Power Cables and Wiring Harnesses

Design guidelines
Power cables and wiring harnesses

1
Revisions

Rev Date Description Responsible
(company, dept, name, tel)
Changes to prior revision(s)
1 2007-11-28 Initial release Kristian Dristig,
V3P, 26320, +46 31 3224577
1. All information updated.
Contents
TURevisionsUT .........................................................................................................................................................................1
TUContentsUT ...........................................................................................................................................................................1
TUIntroductionUT ......................................................................................................................................................................2
TUApplicationUT .......................................................................................................................................................................2
TUCompulsoryUT ................................................................................................................................................................2
TUIntended readerUT .........................................................................................................................................................2
TUDefinitionsUT ........................................................................................................................................................................3
TUAcronymsUT .........................................................................................................................................................................6
TUComponent design rulesUT ..................................................................................................................................................6
TUGeneralUT ......................................................................................................................................................................6
TUConnectorsUT ................................................................................................................................................................6
TUSplicesUT .......................................................................................................................................................................7
TUHosesUT .........................................................................................................................................................................8
TUTapeUT ...........................................................................................................................................................................9
TUBack shells and manifoldsUT .......................................................................................................................................10
TUTerminalsUT .................................................................................................................................................................11
TUWires and cablesUT .....................................................................................................................................................12
TUPass-throughUT ...........................................................................................................................................................13
TUClamping and routing design rulesUT ................................................................................................................................14
TUAim of clampingUT .......................................................................................................................................................14
TUClamping at the same vibration referenceUT ...............................................................................................................14
TUClamping at breakoutsUT .............................................................................................................................................16
TUSplit clampingUT ..........................................................................................................................................................17
TUClamping distance to an electrically connected componentUT....................................................................................17
TUBoxes and cabinetsUT .................................................................................................................................................17
TUPower cable routingUT .................................................................................................................................................18
TUCoding for connectorsUT..............................................................................................................................................19
TUTemperatureUT ............................................................................................................................................................19
TUChemicalUT ..................................................................................................................................................................20
TUDrainingUT ...................................................................................................................................................................20
TUInstallation and assembly issuesUT ...................................................................................................................................21
TURouting and clamping the wiring harnessUT................................................................................................................21
TUClamping for connectors or componentsUT .................................................................................................................26
TURouting and clamping inside cab/bodyUT ....................................................................................................................26
TURouting and clamping power cablesUT........................................................................................................................26
TUConsequences of improper installationUT ...................................................................................................................27

Printed copies are uncontrolled. Print date: 2010-05-04
Design guidelines
2
Introduction
This document contains design guidelines for power cables and wiring harnesses. In this document, the term wiring
harness (W/H) is used to cover both power cables and wiring harnesses.
The purpose of this guideline is to support design engineers when designing wiring harnesses. It may also serve as
an introduction to new employees or be used at design reviews to help validate the design. This document can also
be used as a reference when it comes to requirement specification in industrialisation projects.
The electrical system in a vehicle or construction equipment consists of electrical control units (ECU), sensors,
switches, actuators, etc., which communicate and are supplied via a network consisting of a wiring harness. The
wiring harnesses may consist of single wires, twisted wires, screened wires, splices, terminals, single wire seals,
grommets, shrink hose, back shells, different kind of hoses, different kind of tape, fasteners, cable channels,
connectors (to components or inline), etc. High power consumers are supplied by cables with a greater cross-section,
those are called power cables.
The document mainly consists of the following parts.
Component design rules which describes the components, basic design rules for when a certain component
should be used and how it should be used together with all important aspects that should be considered
when doing the design.
Clamping and routing design rules which covers rules for clamping and routing in different
situations/locations, which is of major importance when doing a wiring harness design.
Installation and assembly issues which describes basic installation and assembly rules and good practice.
Also, consequences of improper installation are given to explain why appropriate installations are necessary.
This section supports the design engineer with an extended view on W/H installation issues, which is good to
have in mind when designing wiring harnesses.
If the wiring harness components and installation requirements are not fulfilled, possible consequences are power
shortage, short circuits and network failures leading to malfunction of the electrical systems in the vehicle or
construction equipment. This can cause safety related and functional failures. Therefore, it is of highest importance
that the design and installation of wiring harnesses is made thoroughly and with outmost care.

Application
Compulsory
GIB-T has decided that these guidelines are mandatory for new designs (i.e. for industrialisation projects started after
the official release of this document) within the Volvo Group. The guidelines are only applicable to 12 and 24 V
systems and cover general wiring harness and power cable installations.
Requirements are expressed with shall, are mandatory, etc., and items with more room for interpretation are
expressed with should, are recommended, etc. The requirements are valid until otherwise is stated and shall be
fulfilled to ensure high quality and compliance within the Volvo Group.
If the need for a more detailed description is foreseen, specific technical regulations or other kinds of documents shall
be issued. In such case, the priority of this guideline will be changed. If deviations are made from this guideline, every
single case needs to be validated and reported to the affected quality function/responsible and affected
industrialisation project.
The pictures in this document are examples of correct and incorrect installations; the intension is to show examples,
not to have valid and up-to-date pictures of the products.
Intended reader
The intended readers of this guideline are design engineers working with wiring harnesses. However, also others
working with wiring harnesses or related areas are expected to benefit from reading this document (e.g. geometrical
responsible, technical project managers, etc.).

