Light-Duty Vehicle Technology
Cost Analysis, Mild Hybrid and
Valvetrain Technology
&EPA
United States
Environmental Protection
Agency
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Light-Duty Vehicle Technology
Cost Analysis, Mild Hybrid and
Valvetrain Technology
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-11-023
October 2011
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CONTENTS
Section Page
Executive Summary 1
1 Introduction 1-1
1.1 Objectives 1-1
1.2 Study Methodology 1-1
1.3 Manufacturing Assumptions 1-4
1.4 Subsystem Categorization 1-7
1.5 Case Study Hardware Evaluated 1-8
1.6 Case Study Discussion and Result Layout 1-9
2 2007 Saturn Vue Green Line BAS Hybrid Cost Analysis, Case Study #0402 2-10
2.1 Vehicle & Cost Summary Overview 2-10
2.1.1 BAS Vehicle Hardware Overview 2-10
2.1.2 Direct Manufacturing Cost Differences between a 2007 Saturn
Vue Green BAS Hybrid and a 2007 Conventional Baseline Saturn Vue
Vehicle 2-11
2.2 Engine System & Cost Summary Overview 2-13
2.2.1 Engine Hardware Overview 2-13
2.2.2 Engine System Cost Impact 2-15
2.3 Transmission System 2-17
2.3.1 Transmission System Hardware Overview 2-17
2.3.2 Transmission System Cost Impact 2-21
2.4 Body System 2-23
2.4.1 Body System Hardware Overview 2-23
2.4.2 Body System Cost Impact 2-23
2.5 Brake Systems 2-25
2.5.1 Brake System Hardware Overview 2-25
2.5.2 Brake System Cost Impact 2-27
2.6 Electric Power Supply System 2-28
2.6.1 Start Motor/Generator Hardware Overview 2-28
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2.6.2 HAS Battery Pack Hardware Overview 2-36
2.6.3 Electrical Power Supply System Cost Impact 2-43
2.7 Electrical Distribution and Electronic Control System 2-46
2.7.1 Electrical Wiring and Circuit Protection Subsystem Hardware
Overview 2-46
2.7.2 Traction and High Voltage Power Distribution Subsystem
Hardware Overview 2-47
2.7.3 Power Electronics Center (PEC) Subsystem Hardware
Overview 2-48
2.7.4 Electrical Distribution and Electronic Control (EDEC) System
Cost Impact 2-57
3 2010 Fiat MultiAir Cost Analysis, Case Study #0200 3-61
3.1 MultiAir Hardware Overview 3-61
3.1.1 MultiAir Versus Baseline ICE Hardware Differences 3-61
3.1.2 MultiAir System Hardware 3-62
3.2 Incremental Direct Manufacturing Cost Impact of Adding MultiAir
Technology 3-75
3.2.1 Direct Manufacturing Cost of MultiAir Hardware 3-75
3.2.2 Direct Manufacturing Cost of Baseline Engine Modifications
Required for MultiAir Hardware Integration 3-76
4 Glossary of Terms 4-78
11
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LIST OF FIGURES
Number Page
Figure 1-1: Cost Analysis Process Flow Steps and Document Interaction 1-3
Figure 1-2 : Illustration of Bill of Material Structure Used in Cost Analysis 1-7
Figure 2-1: Saturn Vue Green Line Primary BAS Technology Configuration 2-11
Figure 2-2 : Belt Alternator Starter Hardware 2-13
Figure 2-3 : Motor Generator Drive Belt 2-14
Figure 2-4 : Heater Core Coolant Electric Circulation Pump 2-14
Figure 2-5 : Transmission Electric Oil Pump 2-17
Figure 2-6 : Transmission Oil Lines 2-17
Figure 2-7 : Transmission Oil Pump 2-18
Figure 2-8 : Pump Housing and Cover 2-18
Figure 2-9 : Gerotor Gears Shaft and Seal 2-19
Figure 2-10 : Oil Pump Electric Drive Motor 2-19
Figure 2-11 : Base Plate and Motor Brushes 2-20
Figure 2-12 : Motor Can and Magnets 2-20
Figure 2-13 : Rotor Assembly and Bearings 2-20
Figure 2-14 : Rotor, Windings and Commutator 2-21
Figure 2-15 : Battery Pack Mount Bracket 2-23
Figure 2-16 : Brake Booster Vacuum Sensor 2-25
Figure 2-17 : Hill Hold Solenoid and Brake Pressure Sensor 2-25
Figure 2-18 : Hill Hold Solenoid & Bracket Assembly 2-26
Figure 2-19 : Hill Hold Solenoid Assembly Components 2-26
Figure 2-20 : Motor Generator Removed 2-28
Figure 2-21 : Motor Generator Assembly Assorted Views 2-28
Figure 2-22 : Motor Generator Pulley 2-28
Figure 2-23: Start Motor/Generator Die-Cast Housings 2-29
Figure 2-24 : Resolver, Cover, Vent and Target Wheel 2-29
Figure 2-25 : Cable Interface Block 2-30
Figure 2-26 : Cable Motor/Generator to PEB 2-30
Figure 2-27 : Brush Housing Assembly and Seals 2-31
Figure 2-28 : Contact Brushes 2-32
Figure 2-29 : Rotor Assembly 2-32
Figure 2-30 : Rotor Shaft 2-32
Figure 2-31 : Core Halves and Windings 2-33
Figure 2-32 : Rotor Magnets 2-33
Figure 2-33 : Cooling Fans 2-34
Figure 2-34 : Brush Slip Ring and Winding Connector 2-34
Figure 2-35 : Shaft Bearings 2-34
Figure 2-36 : Stator Assembly 2-35
Figure 2-37 : Temperature Sensor 2-35
Figure 2-38 : Saturn Vue Green Line 36V Battery Pack Installed in Vehicle (LHS) and Removed
from Vehicle (RHS) 2-36
ill
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LIST OF FIGURES
Number Page
Figure 2-39 : Battery Tray/Housing 2-36
Figure 2-40 : Fan Housing 2-37
Figure 2-41 : Fan Assembly 2-38
Figure 2-42 : Battery Pack with Cover Removed 2-39
Figure 2-43 : Battery Modules and Sub-Modules 2-39
Figure 2-44 : Battery Case 2-40
Figure 2-45 : Positive Anode, Negative Anode and Separator paper 2-40
Figure 2-46 : Battery Pack Harness 2-41
Figure 2-47 : Encapsulated Battery Pack Control Module 2-41
Figure 2-48 : Battery Cables 2-42
Figure 2-49 : (clockwise from top left) Disconnect Box, Disconnect Relay, Switch, Bus bar,
Current Sensor, and Fuse 2-43
Figure 2-50 : High Voltage Cable 2-47
Figure 2-65 : Cable Protective Covers 2-47
Figure 2-51 : Power Electronics Box (PEB) 2-49
Figure 2-52 : PEB Cable Interfaces 2-49
Figure 2-53 : PEB Installation 2-50
Figure 2-54 : 8-Pin Module 2-50
Figure 2-55 : 8-Pin Module Electrical Components 2-51
Figure 2-56 : PEB Cooling 2-52
Figure 2-57 : Base PEB Module Wrap 2-52
Figure 2-58 : Base PEB 2-53
Figure 2-59 : PEB Stacked Assembly 2-53
Figure 2-60 : PEB Main Circuit Board 2-54
Figure 2-61 : PEB Power Distribution 2-55
Figure 2-62 : PEB Aluminum Housing 2-56
Figure 2-63 : PEB Cooling 2-56
Figure 3-1 : MultiAir Hardware Illustration 3-61
Figure 3-2 : MultiAir Manifold Assembly Installed on the Fiat 1.4L, 14, ICE 3-63
Figure 3-3 : MultiAir System Forged Aluminum Manifold 3-63
Figure 3-4 : Oil Port Feeding Solenoid Reservoir Cavities for Valve Actuation Circuits 3-64
Figure 3-5 : Oil Port for Lash Adjuster and Rocker Contact Lubrication 3-64
Figure 3-6 : SOHC, RFF, and Hydraulic Piston 3-65
Figure 3-7 : Hydraulic Piston, RFF, and Lash Adjust Pivot Pin 3-65
Figure 3-8 : Piston Housing, Coil Spring, and Piston Assembly 3-66
Figure 3-9 : Piston, Spring Seat, and C-Clip 3-66
Figure 3-10 : Hydraulic Brake and Lash Adjusters (HBLA) in Hydraulic Manifold 3-67
Figure 3-11 : Hydraulic Brake and Lash Adjusters (HBLA) 3-67
Figure 3-12 : Lash Adjuster Components 3-68
Figure 3-13 : Hydraulic Solenoid Valve 3-68
Figure 3-14 : Solenoid pressed into manifold bore 3-69
Figure 3-15 : Bobbin Assembly Components 3-69
iv
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LIST OF FIGURES
Number Page
Figure 3-16 : Over-Molded Steel Retainer Plate 3-70
Figure 3-17 : Solenoid Mechanical Valve 3-70
Figure 3-18 : Mechanical Valve Components 3-70
Figure 3-19 : Solenoid Oil Outlet Port (Pressed into the Valve Housing Oil Dump Outlet) 3-71
Figure 3-20 : (Left) Magnetic Reaction Mass and Rod, (Right) Cylinder and Reaction Mass
Assembly 3-71
Figure 3-21 Oil Control Valve 3-71
Figure 3-22 Oil Reservoir Cavity Cover System 3-72
Figure 3-23 Oil Reservoir Cavity Lower Cover 3-72
Figure 3-24 Oil Reservoir Cavity Lower Steel Cover 3-73
Figure 3-25 Oil Reservoir Pressure Relief Valve 3-73
Figure 3-26 Oil Reservoir Check Valve 3-73
Figure 3-27 Manifold 3-74
