Light Duty Technology Cost Analysis,
Power-Split and P2 HEV Case Studies
&EPA
United States
Environmental Protection
Agency
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Light Duty Technology Cost Analysis,
Power-Split and P2 HEV Case Studies
Assessment and Standards Division
Office of Transportation and Air Quality
U.S. Environmental Protection Agency
Prepared for EPA by
FEV, Inc.
EPA Contract No. EP-C-07-069
Work Assignment No. 3-3
NOTICE
This technical report does not necessarily represent final EPA decisions or
positions. It is intended to present technical analysis of issues using data
that are currently available. The purpose in the release of such reports is to
facilitate the exchange of technical information and to inform the public of
technical developments.
United States
Environmental Protection
Agency
EPA-420-R-11-015
November 2011
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Contents
A. EXECUTIVE SUMMARY 1
B. INTRODUCTION 11
B.I OBJECTIVES 11
B.2 PROCESS FLOW AND KEY SUPPORTING DOCUMENTS 13
B.3 COST ANALYSIS ASSUMPTIONS 16
C. COSTING METHODOLOGY 19
C.I TEARDOWN, PROCESS MAPPING, AND COSTING 19
C.I.I Cost Methodology Fundamentals 19
C.I.2 Serial and Parallel Manufacturing Operations and Processes 21
C.2 COST MODEL OVERVIEW 25
C.3 INDIRECT OEM COSTS 27
C.4 COSTING DATABASES 27
C.4.1 Database Overview 27
C.4.2 Material Database 28
C.4.3 Labor Database 31
C.4.4 Manufacturing Overhead Database 34
C.4.5 Mark-up (Scrap, SG&A, Profit, ED&T) 38
C.4.6 Packaging Database 42
C.5 SHIPPING COSTS 44
C.6 MANUFACTURING ASSUMPTION AND QUOTE SUMMARY WORKSHEET 44
C.6.1 Overview 44
C. 6.2 Main Sections of Manufacturing Assumption and Quote Summary Worksheet. 45
C.7 MARKETPLACE VALIDATION 51
C.8 COST MODEL ANALYSIS TEMPLATES 52
C.8.1 Subsystem, System and Vehicle Cost Model Analysis Templates 52
D. 2010 FORD FUSION POWER-SPLIT HEV COST ANALYSIS, CASE STUDY #0502 52
D.I VEHICLE & COST SUMMARY OVERVIEW 52
D. 1.1 Vehicle Comparison Overview 52
D.I.2 Direct Manufacturing Cost Difference for a 2010 Ford Fusion Power-Split HEV compared to a
2010 Ford Fusion SE Baseline Vehicle 57
D.2 ENGINE SYSTEM AND COST SUMMARY OVERVIEW 59
D.2.1 Engine Hardware Overview 59
D.2.2 Engine System Cost Impact. 60
D.3 TRANSMISSION SYSTEM AND COST SUMMARY OVERVIEW 61
D.3.1 Transmission Hardware Overview 61
D.3.2 Transmission System Cost Impact. 78
D.4 BODY SYSTEM AND COST SUMMARY OVERVIEW 83
D.4.1 Body Hardware Overview 83
D.4.2 Body System Cost Impact. 91
D.5 BRAKE SYSTEM AND COST SUMMARY OVERVIEW 92
D.5.1 Brake Hardware Overview 92
D.5.2 Brake System Cost Impact 98
D.6 CLIMATE CONTROL SYSTEM AND COST SUMMARY OVERVIEW 100
D.6.1 Climate Control Hardware Overview 100
D.6.2 Climate Control Cost Impact 107
D.7 ELECTRICAL POWER SUPPLY SYSTEM AND COST SUMMARY OVERVIEW 109
D. 7.1 Electrical Power Supply Hardware Overview 109
D.7.2 Electrical Power Supply Cost Impact 117
ii
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D.8 ELECTRICAL DISTRIBUTION AND ELECTRONIC CONTROL SYSTEM AND COST SUMMARY 119
D.8.1 Electrical Distribution and Electronic Control Hardware Overview 119
D.8.2 Electrical Distribution and Electronic Control Cost Impact 122
E. POWER-SPLIT SENSITIVITY ANALYSIS 124
F. POWER-SPLIT SCALING COST ANALYSIS 125
F.I POWER-SPLIT METHODOLOGY OVERVIEW 125
F.2 POWER-SPLIT COMPONENT SIZING 125
F.3 SYSTEM SCALING OVERVIEW 128
G. 2010 HYUNDAI AVANTE LITHIUM POLYMER BATTERY COST ANAYLSIS 129
H. P2 SCALING COST ANALYSIS 138
H.I P2 METHODOLOGY OVERVIEW 138
H.2 : P2 COMPONENT SIZING 140
H.3 SYSTEM SCALING OVERVIEW 141
I. GLOSSARY OF TERMS 142
111
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Figures
FIGURE A-l: POWER-SPLIT SYSTEM DIAGRAM ILLUSTRATING BASIC CONCEPT 3
FIGURE A-2: NET INCREMENTAL DIRECT MANUFACTURING COST TO ADD POWER-SPLIT HEV TECHNOLOGY
TO A CONVENTIONAL LARGE SIZE VEHICLE (I.E. 2010 FORD FUSION) 4
FIGURE A-3: P2 HEV SYSTEM DIAGRAM ILLUSTRATING BASIC CONCEPT EVALUATED 6
FIGURE B-l: COST ANALYSIS PROCESS FLOW STEPS & DOCUMENT INTERACTION 13
FIGURE C-l: FUNDAMENTAL STEPS IN COSTING PROCESS 24
FIGURE C-2: UNIT COST MODEL - COSTING FACTORS INCLUDED IN ANALYSIS 25
FIGURE C-3: SAMPLE MAQS COSTING WORKSHEET (PART 1 OF 2) 46
FIGURE C-4: SAMPLE MAQS COSTING WORKSHEET (PART 2 OF 2) 47
FIGURE C-5: EXCERPT ILLUSTRATING AUTOMATED LINK BETWEEN OEM/T1 CLASSIFICATION INPUT IN MAQS
WORKSHEET AND THE CORRESPONDING MARK-UP PERCENTAGES UPLOADED FROM THE MARK-UP
DATABASE 48
FIGURE C-6: EXAMPLE OF PACKAGING COST CALCULATION FOR BASE BATTERY MODULE 51
FIGURE D-l: 2010 FUSION SE (LEFT) AND 2010 FUSION HYBRID (RIGHT) 53
FIGURE D-2: FUSION HEV AND FUSION BASE VEHICLE MASS DISTRIBUTIONS AS MEASURED 56
FIGURE D-3: 3.0L-V6 INSTALLATION (FUSION SE) 59
FIGURE D-4: 2.5L-I4 INSTALLATION (FUSION HYBRID) 60
FIGURE D-5: AISIN 6-SPEED AND FUSION ECVT 61
FIGURE D-6: MAIN ECVT CASE COMPONENTS 62
FIGURE D-7: TRANSMISSION POWER-FLOW 63
FIGURE D-8: TRANSMISSION COMPONENTS, INSTALLED 64
FIGURE D-9: GENERATOR ROTOR COMPONENTS 64
FIGURE D-10: GENERATOR STATOR 65
FIGURE D-ll: TRACTION MOTOR ROTOR COMPONENTS 66
FIGURE D-12: TRACTION MOTOR STATOR 67
FIGURE D-13: TRACTION CONTROL UNIT COMPONENTS 68
FIGURE D-14: GENERATOR CONTROL UNIT COMPONENTS 69
FIGURE D-15: TRANSMISSION CONTROL MODULE 69
FIGURE D-16: LARGE CAPACITOR 70
FIGURE D-17: SMALL CAPACITOR 70
FIGURE D-18: CVT CONTROL CIRCUIT BOARD 71
FIGURE D-19: HOUSING, TRANSMISSION CONTROL MODULE 71
FIGURE D-20: ELECTRICAL FILTER, INVERTER AND BALLAST RESISTOR 72
FIGURE D-21: SPEED SENSOR, GENERATOR 72
FIGURE D-22: SPEED SENSOR, TRACTION MOTOR 73
FIGURE D-23: CURRENT SENSOR ASSEMBLY 73
FIGURE D-24: COIL MODULE ASSEMBLY 74
FIGURE D-25: TRANSMISSION HARNESSES 74
FIGURE D-26: COOLER LINES AND RADIATOR WITH INTERNAL COOLER 75
FIGURE D-27: INTERNAL COOLER 75
FIGURE D-28: EXCHANGER MOUNTED TO FRONT END MODULE (FEM) 76
FIGURE D-29: EXCHANGER ON BENCH 76
FIGURE D-30: AUXILIARY COOLANT PUMP WITH MOUNT, HOSES, SPRING CLAMPS & RESERVOIR 77
FIGURE D-31: INTERNAL HEAT EXCHANGER, INTEGRATED INTO THE BOTTOM SIDE OF THE HOUSING -
ELECTRONIC ASSEMBLY 78
FIGURE D-32: MOUNTING FACE FOR POWER ELECTRONICS ON TOP SIDE OF HOUSING - ELECTRONIC
ASSEMBLY 78
FIGURE D-33: BASE FUSION, UNDER ENGINE SPLASH SHIELD 84
FIGURE D-34: HEV FUSION, UNDER ENGINE SPLASH SHIELD 85
FIGURE D-35: LUGGAGE COMPARTMENT LINER 85
FIGURE D-36: HEAT SHIELD ON REAR SEAT BACKS 86
FIGURE D-37: HEAT SHIELD FOR REAR SEAT PAN 86
iv
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FIGURE D-38: REAR SEAT BOTTOM (BASE) 87
FIGURE D-39: WIRE FRAME WELDMENT 87
FIGURE D-40: SEAT COVER FASTENING TYPES 87
FIGURE D-41: HOOK AND LOOP PLACEMENT 88
FIGURE D-42: REAR SEAT BOTTOM (HEV) 88
FIGURE D-43: EXPANDED POLYPROPYLENE (EPP), SEAT BASE STRUCTURE 89
FIGURE D-44: SEAT RETAINERS 89
FIGURE D-45: EXTRUDED RETAINERS FOR SEAT COVER TO BASE 89
FIGURE D-46: EXTRUDED RETAINER LOCATION ON BASE 90
FIGURE D-47: HOOK AND LOOP PLACEMENT ON CUSHION 90
FIGURE D-48: INTAKE GRILL 90
FIGURE D-49: KEY COMPONENTS OF BRAKE-BY-WIRE SYSTEM 93
FIGURE D-50: BRAKE PEDAL ASSEMBLY (BASE FUSION) 93
FIGURE D-51: BRAKE PEDAL ASSEMBLY (HEV FUSION) 94
FIGURE D-52: ADDITIONAL COMPONENTS ADDED TO THE PEDAL & BRACKET ASSEMBLY -BRAKE FOR A
BRAKE-BY-WIRE SYSTEM 94
FIGURE D-53: BASE BRAKE BOOSTER WITH MASTER CYLINDER 95
FIGURE D-54: DUAL DIAPHRAGM BOOSTER 96
FIGURE D-55: DIAPHRAGM POSITION & PRESSURE SENSOR 96
FIGURE D-56: ACTUATOR SOLENOID AND ADDITIONAL HARNESS 97
FIGURE D-57: SLOTTED CLEVIS WITH OVERMOLDED SLIDE 97
FIGURE D-58: VACUUM PUMP ASSEMBLY 98
FIGURE D-59: AUXILIARY WATER PUMP 100
FIGURE D-60: BELT-DRIVEN COMPRESSOR AND MOUNTING HARDWARE 101
FIGURE D-61: ELECTROMAGNETIC CLUTCH AND PULLEY WITH BEARING 102
FIGURE D-62: PISTONS, CYLINDER BORE AND SWASH PLATE 102
FIGURE D-63: SEALING PLATE AND REED VALVES 102
FIGURE D-64: AC COMPRESSOR END CAPS 103
FIGURE D-65: AC COMPRESSOR MAIN HOUSINGS WITH CENTER BORES 103
FIGURE D-66: ELECTRIC COMPRESSOR AND MOUNTING HARDWARE 104
FIGURE D-67: MAIN HOUSING AND ELECTRONICS 105
FIGURE D-68: PRINTED CIRCUIT BOARDS (PCBs) AND IGBTHEATSiNK PLATE 105
FIGURE D-69: HIGH VOLTAGE Low CURRENT (HVLC) AC COMPRESSOR PIGTAIL 106
FIGURE D-70: STATOR AND ROTOR ON BENCH 106
FIGURE D-71: STATOR AND ROTOR IN ASSEMBLY 106
FIGURE D-72: ECCENTRIC DRIVE AND SCROLL HOUSING 107
FIGURE D-73: SCROLLS AND SCROLL HOUSING WITH MOUNTING Boss FOR AC COMPRESSOR 107
FIGURE D-74: NiMH BATTERY PACKS WIRED IN SERIES 109
FIGURE D-75: NiMH BATTERY SUB-MODULES CONTAIN EIGHT (8) D-CELLS ASSEMBLE IN SERIES 110
FIGURE D-76: NiMH CELL CONSTRUCTION 110
FIGURE D-77: BATTERY CONNECTIONS AND SENSORS Ill
FIGURE D-78: STAMPED BATTERY COVER (UNDER PLENUM, LUGGAGE COMPARTMENT SIDE) Ill
FIGURE D-79: STAMPED BATTERY COVER (CABIN SIDE) 112
FIGURE D-80: BATTERY PLENUM AND COOLING FAN (Top REAR VIEW) 112
FIGURE D-81: ELECTRONICALLY REGULATED FAN 112
FIGURE D-82: BATTERY ASSEMBLY MOUNTED IN VEHICLE (CABIN SIDE) 113
FIGURE D-83: THE BATTERY ENERGY CONTROL MODULE (BECM) 114
FIGURE D-84: BATTERY PACK SENSOR MODULE (BPSM) 114
FIGURE D-85: BUSSED ELECTRICAL CENTER (BEC) 115
FIGURE D-86: DC-DC CONVERTER 116
FIGURE D-87: DC-DC CONVERTER COOLANT PASSAGE 116
FIGURE D-88: FORD FUSION 275 VOLT, 5.5AH, NiMH BATTERY SUB-SUBSYSTEM COST AND MAJOR COST
ELEMENT BREAKDOWNS 117
FIGURE D-89: HIGH VOLTAGE ELECTRICAL HARNESS CONNECTIONS 120
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FIGURE D-90: HIGH VOLTAGE HARNESS CONNECTIONS 120
FIGURE D-91: HIGH VOLTAGE ELECTRICAL CONNECTOR 121
FIGURE D-92: BATTERY DISCONNECT AND MAIN FUSE 122
FIGURE G-l: Li ION BATTERY PACK 130
FIGURE G-2: Li ION BATTERY MODULES (6) 130
FIGURE G-3: Li ION BATTERY MODULES CONTAIN EIGHT (8) POUCH-CELLS CONNECTED IN SERIES WITH PAIRS
OF CELLS MOUNTED IN THE CELL COVERS 131
FIGURE G-4: LITHIUM POLYMER CELL CONSTRUCTION 131
FIGURE G-5 : CELL WITH POLYMER COVER REMOVED 132
FIGURE G-6: CELL COVERS IN MODULE, CELL TABS WELDED, VOLTAGE SENSING AND CELL BALANCING
LEADS 133
FIGURE G-7: BATTERY PACK FRONT (CONNECTION) SIDE 134
FIGURE G-8: STAMPED COVER PLATE 134
FIGURE G-9: THE BATTERY PACK DISCONNECT MODULE 135
FIGURE G-10: THE BATTERY MANAGEMENT CONTROL BOARD 135
VI
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Tables
TABLE A-l: NET INCREMENTAL, DIRECT MANUFACTURING COSTS TO ADD POWER-SPLIT HEV
TECHNOLOGY TO A RANGE OF VEHICLE SEGMENTS 5
TABLE A-2: P2 VEHICLE SEGMENT MASS & POWER REDUCTION ESTIMATES 7
TABLE A-3: NET INCREMENTAL, DIRECT MANUFACTURING COSTS FOR ADDING P2 HEV TECHNOLOGY TO A
RANGE OF VEHICLE SEGMENTS 8
TABLE A-4: P2 HEV INTEGRATED MOTOR/GENERATOR AND CLUTCH ASSEMBLY SYSTEM, SUBSYSTEM COST
ANALYSIS BREAKDOWN 9
TABLE A-5: P2 HEV ELECTRIC POWER SUPPLY SYSTEM, SUBSYSTEM AND COMPONENT COST ANALYSIS
BREAKDOWN 10
TABLE B-l: SUMMARY OF UNIVERSAL COST ANALYSIS ASSUMPTIONS APPLIED TO ALL CASE STUDIES 17
TABLE C-l: STANDARD MARK-UP RATES APPLIED TO TIER 1 AND TIER 2/3 SUPPLIERS BASED ON SIZE AND
COMPLEXITY RATINGS 41
TABLE D-l: VEHICLE SPECIFICATION SUMMARY 55
TABLE D-2: FUEL ECONOMY AND EMISSIONS SUMMARY 55
TABLE D-3: PERFORMANCE SUMMARY 56
TABLE D-4: NET INCREMENTAL DIRECT MANUFACTURING COST OF FORD FUSION HEV OVER FORD FUSION SE
58
TABLE D-5: NET INCREMENTAL DIRECT MANUFACTURING COST OF FORD FUSION HEV ECVT IN COMPARISON
TO CONVENTIONAL 6-SPEED AUTOMATIC TRANSMISSION 81
TABLE D-6: ECVT MOTOR AND CONTROLS SUBSYSTEM COST BREAKDOWN 83
TABLE D-7: NET INCREMENTAL DIRECT MANUFACTURING COST OF FORD FUSION HEV BODY SYSTEM IN
COMPARISON TO FORD FUSION BASE BODY SYSTEM 91
TABLE D-8: NET INCREMENTAL DIRECT MANUFACTURING COST OF FORD FUSION HEV BRAKE SYSTEM IN
COMPARISON TO FORD FUSION BASE BRAKE SYSTEM 99
TABLE D-9: NET INCREMENTAL DIRECT MANUFACTURING COST OF FORD FUSION HEV CLIMATE CONTROL
SYSTEM IN COMPARISON TO FORD FUSION BASE CLIMATE CONTROL SYSTEM 108
TABLE D-10: NET INCREMENTAL DIRECT MANUFACTURING COST OF FORD FUSION HEV ELECTRICAL POWER
SUPPLY SYSTEM IN COMPARISON TO FORD FUSION BASE ELECTRICAL POWER SUPPLY SYSTEM 118
TABLE D-ll: NET INCREMENTAL DIRECT MANUFACTURING COST OF FORD FUSION HEV NiMH BATTERY... 119
TABLE D-12: NET INCREMENTAL DIRECT MANUFACTURING COST OF FORD FUSION HEV ELECTRICAL
DISTRIBUTION AND ELECTRONIC CONTROL SYSTEM IN COMPARISON TO FORD FUSION BASE ELECTRICAL
DISTRIBUTION AND ELECTRONIC CONTROL SYSTEM 123
TABLE E-l: COST MODEL SENSITIVITY STUDY RESULTS 124
TABLE F-l: BASELINE POWERTRAIN AND VEHICLE ATTRIBUTES FOR THE ADDITIONAL VEHICLE CLASSES,
UNDER EVALUATION FOR ADDING POWER-SPLIT HEV TECHNOLOGY 126
TABLE F-2: PRIMARY COMPONENT SIZING FOR A RANGE OF POWER-SPLIT HYBRID ELECTRIC VEHICLES
CLASSES 128
TABLE G-l: NiMH VERSUS LITHIUM POLYMER HIGH VOLTAGE BATTERY ATTRIBUTE COMPARISON 129
TABLE G-2: 2010 HYUNDAI AVANTE LITHIUM POLYMER HIGH VOLTAGE TRACTION BATTERY COST ANALYSIS
137
TABLE H-l: BASELINE POWERTRAIN AND VEHICLE ATTRIBUTES FOR THE ADDITIONAL VEHICLE CLASSES,
UNDER EVALUATION FOR ADDING P2 HEV TECHNOLOGY 139
TABLE H-2: PRIMARY COMPONENT SIZING FOR A RANGE OF P2 HYBRID ELECTRIC VEHICLES CLASSES 141
Vll
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Light-Duty Technology Cost Analysis
Power-split and P2 HEV Case Studies
A. Executive Summary
The United States Environmental Protection Agency (EPA) contracted with FEV, Inc. to
determine incremental direct manufacturing costs for a set of advanced light-duty vehicle
technologies. The technologies selected are on the leading edge for reducing emissions
of greenhouse gases in the future, primarily in the form of tailpipe carbon dioxide (CO2).
In contrast to comparable cost analyses done in the past, which relied heavily on supplier
price quotes for key components, this study is based to a large degree on teardowns of
vehicles or vehicle systems that employ the new technologies and of similar vehicles or
systems without the new technologies. Analysts with expertise in automotive design,
materials, and manufacturing then compare the teardown components and evaluate the
differences. Using databases for materials, labor, manufacturing overhead, and mark-up
costs, the overall cost to manufacture individual parts and assemble them into systems are
calculated and summed into final results. A model consisting of an extensive set of
linked spreadsheets and associated macros has been developed to perform the
calculations, to track the input data, identify sources of information, describe assumptions
used in the case study, and provide analysis tools such as forecasting to future years.
To establish a consistent framework for all costing work, several primary technology and
manufacturing assumptions were established that directly impact the cost parameters used
in the analysis. For example, the manufacturing time period and location identifies the
labor rate data uploaded into the analysis. The maturity level of the technology defines
the mark-up rates (end-item scrap, corporate overhead/SG&A, profit, engineering, design
and testing (ED&T)/research and development (R&D)) applied against the total
manufacturing cost.
Examples of universal assumptions used for the cost analyses included in this report are
as follows:
• Technology and manufacturing methods are considered mature in the 2009/2010
timeframe, e.g., well developed product designs, high production volumes, high
first time manufacturing yields, significant marketplace competition, low field
warranty.
• Manufacturing rates are considered high volume, i.e., approximately 450,000 units
per year, and maintained throughout the product life.
• All OEM and supplier manufacturing locations are in North America (i.e., USA
and Canada), unless otherwise stated.
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• All manufacturing process and operations are based on standard/mainstream
industrial practices.
• All material, labor and manufacturing overhead costs are based on 2009/2010
economics.
• All OEM mark-up will be applied using indirect cost (1C) multipliers. These are
not within the scope of this analysis, but should be separately determined and
applied to the results of this analysis to obtain the total (direct + indirect)
manufacturing costs.
Since the manufacturing costs presented in this report are based on current automotive
and/or surrogate industry manufacturing operations and processes, it is acknowledged that
a reduction to the costs presented is very likely based on both product and manufacturing
learning. Projected technology cost reductions, as a result of learning, are not covered as
part of this analysis.
In addition, no attempt was made in the analyses to forecast the impact of material, labor,
and/or manufacturing overhead rate changes. However, a sensitivity analysis has been
added to predict the impact of changes in any of the costs.
The report begins by providing an overview of the costing methodology used to conduct
the various analyses contained within this report. Additional details on the costing
methodology can be found in EPA published report EPA-420-R-09-020 "Light-Duty
Technology Cost Analysis Pilot Study" (http://www.epa.gov/OMS/climate/420r09020.
pdf).
Following the costing methodology overview, the incremental cost impact of adding
power-split hybrid electric vehicle (HEV) technology to a conventional baseline vehicle is
discussed. The analysis is based on the detail teardown and costing of the hardware
difference, applicable to the adaptation of power-split HEV technology found between
the 2010 Ford Fusion HEV and an equivalent equipped 2010 Ford Fusion conventional
powertrain vehicle. A description of the hardware required to create the power-split
technology is highlighted and details on the costs are captured at various levels. Figure
A-l is a simple illustration of the power-split technology analyzed highlighting key
components within the power-split system boundary as well as those systems which
impacted the net incremental direct manufacturing cost. Components within other vehicle
systems (e.g., suspension, driveline, electrical feature) were also modified, however their
differences were assessed to have no significant cost impact.
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Power-split System Boundary
I 1
Internal Combustion Engine (ICE)
Other Systems with a Net
Incremental Direct
Manufactuing Cost Impact
Body System
Brake System
Climate Control System
Electronic Continuous Variable Transmission
Power Electonics, Motor, and Gear Cooling
Subsystem
Power Electonics/lnverter & Controls
High Voltage Traction Battery
1 Relays, Fuses,
Disconnect
Control
Electronics,
Sensors,
Switches
Battery Cells/Modules
Battery Cooling Module
Figure A-l: Power-split System Diagram Illustrating Basic Concept
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A summary of the incremental cost impact, broken down by major contributing vehicle
system may be found in Figure A-2.
$2,500
$2,000
as $1,500
o>
Q
V)
o
o
I
0>
o
c
$1,000
$500
$(500)
$(1,000)
$1,169
n
Engine
System
Net Incremental Cost Per Vehicle To Add
Power-Split HEV Technology $3435
$6
Transmission
System
Body
System
$237
Brake
System
$213
$201
Climate Power Electrical
Control Supply Distribution
System System System
$(547)
Vehicle System
Figure A-2: Net Incremental Direct Manufacturing Cost to Add Power-Split HEV
Technology to a Conventional Large Size Vehicle (i.e. 2010 Ford Fusion)
In addition, the incremental cost results for adding power-split HEV technology to other
vehicle segments is presented. Using selected vehicle attributes (e.g., net vehicle
horsepower, internal combustion engine horsepower, traction motor horsepower, traction
motor battery size, wheel base, curb weight, interior volume) custom ratios were
developed for scaling the Ford Fusion large size power-split HEV technology
configuration, and associated incremental costs, to additional vehicle segments. Table
A-l provides a summary of the incremental cost impact for adding the power-split
technology to the sub-compact, small, and minivan vehicle segments. Note the power-
split HEV technology was not considered applicable for the small and large truck classes.
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Table A-l: Net Incremental, Direct Manufacturing Costs to Add Power-Split HEV
Technology to a Range of Vehicle Segments
System
ID
010000
020000
030000
060000
120000
140000
180000
000000
System Description
Engine System
Transmission System
Body System
Brake System
Climate Control System
Electrical Power Supply System
Electrical Distribution and Electronic Control
System
Net Incremental
Percent Decrease/Increase From Mid-Large Size
Vehicle Segment
Calculated Incremental Manufacturing Cost
Subcompact Size
Passenger Vehicle
Segment
(e.g. Ford Fiesta)
$ (193.35)
$ 1,008.12
$ 6.31
$ 229.83
$ 204.33
$ 1,406.23
$ 191.45
$ 2,852.92
- 17.0%
Compact-Small Size
Passenger Vehicle
Segment
(e.g. Ford Focus)
$ (87.53)
$ 1,026.02
$ 6.31
$ 232.20
$ 207.89
$ 1,594.08
$ 196.19
$ 3,175.16
- 8.0%
Mid-Large Size
Passenger Vehicle
Segment
(Ford Fusion)
$ (547.00)
$ 1,169.27
$ 6.31
$ 236.68
$ 213.46
$ 2,154.80
$ 201.50
$ 3,435.01
N/A
Minivan-Large Size
Passenger Vehicle
Segment
(e.g. Ford Flex)
$ (131.30)
$ 1,173.34
$ 6.31
$ 241.96
$ 230.48
$ 2,463.98
$ 203.75
$ 4,167.81
+ 21.3%
Lastly, utilizing both the Ford Fusion power-split HEV components and developed costs,
and the Hyundai Avante lithium polymer battery module (sold domestically in South
Korea) and its developed costs, an incremental cost was developed for a P2 HEV
technology configuration, over a range of vehicle segments. The basic P2 configuration
evaluated, shown in Figure A-3, consists of an integrated electric motor/generator and
hydraulic clutch module positioned between a downsized internal combustion engine
(ICE) and transmission. The electrical power supply/storage system consisted of high
voltage lithium polymer battery pack; voltage and capacity matched to the electric
motor/generator size and vehicle mass. The P2 HEV technology configuration
considered in this analysis was not considered to have a significant all electric range
(AER) capability.
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P2 System Boundary
I Electric Motor/Generator Clutch Assembly I
Internal Combustion Engine (ICE)
Other Systems with a Net
Incremental Direct
Manufactuing Cost Impact
-I
Power Electronics/Inverter 8
Controls
Transmission
(e.g.AT, ATM.DCT)
•u
Body System
Brake System
Climate Control System
High Voltage Traction Battery
CO
;°j CD
£ 8
a? .22
rr a
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.
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Table A-2: P2 Vehicle Segment Mass & Power Reduction Estimates
Vehicle Segment
Subcompact Car
Small/Compact Car
Large Car
Mini Van
Small Truck
Large Truck
Mass Reduction
0%
2%
10%
16%
16%
15%
Power Reduction
0%
1.8%
9.3%
14.9%
14.8%
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).