Design guidelines
3
Definitions
Abrasive surfaces: Items capable of causing damage to the routed commodity in a rubbing condition during
vehicle/machine operation (e.g. sharp edges, bolt threads, braided hoses, corrugated hoses, etc.).
Back shell: Plastic part between a connector and hose.
Body: The body of Volvo buses.
Cable: Two or more wires in a twisted or parallel configuration (multi core) or a screened wire. Also, a single wire
intended for power distribution; normally, with a conductor area of 16 mm or more.
Cable harness: See wiring harness
Cable tie: A plastic self-sizing strap, capable of bundling or fastening specified loads during vehicle operation.
Conductor: A strand or combination of strands not insulated from each other, suitable for carrying an electrical
current.
Connector: A device that connect the wires/cables in the W/H to another W/H or electrical component. Refers to a
complete connector including connector housing complete with assembled wire terminals, wire seals, blind plugs,
facial seals and/or other associated components.
Crimp: A mechanical joint of two or more wires or a wire to a terminal with the intention to conduct electricity through
the crimp to the connected parts with as low loss as possible. A crimp usually consists of a barrel (could be a stand
alone barrel for wire to wire crimping or a terminal barrel that is a part of the terminal for wire to terminal crimping)
where the wire/wires are placed inside of the barrel and then by outer compression force forced together to a
functional union. When more then one wire is crimped to a single terminal it is called a doubling.
Fretting corrosion: Micro chafe between pin and socket terminal which in the long term creates oxides between the
conductors causing poor conduction.
Grommet: A part used to seal/secure from unwished transfer of certain chemicals/material between different
environmental zones but letting the wiring harness and/or power cables pass.
Heat shield: Reducer of heat radiation to lead away and protect surrounding environment and components.
High heat sources: Exhaust pipe, servo pipes, compressor pipes, and other surrounding components whose
surface temperature exceeds 100 C.
Housing: Connector without terminals, seals, secondary locking, etc. The housing is the part of the connector which
holds everything together. The housing can sometimes also include the coding etc. Housing is sometimes named
insulator.
Insulation: Material having good dielectric properties used to separate close electrical components, such as wire
conductors.
Manifold: Plastic part between hoses.
Multicore cable: More than one wire (individually insulated) moulded together or bundled together in a tight hose.
The wires inside a multicore cable can be twisted in different combinations. A multicore cable can also be called
jacketed cable (a jacketed cable can be a single wire combination or more, mostly for mechanical and environmental
support).
Design guidelines
4
P-clamp: A fastener that has the profile shape of the letter P. P-clamps can be made of different materials and
configurations (e.g. covered with rubber/silicon/Teflon) and exists in several different dimensions and designs (e.g.
with different holes, self-locking, etc.).
Plastic conduit: Corrugated or smooth wall tubing used to protect hoses, wiring harnesses, power cables, tubing,
pipes, etc.
Screen: A conducting layer placed around a wire or cable to limit the penetration or escape of electric or
electromagnetic fields. The screen can be connected in different ways depending on electrical system architecture
design. Screens are sometimes called shields. Usually the screened cables are jacketed cables with one or more
wires inside of the screen (different set-ups).
Single Wire Seal: Usually a soft elastic part that is threaded over a wire close to the terminal to secure the connector
cavity from water intrusion (or other substances). It is very common that the single wire seal is crimped or fastened to
the terminal or kept at place by a secondary locking part. The single wire seal can also be a gel placed in the
connector cavities before inserting the wires and in some cases the single wire seal is replaced by a family seal that
can be incorporated in the connector housing design. Needed in wet environments, i.e. for all connectors on the
engine, chassis, etc.
Strand: A single continuous length of conductive material. Usually, Automotive wires are made of a combination of
several strands due to mechanical properties.
Terminal: A metallic component applied (usually crimped) to a wire, aimed for connection to a mating part and
further distribution of electric current. Terminals are designed to fit into each other and are on one side called pin/tab
and on the other side socket/receptacle. Terminals can be a part of a connector and can also be designed to fit a bolt
or a screw (ring terminals).
Wire: A single conductor covered with insulation, normally with a cross-section less than 16 mm. A wire is not aimed
for high power distribution.
Wiring harness (W/H): Wires and/or cables bundled together for connecting contact points on one or more electrical
components. Sometimes a single wire can be called wiring harness if secondary operations are needed to construct
the part (e.g. tape, terminal, or conduit added).
Design guidelines
5

Figure 1. Wiring harness and power cables overview (example).

A Ring terminal I Cable box (plastic in this case)
B Power cable J Inline connector
C P-clamp (with screw) K Rubber cap (protection)
D Pass-through (with grommet inside) L Tie strap
E Back shell M Tie strap with anchorage (fastener)
F Bracket N Manifold
G Connector O Corrugated hose
H Heat shield (for a sensor in this case)
Design guidelines
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Acronyms
ADR European Agreement concerning the international carriage of Dangerous goods by Road
BA/BU Business Area or Business Unit
DFA Design For Assembly
EATS Engine After Treatment System
ECU Electrical Control Unit
GIB-T Group Issue Board Technology
START A database of available components. Note that the database includes both approved and not
approved parts and is not all-embracing.
SWS Single Wire Seal
W/H Wiring Harness
Component design rules
General
Several component families exist:
Connectors
Splices
Hoses
Tape
Back shells and manifolds
Terminals
Wires and cables
Pass-through
In the following sections, general information and design rules on each component family are given. This includes
different types of components, when and how to use them, and important aspects to consider.
When manufacturing wiring harnesses, the supplier/manufacturer is to fulfil the requirements in valid wiring harness
manufacturing standards as well as valid related technical regulations. This ensures the quality of delivered
components and the W/H.
Connectors
Description
There are two different kinds of connectors:
Connector to connect an apparatus (electrically connected component): The general design rule is to
use tab terminals in the wiring harness (the dead/non-supplying part has the pins).
Inline connection: This is used to connect one W/H to another or to cut the W/H for process assembly
reasons. This requires both a pin and socket connector. The general design rule is to use socket terminals in
the wiring harness (the dead/non-supplying part has the pins).
Connector usage
Many criteria have to be taken into account when choosing the type of connector. See the connector collection in
HTUSTARTUTH for guidance. Whenever a new connector is to be chosen, either for an apparatus or for an inline connection,
the connector shall be reviewed and approved by the local connector competence team member.
Design guidelines
7
Splices
Description
A splice is an electrical and mechanical connection between two or more wires done by ultrasonic welding or
mechanical crimping with a crimping joint, or other electrical or mechanical conductor.
Ultrasonic: Welding by friction generated by high-frequency (20-40 kHz in automotive wire applications)
vibrations and compression force.
Crimping joint: Small tube or barrel of metal that can be sealed or unsealed. It is the same as a splice, but
crimping by compression force is used instead of ultrasonic welding.