Figure 3-28 Valve Cover 3-74
Figure 3-29 Oil Temperature Sensor 3-74
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LIST OF TABLES
Number Page
Table ES-1: New Technology Configurations Incremental Unit Cost Impact 2
Table 1-1: Summary of Universal Cost Analysis Assumptions Applied to All Case Studies 1-5
Table 2-1: Net Incremental Direct Manufacturing Cost of the Saturn Vue Green Line BAS
Hybrid over a Conventional Saturn Vue 2-12
Table 2-2: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Engine System in
Comparison to a Saturn Vue Conventional Engine System 2-16
Table 2-3: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Transmission
System in Comparison to a Saturn Vue Conventional Transmission System 2-22
Table 2-4: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Body System in
Comparison to a Saturn Vue Conventional Body System 2-24
Table 2-5: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Brake System in
Comparison to a Saturn Vue Conventional Brake System 2-27
Table 2-6: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Power Supply
System in Comparison to a Saturn Vue Conventional Power Supply System 2-44
Table 2-7: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV EDEC System in
Comparison to a Saturn Vue Conventional EDEC System 2-58
Table 3-1: Direct Manufacturing Cost of Fiat Multi Air Hardware 3-75
Table 3-2: Direct Manufacturing Cost Impact Associated with Changing Baseline Engine
Components for Multi Air System 3-77
VI
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Light-Duty Vehicle Technology Cost Analysis, Mild Hybrid, and Valvetrain
Technology
Executive Summary
The United States Environmental Protection Agency (EPA) contracted with FEV, Inc. to
determine the 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).
This report, the fifth in a series of reports, addresses the direct incremental manufacturing
cost associated with adding a belt alternator starter (BAS) hybrid system to a conventional
vehicle's powertrain system and the incremental manufacturing costs of replacing an
internal combustion engine (ICE) variable valve timing (VVT) subsystem with a variable
valve timing and lift (VVTL) subsystem. These technologies are grouped under this
report for the sake of convenience, not because they are functionally related.
The 2007 Saturn Vue Green Line was selected for the BAS incremental cost analysis. The
technology provides a means of turning the internal combustion engine off while the
vehicle is stopped in traffic without losing any customer-noticeable functionality. The
addition of start-stop technology applied to a motor vehicle drives a number of changes to
the existing vehicle design. Areas affected by the technology include engine,
transmission, accessory drive, wiring, brakes, auxiliary heater core pump, and body.
Additional components are also required in the adaptation of the technology. The major
additional components are the battery pack and supporting hardware, power electronic
control modules, and the alternator starter assembly. Each of these component systems are
discussed in greater detail in Section 2.0.
It should be noted that the 2007 Saturn Vue Green Line was considered a logical selection
for costing of mild hybrid technology at the time the decision was made, but, as with all
rapidly evolving technology, is no longer considered state-of-the-art. It should also be
noted that, consistent with the EPA team's priorities for the cost analysis work, FEV did
not analyze the extent to which the 2007 Saturn Vue BAS technology could be cost-
optimized through material cost reductions, high volume manufacturing techniques, part
count reduction through component consolidation and integration, and new technology
advancements. However, given that this vehicle design is representative of relatively
early, low-volume BAS hybrid design, it is expected that such cost reductions could be
quite sizeable. For this reason, the cost results for this technology should not be projected
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onto newer-generation mild hybrid technology, such as GM's eAssist technology. Such
comparison analysis did not fall within the scope of the work assignment.
The 2010 Fiat MultiAir system was selected for the VVTL incremental cost analysis. The
MultiAir technology uses a hydraulic system to alter the interaction between the intake
valves and the intake lobes on a single overhead camshaft (SOHC). Electronically
controlled solenoid valves control the hydraulic pressure in the MultiAir system. When
the solenoids are closed, the hydraulic fluid supports a rigid connection between the
intake valves and SOHC intake lobes. In this scenario, valve timing and lift follow the
intake cam profile similar to that of a traditional ICE. With the solenoid valves open,
hydraulic pressure is minimized in the system, decoupling the intake valves from the
camshaft. Through precisely timed solenoid valve opening and closing events, the intake
valve lift and timing can be altered to provide improved engine performance and fuel
economy. The components which make-up the MultiAir system are discussed in greater
detail in Section 3.0
The calculated incremental direct manufacturing costs for adding the BAS hybrid system
to a conventional Saturn Vue vehicle, and the Fiat MultiAir VVTL system to a
conventional 14 1.4L ICE, dual-VVT are captured below in Table ES-1.
Table ES- 1: New Technology Configurations Incremental Unit Cost Impact
Case Study
Reference
Number
0402
0200
Technology
Definition
Belt Alternator Starter
(BAS) hybrid system
Internal Combustion
Engine Variable Valve
Lift and Timing
Subsystem
Vehicle Class
Mid- to Large-Size Car,
Passenger 4-6
Subcompact-Size Car,
Passenger 2-4
Base
Technology
CS# B0402
Saturn Vue
Base Vehicle
2.5L 14 ICE
CS# B0200
1.4LI4ICE
Dual-VVT
New
Technology
CS# N0402
Saturn Vue
Green Line
2.4L 14 ICE
CS# N0200
1.4LI4ICE
Fiat MultiAir
Incremental
Unit Cost
+ $1,652.20
+ $143.07
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1 Introduction
1.1 Objectives
The objective of this work assignment is to determine the incremental direct
manufacturing costs for two (2) new advanced light-duty vehicle transmission technology
configurations using the costing methodology, databases, and supporting worksheets
developed in the previously concluded pilot study (Light-Duty Technology Cost Analysis
Pilot Study [EPA-420-R-09-020]).
1.2 Study Methodology
The first report published, "Light-Duty Technology Cost Analysis Pilot Study (EPA-420-
R-09-020)," covers in great detail the overall costing methodology used to calculate an
incremental cost delta between various technology configurations. In summary, the
costing methodology is heavily based on teardowns of both new and baseline technology
configurations having similar driver performance metrics. Only components identified as
being different within the selected new and baseline technology configurations as a result
of the new technology adaptation are evaluated for cost. Component costs are calculated
using a ground-up costing methodology analogous to that employed in the automotive
industry. All incremental costs for the new technology are calculated and presented using
transparent cost models consisting of eight (8) core cost elements: material, labor,
manufacturing overhead/burden, end item scrap, SG&A (selling general and
administrative), profit, ED&T (engineering, design, and testing), and packaging.
