Patent Publication Number: US-10317468-B2

Title: Alternator tester

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     The present application is based on and claims the benefit of U.S. provisional patent application Ser. No. 62/107,648, filed Jan. 26, 2015 and U.S. provisional patent application Ser. No. 62/161,555, filed May 14, 2015, the contents of which are hereby incorporated by reference in their entirety. 
    
    
     BACKGROUND 
     The present invention relates to automotive vehicles. More specifically, the present invention relates to testing of alternators in such vehicles. 
     Automotive vehicles include a storage battery for operating electronics in the vehicle and using an electric starter to start the vehicle engine. A battery charging system includes an alternator which is coupled to the engine and is powered by the engine when the vehicle is running. The charging system is used to charge the storage battery when the vehicle is operating. 
     Many techniques have been developed for testing the battery and related systems of the vehicle. Example techniques that have been pioneered by Dr. Keith S. Champlin and Midtronics, Inc. are shown and described in U.S. Pat. No. 3,873,911, issued Mar. 25, 1975, to Champlin; U.S. Pat. No. 3,909,708, issued Sep. 30, 1975, to Champlin; U.S. Pat. No. 4,816,768, issued Mar. 28, 1989, to Champlin; U.S. Pat. No. 4,825,170, issued Apr. 25, 1989, to Champlin; U.S. Pat. No. 4,881,038, issued Nov. 14, 1989, to Champlin; U.S. Pat. No. 4,912,416, issued Mar. 27, 1990, to Champlin; U.S. Pat. No. 5,140,269, issued Aug. 18, 1992, to Champlin; U.S. Pat. No. 5,343,380, issued Aug. 30, 1994; U.S. Pat. No. 5,572,136, issued Nov. 5, 1996; U.S. Pat. No. 5,574,355, issued Nov. 12, 1996; U.S. Pat. No. 5,583,416, issued Dec. 10, 1996; U.S. Pat. No. 5,585,728, issued Dec. 17, 1996; U.S. Pat. No. 5,589,757, issued Dec. 31, 1996; U.S. Pat. No. 5,592,093, issued Jan. 7, 1997; U.S. Pat. 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No. 10/174,110, filed Jun. 18, 2002, entitled DAYTIME RUNNING LIGHT CONTROL USING AN INTELLIGENT POWER MANAGEMENT SYSTEM; U.S. Ser. No. 10/258,441, filed Apr. 9, 2003, entitled CURRENT MEASURING CIRCUIT SUITED FOR BATTERIES; U.S. Ser. No. 10/681,666, filed Oct. 8, 2003, entitled ELECTRONIC BATTERY TESTER WITH PROBE LIGHT; U.S. Ser. No. 60/587,232, filed Dec. 14, 2004, entitled CELLTRON ULTRA, U.S. Ser. No. 60/653,537, filed Feb. 16, 2005, entitled CUSTOMER MANAGED WARRANTY CODE; U.S. Ser. No. 60/665,070, filed Mar. 24, 2005, entitled OHMMETER PROTECTION CIRCUIT; U.S. Ser. No. 60,694,199, filed Jun. 27, 2005, entitled GEL BATTERY CONDUCTANCE COMPENSATION; U.S. Ser. No. 60/705,389, filed Aug. 4, 2005, entitled PORTABLE TOOL THEFT PREVENTION SYSTEM, U.S. Ser. No. 11/207,419, filed Aug. 19, 2005, entitled SYSTEM FOR AUTOMATICALLY GATHERING BATTERY INFORMATION FOR USE DURING BATTERY TESTER/CHARGING, U.S. Ser. No. 60/712,322, filed Aug. 29, 2005, entitled AUTOMOTIVE VEHICLE ELECTRICAL SYSTEM DIAGNOSTIC DEVICE, U.S. Ser. No. 60/713,168, filed Aug. 31, 2005, entitled LOAD TESTER SIMULATION WITH DISCHARGE COMPENSATION, U.S. Ser. No. 60/731,881, filed Oct. 31, 2005, entitled PLUG-IN FEATURES FOR BATTERY TESTERS; U.S. Ser. No. 60/731,887, filed Oct. 31, 2005, entitled AUTOMOTIVE VEHICLE ELECTRICAL SYSTEM DIAGNOSTIC DEVICE; U.S. Ser. No. 60/751,853, filed Dec. 20, 2005, entitled BATTERY MONITORING SYSTEM; U.S. Ser. No. 60/751,853, filed Dec. 20, 2005, entitled BATTERY MONITORING SYSTEM; U.S. Ser. No. 11/356,443, filed Feb. 16, 2006, entitled ELECTRONIC BATTERY TESTER WITH NETWORK COMMUNICATION; U.S. Ser. No. 60/847,064, filed Sep. 25, 2006, entitled STATIONARY BATTERY MONITORING ALGORITHMS; U.S. Ser. No. 60/950,182, filed Jul. 17, 2007, entitled BATTERY TESTER FOR HYBRID VEHICLE; U.S. Ser. No. 60/973,879, filed Sep. 20, 2007, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONARY BATTERIES; U.S. Ser. No. 60/992,798, filed Dec. 6, 2007, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 61/061,848, filed Jun. 16, 2008, entitled KELVIN CLAMP FOR ELECTRONICALLY COUPLING TO