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the team would rely on automotive supplier networks, industry experts, and/or publicly available publications to validate the cost assumptions, making changes where warranted. Cross-checking on final assembly costs also occurs within the scope of the cost analysis, mainly as a “big picture” check. Final assembly costs, in general cross-checking, are typically achieved through solicitation of industry experts. The depth of cross-checking ranges from simple comparison of cost data on surrogate assemblies to full Manufacturing Assumption and Quote Summary (MAQS) worksheet reviews. C.8 Cost Model Analysis Templates C.8.1 Subsystem, System and Vehicle Cost Model Analysis Templates The Cost Model Analysis Templates (CMAT) are the documents used to display and rollup all the costs associated with a particular subsystem, system or vehicle. At the lowest level of the hierarchy, the manufacturing assumption quote summary worksheets, associated with a particular vehicle subsystem, are directly linked to the subsystem CMAT. All the subsystems cost breakdowns, associated with a particular system, are directly linked to the relevant system CMAT. Similarly, all the system cost breakdown summaries are directly linked to the vehicle CMAT. The top-down layering of the incremental costs, at the various CMAT levels, paints a clear picture of the cost drivers at all levels for the adaptation of the advance technology. In addition, since all databases, MAQS worksheets, and CMATs are linked together, the ability to understand the impact of various cost elements on the incremental cost can be readily understood. D. 2010 Ford Fusion Power-Split HEV Cost Analysis, Case Study #0502 D.1 Vehicle & Cost Summary Overview D.1.1 Vehicle Comparison Overview For this case study, two (2) Ford Motor Company vehicles were chosen that utilize the same vehicle platform and were produced on the same assembly line (Hermosillo, Mexico). The differences between the 2010 Fusion SE and 2010 Fusion Hybrid are the subject matter of this 52
study. These vehicles provided a very effective means of analyzing the cost impact when advanced propulsion technology is integrated throughout a vehicle platform. Figure D-1: 2010 Fusion SE (Left) and 2010 Fusion Hybrid (Right) Both vehicles are comparably equipped four door sedans. The Fusion SE has a conventional front-wheel drive layout with a 3.0 liter V6 internal combustion engine (ICE) coupled to a 6speed automatic transaxle. The Fusion Hybrid’s powertrain retained a front-wheel drive layout, but coupled a 2.5 liter inline 4 cylinder Atkinson ICE with an electronic continuous variable transmission (eCVT). The eCVT module contains both an electric traction motor and generator coupled to the ICE through a single planetary gear set. The Motor Control Unit (MCU), Generator Control Unit (GCU), and Transmission Control Unit (TCU), as well as other required high-power electronic components, are all contained within the eCVT. To keep the primary components (e.g. power electronics, control electronics, motors/generator, gearing) of the eCVT within an acceptable operating temperature, a separate cooling circuit consisting primarily of an electrically operated coolant pump and heat exchanger were added to the HEV vehicle over the baseline. The high voltage power supply for the electric motor and generator consists of a 275V, 5.5 Ampere-Hour (Ah) nickel metal hydride (NiMH) traction battery and dedicated HV electrical harness. The battery module is positioned between the C-pillars of the vehicle directly behind the rear passenger seat. To keep the battery temperature within a safe and functional operating temperature, a forced air cooling system was integrated into the battery module. Modifications to the rear seat were required to support the flow of cooler air from the passenger cabin through the battery module, exhausting the heated air into the rear truck compartment. The Fusion HEV retained a 12-volt system to operate all non-hybrid vehicle systems. However a DC-DC converter replaced the alternator for charging the 12-volt battery. In addition to the primary system changes (e.g., engine, transmission, power supply and power distribution) required for the adaptation of power-split HEV technology, changes to less “technology critical” systems were also made: Such as the change over from a mechanical driven AC compressor to an electrical-driven compressor and the addition of an auxiliary electriccoolant pump. Both are examples of climate control system components requiring modifications to accommodate ICE shutdown. 53
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Light Duty Technology Cost Analysis
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Contents A. EXECUTIVE SUMMARY......
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Figures FIGURE A-1: POWER-SPLIT SYS
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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 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 transit lead times. This equate
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
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The two (2) main housings and both
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Figure D-67: Main Housing and Elect
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The rotor shaft is mounted to an in
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D.7 Electrical Power Supply System
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Circuit connections between packs a
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The traction battery assembly is mo
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During dormant periods the BEC (Fig
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D.7.2 Electrical Power Supply Cost
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Item 1 2 3 4 5 6 7 8 9 10 11 12 13
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The HV connectors (Figure D-91) are
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Item Table D-12: Net Incremental Di
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F. Power-Split Scaling Cost Analysi
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vehicle class was determined. Also
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G. 2010 Hyundai Avante Lithium Poly
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Figure G-3: Li Ion Battery Modules
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Figure G-6: Cell Covers in Module,
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Figure G-9: The Battery Pack Discon
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Table G-2: 2010 Hyundai Avante Lith
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Table H-1: Baseline Powertrain and
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Table H-2: Primary Component Sizing
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Costing Databases: the five (5) cor
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Surrogate part: a part similar in f
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