Information on how additional associated manufacturing fixed and variable cost elements
(e.g., shipping, tooling, OEM indirect costs) are accounted for within the cost analysis is
also discussed in the initial report (EPA-420-R-09-020).
Listed below, with the aid of Figure 1-1, is a high level summary of the ten (10) major
steps taken during the cost analysis process. For additional information concerning the
terminology used within the ten (10) steps, please reference the glossary of terms found at
the end of this report.
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.
Step 3: Pre-teardown Comparison Bills of Materials (CBOMs) are developed, covering
hardware that exists in the new and base technology configurations. These high level
1-1
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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 subsystems identified in Step 3
and the assemblies that comprise them. Using Design Profit® software, all high level
processes (e.g., assembly process of the high-pressure fuel pump onto the cylinder head
assembly) are mapped during the disassembly.
Step 5: A cross functional team (CFT) reviews all the data generated from the high level
teardown and identifies which components and assumptions should be carried forward
into the cost analysis. The CBOMs are updated to reflect the CFT input.
Step 6: Phase 2 (component/assembly level) teardowns are initiated, based on the updated
CBOMs. 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 detail all cost elements
making up the final unit costs: material, labor, burden, end item scrap, SG&A, profit,
ED&T, and packaging.
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 (i.e., subject matter experts) beyond the CFT.
Step 9: All costs calculated in the MAQS worksheets are automatically inputted into the
Subsystem Cost Model Analysis Templates (CMAT). The Subsystem CMAT is used to
display and roll up all the differential costs associated with a subsystem. All parts in a
subsystem that are identified for costing in the CBOM are entered into the Subsystem
CMAT. Both the base and new technology configurations are included in the same
CMAT to facilitate differential cost analysis.
Step 10: The final step in the process is creating the System CMAT, which rolls up all the
subsystem differential costs to establish a final system unit cost. The System CMAT,
similar in function to the Subsystem CMAT, is the document used to display and roll-up
all the subsystem costs associated within a system as defined by the CBOM. Within the
scope of this cost analysis, the System CMAT provides the bottom line incremental unit
cost between the base and new technology configurations under evaluation.
1-2
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1. Technology
Selection
Powertrain Vehicle
Class Summary Matrix
(P-VCSM)
i '
2. Hardware
Selection
Powertrain Package
Proforma
i '
3A. Generate Bill of
Materials - Phase 1
Comparison Bill of
Materials (C-BOM)
Process Flow
4. System/Subsystem
Disassembly and
Process Mapping -
Phase 1
(Design Profit®)
i
5. Cross Functional
Team (CFT)
Reviews
Databases (Material, Lab
^ Overhead, Mark-up,
or, Manufacturing
& Packaging)
w
6. Component/
Assembly
Disassembly &
Process Mapping - ^
Phase 2
(Design Profit®) ^
A .V
.. m /
3B. Update Bill of Materials - Phase 2
Comparison Bill of Materials (C-BOM)
Manual & Automated
Document Links
7. Generate
Manufacturing
Assumption and
Quote Summary
(MAQS)
Worksheets
1 r
8. Market Place
Cross-check
1 r
9. Subsystem Cost
Roll Up
Subsystem Cost Model
Analysis Template
(Subsystem CMAT)
1 r
10. System Cost
Roll Up
System Cost Model
Analysis Template
(System CMAT)
Figure 1-1: Cost Analysis Process Flow Steps and Document Interaction
1-3
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1.3 Manufacturing 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 1-1 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.
1-4
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Table 1-1: 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 and 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 development 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 marketplace 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.
1-5
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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 T 1 mark-up of incoming T2/T3 incoming goods.
A. Tl supplier shipping costs covered through application of the
Indirect Cost Multiplier (I CM) 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.
1-6
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1.4 Subsystem Categorization
As with the first case study analysis, a design-based classification system was used to
group the various components and assemblies making up the technology configurations.
In general, every vehicle system (e.g., engine system, transmission system, etc.) is made
up of several subsystems levels (e.g., the engine system includes a crank drive subsystem,
cylinder block subsystem, cylinder head subsystem, valvetrain subsystem, etc.), which, in
turn, is made up of several sub-subsystem levels (e.g., the crank drive subsystem includes
the following sub-subsystems: connecting rod, piston, crankshaft, flywheel). The sub-
subsystem is the smallest classification level in which all components and assemblies are
binned.
Figure 1-2 illustrates the classification hierarchy as discussed above. In Sections 2.0 and
3.0, costs are presented for both technologies using this standard classification system.
Figure 1-2 : Illustration of Bill of Material Structure Used in Cost Analysis
1-7
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1.5 Case Study Hardware Evaluated
For the BAS cost analysis, the 2007 Saturn Vue Green Line vehicle was selected. At the
time of the analysis it was one of the few production-available start/stop hybrids in the
market place. Based on the team's initial assessment of the BAS technology, in particular
the adaptation/integration of the BAS components into baseline vehicle configuration, a
decision was made to only teardown the Saturn Vue Green Line vehicle. The team felt
any changes made to baseline conventional vehicle could readily be identified in the
advance vehicle hardware (i.e., Green Line Vehicle) without having the baseline vehicle
hardware present for reference. In questionable cases, published service documentation
was used to support the team's assumptions on the differences between the two
technology configurations. In general, the design team for the Saturn Vue did a good job
adding the BAS hardware with minimal disruption to the existing baseline vehicle. A
great approach for a low annual volume production build vehicle sharing a common
platform. Although one could argue that this low level integration of the new BAS
components with the existing conventional components favors a conservative cost
estimate for BAS systems at high volume.
For the variable valvetrain timing and lift (VVTL) technology configuration cost analysis,
the Alfa Romeo MiTo 1.4L, 14, Turbo, Port Fuel Injected (PFI), MultiAir ICE (135 hp)
was procured. Although the purchased engine came with a turbocharger air induction
subsystem, it was excluded from the evaluation. Only components added or modified for
the adaptation of the VVTL system were considered in the analysis. Previously completed
case studies, such as V6 to 14 downsized, turbocharged gasoline direct injection engine
and V8 to V6 downsized, turbocharged gasoline direct injection engine, were used to
support the component modification costs to the baseline technology configuration (1.4L
14, NA, PFI, ICE, with dual variable valve timing). Examples of components referenced
from these prior case studies include cam phasers and associated hardware, intake and
exhaust cam shafts, and conventional valvetrain hardware.
1-8
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1.6 Case Study Discussion and Result Layout
In the following two (2) report sections, the results for the BAS system (Section 2) and
MultiAir system (Section 3) are provided. For each case study, a brief description of the
technology under comparison is discussed. In addition, a high level overview of key
hardware content is included for each technology evaluated.
Following the technology and hardware overviews for each case study, the increment
direct manufacturing cost impact is generally summarized at a subsystem and/or system
level Cost Model Analysis Template (CMAT). For subsystems and systems in which
there were both new and baseline technology costs, the baseline technology costs are
subtracted from the new technology costs developing the incremental direct
manufacturing cost.
In subsystem and systems where there are no baseline costs (i.e., credits to offset new
technology costs), the new technology direct manufacturing costs are the incremental
direct manufacturing costs.
Because each case study consists of a large quantity of component and assembly
Manufacturing and Assumption Quote Summary (MAQS) worksheets, hard copies were
not included as part of this report. However, electronic copies of the MAQS worksheets,
as well as all other supporting case study documents (e.g., Subsystem CMATs, System
CMATs), can be accessed at http://www.epa.gov/otaq/climate/publications.htm.
