Browse Topic: Wiring
This ARP specifies the recommended methods of marking electrical wiring and harnesses to aid in the positioning/routing of electrical wiring, harnesses and cable assemblies
This specification covers design requirements, performance requirements, and methods of procurement for tools and associated accessories used to strip aerospace vehicle electrical wire and cable. Aerospace vehicle electrical wire has stranded conductors with protective plating and specialized insulation. Poor quality wire strippers or mismatched blades can compromise the performance of wiring
This document defines cables that are used to provide electrical power for U.S. Department of Defense avionics support and test equipment
This SAE Standard specifies requirements and design guidelines for electrical wiring systems of less than 50 V and cable diameters from 0.35 to 19 mm2 used on off-road, self-propelled earthmoving machines as defined in SAE J1116 and agricultural tractors as defined in ASAE S390
AS22759 specification covers fluoropolymer-insulated single conductor electrical wires made with tin-coated, silver-coated, or nickel-coated conductors of copper or copper alloy as specified in the applicable detail specification. The fluoropolymer insulation may be polytetrafluoroethylene (PTFE), fluorinated ethylene propylene (FEP), polyvinylidene fluoride (PVF2), ethylene-tetrafluoroethylene copolymer (ETFE), or other Fluoropolymer resin. The fluoropolymer may be used alone or in combination with other insulation materials. These abbreviations shall be used herein. When a wire is referenced herein, it means an insulated conductor (see 7.7
This SAE Aerospace Recommended Practice (ARP) provides recommended use and installation procedures for bonded cable harness supports
The automotive PowerNet is in the middle of a major transformation. The main drivers are steadily increasing power demand, availability requirements, and complexity and cost. These factors result in a wide variety of possible future PowerNet topologies. The increasing power demand is, among other factors, caused by the progressive electrification of formerly mechanical components and a constantly increasing number of comfort and safety loads. This leads to a steady increase in installed electrical power. X-by-wire systems1 and autonomous driving functions result in higher availability requirements. As a result, the power supply of all safety-critical loads must always be kept sufficiently stable. To reduce costs and increase reliability, the car manufacturers aim to reduce the complexity of the PowerNet system, including the wiring harness and the controller network. The wiring harness e.g., is currently one of the most expensive parts of modern cars. These challenges are met with a
MIT researchers have developed a battery-free, self-powered sensor that can harvest energy from its environment. Because it requires no battery that must be recharged or replaced, and because it requires no special wiring, such a sensor could be embedded in a hard-to-reach place, like inside the inner workings of a ship’s engine. There, it could automatically gather data on the machine’s power consumption and operations for long periods of time
The modern automotive industry field is in the middle of a major transformation of the Electric/Electronics (E/E) system design, to meet the future mobility trends driven by Autonomy, Electrification and expanded Connectivity. For these reasons, the ongoing industry trend is to move to more centralized E/E architectures by combining and integrating sub-systems and controllers, from either a functional domain standpoint (horizontal integration, or “cross-domain controllers”) or a geographical zone standpoint (vertical integration, or “central brain with zones”), with the objective to optimize cost, weight, power distribution, provide enhanced security and versatility. This is because electrification, autonomy and connectivity features are significantly increasing the demand for data processing bandwidth, network throughput, intelligent power distribution and wiring harness capabilities for additional sensors/actuators. The evolution to a Centralized Architecture is made possible with
The subsystem of front of dash (FOD) and instrument panel (IP) is a critical path to isolate the powertrain noise and road noise for vehicles. This subsystem mainly consists of sheet metal, dash mats, IP, and the components inside IP such as HVAC and wiring harness. To achieve certain level of cabin quietness, the sound transmission loss performance of this subsystem is usually used as a quantifier. In this paper, the sound transmission loss through the FOD and IP is investigated up to 10kHz, through both acoustic testing and numerical simulation. In the acoustic testing, the subsystem is cut from a vehicle and installed on the wall of two-rooms STL testing suite, with source room being reverberant and receiver room being anechoic. In the testing, various scenarios are measured to understand the contributions from different components. The numerical simulation is based on statistical energy analysis (SEA) because deterministic methods have difficulty to predict the STL up to 10k Hz due
