Light Duty Technology Cost Analysis, Power - US Environmental ...

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Internal Combustion Engine (ICE) Other Systems with a Net Incremental Direct Manufactuing Cost Impact Body System Brake System Climate Control System P2 System Boundary Electric Motor/Generator Clutch Assembly Flywheel Clutch Clutch & Motor Cooling Electric Motor/Generator Power Electronics/Inverter & Controls High Voltage Distribution Relays, Fuses, Disconnect Transmission ( e.g. AT, ATM, DCT) High Voltage Traction Battery Control Electronics, Sensors, Switches Battery Cells/Modules Battery Cooling Module Figure A-3: P2 HEV System Diagram Illustrating Basic Concept Evaluated For the P2 analysis, a vehicle curb weight reduction was considered for most vehicle segments. Note the mass-reduction considered in the P2 analysis is the result of innovations that are not related to hybridization, such as the shift to lighter material throughout the vehicle. Similar mass-reduction considerations could have been applied to the power-split technology. However, EPA directed FEV to maintain the Fusion characteristics (weight and battery type) in order to keep that result focused on the teardown findings, with minimal extrapolation to other hardware that might find its way into later generation hybrids. For this reason, it would not be appropriate to equivalently compare the power-split and P2 cost results. The reduction in mass supported a reduction in the net maximum system power and torque, with the exact amount dependent on vehicle segment. The curb weight reductions and corresponding system power reductions are shown in. 6
Table A-2: P2 Vehicle Segment Mass & Power Reduction Estimates Vehicle Segment Mass Reduction Power Reduction Subcompact Car 0% 0% Small/Compact Car 2% 1.8% Large Car 10% 9.3% Mini Van 16% 14.9% Small Truck 16% 14.8% Large Truck 15% 14.1% As a result of the lower net system power and torque specification for each vehicle segment, a smaller ICE, integrated traction motor/generator and hydraulic clutch module, high voltage traction battery, and transmission were selected. A further reduction in ICE size was also possible for all vehicle segments, with the exception of large truck, as the electric motor/generator was sized to provide 20% of the net system power (ICE sized to provide 80% of net system power). In the case of the large truck segment, the ICE remained at the net system power requirement and an electric motor/generator was added to provide an addition 20% more power. Within the scope of this analysis, no consideration was given to selecting a specific ICE or transmission technology configuration, nor was a downsizing credit calculated for either of these two (2) systems. The net incremental direct manufacturing costs, provided in Table A-3 for each system and vehicle segment evaluated, are representative of adding a P2 HEV system to a conventional powertrain configuration already downsized per the assumptions outlined above (i.e., vehicle mass reduction + assumption ICE can be further reduced as result of electric motor addition). 7
Page 1 and 2: Light Duty Technology Cost Analysis
Page 3 and 4: Contents A. EXECUTIVE SUMMARY......
Page 5 and 6: Figures FIGURE A-1: POWER-SPLIT SYS
Page 7 and 8: FIGURE D-90: HIGH VOLTAGE HARNESS C
Page 9 and 10: A. Executive Summary Light-Duty Tec
Page 11 and 12: Internal Combustion Engine (ICE) Ot
Page 13: Table A-1: Net Incremental, Direct
Page 17 and 18: Table A-4 and Table A-5 provide add
Page 19 and 20: B. Introduction B.1 Objectives The
Page 21 and 22: B.2 Process Flow and Key Supporting
Page 23 and 24: Step 6: Phase 2 (component/assembly
Page 25 and 26: Table B-1: Summary of Universal Cos
Page 27 and 28: C. Costing Methodology C.1 Teardown
Page 29 and 30: An example of a custom complex mode
Page 31 and 32: For a component which has a serial
Page 33 and 34: C.2 Cost Model Overview The cost pa
Page 35 and 36: Lastly, the “Net Incremental Dire
Page 37 and 38: considered. For example, forged com
Page 39 and 40: part, while “buy” indicates an
Page 41 and 42: C.4.3.3 Contributors to Labor Rate
Page 43 and 44: sided part, CNC turning, auto bar f
Page 45 and 46: The Primary Process Equipment secti
Page 47 and 48: For this cost analysis study, four
Page 49 and 50: very difficult to predict and are v
Page 51 and 52: C.4.6.2 Types of Packaging and Sele
Page 53 and 54: capture additional quote details an
Page 55 and 56: Project Process Requirement Minimum
Page 57 and 58: information from both technology co
Page 59 and 60: and transit lead times. This equate
Page 61 and 62: study. These vehicles provided a ve
Page 63 and 64: Table D-1: Vehicle Specification Su
Page 65 and 66:
D.1.2 Direct Manufacturing Cost Dif
Page 67 and 68:
D.2 Engine System and Cost Summary
Page 69 and 70:
D.3 Transmission System and Cost Su
Page 71 and 72:
D.3.1.2 Gear Train Subsystem The po
Page 73 and 74:
The generator stator (Figure D-10)
Page 75 and 76:
The traction motor stator (Figure D
Page 77 and 78:
The generator control unit (Figure
Page 79 and 80:
The CVT control circuit board (Figu
Page 81 and 82:
The speed sensor for the traction m
Page 83 and 84:
D.3.1.4 Transmission Cooling System
Page 85 and 86:
The electric pump (Figure D-30 ) is
Page 87 and 88:
technology adaptation (i.e., driven
Page 89 and 90:
Item Table D-5: Net Incremental Dir
Page 91 and 92:
Item Table D-6: eCVT Motor and Cont
Page 93 and 94:
Figure D-34: HEV Fusion, Under Engi
Page 95 and 96:
ase to the body. The seat cover is
Page 97 and 98:
Figure D-43: Expanded Polypropylene
Page 99 and 100:
D.4.2 Body System Cost Impact As sh
Page 101 and 102:
Figure D-49: Key Components of Brak
Page 103 and 104:
D.5.1.2 Power Brake Subsystem D.5.1
Page 105 and 106:
Figure D-56: Actuator Solenoid and
Page 107 and 108:
Table D-8: Net Incremental Direct M
Page 109 and 110:
D.6.1.2 Refrigeration/Air Condition
Page 111 and 112:
The two (2) main housings and both
Page 113 and 114:
Figure D-67: Main Housing and Elect
Page 115 and 116:
The rotor shaft is mounted to an in
Page 117 and 118:
D.7 Electrical Power Supply System
Page 119 and 120:
Circuit connections between packs a
Page 121 and 122:
The traction battery assembly is mo
Page 123 and 124:
During dormant periods the BEC (Fig
Page 125 and 126:
D.7.2 Electrical Power Supply Cost
Page 127 and 128:
Item 1 2 3 4 5 6 7 8 9 10 11 12 13
Page 129 and 130:
The HV connectors (Figure D-91) are
Page 131 and 132:
Item Table D-12: Net Incremental Di
Page 133 and 134:
F. Power-Split Scaling Cost Analysi
Page 135 and 136:
vehicle class was determined. Also
Page 137 and 138:
G. 2010 Hyundai Avante Lithium Poly
Page 139 and 140:
Figure G-3: Li Ion Battery Modules
Page 141 and 142:
Figure G-6: Cell Covers in Module,
Page 143 and 144:
Figure G-9: The Battery Pack Discon
Page 145 and 146:
Table G-2: 2010 Hyundai Avante Lith
Page 147 and 148:
Table H-1: Baseline Powertrain and
Page 149 and 150:
Table H-2: Primary Component Sizing
Page 151 and 152:
Costing Databases: the five (5) cor
Page 153:
Surrogate part: a part similar in f
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