1-9
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2 2007 Saturn Vue Green Line BAS Hybrid Cost Analysis, Case Study
#0402
2.1 Vehicle & Cost Summary Overview
2.1.1 BAS Vehicle Hardware Overview
In the BAS HEV cost analysis, both the Saturn Vue baseline (i.e., conventional vehicle)
and new technology configuration (i.e., Green Line/BAS vehicle) utilized the same family
engine and transmission. The internal combustion engine is GM's 2.4L Ecotec 170hp
engine. The transmission is a small, mid-size car front-wheel-drive 4-speed automatic
transmission. Modifications were required to both the engine and transmission in order to
adopt the BAS system technology to the baseline Saturn Vue. The main engine hardware
changes include the replacement of the standard alternator with a 14.5 kW starter
motor/generator, which provides engine restart, launch assist and regenerative braking
added functionality. To support the advanced starter motor/generator, a dual tensioner
assembly replaced the standard baseline tensioner. The major modification on the
transmission consisted of an externally mounted transmission pump required to maintain
system pressure on ICE shut down.
A 36V, 18.4Ah, prismatic nickel metal hydride battery provides the necessary power to
the starter motor/generator. The battery is package behind the rear passenger seat as
shown in Figure 2-1 below. Packaged under the hood, toward the front of the vehicle on
the passenger side, is the starter generator control module (SGCM)/power electronic
controls center. The SGCM is connected to the vehicle's 12V (conventional service
battery) and 36V DC circuits. A high-voltage wire harness extends from the 36V battery
pack to the SGCM via a high-voltage wire hardness packaged and protected on the
underside of the vehicle. Three (3)-phase high-voltage AC cables also run between the
SGCM and the starter motor/generator. In addition to the high voltage connections
mentioned, the SGCM also controls items such as the transmission auxiliary pump, brake
hill hold solenoids, auxiliary heater core pump, and SGCM auxiliary cooling pump.
Smaller design changes, with much less impact on the direct manufacturing costs were
also made in the brake system and body-in-white system. Theses changes, as well as the
ones previously discussed, will be covered in more detail in the subsections that follow.
2-10
-------
MtttfMKll Hydride
•!. h- .....1 .- h .li,,.,:
(Source: http://revocars.com/190/2007-saturn-vue-green-line-hybrid-suv)
Figure 2-1: Saturn Vue Green Line Primary BAS Technology Configuration
2.1.2 Direct Manufacturing Cost Differences between a 2007 Saturn Vue Green BAS
Hybrid and a 2007 Conventional Baseline Saturn Vue Vehicle
A summary of the calculated, net incremental, direct manufacturing costs for producing a
2007 Saturn Vue Green Line BAS hybrid vehicle over the conventional Saturn Vue is
presented in Table 2-1. 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
Saturn Vue Green Line (New Technology Configuration) and Saturn Vue (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 62% of the incremental
direct manufacturing costs (i.e., $1,388.77) are material costs, 13% labor costs, and 25%
overhead costs. Relative to the net incremental direct manufacturing cost of $1,652.20,
approximately 84% are total manufacturing costs (i.e., material, labor, overhead) and the
remaining 16% is applicable mark-up.
More than 90% of the costs for adding the BAS technology to the baseline configuration
originate from the Electrical Power Supply (52%), Electrical Distribution and Control
(34%), and Engine (7%) systems.
Additional details on the components evaluated within each vehicle system and their
associated costs are discussed in the following sections.
2-11
-------
Table 2-1: Net Incremental Direct Manufacturing Cost of the Saturn Vue Green Line
BAS Hybrid over a Conventional Saturn Vue
SYSTEM & SUBSYSTEM DESCRIPTION
!
2
14
18
System Description
000000 Vehicle
[01 Engine System
I 02 Transmission System
dysyst
1 06 Brake System
| 14 Electrical Power Supply System
I 18 Electrical Distribution and Control System
^ VEHICLE ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)
Manufacturing
Material
Labor
$ 16.64
$
$ 503.67
$ 315.89
$921.00
$ 15.04
$ 10*8.
$ 76.19
$ 61 .27
$ 199.03
Burden
$ 15.95
$
$ 244.84
$ 96.67
$ 404.97
Total
Manufacturing
Cost
Assembly)
$ 47.63
—
$ 824.70
$ 473.82
$ 1,524.99
Markup
End Item
Scrap
$ 0.20
$ M7_
$ 5.58
$ 3.04
$ 9.72
SG&A
$ 2.58
$ 58.65
$ 32.32
$ 104.43
Profit
$ 2.38
$ 64.35
$ 35.09
$ 112.42
ED&T-R&D
$ 0.99
$ 30.85
$ 16.72
$ 53.13
Total Markup
Cost
(Component/
Assembly)
$ 6.16
$ 159.43
$ 87.17
$ 279.69
Total
Packaging
Cost
Assembly)
$ 0.07
$ 2.42
$ 0.92
$ 3.94
Net
Assembly
Cost Impact to
OEM
$ 53.86
$ 986.55
$ 561.91
$ 1,808.62
SYSTEM & SUBSYSTEM DESCRIPTION
1
18
System Description
000000 Vehicle
I fl Syst
Sys
dysys
Sys
[14 Eleclncal Power Supply System
I 18 Electrical Distribution and Control System
^ VEHICLE ROLL-UP
BASE TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L 14, 170hp, 162 ft-lb
Manufacturing
Material
$ 57.22
Labor
$ 25.24
Burden
$ 53.75
Total
Manufacturing
Cost
(Component/
Assembly)
$ 136.22
Markup
End Item
Scrap
$ 0.61
SG&A
$ 8.43
Profit
$ 7.77
ED&T-R&D
$ 3.18
Assembly)
$ 19.99
Total
Cost
Assembly)
$ 0.22
Net
Assembly
Cost Impact to
OEM
$ 5.76
$ 156.43
1
1
2
6
14
18
SYSTEM & SUBSYSTEM DESCRIPTION
System Description
000000 Vehicle
I 01 Engine System
| 02 Transmission System
I 06 Brake System
| 14 Electrical Power Supply System
1 18 Electrical Distribution and Control System
^ VEHICLE ROLL-UP
Material
$ 59.45
$ 16.64
$ 9.56
$ 461.61
$ 313.12
$863.78
INCRE
Manufacturing
Labor
$ 27.52
$ 15.04
$ 10.88
$ 58.32
$ 59.52
$ 173.78
MENTA
Burden
$ 15.17
$ 15.95
$ 16.45
$ 199.62
$ 96.04
$ 351.21
L COST T<
Total
Cost
$ 102.14
$ 47.63
$ 13.89_
$ 36.89
$ 719.55
$ 468.67
$ 1,388.77
3 UPGR
$ 0.57
$ 0.20
$ 0.03_
$ 0.17
$ 5.11
$ 3.02
$ 9.11
ADETC
Ma
$ 6.59
$ 2.58
$ 0.44_
$ 2.30
$ 52.05
$ 32.04
$ 95.99
NEWT
kup
$ 6.73
$ 2.38
$ 0.35_
$ 2.08
$ 58.22
$ 34.88
$ 104.64
ECHNC
$ 3.06
$ 0.99
$ 0.09_
$ 0.83
$ 28.33
$ 16.66
$ 49.96
LOGY PA
Total Mark up
Cost
(Component/
$ 16.95
$ 6.16
~
$ 5.38
$ 143.72
$ 86.59
$ 259.70
CKAGE
Total
Cost
Assembly)
$ 0.37
$ 0.07
$ 0.03_
$ 0.03
$ 2.33
$ 0.89
$ 3.72
,
Net
Assembly
Cost Impact to
OEM
$ 119.46
$ 53.86
—
$ 42.30
$ 865.60
$ 556.15
$ 1,652.20
2-12
-------
2.2 Engine System & Cost Summary Overview
2.2.1 Engine Hardware Overview
The internal combustion engine in the Saturn Vue Green Line is similar to the
conventional vehicle engine (i.e., no ICE foundation changes are associated with the
adaptation of the BAS technology). However, there are modifications regarding the
ancillary components assembled to the engine. The greatest change is the replacement of
the 12-volt alternator with a three (3)-phase starter motor/generator. Figure 2-2 shows the
starter motor/generator position on the engine. The addition of the starter motor also
drives additional changes in the serpentine belt tensioner, as it needs to react in two
directions as opposed to the current single direction. When the vehicle engine is off, the
electric motor is used to drive the engine/AC compressor belt. This ensures adequate
cooling in the event of the operator having the AC turned on. Additional details on the
starter motor/generator are cover in Section 2.5, "Electric Power Supply Subsystem."