A BATTERY CONTACT; U.S. Ser. No. 12/697,485, filed Feb. 1, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 12/712,456, filed Feb. 25, 2010, entitled METHOD AND APPARATUS FOR DETECTING CELL DETERIORATION IN AN ELECTROCHEMICAL CELL OR BATTERY; U.S. Ser. No. 61/311,485, filed Mar. 8, 2010, entitled BATTERY TESTER WITH DATABUS FOR COMMUNICATING WITH VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 61/313,893, filed Mar. 15, 2010, entitled USE OF BATTERY MANUFACTURE/SELL DATE IN DIAGNOSIS AND RECOVERY OF DISCHARGED BATTERIES; U.S. Ser. No. 12/769,911, filed Apr. 29, 2010, entitled STATIONARY BATTERY TESTER; U.S. Ser. No. 61/330,497, filed May 3, 2010, entitled MAGIC WAND WITH ADVANCED HARNESS DETECTION; U.S. Ser. No. 61/348,901, filed May 27, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 61/351,017, filed Jun. 3, 2010, entitled IMPROVED ELECTRIC VEHICLE AND HYBRID ELECTRIC VEHICLE BATTERY MODULE BALANCER; U.S. Ser. No. 12/818,290, filed Jun. 18, 2010, entitled BATTERY MAINTENANCE DEVICE WITH THERMAL BUFFER; U.S. Ser. No. 61/373,045, filed Aug. 12, 2010, entitled ELECTRONIC BATTERY TESTER FOR TESTING STATIONARY STORAGE BATTERY; U.S. Ser. No. 12/888,689, filed Sep. 23, 2010, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 61/411,162, filed Nov. 8, 2010, entitled ELECTRONIC BATTERY TESTER; U.S. Ser. No. 13/037,641, filed Mar. 1, 2011, entitled MONITOR FOR FRONT TERMINAL BATTERIES; U.S. Ser. No. 13/098,661, filed May 2, 2011, entitled METHOD AND APPARATUS FOR MEASURING A PARAMETER OF A VEHICLE ELECTRICAL SYSTEM; U.S. Ser. No. 13/152,711, filed Jun. 3, 2011, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 61/558,088, filed Nov. 10, 2011, entitled BATTERY PACK TESTER; U.S. Ser. No. 13/357,306, filed Jan. 24, 2012, entitled STORAGE BATTERY AND BATTERY TESTER; U.S. Ser. No. 61/665,555, filed Jun. 28, 2012, entitled HYBRID AND ELECTRIC VEHICLE BATTERY MAINTENANCE DEVICE; U.S. Ser. No. 13/668,523, filed Nov. 5, 2012, entitled BATTERY TESTER FOR ELECTRIC VEHICLE; U.S. Ser. No. 13/672,186, filed Nov. 8, 2012, entitled BATTERY PACK TESTER; U.S. Ser. No. 61/777,360, filed Mar. 12, 2013, entitled DETERMINATION OF STARTING CURRENT IN AN AUTOMOTIVE VEHICLE; U.S. Ser. No. 61/777,392, filed Mar. 12, 2013, entitled DETERMINATION OF CABLE DROP DURING A STARTING EVENT IN AN AUTOMOTIVE VEHICLE; U.S. Ser. No. 13/827,128, filed Mar. 14, 2013, entitled HYBRID AND ELECTRIC VEHICLE BATTERY MAINTENANCE DEVICE; U.S. Ser. No. 61/789,189, filed Mar. 15, 2013, entitled CURRENT CLAMP WITH JAW CLOSURE DETECTION; U.S. Ser. No. 61/824,056, filed May 16, 2013, entitled BATTERY TESTING SYSTEM AND METHOD; U.S. Ser. No. 61/859,991, filed Jul. 30, 2013, entitled METHOD AND APPARATUS FOR MONITORING A PLURALITY OF STORAGE BATTERIES IN A STATIONARY BACK-UP POWER SYSTEM; U.S. Ser. No. 14/039,746, filed Sep. 27, 2013, entitled BATTERY PACK MAINTENANCE FOR ELECTRIC VEHICLE; U.S. Ser. No. 61/915,157, filed Dec. 12, 2013, entitled BATTERY TESTER AND BATTERY REGISTRATION TOOL; U.S. Ser. No. 61/928,167, filed Jan. 16, 2014, entitled BATTERY CLAMP WITH ENDOSKELETON DESIGN; U.S. Ser. No. 14/204,286, filed Mar. 11, 2014, entitled CURRENT CLAMP WITH JAW CLOSURE DETECTION; U.S. Ser. No. 14/276,276, filed May 13, 2014, entitled BATTERY TESTING SYSTEM AND METHOD; U.S. Ser. No. 62/024,037, filed Jul. 14, 2014, entitled COMBINATION SERVICE TOOL; U.S. Ser. No. 62/055,884, filed Sep. 26, 2014, entitled CABLE CONNECTOR FOR ELECTRONIC BATTERY TESTER; U.S. Ser. No. 14/565,689, filed Dec. 10, 2014, entitled BATTERY TESTER AND BATTERY REGISTRATION TOOL; U.S. Ser. No. 14/598,445, filed Jan. 16, 2015, entitled BATTERY CLAMP WITH ENDOSKELETON DESIGN; U.S. Ser. No. 62/107,648, filed Jan. 26, 2015, entitled ALTERNATOR TESTER; U.S. Ser. No. 62/137,491, filed Mar. 24, 2015, entitled BATTERY MAINTENANCE SYSTEM; U.S. Ser. No. 62/154,251, filed Apr. 29, 2015, entitled CALIBRATION AND PROGRAMMING OF IN-VEHICLE BATTERY SENSORS; U.S. Ser. No. 62/155,045, filed Apr. 30, 2015, entitled CALIBRATION AND PROGRAMMING OF IN-VEHICLE BATTERY SENSORS; U.S. Ser. No. 62/161,555, filed May 14, 2015, entitled ALTERNATOR TESTER, U.S. Ser. No. 14/799,120, filed Jul. 14, 2015, entitled AUTOMOTIVE MAINTENANCE SYSTEM; U.S. Ser. No. 14/861,027, filed Sep. 22, 2015, entitled CABLE CONNECTOR FOR ELECTRONIC BATTERY TESTER; U.S. Ser. No. 62/233,614, filed Sep. 28, 2015, entitled KELVIN CONNECTOR ADAPTOR FOR STORAGE BATTERY; all of which are incorporated herein by reference in their entireties. 