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Table A-3: Net Incremental, Direct Manufacturing Costs for Adding P2 HEV
Technology to a Range of Vehicle Segments
System
ID
010000-A
010000-B
020000
030000
060000
120000
140000
180000
System Description
Vehicle Example
Internal Combustion Engine (ICE) System
Integrated Electric Motor/Generator and Clutch
Assembly System
Transmission System
Body System
Brake System - BBW
Climate Control System
Ebctric Power Supply System
Power Distribution and Control System
Net Incremental Direct Manufacturing Cost
Calculated Incremental Manufacturing Cost - P2 HEV Technology
Sub-Compact
Vehicle
Segment
Passenger 2-4
Ford Fiesta
Small/ Compact
Vehicle
Segment
Passenger 2-5
Ford Focus
Large
Size/Vehicle
Segment
Passenger 4-6
Ford Fusion and
Taurus
Mini Van Vehicle
Segment
Passenger 6-8
Ford Flex
Small Truck
Ford Ranger
Large Truck
Ford Explorer
Engine technology selection and downsizing outside of analysis scope
$ 1,038.80
$ 1,091.51
$ 1,269.82
$ 1,190.83
$ 1,159.44
$ 1,274.14
Transmission technology selection and downsizing outside of analysis scope
$ 6.13
$ 225.84
$ 190.72
$ 1,253.72
$ 197.11
$ 2,912.32
$ 6.25
$ 230.74
$ 202.51
$ 1,391.21
$ 201.22
$ 3,123.43
$ 6.30
$ 234.42
$ 217.77
$ 1,512.44
$ 203.28
$ 3,444.03
$ 6.39
$ 235.07
$ 271.48
$ 1,518.78
$ 203.97
$ 3,426.52
$ 6.25
$ 232.78
$ 249.05
$ 1,474.39
$ 201.22
$ 3,323.13
$ 6.39
$ 240.99
$ 239.85
$ 1,702.71
$ 212.20
$ 3,676.28
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Table A-4 and Table A-5 provide additional cost analysis details for the two major P2
HEV contributing systems (Integrated Electric Motor/Generator and Clutch Assembly
System and Electric Power Supply System, respectively).
Table A-4: P2 HEV Integrated Motor/Generator and Clutch Assembly System,
Subsystem Cost Analysis Breakdown
System
ID
010000-B
B.1
B.2
B.3
B.4
B.5
B.6
B.7
B.8
B.9
B.10
B.11
B.12
B.13
System Description
Vehicle Example
Integrated Electric Motor/Generator and Clutch
Assembly System
(Sum of Subsystems B.1 - B.13)
Case Subsystem
Launch Clutch Subsystem
Oil Pump and Filter Subsystem
Traction Motor - Generator Subsystem
Passive Power Electronics Component
Subsystem (Capacitors, Filters, etc)
Power Electronics/Inverter & Controls Subsystem
Traction Motor-Generator Sensor Subsystem
Internal Electrical Connection Subsystem
Switch Subsystem
Electrical Housing/Support Structure Subsystem
Electric Motor/Generator & Clutch Cooling
Subsystem
Other Misc (e.g. brackets, sealing, etc)
OE Electric Motor/Generator Clutch System
Assembly
Calculated Incremental Manufacturing Cost - P2 HEV Technology
Sub-Compact
Vehicle
Segment
Passenger 2-4
Ford Fiesta
$ 1,038.80
$ 121.22
$ 84.87
$ 29.97
$ 231.95
$ 78.52
$ 262.03
$ 38.55
$ 42.11
$ 3.04
$ 45.40
$ 46.76
$ 3.05
$ 51.33
Small/Compact
Vehicle
Segment
Passenger 2-5
Ford Focus
$ 1,091.51
$ 129.22
$ 89.40
$ 31.71
$ 242.92
$ 82.86
$ 271.65
$ 38.55
$ 42.11
$ 3.04
$ 53.65
$ 51.80
$ 3.26
$ 51.33
Large
Size/Vehicle
Segment
Passenger 4-6
Ford Fusion and
Taurus
$ 1,269.82
$ 156.84
$ 104.61
$ 37.61
$ 278.58
$ 96.99
$ 302.91
$ 38.55
$ 42.11
$ 3.04
$ 80.48
$ 72.82
$ 3.96
$ 51.33
Mini Van Vehicle
Segment
Passenger 6-8
Ford Flex
$ 1,190.83
$ 144.79
$ 98.86
$ 35.25
$ 262.12
$ 90.47
$ 288.49
$ 38.55
$ 42.11
$ 3.04
$ 68.10
$ 64.09
$ 3.64
$ 51.33
Small Truck
Ford Ranger
$ 1,159.44
$ 138.65
$ 99.30
$ 33.97
$ 253.89
$ 87.21
$ 281.27
$ 38.55
$ 42.11
$ 3.04
$ 61.91
$ 64.73
$ 3.47
$ 51.33
Large Truck
Ford Explorer
$ 1,274.14
$ 161.75
$ 114.75
$ 40.44
$ 273.09
$ 94.82
$ 298.11
$ 38.55
$ 42.11
$ 3.04
$ 76.35
$ 75.95
$ 3.85
$ 51.33
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Table A-5: P2 HEV Electric Power Supply System, Subsystem and Component Cost
Analysis Breakdown
System
ID
H
H.1
H.2
H.3
H.3.1
H.3.2
H.3.3
H.3.4
H.3.5
H.3.6
H.3.7
H.3.8
H.4
System Description
Vehicle Example
Electric Power Supply System
Service Battery Subsystem
Generator/Alternator and Regulator Subsystem
High Voltage Traction Battery Subsystem (Li-
Polymer)
Assembly of Battery
Battery Cells/Modules
Relays/Fuses/Disconnects
Internal Wire Harness Connections
Battery Sensing and Control Modules
Battery Cooling Module
Misc Components (e.g. Brackets, Housings,
Covers)
Vehicle Interfaces (e.g. Brackets, Wiring, etc)
Voltage Inverters/Converters Subsystem
Calculated Incremental Manufacturing Cost - P2 HEV Technology
Sub-Compact
Vehicle
Segment
Passenger 2-4
Ford Fiesta
$ 1,253.72
$ (3.47)
$ (56.92)
$ 1,202.24
$ 21.70
$ 643.36
$ 163.52
$ 31.27
$ 250.66
$ 45.18
$ 14.99
$ 31.58
$ 111.86
Small/Compact
Vehicle
Segment
Passenger 2-5
Ford Focus
$ 1,391.21
$ (3.47)
$ (61.23)
$ 1,333.93
$ 23.19
$ 737.42
$ 163.52
$ 32.93
$ 274.82
$ 51.79
$ 17.18
$ 33.09
$ 121.98
Large
Size/Vehicle
Segment
Passenger 4-6
Ford Fusion and
Taurus
$ 1,512.44
$ (3.47)
$ (78.70)
$ 1,442.29
$ 24.42
$ 815.17
$ 163.52
$ 34.31
$ 294.79
$ 57.25
$ 18.99
$ 33.84
$ 152.31
Mini Van Vehicle
Segment
Passenger 6-8
Ford Flex
$ 1,518.78
$ (3.47)
$ (82.72)
$ 1,442.54
$ 24.42
$ 815.17
$ 163.52
$ 34.31
$ 294.79
$ 57.25
$ 18.99
$ 34.09
$ 162.43
Small Truck
Ford Ranger
$ 1,474.39
$ (3.47)
$ (82.72)
$ 1,398.15
$ 23.93
$ 783.82
$ 163.52
$ 33.76
$ 286.74
$ 55.05
$ 18.26
$ 33.09
$ 162.43
Large Truck
Ford Explorer
$ 1,702.71
$ (3.47)
$ (90.55)
$ 1,619.13
$ 26.41
$ 940.58
$ 163.52
$ 36.54
$ 327.00
$ 66.06
$ 21.91
$ 37.11
$ 177.59
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B. Introduction
B.1 Objectives
The objective of this work assignment is to determine incremental direct manufacturing
costs for a set of advance light-duty vehicle technologies. The technologies selected are
on the leading edge for reducing future greenhouse gas emissions, primarily in the form
of tailpipe carbon dioxide (CO2). Such reductions generally correspond to fuel economy
improvements. Each technology selected is evaluated against a baseline vehicle
technology configuration representative of the current state of vehicle design and similar
overall driving performance. To obtain cost results across the diverse light-duty vehicle
fleet, application of the new technologies in six (6) vehicle size classes is considered,
though no costing was performed for cases in which a technology is not generally
considered applicable to a vehicle class. The vehicle size classes are:
• Sub-Compact car: a subcompact car typically powered by a small in-line 4 cylinder
engine.
• Small car: a small car typically powered by an in-line 4 cylinder engine
• Large car: a midsize or large passenger car typically powered by a V6 engine
• Minivan: a minivan or large cross-over vehicle with a large frontal area, typically
powered by a V6 engine, capable of carrying ~ 6 or more passengers
• Small truck: a small or mid-sized sports-utility or cross-over vehicle, or a small
pick-up truck, powered by a large V6 or small V8 engine
• Large truck: large sports-utility vehicles and large pickup trucks, typically powered
by a large V8 engine
This report focuses on the incremental costs for two (2) types of advance light-duty
vehicle technologies: power-split and P2 hybrid electric vehicle (HEV) technology.
Because the basis of the costing methodology is founded on having physical hardware to
evaluate, and there were no P2 HEVs available in North America during the time of the
analysis, a large size power-split HEV vehicle was chosen for the lead cost analysis.
From the lead cost analysis, incremental direct manufacturing costs were developed for
other power-split vehicle segments as well as P2 HEV vehicle segments.
For the large size power-split cost analysis (Case Study 0502), a 2010 Ford Fusion HEV
was evaluated for content difference relative to a 2010 Ford Fusion vehicle having a
conventional powertrain. The Fusion HEV powertrain consisted of a 2.5L Atkinson
Cycle 14 engine (156 hp), with two (2) AC synchronous permanent magnet motors (106
11
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hp max. combined), a 275V nickel metal hydride (NiMH) battery (nominal pack capacity
5.5A*hr, 1.51kW*hr), and an electronic continuous variable transmission. The Fusion
baseline vehicle utilized a 3.0L V6, Dual Overhead Cam (DOHC), 24 valve engine (240
hp), paired with a 6-speed automatic transmission.
The methodology used to perform the incremental cost analysis was the same as that used
in previous studies performed under this work assignment. The vehicles were
disassembled to a level where reliable assessments, conducted by the cross-functional
team, could be made on hardware differences. Any vehicle components that differed
between the HEV and baseline vehicle as a result of the selected powertrain technology
configuration were segregated for cost analysis. The selected parts were then
disassembled further and costed using standard tools and processes. An overview of
teardown and costing analysis is covered in more detail in Section D.
In addition to developing an incremental manufacturing cost for adding power-split HEV
technology to a mid- to large-size vehicle, represented by the Ford Fusion in this analysis,
calculations for adding this same technology to a range of vehicles segments were also
made. In lieu of utilizing full teardowns and cost-ups for each vehicle segment, a scaling
methodology was employed. The first step in the process involved defining the size of
the primary powertrain system components (e.g., internal combustion engine (ICE),
traction motor, generator motor, high voltage battery) for the defined vehicle segment.
This was accomplished by utilizing ratios developed within the Ford Fusion analysis (i.e.,
ICE/traction motor horsepower, traction motor/generator motor horsepower, battery
sizing to traction/generator motor sizing, etc.) and applying them to the new vehicle
segment to establish primary HEV base component sizes. Once the primary base
components were established, component costs within each system were scaled using a
variety of parameters including vehicle segment attributes (e.g., vehicle foot print,
passenger volume, and curb weight). The scaled totals for each system were then added
together to create an estimated vehicle cost. Additional details on the power-split scaling
methodology are discussed in Section E.
P2 hybrid incremental direct manufacturing costs were also developed using a similar
scaling methodology. Using cost data developed in previous case studies, mainly Ford
Fusion HEV power-split analysis and the Hyundai Avante lithium-polymer, a baseline
costed bill of materials (BOM) was assembled for a P2 hybrid architecture defined by the
EPA. The size of the primary HEV components (i.e., ICE, traction motor, and battery
size), for a selected vehicle segment were also selected by the EPA team based on
previous studies for such things as weight reduction, improved aerodynamics, and low
tire rolling resistance. Using the defined primary HEV components for each vehicle
segment, the baseline costed BOM, and parameters developed to scale costs based on
select vehicle attributes, P2 incremental direct manufacturing cost were calculated for the
six (6) vehicle classes defined previously.
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B.2 Process Flow and Key Supporting Documents
The overall process flow is comprised of eleven (11) major steps, described briefly
below.
1. Technology
Selection
Powertrain Vehicle Class
VCSM)
1
2. Hardware Selection
Powertrain Package
Proforma
1
3A. Generate Bill of
Materials - Phase 1
Comparison Bill of
Materials (C-BOM)
4. System/Subsystem
Disassembly and Process
Mapping - Phase 1
1
5. Cross Functional
Team (CFT) Reviews
i •
3B. Update Bill of Materials
Databases (Material, Labor, Manufacturing Overhead,
Mark-up, & Packaging)
6. Component/ Assembly
Disassembly & Process
Mapping - Phase 2
(Design Profit®)
Process Flow
Manual & Automated
Document Links
7. Generate
Manufacturing
Assumption and Quote
Summary (MAQS)
Worksheets
8. Market Place Cross-
check
9. Subsystem Cost Roll
Up
Subsystem Cost Model
Analysis Template
(Subsystem CMAT)
10. System Cost Roll
Up
System Cost Model
Analysis Template
(System CMAT)
11. Vehicle Cost Roll
Up
System Cost Model
Analysis Template
(System CMAT)
Figure B-l: Cost Analysis Process Flow Steps & Document Interaction
13
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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
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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 cross-
check 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.
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B.3 Cost Analysis Assumptions
When conducting the cost analysis for the various technology configurations, a number of
assumptions are made in order to establish a consistent framework for all costing. The
assumptions can be broken into universal and specific case study assumptions.
The universal assumptions apply to all technology configurations under analysis. Listed
in Table B-l are the fundamental assumptions.
The specific case study assumptions are those unique to a given technology configuration.
These include volume assumptions, weekly operation assumptions (days, shifts, hours,
etc.), packaging assumptions, and Tier 1 in-house manufacturing versus Tier 2/3 purchase
part assumptions. Details on the case study specific assumptions can be found in the
individual MAQS worksheets.
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Table B-l: Summary of Universal Cost Analysis Assumptions Applied to All Case
Studies
Item
Description
Universal Case Study Assumptions
Incremental Direct Manufacturing Costs
A. Incremental Direct manufacturing cost is the incremental
difference in cost of components and assembly, to the OEM, between
the new technology configuration and the baseline technology
configuration.
B. This value does not include Indirect OEM costs associated with
adopting the new technology configuration (e.g. tooling, corporate
overhead, corporate R&D, etc).
Incremental Indirect OEM Costs are not
handled within the scope of this cost
analysis
A. Indirect Costs are handled through the application of "Indirect
Cost Multipliers" (ICMs) which are not included as part of this
analysis. The ICM covers items such as
a. OEM corporate overhead (sales, marketing, warranty, etc)
b. OEM engineering, design and testing costs (internal & external)
c. OEM owned tooling
B. Reference EPA report EPA-420-R-09-003, February 2009,
"Automobile Industry Retail Price Equivalent and Indirect Cost
Multiplier" for additional details on the develop and application of
ICM factors.
Product/Technology Maturity Level
A. Mature technology assumption, as defined within this analysis,
includes the following:
a. Well developed product design
b. High production volume
c. Products in service for several years at high volumes
c. Significant market place competition
B. Mature Technology assumption establishes a consistent framework
for costing. For example, a defined range of acceptable mark-up
rates.
a. End-item-scrap 0.3-0.7%
b. SG&A/Corporate Overhead 6-7%
c. Profit 4-8%
d. ED&T (Engineering, Design and Testing) 0-6%
C. The technology maturity assumption does not include allowances
for product learning. Application of a learning curve to the
calculated incremental direct manufacturing cost is handled outside
the scope of this analysis.
17
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Item
4
5
6
7
8
9
10
11
12
13
14
Description
Selected Manufacturing Processes and
Operations
Annual Capacity Planning Volume
Supplier Manufacturing Location
OEM Manufacturing Location
Manufacturing Cost Structure Timeframe
( e.g. Material Costs, Labor Rates,
Manufacturing Overhead Rates)
Packaging Costs
Shipping and Handling
Intellectual Property (IP) Cost
Considerations
Material Cost Reductions (MCRs) on
analyzed hardware
Operating and End-of Life Costs
Stranded Capital or ED&T expenses
Universal Case Study Assumptions
A. All operations and processes are based on existing
standard/mainstream Industrial practices.
B. No additional allowance is included in the incremental direct
manufacturing cost for manufacturing learning. Application of a
learning curve to the developed incremental direct manufacturing cost
is handled outside the scope of this analysis.
450,000 Units
North America (USA or Canada)
North America (USA or Canada)
2009/2010 Production Year Rates
A. Calculated on all Tier One (Tl) supplier level components.
B. For Tier 2/3 (T2/T3) supplier level components, packaging costs
are included in Tl mark-up of incoming T2/T3 incoming goods.
A. Tl supplier shipping costs covered through application of the
Indirect Cost Multiplier (ICM) discussed above.
B. T2/T3 to Tl supplier shipping costs are accounted for via Tl mark-
up on incoming T2/T3 goods.
Where applicable IP costs are included in the analysis. Based on the
assumption that the technology has reached maturity, sufficient
competition would exist suggesting alternative design paths to achieve
similar function and performance metrics would be available
minimizing any IP cost penalty.
Only incorporated on those components where it was evident that the
component design and/or selected manufacturing process was chosen
due to actual low production volumes (e.g. design choice made to
accept high piece price to minimize tooling expense). Under this
scenario, assumptions where made, and cost analyzed assuming high
production volumes.
No new, or modified, maintenance or end-of-life costs, were identified
in the analysis.
No stranded capital or non-recovered ED&T expenses were
considered within the scope of this analysis. It was assumed the
integration of new technology would be planned and phased in
minimizing non-recoverable expenses.
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C. Costing Methodology
C.1 Teardown, Process Mapping, and Costing
C.1.1 Cost Methodology Fundamentals
The costing methodology employed in this analysis is based on two (2) primary processes:
(1) the development of detailed production process flow charts (P-flows), and (2) the
transfer and processing of key information from the P-flows into standardize quoting
worksheets. Supporting these two (2) primary processes with key input data are the
process cost models and the costing databases (e.g. material [price/lb], labor [$/hour],
manufacturing overhead [$/hour], mark-up [% of manufacturing cost], and packaging
[$/packaging type]). The costing databases are discussed in greater detail in Section C.4.
Process flow charts, depending on their defined function and the end user, can vary
widely in the level of detail contained. They can range from simple block diagrams
showing the general steps involved in the manufacturing or assembly of an item, to very
detailed process flow charts breaking out each process step in fine detail capturing key
manufacturing variables. For this cost analysis, detailed P-flows (which will also be
referred to as process maps) are used to identify all the steps involved in manufacturing a
product (e.g., assembly, machining, welding, forming), at all levels (e.g., system,
subsystem, assembly and component). For example, in a high voltage traction battery
scenario, process flows would exist for the following: (1) at the component level, the
manufacturing of every component within the battery pack sensing module (unless
considered a purchase part); (2) at the assembly level, the assembly of all the individual
components to produce the battery pack sensing module; (3) at the sub-subsystem level,
the assembly of the battery pack sensing module onto the battery pack; and (4) at the
subsystem level, the assembly of the high voltage traction battery into the vehicle. In this
example, the high voltage traction battery is one of several subsystems (e.g., service
battery subsystem, alternator subsystem, voltage converter-inverter subsystem) making up
the electrical power supply system. Each subsystem, if costed in the analysis, would have
its own process map broken out using this same process methodology.
In addition to detailing pictorially the process steps involved for a given manufacturing
process, having key information (e.g., equipment type, material type and usage, cycle
times, handling precautions, number of operators) associated with each step is imperative.
Understanding the steps and the key process parameters together creates the costing
roadmap for any particular manufacturing process.
Due to the vast and complex nature of P-flows associated with some of the larger systems
and subsystems under analysis, having specialized software which can accurately and
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consistently create and organize the abundant number of detailed P-flows becomes a
considerable advantage. For this cost analysis Design Profit® software is utilized for
producing and managing the process flows and integrating key costing information.
Simply explained, the symbols which make up the process map each contain essential
pieces of information required to develop a cost for a particular operation or process. For
example, in a metal stamping process, the basic geometry of the part, quantity and
complexity of part features, material gauge thickness, material selection, etc., are
examples of the input parameters used in the calculation of the output process parameters
(e.g. press size, press cycle time, stamping blank size). From the calculated press size an
overhead rate, corresponding to the recommend press size, would be selected from the
manufacturing overhead database. Dividing the equipment rate ($/hour) by the cycle time
(pieces/hour) yields a manufacturing overhead cost contribution per part. In a similar
fashion a labor contribution cost would be generated. The loaded labor rate for a press
operator would be pulled from the labor database. An estimate is made on how many
presses the operator is overseeing during any given hour of operation. Dividing the labor
rate by number of presses the operator is overseeing, and then by number of pieces per
hour, a labor cost contribution per part is derived.
Lastly, using the calculated blank size, material type, and material cost (i.e., price per
pound) pulled from the materials database, a material contribution cost per part can be
calculated. Adding all three cost contributors together (e.g., Manufacturing Overhead,
Labor, Material) a Total Manufacturing Cost (TMC) is derived. The TMC is then
multiplied by a mark-up factor to arrive at a final manufacturing cost. As explained
briefly below and in more detail in Section C.6, key data from the process flows and
databases are pulled together in the costing worksheets to calculate the TMC, mark-up
contribution, and final manufacturing cost.
There are three (3) basic levels of process parameter models used to convert input
parameters into output process parameters that can then be used to calculate operation or
processing costs: simple serial, generic moderate, and custom complex. Simple serial are
simple process models which can be created directly in Design Profit®. These process
models are single input models (e.g., weld time/linear millimeter of weld, cutting
time/square millimeter of cross-sectional area, drill time/millimeter of hole depth).
Generic moderate process models are more complex than simple serial, requiring multiple
input parameters. The models have been developed for more generic types of operations
and processes (e.g., injection molding, stamping, diecasting). The process models,
developed in Microsoft Excel, are flexible enough to calculate the output parameters for a
wide range of parts. Key output parameters, generated from these external process
models, are then entered into the process maps. Custom complex parameter models are
similar to generic moderate models except in that they are traditionally more complex in
nature and have limited usage for work outside of what they were originally developed.
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An example of a custom complex model would be one developed for manufacturing a
selected size NiMH battery.
All process parameter cost models are developed using a combination of published
equipment data, published processing data, actual supplier production data, and/or subject
matter expert consultation.
The second major step in the cost analysis process involves taking the key information
from the process flows and uploading it into a standardized quote worksheet. The quote
worksheet, referred to as the Manufacturing Assumption and Quote Summary (MAQS)
worksheet, is essentially a modified generic OEM quoting template. Every assembly
included in the cost analysis (excluding commodity purchased parts) has a completed
MAQS worksheet capturing all the cost details for the assembly. For example, all the
components and their associated costs, required in the manufacturing of a battery pack
sensing module assembly, will be captured in battery pack sensing module assembly
MAQS worksheet. In addition, a separate MAQS worksheet detailing the cost associated
with assembling the battery pack sensing module assembly to the battery pack, along
with any other identified high voltage traction battery sub-subsystem components, would
be created.
In addition to process flow information feeding into the MAQS worksheet, data is also
automatically imported from the various costing databases. More discussion on the
MAQS worksheet, interfaces, and complete function is captured in Section C.6.
C.1.2 Serial and Parallel Manufacturing Operations and Processes
For purpose of this analysis, serial operations are defined as operations which must take
place in a set sequence, one (1) operation at a time. For example, fixturing metal stamped
bracket components before welding can commence, both the fixturing and welding are
considered serial operations within the bracket welding process. Conversely, parallel
operations are defined as two (2) or more operations which can occur simultaneously on a
part. An example of this would be machining multiple features into a cylinder block
simultaneously.
A process is defined as one (1) or more operations (serial or parallel) coupled together to
create a component, subassembly, or assembly. A serial process is defined as a process
where all operations (serial and/or parallel) are completed on a part before work is
initiated on the next. For example, turning a check valve body on a single spindle, CNC
screw machine, would be considered a serial process. In comparison, a parallel process
is where different operations (serial and/or parallel) are taking place simultaneously at
multiple stations on more than one (1) part. A multi-station final assembly line, for
assembling together the various components of a vacuum pump, would be considered a
parallel process.
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As discussed, the intent of a process flow chart is to capture all the individual operations
and details required to manufacture a part (e.g., component, subassembly, assembly).
This often results in a string of serial operations, generating a serial process, which
requires additional analysis to develop a mainstream mass production process (i.e.,
inclusion of parallel operations and processing). The Manufacturing Assumption section
of the MAQS worksheet is where the base assumptions for converting serial operations
and processes into mass production operations and processes, is captured.
For example, assume "Assembly M" requires fifteen (15) operations to assembly all of its
parts. Each operation on average taking approximately ten (10) seconds to complete. In a
serial process (analogous to single, standalone work cell, manned by a single operator)
consisting of fifteen (15) serial operations, the total process time would be 150 seconds to
produce each part (15 operations x 10 second average/station). By taking this serial
assembly process and converting it into a mass production parallel process, the following
scenarios could be evaluated (Note: rates and assumptions applied below are assumed for
this example only):
Scenario #1: 15 serial operation stations, all manned, each performing a single parallel
operation.
• Process Time 10 seconds/part, 360 parts/hour @ 100% efficiency
• Labor Cost/Part = [(15 Direct Laborers)*(Labor Rate $30/hour )]/360
parts/hour = $1.25/part
• Burden Cost/Part = [(15 Stations)*(Burden Rate Average (Low
Complexity Line) $15/hour/station)]/360 parts/hour = $0.625/part
• Labor + Burden Costs = $ 1.875/part
Scenario #2:15 serial operations combined into 10 stations, 5 with 2 parallel
automated operations, 5 serial manual operations.
• Process Time 10 seconds/part, 360 parts/hour @ 100% efficiency,
• Labor Cost/Part = [(5 Direct Laborers)*(Labor Rate $30/hour )]/360
parts/hour = $0.42/part
• Burden Cost/Part = [(10 Stations)*(Burden Rate Average (Moderate
Complexity Line) $30/hour/station)]/360 parts/hour = $0.83/part
• Labor + Burden Costs = $ 1.25/part
Assuming a high production volume and a North America manufacturing base (two key
study assumptions), Scenario #2 would have been automatically chosen, with the higher
level of automation offsetting higher manual assembly costs.
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For a component which has a serial process as its typical mass production process (e.g.,
injection molding, stamping, die casting, selected screw machining), the manufacturing
assumption section of the MAQS worksheet requires far less consideration. Analysis is
usually limited to determining the total number of equipment pieces required for the
defined volume. Figure C-l illustrates the fundamental steps incorporated into the cost
methodology.
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24
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C.2 Cost Model Overview
The cost parameters considered in determining the net incremental component/assembly
impact to the OEM for new technologies are discussed in detail following.
Unit Cost is the sum of total manufacturing cost (TMC), mark-up costs, and packaging
cost associated with producing a component/assembly. It is the net component/assembly
cost impact to the OEM (generally, the automobile manufacturer). Figure C-2 shows all
the factors contributing to unit cost for supplier manufactured components. Additional
details on the subcategories are discussed in the sections that follow.
Net Component/Assembly Cost
Impact To OEM
II
Total Manufacturing
Cost
Raw Material
In-process Scrap
Purchased Part -
Commodity Parts
Primary
Equipment
General Plant &
Office Equip.
Utilities
Process
Supporting Equip.
Facilities
Plant Salary
Mark-up Cost
Packaging Cost
Quality Defects
Shipping Damage
Destruct Tests
Corporate Overhead: personnel functions,
finance/accounting, systems data
processing, sales/marketing, purchasing,
public relations, legal staff, training,
warranty, etc
Supplier compensation for the assumption
of investment risk in supplying a part to a
customer.
Figure C-2: Unit Cost Model - Costing Factors Included in Analysis
For OEM manufactured components/assemblies, the unit cost is calculated in the same
way, except that mark-up is addressed outside the scope of this study through application
of indirect cost (1C) multipliers. The 1C multiplier assigned is based on the technology
complexity level and timeframe in the market place. See Section C.3 for additional
details. The full report, "Automobile Industry Retail Price Equivalent and Indirect Cost
25
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Multipliers" EPA report EPA-420-R-09-003, February 2009, can be downloaded from
http://www.epa.gov/OMSWWW/ld-hwv/420r09003.pdf.