Figure 2-2: Belt Alternator Starter Hardware
The belt tensioner (Figure 2-3) for the motor/generator is a spring-hydraulic design. The
shock is fixed at the top and attaches to a dual pulley pivot plate. Note: the front pulley
mount ear was damaged on the vehicle as received. Commodity-based pricing was used
for the pulley bearings, shaft seal, spring, and fasteners. All other parts were analyzed in
detail to calculate their associated costs. The pivot plate and both ends of the shock ears
are die-cast machined aluminum. Both pulleys are a steel design assumed to be machined
and painted from steel 1008 bar stock. The shock internal parts were machined from bar
stock with the exception of the stamped star-shaped retainer clip.
2-13
-------
Figure 2-3: Motor Generator Drive Belt
During cold weather operation, an electric coolant pump is used to provide fluid flow for
the heater core to maintain a desired temperature within the passenger compartment. The
coolant pump is an additional component to the system and is tied into the existing heater
core plumbing in the engine compartment (Figure 2-4).
Figure 2-4: Heater Core Coolant Electric Circulation Pump
2-14
-------
The engine retains the typical 12-volt starter motor for use in cold start conditions. The
attachment configurations of the BAS components to the engine, compared to the
conventional 12-volt alternator system, were considered equal in the majority of cases.
For example, the belt tensioner for the BAS system has a single mounting point to the
engine similar to base vehicle design. Further, the starter motor/generator mounting
bracket is considered to be comparable to what is typically used to support a 12-volt
conventional alternator.
2.2.2 Engine System Cost Impact
The system overview discussion highlights the two (2) engine subsystems that saw the
greatest magnitude of change required for Mild HEV adaptation. These components are
captured within their respective subsystems. The two (2) subsystems that contributed to
the net incremental, direct manufacturing engine system cost of $119.46 are listed below
and in Table 2-2.
• Accessory Drive Subsystem ($30.75) (belt, tensioner, and bracket assembly). The
additional cost is driven by the replacement of the 12-volt alternator with a three
(3)-phase motor/generator and in turn causes modification to the serpentine belt.
• Cooling Subsystem ($88.71) (auxiliary coolant pump, tubes and hoses). An
auxiliary electric coolant pump is used to provide fluid flow for the heater core to
maintain a desired temperature within the passenger compartment.
2-15
-------
Table 2-2 : Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Engine
System in Comparison to a Saturn Vue Conventional Engine System
SYSTEM & SUBSYSTEM DESCRIPTION
£
13
ft Subsystem Description
01 Engine System
^
1 09 Accessory Dnve Subsystem
| 14 Coolinq Subsystem
m SYSTEM ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)
Manufacturing
Material
Labor
$ 45.18
$71.84
$ 21 .94
$ 33.14
Burden
$ 8.38
$ 23.08
Total
Cost
(Component/
Assembly)
$ 75.50
$ 128.06
Markup
End Item
Scrap
$ 0.44
$ 0.69
SGSA
$ 4.88
$ 8.14
Profit
$ 5.17
$ 8.16
EDST-RSD
$ 2.43
$ 3.65
Total Markup
Cost
Assembly)
$ 12.92
$ 20.65
Total
Packaging
Cost
Assembly)
$ 0.29
$ 0.46
Net
Component/
Assembly
Cost Impact to
OEM
$ 88.71
$ 149.17
SYSTEM & SUBSYSTEM DESCRIPTION
1
8
£
&?
1
Subsystem Description
01 Engine System
| 09 Accessory Drive Subsystem
| 14 Cooling Subsystem
^ SYSTEM ROLL-UP
BASE TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L 14, 170hp, 162 ft-lb
Manufacturing
Material
$ 12.39
$ 12.39
Labor
$ 5.62
$ 5.62
Burden
$ 7.91
$ 7.91
Total
Cost
(Component/
Assembly)
$ 25.92
$ 25.92
Markup
Scrap
$ 0.12
$ 0.12
SGSA
$ 1.55
$ 1.55
Profit
$ 1.43
$ 1.43
EDST-RSD
$ 0.60
$ 0.60
Total Markup
Cost
Assembly)
$ 3.70
$ 3.70
Total
Packaging
Cost
Assembly)
$ 0.10
$ 0.10
Net
Assembly
Cost Impact to
OEM
$ 29.72
$ 29.72
1
1
8
SYSTEM & SUBSYSTEM DESCRIPTION
E
ft> Subsystem Description
1
01 Engine System
| 02 Engine Frames, Mounting and Brackets Subsystem
| 09 Accessory Drive Subsystem
1 14 Coolinq Subsystem
m SYSTEM ROLL-UP
Ma,,™,
$
$ 14.27
$ 59.45
INCRE
M™,ac,u,,ng
Labor
$
$ 5.58
$ 27.52
MENTA
Burten
$
$ 6.80
$ 15.17
L COST T<
Total
Cost
(Component/
Assembly)
$
$ 26.64
$ 102.14
3 UPGR
End Item
Scrap
$
$ 0.13
$ 0.57
ADETC
Ma
SG&A
$
$ 1.71
$ 6.59
)NEW1
kup
Profit
$
$ 1.56
$ 6.73
ECHNC
ED&T-R&D
$
$ 0.63
$ 3.06
LOGY PA
Total Markup
Cost
Assembly)
$
$ 4.03
$ 16.95
CKAGE
Total
Cost
Component
Assembly)
$
$ 0.08
$ 0.37
Net
Assembly
Cost Impact to
OEM
$
$ 30.75
$ 119.46
2-16
-------
2.3 Transmission System
2.3.1 Transmission System Hardware Overview
The transmission is a typical automatic design with minor modifications to support the
BAS technology. An electric oil pump (Figure 2-5) is added to the transmission to ensure
smooth launch characteristics following engine re-start. The oil pump is a separate
external component attach to the outside of the transmission housing. Two (2) lines are
attached to the pump: one pulling in oil from the sump and the second providing
pressurized oil back into the transmission (assumed into pump pressure circuit offsetting
the loss of normal pump pressure from the engine being off). There were no apparent
changes to the transmission other than tying the electric pump lines into the existing oil
supply circuits and mounting points for the pump. Machining operations costs were
captured for all the additional required features.
Figure 2-5: Transmission Electric Oil Pump
The transmission oil pump is mounted on the side of the transmission (external) and
secured with four (4) threaded fasteners. An inlet and outlet tube connects the pump to
the internal transmission oil passages. The additional machining required for attaching the
pump and the tubes to the case is captured as part of the analysis.
Figure 2-6: Transmission Oil Lines
2-17
-------
Both transmission oil pump lines (Figure 2-6) are aluminum tube design. All fabrication
processes were captured in detail. The tube is assumed to be tube stock that is bent to the
required shape. The addition of machined aluminum fittings are slid in place on the long
tube. The ends are then flared, capturing them in place. The same process is used on one
end of the short tube; the opposite end of the short tube has a fitting that is brazed in
place. O-rings are used at each end of the tube for sealing. The fasteners for attaching the
tube ends are costed based on commodity pricing.
Figure 2-7: Transmission Oil Pump
The transmission oil pump depicted in Figure 2-7 is an electric-driven gerotor design.
The gears are captured between two (2) aluminum machined housings with the electric
motor attached on one end. The motor is secured to the pump housing with four (4)
threaded fasteners.
Figure 2-8: Pump Housing and Cover
The oil pump housing and cover in Figure 2-8 are both die-cast machined aluminum
A380 designs. The cover provides the interface to the external tubing, while the housing
provides the gerotor pocket and interface to the electric motor.