     With the advent of accurate battery testing, it has become apparent that in some instances the battery in the vehicle may be good, and a problem related to the battery charging system is the cause of the perceived battery failure. A vehicle charging system generally includes the battery, an alternator, a regulator and an alternator drive belt. The role of the charging system is two fold. First, the alternator provides charging current for the battery. This charging current ensures that the battery remains charged while the vehicle is being driven and therefore will have sufficient capacity to subsequently start the engine. Second, the alternator provides an output current to power all of the vehicle electrical loads. In general, the alternator output, the battery capacity, the starter draw and the vehicle electrical load requirements are matched to each other for optimal performance. In a properly functioning charging system, the alternator will be capable of outputting enough current to drive the vehicle electrical loads while simultaneously charging the battery. Typically, alternators range in size from 60 to 120 amps. 
     There is a significant problem in the automotive industry with alternators that are replaced and subsequently determined to be in working condition. With alternators, this problem is even more significant than in the case of a storage battery which is replaced unnecessarily. This is because alternators may be much more expensive as well as much more difficult to replace than a storage battery. 
     Further, removing of an alternator from a vehicle, testing the alternator itself may be problematic. The alternator may be designed to communicate with a control system of the vehicle. Further, the complete testing of the alternator requires application of electrical loads while also applying a mechanical input to the alternator. 
     The difficulty in testing an alternator may result in an unnecessary warranty claims, expenses to vehicle owners, and a failure to identify a failure in a vehicle charging system. 
     SUMMARY 
     An alternator tester is configured to test an alternator of a vehicle, the alternator of the type which electrically couples to the vehicle through an alternator connector. The alternator tester includes alternator test circuitry and an alternator test connector or adapter configured to electrically connect the test circuitry to the alternator connector. An optional vehicle connector is configured to electrically connect the test circuitry to the vehicle through the alternator connector. The test circuitry is configured to interact with the alternator through the alternator test connector and thereby test operation of the alternator. A configuration for testing an alternator out of a vehicle is also provided. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a simplified block diagram showing an alternator tester having an adapter plug electrically coupled between an alternator and other components of an automotive vehicle. 
         FIG. 2  is a perspective view of an alternator tester in accordance with one example configuration. 
         FIG. 3  is a perspective view of an alternator secured by a belt. 
         FIG. 4  is a top perspective view of the alternator tester of  FIG. 2  in which a perspective cover is opened. 
         FIG. 5  is a side plan view of an alternator mounted in the alternator tester of  FIG. 4 . 
         FIG. 6  illustrates a laser to align a belt. 
         FIG. 7  is a side plan view illustrating belt tensioners used to tension a belt used to drive an alternator. 
         FIG. 8  is a simplified block diagram of an alternator in accordance with one example embodiment. 
     