Usage and design
The following points are important to consider when planning using a splice.
A splice is used to split a wire into several wires, or to change the wire cross-section due to mechanical
issues, without using any connectors.
The number of wires should not exceed ten wires in total in a splice.
Each splice will introduce a resistance, which will increase the total resistance of the W/H. The total
resistance of a circuit must be checked, especially for CAN buses.
A splice can be used to counteract capillary effects within a wire. In some applications, fluids can penetrate
the insulation along the strands inside the plastic. In this case, a splice with one cable in each end is used to
stop the flow of liquid. This technique is, for example, used in cables for fuel injectors. (Note: Does only apply
to mechanical splices.)
A splice can also be used to change from a heat-resistant cable to an ordinary cable once the cable is far
enough from the heat source. This is primarily done to reduce costs and must be studied for each individual
case.
Splices are one of the wiring harness most sensitive parts. Clearly stated requirements must be distributed
and followed by the wiring harness supplier together with proper follow up done by the affected quality
department at Volvo and supplier.
When connecting wires to a splice, consider the following points regarding the dimensioning of the wires:
1. Be cautious regarding the cross-section of the wires. Each wire, on both sides of the splice, must be
dimensioned to accept maximal current.
2. Any wire with a cross-section area inferior to the third of the biggest one should not be used. Example: A
0.35 mm wire shall not be used in a splice where there is a 1.5 mm wire. In this case 0.5 mm is the
minimal cross-section area.
3. The diameter of an ultrasonic splice should not be larger than 16 mm (equal to the sum of all wires).
4. When choosing the shrink hose for a certain splice, the number of wires and/or the total cross-section on
each side of the splice must be compatible with the chosen shrink hose shrinkage level. E.g. if a certain
shrink hose has the property of being able to shrink four times of its original size (un-shrinked) be sure that
the total diameter of each side of the splice does not differ more than four times, so that the shrink hose
fixates properly on both sides. This must be checked in the component specification for the certain shrink
hose.
Protection of splices
Splices must be protected against mechanical damage and corrosion. The minimal requirement is to add shrink hose
or any other appropriate protection. Several types of tubing exist and their specification shall be based on e.g.
temperature environment and wire gauge combination. Extra adhesive inserted into the tube/splice could also be
used to seal the splice from moisture. For powertrain harnesses the usage of shrink hose with adhesive is mandatory
to preserve tightness.
A splice with standard shrink hose or equal is not water-tight. If the splice is located in the chassis or in a place where
Design guidelines
8
water can stagnate (water-sensitive areas) specific moisture-proof shrink hose must be used.
Only approved shrink hoses are allowed.
Placement of splices
Regarding the placement of splices, the following points apply.
If ultrasonic welded splices are used, the splices can easily be damaged if they are bent. Therefore, splices
in the W/H may only be located where the W/H is straight; placing a splice in a bend or curve of the W/H is
not allowed.
For engine environment, a splice shall not be positioned on a clamping point for mechanical reasons.
Even if a moisture-proof shrink hose is used, the splice must never be located at the lowest point in a W/H
outside the cab/body. The risk is water stagnating around the splice in the hose; a splice is moisture-proof
not water-proof.
Never put the splice in wheel housing or in areas with high exposure of water.
The minimum distance between two splices shall be 50 mm (free wires).
The recommended minimum distance between a splice and a bundle end is 250 mm.
Hoses
Description
A hose is a protection added around the wires in a W/H bundle. There are different types of hoses depending on the
kind of protection required, for example protection against impact, abrasion, chafing, or temperature.
Hoses are divided into two main categories:
Corrugated hoses
Soft hoses
Corrugated hoses
There are different types of corrugated hoses. They can be made of different materials with different properties and
be slotted or closed. Alternatives include:
Slotted, i.e. open, with different designs:
o overlapping
o self locking
o etc.
Closed, which is the only type approved at Volvo Powertrain and for ADR applications
o All the above consisting of different materials:
Corrugated hoses made of PA (Poly Amid) are:
mainly used in the chassis to protect from impact, abrasion, and chafing.
mandatory for ADR installations (i.e. for any W/H at the rear of the cab and
rearwards on dangerous goods trucks).
Corrugated hoses made of PP are:
a bit softer than PA and therefore has a slightly smaller bending radius.
at the time of writing, somewhat cheaper than PA.
used in the engine compartment and other hot areas, where the ADR demands are
not applicable.
Design guidelines
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Usage
The diameter of the hose shall be adapted to the total size of the wires and cables inside, i.e. leave as small space
as possible inside the hose. Movement of wires inside the hose can damage the wires and lead to electrical failures.
However, it should be taken into consideration that for closed corrugated hoses there must be enough space to
thread wires with terminals and single wire seals mounted.
When manifolds are used, the size and type of the manifold should be set to be compatible with the profile and
diameter of the corrugated hose. Information is available in the HTUSTARTUTH database or from the local component
responsible.
Soft hoses
There are different types of soft hoses. They can be made of different materials with different properties and be
slotted, closed, like a spiral, etc. Examples of different kind of materials are PVC plastic, spiral plastic, PUR, Teflon,
and weaved hoses, such as glass fibre reinforcement.
Usage
Soft hoses are used instead of corrugated hoses inside the cab/body when there is a need for protection of cables.
Corrugated hoses are only used in special cases inside the cab. Soft hoses are also used when corrugated hoses
can not be used because of:
Lack of space
Extensive bending
Difficulty in routing the W/H
The connector is not designed for corrugated hose connection
Mount ability in W/H assembly
Before replacing a corrugated hose by a soft hose, it needs to be checked if any manifold/backshell between the
hose and the equipment or connector is required and existing.
Specific applications for soft hoses
Soft hoses or spiral plastic hoses are sometimes added around the wires inside a corrugated hose, on short length
and in a specific place, to protect wires from abrasion in some severe application, e.g. high vibration and not enough
clamping points. It can also be used as protection for a single wire or very few wires inside a corrugated hose at
locations with high vibrations.
Tape
Description
Tape, or adhesive tape, is a continuous and flexible strip of cloth, metal, paper, or plastic and usually available in
various widths. Tape exists in a wide range of materials and designs, many developed for specific areas and
applications.
Usage
Adhesive tape (e.g. electrical tape) is used to insulate and protect electrical wires from e.g. chafing, rubbing, noise,
and heat. Tape could be used as an alternative to soft hoses. The usage needs to be checked in each individual
case and agreed upon with the concerned W/H supplier. Tape is also used to mark wiring harnesses and power
cables for where p-clamps or other fasteners should be mounted in production. Different colours of tape can also
distinguish several branches of wiring harnesses, not to be mounted in the wrong way. Tape is also used to keep the
wiring harness bundles together (spot and/or spare tape).
All tapes used must be approved by the concerned design engineering department because of the risk of non-
compatibility with other components. Some tape materials and adhesives can have a negative influence on the wire-
insulation materials used. The tape also needs to have the same temperature class as the wires it encapsulates.
Design guidelines
10
Back shells and manifolds
Description
A manifold is a moulded plastic part used to make the holding/intersection between different hoses. A back shell is a
similar component, but bonding a connector and a hose. The purpose of the back shell is the same as the manifold
but also to secure that the tension forces go through the back shell and the connector housing instead of the wires
and terminals. A safe routing of the harness should be ensured at the rear of a connector, when there is a risk of
chafing between the W/H and other components. The usage of manifolds and back shells contributes to this and also
gives a good protection of the wires and can improve the tightness of a connector. Instead of manifolds and back
shells, e.g. shrink hose or tape could be used. If using shrink hose or tape instead of back shell it is under no
circumstances allowed to fixate the shrink hose or tape directly to the wires; it must always be secured to the
connector housing so that tension forces are not applied to free wires and by that the terminals.
For severe applications, manifolds and back shells shall be used. For engine applications where the space always is
narrow and the environment severe, and for truck applications which need to comply with the ADR regulations, the
usage of manifolds and back shells together with a safe routing is mandatory to preserve quality.
As a recommendation, the minimum distance between two manifolds or between a manifold and connector should be
50 mm (if not the manifolds are designed to be connected together). At shorter lengths, there is a big risk that the
manifold opens due to mechanical stress.
Back shells
Depending on the wiring harness routing, different kinds of back shells are available:
Straight outlet, i.e. 0 or 180
90 outlet
In some cases other outlet angles are available, e.g. 45
Straight or 90 back shells should be preferred (as much as possible) rather than specific angle components since
they need to be specifically developed and tooled in most cases. The local component responsible should be
consulted as to which back shells are available.
The backshell choice depends on the following:
The connector, and which back shells are available
If single wires or multicore cable is being used
The hose
o The number of wires it should contain
o Tape
o Splice or no splice
o Corrugated or soft hose
o Slotted hose or not
o Diameter of the hose
o Profile (depending on hose supplier)
Wiring harness routing
Manifolds between hoses
To make a link between three hoses, two kinds of manifolds exist:
Y-shape
T-shape
To connect more than three hoses, other types may be available from the supplier. Because of the many different
sizes of hoses available, many variations of manifolds exist. It is also possible to adjust the diameter size of a
manifold with an adaptor. A lot of different dimensions etc. of manifolds are listed in the HTUSTARTUTH database.
Design guidelines
11
Terminals
Usage
A terminal is used to connect power cables or single wires to bolts or connectors.
Crimping on cable terminals
To ensure a good crimping with correct electrical and mechanical properties, it is important to have a cable of
adequate size and the right type of cable terminal. Especially for multi-cable crimping, the choice of cable terminal is
not easy and should be made in cooperation with the W/H maker. Multi wire crimping (doubling) for connector
terminals is not allowed in engine and chassis wiring harnesses (not applicable to cables). All combinations shall be
reviewed by the W/H maker.
The crimping is one of the most critical parts of a W/H. Crimping should be done according to demands stated from
the terminal manufacturer. The supplier of the W/H should also provide crimp analysis material to the BA/BUs quality
department, e.g. microcut analysis and pull tests. This should be studied and approved by the affected quality
instance.
Ring terminals
A ring terminal can be placed in a very exposed location and therefore the following important rules need to be
considered for the design.
Choose the most appropriate angle: Crimping makes the crimping zone sensitive. Stress between the
terminal and the cable due to installation problems must be avoided not to break the terminal or the wire.
Bending the cable close to the crimping of the terminal is not allowed. To avoid mechanical stress, many
terminals with different bending angle exist; choose the most appropriate angle. Take special concern with
battery cables since they are very stiff.
Choose the right hole diameter
o Too big: risk not having enough contact surfaces to carry the current
o Too small: risk damaging the threads on the stud
All ring terminals in wet areas must have the crimps covered by a shrink hose with adhesive. For engine
applications all terminals are considered to live in a wet area and they should thereby have the crimps
covered by shrink hose with adhesive. An exception from this rule is the injector wiring harness (is located
under the valve cover). If there are any other situations where exceptions must be made, this must be
documented according to the designing BA/BUs documentation routines, e.g. in a technical regulation.
Choose a ring terminal which is approved by the Volvo Group.
Problem of tightness
When a wire is crimped to a terminal, e.g. ring terminal that is located outside the cab/body, the other end of the wire
is not allowed to go to a connector of an apparatus. This is due to the fact that a terminal is not water-tight. The
consequence can be water penetrating the wire and creating damage both to the wire itself or the connected
component. This is called capillary effect and can be avoided with a barrel splice with a wall or the use of capillary
stopping wires.
Single Wire Seal, SWS, is to be used for all connectors in wet areas or other specific applications when connecting a
stud on the chassis directly to an ECU, actuator, sensor, or likewise. However, in some connectors the SWS function
is carried out with the sealing incorporated to the housing implying no need for separate SWS (i.e. family seal).
Single wire seals do not function as supposed with multi wire crimping (doublings).
Multi-cable crimping is not allowed on the chassis since it is not possible to ensure tightness in the multi-crimping
area. The only exception is to route power from one stud to another, where no risk of migrating water in a system
exists.
Design guidelines
12
Wires and cables
Description
An electrical wire/cable allows carrying current from one point to another, e.g. from an electrical source to an
electrical device. It is made of a conductor (metallic strands carrying the current) and covered by insulation. The
metallic strands can be very thin, which leads to the consequence that they can easily be damaged if not handled in
an appropriate way. Depending on the size of the cross-section, it is called wire or cable.
Which wire to use
Wires and cables must be used in a temperature environment inferior to their temperature class. If the maximum
ambient temperature is above the temperature class of a certain wire, the wire must be routed in a cooler area, if
possible, or replaced by a wire with an appropriate temperature class. The temperature all along the routed wires
must be considered.
The choice of wire size shall be based on the following:
Maximum current to be carried
Maximum ambient temperature
Vibrations
Terminals available for connected components
Wire length
If the wire is a part of a supply, it should be dimensioned to be able to blow the fuse
Mechanical issues
Wire derating curves
What kind of wires that are routed together in the same bundle
The tier2/subsupplier sets up a derating curve from calculations or measurements for the supplied wires. It gives the
admissible current for each wire size according to ambient temperature and cross-section. See diagram 1 for an
example of how such a derating curve can look like.

