the rectifier  50  of the prior art alternator  10  by operating each of the rectifiers through alternating temperature cycles. One cycle was defined as running electric current through each rectifier so as to increase the temperature from 40 C. to 200 C. and then allowing the temperature of each rectifier to return to 40 C. The solder joints of the rectifier  50  of the prior art alternator  10  failed after  308  cycles. In contrast, the rectifier  102  of the alternator  100  operated for 6,300 cycles prior to failing. 
     Referring now to FIGS. 8 and 8A, the connector assembly  144  is shown in conjunction with a wiring harness  210  which in turn is connectable to the battery (not shown) of a vehicle. The connector assembly  144  includes a connector box  212 , a screw or B+ post  214 , a terminal  216 , and a terminal  218 . The connector box  212  is provided with a recess  220  adapted to matingly receive a portion of the wiring harness  210 . The connector box  212  further includes a pair of oppositely disposed ears  222  adapted to cooperate with a pair of connector clips  224  of the wiring harness  210  to secure the wiring harness  210  to the connector assembly  144 . The connector box  212  is further provided with a tab  226  having a slot  228  formed therethrough. 
     The terminal  216  is formed in the rearward portion of the connector box  212  with a portion of the terminal  216  being disposed near the bottom end of the connector box  212  and another portion extending into the recess  220  of the connector box  212 . More specifically, the terminal  216  includes a first end  230  which is adapted to be electrically connected to the screw  214  (described below) and a second end which includes a pair of spades or prongs  232  extending into the recess  220  of the connector box  212  so as to be slidably mateable with a pair of corresponding receptacles  233  of the wiring harness  210 . 
     As described above, a problem encountered with prior art rectifiers is that the clip inserts (not shown) which are disposed in the receptacles  233  of the wiring harness  210  have a tendency to expand due to heat under the hood of a vehicle during normal operating conditions thereby resulting in a loose connection between the rectifier  102  and the wiring harness  210 . A consequence of a loose connection can be the formation of an electric arc between the rectifier and the wiring harness. The prongs  76   a  and  76   b  described above in reference to the prior art rectifier  50  have a thickness of approximately 0.8 mm. To enhance the grip on the prongs  232 , the prongs  232  of the rectifier  102  are provided with slightly thicker thickness of approximately 0.9 mm. 
     The screw  214  has an enlarged head portion  236  embedded in the connector box  212 , a knurled intermediate portion  238 , and a threaded portion  240 . The screw  214  extends from the connector box  212  with the first end  230  of the terminal  216  in electrical contact with the intermediate portion  238  thereof and the enlarged portion  236 . When the connector assembly  144  is assembled with the terminal assembly  142 , the positive heat sink  138 , the insulator  140 , and the negative heat sink  136 , the screw  214  is extended through screw receiving opening  156 , screw receiving opening  168 , and screw receiving opening  147  with a portion of the threaded portion  240  of the screw  214  extending beyond the negative heat sink  136 . The significance of this will be described below. The screw receiving opening  156  of the positive heat sink  138  is dimensioned to receive the intermediate portion  238  of the screw  214  such that the intermediate portion  238  is press fit in the screw receiving opening  156  and thus the positive heat sink  138  is electrically connected to the prongs  232  of the terminal  216 . 
     The screw  214  preferably has a minimum diameter of approximately five to seven millimeters thereby overcoming the problems experienced with the terminal  64  of the rectifier  50 . That is, the screw  214  has an increased area through which current is conducted thereby reducing the generation of heat as current flows through the screw  214 . The press fit connection is also more reliable than the solder connection in the prior art alternator  10  in that the press fit connection is not susceptible to solder reflow and disconnection of the joint during high heat conditions. 
     As shown in FIG. 4, the terminal  218  has one end which is connected to the terminal of one of the diode connectors of the AC insert  178 . The opposite end of the terminal  218  is in the form of a prong  242  extended into the recess  220  of the connector box  212 . The prong  242  of the terminal  218  is mateable with the receptacle  233  of the wiring harness  210  so as to function as a sensor post in a manner well known in the art. 