Shipping Costs are those required to transport a component between dispersed
manufacturing and assembly locations, including any applicable insurance, tax, or
surcharge expenses. Shipping costs between T2/T3 and Tl suppliers are captured as part
of the mark-up rate (except where special handling measures are involved). For Tl
supplier to OEM facilities, the shipping costs are captured using the 1C multiplier that
replaces mark-up as discussed previously. Additional details on shipping costs are
discussed in Section C.5.
Tooling Costs are the dedicated tool, gauge, and fixture costs required to manufacture a
part. Examples of items covered by tooling costs include injection molds, casting molds,
stamping dies, weld fixtures, assembly fixtures, dedicated assembly and/or machining
pallets, and dedicated gauging. For this analysis, all tooling is assumed to be owned by
the OEM. The differential cost impact is accounted for through the application of an 1C
multiplier.
Investment Costs are the manufacturing facility costs, not covered as tooling, required to
manufacture parts. Investment costs include manufacturing plants, manufacturing
equipment (e.g., injection mold machines, die cast machines, machining and turning
machines, welding equipment, assembly lines), material handling equipment (e.g., lift
forks, overhead cranes, loading dock lifts, conveyor systems), paint lines, plating lines,
and heat treat equipment. Investment costs are covered by manufacturing overhead rates
and thus are not summed separately in the cost analysis. Additional details on how
investments expenses are accounted for through manufacturing overhead can be found in
Section C.4.4.
Product Development Costs are the ED&T costs incurred for development of a
component or system. These costs can be associated with a vehicle-specific application
and/or be part of the normal research and development (R&D) performed by companies
to remain competitive. In the cost analysis, the product development costs for suppliers
are included in the mark-up rate as ED&T. More details are provided in Section CAS.
For the OEM, the product development costs are captured in the 1C multipliers that
replace mark-up, as discussed previously in the Unit Cost section.
In summary, the two (2) main cost elements (TMC and Mark-up) in the supplier unit cost
model defined in Figure C-2 include considerations for shipping, investment, and product
development costs. Investment costs for the OEM are accounted in the OEM Unit cost
model via the TMC. Shipping, tooling, and product development costs are accounted for
as part of the 1C multiplier addressed outside the scope of this study.
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Lastly, the "Net Incremental Direct Manufacturing Cost" is the incremental difference in
cost of components and assembly, to the OEM, between the new technology
configuration and the baseline technology configuration.
A more detailed discussion on the elements which make-up the unit cost model follows in
Section C.4, Costing Databases.
C.3 Indirect OEM Costs
In addition to the direct manufacturing costs, a manufacturer also incurs certain indirect
costs. These costs may be related to production, such as research and development
(R&D); tooling; corporate operations, such as salaries, pensions, and health care costs for
corporate staff; or selling, such as transportation, dealer support, and marketing. Indirect
costs incurred by a supplier of a component or vehicle system constitute a direct
manufacturing cost to the OEM (the original equipment (vehicle) manufacturer), and thus
are included in this study. The OEM's indirect costs, however, are not included and must
be determined and applied separately to obtain total manufacturing costs. These indirect
costs are beyond the scope of this study and are applied separately by EPA staff in their
analysis. The methodology used by EPA to determine indirect costs incurred by auto
manufacturers is presented in two (2) studies:
1) Rogozhin, A., et al., "Using Indirect Cost Multipliers to Estimate the Total Cost of
Adding New Technology in the Automobile Industry," International Journal of
Production Economics (2009), doi: 10.1016/j.ijpe.2009.11.031.
2) Gloria Helfand and Todd Sherwood, "Documentation of the Development of
Indirect Cost Multipliers for Three Automotive Technologies," Office of
Transportation and Air Quality, U.S. EPA, August 2009. This document can be
found in the public docket at EPA-HQ-OAR-2010-0799-0064
(www.regulations.gov).
C.4 Costing Databases
C.4.1 Database Overview
The Unit Cost Model shown in Figure C-2 illustrates the three (3) main cost element
categories, along with all the core subcategories, that make up the unit costs for all
components and assemblies in the analysis.
Every cost element used throughout the analysis is extracted from one of the core
databases. There are databases for material prices ($/pound), labor rates ($/hour),
manufacturing overhead rates ($/hour), mark-up rates (% of TMC) and packaging
($/packaging option). The databases provide the foundation of the cost analysis, since all
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costs originate from them, and they are also used to document sources and supporting
information for the cost numbers.
The model allows for updates to the cost elements which automatically roll into the
individual component/assembly cost models. Since all cost sheets and parameters are
directly linked to the databases, changing the "Active Rate" cost elements in the
applicable database automatically updates the Manufacturing Assumption Quote
Summary (MAQS) worksheets. Thus, if a material doubles in price, one can easily assess
the impact on the technology configurations under study.
C.4.2 Material Database
C.4.2.1 Overview
The Material Database houses specific material prices and related material information
required for component cost estimating analysis. The information related to each material
listed includes the material name, standard industry identification (e.g., AISI or SAE
nomenclature), typical automotive applications, pricing per pound, annual consumption
rates, and source references. The prices recorded in the database are in US dollars per
pound.
C.4.2.2 Material Selection Process
The materials listed in the database (resins, ferrous, and non-ferrous alloys) are used in
the products and components selected for cost analysis. The materials identification
process is based on visual part markings, part appearance, and part application. Material
markings are the most obvious method of material identification. Resin components
typically have material markings (e.g., >PA66 30GF<) which are easily identified,
recorded in the database, and researched to establish price trends.
For components which are not marked, such as transmission gears, battery casings,
battery electrodes, motor stator plates, and the like, the FEV and Munro cross-functional
team members are consulted in the materials identification. For any materials still not
identified, information published in print and on the web is researched, or primary
manufacturers and experts within the Tier 1 supplier community are contacted to establish
credible material choices.
The specific application and the part appearance play a role in materials identification.
Steels commonly referred to as work-hardenable steels with high manganese content
(13% Mn) are readily made in a casting and are not forgeable. Therefore, establishing
whether a component is forged or cast can narrow the materials identification process.
Observing visual cues on components can be very informative. Complex part geometry
alone can rule out the possibility of forgings; however, more subtle differences must be
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considered. For example, forged components typically have a smoother appearance to the
grain whereas cast components have a rougher finish, especially in the areas where
machining is absent. Castings also usually display evidence of casting flash.
The component application environment will also help determine material choice. There
are, for example, several conventional ductile cast iron applications found in base
gasoline engines that are moving to Ductile High Silicon - Molybdenum or Ductile Ni-
Resist cast irons in downsized turbocharged engines. This is due to high temperature,
thermal cycling, and corrosion resistance demands associated with elevated exhaust gas
temperatures in turbocharged engines. Therefore, understanding the part application and
use environment can greatly assist in more accurate material determinations.
C.4.2.3 Pricing Sources and Considerations
The pricing data housed in the database is derived from various sources of publicly
available data from which historical trend data can be derived. The objective is to find
historical pricing data over as many years as possible to obtain the most accurate trend
response. Ferrous and non-ferrous alloy pricing involves internet searches of several
sources, including the U.S. Geological Survey (USGS), MEPS (previously Management
Engineering & Production Services), Metalprices, estainlesssteel and Longbow.
Resin pricing is also obtained from sources such as Plastics News, Plastics Technology
Online, Rubber and Plastics News, and IDES (Integrated Design Engineering Systems).
Several other sources are used in this research as outlined in the database.
Though material prices are often published for standard materials, prices for specialized
material formulations and/or those having a nonstandard geometric configuration (e.g.,
length, width, thickness, cross-section), are not typically available. Where pricing is not
available for a given material with a known composition, two (2) approaches are used:
industry consultation and composition analysis.
Industry consultation mainly takes the form of discussions with subject matter experts
familiar with the material selection and pricing used in the products under evaluation to
acquiring formal quotes from raw material suppliers. For example, in the case of the
NiMH battery, much of the material pricing was acquired from supplier quotes at the
capacity planning volumes stated in the analysis.
In those cases where published pricing data was unavailable and raw material supplier
quotes could not be acquired, a composition analysis was used. This was achieved by
building prices based on element composition and applying a processing factor (i.e.,
market price/material composition cost) derived from a material within the same material
family. The calculated price was compared to other materials in the same family as a
means to ensure the calculated material price was directionally correct.
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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 in-
process 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
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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
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analysis, mean hourly wage rates were chosen for each occupation, representing an
average wage across the United States.
The Labor Database is broken into two (2) primary industry sections, Motor Vehicle Parts
Manufacturing (supplier base) and Motor Vehicle Manufacturing (OEMs). These two (2)
industry sections correspond to the BLS, North American Industry Classification System
(NAICS) 336300 and 336100 respectively. Within each industry section of the database,
there is a list of standard production occupations taken from the BLS Standard
Occupation Classification (SOC) system. For reference, the base SOC code for
production occupations within the Motor Vehicle Parts Manufacturing and Motor Vehicle
Manufacturing is 51-0000. Every production occupation listed in the Labor Database
has a calculated labor rate, as discussed in more detail below. For the midsize power-split
HEV case study (#0502), 2009 rates were used.
C.4.3.2 Direct Versus Total Labor, Wage Versus Rate
Each standard production occupation found in the Labor Database has an SOC
identification number, title, labor description, and mean hourly wage taken directly from
the BLS.
Only "direct" production occupations are listed in the labor database. Team assemblers
and forging, cutting, punching, and press machine operators are all considered direct
production occupations. There are several tiers of manufacturing personnel supporting
the direct laborers that need to be accounted for in the total labor costs, such as quality
technicians, process engineers, lift truck drivers, millwrights, and electricians. A method
typically used by the automotive industry to account for all of these additional "indirect
labor" costs - and the one chosen for this cost analysis - is to calculate the contribution
of indirect labor as an average percent of direct labor, for a given production occupation,
in a given industry sector.
The BLS Database provides labor wage data, rather than labor rate data. In addition to
what a direct laborer is paid, there are several additional expenses the employer must
cover in addition to the employee base wage. This analysis refers to these added
employer expenditures as "fringe". Fringe is applicable to all employees and will be
discussed in greater detail following.
It should be noted that the BLS motor vehicle and motor vehicle parts manufacturing
(NAICS 336100 & 336300) labor rates include union and non-union labor rates,
reflecting the relative mix of each in the workforce at the time the data was gathered
(2009).
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C.4.3.3 Contributors to Labor Rate and Labor Rate Equation
The four (4) contributors to labor costs used in this study are:
Direct Labor (DIR) is the mean manufacturing labor wage directly associated with
fabricating, finishing, and/or assembling a physical component or assembly. Examples
falling into this labor classification include injection mold press operators, die cast press
operators, heat treat equipment operators, team/general assemblers, computer numerical
controlled (CNC) machine operators, and stamping press operators. The median labor
wage for each direct labor title is also included in the database. These values are treated
as reference only.
Indirect Labor (IND) is the manufacturing labor indirectly associated with making a
physical component or assembly. Examples include material handling personnel, shipping
and receiving personnel, quality control technicians, first-line supervisors, and
manufacturing/process engineers. For a selected industry sector (such as injection
molding, permanent casting, or metal stamping), an average ratio of indirect to direct
labor costs can be derived from which the contribution of indirect labor ($/hour) can be
calculated.
This ratio is calculated as follows:
1. An industry sector is chosen from the BLS, NAIC System, (e.g., Plastics
Product Manufacturing NAICS 326100).
2. Within the selected industry sector, occupations are sorted (using SOC
codes) into one (1) of the four (4) categories: Direct Labor, Indirect Labor,
MRO Labor, or Other.
3. For each category (excluding "Other") a total cost/hour is calculated by
summing up the population weighted cost per hour rates, for the SOC codes
within each labor category.
4. Dividing the total indirect labor costs by total direct labor costs, the industry
sector ratio is calculated.
5. When multiple industries employ the same type direct laborer, as defined by
NAICS, a weighted average of indirect to direct is calculated using the top
three (3) industries.
Maintenance Repair and Other (MRO) is the labor required to repair and maintain
manufacturing equipment and tools directly associated with manufacturing a given
component or assembly. Examples falling into this labor classification include
electricians, pipe fitters, millwrights, and on-site tool and die tradesmen. Similar to
indirect labor, an average ratio of MRO to direct labor costs can be derived from which
the contribution of MRO labor ($/hour) can be calculated. The same process used to
calculate the indirect labor ratio is also used for the MRO ratio.
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Fringe (FR) is all the additional expenses a company must pay for an employee above
and beyond base wage. Examples of expenses captured as part of fringe include company
medical and insurance benefits, pension/retirement benefits, government directed
benefits, vacation and holiday benefits, shift premiums, and training.
Fringe applies to all manufacturing employees. Therefore the contribution of fringe to the
overall labor rate is based on a percentage of direct, indirect and MRO labor. Two (2)
fringe rates are used: 52% for supplier manufacturing, and 160% for OEM
manufacturing. The supplier manufacturing fringe rate is based on data acquired from the
BLS (Table 1009: Manufacturing Employer Costs for Employee Compensation Per Hours
Worked: 2000-2010). Taking an average of the "Total Compensation" divided by
"Wages and Salaries" for manufacturing years 2008 thru 2010, an average fringe rate of
52% was calculated.
Due to the dynamic change of OEM wage and benefit packages over the last few years
(2008-2010), and differences among the OEMs, no updates were made from the original
OEM fringe assumptions developed for the initial "Light-Duty Technology Cost Analysis
Pilot Study EPA-420-R-09-020 (http://www.epa.gov/OMS/climate/420r09020. pdf).
The OEM fringe rate utilized throughout the analysis was 160%.
C.4.4 Manufacturing Overhead Database
C.4.4.1 Overview
The Manufacturing Overhead Database contains several manufacturing overhead rates
(also sometimes referred to as "burden rates," or simply "burden") associated with
various types of manufacturing equipment, that are required to manufacture automotive
parts and vehicles. With material and labor costs it forms the total manufacturing cost
(TMC) to manufacture a component or assembly, and, subsequently, the cost accounting
for considerations such as workers, supervisors, managers, raw materials, purchased
parts, production facilities, fabrication equipment, finishing equipment, assembly
equipment, utilities, measurement and test equipment, handling equipment, and office
equipment. Manufacturing equipment is typically one of the largest contributors to
manufacturing overhead, so manufacturing overhead rates are categorized according to
primary manufacturing processes and the associated equipment as follows:
1. The first tier of the Manufacturing Overhead Database is arranged by the primary
manufacturing process groups (e.g., thermoplastic molding, thermoset molding,
castings, forgings, stamping and forming, powder metal, machining, turning, etc.)
2. The second tier subdivides the primary manufacturing process groups into primary
processing equipment groups. For example the 'turning group' consists of several
subgroups including some of the following: (1) CNC turning, auto bar fed, dual
axis machining, (2) CNC turning, auto bar fed, quad axis machining, (3) double-
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sided part, CNC turning, auto bar fed, dual axis machining, and (4) double-sided
part, CNC turning, auto bar fed, quad axis machining.
The third and final tier of the database increases the resolution of the primary
processing equipment groups and defines the applicable manufacturing overhead
rates. For example, within the "CNC turning, auto bar fed, dual axis machining"
primary process equipment group, there are four (4) available machines sizes
(based on max cutting diameter and part length) from which to choose. The added
resolution is typically based on part size and complexity and the need for particular
models/versions of primary and secondary processing equipment.
C.4.4.2 Manufacturing Overhead Rate Contributors and Calculations
In this analysis burden is defined in terms of an "inclusion/exclusion" list as follows:
Burden costs do not include:
• manufacturing material costs
• manufacturing labor costs
o direct labor
o indirect labor
o maintenance repair and other (MRO) labor
• mark-up
o end-item scrap
o corporate SG&A expenses
o profit
o ED&T/ R&D costs expenses
• tooling (e.g., mold, dies, gauges, fixtures, dedicated pallets )
• packaging costs
• shipping and handling costs
Burden costs do include:
• rented and leased equipment
• primary and process support manufacturing equipment depreciation
• plant office equipment depreciation
• utilities expense
• insurance (fire and general)
• municipal taxes
• plant floor space (equipment and plant offices)
• maintenance of manufacturing equipment (non-labor)
• maintenance of manufacturing building (general, internal and external, parts, and
labor)
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• operating supplies
• perishable and supplier-owned tooling
• all other plant wages (excluding direct, indirect and MRO labor)
• returnable dunnage maintenance (includes allowance for cleaning and repair)
• intra-company shipping costs
As shown in the lists above, burden includes both fixed and variable costs. Generally, the
largest contribution to the fixed burden costs are the investments associated with primary
and process support equipment. The single largest contributor to the variable burden rate
is typically utility usage.
C.4.4.3 Acquiring Manufacturing Overhead Data
Because there is very limited publicly available data on manufacturing overhead rates for
the industry sectors included in this analysis, overhead rates have been developed from a
combination of internal knowledge at FEV and Munro, supplier networks, miscellaneous
publications, reverse costing exercises, and "ground-up" manufacturing overhead
calculations.
For ground-up calculations, a generic "Manufacturing Overhead Calculator Template"
was created. The template consists of eight (8) sections:
• General Manufacturing Overhead Information
• Primary Process Equipment
• Process Support Equipment
• General Plant & Office Hardware/Equipment
• Facilities Cost
• Utilities
• Plant Salaries
• Calculated Hourly Burden Rate.
The hourly burden rate calculation for a 500 ton (T) injection mold machine is used as an
example in the following paragraphs. The General Manufacturing Overhead Information
section, in addition to defining the burden title (Injection Molding, Medium Size and/or
Moderate Complexity) and description (Injection Molding Station, SOOT Press), also
defines the equipment life expectancy (12 years), yearly operating capacity (4,700 hours),
operation efficiency (85%), equipment utilization (81.99%) and borrowing cost of money
(8%). These input variables support many of the calculations made throughout the
costing template.
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The Primary Process Equipment section (SOOT Horizontal Injection Molding Machine)
calculates the annual expense ($53,139) associated with equipment depreciation over the
defined life expectancy. A straight-line-depreciation method, with zero end of life value,
is assumed for all equipment. Included in the cost of the base equipment are several
factors such as sales tax, freight, installation, and insurance. In addition, a maintenance,
repair and other (MRO) expense (other than MRO labor, which is covered as part of the
overall labor cost), calculated as a percentage of the primary process equipment cost, is
included in the development of the manufacturing overhead.
The Process Support Equipment section (e.g., Chiller, Dryer, Thermal Control Unit-
Mold), similar to the Primary Process Equipment section, calculates the annual expense
($6,121) associated with process support equipment depreciation.
The General Plant and Office Hardware/Equipment section assigns an annual
contribution directed toward covering a portion of the miscellaneous plant & office
hardware/equipment costs (e.g., millwright, electrician, and plumbing tool crib,
production/quality communication, data tracking and storage, general material handling
equipment, storage, shipping and receiving equipment, general quality lab equipment,
office equipment). The contribution expense ($2,607) is calculated as a percent of the
annual primary and process support equipment depreciation costs.
The Facilities Cost section assigns a cost based on square footage utilization for the
primary equipment ($4,807), process support equipment ($3,692), and general plant and
office hardware/equipment ($6,374). The general plant and office hardware/equipment
floor space allocation is a calculated percentage (default 75%) of the derived primary and
process support equipment floor space. The expense per square foot is $11.50 and covers
several cost categories such as facility depreciation costs, property taxes, property
insurance, general facility maintenance, and general utilities.
The Utilities section calculates a utility expense per hour for both primary equipment
($9.29/hour) and process support equipment ($3.5I/hour) based on equipment utility
usage specifications. Some of the utility categories covered in this section include:
electricity at $0.10/kW-hr, natural gas at $0.00664/cubic foot, and water at $0.00 I/gallon.
General plant and office hardware/equipment utility expenses are covered as part of the
facility cost addressed in the paragraph above (i.e., $11.50/square foot).
The Plant Salary section estimates the contribution of manufacturing salaries (e.g., plant
manager, production manager, quality assurance manager) assigned to the indirect
participation of primary and process support equipment. An estimate is made on the
average size of the manufacturing facility for this type of primary process equipment.
There are six (6) established manufacturing facility sizes and corresponding salary
payrolls. Each has a calculated salary cost/square foot. Based on the combined square
37
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footage utilization of the primary, process support, and general plant and office
equipment, an annual salary contribution cost is calculated ($6,625).
The final section, Calculated Hourly Burden Rate, takes the calculated values from the
previous sections and calculates the hourly burden rate in three (3) steps: (1) 100%
efficiency and utilization ($30.54/hour); (2) user-defined efficiency with 100% utilization
($35.12/hour); and (3) both user-defined efficiency and utilization ( $38.79/hour).
The majority of primary process equipment groups (e.g., injection molding, aluminum die
casting, forging, stamping and forming) in the manufacturing overhead database are
broken into five (5) to ten (10) burden rate subcategories based on processing complexity
and/or size, as discussed in the manufacturing overhead review. For any given category,
there will often be a range of equipment sizes and associated burden rates which are
averaged into a final burden rate. The goal of this averaging method is to keep the
database compact while maintaining high costing resolution.
In the example of the SOOT injection molding press burden rate, the calculated rate
($38.79) was averaged with three (3) other calculated rates (for 390T, 610T and 720T
injection mold presses) into a final burden rate called "Injection Molding, Medium Size
and/or Moderate Complexity." The final calculated burden rate of $50.58/hour is used in
applications requiring injection molding presses in the range of 400-800 tons.
The sample calculation of the manufacturing overhead rate for an injection molding
machine above is a simple example highlighting the steps and parameters involved in
calculating overhead rates. Regardless of the complexity of the operation or process, the
same methodology is employed when developing overhead rates.
As discussed, multiple methods of arriving at burden rates are used within the cost
analysis. Every attempt is made to acquire multiple data points for a given burden rate as
a means of validating the rate. In some cases, the validation is accomplished at the final
rate level and in other cases multiple pieces of input data, used in the calculation of a rate,
are acquired as a means of validation.
0.4.5 Mark-up (Scrap, SG&A, Profit, ED&T)
C.4.5.1 Overview
All mark-up rates for Tier 1 and Tier 2/3 automotive suppliers referenced throughout the
cost analysis can be found in the Mark-up Database, except in those cases where unique
component tolerances, performance requirements, or some other unique feature dictates a
special rate. In cases where a mark-up rate is "flagged" within the costing worksheet, a
note is included which describes the assumption differences justifying the modified rate.
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For this cost analysis study, four (4) mark-up sub-categories are used in determining an
overall mark-up rate: (1) end-item scrap allowance, (2) SG&A expenses, (3) profit, and
(4) ED&T/R&D expenses. Additional details for each subcategory are discussed
following.
The layout of the Mark-up Database is similar to the Manufacturing Overhead Database
in that the first tier of the Mark-up Database is arranged by the primary manufacturing
process groups (e.g., thermoplastic processing, thermoset processing, casting, etc.). The
second tier subdivides the primary manufacturing process groups into primary processing
equipment groups (e.g., thermoplastic processing is subdivided into injection molding,
blow or rotational molding, and pressure or vacuum form molding). The third and final
tier of the database increases the resolution of the primary processing equipment groups
and defines the applicable mark-up rates. Similar to the overhead manufacturing rates,
size and complexity of the parts being manufactured will direct the process and
equipment requirements, as well as investments. This, in turn, will have a direct
correlation to mark-up rates.
C.4.5.2 Mark-up Rate Contributors and Calculations
Mark-up, in general, is an added allowance to the Total Manufacturing Cost to cover end-
item scrap, SG&A, profit and ED&T expenses. The following are additional details on
what is included in each mark-up category:
End-Item Scrap Mark-up is an added allowance to cover the projected manufacturing fall-
out and/or rework costs associated with producing a particular component or assembly.
In addition, any costs associated with in-process destructive testing of a component or
assembly are covered by this allowance. As a starting point, scrap allowances were
estimated to be between 0.3% and 0.7% of the TMC within each primary manufacturing
processing group The actual assigned value for each category is an estimate based on size
and complexity of the primary processing equipment as shown in Table C-l.
When published industry data or consultation with an industry expert improves estimate
accuracy for scrap allowance associated with a generic manufacturing process (e.g., 5%
for sand casting, investment casting), the Mark-up Database is updated accordingly. In
cases where the manufacturing process is considered generic, but the component
performance requirements drive a higher fall-out rate (e.g., 25% combined process fallout
on turbocharger turbine wheels), then the scrap mark-up rate would only be adjusted in
the Manufacturing Assumption Quote Summary (MAQS) worksheet.
Selling, General and Administrative (SG&A) Mark-up is also referred to as corporate
overhead or non-manufacturing overhead costs. Some of the more common cost elements
of SG&A are:
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• Non-manufacturing, corporate facilities (building, office equipment, utilities,
maintenance expenses, etc.)
• Corporate salaries (President, Chief Executive Officers, Chief Financial Officers,
Vice Presidents, Directors, Corporate Manufacturing, Logistics, Purchasing,
Accounting, Quality, Sales, etc.)
• Insurance on non-manufacturing buildings and equipment
• Legal and public relation expenses
• Recall insurance and warranty expenses
• Patent fees
• Marketing and advertising expenses
• Corporate travel expenses
SG&A, like all mark-up rates, is an applied percentage to the Total Manufacturing Cost.
The default rates for this cost analysis range from 6% to 7% within each of the primary
processing groups. The actual values, as with the end-item scrap allowances, vary within
these ranges based on the size and complexity of the part, which in turn is reflected in the
size and complexity of the processing equipment as shown in Table C-l. To support the
estimated SG&A rates (which are based on generalized OEM data), SG&A values are
extracted from publicly traded automotive supplier 10-K reports.
Profit Mark-up is the supplier's or OEM's reward for the investment risk associated with
taking on a project. On average, the higher the investment risk, the larger the profit mark-
up that is sought by a manufacturer.
As part of the assumptions list made for this cost analysis, it is assumed that the
technology being studied is mature from the development and competition standpoint.
These assumptions are reflected in the conservative profit mark-up rates which range
from 4% to 8% of the Total Manufacturing Cost. The profit mark-up ranges selected
from this cost analysis are based on generalized historical data from OEMs and suppliers.
As detailed with the preceding mark-up rates, the actual assigned percentage is based on
the supplier processing equipment size and complexity capabilities (Figure C-2).
ED&T Mark-up: the ED&T used for this cost analysis is a combination of "Traditional
ED&T" plus R&D mark-up.
Traditional ED&T may be defined as the engineering, design and testing activities
required to take an "implementation ready" technology and integrate it into a specific
vehicle application. The ED&T calculation is typically more straight-forward because the
tasks are predefined. R&D, defined as the cost of the research and development activities
required to create a new (or enhance an existing) component/system technology, is often
independent of a specific vehicle application. In contrast to ED&T, pure R&D costs are
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very difficult to predict and are very risky from an OEM and suppliers perspective, in that
these costs may or may not result in a profitable outcome.
For many automotive suppliers and OEMs, traditional ED&T and R&D are combined
into one (1) cost center. For this cost analysis, the same methodology has been adopted,
creating a combined traditional ED&T and R&D mark-up rate simply referred to as
ED&T.
Royalty fees, as the result of employing intellectual property, are also captured in the
ED&T mark-up section. When such cases exist, separate lines in the Manufacturing
Assumption & Quote Summary (MAQS) worksheet are used to capture these costs.
These costs are in addition to the standard ED&T rates. The calculation of the royalty
fees are on a case by case basis and information regarding the calculation of each fee can
be found in the individual MAQS worksheets where applicable.
Table C-l: Standard Mark-up Rates Applied to Tier 1 and Tier 2/3 Suppliers Based
on Size and Complexity Ratings
Primary Manufacturing Equipment Group
Tier 2/3- Large Size, High Complexity,
Tier 2/3- Medium Size, Moderate
Complexity,
Tier 2/3- Small Size, Low Complexity
Tier 1 Complete System/Subsystem Supplier
(System/Subsystem Integrator)
Tl High Complexity Component Supplier
Tl Moderate Complexity Component
Supplier
Tl Low Complexity Component Supplier
End Item
Scrap
Mark-up
0.7%
0.5%
0.3%
0.7%
0.7%
0.5%
0.3%
SG&A
Mark-up
7.0%
6.5%
6.0%
7.0%
7.0%
6.5%
6.0%
Profit
Mark-up
8.0%
6.0%
4.0%
8.0%
8.0%
6.0%
4.0%
ED&T
Mark-up
2.0%
1.0%
0.0%
6.0%
4.0%
2.5%
1.0%
Total
Mark-up
17.7%
14.0%
10.3%
21.7%
19.7%
15.5%
11.3%
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C.4.5.3 Assigning Mark-up Rates
The three (3) primary steps to matching mark-up rates to a given component are:
Step 1; Primary manufacturing process and equipment groupings are pre-selected
as part of the process to identify the manufacturing overhead rate.
Step 2; Manufacturing facilities are identified as OEM, Tl or T2/T3 (this
identification process is discussed in more detail in the Manufacturing Assumption
& Quote Summary worksheet section).