2-18
-------
Figure 2-9: Gerotor Gears, Shaft, and Seal
The gears shown in Figure 2-9 are powdered metal design with ground surfaces on the
front and back sides. The inner gear is pressed on to a machined shaft, which is driven by
the electric motor. A shaft seal is used to prevent oil from exiting the pump into the
electric motor.
Figure 2-10: Oil Pump Electric Drive Motor
The electric motor (Figure 2-10) is contained in a steel can with a base plate for the
brushes and attachment to the gear housing. The rotor is installed into the can, followed
by a gasket and then the base plate. The assembly is secured together once it is attached to
the gear housing. The gasket is a stamped coated steel design.
2-19
-------
i
Figure 2-11: Base Plate and Motor Brushes
The base plate (Figure 2-11) is die-cast machined aluminum A380. The brush mounting
plate is injection-molded PBT with 30% glass fill and includes two (2) over-molded
terminal plates.
Figure 2-12: Motor Can and Magnets
The motor can (Figure 2-12) is a deep-drawn galvanized design. Two magnets are
contained inside the can held in place by magnetism only. A wire-formed locator is used
to keep the magnets separated from each other once installed.
Figure 2-13: Rotor Assembly and Bearings
The rotor (Figure 2-13) is held on each end by a pair of bearings. Both bearings are
pressed on to the ends of the shafts. The unsealed bearing sits in the bottom of the can
while the sealed bearing is in a pocket inside the base plate.
2-20
-------
Figure 2-14: Rotor, Windings, and Commutator
The rotor components are highlighted in Figure 2-14. The rotor shaft is assumed to be
machined from bar stock 1060 steel. The rotor stack consists of twenty-six (26) stamped
EM steel laminated plates locked together. The wire windings is made up of six (6) poles,
24 winds per pole, two phases (12 poles total), and 64 inches of 19.5 gauge (0.031")
varnished copper wire. A segmented commutator is pressed onto one end of the shaft for
connecting to the individual pole leads. The commutator is an injection-molded PPS with
the brass segments insert-molded.
2.3.2 Transmission System Cost Impact
The system overview discussion describes the transmission subsystems requiring changes
for the BAS system adaptation. Although the changes to the transmission crossed over
several subsystems within the transmission, to simplify the analysis all cost impact was
captured within the Oil pump and Filter Subsystem. The net incremental direct
manufacturing cost for the transmission ($53.86) is captured in Table 2-3, including cost
element contributions (i.e., material, labor, manufacturing overhead, and mark-up).
In the transmission system analysis, only part and process additions and modifications,
increasing the costs to the baseline transmission system, were identified. Because there
are no baseline transmission system credits to offset the BAS system additions, there is no
baseline or incremental direct manufacturing cost sub-tables included in Table 2-3. The
new technology configuration direct manufacturing cost is the incremental direct
manufacturing cost.
2-21
-------
Table 2-3: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV
Transmission System in Comparison to a Saturn Vue Conventional Transmission System
Technology Level: Mild Hybrid, Start-Stop Technology
Vehicle Class: Mid to Large Size Passenger Vehilce, 4-6 Passengers
Study Case#: 0402 (N=New, B=Base, 04=Technology Package, 02=Vehicle Class)
SYSTEM & SUBSYSTEM DESCRIPTION
E
0
1
E
>i Sub-Subsystem Description
0206 Oil Pump and Filter Subsystem
| 00 Assembly of Oil Pump and Filter Subsystem
I P y
'
'
I i
1
1 g
1 99 Miscellaneous
^ SUBSYSTEM ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)
Manufacturing
Material
$ 0.32
$ 16.64
Labor
$ 3.07
$ 15.04
Burden
$ 0.47
$ 15.95
Total
Cost
(Component/
Assembly)
$ 3.87
$ 47.63
Markup
End Item
Scrap
$
$ 0.20
SG&A
$ .
$ 2.58
Profit
$
$ 2.38
ED&T-
R&D
$
$ o.gg
Total Markup
Cost
(Component/
Assembly)
$
$ 6.16
Total
Packaging
Cost
[Component/
Assembly)
$
$ 0.07
Net
Component/
Assembly
Cost Impact to
OEM
$ 3.87
$ 53.86
2-22
-------
2.4 Body System
2.4.1 Body System Hardware Overview
The addition of the various BAS components drove minor changes in the body-in-white.
Two mounting brackets are added on the inboard side of each rear shock tower for
attaching the battery pack.
Figure 2-15: Battery Pack Mount Bracket
The battery mount bracket (Figure 2-15) is a stamped steel design that is spot welded to
the body on either side inboard of the rear shock tower. The stamping cost is estimated
along with installation to the vehicle. The cost of painting the bracket is excluded as it is
part of the body-in-white and requires no additional steps or operations; it has minimal to
no impact on the total cost.
2.4.2 Body System Cost Impact
In Table 2-4, the incremental cost for adding the battery mounting brackets to the
baseline body-in-white (BIW) are shown. The brackets are additional components
required for the BAS system. With the addition of the BAS system, no baseline body
credits are recognized. Therefore, the incremental direct manufacturing cost for BIW is
equal to the new technology direct manufacturing costs ($14.83).
2-23
-------
Table 2-4: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Body
System in Comparison to a Saturn Vue Conventional Body System
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5KW, Battery 36V, Nominal Pack Capacity
18.4Ah)
I
1
13
E 3 j, 3 f
1 4 | 1 a Name/Description
I 1 < | J
— |
0301 Body Structure Subsystem
I 00 Assembly of Body Structure Subsystem
I 75 Brackets
B V - Brace Rear Battery Right
Stud - V Ground Strap, Rear Battery
A o Body
Grommet - V High Voltage Wire
Harness Assembly, Rear Floor Pan
C VWedNut-Small,36VHarnessAsm
E V We d Nut - PEB Bracket Mount
F V We d Stud - PEB Bracket Mount
G VWed Stud, Ground Stud BIW, PEB
A Body Sheet Metal Sihcone Sealer
Part Number
J3
D3
D3
D3
D3
D3
D3
D3
01
01
01
01
01
01
01
01
II
80
80
80
80
80
80
85
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
02
01
02
03
04
05
06
07
01
NEW
TECHNOLOGY
PACKAGE QUOTE
PARAMETERS
3
i
i
i
3
4
1
NA
Full
Modification
Differential
Applicable
Quote Level
Full
Full
Full
Full
Full
Full
Full
Full
Full
Subsystem Quote
(Yes/No)
Notes
Asse^r
As^mbly*
Aste^bl0*
Assembly
Aste°mblydy
Aste^bl0*
Assembly
™»=°*
No
NEW TECHNOLOGY PACKAGE COST INFORMATION
Manufacturing
Matena,
$ 1.55
$ 1.86
$ 0.93
$
Lab.r
S 2.04
r-nr
$ 0.23
$
Bu*n
$ 6.97
$ 0.50
$
Total
(Component/
Assembly)
$ 10.57
$
Markup
End Item
Scrap
$
$
SG»
$
$
Profit
$
$
ED&T-R&D
$
$
Total Markup
Assembly)
$
$
Packaging
Assembly)
$
$
$
$
$
$
Net
Component/
Assembly
OEM
10 7
$
$
2-24
-------
2.5 Brake Systems
2.5.1 Brake System Hardware Overview
The Saturn Vue's brake system is also modified to support the start-stop technology.
When the vehicle is at a stop and the engine is off, there is no means of providing
additional vacuum to the brake booster. A hill hold feature is added to the existing brake
system to compensate for the vacuum loss. The hill hold feature consists of a solenoid
pack for holding brake pressure to both rear wheels of the vehicle. Two (2) sensors are
added for system control: a pressure sensor in the brake line and a vacuum sensor in the
brake booster.
Figure 2-16: Brake Booster Vacuum Sensor
The vacuum sensor in Figure 2-16 is integrated with the brake booster vacuum check
valve.