     As mentioned above, a problem encountered with the Ford IAR alternator is that the clip inserts disposed in the receptacles  233  of the wiring harness  210  have a tendency to expand as a result of heat under normal operating conditions under the hood of the vehicle and thus result in a loose connection between the prongs  232  and  242  of the rectifier  100 . While the wiring harness  210  can be replaced when the clip inserts become excessively worn, it is desirable to not have to replace the wiring harness in that if the installation of a new wiring harness is done incorrectly, more harm than good can result to the electrical system of a vehicle. To this end, a testing device has been desired to determine when the clip inserts of the wiring harness are worn to the point that the wiring harness should be replaced. 
     FIG. 9 illustrates a plug tester  244 . The plug tester  244  includes a shaft  246  characterized as having a first end  248 , a second end  250 , a stop member  252  extending from one side of the shaft  246 , and a pair of ears  254  extending laterally from the shaft  246  near the second end  250  thereof The plug tester  244  further includes a handle  256  extended from the second end  250  of the shaft  246 . 
     The shaft  246  is preferably fabricated of a flash zinc plate 1008/1010 steel having a thickness of 0.8 mm. The shaft  246  is intended to imitate a prong of a rectifier. More specifically, the portion of the shaft  246  extending between the first end  248  and the stop member  252  is configured to imitate a prong of a Ford IAR rectifier. Thus, the stop member  252  is formed on the shaft  246 , a distance from the first end  248  that is substantially equal to the length of a prong of a Ford IAR rectifier. 
     The plug tester  244  further includes a spring  258  which is dimensioned to be disposed about the shaft  246  with one end secured by the ears  254  and the other end extending approximate the first end  248  of the shaft  246  when the spring  258  is in a relaxed condition. 
     To use the plug tester  244 , the shaft  246  of the plug tester  244  is inserted into a receptacle of a wiring harness, such as the receptacle  233  of the wiring harness  210 , until the stop member  252  engages the outer surface of the wiring harness. As the plug tester  244  is inserted into the receptacle of the wiring harness  210 , the spring  258  is caused to compress. The spring  258  is formed so that the tension of the spring  258  is approximately 2.40-2.80 Newtons when compressed to the stop member  252 . As such, if the clip insert in the receptacle of the wiring harness is able to hold the plug tester  244  in place, this is an indication that the wiring harness does not need to be replaced. On the other hand, if the spring tension forces the plug tester  244  out of the wiring harness, that is an indication that the wiring harness needs to be replaced. 
     Although the plug tester  244  indicates that the wiring harness is in good shape, the connector clips  224  of the wiring harness often become brittle over time. Consequently, when expanding the connector clips  224  to disengage the wiring harness from the ears  222  of the connector box  212 , the connector clips  224  often break. However, if the plug tester  244  indicated that the wiring harness is in good shape, it remains preferable that one does not have to replace the wiring harness. 
     To this end, FIG. 10 illustrates a plug lock  260 . The plug lock  260  is adapted to engage a portion of the rectifier and a portion of the wiring harness so as to maintain the wiring harness in engagement with the rectifier. In particular, the plug lock  260  includes a pair of inwardly flexible tines  262  extending from a base  264 . The plug lock  260  is preferably fabricated of a suitable plastic material such that the tines  262  are inwardly flexible relative to one another. Each tine  262  includes an angled distal end  266  having an outwardly extending tab  268 . Each tine  262  further includes a semi-circularly shaped protrusion  270  spaced a distance from the tab  268 . 
     FIG. 11 illustrates the plug lock  260  being used to secure the wiring harness  210  to the connector box  212  of the connector assembly  144  due to the fact that the connector clips  224  have been broken off. The plug lock  260  is inserted into the slot  228  of the connector box  212  by pressing the tines  262  inwardly until the semi-circularly shaped protrusions  270  of the tines  262  are pushed through the slot  228 . The tines  262  then are allowed to expand whereby the semi-circularly shaped protrusions  270  engage a portion of the tab  226  of the connector box  212  and cooperate with the base  264  to secure the wiring harness  210  to the connector box  212 . The plug lock  260  is removed by pressing the tines  262  inwardly at the opposite end from the angled distal ends  266  until the semi-circularly shaped protrusions  270  have cleared the tab  226 . The plug lock  260  is then pulled from the slot  228  of the connector box  212 . 