Step 3; The best-fit mark-up rate is selected based on the size and complexity of
the part, which in turn is reflected in the size and complexity of the processing
equipment. Note that size and complexity are considered as independent
parameters when reviewing a component and the equipment capabilities (with
priority typically given to "complexity").
Further details on methodology for developing TMC and mark-up can be found in EPA
published report EPA-420-R-09-020 "Light-Duty Technology Cost Analysis Pilot Study"
(http://www.epa.gov/OMS/climate/420r09020.pdf).
C.4.6 Packaging Database
C.4.6.1 Overview
The Packaging Database contains standardized packaging options available for
developing packaging costs for components and assemblies. In the cost analysis only
packaging costs required to transport a component/assembly from a Tier 1 to an OEM
facility (or one facility to another at the same OEM) are calculated in detail. For Tier 2/3
suppliers of high- and low-impact components, as well as purchased parts, the Tier 1
mark-up is estimated to cover the packaging as well as shipping expenses. Tier 1 mark-
up on incoming Tier 2/3 parts and purchase parts are discussed in more detail in Section
C.5.
All core packaging items (e.g., containers, pallets, totes) referenced in the database are
considered returnable dunnage. Internal packaging (e.g., tier pads, dividers, formed trays)
are also considered returnable with the exception of a few items that are expendable. The
cost to clean and maintain returnable dunnage is assumed to be covered by the
manufacturing overhead rate.
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C.4.6.2 Types of Packaging and Selection Process
Packaging options in the database are limited to a few standard types and sizes to
minimize complexity. In general, everything is tailored toward fitting onto a standard
automotive pallet (as specified by the Automotive Industry Action Group), which has
exterior dimensions of 48 by 45 inches and a base height assumption of 34 inches
(although other standard sizes exist in 25, 33 39, 42, 48, and 50 inches in height). A
standard transport trailer height of 106 inches is used as the guideline for overall
packaging height.
When initially trying to package a component, three (3) typical packaging options are
considered:
• standard 48 by 45 by 34-inch palletized container (with tier pads and
dividers)
• 48 by 45-inch base pallet with stacked 21.5 by 15 by 12.5-inch totes (48
totes max - and note that totes can have specialized tier pads, dividers, etc.)
• 48 by 45-inch base pallet with vacuum formed dividers strapped together
Considering component attributes such as weight, size, shape, fragility, and cleanliness,
one (1) of the packaging options above is selected, along with an internal dunnage
scheme. If it is deemed impractical to package the component within one (1) of the
primary options, a new package style is created and added to the Packaging Database.
Once the primary packaging type and associated internal dunnage are selected for a
component, the assumptions along with the costs are entered into a Manufacturing
Assumption Quote Summary (MAQS) worksheet. In the MAQS worksheet, packaging
costs along with volume assumptions, pack densities, stock turn-over times, program life,
packaging life, and interest expenses are used to calculate a cost-per-part for packaging.
C.4.6.3 Support for Costs in Packaging Database
Primary pallet and container costs are acquired from either Tier 1 automotive suppliers or
from container vendors. In some cases, scaling within container groups is performed to
quantify the pricing for slightly larger or smaller containers within the same family.
Internal dunnage costs are acquired from either Tier 1 automotive suppliers or calculated
based on standard material and processing estimates. When tooling costs are required for
packaging, the value of that tooling is added to the total pallet container piece cost, as
calculated in the MAQS worksheets. The total value is then amortized to calculate a cost-
per-part for packaging.
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C.5 Shipping Costs
In the cost analysis, shipping costs are accounted for by one (1) of three (3) factors: (1)
Indirect Cost multiplier, (2) total mark-up allowance, or (3) manufacturing overhead.
Further, shipping costs are always considered freight on board (FOB) the shipper's dock,
with the exception of intra-company transportation. Following are the four (4) shipping
scenarios encountered in the cost analysis and how each case is handled.
In the first two (2) cases, OEM and supplier intra-company transportation, shipping costs
are accounted for as part of the manufacturing overhead rate. It is assumed that the OEM
or supplier would either have their own transportation equipment and/or subcontract for
this service. In either case the expense is binned to manufacturing overhead.
The third case is Tier 1 shipments to an OEM facility. As stated previously the shipments
are FOB the shipper's dock and thus the OEM is responsible for the shipping expense.
The Indirect Cost multiplier is assumed to cover the OEM's expense to have all parts
delivered to the applicable OEM manufacturing facilities.
The final case is Tier 2/3 shipments to the Tier 1 facility. Generally, the Tier 1 supplier is
allowed a mark-up on incoming purchased parts from Tier 2/3 suppliers. The mark-up
covers many costs including the shipping expenses to have the part delivered onto the
Tier 1 supplier's dock. Further, the mark-up can either be a separate mark-up only
applied to incoming purchased parts, or accounted for by the mark-up applied to the
TMCs. In the former, the purchase part content would not be included in the final mark-
up calculation (i.e., Mark-up = (TMC -Purchase Parts cost) x Applicable Mark-up Rate).
For this cost analysis, the latter case is chosen using the same mark-up rate for all Tier 1
value-added manufacturing as well as all incoming purchase parts.
C.6 Manufacturing Assumption and Quote Summary Worksheet
C.6.1 Overview
The Manufacturing Assumption and Quote Summary (MAQS) worksheet is the document
used in the cost analysis process to compile all the known cost data, add any remaining
cost parameters, and calculate a final unit cost. All key manufacturing cost information
can be viewed in the MAQS worksheet for any component or assembly. Additional
details on the information which flows into and out of the MAQS worksheet are
discussed in more detail in following sections. Section C.8 discusses how MAQS
worksheets are uploaded into subsystem, system, and vehicle summary templates to
calculate the net component/assembly cost impact to the OEM.
The fundamental objective of the MAQS worksheet is similar to a standard quoting
template used by the automotive industry. However, the format has been revised to
44
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capture additional quote details and manufacturing assumptions, improve on transparency
by breaking out all major cost elements, and accommodate variable data inputs for the
purpose of sensitivity assessments. These features are discussed in more detail in
following sections.
For a given case study, all Tier 1 or OEM assemblies, identified in the CBOM as
requiring cost analysis, will have a link to a MAQS worksheet. In some cases where high
value final assembly Tier 2/3 parts are shipped to a Tier 1 supplier, a separate MAQS
worksheet is created for greater transparency. These T2/3 MAQS worksheets are linked
to T I/OEM MAQS worksheets, which in turn are referenced back to the CBOM.
Because many of the detailed spreadsheet documents generated within this analysis are
too large to be shown in their entirety, electronic copies can be accessed through EPA's
electronic docket ID EPA-HQ-OAR-2010-0799 (http;//www.regulations.gov).
C.6.2 Main Sections of Manufacturing Assumption and Quote Summary Worksheet
The MAQS worksheet, as shown in Figure C-3 and Figure C-4, contains seven (7) major
sections. At the top of every MAQS worksheet is an information header (Section A),
which captures the basic project details along with the primary quote assumptions. The
project detail section references the MAQS worksheet back to the applicable CBOM.
The primary quote assumption section provides the basic information needed to put
together a quote for a component/assembly. Some of the parameters in the quote
assumption section are automatically referenced/linked throughout the MAQS worksheet,
such as capacity planning volumes, product life span, and OEM/T1 classification. The
remaining parameters in this section including facility locations, shipping methods,
packing specifications, and component quote level are manually considered for certain
calculations.
45
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Figure C-3: Sample MAQS Costing Worksheet (Part 1 of 2)
46
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Total Number of Direct
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Resulting Cycle Time/
t i
Number of Equivalent
Machines Required
Multiplier, If Required for
(1=Nothing)
Tack Time/Machine/Cycle
"Seconds"
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Parallel
Operations/Machine
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n Design Calculation
for Complete Process
Cycle Time/Operation (g
Stated Efficiency "Sec.1
PCS./ Hr.
©Stated Efficiency
Cycle Time/Operation
PCS./ Hr. (100% EH.)
11
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f,
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ii
IS
i?
MUl
M
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,? ,
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D
n
Total Markup Cost
(Component/ Assembly)
I
Total Mfg'ing Cost
(Component/ Assembly)
a a a a
S.S.S.S.S.S.S.S.S.S.
SSESSSSSSS •=
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Figure C-4: Sample MAQS Costing
isheet (Part
Wrf
47
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Two (2) parameters above whose functions perhaps are not so evident from their names
are the "OEM/T1 classification" and "component quote level."
The "OEM/T1 classification" parameter addresses who is taking the lead on
manufacturing the end-item component, the OEM or Tier 1 supplier. Also captured is the
OEM or Tier 1 level, as defined by size, complexity, and expertise level. The value
entered into the cell is linked to the Mark-up Database, which will up-load the
corresponding mark-up values from the database into the MAQS worksheet. For
example, if "Tl High Assembly Complexity" is entered in the input cell, the following
values for mark-up are pulled into the worksheet: Scrap = 0.70%, SG&A = 7%, Profit =
8.0% and ED&T = 4%. These rates are then multiplied by the TMC at the bottom of the
MAQS worksheet to calculate the applied mark-up as shown in Figure C-5.
The process for selecting the classification of the lead manufacturing site (OEM or Tl)
and corresponding complexity (e.g., High Assembly Complexity, Moderate Assembly
Complexity, Low Assembly Complexity) is based on the team's knowledge of existing
value chains for same or similar type components.
OEM Operating Pattern (Weeks/Year):
Annual Engine Volume (CPV):
Components per Engine:
Annual Component Volume:
Weekly Component Volume:
Estimated Product Life:
OEM Plant Location: Hotth America
•PlainLuLdliuii. nun
m»
Classification: T1 High Assembly
Shipping Method: FOB ship Point
Packaging Specification:
10
Returnable Container & Internal Dunnage
Tl or OEM Total Manufacturing Cost
T1 or OEM MartUJp Rates:
(SflJCl ST1 or OEM Marti-Up Values:
$6.44 $10.07 $0.11 $1.18 $1.26 $0.10 $101
Base Cost Impact to Vehicle:
Packaging Cost
Net Cost Impact to Vehicle:
Figure C-5: Excerpt Illustrating Automated Link between OEM/T1 Classification
Input in MAQS Worksheet and the Corresponding Mark-up Percentages
Uploaded from the Mark-up Database
The "component quote level" identifies what level of detail is captured in the MAQS
worksheet for a particular component/assembly, full quote, modification quote, or
differential quote. When the "full quote" box is checked, it indicates all manufacturing
costs are captured for the component/assembly. When the "modification quote" box is
checked, it indicates only the changed portion of the component/assembly has been
quoted. A differential quote is similar to a modification quote with the exception that
48
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information from both technology configurations, is brought into the same MAQS
worksheet, and a differential analysis is conducted on the input cost attributes versus the
output cost attributes. For example, if two (2) brake boosters (e.g., HEV booster and
baseline vehicle booster) are being compared for cost, each brake booster can have its
differences quoted in a separate MAQS worksheet (modification quote) and the total cost
outputs for each can be subtracted to acquire the differential cost. Alternatively in a
single MAQS worksheet the cost driving attributes for the differences between the
booster's (e.g., mass difference on common components, purchase component
differences, etc.) can be offset, and the differential cost calculated in a single worksheet.
The differential quote method is typically employed those components with low
differential cost impact to help minimize the number of MAQS worksheets generated.
From left to right, the MAQS worksheet is broken into two (2) main sections as the name
suggests, a quote summary (Section B) and manufacturing assumption section (Section
D). The manufacturing assumption section, positioned to the right of the quote summary
section, is where the additional assumptions and calculations are made to convert the
serial processing operations from Lean Design® into mass production operations.
Calculations made in this section are automatically loaded into the quote summary
section. The quote summary section utilizes this data along with other costing database
data to calculate the total cost for each defined operation in the MAQS worksheet.
Note "defined operations" are all the value-added operations required to make a
component or assembly. For example, a high pressure fuel injector may have twenty (20)
base level components which all need to be assembled together. To manufacture one (1)
of the base level components there may be as many as two (2) or three (3) value-added
process operations (e.g., cast, heat treat, machine). In the MAQS worksheet each of these
process operations has an individual line summarizing the manufacturing assumptions
and costs for the defined operation. For a case with two (2) defined operations per base
level component, plus two (2) subassembly and final assembly operations, there could be
as many as forty (40) defined operations detailed out in the MAQS worksheet. For ease
of viewing all the costs associated with a part, with multiple value-added operations, the
operations are grouped together in the MAQS worksheet.
Commodity based purchased parts are also included as a separate line code in the MAQS
worksheet. Although there are no supporting manufacturing assumptions and/or
calculations required since the costs are provided as total costs.
From top to bottom, the MAQS worksheet is divided into four (4) quoting levels in which
both the value-added operations and commodity-based purchase parts are grouped: (1)
Tier 1 Supplier or OEM Processing and Assembly, (2) Purchase Part - High Impact
Items, (3) Purchase Part - Low Impact Items, and (4) Purchase Part - Commodity. Each
quoting level has different rules relative to what cost elements are applicable, how cost
elements are binned, and how they are calculated.
49
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Items listed in the Tier 1 Supplier or OEM Processing and Assembly section are all the
assembly and subassembly manufacturing operations assumed to be performed at the
main OEM or T1 manufacturing facility. Included in manufacturing operations would be
any on-line attribute and/or variable product engineering characteristic checks. For this
quote level, full and detailed cost analysis is performed (with the exception of mark-up
which is applied to the TMC at the bottom of the worksheet).
Purchase Part — High Impact Items include all the operations assumed to be performed
at Tier 2/3 (T2/3) supplier facilities and/or Tl internal supporting facilities. For this
quote level detailed cost analysis is performed, including mark-up calculations for those
components/operations considered to be supplied by T2/3 facilities. Tl internal
supporting facilities included in this category do not include mark-up calculations. As
mentioned above, the Tl mark-up (for main and supporting facilities) is applied to the
TMC at the bottom of the worksheet.
Purchase Part — Low Impact Items are for higher priced commodity based items which
need to have their manufacturing cost elements broken out and presented in the MAQS
sheet similar to high impact purchase parts. If not, the material cost group in the MAQS
worksheet may become distorted since commodity based purchase part costs are binned to
material costs as discussed previously in Section C.4.2.5 Purchase Parts - Commodity
Parts. Purchase Part - Commodity Parts are represented in the MAQS worksheet as a
single cost and are binned to material costs.
At the bottom of the MAQS worksheet (Section F), all the value-added operations and
commodity-based purchase part costs, recorded in the four (4) quote levels, are
automatically added together to obtain the TMC. The applicable mark-up rates based on
the Tl or OEM classification recorded in the MAQS header are then multiplied by the
TMC to obtain the mark-up contribution. Adding the TMC and mark-up contribution
together, a subtotal unit cost is calculated.
Important to note is that throughout the MAQS worksheet, all seven (7) cost element
categories (material, labor, burden, scrap, SG&A, profit, and ED&T) are maintained in
the analysis. Section C, MAQS breakout calculator, which resides between the quote
summary and manufacturing assumption sections, exists primarily for this function.
The last major section of the MAQS worksheet is the packaging calculation, Section E.
In this section of the MAQS worksheet a packaging cost contribution is calculated for
each part based on considerations such as packaging requirements, pack densities, volume
assumptions, stock, and/or transit lead times.
The sample packaging calculation (Figure C-6) is taken from the high voltage traction
battery subsystem (140301 Battery Module MAQS worksheet, Case Study #N0502). In
this example, a minimum of two (2) weeks of packaging are required to support inventory
50
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and transit lead times. This equates to packaging for 19,149 parts over the two (2) weeks,
based off the weekly capacity planning rates. There are 15 pieces per pallet at a
packaging hardware cost of $575 per pallet (container and internal dunnage costs are
from the Packaging Database). From this information, 1,277 pallet sets are required at
$575/set, totaling $734,275 in packaging costs. Packaging is estimated to last thirty-six
(36) months. Thus applying the amortization formula based on thirty-six (36) months, 5%
interest, and 1.35 million parts/36 months yields $0.585/part. This cost is added to the
subtotal unit cost (TMC + mark-up) to obtain the Total Unit Cost.
Note that in this case both the container and dunnage are assumed returnable. Thus, the
bottom section of the packaging calculator is not used.
PACKAGING CALCULATIONS:
Packaging Type: Option#2
Part Size: 1000x300x140
Parts/Layer: 3
Number of Layers: 5
Rack/Pallet Investment Amortization:
Expendable Packaging in Piece Cost:
Packaging Cost Total:
Packaging
Cost per
Piece
$0.585
Packagin
gCost
per Piece
$0.00
Total
Amount
$734,275
Tier Pad
Price Per
$0.00
Lump Sum
Payment
0.00%
Tier
Pads
Pallet/Ra
ck
0
Total * of
Pieces
1,350,000
Divider
Pads,
Price Per
$0.00
Months
36
Divider Pads
Pallet/Rack
0
Interest
Rate
5.00%
Other #1
Packagin
g Price
Per
$0.00
Other #1
Pads
Pallet/R
ack
0
2.
5
1
a
$575
Other #2
Packagi
ng Price
Per
$0.00
_,
a.^
» 1
-i o
sr
1277
Other #2
Pads
Pallet/R
ack
0
-
s
-o ~
S- "•
-o
15
Other #3
Packagi
ng,
Price
Per
$0.00
3 £- £
1H
2
Other #3
Pads
Pallet/R
ack
0
£
£ q~^--
3 ~ ?
i-| 1
19149
$0.585
Figure C-6: Example of Packaging Cost Calculation for Base Battery Module
C.7 Marketplace Validation
Marketplace validation is the process by which individual parts, components, and/or
assemblies are cross-checked with costing data developed by entities and processes
external to the team responsible for the cost analysis. This process occurs at all stages of
the cost analysis, with special emphasis is placed on cross-checking in-process costs (e.g.,
material costs, material selection, labor costs, manufacturing overhead costs, scrap rates,
and individual component costs within an assembly).
In-process cost validation occurs when a preliminary cost has been developed for a
particular part within an assembly, and the cost is significantly higher or lower than
expected based on the team's technical knowledge or on pricing from similar
components. In this circumstance, the cost analysis team would first revisit the costs,
drawing in part/process-specific internal expertise and checking surrogate parts from
previously costed bills of materials where available. If the discrepancy is still unresolved,
51
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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 roll-
up 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
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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-l: 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 6-
speed 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 electric-
coolant pump. Both are examples of climate control system components requiring modifications
to accommodate ICE shutdown.
53
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As a further means to try and improve the percent of regenerative brake capture, Ford also
elected to launch their new power-split HEV technology with a brake-by-wire system. The
adaptation of brake-by-wire technology over the conventional braking system resulted in a series
of changes to brake actuation, power brake, and brake controls subsystems.
These various vehicle systems discussed, which were modified either as a direct or indirect result
of the adaptation of HEV power-split technology, were all included in the analysis since all had
some level of cost impact over the baseline vehicle. It should be noted that component
differences existed in other systems (e.g., suspension, frame and mounting, driveline, electrical
feature) between the Fusion SE (baseline) and Fusion Hybrid (power-split HEV). Many of these
differences were related to component placement, component tuning, or feature addition
differences between the two vehicles. Upon team review, many of the differences were
determined to be insignificant from a cost perspective, as the component differences were
estimated to have minor impact, there were offsetting component costs within the systems, or the
component/technology addition was not a mandatory requirement driven by the adaptation of
power-split HEV technology.
An illustration of the HEV power-split basic concept can be found in Section A, Figure A-l.
A vehicle specification summary, fuel economy and emissions summary, and performance
summary of the 2010 Ford Fusion SE (representing baseline technology configuration) and 2010
Ford Fusion Hybrid (representing power-split HEV technology configuration) are shown in
Table D-l, Table D-2, and Table D-3, respectively
Figure D-2 illustrates mass distribution for both the Ford Fusion HEV and Fusion SE vehicles.
The net vehicle mass difference, as measured, was approximately 2401bs. As shown in the figure,
the increase in mass, attributed to power-split component addition/modification, had a very
minor effect on left side/right side and front/rear weight distribution as measured.
54
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Table D-l: Vehicle Specification Summary
Model
2010 Fusion SE
2010 Fusion Hybrid
Curb Weight
Drive Layout
Engine Mounting
Tire Size
Engine
Emission Certification
Fuel Tank Capacity
Transmission
Coefficient of Drag (Cd)
3446 Ibs.
Front Wheel Drive
Front Engine, Transverse
Mount
2257 50 R17 93V
3.0L-V6
Tier 2 Bin 4 / LEV-II
ULEV
66.2L (17.5 US gal.)
6-Speed Automatic (6F35)
0.32
3720 Ibs.
Front Wheel Drive
Front Engine, Transverse
Mount
2257 50 R17 93V
2.5L-I4
Tier 2 Bin 3 / LEV-II
SULEV
66.2L (17.5 US gal.)
eCVT
0.32
(Source of information contained in this table is Ford Motor Company sales/service literature except Cd, which was
collected from various online sources, all in agreement.)
Table D-2: Fuel Economy and Emissions Summary
Model
2010 Fusion SE
2010 Fusion Hybrid
EPA City Fuel Economy
(87 octane/ E85)
EPA Highway Fuel
Economy (87 octane / E85)
EPA Combined
(87 octane / E85)
Estimated Range
(87 octane / E85)
Emission Certification
Engine Family
EVAP Family
18/13
27/19
21/15
367 / 262
Tier 2, Bin 4 / LEV-II
ULEV
AFMXV03.0VDF
AFMXR0155GAV
41
36
39
663
Tier 2, Bin 3 / LEV-II
SULEV
AFMXV02.5VZH
AFMXR0120GCX
(Source of information contained in this table is Ford Motor Company Monroney stickers and emissions placards)
55
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Table D-3: Performance Summary
Model
2010 Fusion SE
2010 Fusion Hybrid
Engine Horsepower
Electric Motor
Horsepower
Net Horsepower
Engine Torque
Electric Motor Torque
0-60 mph / % mile
Power to Weight Ratio
Specific Output
Redline
240 hp (179 kW) @ 6,550 156 hp (116 kW) @6,5000
rpm rpm
N/A 106 hp (79 kW) @ 6,500 rpm
N/A
223 ft-lb (302 Nm) @ 4,300
rpm
N/A
7.3 sec. / 15.3 sec. @91.8
mph*
19.5 Ib. /hp
62.4 HP / Liter
6,600 rpm
19 Ihp (142 kW)@ 6,000
rpm
136 ft-lb (184 Nm)@ 2,250
rpm
166 ft-lb (225 Nm) @ 3,000
rpm
8.7 sec. / 16.4 sec. @87.8
mph**
14.4 Ib. / hp
80.0 HP / Liter
6,550 rpm
(Source of information contained in this table is Ford Motor Company sales/service literature except 0-60 mph / '/4
mile data: *Source edmunds.com, **Source Edmunds InsideLine)
Left Rear
Fusion HEV:
Fusion SE:
Delta:
/ ^
Rear (R 1
Fusion HEV:
Fusion SE:
Delta:
\ '""""""
Right Rear
Fusion HEV:
Fusion SE:
Delta:
735 Ibs
659 Ibs
76 Ibs
~n
i
Distribution LS/RS (%)
1460 Ibs Fusion HEV: 50.8/49.2
1310 Ibs Fusion SE: 50.3/49.7
150 Ibs
;;;;;;;]
=
jjjjjjj)
725 Ibs
651 Ibs
74 Ibs
Left Side (LS)
Fusion HEV:
Fusion SE:
Delta:
Total
Fusion HEV:
Fusion SE:
Left Front
1867 Ibs Fusion HEV: 1132 Ibs
1730 Ibs Fusion SE: 1071 Ibs
137 Ibs Delta:
Distribution F/R(%) Front (F)
61 Ibs
3678 Ibs Fusion HEV: 60.3/39.7 Fusion HEV: 2218 Ibs
3438 Ibs Fusion SE: 61.9/38.1 Fusion SE: 2128 Ibs
Delta:
fc;;;;
[=^
90 Ibs
;;;;;;;;;;3
;;;;=L
\(jjjjjjjjjjjjjjjjjjjjjj
Right Side (RS) Right Front
Fusion HEV: 1811 Ibs Fusion HEV: 1086 Ibs
Fusion SE: 1708 Ibs Fusion SE: 1057 Ibs
Delta:
103 Ibs Delta:
29 Ibs
Figure D-2: Fusion HEV and Fusion Base Vehicle Mass Distributions as Measured
(Vehicles weighed with 6 gallons of fuel in each tank)
56
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D.1.2 Direct Manufacturing Cost Difference for a 2010 Ford Fusion Power-Split HEV
compared to a 2010 Ford Fusion SE Baseline Vehicle
A summary of the calculated, net incremental, direct manufacturing costs for producing a
Ford Fusion Hybrid vehicle over the baseline Ford Fusion SE is presented in Table D-4.
The costs, captured only for vehicle differences having an overall positive or negative
cost impact, are broken out for each of the major systems in both the Fusion HEV (New
Technology Configuration) and Fusion SE (Baseline Technology Configuration). At the
bottom of the table, the baseline configuration costs are subtracted from the new
technology configuration costs resulting in a net incremental cost
From the cost element breakdown within the table, approximately 71% of the incremental
direct manufacturing costs (i.e., $2,865.06) are material costs, 14% labor costs, and 15%
overhead costs. Relative to the net incremental direct manufacturing cost of $3,435,
approximately 83.5% are total manufacturing costs (i.e., material, labor, overhead) and
the remaining 16.5% is applicable mark-up.
More than 95% of the costs for adding the power-split technology to the baseline
configuration originate from the transmission (34%) and electrical power supply (63%)
systems.
In the sections which follow, additional details on the components evaluated within each
vehicle system and their associated costs will be discussed.
57
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Table D-4: Net Incremental Direct Manufacturing Cost of Ford Fusion HEV Over
Ford Fusion SE
SYSTEM & SUBSYSTEM DESCRIPTION
1 System Descnption
000000 Vehicle
1 | : E-gm, System
2 02 Transmission System
L [09 Exn.ust System (Included In Engine Downsizing Cr.ditl
6 12 Climate System
7 14 Electrical Power Supply System
8 18 Electrical Distribution and Control System
VEHICLE ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
1 System Descnption
000000 Vehicle
1 01 Engine System
2 02 Transmission System
£ J_03_BodySi±m
4 06 Brake System
L [09 Exhaust System (included In Engine Downsizing Credit)
6 12 Climate System
VEHICLE ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
I Sys«emDesonptl.n
000000 Vehicle
1 01 Engine System
2 02 Transmission System
3 03 Body System
4 06 Brake System
5 09 Exhaust System (Included In Engine Downsizing Credit)
6 12 Climate System
8 18 Electrical Distribution and Control System
VEHICLE ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pac k Capacity 5. 5Ah, 1.51kWh)
Manufacturing
Material
$ 506.26
$ 1,010.34
$ 176.13
$ 1,383.60
$ 127.00
$ 3,349.62
Labor
$ 145.72
$ 331.85
$ 29.38
$ 191.52
$ 32.43
$ 800.27
Burden
$ 518.82
$ 532.55
$ 48.59
$ 315.70
$ 16.16
$ 1,512.41
Total
Manufacturing
Cost
Assembly)
$ 1,170.80
$ 1,874.73
$ 254.11
$ 1,890.81
$ 175.58
$ 5,662.30
Markup
End Item
Scrap
$ 17.66
$ 17.46
$ 2.12
$ 14.22
$ 0.81
$ 54.75
SGSA
$ 55.10
$ 127.56
$ 17.46
$ 127.76
$ 10.64
$ 366.75
Profit
$ 54.28
$ 132.73
$ 16.48
$ 136.21
$ 9.75
$ 374.32
EDST-RSD
$ 19.29
$ 57.79
$ 6.89
$ 64.40
$ 4.03
$ 160.66
Total Markup
Cost
Assembly)
$ 146.33
$ 335.54
$ 42.95
$ 342.59
$ 25.23
$ 956.47
Total
Packaging
Cost
(Component/
Assembly)
$ 3.80
$ 6.16
$ 0.15
$ 3.56
$ 0.68
$ 15.04
Net Component/
Assembly Cost
mpactto OEM
$ 1,320.94
$ 2,216.43
$ 297.21
$ 2,236.96
$ 201.50
$ 6,633.81
BASE TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion SE, 3.0L V6, 4-Val. DOHC, NA, PFI, 240hp, 223lb*ft
Manufacturing
Material
$ 715.90
$ 492.10
$ 14.08
$ 24.10
$ 1,303.57
Labor
$ 206.07
$ 140.17
$ 9.91
$ 19.18
$ 404.42
Burden
$ 733.66
$ 274.33
$ 12.51
$ 25.92
$ 1,089.25
Total
Manufacturing
Cost
Assembly)
$ 1,655.63
$ 906.60
$ 36.50
$ 69.20
$ 2,797.24
Markup
End Item
Scrap
$ 24.98
$ 6.51
$ 0.18
$ 0.58
$ 33.19
SGSA
$ 77.91
$ 59.17
$ 2.45
$ 6.52
$ 158.14
Profit
$ 76.76
$ 55.27
$ 2.27
$ 5.56
$ 151.07
EDST-RSD
$ 27.28
$ 15.12
$ 0.87
$ 1.89
$ 49.05
Total Markup
Cost
Assembly)
$ 206.93
$ 136.07
$ 5.76
$ 14.56
$ 391.45
Total
Packaging
Cost
(Component/
Assembly)
$ 5.38
$ 4.49
$ 0.12
$
$ 10.11
Net Component/
Assembly Cost
Impact to OEM
$ 1,867.94
$ 1,047.17
$ 42.39
$ 83.75
$ 3,198.80
NET DIRECT INCREMENTAL MANUFACTURING COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
$ (209.64)
$ 518.23
$ 7.87
$ 99.45
$
$ 152.04
$ 127.00
$ 2,046.05
Labor
$ 191.68
$ 0.07
$ 41 .35
$
$ 10.21
$ 32.43
$ 395.85
Burden
$ 258.22
$ (1.82
$ 55.03
$
$ 22.67
$ 16.16
$ 423.16
Total
Manufacturing
Cost
Assembly)
$ 968.13
$ 6.12
$ 195.83
$
$ 184.91
$ 175.58
$ 2,865.06
Markup
Scrap
$ 10.95
$ (0.00)
$ 1.70
$
$ 1.53
$ 0.81
$ 21 .56
SGSA
$ 68.39
$ (0.02)
$ 18.14
$
$ 10.94
$ 10.64
$ 208.61
Profit
$ 77.46
$ (0.02)
$ 15.48
$
$ 10.93
$ 9.75
$ 223.25
EDST-RSD
$ (7.99)
$ 42.68
$ 0.08
$ 5.12
$
$ 5.00
$ 4.03
$ 111.61
Total Markup
Cost
(Component/
Assembly)
$ (60.60)
$ 199.47
$ 0.03
$ 40.45
$
$ 28.39
$ 25.23
$ 565.02
Total
Packaging
Cost
Assembly)
$ (1.58)
$ 1.66
$ 0.17
$ 0.40
$
$ 0.15
$ 0.68
$ 4.93
Net Component/
Assembly Cost
mpactto OEM
$ (547.00)
$ 1,169.27
$ 6.31
$ 236.68
$
$ 213.46
$ 201.50
$ 3,435.01
58
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D.2 Engine System and Cost Summary Overview
D.2.1 Engine Hardware Overview
The Fusion SE is fitted with a conventional 3.0 liter V-6 (Figure D-3) while the Fusion Hybrid
contains an Atkinson 2.5 liter 1-4 cylinder engine (Figure D-4). Both Ford Fusion engine
designs featured aluminum blocks and cylinder heads. The induction systems for both engines
have Dual Overhead Cams (DOHC), Variable Valve Timing (VVT), Electronic Throttle Control
(ETC), and Mass Air Flow (MAF) sensors with Intake Air Temperature (IAT) and Manifold
Absolute Pressure (MAP) sensors. Another similarity was the use of single-stage composite
intake manifolds and intake routing paths originating behind the drivers headlamp bucket. Both
engines have Port Fuel Injection (PFI) and Coil on Plug (COP) ignition (14 has a single knock
sensor, V6 has dual knock sensors).
