Development of Wire Harness Modules
by Yasufumi Osada * and Hiroyuki Nakano *2

In developing a wire harness for the completely new model Land Cruiser of Toyota

ABSTRACT Motor Corp., a major technological revolution is being carried out to overcome theproblems with current designs and to automate wire harness manufacture. The aim is to improveease of assembly to the vehicle, raise productivity, and increase recycling potential in line withanticipated future trends. These harnesses consist of a single type of wire--one color, one size, andwent into volume production in January, 1998. An overview is given of the development of the newharnesses.

1.

INTRODUCTION

Wire harness, the wiring and power distribution system
for the transmission of electric power and signals for automobiles, has improved in many important respects in thesefew years. Although the increase in the number of circuits
as well as the weight and size of wire harnesses repeatedly occurred at the time of model changes, such advanced
technologies as signal sharing and electrical multiplexing
transmission have appropriately dealt with this increase,
eventually realizing the reduction in the quantity and sizeof wires.
In terms of the production process of wire harness consisting of wire cutting and terminal crimping, manual terminal crimping and manual cutting, wire intermediate jointing, temporary assembly (sub-assembly), assembly, electrical tests, and visual inspection, automation of the jointing process and thereafter has been in delay.
On the other hand, social environments have changed
to influence wire harness technology development considerably. For example, young labor has decreased year
by year making improvement of automation and work efficiency in the assembling process inevitable for car manufacturers. Moreover, wire harness has been one of the mostdifficult components to be recycled, because it takes muchtime to dismount at the time of vehicle dismantling, resulting in high recovery costs.
Against this background, to start the development program of the wire harness for a full new model land cruiserof Toyota, we undertook to design a novel wire harness(hereafter called W/H module) doing efforts to improve its* Development Promotion Dept., Automotive Products Div.
* 2 2nd Business Integration Dept., Automotive ProductsDiv.

mountability onto vehicles as well as productivity and recycling potential.

2.

DESCRIPTION AND OUTLINE OF DEVELOPMENT OF W/H MODULE

2.1 Description and Features
Table 1 describes the W/H module with such design factors as the number of circuits, of joints, of parts types,
wire, and connector together with features such as production method. Photo 1 shows its appearance.

Table 1

Description of the W/H module with design factorsand features
ItemTypes

Contents

Quantity

Description
Number of circuits

140 ~ 280

Number of joints0

Number of types

Right side steering

3Left side steering

4Total72

CAVUS 0.5mm1Connector

040F

1445 ~ 50

Terminal040F

1280 ~ 560

WireItemFeatures
Production method

Jointing method

Contents

Full automated sub-assembly using
automatic insulation-displacement subassembly machinery
Joint box and meter are bulk jointed by bolt
fastening using assembling-connector

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Table 2Requirements and corresponding measures obtained by analyzing the present situation

W/H manufacturer
Vehicle assembly line
Quality information

Cost

WeightQuality

Poor circuit reliability

Many joints

Measures

Many terminal post-fitting

Point at issue

Poor workability

Place of occurrence

Many connectors and wires

Expected effects

J/B integration
Circuit
Fire hazard measures
Early securement of optimum route
Route
Optimum division

Construction ofdevelopment targets

Reduction of types
Configuration
Consideration on mountability
Production at W/H manufacturer
Production method

Optimization of sub-assembly
Innovation of production system

Targets

Photo 1

2.3 Development Targets
The targets of the current program were to develop a W/Hmodule with low costs and improved recycling potential in
addition to such improvements as were derived from thepresent situation analysis: mountability, productivity, andquality. The relationship between each target and its measures in the design process is shown in Figure 1.

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Reduction of circuits

Improved mountability

Reduction of parts quantity
Reduction of weight

Improved easinessof recycling

Easy mounting and dismountingof parts

Improved productivity

Improved degree of automation

Improved quality

Fire hazard measures

Figure 1

W/H module

2.2 Analysis of Present Situation
We have analyzed the present situation of wire harness
for its quality information, mountability onto vehicles atassembly lines, and productivity at manufacturing floors,
enabling to gain a comprehensive grasp of many points atissue as shown in Table 2. Subsequently, we have stratified the points at issue into the layers of circuit, route, wire
harness figure, and production method thus deriving corresponding countermeasures, which are restructured toconstruct the development targets.

