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

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Obtaining prices for unknown proprietary material compositions, such as powder metals, necessitated a standardized industry approach. In these cases, manufacturers and industry market research firms are consulted to provide generic pricing formulas and pricing trends. Their price formulas are balanced against published market trends of similar materials to establish new pricing trends. Resin formulations are also available with a variety of fillers and filler content. Some pricing data is available for specific formulations; however, pricing is not published for every variation. This variation is significant since many manufacturers can easily tailor resin filler type and content to serve the specific application. Consequently, the database has been structured to group resins with a common filler into ranges of filler content. For example, glass filled Nylon 6 is grouped into three (3) categories: 0 to 15 percent glass filled, 30 to 35 percent glass filled, and 50 percent glass filled, each with their own price point. These groupings provide a single price point as the price differential within a group (0 to 15 percent glass filled) is not statistically significant C.4.2.4 In-process Scrap In-process scrap is defined as the raw material mass, beyond the final part weight, required to manufacture a component. For example, in an injection molded part, the inprocess scrap is typically created from the delivery system of the molten plastic into the part cavity (e.g., sprue, runners and part gate). This additional material is trimmed off following part injection from the mold. In some cases, dependent on the material and application, a portion of this material can be ground up and returned into the virgin material mix. In the case of screw machine parts, the in-process scrap is defined as the amount of material removed from the raw bar stock in the process of creating the part features. Generally, material removed during the various machining processes is sold at scrap value. Within this cost analysis study, no considerations were made to account for recovering scrap costs. A second scrap parameter accounted for in the cost analysis is end-item scrap. End-item scrap is captured as a cost element within mark-up and will be discussed in more detail within the mark-up database section, Section C.4.5. Although it is worth reiterating here that in-process scrap only covers the additional raw material mass required for manufacturing a part, it does not include an allowance for quality defects, rework costs and/or destructive test parts. These costs are covered by the end-item scrap allowance. C.4.2.5 Purchase Parts – Commodity Parts In the quote assumption section of the CBOM, parts are identified as either “make” or “buy.” The “make” classification indicates a detailed quote is required for the applicable 30
part, while “buy” indicates an established price based on historical data is used in place of a full quote work-up. Parts identified as a “buy” are treated as a purchased part. Many of the parts considered to be purchased are simple standard fasteners (nuts, bolts, screws, washers, clips, hose clamps) and seals (gaskets, o-rings). However, in certain cases, more value-added components are considered purchased when sufficient data existed supporting their cost as a commodity: that is, where competitive or other forces drive these costs to levels on the order of those expected had these parts been analyzed as “make” parts. In the MAQS worksheet, standard purchase parts costs are binned to material costs, which, in the scope of this analysis, are generally understood to be raw material costs. If the purchase part content for a particular assembly or system is high in dollar value, the calculated cost breakdown in the relevant elements (i.e., material, labor, manufacturing overhead, mark-up) tended to be misleading. That is the material content would show artificially inflated because of the high dollar value of purchase part content. To try and minimize this cost binning error, purchase parts with a value in the range of $10 to $15, or greater, were broken into the standard cost elements using cost element ratios developed for surrogate type parts. For example, assume a detailed cost analysis is conducted on a linear inductive position sensor, “Sensor A.” The ratio of material, labor, manufacturing overhead, and mark-up, as a percent of the selling price, can easily be calculated. Knowing the commodity selling price for a similar type of inductive sensor, “Sensor B,” along with the cost element ratios developed for Sensor A, estimates can be made on the material, labor, manufacturing overhead, and mark-up costs for Sensor B. Purchased part costs are obtained from a variety of sources. These include FEV and Munro team members’ cost knowledge, surrogate component costing databases, Tier 1 supplier networks, published information, and service part cost information. Although an important component of the overall costing methodology, purchase part costs are used judiciously and conservatively, primarily for mature commodity parts. C.4.3 Labor Database C.4.3.1 Overview The Labor Database contains all the standard occupations and associated labor rates required to manufacture automotive parts and vehicles. All labor rates referenced throughout the cost analysis are referenced from the established Labor Database. Hourly wage rate data used throughout the study, with exception of fringe and wage projection parameters, is acquired from the Bureau of Labor Statistics (BLS). For the 31
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 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: considered. For example, forged com
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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