Plastic design is one of the upcoming fields of interest when it comes to weight optimization, sustainability, strength, and overall aesthetics of an automobile. What is often ignored is the amount of flexibility a plastic designer has, of integrating and packaging various components of an automobile into a single part and still make it an integral part of its complex aesthetics. This paper highlights upon one such part that is being developed: An integrated bracket which packages ADAS camera, Rain Light Sensor, and an Auto-dimming IRVM. Apart from packaging the mentioned components, this bracket also has mounting provisions for an aesthetic cover (also referred to as beauty cover). The objective of this paper is to highlight the importance of integration of several parts into a single part for packaging multiple components that need to be placed in a close proximity with each other. This paper includes the demonstration of old design which consisted of multiple parts along with how we
This AIR is limited to the requirements of AS50881 and examines these requirements, providing rationale behind them. AS50881 is only applicable to the aircraft EWIS. Pods and other devices that can be attached to an aircraft are considered as part of the aircraft equipment design. Its scope does not include wiring inside of airborne electronic equipment but does apply to wiring externally attached to such equipment. The AS50881 scope does not include attached devices but does include the interface between the pod/equipment and aircraft wiring. Section 3.3.5 addresses components such as antennas and other similar equipment that were once supplied as Government Furnished Aeronautical/Aerospace Equipment (GFAE
This SAE Recommended Practice provides general guidelines on the material selection, construction, and qualification of components and wiring systems used to construct nominal 12 VDC and/or 24 VDC electrical wiring systems for heavy-duty vehicles The guidelines are limited to nominal 12 VDC and/or 24 VDC primary wiring systems and includes cable sizes American Wire Gage 20 to AWG 4 on heavy-duty on-highway trucks. The document identifies appropriate operating performances requirements. This document excludes the male-to-female connection of the SAE J560 connectors
This paper presents the development of a tool for automatic analysis and evaluation of vehicle electrical and electronic systems projects based on data science, in order to detect and suggest optimization opportunities related to cost, weight and efficiency of the electrical distribution circuits of developed or under development projects. On the cost side of vehicular electrical distribution cabling, the project has the potential to bring a great financial return, as it is not uncommon for the responsible company, be it the supplier or Original Equipment Manufacturer (OEM), to err on the side of caution and oversize the project. This approach is often taken as a preventive measure to mitigate any potential design problems that may arise from a leaner design. Considering all challenges inherent to harness development process as electrical harnesses manufacturing complexity and the material amount that is often oversized in design, respecting all the development phases, it is
Over the past two and one-half decades several metal clad fibers and fabrics have been developed to provide aerospace vehicle designers with a conductive, lighter weight alternative to coated copper, coated stainless steel and steel wire used for cable and wire shielding and harness overbraids on electrical cables. Several of these candidates have been unable to provide the strength or thermal stability necessary for the aerospace environment. However, several polymer-based products have shown remarkable resistance to the rigorous environment of aerospace vehicles. Concurrent with these fiber developments, there have been changes in the structures of aerospace vehicles involving greater use of nonmetallic outer surfaces. This has resulted in a need for increased shielding of electrical cables which adds substantial weight to the vehicle. Thus, a lighter weight shielding material has become more critical to meet the performance requirements of the vehicle. This report covers the
Potential fleet customers had their first hands-on time with “fully production-intent” Bollinger B4 all-electric Class 4 chassis cab trucks during a recent ride-and-drive event. “All of the components, all of the wiring, all of the software and the manner in which the truck is being manufactured is production-intent,” Robert Bollinger, CEO and founder of Bollinger Motors, said in an interview with Truck & Off-Highway Engineering. The Oak Park, Michigan-based electric truck manufacturer chose the Mcity Test Facility, a 32-acre site on the University of Michigan's North Campus in Ann Arbor, for the B4 test drive. Potential customers, Bollinger Motors employees and media attended the event that unfolded in waves over 10 days in September 2023. “Our manufacturing partner, Roush Industries, has produced 20 design-verification B4 vehicles. Five of the vehicles are for marketing purposes and 15 will be used for testing,” Bollinger said, adding that the B4 is slated to enter full production in