Diagram 1. Example of a derating curve for wires.
Design guidelines
13
All wires outside the cab/body shall be 0.75 mm
2
or greater due to mechanical stress. Wires used inside the
cab/body could be 0.35 mm
2
or less if included inside a multi-core cable.
Except for the above stated general rules, the local electrical distribution system department should be involved in
the process of determining the wire and cable areas.
Pass-through
A pass-through is a passage between two or more different environmental or vehicle zones. It is for example often
used to secure the passage between a wet area and a dry area, allowing the cable to continue between the different
zones without any harmful leakage. A pass-through can have many different configurations/designs due to its
geometrical and environmental positioning and application.
If one of the zones around the pass-through is a wet zone, the choice of sealing parts is crucial. To seal several wires
in a pass-through, a grommet can be used. The grommet must seal both around the wires and against the inner
plastic or metal surface of the pass-through.
Other crucial aspects to consider when designing a pass-through solution are the following.
Mountability: It must be possible to mount the cables through the pass-through in a way that is efficient for
production. The pass-through should also be designed so that it can fit into its environment and be installed
in an easy and secure way. Often, also connectors need to be mounted through the pass-through. Design for
assembly, DFA, is very central for this type of component.
Partitioning: Is the use of a pass-through the best solution or should an inline connector be used instead?
When choosing an interface between different zones, one must consider many different aspects such as
architecture, mount ability, after market (spare parts), service, logistics (smaller parts and if they can be used
in different applications), and variant management.
Material: The materials chosen for the pass-through must be compatible with the surrounding environment
and the relevant application/installation. The application/installation often has certain demands such as
smoothness of the material, strength, and heat resistance.
Environment: The environment can be very demanding in terms of heat, vibrations, dust and dirt, moisture,
and chemicals. These things should be taken into account when choosing design and material.
Life cycle aspect: A design, whether it is of a complete wiring harness or of a subcomponent, should be
done with the life cycle as reference. An engine wiring harness should be designed for the life time of an
engine and so the pass-through must also be able to withstand the same amount of time in its environment.