Figure D-3: 3.0L-V6 installation (Fusion SE)
Aside from displacement and cylinder configurations, differences between the two (2)
engines were found in the valve train: the 3.0L-V6 used direct-acting mechanical buckets
and the 2.5L-I4 utilized roller-finger follower type lifters. Compression ratios also
differed: the 3.0L-V6 was 10.3:1 while the 2.5L-V6 was 12.3:1. Also, as is common in
most hybrid vehicles, the 2.5L-I4 was an Atkinson-Cycle engine for increased efficiency.
59
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Figure D-4: 2.5L-I4 installation (Fusion Hybrid)
D.2.2 Engine System Cost Impact
In the Ford Fusion Hybrid cost analysis, an internal combustion engine (ICE) downsizing
credit was realized when comparing the V6 ICE in the Fusion SE to the 14 ICE in the
Fusion HEV. Since a V6 to 14 downsizing credit was established by FEV in a prior EPA
cost analysis (Reference http://www.epa.gov/otaq/climate/420r 10010.pdf, Case Study
#0102), the hardware in the two (2) Fusion vehicles was not costed. Instead the credit of
$547 (established in case study #0102) was uploaded into the Fusion cost analysis,
minimizing redundant efforts. As a precautionary measure, the 2.5L 14 Atkinson Cycle
engine was disassembled and evaluated for potential modifications driven by the
adaptation of power-split HEV technology. None were found.
60
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D.3 Transmission System and Cost Summary Overview
D.3.1 Transmission Hardware Overview
For the transmission analysis, a 6-speed conventional automatic transmission (AT),
representative of the hardware found in the baseline Ford Fusion, was evaluated against
the electronic continuous variable transmission (eCVT) found in the Fusion power-split
HEV. The 6-speed AT hardware present in the Fusion baseline vehicle was not used in
the analysis since surrogate cost data from a prior transmission case study already existed
(Reference http://www.epa. gov/otaq/climate/420r 10010.pdf. Case Study #0902). In this
prior analysis, the Toyota Camry Aisin 6-Speed AT (U660E) was evaluated against the
Volkswagen Jetta Sport Wagon Wet Dual Clutch Transmission (DCT).
The Toyota Aisin 6-speed FWD transmission (U660E) employs a Ravigneaux and
underdrive planetary gear set, positioned along a common intermediate shaft assembly.
Only six (6) shift elements are required for operation of the transmission: two (2) disc
clutches, three (3) disc brakes, and one (1) one-way-clutch. The U660E valve body
assembly also contains a total of seven (7) shift solenoid valves interfacing with an
exterior-mount transmission control module (TCM), which in turn communicates with the
engine control module (ECM). The total weight of the transmission, including ATF, is
208 Ibs. The maximum output torque rating for the U660E is 295 Ib.-ft. Shown in
Figure D-5 is the Aisin transmission prior to disassembly.
Figure D-5: Aisin 6-Speed and Fusion eCVT
The Fusion Hybrid transaxle assembly, also shown in Figure D-5, is an electronic
continuous variable transmission (eCVT). The eCVT utilizes the input from an ICE, an
electric traction motor, and electric generator. The three (3) inputs are controlled by
electronics packaged within the transaxle. Power is synchronized through a singular
61
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planetary using the sun gear, controlled by the generator, to control the variability. The
hybrid transmission has a separate cooling system with coolant, pump, heat exchanger,
and reservoir.
D.3.1.1 Case Subsystem
The hybrid transmission structure is comprised of four (4) main castings (Figure D-6).
The castings are fastened together with M8 and M6 threaded fasteners and sealed with
RTV. All case sections are die cast aluminum designs and have extensive machining.
The cases capture the powertrain components similarly to a standard transmission. Top-
down assembly is used, utilizing the rear cover to locate the rear bearings. Shims and
spacers are used to account for the tolerance stack-up.
Figure D-6: Main eCVT Case Components
62
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D.3.1.2 Gear Train Subsystem
The power-flow for the hybrid transmission is outlined in Figure D-7. The three (3) main
inputs in the transmission are the traction motor, generator, and ICE. They are combined
to create a continuously variable transmission (Figure D-8) utilizing a singular planetary
set. The sun gear speed and direction is controlled by the generator motor. The ring gear
is linked to the traction motor via the transfer main transfer gear. The input from the ICE
drives the planet carrier. The transmission gear ratio is controlled precisely.
Traction Motor
Transfer Shaft
T
Main Transfer Gear
t
Differential
Generator
Transfer Shaft
Sun Gear
Planetary
Figure D-7: Transmission Power-Flow
The traction motor and generator are controlled and powered by the electronics on the
transmission. The differential is a typical automotive design and transfers power to the
wheels.
63
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Figure D-8: Transmission Components, Installed
D.3.1.3 Electric Motor and Controls Subsystem
The generator rotor assembly (Figure D-9) contains thirty-two (32) rare earth magnets
secured into sixteen (16) slots along the outer edge of the rotating assembly. Two
hundred thirty-four (234) stamped steel plates are captured between two (2) end plates
and aligned on the shaft with two (2) keyed slots. The magnets, end plates, and stamped
steel plates are secured on the shaft with a large nut.
Figure D-9: Generator Rotor Components
64
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The generator stator (Figure D-10) is fastened to the case with three (3) large fasteners.
Three (3) wire leads extend into the transmission case. The wire leads connect to the
generator control unit. The stator assembly is comprised of two hundred fifty-two (252)
stamped steel plates, copper wire, insulating tube, lacing, aromatic polyamide insulators,
and paint. The steel plates are welded together after stacking and assembly. A
thermocouple and harness for temperature sensing are also included in the assembly.
Figure D-10: Generator Stator
65
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The traction motor rotor assembly (Figure D-ll) is built up similarly to the generator
rotor, only larger. It contains sixty-four (64) rare earth magnets that are secured in sixteen
(16) slots along the outer edge of the rotating assembly. Two hundred ninety-two (292)
stamped steel plates are captured between two (2) end plates and aligned on the shaft with
two (2) keyed slots. The magnets, end plates, and stamped steel plates are secured on the
shaft with a large nut.
Figure D-ll: Traction Motor Rotor Components
66
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The traction motor stator (Figure D-12) also is similar in construction and mounting of,
yet larger than, the corresponding generator stator. The stator's wire leads are connected
to the traction motor control unit. The stator assembly is comprised of two hundred
eighty-eight (288) stamped steel plates, copper wire, insulating tube, lacing, aromatic
polyamide insulators, and paint. The stacked steel plates, once assembled, are welded
together. A thermocouple is also included in this assembly.
Figure D-12: Traction Motor Stator
67
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The traction motor control unit (Figure D-13) contains six (6) Mitsubishi smart Insulated
Gate Bipolar Transistor (IGBT) power modules and a control circuit board assembly.
Two (2) transfer blocks are built-up of stamped circuit traces and then over-molded to
link the IGBT high current leads together. Each of the IGBT's twelve (12) control leads
is soldered to the control circuit board. The IGBT mounting faces consist of coated
copper for effective heat transfer to the transaxle case. The cover, circuit board, and base
plate are secured together using several threaded fasteners and studs.
Figure D-13: Traction Control Unit Components
68
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The generator control unit (Figure D-14) is different from the traction motor control unit
in that it contains only five (5) Mitsubishi IGBT power modules and an additional
aluminum heat sink. Similar to the motor controls section, a circuit board and two (2)
transfer blocks connect the various IGBT leads together. All mounting of the power
modules and control portions are identical to the motor section.
Figure D-14: Generator Control Unit Components
The control module (Figure D-15) is assembled to the transmission as a large
subassembly. The control module consists of an aluminum frame, two (2) large
capacitors, an electrical filter, a ballast resistor, and the CVT control circuit board.
Figure D-15: Transmission Control Module
69
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Both capacitors (Figure D-16 and Figure D-17) are fastened to the control module with
threaded fasteners. The small capacitor had two (2) large leads that connected directly to
the filter. The large capacitor utilized six (6) large leads to connect to both control units
and the smaller capacitor.
Figure D-16: Large Capacitor
Figure D-17: Small Capacitor
70
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The CVT control circuit board (Figure D-18) is fastened to the control module housing
with twelve (12) threaded fasteners. This circuit board contains seven (7) connector ports
that link to the control units, current sensors, temperature sensors, and external ports.
T =T
Figure D-18: CVT Control Circuit Board
The housing for the transmission control module (Figure D-19) is a large die cast
aluminum part with a minimal amount of machining. The housing fits the capacitors,
filter, CVT circuit board, and ballast resistor together into a large, compacted assembly.
Figure D-19: Housing, Transmission Control Module
71
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The electrical filter and ballast resistor (Figure D-20) are secured to the transmission
control module with threaded fasteners. The electrical filter is connected to the high
voltage power input and the smaller capacitor.
Figure D-20: Electrical Filter, Inverter and Ballast Resistor
Both generator and traction motor are monitored by speed sensors for velocity,
acceleration, and direction. Both sensors have three (3) copper wire circuits wrapped
around the individual poles. The laminate plates are dimpled so that they lock once the
stack is pressed together. Both sensors are over-molded with integrated electrical
connectors. Individual speed sensor harnesses are used to connect between the control
modules and sensors.
The generator sensor (Figure D-21) has fourteen (14) poles and seven (7) stamped steel
laminate plates.
Figure D-21: Speed Sensor, Generator
72
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The speed sensor for the traction motor (Figure D-22) uses sixteen (16) poles and eight
(8) stamped steel laminate plates.
Figure D-22: Speed Sensor, Traction Motor
Two (2) current sensor assemblies are utilized for monitoring the traction motor and generator
current flow (Figure D-23). Each sensor assembly contains three (3) individual measuring
circuits corresponding with the traction motor and generator wiring. Each lead from the motor
and generator goes through a dedicated hole in the sensor assembly. The sensor assemblies are
secured to the lower portion of the transmission case with two (2) threaded fasteners.
I
Figure D-23: Current Sensor Assembly
The coil module assembly is connected directly to the lower transmission assembly with
four (4) fasteners. Large electrical leads, from the bus bar, connect the coil module to the
power circuit. A temperature sensor is embedded in the potting of the coil module. Note
the sensor's harness lead and connector in Figure D-24.
73
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I
Figure D-24: Coil Module Assembly
Six (6) harnesses (Figure D-25) link the various electronic components together. Many of
the sensors and electrical components contain their own harnesses.
Figure D-25: Transmission Harnesses
74
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D.3.1.4 Transmission Cooling System
D.3.1.4.1 Transaxle Cooling System (Baseline Fusion)
The baseline transaxle (Figure D-26) is cooled by routing the transmission fluid though
an externally mounted heat exchanger. Fluid is forced through the heat exchanger by the
internal transmission pump. The heat exchanger (Figure D-27) is a traditional design
mounted internal to the radiator tank.
Figure D-26: Cooler Lines and Radiator with Internal Cooler
Figure D-27: Internal Cooler
D.3.1.4.2 Transaxle Cooling System (Fusion HEV)
An auxiliary coolant pump is attached in-line on the cooling system for the transmission
control module and DC-DC converter. This pump circulates coolant from the electronics
associated with the hybrid drive and moves it to the exchanger. The exchanger is
mounted external to the radiator ahead of the AC condenser (Figure D-28 and Figure
D-29)
75
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Figure D-28: Exchanger Mounted to Front End Module (FEM)
Figure D-29: Exchanger on Bench
76
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The electric pump (Figure D-30 ) is isolation mounted to the front radiator core support.
Coolant lines are attached with two (2) standard spring clamps. Since the system was separate
from the engine cooling system a separate reservoir was employed.
7
Figure D-30: Auxiliary Coolant Pump with Mount, Hoses, Spring Clamps &
Reservoir
The coolant routing through the hybrid transmission serves two (2) purposes; it cools the
power electronics, and extracts energy from the transmission fluid. The heat exchanger,
partially integrated into the Housing - Electronic Assembly (Figure D-31), provides a
physical boundary between the two (2) main functional sections of the transmission. The
top section - or "electrical section" - houses all the power electronics and controls. The
bottom section - or "mechanical section" - houses the gearing, traction motor, generator,
and other miscellaneous associated hardware.
On the "electrical section" of the transmission, coolant running through the heat
exchanger cools the power electronics mounted to the top side of the heat exchanger.
Thermal conductive paste is used under each component to maximize heat transfer
(Figure D-32).
On the bottom side of the heat exchanger, which is partially integrated into the transaxle
case - main subassembly, transmission fluid is cooled as it flows through the bottom
chamber. Cooled transmission fluid leaving the heat exchanger is then circulated to key
components within the transmission, including the main planetary set, bearings, traction
motor, and generator.
77
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Figure D-31: Internal Heat Exchanger, Integrated into the Bottom Side of the
Housing - Electronic Assembly
—il
Figure D-32: Mounting Face for Power Electronics on Top Side of Housing -
Electronic Assembly
D.3.2 Transmission System Cost Impact
Relative to the baseline 6-speed AT, the new eCVT increased in cost by approximately
212% ($1,169) (i.e., Baseline 6-speed AT Incremental = $1,047, HEV eCVT Incremental
= $2216).
Note: As covered in the process methodology discussion, only component differences
(i.e., additions, deletions, modifications) driven by the new technology adaptation are
evaluated for cost impact. If component differences exist, as examined in the baseline
and new technology configuration, and the differences are independent of the new
78
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technology adaptation (i.e., driven by supplier or OE design preference, vehicle
packaging, etc.), no cost considerations are given.
Occasionally, where component differences do exist (driven by new technology
adaptation), and there is content and/or function similarities with offsetting component
value, the cost analysis efforts are reduced or eliminated. These types of offsetting cost
estimations are judiciously applied and are generally limited to commodity type
components (e.g. pumps, sensors, solenoids).
In the Transmission System Cost Model Analysis Template (CMAT), Table D-5, the net
incremental direct manufacturing cost of the Ford Fusion electronic continuous variable
transmission (eCVT) over the baseline 6-speed automatic transmission is shown. In the
system level CMAT, the incremental costs for each major subsystem, if applicable, are
shown for both the new technology (Ford Fusion HEV) and base technology (Ford Fusion
SE). The subsystem costs for the new technology are subtracted from the base
technology, resulting in the net incremental direct manufacturing cost for each subsystem.
The subsystem incrementals are rolled up into a net system incremental cost, while
maintaining cost element resolution.
From the net incremental direct manufacturing cost of $1,169.27, approximately 83%
($968.13) of the costs are total manufacturing costs (TMCs) and 17% are mark-up costs.
From the $968.13 in TMCs, approximately 53.5% ($518.23) of the added cost comes
from materials, 19.8% ($191.68) from labor, and 26.7% ($258.22) in manufacturing
overhead.
For the conventional 6-speed transmission the majority of the costs are shared across five
(5) or six (6) of the traditional automatic transmission subsystems (e.g., cases, geartrain,
internal clutches, launch clutches, electrical controls). In contrast more than 70%
($1,602.54) of the eCVT costs are associated with electric motor and controls subsystem.
79
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Table D-6 is a subsystem CMAT drilling down further into the cost make-up of the
electric motors and controls subsystem for the eCVT. The top three (3) sub-subsystems,
which make-up over 80% of the subsystem costs, are:
1. Traction motor and generator (37.8% of subsystem costs)
2. Power electronic components and assemblies ( 12.1% of subsystem costs)
a. sub-subsystem mainly comprised of large passive power electronic
components
3. Control modules (33.3% of subsystem costs)
a. sub-subsystem comprised of motor control unit (MCU), generator
control unit (GCU), and transmission control unit (TCU)
b. Both low- and high-voltage MCU and GCU components included in
module.
c. Single, low-voltage TCU board only
80
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Table D-5: Net Incremental Direct Manufacturing Cost of Ford Fusion HEV eCVT
in Comparison to Conventional 6-Speed Automatic Transmission
SYSTEM & SUBSYSTEM DESCRIPTION
1 System/Subsystem Description
020000 Transmission System
1 02 Case Subsystem
2 03 Gear Train Subsystem
3 04 Internal Clutch Subsystem
1
5 06 Oil Pump and Filter Subsystem
6 07 Mechanical Controls Subsystem
7 08A Electrical Controls Subsystem
8 08B Transmission Control Module (Est. $150)
9 09 Parking Mechanism Subsystem
10 10 Misc Subsystem
11 | 11 Electric Motor & Controls Subsystem
| em
I 13 OE Transmission Assembly (broke out for eCVT only,
| included in subsystem roll-ups in base analysis)
SYSTEM & SUBSYSTEM DESCRIPTION
1 System/Subsystem Description
020000 Transmission System
1 | 02 Case Subsystem
4 05 Launch Clutch Subsystem
5 06 Oil Pump and Filter Subsystem
7 08A Electrical Controls Subsystem
8 08B Transmission Control Module (Est. $150)
9 09 Parking Mechanism Subsystem
10 10 Misc Subsystem
1 1 11 Electric Motor & Controls Subsystem
12 12 Transmission Cooling System
1 3 13 OE Transmission Assembly (broke out for eCVT only,
included in subsystem roll-ups in base analysis)
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pack Capacity 5.5Ah, 1.51kWh)
Manufacturing
Material
$ 85.05
$ 74.98
$
$
$
$
$
$
$ 793.95
$
$ 1,010.34
Labor
$ 16.43
$ 21.74
$
$
$
$
$
$
$ 208.98
$ 58.49
$ 331.85
Burden
$ 81.14
$ 37.08
$
$
$
$
$
$
$ 337.24
$ 44,17
$ 532.55
Total
Manufacturing
Cost
(Component/
Assembly)
„ 182.62
$ 133.80
$
$ 7.97
$
$
$
$
$
$ 1,340.17
$ 102.66
$ 1,874.73
Markup
End Item
Scrap
$ 4.90
$ 1.31
$
$ 0.33
$
$
$
$
$
$ 10.01
$
$ 17.46
SGSA
$ 7.97
$ 14.84
$
$ 0.54
$
$
$
$
$
$ 96.40
$
$ 127.56
Profit
$ 8.82
$ 13.45
$
$ 0.50
$
$
$
$
$
$ 103.22
$
$ 132.73
EDST-RSD
$ 2.10
$ 4.13
$
$
$
$
$
$
$ 49.50
$
$ 57.79
Total Markup
Cost
(Component/
Assembly)
$ 23.79
$ 33.74
$
$
$
$
$
$
$ 259.12
$
$ 335.54
Total
Packaging
Cost
Component/
Assembly)
$ 1.97
$ 0.41
$
$
$
$
$
$
$ 3.25
$
$ 6.16
Net Component/
Assembly Cost
Impact to OEM
$ 208.39
$ 167.95
$
$
$
$
$
$
$ 1,602.54
$ 102.66
$ 2,216.43
BASE TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion SE, 3.0L V6, 4-Val. DOHC, NA, PFI, 240hp, 223lb*ft
Manufacturing
Material
$ 59.04
$ 89.44
$
$ 104.86
$ 115.34
$ 0.30
$
$
$ 4,89
$
$ 492.10
Labor
$ 10.47
$ 0.46
$
$ 3.94
$ 3.24
$ 1.02
$
$
$ 8.99
$
$ 140.17
Burden
$ 45.95
$ 0.83
$
$ 6.01
$ 11.02
$ 0.72
$
$
$ 9.19
$
$ 274,33
Total
Manufacturing
Cost
(Component/
Assembly)
$ 115.46
$ 90.74
$
$ 114.82
$ 129.60
$ 2.03
$
$
$ 23.06
$
$ 906.60
Markup
End Item
Scrap
$ 0.55
$
$
$ 0.02
$ 0.65
$ 0.01
$
$
$ 0.19
$
SGSA
$ 7.18
$
$
$ 0.24
$ 8.49
$ 0.12
$
$
$ 2.92
$
Profit
$ 6.62
$
$
$ 0.22
$ 7.84
$ 0.14
$
$
$ 2.38
$
EDST-RSD
$ 2.76
$
$
$ 3.24
$ 0.10
$
$
$ 0.64
$
Total Markup
Cost
(Component/
Assembly)
$ 17.11
$
$ 20.23
$ 0.38
$
$
$ 6.14
$
$ 136.07
Total
Packaging
Cost
(Component/
Assembly)
$ 0.56
$
$
$ 0.17
$
$
$
$
$
$ 4.49
Net Component/
Assembly Cost
Impact to OEM
$ 133.12
$ 90.74
$
$ 150.00
$ 2.41
$
$
$ 29.20
$
$ 1,047.17
81
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SYSTEM & SUBSYSTEM DESCRIPTION
a System/Subsystem Description
020000 Transmission System
1 02 Case Subsystem
2 03 Gear Train Subsystem
3 04 Internal Clutch Subsystem
4 05 Launch Clutch Subsystem
5 06 Oil Pump and Filter Subsystem
6 07 Mechanical Controls Subsystem
7 08A Electrical Controls Subsystem
8 08B Transmission Control Module (Est. $150)
9 09 Parking Mechanism Subsystem
10 10 Misc Subsystem
11 11 Electric Motor & Controls Subsystem
12 12 Transmission Cooling System
OE Transmission Assembly (broke out for eCVT only,
included in subsystem roll-ups in base analysis)
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
$ 26.01
$ 27.05
$ (54.86)
$ (68.51)
$ 2.52
$ (15.44)
$ (104.86)
$ (115.34)
$ (0.30)
$
$ 793.95
$ 28.03
$
$ 518.23
Labor
$ 5.96
$ (20.98)
$ (37.85)
$ 10.93
$ 1.77
$ (31.49)
$ (3.94)
$ (3.24)
$ (1.02)
$
$ 208.98
$ 4.06
$ 58.49
S 191.68
Burden
$ 35.19
$ (54.84)
$ (67.45)
$ 14.51
$ 3.68
$ (41.23)
$ (6.01)
$ (11.02)
$ (0.72)
$
$ 337.24
$ 4.70
$ 44.17
S 258.22
Total
Manufacturing
Cost
(Component/
Assembly
$ 67.17
$ (48.77)
$ (160.16)
$ (43.06)
$ 7.97
$ (88.16)
S (114.82)
$ (129.60)
$ 1,340.17
$ 36.78
$ 102.66
S 968.13
Markup
End Item
Scrap
$ 4.35
$ (1.61)
$ (1.57)
$ 0.51
$ 0.33
$ (0.59)
$ (0.02)
$ (0.65)
$ (0.01)
$
$ 10.01
$ 0.21
$
S 10.95
SG&A
$ 0.79
$ (1.55)
$ (16.17)
$ 1.96
$ 0.54
$ (7.66)
$ (0.24)
$ (8.49)
$ (0.12)
$
$ 96.40
$ 2.93
$
S 68.39
Profit
$ 2.20
$ (1.39)
$ (16.15)
$ 1.81
$ 0.50
$ (7.07)
$ (0.22)
$ (7.84)
$ (0.14)
$
$ 103.22
$ 2.55
$
S 77.46
ED8.T-R8.D
$ (0.65)
S 1.78
$ (4.81)
S 0.30
S 0.21
$ (1.18)
$ (0.04)
$ (3.24)
$ (0.10)
$
$ 49.50
$ 0.91
$
S 42.68
Total Markup
Cost
(Component/
Assembly)
S 6.68
$ (2.77)
$ (38.70)
S 4.59
S 1.56
$ (16.50)
$ (0.51)
$ (20.23)
$ (0.38)
$ 259.12
$ 6.60
$
S 199.47
Total
Packaging
Cost
(Component/
Assembly)
$ 1.41
$ (0.29)
$ (2.81)
S 0.24
S 0.05
$ (0.26)
$ (0.01)
$ (0.17)
$
$
$ 3.25
$ 0.24
$
S 1.66
Net Component/
Assembly Cost
Impact to OEM
S 75.26
$ (51.83)
S (201.67)
$ (38.23)
S 9.58
S (104.92)
$ (115.34)
S (150.00)
$ (2.41)
$ 1,602.54
$ 43.62
$ 102.66
S 1,169.27
82
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Table D-6: eCVT Motor and Controls Subsystem Cost Breakdown
SYSTEM & SUBSYSTEM DESCRIPTION
o) System/Subsystem Description
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pack Capacity S.SAh, 1.51kWh)
Manufacturing
Material
Labor
021100 Electric Motor & Controls Subsystem
1 | 01 Traction and Generator Motors
2 | 02 Power Electronic Components and Assemblies
3 | 03 Control Modules
4 | 04 Traction and Generator Motor Sensors
5 | 05 Internal Electrical Connections (e.g.wire harness, terminals, bus
6 | 10 Plugs
7 | 15 Switches
8 | 72 Electrical Housings/Support Structure
9 | 75 Brackets
10 1 80 Boltings
11 | 85 Sealing Elements
12 |
13 |
14 |
SUBSYSTEM ROLL-UP
$ 197.55
$ 107.30
$ 400.05
$ 26.67
$ 23.39
$
$ 0.67
$ 35.11
$ 1.94
$
$ 1.26
$ 793.95
$ 115.46
$ 17.57
$ 17.07
$ 17.96
$ 31.05
$
$ 1.06
$ 7.36
$ 1.14
$
$ 0.31
$ 208.98
Burden
$ 193.46
$ 32.74
$ 27.49
$ 20.02
$ 18.39
$
$ 0.80
$ 43.28
$ 0.53
$
$ 0.52
$ 337.24
Total
Manufacturing
Cost
(Component/
Assembly)
$ 506.47
$ 157.61
$ 444.61
$ 64.66
$ 72.83
-
$ 2.53
85.76
$ 3.61
$ 2.10
$ 1,340.17
Markup
End Item
Scrap
$ 3.55
$ 1.49
$ 3.10
$ 0.36
$ 0.36
$
$ 0.01
$ 1.12
$ 0.01
$
$ 0.01
$ 10.01
SGSA
$ 35.45
$ 15.19
$ 31.04
$ 4.22
$ 4.72
$
$ 0.16
$ 5.28
$ 0.19
$
$ 0.14
$ 96.40
Profit
$ 40.52
$ 13.68
$ 35.48
$ 3.93
$ 4.33
$
$ 0.15
$ 4.88
$ 0.12
$
$ 0.13
$ 103.22
EDST-RSD
$ 20.26
$ 5.84
$ 17.74
$ 1.75
$ 1.77
$
$ 0.06
$ 2.02
$ 0.03
$
$ 0.02
$ 49.50
Total Markup
Cost
(Component/
Assembly)
$ 99.77
$ 36.20
$ 87.37
$ 10.26
$ 11.19
$
$ 0.39
$ 13.30
$ 0.35
$
$ 0.29
$ 259.12
Total
Packaging
Cost
(Component/
Assembly)
$ 0.28
$ 0.45
$ 1.16
$ 0.33
$ 0.20
$
$ 0.03
$ 0.70
$ 0.10
$
$ 0.02
$ 3.25
Net Component/
Assembly Cost
Impact to OEM
$ 606.52
194.26
$ 533.13
$ 75.24
$ 84.22
s
I 2.95
99.75
$ 4.06
-
$ 2.41
$ 1,602.54
D.4 Body System and Cost Summary Overview
D.4.1 Body Hardware Overview
Hybrid technology drives some subtle changes to the body systems. Most changes are
confined to the traction battery area. The rear seat bottom is polyurethane (PUR) foam on
wire frame for the base model while the hybrid model uses PUR foam on an expanded
polypropylene (EPP) base. The hybrid's EPP base allows designers to use the seat as a
duct for air flow. Cabin air is pulled through a vent opening in the front face of rear seat
cushion and directed into the battery module via the integrated seat ducting. The cooler
cabin air, which is pulled through the battery module, is exhausted into the trunk
compartment. Heat shielding under the rear seat and inside the rear seat backs was also
added to support cooling of the battery and to minimize heat transfer from the battery to
rear passenger seat back.