Measures for achievement

Cost reduction

3.

Relationship between targets and measures

DEVELOPMENT OF W/H MODULE

3.1 Unification of Wires
In conventional wire harness production, hundreds of varieties of wires having different sizes, kinds, and colors ofcore and insulation are cut and terminal crimped, subassembled, and assembled to make wire harness products. Thus, the extraordinary variety of wires has been amajor factor that hinders the automation of wire harness
production. Unification of wires, desirably into only single
type of wire, was targeted in the current development program, aiming at realizing full automation of processes ranging from cutting to sub-assembly. To be more specific,
downsizing of wires was investigated by means of conversion into signal circuitry and reevaluation of common
power sources, reducing the variety of wires into two types:
0.5 mm2 and 0.3 mm2. These were subsequently unified
to 0.5 mm2, taking cost reduction of automatic sub-assembly machinery and productivity into account. Colors

Furukawa Review, No. 18. 1999

of wires were also unified into a single color, but identification marks were decided to be laser marked on the end ofwires taking serviceability at market into consideration. In
this way, circuit design environments for the single sized
and single colored wires were realized.
3.2 Unification of connectors
Connectors also have been hindering, like wires, automated production with their enormous varieties of several
tens in the types of terminals, which expand to several
hundreds when way number is included. We were in aposition to unify connectors since we had unified wire sizes
to 0.5 mm2. We selected 040 connector (male tab width of0.04 inch) which was the smallest applicable to 0.5 mm2wires, and furthermore changed the connecting methodfrom crimping to insulation displacement so as to improve
productivity on automated machinery. The unification to040 connector enabled reducing the variety of terminals
to 1, that of connectors to 6 for joint boxes, 2 for meters, inaddition to 6 for standard types with pin counts of 2, 5, 10,14, 18, and 22, totaling to 14. This resulted in a considerable simplification of the structure of automatic sub-assembly machines.
3.3 Elimination of Joints
Joints have been the foremost impediment to the automated production of wire harness products. Therefore,
about half of the joints in the W/H module that amounted
to about 100 were incorporated into the joint box connectedto the W/H module along with into the ECU (electroniccontrol unit aiming at wire reduction by concentrating thecontrolling functions around the instrument panel). The restof the joints were incorporated into either of the two types
of joint connectors (JC) of insulation displacement typeprovided afresh, thus eliminating all the joints. Figure 2
illustrates an example of joint elimination.
3.4 Sub-assembly
Conventionally, terminals that could not be inserted into a
sub-assembly were to be inserted into a mating connector of another sub-assembly at the time of the latter's assembly, which impeded assembling productivity considerably. In the current development, the design permits all
the terminals to be inserted at the sub-assembly process.
Thus, selection of the connector between the joint box
and the instrument panel ECU as well as changes of con-figuration and the efficient use of the joint connector resulted in realizing five types of sub-assemblies comprisedof 30 to 80 circuits each.
Considerations in the design above mentioned --unification of wires and connectors, elimination of joints, andentire termination of sub-assembly-- enabled us to substantially advance in the automation of production. Figure
3 compares the conventional process with that of the W/Hmodule, showing that the new process succeeded in integrating the processes ranging from cutting and terminal
crimping to a portion of assembly into one: automatic insulation displacement sub-assembly.
3.5 Assembling-Connector
The reduction of connector quantity and the easiness ofmounting and dismounting were also included in the design targets in order to improve mountability at the production lines of automobile manufacturers as well as easiness of recycling. Connection of the W/H module with theright and left joint boxes by means of the sub-assembly
was seen to necessitate 6 types of connectors with 14 pincounts each, meaning an increase in the quantity of connectors. To cope with this, a new holder was introduced tomake an assembling-connector, which enabled connection and disconnection by using a single bolt. This eventually reduced the connection of joint boxes at automobile
manufacturers' lines to two, right and left, improving
mountability and easiness of recycling. The connectors
were made to follow the same specifications so as to reduce costs.
Furthermore, self alignment mechanism was adopted
in the connection between assembling-connector and joint
box as well as in the connection of meters, so thatmountability at manufacturing lines would improve.