Figure 2. Pass-through to cab. Figure 3. Pass-through from cab to outside cab and
inline connectors to different wiring harnesses.
Design guidelines
14
Clamping and routing design rules
This section covers general clamping and routing rules for different situations, which need to be considered in the
design. The main target is to secure the lifetime of the W/H at an appropriate cost level.
Note: This section is not applicable to Volvo Bus transportation clamping.
Aim of clamping
It is important to clamp the W/H in such a way that it can not be damaged or damage surrounding components:
The maximum distance between two fixation points is 400 mm, but
o 300 mm for vehicle EATS applications (fixated on vehicle parts).
o 150 mm for engine, transmission, and EATS applications (fixated on mufflers etc.).
W/H or power cables, routed beside or close to the power train shall have a clearance of 30 mm minimum.
W/H or power cables, routed along or through abrasive surfaces, shall be prevented to touch these surfaces,
e.g. sharp edges, bolt threads, and rough edges. This can be achieved by securing with additional clamping
or any other protective device (cable channels etc.), so that the W/H is not damaged. If corrugated hose is
used as protection it is also important to consider the effect it could have on the surrounding components,
due to its rough surface (together with vibrations).
For engine and transmission, P-clamps shall be used in the largest possible extent, due to durability and
serviceability. For other applications, P-clamps could be used if suitable.
For engine applications, cable ties with anchor should preferably not be used due to that they can easily
come off in such a vibrating environment. In a service perspective cable ties constitute a risk in the clamping
strategy, due to that they are not "forcibly" put back once cut.
Critical clamping locations that are specified on the W/H (e.g. by tape marking) must agree with intended
placement in the vehicle.
Clamping at the same vibration reference
In order to avoid fretting corrosion and damaged conductor strands, connectors and W/H must be fixed at the same
vibration reference. This applies to both sides of inline connectors. Clamping the W/H on two different assembly parts
with different vibration levels, e.g. on the gearbox on one side and on the frame on the other side, is not allowed. This
means that the part of the wiring harness that handles the vibrations should be a fastener, not a back shell, manifold,
terminal, etc. The fastener fixation should be fixated to the cover of the bundle (e.g. a corrugated hose or soft hose)
not the free wires. For illustration, see the following examples.
1. A connector with fixation device included in the housing: three fixing points, same vibration reference.