Other less significant body system changes include: (1) under engine splash pans, (2)
inclusion of molded trim panels in the luggage compartment to accommodate the traction
83
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battery and air flow, and (3) addition of body weld studs and nuts for mounting unique
HEV components (e.g., DC-DC converter module, high voltage wire harness, and High
Voltage Battery). All other portions of the body system were found to be essentially
identical.
Note: In some cases, where components are added to a vehicle system to support the
mounting or function of a component within another system, costs are generally captured
in the system driving the need for the component. For example, weld studs and nuts are
added to the body system to support the mounting of the high voltage wire harness to the
vehicle. In the cost analysis, the costs of the weld studs and nuts are included in the
Electrical Distribution and Electronic Control System, Traction and High Voltage Power
Distribution Subsystem.
D.4.1.1 Body Closures Subsystem
D.4.1.1.1 Body Closures Subsystem
The under engine splash shield on the base Fusion deadens sound, insulates, and protects
the lower engine bay and powertrain (Figure D-33). The hybrid Fusion's under engine
splash shield (Figure D-34) is identical in construction and purpose to the base model.
The difference between the shields in size and number of access holes which are driven
by the powertrain package.
Figure D-33: Base Fusion, Under Engine Splash Shield
84
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Figure D-34: HEV Fusion, Under Engine Splash Shield
D.4.1.2 Interior Trim and Ornamentation Subsystem
A molded trim panel is utilized in the HEV Fusion's luggage compartment to cover the
traction battery. Provisions are made for warm air to exit the plenum as it is exhausted
from the cooling system of the battery (Figure D-35).
Figure D-35: Luggage Compartment Liner
D.4.1.3 Sound and Heat Control Subsystem
Due to traction battery heat at the rear seat backs, heat shielding is inserted into the rear
seat back covers. This heat shield consists of double layer bubble wrap captured between
a top and bottom aluminum foil layer (Figure D-36).
85
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Figure D-36: Heat Shield on Rear Seat Backs
Heat shielding is also required on the rear seat pan area. This heat shield is a single layer
of bubble wrap sheet covering only one (1) side with an aluminum foil. Mounting of the
heat shield is accomplished via push pins to the seat pan (Figure D-37).
.<." :
Figure D-37: Heat Shield for Rear Seat Pan
D.4.1.4 Seating Subsystem
D.4.1.4.1 Seating Subsystem (Base Fusion)
The base Fusion's rear seat bottom is a conventional design of polyurethane (PUR) foam
over-molded on a bent and welded wire frame. The wire frame is used to fasten the seat
86
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base to the body. The seat cover is mounted to the foam seat base wire frame using hog
rings for the majority of the fastenings with hook and loop retention on the pleated
features only (Figure D-38 through Figure D-41).
-\-V41
* 'T
Figure D-38: Rear Seat Bottom (Base)
Figure D-39: Wire Frame Weldment
Hook and
Loop Retainer
Figure D-40: Seat Cover Fastening Types
87
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Figure D-41: Hook and Loop Placement
D.4.1.4.2 Seating Subsystem (HEV Fusion)
Due to cooling requirements of the traction battery, air is drawn from under the rear seat
bottom into the battery case. To accommodate the air flow, the rear seat base structure is
molded from expanded polypropylene (EPP). This allows for an air duct to be molded
into the base (Figure D-42 and Figure D-43). A polyurethane (PUR) foam cushion is
then placed on the EPP base. Driven by the lack of a conventional wire frame for seat
mounting, four (4) formed retainers and fasteners are mounted to the seat base (Figure
D-44). The seat cover is mounted to the foam seat cover with hook and loop retention
while the base employs extruded retainers which fit molded slots in the base. The
extruded retainers are sewn onto the seat cover (Figure D-45 through Figure D-47). To
close out the seat air duct a molded plastic intake grill (Figure D-48) is secured with push
pins to the seat base.
Figure D-42: Rear Seat Bottom (HEV)
88
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Figure D-43: Expanded Polypropylene (EPP), Seat Base Structure
Figure D-44: Seat Retainers
Figure D-45: Extruded Retainers for Seat Cover to Base
89
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S~H I
Figure D-46: Extruded Retainer location on Base
—_—
Figure D-47: Hook and Loop Placement on Cushion
Figure D-48: Intake Grill
90
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D.4.2 Body System Cost Impact
As shown in Table D-7, the incremental costs are captured for each of the four (4)
subsystems discussed previously. In general, the design and/or manufacturing differences
between the components, within each subsystem, from each vehicle, result in a very small
incremental cost difference. The net incremental direct manufacturing cost for the body
system was $6.31.
Table D-7: Net Incremental Direct Manufacturing Cost of Ford Fusion HEV Body
System in Comparison to Ford Fusion Base Body System
SYSTEM & SUBSYSTEM DESCRIPTION
1 System/Subsystem Description
030000 Body System
1 03 Body Closures Subsystem
2 05 Interior Trim and Ornamentation Subsystem
3 06 Sound and Heat Control Subsystem (Body)
4 10 Seating Subsystem
SUBSYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
1 System/Subsystem Description
000000 Vehicle
1 03 Body Closures Subsystem
2 05 Interior Trim and Ornamentation Subsystem
3 06 Sound and Heat Control Subsystem (Body)
4 10 Seating Subsystem
SUBSYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
| System/Subsystem Description
030000 Body System
1 03 Body Closures Subsystem
2 05 Interior Trim and Ornamentation Subsystem
3 06 Sound and Heat Control Subsystem (Body)
4 10 Seating Subsystem
SUBSYSTEM ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pack Capacity 5.5Ah, 1.51kWh)
Manufactunng
Material
$ 9.04
$ 4.74
$ 5.21
$ 13.77
$ 32.76
Labor
$ 1.00
$ 3.10
$ 9.76
Burden
$ 1.03
$ 1.66
$ 6.72
Total
Manufacturing
Cost
Assembly)
$ 6.77
$ 30.24
Markup
Scrap
$ 0.29
SGSA
$ 3.83
Profit
$ 3.53
EDST-RSD
$ 1.09
Total Markup
Cost
(Component/
Assembly)
$ 1.22
$ 2.42
$ 8.75
Total
Packaging
Cost
Assembly)
$
$
0.17
Net Component/
Assembly Cost
mpactto OEM
$ 22.16
$ 7.99
$ 38.99
$ 81.71
BASE TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion SE, 3.0L V6, 4-Val. DOHC, NA, PFI, 240hp, 223lb*ft
Manufactunng
Material
$ 7.31
$
$
$ 17.57
Labor
$ 2.75
$
$
$ 15.28
Burden
$
$
$ 12.28
Total
Manufacturing
Cost
Assembly)
$
$
$ 45.13
Markup
Scrap
$
$
$ 0.46
SS8A
$
$
$ 5.98
Profit
$ 1.63
$
$
$ 5.51
EDST-RSD
$
$
$ 1.68
Total Markup
Cost
(Component/
Assembly)
$ 3.97
$
$
$ 13.62
Total
Packaging
Cost
Assembly)
$
$
$
Net Component/
Assembly Cost
Impact to OEM
$ 16.64
$
$ 58.75
$ 75.39
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufactunng
Matenal
$ 1.73
$ 4.74
$ 5.21
$ (3.81
Labor
$ 1.49
$ 1.00
$ 3.10
$ (5.53
Burden
$ 1.04
$ 1.03
$ 1.66
$ (5.56
Total
Manufacturing
Cost
Assembly)
$ 4.26
$ 6.77
$ 9.98
$ (14.89)
Markup
Scrap
$ 0.04
$ 0.04
$ 0.08
$ (0.16)
SGSA
$ 0.55
$ 0.52
$ 1.05
$ (2.15
Profit
$ 0.51
$ 0.48
$ 0.97
$ (1 .97
EDST-RSD
$ 0.16
$ 0.18
$ 0.32
$ (0.58
Total Markup
Cost
(Component/
Assembly)
$ 1.26
$ 1.22
$ 2.42
$ (4.87
Total
Packaging
Cost
Assembly)
$
$
$ 0.17
$
Net Component/
Assembly Cost
mpactto OEM
$ 5.52
$ 7.99
$ 12.57
$ (19.76)
91
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D.5 Brake System and Cost Summary Overview
D.5.1 Brake Hardware Overview
A brake-by-wire brake system replaces the conventional brake system found on the
baseline Ford Fusion vehicle. In the brake-by-wire system the traditional brake pedal
module is replaced with an actuation unit consisting of a pedal feel simulator and rotary
position sensor to pick-up driver commands. Signals from the actuation sensor, along
with various other sensors directly related to vehicle braking, are delivered electrically to
an electronic control unit. Under normal braking conditions, the electric generator is
"turned on," converting vehicle braking energy into electric power which is stored in the
high voltage traction battery. When the generator-provided deceleration is insufficient,
the electronic control unit will activate the hydraulic control unit, and potentially the
vacuum pump, which in turn builds up the necessary hydraulic pressure to operate the
conventional wheel brakes.
In addition to a unique pedal actuation mechanism and the added vacuum pump, an
enhanced booster containing a vacuum control solenoid and position sensor were
required. The hydraulic systems on both vehicles, from the master cylinders to the
wheels, were considered cost neutral.
It is acknowledged that the brake-by-wire system provided by Continental Automotive for
the Fusion HEV is one of many available brake system options that may be used in an
HEV or EV application. The system is perhaps more expensive than others in the market
that are not considered true brake-by-wire. However, based on the stated advantages of
the brake-by-wire (Figure D-49), and the growing industry trend toward increased
electronic actuation and controls (e.g., drive-by-wire, electronic power steering), the team
felt the technology configuration was a good choice for the application.
More details regarding the difference between the two (2) brake systems and associated
costs are captured in the following discussion.
92
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Control Unit, ACU
Benefits:
- Full use of the energv recovery potential
(serial recuperation concept)
- Optimal for hybrid vehicles as well as electric and
fuel cell vehicles
- The basic concept and the proven components of the
conventional brake are mostly retained
- Optimum pedal feel selectable by the vehicle
manufacturer
- Low noise, almost no pedal vibrations in AES mode
- Improved crash behavior
- Networking adaptability to further vehicle control
systems
Figure D-49: Key Components of Brake-By-Wire System
(Source of information contained in this figure - Continental Automotive Web page "Regenerative Brake System'
http://www. conti-online. com/generator •in/continental/automotive/themes/passenger_cars/
chassis safety/ebs/extended' functions/brems systeme en.html
D.5.1.1 Brake Actuation Subsystem
D.5.1.1.1 Brake Actuation Subsystem (Base Fusion)
The pedal and bracket assembly - brake (Figure D-50) on the base vehicle consists of a
conventional multi-piece stamped steel bracket, stamped pedal arm, pedal plate, and pedal
pivot hub. A pivot shaft secures the pedal arm assembly to the bracket. There is an
added switch bracket and flag for mounting and actuating the brake on/off switch,
respectively. The pedal arm has a stamped clevis hole which provides the mechanical
connection to the brake booster.
1
Figure D-50: Brake Pedal Assembly (Base Fusion)
93
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D.5.1.1.2 Brake Actuation Subsystem (Hybrid Fusion)
The hybrid brake pedal and sensor assembly - brake (Figure D-51), by nature of its
added function, is more complex than the base pedal and bracket assembly. The pedal
bracket is a cast aluminum design containing traditional features (e.g., switch bracket
mounting, pedal arm mounting) as well as new features required for brake-by-wire (e.g.,
rotary position sensor mounting, brake actuator solenoid mounting). The brake arm
contains a modified clevis attachment, a travel stop, and a feature to drive the brake
simulator and position sensor. The position sensor provides the driver commanded brake
signal. The simulator provides the reactionary load to the driver simulating traditional
brake system efforts as would be experienced in a mechanical system. The actuator
provides the fail-safe function allowing the brake actuation system to revert back to a
conventional mechanical system. The rotary position sensor, actuator, and simulator are
shown in Figure D-52.
_L \
Figure D-51: Brake Pedal Assembly (HEV Fusion)
1. Rotary Position Sensor
2. Actuator
3. Simulator
Figure D-52: Additional Components Added to the Pedal & Bracket Assembly -
Brake for a Brake-By-Wire System
94
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D.5.1.2 Power Brake Subsystem
D.5.1.2.1 Vacuum Booster (Base Fusion)
The base vehicle utilizes a typical single diaphragm vacuum booster (Figure D-53). This
booster consists of two (2) stamped shells front and rear. The forward face provides
features for attaching the master cylinder and vacuum supply port. The rear shell mounts
to the dash panel and is secured to the pedal housing on the opposing side of the dash
panel. The booster pushrod is secured to pedal arm using a clevis pin and clip
arrangement. The two (2) housings together enclose all of the booster components.
Figure D-53: Base Brake Booster with Master Cylinder
D.5.1.2.2 Vacuum Booster (HEV Fusion)
A dual diaphragm active booster (Figure D-54) is utilized on the Fusion hybrid. The
booster, in like manner to the base Fusion, uses a vacuum supply, master cylinder
mounting, and pedal attachment features. The dual diaphragm design is typical of current
automotive boosters. The electronic components that are added to the base vehicle brake
booster include a position sensor, pressure sensor, and actuation solenoid (Reference
Figure D-55 and Figure D-56).
95
-------
Figure D-54: Dual Diaphragm Booster
The additional components increases sealing requirements for the front cover since they
pass through their own individual ports. A position sensor provides feedback on
stroke/travel of the diaphragm. It is pressed into the front cover and retained with a plastic
adapter. This sensor is spring loaded and requires no direct attachment to the diaphragm.
A pressure sensor used to determine if the vacuum pump needs to be run during engine
off modes is also pressed in place with a snap fit.
Figure D-55: Diaphragm Position & Pressure Sensor
The solenoid is added to actuate the input rod to the master cylinder, and requires an extra
jumper harness. It provides connection from inside the booster to the engine harness
through the cover. The solenoid is set directly over the input shaft to the master cylinder
and integrated into the center valve design of a typical conventional booster.
96
-------
Figure D-56: Actuator Solenoid and Additional Harness
The last unique feature on the hybrid Fusion's booster is a slotted clevis (Figure D-57).
The slotted clevis eliminates the traditional mechanical link between the brake pedal arm
and booster under normal braking conditions. During certain system failure modes the
clevis pin in the brake arm will travel to the bottom of the clevis slot, permitting
mechanical actuation of the brake system similar to a conventional brake system.
Figure D-57: Slotted Clevis with Over Molded Slide
D.5.1.2.3 Vacuum Pump and Motor
The Fusion hybrid utilizes an electric vacuum pump (Figure D-58) to maintain vacuum
pressure while the gasoline engine is not running. The pump allows the vehicle to sustain
sufficient vacuum pressure to the brake booster. It is secured to the lower left side of the
engine with an aluminum bracket. A sensor on the brake booster indicates whether or not
the pump should be activated. Air is drawn into the pump through the end opposite the
pump's case. The pump uses a combination of reed valves on each end to build vacuum
pressure via a dual chamber, dual piston design. The vacuum pump has a singular outlet
which is split into two (2) separate lines running directly to the intake manifold. The
majority of the case components are die cast aluminum parts that bolt together.
97
-------
Figure D-58: Vacuum Pump Assembly
D.5.1.3 Brake Control Subsystem
Assessing the additional hardware cost in the existing brake controllers was performed
using a fixed cost for each high side and low side driver added to the system. In the
Fusion VEV brake system three (3) additional high side drivers were added over the base
brake system (i.e., actuator solenoid pedal, actuator solenoid booster, and vacuum pump
motor). In addition, four (4) low side drivers were added to the HEV brake system (i.e.,
pressure sensor pedal, travel sensor pedal, travel sensor booster, and pressure sensor
booster).
D.5.2 Brake System Cost Impact
The system overview discussion highlighted the three (3) brake components which saw
the greatest magnitude of change required for power-split HEV adaptation. In addition to
the three (3) primary components discussed, many secondary/support components were
also modified. The cost impact of both the primary and secondary components are
captured within their respective subsystems. The three (3) subsystems which contributed
to the net incremental, direct manufacturing brake system cost of $236.68 are listed below
along with the primary component(s) evaluated within each subsystem. Additional cost
details can be found in Table D-8.
• Brake Actuation Subsystem ($80.37) (Pedal and Bracket Assembly)
• Power Brake Subsystem ($127.81) (Vacuum Booster Assembly, Vacuum Pump
and Motor Assembly)
• Brake Controls Subsystem Power Brake Subsystem ($28.50) (High Side and Low
Side Driver Modifications to Control Modules)
98
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Table D-8: Net Incremental Direct Manufacturing Cost of Ford Fusion HEV Brake
System in Comparison to Ford Fusion Base Brake System
SYSTEM & SUBSYSTEM DESCRIPTION
| System/Subsystem Description
060000 Brake System
1 06 Brake Actuation Subsystem
2 07 Power Brake Subsystem (for Hydraulic)
3 [09 Br.k. Controls Subsystem
SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
§ System/Subsystem Description
060000 Brake System
1 | 06 Brake Actuation Subsystem
'
3 |09 Br.k. Controls Subsystem
SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
| System/Subsystem Description
060000 Brake System
1 06 Brake Actuation Subsystem
2 07 Power Brake Subsystem (for Hydraulic)
SYSTEM ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pack Capacity 5.5Ah, 1.51kWh)
Manufacturing
Matenal
$ 43.46
$ 48.1 1
Labor
$ 1 7.00
$ 33.65
Burden
$ 21.17
$ 44.27
Total
Manufacturing
Cost
(Component/
Assembly)
$ 81.63
$ 126.03
Markup
Scrap
$ 1.02
$ 0.74
so»
$ 8.71
$ 10.29
Profit
$ 8.98
EDST-RSD
$ 3.18
Total Markup
Cost
(Component/
Assembly)
$ 23.19
Total
Packaging
Cost
(Component/
Assembly)
$ 0.22
Net Component/
Assembly Cost
mpactto OEM
$ 149.44
BASE TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion SE, 3.0L V6, 4-Val. DOHC, NA, PFI, 240hp, 223lb*ft
Manufacturing
Material
Labor
Burden
Total
Manufacturing
Cost
(Component/
Assembly)
Markup
End Item
$ 0.18
SGSA
$ 2.45
Profit
$ 2.27
EDST-RSD
$ 0.87
Total Markup
Cost
(Component/
Assembly)
$ 5.76
Total
Packaging
Cost
(Component/
Assembly)
$ 0.12
Net Component/
Assembly Cost
Impact to OEM
$ 42.39
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Matenal
$ 36.33
$ 41.16
$ 99.45
Labor
$ 1 3.56
$ 27.17
$ 41.35
Burden
$ 13.74
$ 39.20
$ 55.03
Total
Manufacturing
Cost
(Component/
Assembly)
$ 63.62
$ 107.54
$ 195.83
Markup
Scrap
$ 0.94
$ 0.64
$ 1.70
so»
$ 7.59
$ 8.95
$ 18.14
Profit
$ 6.23
$ 15.48
EDST-RSD
$ 1.79
$ 5.12
Total Markup
Cost
(Component/
Assembly)
$ 16.55
$ 40.45
Total
Packaging
Cost
(Component/
Assembly)
$ 0.20
$ 0.20
$ 0.40
Net Component/
Assembly Cost
mpactto OEM
$ 80.37
$ 127.81
$ 236.68
99
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D.6 Climate Control System and Cost Summary Overview
D.6.1 Climate Control Hardware Overview
The HEV technology configuration drove both a heating and defrosting, and
refrigeration/air conditioning, subsystem change. An auxiliary water pump was added for
the heating and defrosting subsystem to maintain hot coolant flow through the heater core
during ICE shutdown mode. In the refrigeration/air conditioning subsystem, an electric
compressor is required to maintain cool air flow in the passenger compartment during
ICE shutdown mode. Beyond the compressor there is little to no difference in plumbing
of the refrigerant lines. The condensers and evaporators are found to be the same on both
vehicles and are excluded from the analysis.
D.6.1.1 Heating Defrosting Subsystem
The Fusion HEV auxiliary coolant pumping subsystem contains an auxiliary water pump
(shown in Figure D-59) mounting bracket, electrical jumper harness, and additional
coolant lines/hardware required to splice into conventional engine coolant pumping
system.
Figure D-59: Auxiliary Water Pump
100
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D.6.1.2 Refrigeration/Air Conditioning Subsystem
D.6.1.2.1 Refrigeration/Air Conditioning Subsystem (Base Fusion)
The belt-driven compressor is a typical piston design (Figure D-60) driven by a swash
plate. An external electromagnetic clutch is utilized for compressor control. Based on
the unique differences between the two (2) systems, the gas AC compressor was
completely disassembled and analyzed.
Figure D-60: Belt-Driven Compressor and Mounting Hardware
The conventional compressor consists of a two- (2-) piece main housing, external
electromagnetic clutch (drive pulley), two (2) end caps, a shaft with a swash plate, pistons
and various stamped plates for flow control (reed valves).
The compressor clutch is applied by an electromagnet integrated into the compressor's
drive pulley area (Figure D-61). The magnet, when energized, couples the shaft to the
drive pulley, which, in turn, actuates the pistons inside the pump. The magnet consists of
a copper wound coil setting inside a U channel (stamped steel) with a lower insulator and
an external potting compound sealing the unit. The magnet is a stationary part fixed to
the front of the compressor. The drive pulley consists of the rotating member, which is
driven by the accessory drive belt and rides on a sealed bearing. The inner portion of the
pulley is attached to the compressor shaft end via splines.
101
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Figure D-61: Electromagnetic Clutch and Pulley with Bearing
The compressor shaft has a swash plate pressed onto the middle of the shaft (Figure D-62). This
plate converts the rotating motion to reciprocating motion, which drives the pistons up and down
in their respective bores. The pistons are a dual piston design with chambers within both main
housings. They are machined cast aluminum with polytetrafluoroethylene sealing rings on each
end. The shaft has numerous machined surfaces including ground and splined features for
component interfaces.
Figure D-62: Pistons, Cylinder Bore and Swash Plate
A series of stamped coated plates are used on each end of the pump, making up the reed
valves and sealing the system (Figure D-63).
Figure D-63: Sealing Plate and Reed Valves
102
-------
The two (2) main housings and both end caps (Figure D-64) are die cast aluminum
designs. The main housings (Figure D-65) both contain bores for the pistons and cross
flowing internal ports connecting both ends of the compressor. The shaft bearings are
also pressed into each of the main housings. The front end cap provides shaft sealing
while the rear cover contains a pressure relief valve. The entire assembly is secured with
five (5) long bolts that are inserted from the front through both housings and threads into
the rear end cap.
Figure D-64: AC Compressor End Caps
Figure D-65: AC Compressor Main Housings with Center Bores
D.6.1.2.2 Refrigeration / Air Conditioning Subsystem (HEV Fusion)
The electric compressor, including electronic controls, is completely self-contained
(Figure D-66). The compressor is a scroll design, unlike the gas piston version.
Although it could have been located virtually anywhere between the evaporator and
condenser, it is attached directly to the engine in the same location. The compressor
103
-------
receives power from the High Voltage Low Current (HVLC) cables coming from the
Bussed Electrical Distribution Center (BEC).
Figure D-66: Electric Compressor and Mounting Hardware
The compressor assembly consists of a main housing, end cap (scroll housing), scroll,
electronic controls, and a short harness assembly. The main housing is a machined die
cast aluminum part. One end has a bore for the electric motor and scroll mounting. The
top of the housing contains a stepped pocket (cavity) for the electronics (Figure D-67).
Two (2) of the three (3) mounting bosses are cast into the housing.
104
-------
Figure D-67: Main Housing and Electronics
The main housing electrical cavity which houses all of the electronic components is filled
with potting compound. Two (2) Printed Circuit Boards (PCBs) and a separate IGBT
mount plate (heat sink) are located inside the housing along with various coils, terminal
blocks, and a capacitor (Figure D-68). Components are attached to the PCBs via a
combination of processes which includes surface mount (fully automated), thru hole (both
automated and manual) and threaded fasteners. All circuits passing through the housing
are sealed. The PCBs and cavity are fully potted and covered with a stamped steel plate.
Figure D-68: Printed Circuit Boards (PCBs) and IGBT Heatsink Plate
A High Voltage Low Current (HVLC) pigtail (Figure D-69) is attached to the
compressor and connected to the High Voltage (HV) harness in the engine compartment.
As with the main harness, the pigtail contains EMI shielding and safety interlocks for
power disconnect during service.
105
-------
Figure D-69: High Voltage Low Current (HVLC) AC Compressor Pigtail
The electric motor's stator and rotor (Figure D-70) are contained inside the main
housing. The stator sits inside the main housing (Figure D-71), while the rotor is
preassembled to a shaft and intermediate plate. The rotor also has a set of counter
weights: one (1) on each end of the steel plate stack.
Figure D-70: Stator and Rotor on Bench
Figure D-71: Stator and Rotor in Assembly
106
-------
The rotor shaft is mounted to an intermediate plate that provides the oscillating motion for
the scroll by utilizing an eccentric drive design on the end of the shaft (Figure D-72).
The scroll housing captures the intermediate plate to the main housing with threaded
fasteners.
Figure D-72: Eccentric Drive and Scroll Housing
The scroll housing is a machined aluminum die casting which mounts to the end of the
AC compressor (Figure D-73). This housing contains both inlet and outlet ports for the
AC refrigerant. One (1) of the three (3) AC compressor mounting bosses is cast into the
scroll housing.
Figure D-73: Scrolls and Scroll Housing with Mounting Boss for AC Compressor
D.6.2 Climate Control Cost Impact
The addition of the auxiliary coolant pump and associated hardware increases the heating
defrosting subsystem direct manufacturing cost of the Fusion HEV by $45.91 over the
107
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baseline subsystem. The refrigeration/air conditioning subsystem for the Fusion HEV also
saw an increase in cost of $167.54 over the base Fusion. The incremental increase was
primarily driven by the higher direct manufacturing cost of the electric air conditioning
(AC) compressor ($251.30) over the mechanical driven AC compressor ($83.75). The net
incremental, direct manufacturing cost of the climate control system for the Fusion HEV
over the base Fusion was $213.46; reference Table D-9 and Section H, Appendix A for
additional details.
Table D-9: Net Incremental Direct Manufacturing Cost of Ford Fusion HEV
Climate Control System in Comparison to Ford Fusion Base Climate
Control System
SYSTEM & SUBSYSTEM DESCRIPTION
a System/Subsystem Description
120000 Climate Control
1 02 Heating Defrosting Subsystem
2 03 Refrigeration/Air Conditioning Subsystem
SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
a System/Subsystem Description
120000 Climate Control
1 02 Heating Defrosting Subsystem
2 03 Refrigeration/Air Conditioning Subsystem
SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
J System/Subsystem Description
120000 Climate Control
1 02 Heating Defrosting Subsystem
2 03 Refrigeration/Air Conditioning Subsystem
SYSTEM ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pack Capacity S.SAh, 1.51kWh)
Manufacturing
Material
$ 27.27
$ 148.86
$ 176.13
Labor
$ 5.53
$ 23.86
$ 29.38
Burden
$ 5.27
$ 43.32
$ 48.59
Total
Manufacturing
Cost
(Component/
Assembly)
$ 38.07
$ 216.04
$ 254.11
Markup
End Item
Scrap
$ 0.27
$ 1.85
$ 2.12
SG&A
$ 2.89
$ 14.57
$ 17.46
Profit
$ 3.11
$ 13.38
$ 16.48
ED&T-R&D
$ 1.43
$ 5.46
$ 6.89
Total Markup
Cost
(Component/
Assembly)
$ 7.69
$ 35.25
Total
Packaging
Cost
(Component/
Assembly)
$ 0.15
$
Net Component!