     Referring now to FIG. 12, the slip ring end frame  106  is illustrated. The slip ring end frame  106  is identical to the slip ring end frame  18  of the alternator  10  except as noted below. That is, the slip ring end frame  106  requires minor modifications to accommodate the rectifier  102 . More specifically, the slip ring end frame  106  is machined with a screw receiving opening  272  and a counter bore  274 . The screw receiving opening  272  is positioned to receive the screw  214  of the connector assembly  144  when the rectifier  102  is mounted to the interior surface of the slip ring end frame  106 , as illustrated in FIG.  13 . As a result of the screw  214  being extended through the slip ring end frame  106 , the option of making the necessary electrical connections between the battery and the rectifier  102  via the screw  214  is provided, thus eliminating the need for replacing the wiring harness  210 . The battery of the vehicle can be electrically connected to the screw  214  with a conventional lead in a manner well known in the art. 
     The slip ring end frame  106  is further modified by machining a sensor post receiving opening  276  which is aligned with the mounting hole  182   a  of the cover  172  when the rectifier  102  is mounted to the slip ring end frame  106 . Thus, a mounting bolt  278  (FIG. 13) extended through the mounting hole  182   a  of the cover  172  in contact with the portion  206  of the AC insert  178  surrounding the mounting hole  182   a  is capable functioning as a sensor post. 
     Finally, the slip ring end frame  106  is machined with an opening  280  for receiving a post or screw  282  that is disposed in electrical contact with the positive heat sink  138 . As shown in FIG. 13, the opening  280  is positioned approximate to the voltage regulator  132  which is mounted to the exterior surface of the slip ring end frame  106 . The voltage regulator  132  has a B+ terminal  284 . 
     The Ford IAR alternator  10  described above is referred to as an externally sensed alternator. That is, the voltage regulator is turned on and off depending on the voltage sensed at the battery of the vehicle. The problem with sensing the voltage at the battery is that if a poor connection exists between the battery and the alternator, the voltage regulator will continue to keep trying to satisfy the voltage demand even though an increase in voltage is not required. This can create a serious fire hazard. 
     An internally sensed alternator is more desirable in that if a poor connection exists, the battery may end up being drained but the possibility of a fire is minimized. That is, with internally sensed alternators, the B+ terminal of the regulator is electrically connected to the B+ terminal of the rectifier such that the voltage regulator will get information of the voltage being out put by the rectifier rather than the voltage that is received by the battery. 
     To modify the alternator  100  from externally sensed to internally sensed, a lead  286  is extended between the B+ terminal  284  of the voltage regulator  132  and the post  282 , which is extending through the opening  280 , so as to electrically connect the B+ terminal  284  with the positive heat sink  138 . To protect the lead  286  from being accidentally contacted, a lead cover  288  fabricated of a suitable insulating material, such as plastic, is secured over the lead  286 . To protect the post  282  and the B+ terminal  284  from coming into electrical contact with slip ring end frame  106 , an insulator  289  made of plastic is disposed in the opening  280 . 
     FIG. 14 illustrates another embodiment of a rectifier  102   a  constructed in accordance with the present invention. The differences between the rectifier  102   a  and the rectifier  102  generally reflect the exclusion from the rectifier  102   a  of the option of making an electrical connection between the battery and the rectifier  102   a  via a screw. 
     More specifically, the rectifier  102   a  includes a negative heat sink  136   a , a positive heat sink  138   a , an insulator  140   a , a terminal assembly  142   a , and a connector assembly  144   a . The connector assembly  144   a  includes a screw  214   a  similar in construction to the screw  214  with the exception that the screw  214   a  is dimensioned to terminate within a screw receiving opening  147   a  of the negative heat sink  136   a  rather than extend beyond the negative heat sink as described above in reference to the screw  214 . When the connector assembly  144   a  is assembled with the terminal assembly  142   a , the positive heat sink  138   a , the insulator  140   a , and the negative heat sink  136   a , a nut  290  is threaded onto a threaded portion  240   a  of the screw  214   a  to enhance the connection of the connector assembly  144   a  to the positive heat sink  138   a.    