    
    
     DETAILED DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS 
     In various aspects, the present invention provides an alternator or starter motor tester which includes alternator test circuitry which is electrically coupled between an alternator and other components of an automotive vehicle. An optional clamp on amp meter (amp clamp) or other current sensor can be configured to electrically couple to an alternator output B+ cable. The clamp on amp meter can communicate wirelessly, for example through a Bluetooth® connection, to other equipment. Further, the tester can be configured to work with an alternator or starter motor that has been removed from a vehicle. 
     Alternators are used in automotive vehicles to provide power to the electrical system of the vehicle as well as charge a battery of the vehicle. There are many types of alternator configurations and they vary between vehicles as well as manufacturers. In general, an alternator has at least two outputs, a ground and a powered output which is sometimes referred to as the B+ connection. The alternator acts as an electrical generator and is typically rotated by an internal combustion engine in the vehicle. Other typical connections to an alternator include a connection to an ignition switch as well as connections for an external voltage regulator. Additionally, some alternators include an internal voltage regulator and/or diodes for rectifying an AC charge signal generated by the alternator. Further still, some more complex alternators may include internal sensors for use in diagnostics as well as a databus connection for coupling to a databus of a vehicle. Some alternators also include connections for connecting to external sensors such as a voltage or current sensor located proximate the vehicle battery. Similarly, starter motors in vehicles vary greatly in their configuration. A typical starter motor has at least two electrical connections, one to electrical ground and a switchable power connection used to power an electrical motor of the alternator and thereby crank the internal combustion engine of the vehicle. The power connection is typically controlled by an electrical relay connected to the key switch of the vehicle. Closing this relay completes an electrical circuit with the vehicle battery. Some starter motors include additional connections including connections to external sensors, connecting to internal sensors of the starter motor, and may even include a connection for coupling to a databus of the vehicle. The variability between various alternator and starter motor configurations makes it difficult to test the performance of more than one specific configuration. 
     A universal connector system may be implemented which includes one or more specific adapter cables that are configured to be plugged into particular vehicle types and/or alternator types. This allows the alternator test circuitry to be placed between the vehicle and the alternator to thereby monitor signals which are exchanged therebetween as well as send commands or other information over this connection. The cable can also be used to control and monitor operation of the alternator for bench (out of vehicle) testing. 
     The communication may occur using any appropriate technique including communicating with vehicle circuitry over an OBDII module. This allows the device to query the VIN number as well as other information from the vehicle including determining specifics vehicle type, control, RPM, particular loads of the vehicle, etc. 
     The alternator tester may also communicate with other equipment including a battery tester such as those in accordance with the various techniques set forth herein as well as a charger which can monitor battery voltage, apply loads, etc. The communication with the OBDII system may be directly or also may also be routed through the tester, etc. 
       FIG. 1  shows a simplified schematic diagram of an adapter cable  108  for use alternator tester  100  (shown in  FIG. 2 ) connected between the alternator  102  and the vehicle  104 . For example, the alternator and vehicle may be coupled together through electrical plugs or other connectors. These connections can be separated and the alternator tester plugged therebetween. This allows communication and control over the system through the various connectors including a sense connector, a pulse width modulated (PWM) connection, CAN, LIN, etc. The various physical connectors and communication protocols are chosen for a specific vehicle and alternator under test. Alternator  102  also includes a B+ connection which provides a charging output to the battery of the vehicle. A current sensor (not shown in  FIG. 1 ) such as an amp clamp or other type of sensor, may be coupled to the B+ output or electrical ground and used to monitor the amount of current provided by the alternator  102  as well as the waveform of this current. Additionally, voltage sensors may also be employed. 
     In operation, a technician electrically couples the amp clamp to the alternator  102  B+ cable. The electrical connections/cables which extend between the alternator and the vehicle are unplugged and the technician plugs the adapter cable  108  of the alternator  104  into these connections. The alternator test circuitry  100  may than monitor a communication that occurs between the vehicle  104  and the alternator  102  and simply pass signals therebetween. Such information and communication could include commands sent from the vehicle  104 , particular responses or commands from the alternator  102 , responses of the vehicle  104  to particular events or communications from the alternator  102 , loading of the electrical system, changes in the RPM of a motor of the vehicle  104 , etc. When used during bench testing, the cable  108  can be used to control operation of the alternator  102  as well as monitor its operation. 
     After observing communication between the alternator  102  and the vehicle  104  during normal operation, the test circuitry  100  may than break the electrical connection and insert itself into the communication. This allows the test circuitry  100  to operate as if it was the vehicle sending commands to the alternator and observing responses including changes in the charge signal from the alternator  102 . Similarly, the test circuitry  100  may operate as if it was the alternator  102  sending and receiving commands and information from the vehicle  104  and observing such operation. 
     This allows a determination to be made as to the root cause of a problem. The cause of a charging problem may be isolated as between a problem within an alternator  102  itself, a problem related to the vehicle  104  including engine control or commands or other information communicated with the alternator  102 , electrical wiring, sensed leads, etc. The use of an optional battery test may also be implemented to further isolate problems in the electrical system. 