Assembly Cost
Impact to OEM
$ 45.91
$ 251.30
$ 42.95 1$ 0.15 1$ 297.21
BASE TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion SE, 3.0L V6, 4-Val. DOHC, NA, PFI, 240hp, 223lb*ft
Manufacturing
Material
$ 24.10
$ 24.10
Labor
$ 19.18
$ 19.18
Burden
$ 25.92
$ 25.92
Total
Manufacturing
Cost
(Component/
Assembly)
$ 69.20
$ 69.20
Markup
End Item
Scrap
$ 0.58
$ 0.58
SG&A
$ 6.52
$ 6.52
Profit
$ 5.56
$ 5.56
ED&T-R&D
$ 1.89
$ 1.89
Total Markup
Cost
(Component/
Assembly)
$ 14.56
$ 14.56
Total
Packaging
Cost
(Component/
Assembly)
$
Net Component!
Assembly Cost
Impact to OEM
$ 83.75
$ 83.75
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
$ 27.27
$ 124.76
$ 152.04
Labor
$ 5.53
$ 4.68
$ 10.21
Burden
$ 5.27
$ 17.40
$ 22.67
Total
Manufacturing
Cost
(Component/
Assembly)
$ 38.07
$ 146.85
$ 184.91
Markup
End Item
Scrap
$ 0.27
$ 1.27
$ 1.53
SG&A
$ 2.89
$ 8.04
$ 10.94
Profit
$ 3.11
$ 7.82
$ 10.93
ED&T-R&D
$ 1.43
$ 3.57
$ 5.00
Total Markup
Cost
(Component/
Assembly)
$ 7.69
$ 20.70
$ 28.39
Total
Packaging
Cost
(Component/
Assembly)
$ 0.15
$
$ 0.15
Net Component/
Assembly Cost
Impact to OEM
$ 45.91
$ 167.54
$ 213.46
108
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D.7 Electrical Power Supply System and Cost Summary Overview
D.7.1 Electrical Power Supply Hardware Overview
The power-split HEV technology created four (4) major subsystem changes within the
electrical power supply system: The Service battery subsystem yielded a small savings in
favor of the Fusion HEV due to the downsized conventional service battery. The
Generator/Alternator and Regulatory Subsystem also yielded a savings for the Fusion
HEV since the conventional alternator assembly was no longer required for the HEV
power-split configuration. There was a large direct manufacturing cost impact to the High
Voltage Traction Battery Subsystem due to the addition of a 275 volt, 5.5 Ampere-Hour
(Ah) Nickel Metal Hydride battery, supporting control modules, and miscellaneous
hardware. Lastly the Voltage Converter/Inverter Subsystem for the HEV received a cost
penalty due to the addition of the DC-DC converter which replaced the conventional
alternator.
D.7.1.1 High Voltage Traction Battery Subsystem
The High Voltage Traction Battery is comprised of twenty-six (26) sub-modules
connected in series (Figure D-74). Each sub-module contains eight (8) Nickel Metal
Hydride (NiMH) D-cells connected in series (Figure D-75). The battery packs have
molded features to facilitate mounting, promote airflow, and fixture temperature sensors.
The resulting two hundred eight (208) cells as wired produce 275 volts with a capacity of
5.5 Ah.
Figure D-74: NiMH Battery Packs Wired in Series
109
-------
Figure D-75: NiMH Battery Sub-Modules Contain Eight (8) D-Cells Assemble in
Series
The D-Cell construction at the most basic level consists of a stamped can, into which an
anode collector and rolled electrode assembly are inserted. A cathode collector and
vented top are then fitted to the can with a seal. The can is finished with a rolled metal
edge which seals and secures the top to the can. Figure D-76 shows some of the basic
components used to produce a D-cell battery.
Figure D-76: NiMH Cell Construction
110
-------
Circuit connections between packs are small buss bars in a molded carrier for insulation
(Figure D-77). Voltage sensors are integrated into the connection assembly. Temperature
sensors are placed strategically at five (5) places in the traction battery assembly.
Figure D-77: Battery Connections and Sensors
Stamped steel covers (Figure D-78 and Figure D-79) are employed to closeout and direct
air flow over the batteries. A cooling plenum (Figure D-80) and speed regulated fan
(Figure D-81) are mounted to the rear of the traction battery assembly. The fan pulls air
through the battery housing from under the rear seat bottom in the cabin.
Figure D-78: Stamped Battery Cover (Under plenum, luggage compartment side)
111
-------
f
Figure D-79: Stamped Battery Cover (Cabin side)
Figure D-80: Battery Plenum and Cooling Fan (Top rear view)
Figure D-81: Electronically Regulated Fan
112
-------
The traction battery assembly is mounted behind the rear seat back panel. A Bussed
Electrical Center (EEC), Battery Disconnect, Battery Pack Sensor Module (BPSM), and
Battery Energy Control Module (BECM) are mounted on the cabin side of the traction
battery above the cooling air inlet (Figure D-82).
Bussed Electrical
Center
Battery Pack
Sensor Module
Battery Energy
Control Module
Figure D-82: Battery Assembly Mounted in Vehicle (Cabin side)
113
-------
The BECM (Figure D-83) is responsible for managing both current flow via the Bussed
Electrical Center (EEC), and battery health via the Battery Pack Sensor Module (BPSM). The
BECM monitors the cooling air inlet temperature and controls the cooling fan for the batteries.
High Speed CAN (HS CAN) was employed to communicate with various modules, including the
BPSM, Transmission Control Module (TCM), Powertrain Control Module (PCM), and DC-DC
Converter Module.
•S3
Bussed Electrical
Center
Vehicle
Harness
Figure D-83: The Battery Energy Control Module (BECM)
The BPSM (Figure D-84), as its name implies, monitors various voltage and temperature
sensors on the battery packs. It also monitors the charging system and BEC.
Communication with the BECM and other key powertrain modules are via HS CAN.
Bussed Electrical
Figure D-84: Battery Pack Sensor Module (BPSM)
114
-------
During dormant periods the EEC (Figure D-85) disconnects the traction battery from the
vehicle electrical system. The EEC houses three (3) sophisticated High Voltage (HV)
relays and an inductive current monitor. One (1) of two (2) HV connectors present on the
EEC is for a high current connection to the eCVT. The second HV connector is for a
fused low current supply to the electric air conditioning compressor and DC-DC
converter.
To AC-Compressor &
DC-DC Converter
HV Relays (3)
High Voltage
Low Current
Fuse (A/C)
Current
Sensor
Figure D-85: Bussed Electrical Center (BEC)
D.7.1.2 Voltage Converter/Inverter Subsystem
The DC-DC Converter (Figure D-86) is located behind the passenger headlight. It is
responsible for converting high voltage to low voltage for the vehicle's standard systems
such as power windows, wipers, lighting etc., and charging the 12-volt battery.
Connections include 12-volt positive and ground, HV from the BEC, a charging control
harness, and coolant lines. HS CAN provides communications with the other vehicle
system modules.
115
-------
Figure D-86: DC-DC Converter
Due to heat generated during the conversion process, a coolant circuit is required. A
sealed coolant passage is integrated into the exterior of the two (2) piece die-cast case
(Figure D-87). Coolant is circulated through the DC-DC converter module and eCVT
via a dedicated cooling system separate from the engine coolant circuit. The interior of
the DC-DC converter case functions as a mounting surface and heat sink for the power
electronics.
Figure D-87: DC-DC Converter Coolant Passage
116
-------
D.7.2 Electrical Power Supply Cost Impact
As shown in Table D-10, the high voltage traction battery subsystem is by far the largest
contributor of cost to the Fusion HEV Electrical Power Supply System - accountable for
$2,084.67 in direct manufacturing costs. This accounts for approximately 61% of the
overall direct manufacturing costs of adding power-split hybrid technology to the baseline
vehicle. The DC-DC converter adds another $152.31 to the HEV direct manufacturing
costs. However, this cost is partially offset by the deletion of the $78.70 conventional
alternator.
The cost make-up of the NiMH traction battery, broken out by major sub-subsystems and
by cost element groups, is shown in Figure D-88. The largest cost contributor is the
Traction Battery Assembly (71.1%) which includes the cost of the 26 sub-modules and
the mounting brackets which secure them together. Additional cost breakdown details
for each of these sub-subsystems can be found in Table D-ll and in Section H, Appendix
A.
Traction Battery Sensing &
Control Modules
$193.21, (9.3%)
Traction Battery Internal Wire
Harnesses (Low & High
Voltage)
$58.40, (2.8%)
Traction Battery (Relays,
Fuses, Disconnects, etc) —^~~
$163.52, (7.8%)
Traction Battery Cooling
Module
$83.78, (4.0%)
Brackets, Housing, Covers
$25.04, (1.2%)
Manufacturing Overhead
$293.87, (14.1%)
Labor
$170.68, (8.2%)
Brackets - Battery Interface to
Body
$6.19, (0.3%)
Vehicle Wiring - Body Harness
$27.00, (1.3%)
Assembly of High Voltage
Traction Battery Subsystem
$45.97, (2.2%)
Traction Battery Assembly
(Minus Electrical Modules)
$1,481.54, (71.1%)
Material
"$1,294.46, (62.1%)
Figure D-88: Ford Fusion 275 Volt, 5.5Ah, NiMH Battery Sub-Subsystem Cost and
Major Cost Element Breakdowns
117
-------
Table D-10: Net Incremental Direct Manufacturing Cost of Ford Fusion HEV
Electrical Power Supply System in Comparison to Ford Fusion Base
Electrical Power Supply System
SYSTEM & SUBSYSTEM DESCRIPTION
oi System/Subsystem Description
140000 Electrical Power Supply System
01 Service Battery Subsystem
2 02 Generator/Alternator and Regulator Subsystem
3 03 High Voltage Traction Battery Subsystem
4 05 Voltage Converter / Inverter Subsystem
SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
oi System/Subsystem Description
140000 Electrical Power Supply System
1 01 Service Battery Subsystem
2 02 Generator/Alternator and Regulator Subsystem
3 03 High Voltage Traction Battery Subsystem
4 05 Voltage Converter / Inverter Subsystem
SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
oi System/Subsystem Description
140000 Electrical Power Supply System
01 Service Battery Subsystem
2 02 Generator/Alternator and Regulator Subsystem
3 03 High Voltage Traction Battery Subsystem
4 05 Voltage Converter / Inverter Subsystem
SYSTEM ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pack Capacity 5.5AH, 1.51kWh)
Manufacturing
Material
$
$
$ 1,294.46
$ 89.13
$ 1,383.60
Labor
$
$
$ 170.68
$ 20.84
$ 191.52
Burden
$
$
$ 293.87
$ 21.83
$ 315.70
Total
Manufacturing
Cost
(Component/
Assembly)
$ 1,759.01
$ 131.80
$ 1,890.81
Markup
End Item
Scrap
$
$
$ 13.57
$ 0.66
$ 14.22
SG&A
$
$
$ 119.20
$ 8.56
$ 127.76
Profit
$
$
$ 128.32
$ 7.89
$ 136.21
ED&T-R&D
$
$
$ 61.13
$ 3.27
$ 64.40
Total Markup
Cost
(Component/
Assembly)
$
$ 322.21
$ 20.38
$ 342.59
Total
Packaging
Cost
(Component/
Assembly)
$
$
$ 3.44
$ 0.13
$ 3.56
Net Component/
Assembly Cost
Impact to OEM
$
$ 2,084.65
$ 152.31
$ 2,236.96
BASE TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion SE, 3.0L V6, 4-Val. DOHC, NA, PFI, 240hp, 223lb*ft
Manufacturing
Material
$ 3.00
$ 29.50
$
$
$ 32.50
Labor
$
$ 11.05
$
$
$ 11.05
Burden
$
$ 27.95
$
$
$ 27.95
Total
Manufacturing
Cost
(Component/
Assembly)
$ 3.00
$ 68.50
$ 71.50
Markup
End Item
Scrap
$ 0.02
$ 0.33
$
$
$ 0.34
SG&A
$ 0.20
$ 4.23
$
$
$ 4.42
Profit
$ 0.18
$ 3.90
$
$
$ 4.08
ED&T-R&D
$ 0.08
$ 1.63
$
$
$ 1.70
Total Markup
Cost
(Component/
Assembly)
$ 0.47
$ 10.08
$ 10.54
Total
Packaging
Cost
(Component/
Assembly)
$
$ 0.13
$
$
$ 0.13
Net Component/
Assembly Cost
Impact to OEM
$ 3.47
$ 78.70
$ 82.17
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
$ (3.00)
$ (29.50)
$ 1,294.46
$ 89.13
$ 1,351.10
Labor
$
$ (11.05)
$ 170.68
$ 20.84
$ 180.47
Burden
$
$ (27.95)
$ 293.87
$ 21.83
$ 287.75
Total
Manufacturing
Cost
(Component/
Assembly)
$ (68.50)
$ 1,759.01
$ 131.80
$ 1,819.31
Markup
End Item
Scrap
$ (0.02)
$ (0.33)
$ 13.57
$ 0.66
$ 13.88
SG&A
$ (0.20)
$ (4.23)
$ 119.20
$ 8.56
$ 123.34
Profit
$ (0.18)
$ (3.90)
$ 128.32
$ 7.89
$ 132.13
ED&T-R&D
$ (0.08)
$ (1.63)
$ 61.13
$ 3.27
$ 62.70
Total Markup
Cost
(Component/
Assembly)
$ (0.47)
$ (10.08)
$ 322.21
$ 20.38
$ 332.05
Total
Packaging
Cost
(Component/
Assembly)
$
$ (0.13)
$ 3.44
$ 0.13
$ 3.44
Net Component/
Assembly Cost
Impact to OEM
$ (3.47)
$ (78.70)
$ 2,084.65
$ 152.31
$ 2,154.80
118
-------
Table D-ll: Net Incremental Direct Manufacturing Cost of Ford Fusion HEV
NiMH Battery
SYSTEM & SUBSYSTEM DESCRIPTION
si System/Subsystem Description
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pack Capacity S.SAh, 1.51kWh)
Manufacturing
Material
140300 High Voltage Traction Battery Subsystem
1 | 00 Assembly of High Voltage Traction Battery Subsystem
2 | 01 Traction Battery Assembly (Minus Electrical Modules)
3 | 02 Traction Battery (Relays, Fuses, Disconnects, etc)
4 | 03 Traction Battery Internal Wire Harnesses (Low & High Voltage)
5 | 04 Traction Battery Sensing & Control Modules
6 | 05 Traction Battery Cooling Module
7 | 75 Brackets, Housing, Covers
8 | 96 Brackets - Battery Interface to Body
9 | 97 Vehicle Wiring -Body Harness
10 |
11 1
12 |
13 |
14 |
SUBSYSTEM ROLL-UP
$ 9.18
$ 921.59
$ 117.75
$ 21.96
$ 150.24
$ 45.82
$ 12.68
$ 3.55
$ 11.69
$ 1,294.46
Labor
$ 27.42
$ 80.45
$ 13.84
$ 18.58
$ 4.03
$ 12.59
$ 5.40
$ 0.19
$ 8.18
$ 170.68
Burden
$ 9.32
$ 230.86
$ 9.61
$ 9.65
$ 12.57
$ 13.42
$ 3.73
$ 1.19
$ 3.51
$ 293.87
Total
Manufacturing
Cost
(Component/
Assembly)
$ 45.92
Markup
End Item
Scrap
$ 0.00
$ 1,232.90 $ 11.19
$ 141.20 $ 0.71
$ 50.19 $ 0.25
$ 166.84 $ 0.83
$ 71.83 $ 0.36
$ 21.81 $ 0.07
$ 493 $ 0.03
$ 23.38 $ 0.12
$ 1,759.01
$ 13.57
SGSA
$ 0.03
$ 87.68
$ 9.18
$ 3.36
$ 10.84
$ 4.67
$ 1.35
$ 0.57
$ 1.52
$ 119.20
Profit
$ 0.02
$ 99.69
$ 8.48
$ 3.06
$ 10.01
$ 431
$ 0.90
$ 0.44
$ 1.40
$ 128.32
EDST-RSD
$
$ 49.49
$ 3.53
$ 1.25
$ 417
$ 1.80
$ 0.22
$ 0.09
$ 0.58
$ 61.13
Total Markup
Cost
(Component/
Assembly)
$ 0.05
Total
Packaging
Cost
(Component/
Assembly)
$
Net Component/
Assembly Cost
Impact to OEM
$ 45.97
$ 248.05 $ 0.58 $ 1,481.54
$ 21.90 $ 0.42 $ 163.52
I 7.92 $ 0.29 $ 58.40
$ 25.86 $ 0.51 $ 193.21
$ 11.13 $ 0.81 $ 83.78
$ 2.53 $ 0.70 $ 25.04
$ 1.13 $ 0.12 $ 6.19
$ 3.62 $ - $ 27.00
$ 322.21
$ 3.44
$ 2,084.65
D.SEIectrical Distribution and Electronic Control System and Cost Summary
D.8.1 Electrical Distribution and Electronic Control Hardware Overview
A special high voltage (HV) harness (Figure D-89: ) is required to handle current flow
between the bussed electrical center (BEC) in the high voltage traction battery and the
eCVT, DC-DC converter and AC compressor. The main circuits in the HV harness are
the high voltage high current (HVHC), high voltage low current (HVLC) and high
voltage inter-lock (HVI). The HVHC carries the current primarily for traction,
generation, and storage. The HVLC is dedicated to the DC-DC converter and electric AC
compressor. HVI is a series serial data circuit that is interrupted when an HV connector is
loose. HV system shutdown will occur when an HVI event is detected. Three (3) distinct
gauges and lengths of wire cable are used in the construction of the HV harness (Figure
D-90).
119
-------
Bussed Electrical Center
AC
Compressor
DC-DC
Converter
Junction Block
mounted to Bulkhead
Figure D-89: High Voltage Electrical Harness Connections
Figure D-90: High Voltage Harness Connections
120
-------
The HV connectors (Figure D-91) are all shielded to protect the vehicle systems from
electro-magnetic interference (EMI) and radio frequency interference (RFI). In addition
to shielding, the connectors are completely sealed to protect against water ingress.
Figure D-91: High Voltage Electrical Connector
121
-------
The HV disconnect (Figure D-92) is a manual plug that interrupts the traction battery
current path. It is useful for service personnel and emergency rescue teams when an HV
system power down is required. A one hundred (100) amp fuse is housed inside the HV
disconnect.
Socket on
Traction Battery
Assembly
100 Amp, 450
Vo» DC Fuse
(internal to
Disconnect)
Position
Assurance
Lever Lock
Figure D-92: Battery Disconnect and Main Fuse
D.8.2 Electrical Distribution and Electronic Control Cost Impact
The electrical distribution and electronic control system contains both low and high
voltage wiring and controls subsystems for the entire vehicle. For this analysis, when
new HEV devices were added to the vehicle, which drove the need for additional wiring
and/or controls, the cost of the wiring and/or controls was captured in the added device
subsystem or system as opposed to grouping together in a wiring and controls system. The
same methodology held true for the deletion of conventional devices.
Therefore, the only direct manufacturing costs captured in the electrical distribution and
electronic controls system are for the high voltage wire harness found in the Traction and
High Voltage Power Distribution Subsystem. As shown in Table D-12, the net
incremental, direct manufacturing cost impact of the adding the high voltage wire harness
is $201.50. Additional details on the high voltage wire harness can be found in Section
H, Appendix A.
122
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Table D-12: Net Incremental Direct Manufacturing Cost of Ford Fusion HEV
Electrical Distribution and Electronic Control System in Comparison to
Ford Fusion Base Electrical Distribution and Electronic Control System
SYSTEM & SUBSYSTEM DESCRIPTION
a; System/Subsystem Description
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion HEV, 2.5L Atkinson Cycle, 14, 156hp (191 Net),
(NiMH Battery 275V, Nominal Pack Capacity S.SAh, 1.51kWh)
Manufacturing
Material
Labor
180000 Electrical Distribution and Electronic Control System
1 06 Traction And High Voltage Power Distribution Subsystem
SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
oi System/Subsystem Description
$ 127.00
$ 127.00
$ 32.43
$ 32.43
Burden
$ 16.16
$ 16.16
Total
Manufacturing
Cost
(Component/
Assembly)
$ 175.58
$ 175.58
Markup
End Item
Scrap
$ 0.81
$ 0.81
SG&A
$ 10.64
$ 10.64
Profit
$ 9.75
$ 9.75
ED&T-R&D
$ 4.03
$ 4.03
Total Markup
Cost
(Component/
Assembly)
$ 25.23
$ 25.23
Total
Packaging
Cost
(Component/
Assembly)
$ 0.68
$ 0.68
Net Component/
Assembly Cost
Impact to OEM
$ 201.50
$ 201.50
BASE TECHNOLOGY GENERAL PART INFORMATION:
2010 Ford Fusion SE, 3.0L V6, 4-Val. DOHC, NA, PFI, 240hp, 223lb*ft
Manufacturing
Material
Labor
180000 Electrical Distribution and Electronic Control System
1 06 Traction And High Voltage Power Distribution Subsystem
| SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
oi System/Subsystem Description
$
$
$
$
Burden
$
$
Total
Manufacturing
Cost
(Component/
Assembly)
$
Markup
End Item
Scrap
$
$
SG&A
$
$
Profit
$
$
ED&T-R&D
$
$
Total Markup
Cost
(Component/
Assembly)
$
$
Total
Packaging
Cost
(Component/
Assembly)
$
$
Net Component/
Assembly Cost
Impact to OEM
$
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
Labor
180000 Electrical Distribution and Electronic Control System
1 06 Traction And High Voltage Power Distribution Subsystem
| SYSTEM ROLL-UP
$ 127.00
$ 127.00
$ 32.43
Burden
$ 16.16
Total
Manufacturing
Cost
(Component/
Assembly)
$ 175.58
Markup
End Item
Scrap
$ 0.81
SG&A
$ 10.64
Profit
$ 9.75
$ 32.43 $ 16.16 $ 175.58 $ 0.81 $ 10.64 $ 9.75
ED&T-R&D
$ 4.03
Total Markup
Cost
(Component/
Assembly)
$ 25.23
Total
Packaging
Cost
(Component/
Assembly)
$ 0.68
$ 4.03 $ 25.23 $ 0.68
Net Component/
Assembly Cost
Impact to OEM
$ 201.50
$ 201.50
123
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E. Power-Split Sensitivity Analysis
For this case study, it is useful to understand how sensitive the incremental unit cost
impact ($3,435) is to any future changes in the cost of materials, labor, burden, or mark-
up. The following scenarios were modeled relative to 2010 dollars: supplier and OEM
labor cost -20%; burden cost -20%; material cost +/- 20%; mark-up +/- 20%. Given the
clear trends in North American manufacturing, only declines were considered for the
labor and burden rates within this sensitivity analysis. The percent change in cost for
each of these categories was modeled independently. The results for each scenario are
shown in Table E-l.
Table E-l: Cost Model Sensitivity Study Results
Model Description
Baseline, Case Study #0502
20% average decrease in labor rates
20% average decrease in burden rates
20% average decrease in raw material costs(1)
20% average increase in raw material costs(1)
20% average decrease in mark-up rates
20% average increase in mark-up rates
Net Component /Assembly
Cost Impact to OEM
$3,435
$3,340 (-3%)
$3,334 (-3%)
$2,945 (-14%)
$3,925 (+14%)
$3,322 (-3%)
$3,548 (+3%)
Both raw material and commodity purchased components are grouped together in the above sensitivity
analysis.
As discussed in Section D.I.2, approximately 71% of the incremental direct
manufacturing costs (i.e., $2,865.06) are material costs, 14% labor costs, and 15%
overhead costs. Relative to the net incremental direct manufacturing cost of $3,435,
approximately 83.5% are total manufacturing costs (i.e., material, labor, overhead) and
the remaining 16.5% is applicable mark-up.
More than 95% of the costs for adding the power-split technology to the baseline
configuration originate from the transmission (34%) and electrical power supply (63%)
systems.
124
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F. Power-Split Scaling Cost Analysis
F.1 Power-Split Methodology Overview
To determine the net incremental direct manufacturing cost for adding power-split
powertrain technology to other vehicle segments, a scaling methodology, utilizing the
Ford Fusion cost analysis as the foundation, was employed. The first step in the process
involved defining the size of the primary powertrain system components (e.g. internal
combustion engine [ICE], traction motor, generator motor, high voltage battery) for the
defined vehicle segment. This was accomplished by utilizing ratios developed within the
Ford Fusion analysis (i.e., Baseline max power/HEV max power ratio, ICE/traction motor
horsepower ratio, battery sizing to traction/generator motor sizing, etc.), and applying
them to the new vehicle segment to establish primary HEV base component sizes. More
details on component sizing for alternative vehicle segments will be discussed in Section
F.2.
Once the primary base components were established, component costs within each
subsystem/system were developed using manufacturing cost to component size ratios for
both the primary base components (e.g. traction motor, high voltage traction battery) and
selected vehicle segment attributes (e.g., vehicle footprint, passenger volume, curb
weight). The scaled totals for each system were then added together to create an
estimated vehicle cost. Additional details on the power-split scaling methodology are
discussed in Section F.3.
For power-split hybrid technology, the team decided the best suited applications, in
addition to the mid/large size vehicle classification (i.e., Ford Fusion HEV), were as
follows: subcompact passenger vehicles, compact/small size passenger vehicles, and mini
van/large size passenger vehicles.
F.2 Power-Split Component Sizing
The first step in sizing key power-split powertrain components, is establishing the
baseline powertrain and vehicle attributes for each of the selected vehicle classes. Table
F-lTable F-2: provides the baseline powertrain and vehicle attributes used in the
analysis. The values other than the mid/large size passenger vehicle class, which is the
Ford Fusion baseline data, are based on EPA acquired, 2008 sales-weighted average data.
The second step in the sizing segment of the analysis was to establish the ICE, traction
motor, generator, and high voltage traction battery size for each of the vehicle
classifications. This was accomplished by applying sizing ratios, developed within the
Ford Fusion power-split HEV and baseline case study, to components in the other vehicle
classes.
125
-------
Table F-l: Baseline Powertrain and Vehicle Attributes for the Additional Vehicle
Classes, Under Evaluation for Adding Power-Split HEV Technology
Vehicle Classification
o
VI
at
1
2
3
4
Vehicle Class
Description
Subcompact
Passenger
Vehicle
Compact/Small
Size Passenger
Vehicle
Mid/Large Size
Passenger
Vehicle
(Ford Fusion
Cost Analysis)
Mini Van/Large
Size Passenger
Vehicle
Passenger
Capacity
Passenger
(2^1)
Passenger
(2-5)
Passenger
(4-6)
Passenger
(6-8)
Baseline Technology Configuration: Internal Combustion Engine (ICE) and Automatic
Transmission
Engine
Config.
14
14
V6-3.0L
V6
Trans.
Config.
6-Speed
AT
6-Speed
AT
6-Speed
AT
6-Speed
AT
Curb
Weight
"Ibs"
2628
3118
3446
4087
ICE Power
Max
"kW"
95.6
115.3
179.0
173.9
"hp"
128.11
154.52
240.00
233.16
ICE Torque
Max
"N*m"
170.8
203.4
302.3
317.2
"lb*ft"
126.0
150.0
223.0
234.0
Wheel
Base
"mm"
2565.40
2717.80
2727.96
2819.40
Track
"mm"
1498.60
1549.40
1567.18
1600.20
Passenger
Volume
"m3"
2.535
2.693
2.840
3.618
In Table F-2: Ford Fusion ratios were developed and then applied to the other vehicle
classes to develop key components sizes:
• Fusion Base Power to Fusion HEV Power ("System Power Reduction") - 79%
• ICE Power to Total System Power ("ICE System Power Ratio") - 82%
• Traction Motor to System Power Ratio - 43%
• Generator-Motor to System Power Ratio - 21%
To develop the battery sizes for the other vehicle classes, a common run-time (0.0168
hours), at full power consumption, was assumed (Table F-2) In addition, battery pack
power capacity was increased by adding additional battery cells (i.e., pack sub-modules)
in series maintaining constant amperage for all vehicle classifications.
Multiplying the combined traction motor and generator power for each vehicle class by
the common run-time (0.0168 hr), a battery capacity in kilowatt hours was calculated.