     The nut  290  is received in the screw receiving opening  147   a  of the negative heat sink  136   a . Therefore, the screw receiving opening  147   a  is illustrated has having a greater diameter than the diameter of the screw receiving opening  147  of negative the heat sink  136 . The diameter of the screw receiving opening  147   a  must be large enough to accommodate the nut  290  without the nut  290  contacting the negative heat sink  136   a.    
     The terminal assembly  142   a  has an AC insert  178   a . The AC insert  178   a  is modified relative to the AC insert  178  of the terminal assembly  142  in that the AC insert  178   a  does not include the contact portion  206  whereby a post, such as the post  278  (FIG.  13 ), may be connected to the contact portion and function as a sensor post. 
     FIG. 15 illustrates another embodiment of a slip ring end frame  106   a . The slip ring end frame  106   a  is similar to the slip ring end frame  18  described above except as noted below. That is, the slip ring end frame  106   a  includes modifications to accommodate the rectifier  102   a , to further increase heat dissipation from the rectifier  102   a , and to protect a voltage regulator, such as the voltage regulator  132  illustrated in FIG. 13, from damage. More specifically, the slip ring end frame  106   a  is machined with an opening  280   a  for receiving a post or screw  282  that is disposed in electrical contact with the positive heat sink  138   a  to modify the alternator  100  from externally sensed to internally sensed in a manner similar to that described above. 
     The slip ring end frame  106   a  further machined with a plurality of fins  291  on an exterior surface  292  opposing the interior surface of the slip ring end frame  106   a  to which the rectifier  102   a  is adapted to be mounted for increasing the surface area of the slip ring end frame  106   a , and thus enhancing heat transfer from the rectifier  102   a.    
     Another problem encountered with the prior art alternator  10  described above, is it that while the alternator  10  is being handled during shipping, it is often rolled over or placed on a surface with the voltage regulator facing down. Because the voltage regulator is mounted to the exterior of the slip ring end frame, as illustrated in FIG. 13, the voltage regulator  132  is susceptible to being damaged. 
     To overcome this problem, The slip ring end frame  106   a  is further provided with a pair of ears or projections  293  for protecting a voltage regulator, such as the voltage regulator  132  illustrated in FIG. 13, from damage. The ears  293  are formed adjacent to a voltage regulator mounting surface  294  and extend away from the voltage regulator mounting surface  294 . The ears  293  have a distal end  295  which will extend beyond the upper surface of the voltage regulator when the voltage regulator is mounted to the slip ring end frame  106   a . Preferably, the distal end  295  of each of the ears  293  is in a substantially coplanar relationship with the fins  291  so as to create a solid base that will prevent the alternator  100  from rolling over when the alternator  100  is placed on the slip ring end frame  106   a.    
     Referring now to FIG. 16, the rotor  112  will be described in greater detail. As described above, the rotor  112  includes the drive shaft  118 . The rotor  112  further includes a plurality of circumferentially spaced first claw-pole fingers  296  which are supported by the drive shaft  118 . Only one of the first claw-pole fingers  296  is labeled in FIG. 16 for clarity sake. The first claw-pole fingers  296  are constructed of a magnetically permeable material, such as low-carbon steel. 
     The rotor  112  is further provided with a plurality of circumferentially spaced second claw-pole fingers  297  which are supported by the drive shaft  118  such that the second claw-pole fingers  297  are interleaved with the first claw-pole fingers  296 . Again, only one of the second claw pole fingers  297  is labeled in FIG. 16 for the sake of clarity. The second claw-pole fingers  297  are also constructed of a magnetically permeable material, such as low-carbon steel. 
     A rotor coil form  298  is fixedly supported by the drive shaft  118  such that the rotor coil form  298  is disposed radially intermediate or below the first and second claw-pole fingers  296  and  297 . 
     The rotor coil form  298  is wound with a suitable length of wire  299  thereby forming the rotor coil  126 . The rotor coil form  298  is preferably wound with between about 320 to about 340 turns of about 18 to about 20 gauge wire, and more desirably wound with about 330 turns of about 20 gauge wire. The rotor coil form  298  can be wound with a GP-200 insulated copper magnet wire obtainable from Essex Group, Inc., of Fort Wayne, Ind. 