     If Bluetooth® or other communication circuitry  110  is provided, a technician may be able to remotely monitor the test circuitry  100  or communicate with cable  108 , including communicating with the adapter cable  108  while the technician operates the vehicle  104 . The technician can communicate with the adapter cable using remote unit  120 . The test circuitry and/or adapter cable  108  may also include a local input or output including a display or command buttons for use by the technician. Further, data collected during monitoring or testing may be logged in a memory  112  of the cable adapter  108  for subsequent examination. 
     The device  100  may optionally be coupled to the vehicle for long-term operation. For example, a customer may be instructed to use their vehicle  104  for the period of time with the cable adapter  10  monitoring operation and performing diagnostics. 
     The cable adapter  108  may include other communication circuitry as well as other sensors or sense circuitry as appropriate for the various vehicles  104  and/or alternators  102  which may be tested. An optional internal power supply may be used or the device may be powered with power received from the vehicle itself. A remote wireless display and/or input or other control  120  may be used to allow the operator to monitor and control the cable adapter  108  or the test circuitry  100 . Collected information including test results, type of vehicle, VIN number, type of alternator, etc. may also be collected and communicated to a remote location such as a remote database, a manufacturer or warranty service location, etc. 
     The databus connections to the cable  110  can also be used to provide additional functionality. For example, a microprocessor or other logic may be added to the cable  108  by a user, for example in the field. This allows additional features or upgrades to be provided to the cable  108  after an initial sale or installation. In such a configuration, a module containing the additional functionality is coupled to the cable  108  and interfaced to the databus. This module may be powered internally, or may receive power from the cable  108  itself, including, for example, through a connection to the vehicle  104 . Further, additional relay logic or other functionality including additional sensors, connectors for additional communications, etc. may be provided. 
     The alternator tester system  100  discussed herein may also be configured to function and test an alternator which has been removed from a vehicle. In such a configuration, the alternator tester  100  includes a motor or other actuator to rotate the alternator causing the alternator to function. In such a configuration, the vehicle interface discussed above is not required. The alternator tester may include a storage battery or a load configured to simulate a storage battery for performing diagnostics. In such a configuration, the battery itself may also be tested using the techniques discussed herein. 
     A universal drive system may be provided in which a groove/V-belt is configured to couple to the alternator and cause the alternator to be rotated. An arrangement is provided in which an alternator is mounted in a test fixture, a belt connected to the alternator, and the belt tension so that the alternator is caused to rotate by movement of the belt. This configuration can be held in place on the pulley of a motor by belt tensioners or the like. The alternator can be placed in a linear actuator that can be configured to lift or otherwise move the alternator with respect to the motor pulley on the drive belt to thereby tension the drive belt. A strap or other attachment mechanism can be used to fasten the alternator to the linear actuator on a temporary basis. A lifting lever or the like applies compression against the cost rate spring to the linear actuator to thereby take up slack and provide belt tension. Variations in travel due to different sized alternators can then be absorbed by the springs. The locking and positioning of the alternator  102  within the tester  100  can be performed manually by an operator, or may be performed automatically by the tester  100 . 
     The alternator, belt and drive pulley can be enclosed in an enclosure for safety purposes. The enclosure may include safety cover with a window and include mechanical interlocks that can be pulled over the device. The safety cover can also latch the lifting lever into place to thereby ensure belt tension during testing. Optional lifting mechanisms may be employed to accommodate different alternator configurations. 
     A selectable electrical load can be applied to the alternator during testing. For example, 5, 10, 15 and 20 amp load currents can be drawn from the alternator and using resistive loads that are digitally actuated and combined in various combinations to achieve loads which draw from between 5 amps up to 50 amps. A motor can be powered by standard wall current for example, 115 VAC such as a 1.5 hp motor, which is used to power the alternator up to its maximum output. The motor can include a start capacitor for assisting in startup. The amp clamp discussed above can be used with a B+ output from the alternator passing through a wire and to the load. The amp clamp can be placed around the wire to monitor current flow. In one configuration, the B+ and grounding cables are implemented with low cost weld connectors. A separate or integral battery tester can also be employed. In one configuration, the battery tester docks with the alternator base to perform battery testing and communicate with internal control circuits in the tester  100 . Wireless communication may also be implemented. The alternator tester  100  may also provide other communication techniques including WiFi, Ethernet, Bluetooth™, cellular, etc. Specific cables may be employed for specific types of alternators and may include identification information stored either visually and/or using other techniques such as RFID or NFC tags or using other storage techniques. Similarly, a memory or the like may be used to store information in the cable connector, including resistors which can be programmed as desired. The alternator tester may include an optional output such as a video display screen to show connection diagrams, instructions videos, test results, etc. The information may be stored in memory or provided live from an external source such as the internet, data cloud, etc. 