Figure 4. Harness bundles fixated on both sides of an inline connector,
and the connector is equipped with a built in fixation (e.g. anchor).
2. A connector without fixation device included in the housing: two fixing points + tie wrap, same vibration
reference.

Figure 5. Harness bundles fixated on both sides of an inline connector,
and the connector is fixated to the same vibration reference with a tie strap.
Design guidelines
15
3. Incorrect design: The W/H is fixed on one side on the gearbox and on the other side on the frame. Not the same
vibration level. Specific testing is required to validate such a design.

Figure 6. Illustration of how the wiring harness branch that comes
out of the inline connector misses fixation to the same
vibration reference as the connector, before going to the
frame (different vibration reference than the gearbox).

Figure 7. Example of a correct and an incorrect clamping for a wiring
harness bundle between two different vibration references.

Design guidelines
16
Clamping at breakouts
Note: This section is not applicable to Volvo Powertrain.
At a breakout from the wiring harness main branch (see figure 8), fit a cable tie at the break point A to keep the main
branch bundle together. If the distance to the next fixation point is > 300 mm or if there is relative movement
(comparing the main branch and outlet branch), fit a tie strap on the outlet branch, see point B. Also, be sure to fit a
tie strap and/or fastener where the outlet branch is gathered together after the breakout, see point C.

Figure 8. How to properly strap/fixate the different bundles at an outlet point.

If the breakout is to a component with relative movement, e.g. frame/cab, frame/engine or frame/transmission, it is
important that the free part of the W/H has sufficient length to allow free movement (see figure 9). If this is not
achieved, there is a great risk of the W/H being damaged or the W/H damaging surrounding components.

Figure 9. Illustration of sufficient over length for a wiring harness
bundle routed between two different vibration references.

Due to the high risk of chafing when relative movement occurs, it is important to use fasteners in such a way that this
is prevented.
Design guidelines
17
Split clamping
Electrical cables and W/H that are protected with corrugated hoses should not be bundled together with other rubber
or plastic hoses. This is because it is difficult to tighten the clamp with appropriate force. If the clamp is tightened too
hard, the corrugated hose is deformed and the cables and wires can be damaged. If it is not tightened enough,
chafing due to relative movement can occur. Split clamping positions shall be used. Electrical cables and wiring
harness are not to be clamped together with fuel or hydraulic lines. If not possible to avoid, use an appropriate spacer
(not recommended).
Clamping distance to an electrically connected component
The maximal length between the rear of a connector and the first clamping point must be considered carefully. If the
first clamping point is too far from the connector, terminals in the connector will receive a lot of stress due to relative
movement between the W/H and the component. This can cause fretting corrosion, possible micro cuts, and damage
conductor/strands causing unwanted electrical properties.
The distance between a connector and the first clamping point is to be maximum 100 mm. Avoid stretching
the W/H, since the length of the cables then will be longer than the clamping distance. (It is the rear of the
terminal in the connector that has to be considered, not the rear of the back shell or connector housing fixed
to the connector. See figure 10.)

Figure 10. How to measure the correct distance for clamping
the wiring harness connected to a component.

It is important that the first clamping point is in the same mode of vibration (no relative movement) as the
connected component.
The component owner (i.e. the responsible designer/department) of the connected component should early
in a project be involved to integrate fixation points in the component design. This must be driven and
communicated to the affected component responsible by e.g. the local W/H and packaging engineers.
Boxes and cabinets
At the entrance of a cabinet, box and such like, where the W/H must pass through a hole, it must be clamped in a
fashion that prevents water from following the W/H through the hole. It is recommended that the W/H point slightly
downward at the outside of the cabinet box. This rule also applies to all connectors; the end of the hose needs to be
considered so that condensed water does not stagnate at the contact.
Design guidelines
18

Figure 11. The entrance of a wiring harness branch into a cabinet (component).

Power cable routing
Power cables that are routed along or through abrasive surfaces must not come in contact with these surfaces, e.g.
sharp edges, rough edges, bolt threads, or braided hoses. If frame routing is used, routing through cross members is
prohibited. Fasteners must ensure that no contact with the frame is possible and that the cables are secured from
chafing on sharp edges. Also, power cables shall not support any other mechanical loads than their own.

Figure 12. Illustration of proper clearance between power cables and component housing.

Power cables routed beside or close to powertrain parts, e.g. gearbox and engine, shall have a clearance of
minimum 30 mm. Power cables should always be routed on top of brackets. In such case where mounting
underneath is necessary or sharp edges exist in brackets, a rubber washer must be used to protect the cable from
chafing on the bracket.
Design guidelines
19

Figure 13. Illustration of the use of a rubber washer for fixation of power cables.

Signal and power cables which run in parallel with one another should be separated by an appropriately high
clearance or a grounded shield plate should be used.
Coding for connectors
There are different ways of coding, such as:
Colour
Mechanical
Text marking
Wiring harness length differentiation (reach ability) for the connection
If there are several identical connectors coding is required. At least one of the coding techniques is mandatory to be
used to avoid inversion. It is important that the coding is clear, to obtain a correct assembly. In situations where
inversion leads to a serious consequence, e.g. damaged machine or safety risks, the use of both colour/text and
mechanical coding is recommended.