This specification establishes the requirements for various types and colors of electrical insulating sleeving that will shrink to a predetermined size upon the application of heat. This specification includes provisions for demonstrating compliance with qualification requirements (see Section 4 and 7.3), in process inspection, and statistical process control inspections (see 4.4). The continuous operating temperature ranges for the sleeving classes covered by this specification are from -112 to +482 °F (-80 to +250 °C). The continuous operating temperature range for each sleeving class is given in the applicable detail specification
This test method provides performance data on candidate insulation systems as a function of time and temperature. These data give engineering information on the wire insulation candidate relative to the performance of materials already in use with a backlog of experience. These tests expose candidate insulation systems to a wide range of temperatures for short and long periods of time, while measuring the degradation of its physical properties. For aerospace use, end-point proof tests include mandrel bend, water soak, and dielectric integrity
RF cable assemblies might appear to be a minor component in system design, but they can make all the difference between success and failure, especially in mission-critical industries such as defense and space. The RF interconnect is the vital bridge between many critical systems, including payload, communications, signal transport, and processing. This article will primarily focus on hypersonic missile systems and satellites to illustrate these concepts, as they jointly highlight the importance of RF cable assembly design in extreme environments
This specification covers the requirements for flexible shielded electrical conduit for aircraft installations
An automotive wiring harness is the backbone of the electrical architecture, and it runs throughout the vehicle to transmit electric power. In a virtual simulation, the mechanical properties of individual strands cannot be considered for the harness bundle (or) cable. Predicting the mechanical properties of electrical cables is a challenging task, and it has major setbacks in virtual simulation. This paper proposes an approach to find out the mechanical properties of an electrical cable and explains how the values are used in virtual simulation. Cable modelling is represented as a lumped mass (or) modelled with a 1D element in the conventional FE modelling approach. In the first part of the study, finite element modelling and material modelling procedures of high and low-voltage electrical cables routed through brackets and troughs are discussed. Mechanical properties are developed using an inverse stiffness characterization method from bench level physical testing in static and
The primary function of this specification is to cover the general requirements for manual reset trip-free arc fault/thermal circuit breakers for use in aircraft electrical systems conforming to MIL-STD-704. As a secondary function, this specification may possibly cover the general requirements for AFCBs for use in primary vehicles, other than aircraft, when mounted directly to the structure
This specification describes a method and acceptance criteria for testing automotive wire harness retainer clips. Retainer clips are plastic parts that hold a wire harness or electrical connector in a specific position. Typical plastic retainers work by having a set of “branches” that can be inserted into a hole sized to be easy to install but provide acceptable retention. This specification tests retainer clips for mechanical retention when exposed to the mechanical and environmental stresses typically found in automotive applications over a 15-year service life. This specification has several test options to allow the test to match to the expected service conditions. The variability of applications typically arises from different ambient temperatures near the clip, different proximity to automotive fluids, different exposure to standing water or water spray, and different thicknesses of the holes that the clip is inserted into. Clips are typically inserted into sheet or rolled metal
Ford CEO Jim Farley exposed significant product-development lapses during his company's fourth-quarter-2022 earnings call on February 2. Ford's 4Q profit performance was no-excuses dismal. Its causes, he stated, run deep. So, in front of investors and media, Farley boldly lifted Ford's PD skirt to reveal alarming management and process issues behind the dysfunction. The fire had to be lit. “We didn't know that our wiring harness for Mach-E was 1.6 kilometers longer than it needed to be,” Farley stated on the call. “We didn't know it's 70 pounds heavier and that that's [worth] $300 a battery. We didn't know that we underinvested in braking technology to save on the battery size.” Credit to CNN's Chris Isidore for roping these EV-specific details into a Feb. 3 story
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