       FIG. 2  is a perspective view showing alternator tester  100  including a base  202  and a protective cover  204 . The alternator  102  may be mounted on the base  202  at an operator protected during operation by protective cover  204 .  FIG. 2  also shows an input/output counsel  206  including a display  208  and a manual input such as a keypad  210 . A battery tester  212  is also illustrated as mounted in the base  202 .  FIG. 3  is a perspective view showing alternator  102  mounted within the base  202  and secured by a mounting strap  220  having an adjustable buckle  222 . As illustrated in  FIG. 3 , alternator  102  includes an alternator body  228  and mounting apertures  230 . Mounting apertures  230  are configured to be mounted using bolts or the like to the engine of the vehicle. The alternator  102  also includes a pulley  232  arranged to couple to a drive belt in the vehicle. In one configuration, the mounting strap  220  and adjustable buckle are configured to manually or automatically clamp and secure the alternator  102 . For example, a drive motor or other actuator may be connected to the belt  220  to apply the desired tension. Additionally, a rubber mount or other compliant component can be arranged to support the base of the alternator. 
       FIG. 4  is a view of the tester  100  with the lid  204  opened. As illustrated in  FIG. 4 , a shaft  250  is arranged to be received through the mounting apertures  230  of the alternator  102 . The alternator body  228  rests in a support  252  and a drive belt  254  is placed around the pulley  232 . The support  252  and shaft  250  are carried on a support plate  256  which can be adjusted laterally with respect to the belt  254  using horizontal actuator handle  258 . Probe clips  260  and  262  are provided and can be used, for example, to connect to the ground and B+ connection of the alternator  102 . An amp clamp  264  may also be provided for measuring current flow. A vertical actuator handle  264  is provided and arranged to raise the support plate  256  as illustrated in  FIG. 5 . Prior to testing, the alternator  102  is raised using actuator handle  264  whereby the pulley  232  is tightly pressed against the drive belt  254 . 
     As illustrated in  FIG. 4 , a laser light source  270  is provided and arranged to project a linear beam  268  onto the drive belt  254 . As illustrated in  FIG. 6 , the drive belt  254  includes an alignment mark  272 . The horizontal actuator handle  258  can be used to move the alternator  102  horizontally whereby the alignment mark  272  is brought into alignment with the linear beam  268 . This ensures that the alternator  102  can be operated at high speed without any lateral offset with between the alternator pulley and the belt  254 . 
     As illustrated in  FIG. 7 , the drive belt  254  is driven by a drive wheel  280  within the tester  100 . A tensioning mechanism  282  is provided in which armatures  284  rotate about pivots  286  to apply a desired tension to the belt  254  through rollers  288 . The tensioning mechanism  282  may be driven manually by an operator or the tester  100  may automatically actuate the tensioners  282  to provide the desired tension. A linear actuator, rotary gear motor, or the like may be employed to actuate the tensioning mechanism  282 . The appropriate tension level can be determined by, for example, by monitoring the voltage or current output from the alternator  102  as well as monitoring the amount of torque required to rotate the drive wheel  280 . 
       FIG. 8  is a simplified block diagram of alternator tester  100  showing various components of the system. Alternator tester  100  includes a microprocessor  300  or other controller which operates in accordance with instructions stored in a memory  302 . Memory  302  can also be used to store other information including information regarding the alternator under test, test criteria, test rules, test measurements, test results, information related to an operator or a location, instructions which may be provided to an operator, etc. Test system  100  also includes a power supply  304  used to power the various components of the device. A local I/O  306  is provided and may comprise, for example, a user output such as a display as well as a user input such as a keyboard, touchpad, touchscreen, etc. The local I/O may also include other types of input/output circuitry including a barcode scanner, local Bluetooth® communication circuitry, RF communication circuitry, etc. Remote I/O circuitry  304  is also provided as a way to communicate with the remote location using wireless or wired communication protocols including, for example, WiFi, Ethernet, cellular technologies, etc. as well as the remote user interface  120  shown in  FIG. 1 . 
     The system  100  includes any number modules for sensing and/or controlling various aspects of the testing procedure. A drive circuit  310  is used to drive a motor  311  which turns the drive wheel  280 . The motor  311  can be a capacitor start/capacitor run motor in order to provide for maximum horsepower using power from a standard AC outlet. The drive wheel  280  may be driven at different speeds as well as optionally reversed in accordance with some alternator configurations, such as clutched alternators. A tensioner actuator  312  is provided. A drive sensor  314  can be used to sense the amount of resistance applied by the drive motor  311 . This can be used as feedback for tensioning the drive belt using tensioner actuator  312  as well as use to identify problems with a particular alternator such as a failing bearing. Voltage sensors  316  are used for connecting to various voltage points in the alternator such as the B+ connection, ground connection, control connections, etc. Current sensors  318  may also be provided and may include the amp clamp discussed herein. The current sensors may be Hall Effect sensors, amp clamp sensors, as well as shunt based sensors or other configurations. Alternator I/O circuitry  320  is provided for use in sending control signals to the alternator  102  as well as sensing output data provided by the alternator. An optional battery tester  322  may be provided for connecting to a battery of the vehicle. The battery tester  322  may include Kelvin connections for use in measuring a dynamic parameter of the battery or other components of the vehicle. A cable I/O module  324  may be provided to communicate with a cable, such as cable  108  shown in  FIG. 1 . The cable is used to provide the data and sensor connections to the alternator. Various different cables may be employed and the cable I/O module  324  is used to interrogate the cables to identify the particular cable which is in use as well as any information stored in the cable. Additionally, information may be sent to a memory in the cable for storage and subsequent use. Various modules illustrated in  FIG. 8  maybe embodied in cable  108 . Further, the modules may be used in interface with an alternator and a vehicle while the alternator is in the vehicle, and may also be used in configurations in which the alternator is removed from the vehicle for bench testing. 