Figure 14. Example of several connectors of the same kind with different coding
(length differentiation) since they are located in the same geometrical area.

Temperature
As far as possible, avoid locating W/H components in hot areas. This may damage the components, accelerate the
aging, and lead to the use of unnecessary expensive material for components and specific plating for terminals. To
be able to avoid placement of wiring harness components in hot areas, it is important to participate early in
industrialisation projects to communicate the W/H needs (e.g. pig tails, placement of component connector, etc.) to
other component owners.
Each component has a temperature class, i.e. the maximum temperature for operation, which shall be considered as
Design guidelines
20
a requirement for installation. Information about temperature classes can be found in HTUSTARTUTH.
The use of a heat shield could be an alternative. Choose appropriate material and test the solution. The heat shield
should in as high extent as possible be placed at the source of the heat, not at the surrounding heat sensitive
affected parts (see figures 15, 16, and 17).

Figure 15. Example of a heat shield. Figure 16. Example of a connector and a heat shield.

Figure 17. Example of a wiring harness,
connector, and heat shield.

Chemical
W/H and associated components shall not be located where fluid can reach them (e.g. petrol leakage, oil leakage, or
Ad-blue). This may cause chemical damage to plastics (insulation, hoses, etc.) or connectors, or require expensive
specific chemical-resistant plastic housings and sealing systems. This must be secured by stating this as early as
possible in the industrialisation project so that the electrically connected components are designed (e.g. the
placement of the component connector) in the best way possible to avoid situations like stated above. In some cases
it is impossible to avoid situations like this. In those cases be sure to specify the correct type of material for the wiring
harness and belonging protection devices.
The W/H designed for routing within the battery box area needs a corrugated hose as mechanical protection. This
must be made out of special plastic (e.g. PP), since this type of hose is more resistive to the gas that usually is
present in the battery box. It also gives an extra protection in case of battery acid leakage.
Draining
A recommendation is to drain slotted corrugated hoses at the lowest point. There will always be moisture and
condensed water that will stagnate at the lowest point inside the hose. The solution illustrated in figure 18 should be
preferred, i.e. a Y- or T-shaped manifold with an empty piece of corrugated hose clamped in a downward position.
Make sure the draining is clamped in the lowest point.
Design guidelines
21

Figure 18. Example of a proper design of drainage of a slotted
corrugated hose. Note the tie strap at the lowest point.

Installation and assembly issues
Routing is part of W/H design; a good concept ensures that the routing will be operator independent and that the
process repeatability will be under control, avoiding unexpected interferences. This section covers basic installation
rules, good practice, and motivation for proper installation. If there exists a certain demand for assembly, this must be
communicated to the affected production and after market for the affected BA/BU by the responsible wiring harness
design department.
Routing and clamping the wiring harness
Clamping with cable ties
When using cable ties to clamp a wiring harness with earlier made bundles, it is highly recommended to replace the
earlier clamp by a new one that clamps the entire bundle. This is due to difficulties in reaching the correct clamping
force on the cable ties, which causes a risk of either relative movement or deformed hoses. When relative movement
occurs, the inner cable ties can break. Tightening must be realised face to the operator, i.e. no blind operation during
assembly. See figures 19-22 for illustration.

Figure 19. Improper clamping of added wiring harness bundles. The original tie strap
should be replaced by a new one embracing all of the wiring harness bundles.

Design guidelines
22

Figure 20. A number of wiring harness bundles fixated together
and three bundles (corrugated hoses) not yet fixated.

Figure 21. Improper clamping with cable ties. Note that the strap
does not embrace all of the wiring harness bundles.

Figure 22. Correct multi bundle clamping. Note that the original cable ties are
completely replaced by new ones embracing all of the wiring harness bundles.

Clamping force
Clamping force is individual to each installation situation; several subjective aspects set the force. Generally, no
relative movement is allowed between the components in the clamped bundle and the force shall not exceed a level
that harms the single wires inside the hose.

Figure 23. The left illustration shows a properly tightened wiring
harness bundle and the illustration to the right shows an improperly
tightened wiring harness bundle since the tightening force is too small.
Design guidelines
23
After tightening of the clamp is performed, no sharp edges caused by excessive tightening force are allowed on the
corrugated hose. If the deformation of the hose is too big, there is a serious risk of damaging the single wires inside
the hose.

Figure 24. A tie strap with anchorage fastened
to a wiring harness bundle (corrugated hose)
with proper tightening force.
Figure 25. A tie strap with anchorage fastened
to a wiring harness bundle (corrugated hose)
with too large tightening force.

Clamping over length chassis wiring harness bundles
Over length in the wiring harness may occur due to optimisation of the amount of part numbers related to the amount
of variant combinations. Excess cable must fold back on itself only once and be placed in the frame, in a location
where the excess will be able to be used, or in a solid point due to e.g. vibrations. Do not wind in a coil.

Figure 26. Proper clamping of over length.
Bending
To avoid damaging wires or corrugated hoses when bending, the diameter of the loop needs to be considered.
Generally, the minimum bend diameter of corrugated hoses is to be two times the diameter of the hose (see figure
27).

Figure 27. Illustration of how to measure a wiring harness bundle
loop correctly to not exceed the maximum bend radius.

D = 2 x d (e.g. NW10 d = 13 mm D = 26mm) where d is the outer diameter of the corrugated hose.
When clamping a manifold breakout to a corrugated hose, it is important not to make the loop too short before the
first clamping point is made. The minimum bend diameter needs to be considered, see figure 28.
Design guidelines
24

Figure 28. Illustration of the difference between a proper loop of a wiring
harness bundle outlet and a loop with too small bending radius.

Normally, the type of manifold is adapted to its installation, but situations like the ones previously illustrated can occur
due to optimisation of the amount of part numbers related to the amount of variant combinations.
Supports and brackets
When the W/H is to be assembled on a bracket it is normally assembled on the upper part of the bracket so that the
bracket acts as a support, see figures 29 and 30. Bracket type and installation may vary. The wiring harness shall not
support any other mechanical loads than its own.

