The Surprisingly Manual Process Of Building Automotive Wire Harnesses

July 27, 2022 by Dan Maloney 115 Comments

Even from the very earliest days of the automobile age, cars and trucks have been hybrids of mechanical and electrical design. For every piston sliding up and down in a cylinder, there’s a spark plug that needs to be fired at just the right time to make the engine work, and stepping on the brake pedal had better cause the brake lights to come on at the same time hydraulic pressure pinches the wheel rotors between the brake pads.

Without electrical connections, a useful motor vehicle is a practical impossibility. Even long before electricity started becoming the fuel of choice for vehicles, the wires that connect the computers, sensors, actuators, and indicators needed to run a vehicle’s systems were getting more and more complicated by the year. After the engine and the frame, a car’s wiring and electronics are its third most expensive component, and it’s estimated that by 2030, fully half of the average vehicle’s cost will be locked in its electrical system, up from 30% in 2010.

Making sure all those signals get where they’re going, and doing so in a safe and reliable way is the job of a vehicle’s wire harnesses, the bundles of wires that seemingly occupy every possible area of a modern car. The design and manufacturing of wire harnesses is a complex process that relies on specialized software, a degree of automation, and a surprising amount of people-power.

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Move Over Silicon, A New Semiconductor Is In Town

July 27, 2022 by Al Williams 28 Comments

Silicon has had a long run as the king of semiconductors, and why not? It’s plentiful and works well. However, working well and working ideally are two different things. In particular, electrons flow better than holes through the material. Silicon also is a poor heat conductor as we’ve all noticed when working with high-speed or high-power electronics. Researchers at MIT, the University of Houston, and other institutions are proposing cubic boron arsenide to overcome these limitations.

According to researchers, this material is a superior semiconductor and, possibly, the best possible semiconductor. Unfortunately, the material isn’t nearly as common as silicon. Labs have created small amounts of the material and there is still a problem with fabricating uniform samples.

Early experiments show the material has very high mobility for electrons and holes along with thermal conductivity almost ten times greater than that of silicon. It also has a good bandgap, making it very attractive as a semiconductor material. In fact, only diamond and isotopically enriched cubic boron nitride have better thermal conductivity.

However, there are still unknowns about how to use the material in practical devices. Long-term stability tests are as lacking. So maybe it will wipe out silicon or maybe it won’t. Time will tell.

We are always on the lookout for the next big semiconductor material. However, we suspect this tech will be out of reach to the home semiconductor fab, at least for a little while.

Large Format 3D Printer Is A Serious Engineering Challenge

July 27, 2022 by Danie Conradie 14 Comments

When you want to build a large format 3D printer, you can’t just scale up the design of a desktop machine. In an excellent four-part build series (videos after the break), [Dr. D-Flo] takes us through all the engineering challenges he had to contend with when building a 3D printer with a 4x4x4 ft (1.2 m cube) print volume.

For such a large print volume you won’t be printing with a 0.4 mm nozzle. The heart of the printer is a commercial Massive Dimension MDPH2 pellet extruder, capable of extruding ~1 kg of plastic per hour through 1.5 mm to 5 mm nozzles. To feed the extruder, [Dr. D-Flo] used a Venturi vacuum system to periodically suck pellets from a large hopper. The system is driven by compressed air, which can introduce moisture back into the carefully dried pellets. To reduce the humidity levels, the compressed air passes through a series of vertical aluminum tubes to allow moisture to condense and drain out the bottom.

At 8.4 kg, it needs a powerful motion platform to move it. [Dr. D-Flo] went with a stationary bed design, with the extruder pushed around by seven high torque NEMA23 motors on a large gantry built from C-beam aluminum extrusions. A machine this size needs to be very rigid with well-fitting parts, so [Dr. D-Flo] made heavy use of CNC machined aluminum parts.

To allow dynamic bed leveling, [Dr. D-Flow] made use of a Quad Gantry Leveling (GQL) scheme. This means that each of the four Z-actuators will dynamically adjust its position based on inputs from the leveling probe. The avoid stressing the corner mountings that hold the X-Y gantry to the Z carriage plates, he used radial spherical bearings at the mounting points to allow a few degrees of play.

The build plate consists of an aluminum plate bolted onto the base in 25 positions with springs for adjustability. A massive 6000 watt 220 V heating pad sticks to the bottom, while the actual printing surface is a large sheet of borosilicate glass. One major concern was the deflection of the build plate when heated to working temperature, but with all the adjustment options [Dr. D-Flo] was able to get height variation down to about 0.25 mm. This is within the acceptable range when printing with layer heights of 1 mm or more.

We’ve featured large scale 3D printers in the past, but none are quite as big the University of Maine’s building-sized 3D printer that can print a motorboat in one piece.

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