     It should be noted that the rotor coil form  298  of the present invention is wound with about 17 additional turns or windings of wire of a slightly larger gauge as the wire wound on the rotor coil form of the prior art alternator  10 . These additional turns or windings of wire contribute to an increased electrical output of the alternator  100  of the present invention and lower field current. 
     Winding systems and services for winding the wire  299  about the rotor coil form  298  are available from BACHI, L. P., Itasca, Ill. 
     To supply electricity to the wire  299  which is wound about the rotor coil form  298  so that the wire  299  generates a rotating magnetic field as the rotor  112  rotates, the rotor  112  is provided with a pair of slip rings  134 . The slip rings  134  are electrically connected to the wire  299  and mounted on the drive shaft  118 . 
     The stator  124  of the present invention cooperates with the rotor  112  to increase the electrical current output of the alternator  100  by about 53 percent at about 1600 RPMs as compared to the prior art alternator  10 . The stator  124  is positioned in the rotating magnetic field generated by the rotor coil  126  of the rotor  112  and is clamped between the drive end frame  104  and the slip ring end frame  106  (FIG. 3) such that the stator  124  is supported by the drive end frame  104  and the slip ring end frame  106  when the alternator  100  is in an assembled condition. 
     The stator  124  is shown in more detail in FIGS. 17-20. The stator  124  includes the stator lamination  130  (FIGS. 17-20) and the plurality of stator windings  128  (FIGS. 19 and 20) wound about the stator lamination  130 . 
     The stator lamination  130  is formed from a plurality of layers FIG. 19) of a laminated magnetically permeable material (as depicted by the spaced apart vertical lines on the stator lamination  130 ), such as low carbon steel, which have been bonded together in a conventional manner. The stator lamination  130  has an opening  302  (FIG. 17) and a plurality of equally spaced-apart poles  304  disposed circumferentially about the opening  302 . Only three of the poles are labeled in FIG. 15 for purposes of clarity. 
     Each adjacently disposed pair of poles  304  defines a slot  306  (FIGS. 17,  18 , and  20 ) therebetween which is adapted to receive the stator windings  128  therein (FIGS.  19  and  20 ). Only two of the slots  306  are labeled in FIGS. 17 and 18. Each slot  306  has an inward end  308 , an outward end  310 , and a length  312  extending generally between the inward end  308  and the outward end  310 . The length  312  of each of the slots  306  is about 19.23 mm to about 19.43 mm. Desirably, the stator lamination  130  is provided with  36  poles  304  to provide the stator lamination  130  with 36 equally spaced slots  306 . 
     The opening  302  of the stator lamination  130  is sized to receive the rotor  112  such that the rotor  112  can freely rotate therein. The stator lamination  130  has an inner diameter  314  (FIG. 17) extending across the opening  302  therein, an outer diameter  316  (FIG. 17) and a thickness  318  (FIG. 18) extending between the outward end  310  of the slots  306  and the outer surface of the stator lamination  130 . The inner diameter  314  of the stator lamination  130  is about 96.57 mm to about 96.67 mm. The outer diameter  316  can vary between about 132.90 mm to about 133.40 mm. The thickness  318  of the stator lamination  130  can be about 6.79 mm to about 6.89 mm. 
     It will be appreciated that the construction of the stator lamination  130  is substantially identical to the construction of the stator lamination  42  of the prior art alternator  10  shown in FIG.  1 . However, it should be noted that the length  312  of the slots  306  of the stator lamination  130  can be increased as compared to the slots (not shown) in the stator lamination  42  of the prior art alternator  10  so that the length  312  of the slots  306  formed in the stator lamination  130  is about 1 mm longer than the length (not shown) of the slots formed in the stator lamination  42  of the prior art alternator  10 . In this embodiment, the inner diameter  314  of the stator lamination  130  is substantially different from the inner diameter (not shown) of the stator lamination  42  of the prior art alternator  10  and the thickness  318  of the stator lamination  130  is substantially identical to the thickness (not shown) of the stator lamination  42  of the prior art alternator  10 . However, the outer diameter  316  of the stator lamination  130  of the present invention is substantially the same as the outer diameter (not shown) of the stator lamination  42  of the prior art alternator  10 . The increased length of the slots  306  increases the number of turns or windings of wire that can be made on the stator lamination  130 . The additional turns or windings of wire per each slot  306  formed in the stator lamination  130  contributes to the increased electrical current output by the stator  124  of the present invention while also permitting the alternator  100  to be disposed in the predetermined alternator space within the vehicle where the prior art Ford IAR alternator  10  was disposed. It should be noted that in one embodiment of the present invention at least  13  turns of about 14½ gauge wire connected in Delta manner is provided in each of the slots  306  formed in the stator lamination  130 , as compared to 8 turns of 14 gauge wire connected in a wye manner in the stator lamination  42  of the prior art alternator  10 . 
