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Page 70


www.us-tech.com


begin to roll in and close around the wire. Most monitors ignore this portion because forces are usually inconsistent and this part of the process is not very important. However, LV 214-4 analyzes


the relative deviation and defines the positions X0 and X1. X0 is generally where the good crimp and the insulation-in-the-crimp curves begin to diverge. X1 is usually where the good crimp and empty crimp


not be approved for use in an automotive harness. Furthermore, typical crimp monitors are used on the production floor. Therefore, if the terminal is already on the production floor, it has already been approved so this level of detail in the analysis is not required.


Feasibility Study The feasibility study is the testing methodol-


ogy for terminals as defined under LV 214-4. It is to verify that defect modes can be detected for a terminal/wire combination. The output identifies the separation between good crimps and defect crimps. Tests must be performed using the smallest wire allowed for that terminal. For example, if the termi- nal is rated for 18 to 22 AWG wire, 22 AWG wire should be used for testing. Although the procedure is written for initial valida- tion of terminals, this process can be used on the production floor to deter- mine the feasibility of any applica- tion.


After the application is set up, Insulation in wire crimp. curves begin to diverge. The LV provides the for-


mula to determine specific locations for both X0 and X1.


Currently, no crimp force monitor analyzes


the area under the crimp curve as described in the LV. Similarly, the force curve data in the roll-in area is typically ignored during monitoring with


filters. Therefore, the different area regions X0 and X1 are theoretical and will only be considered dur- ing initial validation of the terminal.


Today’s crimp force monitors detect area dif-


ferences as a result of crimp defects but analysis does not go to this detail. The LV is not a specifica- tion on crimp monitors, it is a specification on ter- minal characteristics. Regardless of how the area results are calculated, when crimped, the LV man- dates that a terminal must exhibit significant dif- ferences in these areas so that a crimp force moni- tor can accurately detect all scenarios. If not, it will


crimp parameters have been veri- fied, and the teach crimps are com- pleted, 300 good crimps and five


empty crimps are processed. The relative deviation of the good crimp peak forces is calculated. The LV specifies a maximum relative deviation of 1 percent. If the rela- tive deviation is greater than 1 percent, the terminal fails for this criteria and the testing stops. If the relative deviation is less than 1 percent, the terminal passes and the test continues. The next step is to test crimps with


strands missing. The LV states that 9 per- cent of missing strands must be detectable. Examples are given for calculating the 9 percent and rounding up for various wire sizes. For exam- ple, in a seven-strand wire, 9 percent missing strands equals 0.63, which rounds up to one miss- ing strand that must be detected. For a 32-strand wire, a defect must be detected with three strands missing. Nine percent of 32 equals 2.88, which


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Diagram of crimp force curves.


any test up until this point, the terminal does not meet the criteria of the specification and thus can- not be used in an automotive wire harness. However, if all defects are successfully detected but the headroom value is less than 35 percent, then perhaps special parameters are required.


Continued on page 74


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Impact of the German Automotive OEM Connector Test Spec Continued from previous page


rounds up to three missing strands. Ten crimp samples are processed with the


required number of missing strands and all must be detected as defects. If not all are detected as defects, the terminal fails and the test stops. If all are detected as defects, the test proceeds. The next step is to detect insulation in the


crimp. As with missing strand detection, 10 wires must be processed with insulation in the crimp area and all must be detected as defects. LV 214-4 mandates 30 percent insulation inside the crimp for these tests and provides a clear method of measurement. If all are not detected as defects, the terminal fails and the test stops. If all are detected successfully, the test continues. At this point, the operator considers the head-


room. LV 214-4 states that headroom should be greater than 35 percent. Headroom can actually be determined much earlier in the feasibility test, however, it is best left for last. If the terminal fails


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