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

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For additional details on these process steps, and the costing methodology in general, please see EPA report EPA-420-R-09-020 “Light-Duty Technology Cost Analysis Pilot Study” (http://www.epa.gov/OMS/climate/420r09020. pdf). Step 1: Using the Powertrain-Vehicle Class Summary Matrix (P-VCSM) a technology is selected for cost analysis. Step 2: Existing vehicle models are identified for teardown to provide the basis for detailed incremental cost calculations. The teardown vehicles are chosen in collaboration with EPA to represent the base and new technology cases on the P-VCSM. The vehicle systems involved for many technologies being studied are not extensive, so that entire vehicle need not be torn down or costed out. Instead, engines, transmissions, power supply, power distribution or other major components are targeted. In doing so, close scrutiny is paid to vehicle components that might be indirectly affected by the addition of a new technology, such as those needed for noise, vibration, and harshness (NVH) mitigation. The system and performance details of the selected new and base technology configurations are recorded in the Powertrain Package Proforma. Step 3: Pre-teardown Comparison Bills of Materials (CBOM) are developed, covering hardware that exists in the new and base technology configurations. These high level CBOMs are informed by the team’s understanding of the new and base technologies and serve to identify the major systems and components targeted for teardown. Step 4: Phase 1 (high level) teardown is conducted for all systems and subsystems identified in Step 3 and the assemblies that comprise them. Using Design Profit® software, all high level processes (e.g., assemble electronic continuous variable transmission into vehicle, assemble high voltage battery into vehicle) are mapped during the disassembly. Step 5: A cross-functional team (CFT) reviews all the data generated from the high level teardown. This CFT, with an average relevant experience level of 23 years, employs technology expertise from several areas including: engine and transmission design and development, power electronics, noise, vibration, and harshness (NVH) and driveline subsystems, vehicle integration, production development, manufacturing engineering (supplier and OEM), cost estimating and product benchmarking. Where appropriate, personnel changes are made to the CFT to ensure matching expertise to the technology under analysis. The CFT captures the assessments in the CBOMs, identifying the component and assembly differences between the new and base technology configurations. All components requiring cost analysis are identified, as well as any base assumptions where applicable (e.g. material selection, primary and secondary manufacturing processes). 14
Step 6: Phase 2 (component/assembly level) teardowns are done, based on the updated CBOM’s. Components and assemblies are disassembled, and processes and operations are mapped in full detail. The process mapping generates key process information for the quote worksheets. Several databases, containing critical costing information, provide support to the mapping process. Step 7: Manufacturing Assumption and Quote Summary (MAQS) worksheets are generated for all parts undergoing the cost analysis. The MAQS details all cost elements making up the final unit costs: � material � labor � burden � end item scrap � selling, general & administrative (SG&A) � profit � engineering design & testing (ED&T) � packaging In addition, the MAQS worksheet has active links to all key costing parameters. Step 8: Parts with high or unexpected cost results are subjected to a marketplace crosscheck such as comparison with supplier price quotes, or wider consultation with company and industry resources beyond the CFT. Step 9: All costs calculated in the MAQS worksheets are input automatically into the Subsystem Cost Model Analysis Templates (CMAT) and grouped by sub-subsystems. Some examples of sub-subsystems contained within the high voltage traction battery subsystem include the following: traction battery assembly, traction battery internal wire harness, traction battery sensing and control modules, and traction battery cooling module. Step 10: The System CMAT is then created, which rolls up all the subsystem differential costs to establish a final system unit cost. For case study #0502, the subsystems in the Electrical Power Supply system included the service battery, generator /alternator and regulator, high voltage traction battery, voltage converter/inverter, and energy management module subsystem. Step 11: The final step in the process is creating the Vehicle CMAT, which rolls up all the system differential costs to establish a net vehicle incremental cost. For case study #0502, the systems included in the analysis were engine, transmission, body, brake, climate control, power supply and power distribution. 15
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 and 14: Table A-1: Net Incremental, Direct
Page 15 and 16: Table A-2: P2 Vehicle Segment Mass
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: B.2 Process Flow and Key Supporting
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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