Figure 29. Example of a wiring harness bundle supported by brackets.

Figure 30. Example of a wiring harness bundle supported by a bracket.

Multifunction brackets
As far as possible promote multifunction brackets or cable channels which reduce assembly time while improving
routing repeatability and quality.
Design guidelines
25

Figure 31. Example of a multifunction bracket.

When required, brackets are expected to:
Belong to a standard parts assortment (i.e. BA/BU common assortment)
Avoid sharp edge that could damage the W/H
Be mounted with standard assembly equipment (use standard screws)
Include rotation-proofing device (see figure 32)
Allow for proper tightening operation (see figures 33 and 34)
Support ties preparation before W/H mounting (see figure 35)

Figure 32. A bracket design that prohibits
twisting/turning of the bracket.
Figure 33. Illustration of how the holes for a tie strap
should be dimensioned. See also figure 34.

Figure 34. Illustration of how the tie strap should
look when assembled. See also figure 33.
Figure 35. Illustration of how a tie strap with
anchorage has been pre-assembled to help
the wiring harness fixation/assembly.

Design guidelines
26
Clamping for connectors or components
Make sure the corrugated hoses are fixed to the connectors, back shells, and manifolds in a correct way (according
to Volvo and sub supplier specifications). Terminals must not be bent before, during, or after the W/H installation.
Broken or tightly stretched cables or hoses are not allowed.
When clamping to a component (with or without a corrugated hose) and the first clamping point is on the component,
the clamping should be done on the cable protection and it is important not to make the loop too short before the first
clamping is made (see figures 36 and 37). For each unique wire/cable bundle refer to the wire/cable/hose supplier
specification, for the minimum bending radius. As a general recommendation for bundles, the diameter should be
minimum two times the diameter of the bundle.

Figure 36. Illustration of how the wiring harness
branch coming out of an inline connector
should be fixated (left) and the same fixation
with a too small bending radius (right).
Figure 37. Example of how the wiring harness
branch coming out of a component connector
should be fixated (left) and the same fixation
with a too small bending radius (right).

Routing and clamping inside cab/body
Connectors that are not in use and over length W/H must be clamped or taped with assembly tape, cable ties, or
equal to prevent noise and chafe. Over length W/H should be kept to a minimum, but shall be properly secured and
properly protected, if needed, not to be harmed by or harm surrounding components. Fixate and/or apply noise-
reducing devices (e.g. textile tape, foam, and shields) to avoid rattling noises. The connectors should, if they are used
for aftermarket options, be easy to access for later usage. Roof wiring harness and floor wiring harness may be taped
to facilitate the installation.
When clamping the W/H, it is important that it is not in contact or can come in contact (due to movement and/or
vibration) with sharp edges and that it is clamped in a fixed position. If this is neglected, the W/H may be damaged
and functionality might be lost, or the W/H may be an object for short circuit or thermal stress. Secure that edges in a
pass-through do not chafe on the wiring and that grommets are correctly mounted and water-tight. If there is a risk
that the bundle can move and chafe against surrounding components, this must be secured by using proper
fasteners/fixations.
It is strongly prohibited to remove pre-assembled cable ties without replacing them by new ones. All pre-defined
clamping points shall be used as well as the pre-assembled cable clips and cable channels mounted on the wiring
harness. W/H and power cables should be routed in such a way that they do not interfere with later assembly of the
interior. When assembling or pre-assembling panels high focus shall be put on not damaging the wiring harness by
e.g. fixing points for panels.
Routing and clamping power cables
If any damage on power cables or cable terminals is found before, during, or after the assembly process, it is not
allowed to repair the cable. A new part must be installed. If the second insulation is visible, the power cable shall be
scrapped and replaced.
Design guidelines
27

Figure 38. Illustration of two power cables where the outer insulation has
been damaged (the white PEX is visible through the PVC insulation).

Assembly and re-assembly of screws to cable terminals are specified to a torque, which must be met. It is strongly
prohibited to diverge from this specification. Routing, clamping, and clipping on purchased components (e.g.
engine/transmission, and battery box) shall not include removing or replacing bolts, nuts, or screws installed by the
manufacturer. In such cases where this is unavoidable, the bolts, nuts, or screws are to be re-tightened with a torque
according to the manufacturers specifications.
Generally, no relative movement is allowed between components in a clamped bundle or between clamping point and
power cable.
Consequences of improper installation
If the W/H installation is not performed properly, the following consequences may be the result.
Clamping general
If the stated clamping requirements are not followed, the movement of the wiring harness protection, e.g. corrugated
hoses, may cause chafe on the single wires inside the hose. Therefore, the type of wire and corrugated hose must be
carefully selected and the clamping requirements met.
Unexpected movements of wiring harness can harm components in the surrounding areas, e.g. air-pipes. This may
cause reduced conductibility or disrupt contact and may set other systems out of order.
Incautious handling
Defects and dust on connectors and their sealing may affect the water protection and in the long term cause
corrosion on terminals. Incorrectly applied force on the connectors when connecting may lead to destroyed terminals.
Abuse to the connectors (terminals), by incorrectly dimensioned test tools and probes might apply overstress to the
spring force of the receptacles so that the fitting to the mating pin may be destroyed. This can lead to reduced
conductibility or disrupt contact, which may cause malfunction, unplanned stops, and thermal stress.
Clamping to components
If the stated requirements on clamping distance to component connections are not followed, micro movements
between pin and socket, i.e. fretting, may occur. In the long term, this can create oxides and cause reduced
conductibility or disrupt contact.
Power cables
If the stated requirements are not followed on power cables, reduced conductibility or disrupted contact may be the
consequence. This may lead to high power consumers not fulfilling their purpose, and may cause thermal stress and
in worst case fire.


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