Figure 2-17: Hill Hold Solenoid and Brake Pressure Sensor
The brake pressure sensor in Figure 2-17 requires extra components which are connected
in line with the existing brake lines. The sensor are screwed into an extruded machined
aluminum 7000 series block. Machined features provide a T-connection between the
existing brake fluid circuit and the sensor. A break in the line also requires the addition of
2-25
-------
two (2) tube nuts and additional fabrication to the lines for flaring operations. The
addition of the solenoid results in four (4) more tube nuts and flaring operations.
Figure 2-18: Hill Hold Solenoid & Bracket Assembly
The hill hold solenoid in Figure 2-18 is attached by two (2) threaded fasteners to the front
of dash pannel just below the brake master cylinder. A painted, stamped steel plate is
attached with two (2) threaded fasteners to the base of the valve housing.
Figure 2-19: Hill Hold Solenoid Assembly Components
The hill hold solenoid valve in Figure 2-19 consists of a machined aluminum cast
manifold with two (2) control valves and a pair of electric solenoids for control.
2-26
-------
2.5.2 Brake System Cost Impact
The brake system overview discussion highlights three (3) additional primary brake
components (i.e., hill hold solenoid, booster vacuum sensor, and brake line pressure
sensor) required for the BAS brake system. The costs of these components are captured
within their respective subsystems in Table 2-5 below.
In the brake system analysis only part and process additions and modifications, increasing
the costs to the baseline brake system, were identified. Because there are no baseline
brake system credits to offset the BAS system additions, there is no baseline or
incremental direct manufacturing cost sub-tables included in Table 2-5.
Table 2-5: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Brake
System in Comparison to a Saturn Vue Conventional Brake System
Technology Level: Mild Hybrid, Start-Stop Technology
Vehicle Class: Mid to Large Size Passenger Vehilce, 4-6 Passengers
Study Case*: 0402 (N=New, B=Base, 04=Technology Package, 02=Vehicle Class)
SYSTEM & SUBSYSTEM DESCRIPTION
E
/
8
9
10
11
1
>. Sub-Subsystem Description
-q
m
0906 Brake Controls Subsystem
1 y Xs
1
1
1
1 g
1 70 Pipes, Hoses, Dueling
I 75 Brackets
I 80 Boltings
I 85 Sealing Elements
| 90 Bearings Elements Misc
I 99 Miscellaneous
^ SUBSYSTEM ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)
Manufacturing
Material
$
$
$
$
$
$ 9.56
Labor
$
$
$
$
$
$ 10.88
Burden
$
$
$
$
$
$ 16.45
Total
Cost
(Component/
Assembly)
$
$
$
$
$
$ 36.89
Markup
End Item
Scrap
$
$
$
$
$
$ 0.17
SG&A
$
$
$
$
$
$ 2.30
Profit
$
$
$
$
$
$ 2.08
ED&T-R&D
$
$
$
$
$
$ 0.83
Total Markup
Cost
Assembly)
$
$
$
$
$
$ 5.38
Total
Packaging
Cost
Assembly)
$
$
$
$
$
$ 0.03
Net
Assembly
Cost Impact to
OEM
$
$
$
$
$
$ 42.30
2-27
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2.6 Electric Power Supply System
2.6.1 Starter Motor/Generator Hardware Overview
The starter motor/generator (Figure 2-20 and Figure 2-21) was completely disassembled
and analyzed to capture the cost impact to the BAS system. In the analysis, it is assumed
that the motor/generator assembly was received at the OEM with the cables already
attached for installation to the engine. Major pre-assembled components for the starter
motor/generator assembly, discussed in more detail below, include the rotor, stator,
resolver, power cables, and brush housing.
\-AT^
Figure 2-20: Motor Generator Removed
' =. •. ir wm
^17 x -
.' :~ f -7
Figure 2-21: Motor Generator Assembly Assorted Views
II I
Figure 2-22: Motor Generator Pulley
2-28
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The starter motor/generator drive pulley (Figure 2-22) for the motor generator is assumed
to be a manufactured form steel bar stock on a CNC turning machine. It also utilizes a
pressed-in conical spacer/bushing design for assembly to the shaft. The conical bushing is
also assumed to be manufactured from steel bar stock.
Figure 2-23: Starter Motor/Generator Die-Cast Housings
The motor generator is captured between two (2) die-cast machined aluminum housings,
as shown in Figure 2-23. An additional die-cast aluminum housing (far left photo above)
is attached on the back and provides a sealed environment for the resolver. All three
housings are assumed to be manufactured from aluminum A380. The rear housing
contains machined features to accommodate the cable block attachment. All three have
as-cast cooling vent holes. Note the outside of the stator is not covered by the aluminum
castings and is completely exposed to the elements.
/ i
Figure 2-24: Resolver, Cover, Vent and Target Wheel
A resolver is utilized to montitor the starter motor/generator speed. It is located at the
back of the assembly inside a pocket in the end cover. It is secured to the housing with a
stamped steel retainer plate and three (3) threaded fasteners. A separate stamped steel
cover plate encloses the resolver and provides sealing against the elements. A duckbill
vent is used to allow for one-way airflow in the resolver pocket, which is vented to the
atmosphere. The sensor target consists of sixteen (16) stamped EM steel laminated plates
pressed over the rotor shaft. Each of these components is illustrated in Figure 2-24. The
2-29
-------
resolver was completely disassembled and analyzed to capture its total cost. It consisted
of the following: 10" - 8 conductor shielded cable; wire grommet; 10-pin connector
(w/CPA, TPA, and Rosebud), 7 - 0.10" male blade terminals; 5.5"x0.5" diameter braided
sheath; 2 - 1-3/8" heat shrink tubing; 184 feet - 38 gauge (0.004") wire (12 poles, 174
winds per pole - 4 groups); 14 EM steel plates (0.020" thick); and a PPS injection molded
housing.
Figure 2-25: Cable Interface Block
As shown in Figure 2-25, a cable block is installed on the back of the motor/generator
assembly to the cast housing. It is an injection-molded PPS and contains several
over/insert molded brass inserts. Three (3) molded rubber gromets are used to isolate/seal
the stator leads coming through the housing.
•
Figure 2-26: Cable Motor/Generator to PEB
The cable connection for the motor/generator and power electronics bar (PEB) is through
three separate cables. Each one has a different length because the connection point to the
PEB is staggered. Red, white, and black primary cables are used to ensure each is
properly connected (black shortest, red longest, etc.). Common o-ring sealed terminals are
used on each end. All three utilize a blue convolute cover for additional protection. The
cable assemblies are tied together in the middle with an insulated clamp and bracket, as
seen in Figure 2-26.
2-30
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Figure 2-27: Brush Housing Assembly and Seals
Power is applied to the rotors slip ring through a pair of spring-loaded contact brushes.
The brushes are contained in an injection-molded PPS part. A split housing design is
utilized to provide ease of installation. The smaller end piece is also injection-molded
PPS with two (2) grooves for a slip-fit design to the main brush housing. Both ends of the
shaft opening are sealed (face seal to case radial on top). Figure 2-27 highlights the brush
housing assembly and seals.
2-31
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. t
I
Figure 2-28: Contact Brushes
Four (4) stamped terminals are overmolded in the housing, providing electrical
conductivity to the rotor. The brushes, as seen in Figure 2-28, are retained by their wire
tails soldered in place at the back of the housing. The brushes are under constant spring
tension and are self-contained for ease of installation over the shaft.
Figure 2-29: Rotor Assembly
The rotor assembly in Figure 2-29 was disassembled down to its individual components.
The rotor is assumed to go through a balancing operation (after the cores are pressed onto
the shaft), coating operation and testing, in addition to the general assembly of the
individual parts.
Figure 2-30: Rotor Shaft
2-32
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The rotor shaft, Figure 2-30, is assumed to be machined from steel 4140 bar stock.
Machining operations include numerous turned ODs, rolled splines, threading, and cut
slots.
Figure 2-31: Core Halves and Windings
The rotor core halves as seen in Figure 2-31 are common from end to end. The core is
assumed to be a machined nodular cast iron. The external OD machining was captured
after assembly to the shafts. Both cores and coil are assumed to be pressed in place all at
the same time for assembly. The coil consisted of an injection-molded bobbin with 475
feet - 20 gauge (0.030") varnished copper wire wrapped around it. After the coil is wound
and in place on the bobbin, it is wrapped with an insulating protective tape.