Dividing the battery capacity values by the constant 5.5Ah, the pack voltage for each
126
-------
vehicle class was determined. Also the percent decrease in pack size and reduction in
quantity of D-Cell batteries was calculated (Table F-2).
Vehicle attributes, such as wheel base, track, and interior passenger volumes, are assumed
constant between the baseline vehicle and corresponding power-split HEV replacement
configurations. For the scaling analysis, vehicle attributes are utilized in reference to the
Mid/Large Size Passenger Vehicle class (i.e., Ford Fusion cost analysis) where
component costs and sizes, in relationship to vehicle attributes, have already been
established.
For example, a ground-up cost for the Ford Fusion HEV electric air-conditioning (AC)
compressor was established at $251.30. To estimate the cost of a subcompact size vehicle
electrical AC compressor, a general scaling factor of 0.89 was applied to components
within the AC compressor, which could be reduced in size as a result of the smaller
cooling volume. The 0.89 scaling factor was developed by dividing the interior passenger
volume of the subcompact passenger vehicle (2.535 m3) by the Ford Fusion interior
passenger volume (2.840 m3).
In the case of the electrical AC compressor, all components within the AC compressor
were reduced by the 0.89 scaling factor, other than the two (2) circuit boards,
miscellaneous high voltage, passive electronic components, and the high voltage wire
pigtail (total value: $130.58). Because many of these electronic-related components
would remain the same in a smaller compressor, requiring similar function and
performance, or would not change for cross-platform commonality advantages, the
scaling factor was not applied.
The estimated value of the subcompact passenger vehicle, electrical AC-compressor, was
$238.02 [$238.02 = ($251.30-$130.58)*0.89+$130.58].
127
-------
Table F-2: Primary Component Sizing for a Range of Power-Split Hybrid Electric
Vehicles Classes
Vehicle Classification
o
u
1
2
3
4
Vehicle Class
Description
Subcompact
Passenger
Vehicle
Compact/Small
Size Passenger
Vehicle
Mid/Large Size
Passenger
Vehicle
(Ford Fusion
Cost Analysis)
Mini Van/Large
Size Passenger
Vehicle
Passenger
Capacity
(2^1)
(2-5)
(4-6)
Passenger
(6-8)
New Techno ogy Configuration: Power-split HEV, ICE, Electric Motor, Electric Generator, eCVT, and NiMH Battery
System Power Max
(ICE+E-Motors)
"kW"
75.5
91.1
140.6
137.4
System
Power
Reduction
0.79
0.79
0.79
0.79
ICE Power Max
"kW"
61.7
74.4
114.8
112.2
ne Config.
i1
13
14-DS
14
V6-DS
ICE:
System
Power
0.82
0.82
0.82
0.82
Traction Motor
Power Max
"kW"
32.22
38.87
60
58.65
Traction
Motor:
System
Power
Ratio
0.43
0.43
0.43
0.43
Generator Motor
Power Max
"kW"
16.11
19.43
30
29.32
Generator
Motor:
System
Power
Ratio
0.21
0.21
0.21
0.21
Nominal
Pack
Voltage
"V"
148
178
275
269
Pack
Amp
"Ah"
5.5
5.5
5.5
5.5
Nominal
Battery
Pack
Supply
Energy
kWhr
0.81
0.98
1.51
1.48
Operation Time
Hours
0.0168
0.0168
0.0168
0.0168
Minutes
1.0083
1.0083
1.0083
1.0083
Pack Size
Relative to
Percent
0.54
0.65
NA
0.98
Addition/
Reduction
In Battery
Cells
Required
Quantity of
D-Cell
Batteries
94
72
NA
5
F.3 System Scaling Overview
In Table A-l, the net incremental direct manufacturing costs to add power-split HEV
technology to a range of vehicle segments are presented. The mid- to large-size
passenger vehicle costs are represented by the Ford Fusion cost analysis (case study
#0502). The incremental costs for the subcompact size, compact-small size, and minivan-
large size passenger vehicle segments, are calculated using the scaling methodology
discussed in sections F.I and F.2.
In the power-split scaling analysis, the application of scaling factors range in complexity
from system to system. In simpler cases, a scaling factor was applied to the total
component cost. In more complex cases, similar to the electrical AC compressor
discussed above, the scaling factor was only applied to the relevant components within
the assembly, and/or the scaling factor was only applied against selected cost elements
(i.e. material, labor, manufacturing overhead).
128
-------
G. 2010 Hyundai Avante Lithium Polymer Battery Cost Anaylsis
In addition to evaluating the NiMH battery found in the Ford Fusion, a lithium polymer
battery packaged in the 2010 Hyundai Avante and sold domestically in South Korea, was
also evaluated (Figure G-l). The analysis provided a good comparison of the
manufacturing costs between the NiMH and lithium polymer battery, as well as some of
the physical attributes of the batteries, namely size and weight. In addition the results
from the lithium polymer battery analysis were used in the P2 HEV cost analysis. The
EPA team felt the lithium polymer, high voltage battery was a better long-term solution
(versus the NiMH battery) for P2 HEV applications.
The Ford Fusion NiMH battery is a larger capacity battery (275 V, 5.5Ah, l.SlkWh, 26
modules approximately, 10.6 volts/module) in comparison to the Hyundai Avante lithium
polymer battery (180V, 5.3Ah, 0.954kWh, 6 modules, 30 volts/module). Not accounting
for the state of charge (SOC) swing differences between the NiMH and lithium polymer
batteries, a size and weight comparison was made by scaling the lithium polymer battery
pack up to an equivalent NiMH size by adding three (3) additional modules (30
Volts/Module x 9 = 270 Volts). Table G-l below provides the comparison results.
Table G-l: NiMH versus Lithium Polymer High Voltage Battery Attribute
Comparison
Cost/kWh
Percent Weight Difference
Percent Volume Difference
NiMH High Voltage
Traction Battery
$1,378
Baseline
Baseline
Lithium Polymer High
Voltage Traction Battery
$1,270
46% Reduction Over NiMH
20% Reduction Over NiMH
G.I.1.1 Lithium Polymer High Voltage Traction Battery Subsystem Overview
The High Voltage Traction Battery (as delivered) is comprised of six (6) modules
connected in series (Figure G-2). Each module contains eight (8) lithium ion polymer
battery (LIB) pouch-cells that are connected in series (Figure G-3). The battery packs
have molded features to facilitate assembly, promote airflow, and fixture temperature
sensors.
129
-------
Battery Disconnect
Module
Cooling
Module Inlet
Battery Mgmt.
(Sensor) Module
Mounting
Points
Figure G-l: Li Ion Battery Pack
Battery Pack
Modules (6)
Figure G-2: Li Ion Battery Modules (6)
Each individual module has aluminum cell covers which hold the polymer cells in place
providing stiffening and assist in thermal transfer of heat aiding the cooling of the cells.
130
-------
Cells welded in Series and being
inserted into cell covers
Figure G-3: Li Ion Battery Modules Contain Eight (8) Pouch-Cells Connected in
Series with pairs of cells mounted in the cell covers.
The polymer cell construction at the most basic level consists of a sealed metalized
polymer pouch with an anode and cathode electrode prismatic stack separated by ceramic
coated polymer separator. The tabs of the electrode stacks are ultrasonically welded and a
nickel current collector is laser welded to the tabs. Figure G-4 shows the basic structure
of the pouch cell.
Negative Current
Collector
1
Polymer Pouch Cell
/ 1
Positive Current
Collector
\ ; / / \ \ /
lllllliHlllilltliH
I I I I I I
f
Figure G-4: Lithium Polymer Cell Construction
131
-------
The Cell Electrode stack uses a "stack and wrap" separator configuration that aids in
keeping the individual electrode plates in close contact. After two (2) electrodes and two
(2) loose separator sections are placed on the stack, the stack is rotated with one single
separator to wrap and hold the stack tight and eliminate separation of the electrodes
during charge and discharge of the cell (Figure G-5).
Figure G-5 : Cell with Polymer cover removed
The current collectors of each individual cell are welded to provide a connection point for
the voltage sensing and balancing connector (Error! Reference source not found.). The
connectors contact the rectangular features formed from the welding of the cell current
collectors by contact pressure. The connectors are held in place by a clip inserted into the
module frame.
132
-------
Four cell covers/two celh each
Voltage Sensing &
Balancing Leach
Cell Tab welds provide a terminal
function for the Voltage Sensing
& Balancing Leads
Figure G-6: Cell Covers in Module, Cell Tabs Welded, Voltage Sensing and Cell
Balancing Leads
Circuit connections between the individual modules are small buss bars located on front
of the pack assembly (Figure G-6).
133
-------
Battery Pack - Module
Interconnection Points
Figure G-7: Battery Pack Front (connection) Side
Stamped steel covers (Figure G-7) are employed to closeout and provide mounts for the
battery pack. The two (2) side plates are bolted to four (4) cross members, which are also
made as steel stampings that incorporate the main mounting structure for the battery pack.
± \
Cover with EPP Foam
Panel
Battery Carrier Brackets (2
Upper)
Battery Carrier Brackets (2
Lower)
Figure G-8: Stamped Cover Plate
134
-------
Manual
Disconnect Lever
Battery
Connections
HV Main
Connection to
Vehicle
Control Relay
Battery
Connections
Current Sensor
Figure G-9: The Battery Pack Disconnect Module
The battery pack disconnects module, (Figure G-9) which mounts to the front of the pack
(module connection side of the pack), houses all of the high voltage control units and the
module current sensor that interfaces with the battery management control board.
Figure G-10: The Battery Management Control Board
135
-------
The battery management control board (Figure G-10) has a chip set for each individual
cell of the battery pack. The chip set controls the charge and discharge rates of each
individual cell and monitors charge values to maintain balance of the cells in each
individual module. Each of the modules has a master control chip that controls the
balance of charge for each module to maintain balance in the overall battery pack.
G.I.1.2 Lithium Polymer Electrical Power Supply Cost Impact
For the lithium polymer high voltage traction battery (LIB) analysis, four (4) main sub-
subsystems were evaluated for cost:
• Traction Battery Modules (i.e., 6 - 30V modules)
• Traction Battery Relays, Fuses, Disconnects, etc.
• Traction Battery Sensing & Control Modules
• Assembly of High Voltage Traction Battery Subsystem
The costs for the sub-subsystems listed above can be found in Table G-2. To compensate
for missing sub-subsystems not included with the evaluated service parts, the Ford Fusion
HEV vehicle cost analysis results were utilized. These surrogate subsystem costs, which
included costs for components such as the battery cooling module, energy control module,
low voltage battery wire harness connections, and assembly of the battery to the vehicle
were scaled primarily by battery capacity. The results of the scaling can be found in
Table A-5, under System ID H.3.
136
-------
Table G-2: 2010 Hyundai Avante Lithium Polymer High Voltage Traction Battery
Cost Analysis
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H. P2 Scaling Cost Analysis
H.1 P2 Methodology Overview
The P2 hybrid incremental direct manufacturing costs were developed using a similar
scaling methodology as used in the power-split scaling analysis. In addition to using cost
data developed in the Ford Fusion HEV power-split analysis (case study #0502), data
generated from the 2010 Hyundai Avante lithium polymer battery analysis (case study
#0501), and VW Jetta wet dual clutch transmission (DCT) cost analysis (case study
#0902) were also used. For the P2 HEV configuration, a lithium polymer battery
replaced the NiMH battery evaluated in the Ford Fusion power-split analysis.
The basic P2 configuration evaluated, shown in Figure A-3, consists of an integrated
electric motor/generator and hydraulic clutch assembly positioned between a downsized
internal combustion engine (ICE) and transmission. The electrical power supply/storage
system consisted of high voltage lithium polymer battery pack; voltage and capacity
matched to the electric motor/generator size and vehicle mass.
The P2 HEV analysis consisted of six (6) vehicle classes as shown in Table H-l. Similar
to the power-split HEV scaling analysis, establishing the baseline technology
configuration (with defined powertrain and vehicle parameters) for each vehicle class was
the first step in the analysis. From the baseline configurations, a vehicle curb weight
reduction was applied to selected vehicle segments (Reference Table A-2). The reduction
in mass supported reductions in net maximum system power and torque, the exact amount
dependent on vehicle segment. The mass reduction projections were estimations
established by the EPA team.
Applying ICE and traction motor/generator sizing ratios with matched battery capacities,
the P2 primary powertain component sizes were established. The ICE and traction
motor/generator ratios, along with battery sizing recommendations, were also provided by
the EPA team. More details on the development of the primary P2 powertrain
components will be discussed in Section H.2.
Once the primary powertrain components were established, component costs within each
subsystem/system were developed using manufacturing cost-to-component size ratios
developed in the Ford Fusion, Hyundai Avante, and VW Jetta cost analyses referenced
previously. Both the primary base components (e.g., traction motor, high voltage traction
battery) and selected vehicle segment attributes (e.g., vehicle footprint, passenger volume,
curb weight) were used to develop the scaling ratios. Included in the process of scaling
primary components, assumptions were made on what additional supporting/ancillary
components were required to complete the assembly, subsystem, or system. This was
required due to the fact that the power-split hardware had to be configured into a P2
architecture.
138
-------
Table H-l: Baseline Powertrain and Vehicle Attributes for the Additional Vehicle
Classes, Under Evaluation for Adding P2 HEV Technology
Vehicle Classification
—
CO
1
7
3
4
5
6
Description
Subcompact
Size
Passenger
Vehicle
Compact/
Small Size
Vehicle
..__...
Size
Passenger
Vehicle
Minivan/
Large Size
Vehicle
Small/ Mid
Size Truck
Large Truck
Passenger
Capacity
Passenger
(24)
Passenger
(2-5)
Passenger
(4-6)
Passenger
(6-8)
Passenger +
Midsize
Towing
Capabilities
Passenger or
Strong Towing
Capabilities
Baseline Technology Configuration: Internal Combustion Engine (ICE) and Automatic
Transmission
(2011 Sales-Weiqhted Baseline Data From EPA)
Curb
Weight
"Ibs"
2628
3118
3751
4087
3849
4646
Emission
Test
Weight
(ETW)
Added
Weight
"Ibs"
300
300
300
300
300
300
ETW
"Ibs
2928
3418
4051
4387
4149
4946
ICE Power
Max
"kW"
95.6
115.3
198.8
173.9
156.4
196.1
"hp"
128.11
154.52
266.48
233.16
209.68
262.92
ICE Torque
Max
"N*m"
170.8
203.4
352.5
317.2
321.3
393.2
"Ibft"
126.0
150.0
260.0
234.0
237.00
290.00
Wheel
Base
"mm"
2565.40
2717.80
2794.00
2819.40
2717.80
3124.20
Track
"mm"
1498.60
1549.40
1574.80
1600.20
1549.40
1651.00
Passenger
"m3"
2.535
2.693
2.898
3.618
3.318
3.194
Downsizing of Conventional Powertrain System, Based on Vehicle Weight
Reduced
Curb
Weight
"Ibs"
2628
3056
3376
3433
3233
3949
Emission
Test
Weight
(ETW)
Added
Weight
"Ibs"
300
300
300
300
300
300
ETW
"Ibs
2928
3356
3676
3733
3533
4249
Percent
Change
in Curb
Weight
%
0.00%
-2.00%
-10.00%
-16.00%
-16.00%
-15.00%
Percent
Change in
ETW
(Decrease in
Powertrain
Size)
%
0.00%
-1.82%
-9.26%
-14.91%
-14.84%
-14.09%
ICE Power
Max with Curb
Weight
Reduction
"kW1
95.6
113.2
180.4
148.0
133.2
168.5
"hp"
128.11
151.70
141.81
1 98.40
178.56
125.87
ICE Torque
Max with Curb
Weight
Reduction
"N*m"
170.8
199.7
319.9
270.0
273.6
337.8
"Ib'ft"
126.0
147.3
235.9
199.1
201.8
249.1
For example, the traction motor/generator assembly is the primary component within the
integrated traction motor/generator and clutch assembly. To support the traction
motor/generator, a defined level of power electronics, lubrication, cooling, wet clutch
components, etc. are required. All are considered part of the integrated traction
motor/generator and clutch assembly. Once these additional components were identified
in the analysis, a size/performance estimation was made. Developing a size/performance
ratio to the existing costed hardware (i.e., from Fusion, Hyundai, and VW analyses), a
cost for the P2 hardware could be calculated.
The scaled totals for each system were then added together to create an estimated P2
vehicle cost for each vehicle classification.
Within the scope of this analysis, no consideration was given to selecting an 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
139
-------
P2 HEV system to a conventional powertrain configuration already downsized per the
assumptions outlined previously (i.e., 20% vehicle mass reduction + assumption ICE can
be further reduced as result of electric motor addition).
H.2: P2 Component Sizing
The first step in sizing key P2 HEV powertrain components was to establish the baseline
powertrain and vehicle attributes for each selected vehicle class. Table H-l provides the
baseline powertrain and vehicle attributes used in the analysis. The values are based on
EPA-acquired, 2008 sales-weighted average data.
A mass reduction was then applied to the curb weight for selected vehicle classes to
establish projected curb weights for the 2017 and beyond timeframe. The percent change
in the Emission Test Weight (i.e., curb weight + 300 Ibs) for the baseline technology
configurations versus the mass-reduced vehicles was then used to estimate the
conventional ICE max power and torque requirements for the mass-reduced vehicles
(Table H-l).
The final step in the sizing segment of the analysis was to establish the ICE, traction
motor/generator, and high voltage traction battery size for each of the vehicle
classifications. This was accomplished by applying sizing ratios, provided by the EPA
team, to the mass-reduced, conventional powertrain, ICE power specifications. The
sizing ratios are shown in Table H-2 with the corresponding calculated ICE and traction
motor/generator maximum power specifications. For all vehicle classification segments,
other than large truck, the same sizing assumption was made. That is, 100% of the
conventional powertrain power and torque were maintained for the P2 configuration with
an 80/20 ICE to traction motor-generator power split. For the large truck segment the
ICE was not downsized, with an additional 20% of power being added via the traction
motor/generator.
The traction battery nominal battery capacities "kWh" were also provide by the EPA team
for each vehicle class (Table H-2). A size ratio was then established between the
capacities provided for each vehicle class versus the 2010 Hyundai Avante lithium
polymer battery (180V 5.3Ah, 0.954 kWh). Battery packs sizes, based on the Hyundai
Avante battery, were then developed for each of the vehicle segments. Since ground-up
costs were already developed for the Hyundai battery modules, scaling module/cell costs
to other vehicle classes was relatively straight-forward.
140
-------
Table H-2: Primary Component Sizing for a Range of P2 Hybrid Electric Vehicles
Classes
Vehicle Classification
o Vehicle
a) Place
i/» Uass
" Description
Subcompact
1 Size
Passenger
Vehicle
Compact/
Small Size
Passenger
Vehicle
id/Large
3 n SlZC
Passenger
Vehicle
Minivanf
Large Size
Passenger
Vehicle
Small/ Mid
5 Size Truck
6 Large Truck
Passenger
Capacity
Passenger
(2-4)
Pas senoer
|2-5|
Passenger
|4-6|
Passenger
|6-8|
Passenger +
Midsize
Towing
Capabilities
Passenger or
Strong Towing
Capabilities
New P2 Technology Configuration: ICE, Electric Motor/Generator, Transmission, and Lithium Polymer Battery
Max Power 8
Torque of HEV
Powertrain as
Percent of
Conventional
Powertrain
System.
%
100.00%
100.00%
100.00%
100.00%
100.00%
100.00%
Size of
Internal
Combustion
Engine (ICE),
as a Percent
of Net System
Power
"%"
80.00%
80.00%
80.00%
80.00%
80.00%
100.00%
Size of
Traction
Motorf
Generator, as
a Percent of
Net System
Power
"%"
20.00%
20.00%
20.00%
20.00%
20.00%
20.00%
High Voltage
Battery Max
Power, as a
Percent of
Electric Motor
Max Power
"N'm"
100.00%
100.00%
100.00%
100.00%
100.00%
100.00%
Maximum
System Power
"kW"
95.6
113.2
180.4
148.0
133.2
168.5
"hp"
128.1
151.7
241.8
1984
178.6
225.9
Maximum
System
Torque
"N'm"
170.8
199.7
319.9
270.0
273.6
337.8
"Ib'ft"
126.0
147.3
235.9
199.1
201.8
249.1
Maximum ICE Power 8 Torque
"kW"
76.5
90.5
144.3
118.4
106.6
168.5
"hp"
102.49
121.36
193.45
158.72
142.85
225.87
"N'm"
136.7
159.7
255.9
216.0
218.9
337.8
"Ib'ft"
100.8
117.8
188.7
159.3
161.5
249.1
Maximum
Traction Motor
Power
Calculated
"kW"
19.11
22.63
36.08
29.60
26.64
33.70
"hp"
25.6
30.3
48.4
39.7
35.7
45.2
EPA Recommended
Battery Specification
Max
Noninal
Power
Rating
'W
19.11
22.63
36.08
29.60
26.64
33.70
Nominal
Battery
Capacity
"kWh"
0.8087
0.9268
1.0153
1.0312
0.9758
1.1736
Battery Sizing Based On 2010 Hyundai
Avante Lithium Polymer Battery |1 80V,
5.3Ah, 0.954kWh|
Battery Construction: 6 Modules, 8
Cells/Module, Total 48 Cells
Percent
Capacity of
Hyundai
Avante
Battery
|0.954kWh|
0.85
0.97
1.06
1.08
1.02
1.23
Number
of Battery
Cells
Based on
Hyundai
Avante
Battery
41
47
52
52
50
60
Number
of
Modules
5.13
5.88
6.50
6.50
6.25
7.50
Estimated
Battery
Voltage
Based on
Hyundai
Avante
Battery
|5.3Ah|
152.59
174.86
191.56
194.56
184.12
221.44
H.3 System Scaling Overview
The scaling methodology used to develop P2 HEV, net incremental, direct manufacturing
costs for a range of vehicle classes was very similar to the approach used in the power-
split analysis. The only difference was an additional assumption step in which selected
power-split hardware had to be deleted, modified or added to fit the P2 HEV
configuration. The most extreme case of this was taking the eCVT for the power-split
and eliminating components (e.g., gearing, generator, generator control unit) modifying
components (e.g., power electronics components, transmission control unit, lubrication
subsystem) and adding components (e.g., dual mass flywheel, wet clutch, case material
for wet clutch) to arrive at an integrated electric traction motor/generator and clutch
assembly.
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In Table A-3, a summary of the net incremental, direct manufacturing costs to add P2
HEV technology to a range of vehicle segments are presented on a system level. Table
A-4 and Table A-5 provide additional cost details, at the component and subsystem level,
for the integrated electric motor/generator and clutch assembly system and the high
voltage traction battery, respectively. These subsystems account for approximately 80%
of the net cost impact for adding the P2 technology configuration.
I. Glossary of Terms
Assembly: a group of interdependent components joined together to perform a defined
function (e.g., turbocharger assembly, high pressure fuel pump assembly, high pressure
fuel injector assembly).
Buy: the components or assemblies a manufacturer would purchase versus manufacture.
All designated "buy" parts, within the analysis, only have a net component cost presented.
These types of parts are typically considered commodity purchase parts having industry
established pricing.
CBOM (Comparison Bill of Materials): a system bill of materials, identifying all the
subsystems, assemblies, and components associated with the technology configurations
under evaluation. The CBOM records all the high-level details of the technology
configurations under study, identifies those items which have cost implication as a result
of the new versus base technology differences, documents the study assumptions, and is
the primary document for capturing input from the cross-functional team.
Component: the lowest level part within the cost analysis. An assembly is typically
made up of several components acting together to perform a function (e.g., the turbine
wheel in a turbocharger assembly). However, in some cases, a component can
independently perform a function within a sub-subsystem or subsystem (e.g., exhaust
manifold within the exhaust subsystem).
Cost Estimating Models: cost estimating tools, external to the Design Profit® software,
used to calculate operation and process parameters for primary manufacturing processes
(e.g., injection molding, die casting, metal stamping, forging). Key information
calculated from the costing estimating tools (e.g., cycle times, raw material usage,
equipment size) is inputted into the Lean Design® process maps supporting the cost
analysis. The Excel base cost estimating models are developed and validated by Munro
& Associates.
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Costing Databases: the five (5) core databases that contain all the cost rates for the
analysis. (1) The material database lists all the materials used throughout the analysis
along with the estimated price/pound for each. (2) The labor database captures various
automotive, direct labor, manufacturing jobs (supplier and OEM), along with the
associated mean hourly labor rates. (3) The manufacturing overhead rate database
contains the cost/hour for the various pieces of manufacturing equipment assumed in the
analysis. (4) A mark-up database assigns a percentage of mark-up for each of the four
(4) main mark-up categories (i.e., end-item scrap, SG&A, profit, and ED&T), based on
the industry, supplier size, and complexity classification. (5) The packaging database,
contains packaging options and costs for each case.
Lean Design® (a module within the Design Profit® software): is used to create
detailed process flow charts/process maps. Lean Design® uses a series of standardized
symbols, with each base symbol representing a group of similar manufacturing
procedures (e.g., fastening, material modifications, inspection). For each group, a Lean
Design® library/database exists containing standardized operations along with the
associated manufacturing information and specifications for each operation. The
information and specifications are used to generate a net operation cycle time. Each
operation on a process flow chart is represented by a base symbol, operation description,
and operation time, all linked to a Lean Design® library/database.
Make: terminology used to identify those components or assemblies a manufacturer
would produce internally versus purchase. All parts designated as a "make" part, within
the analysis, are costed in full detail.
MAQS (Manufacturing Assumption and Quote Summary) worksheet: standardized
template used in the analysis to calculate the mass production manufacturing cost,
including supplier mark-up, for each system, subsystem, and assembly quoted in the
analysis. Every component and assembly costed in the analysis will have a MAQS
worksheet. The worksheet is based on a standard OEM (original equipment
manufacturer) quote sheet modified for improved costing transparency and flexibility in
sensitivity studies. The main feeder documents to the MAQS worksheets are process
maps and the costing databases.
MCRs (Material Cost Reductions): a process employed to identify and capture potential
design and/or manufacturing optimization ideas with the hardware under evaluation.
These savings could potentially reduce or increase the differential costs between the new
and base technology configurations, depending on whether an MCR idea is for the new or
the base technology.
Net Component/Assembly Cost Impact to OEM: the net manufacturing cost impact per
unit to the OEM for a defined component, assembly, subsystem, or system. For
components produced by the supplier base, the net manufacturing cost impact to the OEM
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includes total manufacturing costs (material, labor, and manufacturing overhead), mark-
up (end-item scrap costs, selling, general and administrative costs, profit, and engineering
design and testing costs) and packaging costs. For OEM internally manufactured
components, the net manufacturing cost impact to the OEM includes total manufacturing
costs and packaging costs; mark-up costs are addressed through the application of an
indirect cost multiplier.
NTAs (New Technology Advances): a process employed to identify and capture
alternative advance technology ideas which could be substituted for some of the existing
hardware under evaluation. These advanced technologies, through improved function and
performance, and/or cost reductions, could help increase the overall value of the
technology configuration.
Powertrain Package Proforma: a summary worksheet comparing the key physical and
performance attributes of the technology under study with those of the corresponding
base configuration.
Process Maps: detailed process flow charts used to capture the operations and processes
and associated key manufacturing variables involved in manufacturing products at any
level (e.g., vehicle, system, subsystem, assembly, component).
P-VCSM (Powertrain-Vehicle Class Summary Matrix): records the technologies
being evaluated, the applicable vehicle classes for each technology, and key parameters
for vehicles or vehicle systems that have been selected to represent the new technology
and baseline configurations in each vehicle class to be costed.
Quote: the analytical process of establishing a cost for a component or assembly.
Sub-subsystem: a group of interdependent assemblies and/or components, required to
create a functioning sub-subsystem. For example, the air induction subsystem contains
several sub-subsystems including turbocharging, heat exchangers, pipes, hoses, and
ducting.
Subsystem: a group of interdependent sub-subsystems, assemblies and/or components,
required to create a functioning subsystem. For example, the engine system contains
several subsystems including crank drive subsystem, cylinder block subsystem, cylinder
head subsystem, fuel induction subsystem, and air induction subsystem.
Subsystem CMAT (Cost Model Analysis Templates): the document used to display
and roll up all the sub-subsystem, assembly, and component incremental costs associated
with a subsystem (e.g., fuel induction, air induction, exhaust), as defined by the
Comparison Bill of Material (CBOM).
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Surrogate part: a part similar in fit, form, and function as another part that is required
for the cost analysis. Surrogate parts are sometimes used in the cost analysis when actual
parts are unavailable. The surrogate part's cost is considered equivalent to the actual
part's cost.
System: a group of interdependent subsystems, sub-subsystems, assemblies, and/or
components working together to create a vehicle primary function (e.g., engine system,
transmission system, brake system, fuel system, suspension system).
System CMAT (Cost Model Analysis Template): the document used to display and roll
up all the subsystem incremental costs associated with a system (e.g., engine,
transmission, steering) as defined by the CBOMs.
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