     The drive belt  254  shown in  FIG. 4  can include a v-groove or other universal groove which is capable of driving many types of different alternators. The tensioners  282  may be driven by in a linear manner using a linear actuator or through using a rotary gear technique, or other manner. An over traveled spring can be provided to assist in applying the desired tension. The tensioners  282  may be controlled using an over travel spring. Further, using the drive sensor  314 , the motor  311  current and/or voltage may be monitored and used as a feedback mechanism. The current applied to motor  311  may be monitored and used as feedback mechanism to control the tensioning. A load  325  may be connected to the current output from the alternator  102 , for example, between the B+ and ground connections, in order to load the alternator. The load may be controlled by microprocessor and may be variable whereby different loads may be applied to the alternator  102  and performance of the alternator monitored. 
     The memory  112  of cable  108  may store various types of information related to the cable itself. For example, the information may indicate a type of cable, a serial number of the cable, a date the cable was placed into service, the number of tests performed using the cable, statistics related to tests performed using the particular cable such as pass, fail, etc., or other information. A cable may be identified using data stored in a memory such as an EEPROM, a RFID chip or other type of communication device, a flash memory, a mechanical switch which may be set, programmable resistors, etc. Further, the cable can be left connected to a vehicle so that data can be collected during normal operation. Additionally, circuitry within the cable  108  can be used to perform soft diagnostics. For example, dual leads may be used to for an in vehicle testing configuration of the cable  108 . In such a configuration, the normal communication between the vehicle and the alternator can be monitored as-is, or can be interrupted for detailed diagnostics. In the as-is mode, the tester can observe the command and response as provided by the vehicle. In the interrupted mode, the tester can pretend to be the alternator performing in different modes, and observing the vehicle response to verify correct operation. Alternatively, the tester can pretend to be the vehicle operating in different modes, and observe the alternator response to verify correct operation. With a single lead version, biased terminals can be provided for connector and alternator since it can be automatically detected if the correct loading is placed on the electrical terminals when the connector is fitted to the alternator. The various data buses provided by cable  108  illustrated in  FIG. 1  may be used to add an additional microprocessor or providing additional functionality at a future date. Similarly, relay logic may be implemented. 
     During a bench test, an operator mounts alternator  102  in tester  100 . The drive belt  254  is placed on pulley  232 , aligned using laser  270 , and tensioned using tensioners  282 . Voltage sense connections are coupled to the B+ ground, or other connections to the alternator  102 . Current sensors are used to sense the current generated by alternator  102  and control connections are provided for use in controlling operation of alternator  102 . The alternator  102  is rotated using motor  311  and the output current and voltage are monitored. Various electrical loads are applied using load  325 . The rate of rotation can be controlled as desired. A determination is made as to the condition of the alternator based upon the speed of rotation, the measured voltage and/or current, and the specifications of the alternation under test. These specifications may be input manually, stored in a database and selected based up on information received to identify the type of alternator under test or received using some other means. Data may also be received through a connection to a databus of the vehicle, for example using OBDII or some other technique. For example, when a certain resistive load is connected to alternator  102 , and the alternator rotated at a particular RPM, the alternator  102  may be specified to output a minimum current and/or or voltage level. Further, the waveform of the current and/or voltage can be monitored, including monitoring under various speeds or loads, to ensure that there are no ambiguities such as excessive ripple. The torque required to rotate the alternator can also be measured to ensure that there are no mechanical problems with the alternator. Electrical parameters of the alternator  102  can also be measured, for example resistance, inductance, capacitance, or others, using the connections, including using the Kelvin connections provided by the batter tester module  322  or some other sensor. Based upon the measurements, a diagnostic output is provided, for example to an operator. The output can provide absolute measurements as well qualitative results such as pass, fail, or impending failure. The information may also be sent to a remote location using the techniques discussed herein. 
     During an in-vehicle test, the cable  108  is coupled between the vehicle  104  and the alternator  102  as illustrated in  FIG. 1 . Using the connections to the alternator, current and/or voltage generated by the alternator can be measured. Information related to alternator RPM can be retrieved from the vehicle databus. Further, the vehicle databus can be used to control loads applied to the alternator through the vehicle electrical system. The remote  120  can be used by an operator to communicate with the cable  108 , including receiving data collected by the cable  108  and controlling the vehicle using a connection to the vehicle databus. The diagnostics and modules discussed above can be implemented in the cable. In another configuration, memory  112  in the cable  108  is used to store collected information for subsequent use in performing diagnostics. These may be performed using a computer, or other device such as tester  100 . Further, if the cable can communicate information to a remote location, for example using a cellular data connection. 
     This configuration can also be used to test starters. For example, a starter can be mounted in the lift mechanism and a power supply used to provide energy to the starter motor. The output torque provided by the started can be measured using the belt  254  to drive a generator or the like, Further, if the power supply used to power the starter is sufficiently filtered, any ripple measured on the starter motor can be identified as being due to the starter itself and not from an external source. 
     Various aspects of configurations of the present invention are discussed herein and further identified below: 
     Electronic Battery Tester 
     Advanced Battery Diagnostics
         Conductance Profiling
           for newer vehicles with advanced electrical systems   
               