Conventional manufacturing
process

New manufacturing
process

Cutting and crimping

Manual crimping
Automatic insulation
displacement
sub-assembly
Jointing

Sub-assembly

Connector

Connector

Assembly

Assembly

Electrical tests

Electrical tests

Visual inspection

Visual inspection

JointConnection

Joint connector

Figure 3
Figure 2

Example of joint elimination

Comparison of production processes forthe new and old harnesses

93.6 Variety ReductionThe variety of the W/H module was reduced as describedbelow. Firstly, the arrangement of terminals in joint connectors was unified into one type, independent of the W/Hmodule type. Conventionally, the arrangement was quite
diversified according to the types of air-conditioners ormeters, which varied depending on car grades and shipping destinations. Secondly, introduction of the W/H module technology suppressed potential cost increases to becaused by variety reduction. In conventional technology,in which variety reduction was done typically by adopting
an upper grade specification, the reduction was impededby cost increases of lower grade products with their specification of wide margin. The W/H module technology, asmentioned, enabled full automation of the processes ranging from cutting to a portion of assembly, thus reducing
working cost per circuit to a level that promoted variety
reduction further. As a result, the variety was finally reduced to seven, which would have been 50 to 60 in theconventional technology.

4.

Photo 3

Instrument panel ECU

Photo 4

Joint connector (JC)COMONENTS DEVELOPMENT

Components needed to realize construction of the newly
developed W/H module will be described below.
4.1 Joint Box (JB)
Photo 2 shows the joint box for indoor, left cowl side use. It
is a major component for the fully terminated sub-assembly with its functions of power distribution and others aswell as accommodation of joints.
4.2 Instrument Panel ECU
Photo 3 shows the instrument panel ECU. It has various
control functions such as prevention of battery run out andit accommodates joints for the W/H module. It is located inthe W/H module, at the center cluster, considering serviceability.
4.3 Joint Connector (JC)Photo 4 shows a joint connector with 22 pin counts. It wasintroduced, in addition to that with 14 pin counts, to accommodate the joints that overflowed the joint box.

5.

AUTOMATIC INSULATION DISPLACEMENT
SUB-ASSEMBLY MACHINE

The automatic sub-assembly machine that had been previously developed was a small-scaled machine based on
crimping jointing technology with its maximum working
capability of 20 circuits. A large-scaled machine wasneeded anew to manufacture the W/H module that comprised, although just one type of wire and one type of insulation displacement connector were used, sub-assemblies of as many as 80 circuits at maximum; and we havebeen successful in the development of this new machine.

6.

CONCLUSIONS

The development program of the wire harness for a fullnew model land cruiser of Toyota, which was carried out
on an unprecedented scale for Furukawa, produced such
precious outcomes as described below.
6.1

Photo 2

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Joint box (JB)

Establishment of Design Methodology for W/Hmodule
We started studying the fundamental concepts in the autumn of 1994 and, through joint development with Toyota

Furukawa Review, No. 18. 1999

lasting for three years, succeeded in large scaled
modularization of the W/H module, thus establishing its
design methodology.
6.2 Development of Novel Components and Facilities
We have developed such novel components as joint box,
instrument panel ECU, assembling-connector, and jointconnector this time, enabling ourselves to accumulateconsiderable amount of knowhow with varieties throughthe development cycle of design, prototype production,and on-vehicle evaluation. In terms of facilities, we haveestablished technologies for sub-assembly machinery
which is capable of dealing with large-scaled sub-assemblies with high speed.
6.3 Building of Development Infrastructure
In the course of this development program for entirely newtechnologies for Furukawa, we have been successful infostering a number of engineers as well as in improving
our organizational structure.
Manuscript received on July 10, 1998.

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