     As best shown in FIG. 18, each pole  304  is provided with a first lip  320  and a second lip  322 . The first lip  320  extends from one side of the pole  304  and the second lip  322  extends from the opposing side of the pole  304 . The first lip  320  of one pole  304  is spaced a distance of about 2.40 mm to about 2.50 mm from the second lip  322  of an adjacently disposed pole  304  to form a wire receiving passageway therebetween. 
     As shown in FIG. 19, the stator windings  128  of the stator  124  are wound through the slots  306  of the stator lamination  130 , typically in a delta connected, three phase configuration. The stator windings  128  are looped between the slots  306  to form a plurality of first wire loop portions  326  extending a distance outwardly beyond one side of the stator lamination  130  and a plurality of second wire loop portions  328  extending outwardly beyond the opposing side of the stator lamination  130 . Only one of the first wire loop portions  326  and one of the second wire loop portions  328  are labeled in FIG.  19 . 
     The stator  124  has a width  330  extending between an outermost portion of the first wire loop portions  326  and an outermost portion of the second wire loop portions  328 , and the stator lamination  130  has a width  332 . 
     The width  332  of the stator lamination  130  of the present invention is substantially identical to the width (not shown) of the stator lamination  42  of the prior art alternator  10 . 
     The stator windings  128  can be maintained within the slots  306  in the stator lamination  130  by any manner known in the art. For example, a wedge  334  (FIG. 20) can be inserted into each of the slots  306  after the stator windings  128  are disposed therein. The wedge  334  engages the first and second lips  320  and  322  of the poles  304  to maintain the stator windings  128  within the slots  306 . 
     Systems and services for winding the stator windings  128  onto the stator lamination  130  are available from Windamatic Systems of Hunterstown, Ind. or Advanced Machine and Tool of Fort Wayne, Ind. 
     The power output of the alternator  100  of the present invention and the prior art alternator  10  were tested and the results of such tests are depicted in the graph set forth as FIG.  21 . The test data obtained on the prior art alternator  10  are represented in FIG. 21 by the dashed lines and the test data obtained on the replacement alternator  100  are represented in FIG. 21 by the solid lines. 
     Initially, the alternator  100  and the prior art alternator  10  were operated at a speed of about 5000 RPMs at a substantially uniform output voltage of about 13 volts for a period of time sufficient to stabilize the output current of such alternators (about 10 minutes). The replacement alternator  100  and the prior art alternator  10  were then selectively operated at speeds between 1000 rpms and 6000 rpms in increments of 200 rpms. The output currents of the alternators  10  and  100  were obtained at each of the speeds while the output voltages of such alternators were maintained at 13 volts. 
     As depicted in FIG. 21, at a speed of about 1600 rpms the output current of the alternator  100  was 52 amperes, whereas the output current of the prior art alternator  10  was 34 amperes. Thus, the current output of the replacement alternator  100  is about 53% greater than the current output of the prior art alternator  10  when such alternators are operated at a speed of about 1600 rpms. 
     From the above description it is clear that the present invention is well adapted to carry out the objects and to attain the advantages mentioned herein as well as those inherent in the invention. While presently preferred embodiments of the invention has been described for purposes of this disclosure, it will be understood that numerous changes may be made which will readily suggest themselves to those skilled in the art. Thus, changes may be made in the embodiments of the invention described herein, or in the parts or the elements of the embodiments described herein, or in the steps or sequence of steps of the methods described herein, without departing from the spirit and/or the scope of the invention as defined in the following claims.