     Communication Channels
         Base/Gateway Channel
           Bluetooth LE
               Pathway to the cloud for test data and updates   
               
           Diagnostic Clamp Channel
           Bluetooth LE
               Simplified tangle-free connection to vehicle touch points   
               
           OBDII Channel
           Bluetooth LE
               Simplified connection to vehicle networks   
               
               

     Dynamic Customer Experience
         TFT Color Screen
           High resolution display for graphical user interface   
           Strong glass
           Most robust system for workshop application   
           Capacitive Multi-Touch
           Enables intuitive user interface   
               

     Vehicle Identification
         Bar Code Scanning (1D and 2D)
           Future proof system concept   Automatically obtains VIN
               Used to tie service records to tests   Identifies system specifications   
               
               

     Battery Registration
         Required for certain newer vehicle battery replacement       

     Battery Reset Database
         User guide to restore vehicle settings following battery replacement       

     Combined or split operation
         Control module can be remotely used       

     In or Out of Vehicle Testing
         Consistent, repeatable results       

     Charger Base/Gateway: 
     Communication Channels
         Battery Tester
           Bluetooth LE uplink connection point   
           Cloud
           Options
               Ethernet   Wi-Fi   Cellular Modem   
               Future proof with plug-in USB adapters   
               

     Data Flash Storage Standard
         Upgradeable       

     Automatic charging of battery tester 
     Motor Drive: 
     Capacitor Start, Capacitor Run
         Maximum amps at desired voltage
           Current sensing on AC line input   
           Reversing motor drive
           Compatible for CW/CCW alternators   
               

     Alternator Loads: 
     Digital Loads
         5, 10, 15, 20 amp discrete loads
           Loading in 5 amp increments from 5 amps to 50 amps
               Enables appropriate current for each alternator type   
               
               

     Starter Power Supply 
     Low-ripple regulated supply
         Ensures data represents starter condition       

     Positioner/Tensioner 
     Simple lever actuation
         Quick and easy alignment       

     Universal belt system
         Works with serpentine pulleys   Works with V-belt pulleys       

     Spring-loaded over-travel
         Maintains correct belt tension regardless of alternator size or position       

     Laser belt centering guide 
     Instructional Photos/Videos Displayed to Operator 
     TFT Color 
     Content Source
         Flash Based   Cloud Based       

     Diagnostic Clamp 
     Bluetooth LE wireless connectivity 
     Alternator B+ current measurement 
     Automatically recharges when parked in base 
     Auxiliary voltmeter 
     Connects to alternator communication and vehicle 
     Isolates alternator for pinpoint diagnostics 
     Isolates vehicle for pinpoint diagnostics 
     Isolates battery for pinpoint diagnostics 
     Verifies total system performance 
     OBDII Connection Module 
     OBDII connectivity
         Captures VIN   Captures relevant specifications   Monitors engine RPM   Monitors relevant DTCs       

     Control Cable Interface 
     Alternator Specific 
     Error Proofing
         Digital Tag Verification       

     Diagnostic Clamp Connector
         cycle rated       

     Alternator Connector
         Cycle rating per alternator connector specification
           Optionally can custom tool high cycle design
               Consider for high usage cables   
               
               

     Dual Mode Cables
         In Vehicle   Out of Vehicle       

     Future-proof
         Unforeseen alternator interfaces
           Microcontroller and specific interfaces can be embedded in new cable type   
               

     Power Cable Interface 
     High Current Welding Connector 
     Unlimited cycle life 
     Automatically captures B+ current 
     Safety Systems 
     Simple to use 
     High visibility 
     Lighted interior 
     Mechanical and electrical safety interlocks 
     Emergency Stop Button 
     Cable Storage 
     Smart Storage Cabinet
         Individual cable pockets   LED indicator for cable selection   Magnet retention lock       

     The remote I/O circuitry  308  can be used for wireless communication with the test device  100 . For example, a wireless diagnostic interface can be provided using remote  120  shown in  FIG. 1  for in-vehicle testing. In such a configuration, an operator can connect the device to the alternator (or starter) and enter the vehicle to operate the vehicle. Monitoring of the device  100  can be provided using the remote  120 . Such a configuration can also be used when bench testing a component using the arrangement illustrated in  FIG. 4 . 
     In one configuration, different types of cables  108  are stored within the device  100  for use in connecting to different types of alternators. For example, various cables may be stored in the compartments of protective cover  204  illustrated in  FIG. 4 . The system can identify particular cables for use by an operator by illuminating that cable (or compartment) as desired. An interior cabinet light may also be provided for operator convenience. 
     In one configuration, local I/O  306  provides a communication interface for an OBDII interface for interfacing with a vehicle under test. Such an interface can be used to monitor engine RPM, control the speed of the vehicle engine, monitoring an optional clearing diagnostic trouble codes (DTC), registering or identifying a particular alternator or starter motor in the vehicle, as well as vehicle identification. By identifying a particular vehicle, information related to the service requirements for that vehicle may be identified as well as relevant testing parameters or other information. 
     Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention. Although element  102  has been described above as an alternator, in one configuration element  102  is a starter motor of a vehicle whereby the test circuitry can be used to operation of the starter motor. In such a configuration, the test may be performed in-vehicle without removing the starter as well as out of vehicle. For example, the belt  254  can be used to apply a mechanical load to the starter and measure the torque provided by the starter motor. The various components discussed herein can be replaceable modulates such that they can be added as features to the system  100 , or easily repaired/replaced as needed. Examples include the motor assembly, belt tensioner, controller, user interface, cabinet electronics, starter power supply, etc. As used herein, the term “alternator connector” refers to one or more of the electrical connections to an alternator including the connections which are used to provide an electrical output from the alternator as well as other connections including control connections and databus connections. Similarly, a starter motor connector includes one or more of the electrical connections used to power a starter motor, control a starter motor, or communicate with a starter motor. A capacitor start/capacitor run motor configuration for use in rotating the alternator ensures that maximum horse power is available on a standard AC outlet. Further, the term “alternator test connector” or “alternator test adapter” refers to the cable discussed herein. In one configuration, the same remote control unit can be used for performing bench testing as well as for in-vehicle testing. This allows for a consistent/uniform testing protocol to be applied in various settings for more consistent test results. Further diagnostics can be performed by connecting the adapter cable to a loop back connection ensuring that a voltage is detected or that there is continuity therebetween. In a single lead configuration, the lead can be biased, for example to six volts and connected to an alternator. Depending upon the connection, the six volt bias will be pulled high or low (for example to 12 volts or to electrical ground) when connected to the alternator thereby indicating continuity.