Figure 2-32: Rotor Magnets
Sixteen (16) magnets are pressed between each of the pole halves around the entire
perimeter of the rotor (Figure 2-32). The magnets are contained inside a stamped steel
case.
2-33
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Figure 2-33: Cooling Fans
Both ends of the rotor contain fan blades for cooling as depicted in Figure 2-33. Both are
a stamped steel design and are spot welded to the rotor core.
Figure 2-34: Brush Slip Ring and Winding Connector
The brushes transfer current through a pair of copper slip rings with leads connecting to
the winding connector interface (Figure 2-34). The rings are assumed to be machined
from copper tube stock pressed over a PPS injection-molded base. The terminal connector
is a PPS injection-molded part with the terminal to winding stamped terminal leads
overmolded into the connector.
Figure 2-35: Shaft Bearings
2-34
-------
Both ends of the rotor shaft are supported by sealed bearings, as seen in Figure 2-35. One
end is secured with a plate and three (3) threaded fasteners. The other end is pressed in
place and has a stamped retainer plate.
Figure 2-36: Stator Assembly
The stator (Figure 2-36) consists of one hundred five (105) stamped laminated and
locked EM steel plates. The windings are typical of motor alternator designs and use an 8
pole (9 winds per pole), three-phase (24 poles) design. Insulators are placed in each pole
area before the wire is wound to the stator. The stator windings use 129 feet - 14 gauge
(0.066") varnished copper wire. Final assembly of terminals and termination of wires
along with final insulation and wraping is assumed to have been done in a manual labor
environment.
Figure 2-37: Temperature Sensor
A temperature sensor (Figure 2-37) is installed during the final wrap and tie off of the
windings. The sensor sits along the top of the windings.
2-35
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2.6.2 BAS Battery Pack Hardware Overview
The BAS technology requires an additional high capacity battery pack. The battery pack,
as seen in Figure 2-38, is located directly behind the rear seat. It is assembled to the
vehicle as a completed battery module. The battery module contains the battery cells,
control board, battery disconnent module, internal low and high voltage wire harnesses,
cooling hardware, and internal and external mounting brackets and covers.
Figure 2-38: Saturn Vue Green Line 36V Battery Pack Installed in Vehicle (LHS) and
Removed from Vehicle (RHS)
The battery type and construction is a prismatic nickle metal hydride comprising of six (6)
modules. The nominal system voltage provided by the battery is 36V; nominal pack
capacity is 18.4 Ah. More detail on the pack construction is dicussed below.
Figure 2-39: Battery Tray/Housing
2-36
-------
The battery is enclosed in a stamped steel housing. The bottom housing in Figure 2-39
consists of the primary tray and six (6) brackets spot welded in place; one bracket a multi-
piece hinged design. The top cover is a single-piece stamping with weld nuts attached by
twelve (12) threaded fasteners to the tray.
Figure 2-40: Fan Housing
A cooling fan, as seen in Figure 2-40, is assembled to the side of the battery pack. It is
covered by a stamped steel part with vent slots for air flow. The steel part provides
protection of the motor as it is mounted on the outside of the battery pack. The fan
assembly is mounted to the cover, then to the battery pack. The fan and fan housing are
assumed to be injection-molded PBT components. The housing is assumed to be stamped
1008 steel folded and spot welded to form the box, then painted.
2-37
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Figure 2-41: Fan Assembly
The cooling fan in Figure 2-41 is pre-assembled to the circuit board before installation
into the plastic housing. A stamped steel can is used to hold the magnet. The winding
assembly consists of twenty (20) EM steel plates over-molded and then wound. The
components of the circuit board were all identified and costed individually. The board top
side mounted components included: FR4 bare board; 4-pin connector; SP8M8TBCT-ND
MOSFETs - surface mount 2ea; PIC16F684 1C lea; F2933CT-ND fuse - surface mount
lea; B340A-FDITR-ND diode - Schottky - surface mount Sea; BC848C-TPMSCT-ND
transistor - surface mount lea; DL5244B-TPMSCT-ND Zener diode - surface mount lea;
SS3P3-E3/84AGICT-ND diode - Schottky - surface mount lea; P930-ND capacitor -
surface mount lea; capacitors Sea; and resistors 7ea.
The board bottom side mounted components included: SP8M8TBCT-ND MOSFETs -
surface mount 2ea; PIC16F684 1C lea; F2933CT-ND fuse - surface mount lea; B340A-
FDITR-ND diode - Schottky - surface mount 3ea; BC848C-TPMSCT-ND transistor -
surface mount lea; DL5244B-TPMSCT-ND Zener diode - surface mount lea; SS3P3-
E3/84AGICT-ND diode - Schottky - surface mount lea; P930-ND capacitor - surface
mount lea; capacitors Sea; and resistors 7ea.
2-38
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Figure 2-42: Battery Pack with Cover Removed
Figure 2-43: Battery Modules and Sub-Modules
As seen in Figure 2-42, a total of six (6) battery modules are used in the battery pack. The
modules are grouped together in pairs (Figure 2-43), producing three (3) sets total. The
modules in each pair are connected in parallel, the three (3) pairs are connected in series,
producing a 36V nominal battery pack. Each battery module is made up often (10) cells
(1.2V/cell), for a total battery pack quantity of sixty (60) cells.
2-39
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Each pair is contained in a stamped welded galvanized steel frame seperated by a pair of
2000 series aluminum extrusions. As each pair is assembled, a temperature sensor is
inserted into the end of each battery.
Figure 2-44: Battery Case
The battery module case (Figure 2-44) consists of five (5) injection-molded nylon 6 15%
glass-filled parts. Once all the electrodes for each cell are in place and the tabs are welded
together, each cell is filled with an electrolyte. The entire assembly is then sealed cover to
the base by vibration welding. The battery module then goes through a charging and
discharging cycle referred to as formation. It is allowed to age before final testing and
capacitance grading of battery modules. This allows for sorting of the modules into
equality balanced battery packs.
Figure 2-45: Positive Anode, Negative Anode and Separator paper
Figure 2-45 illustrates that both positive and negative electrode plates were analyzed in
detail to establish their respective costs. The positive cathode uses a Ni foam substrate.
The positive substrate is coated with a slurry mix consisting of Ni(OH)2, nickel hydroxide
2-40
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powder, cobalt powder, cobalt sub-oxide and polyacrylamide crystals (binder). The
negative anode uses a nickle plated steel substrate. The negative substrate is coated with a
slurry mix conssiting of La rich, AB5 metal alloy powder, carbon black 99.95% pure,
PTFE injection grade (binder), and carboxyl methyl cellulose (thickener). The cell
separator is constructed of a non-woven microporus polyolefin film.
Figure 2-46: Battery Pack Harness
The battery pack harness (Figure 2-46) consists of a control module and two (2) separate
harnesses. One harness has eight (8) circuits (interface to body) and the other ten (10)
(battery monitoring circuits).
Figure 2-47: Encapsulated Battery Pack Control Module
2-41
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The control module, removed from the wire harness assembly, is shown in Figure 2-47.
The circuit board consists of the following bottom-side components: FR4 board lea;,
MC9S12DG128MPV-ND 1C - surface mount lea; 255-2130-2-ND PhotoMOS - surface
mount Sea; 495-1868-2-ND 1C - surface mount lea; TLE42754D-ND 1C - surface mount
lea; 497-1548-1-ND, 1C - surface mount lea; IPS041L-ND MOSFET - surface mount
lea; 160-1305-5-ND optoisolators - surface mount lea; 516-1731-1-ND optoisolators -
surface mount lea; PCE3155TR-ND-1 aluminum capacitor - surface mount 3ea; 296-
17563-2-ND 1C - surface mount lea; 497-1170-2-ND 1C - surface mount lea; 631-1011-
6-ND CRYSTAL - surface mount lea; OPA343UA/2K5-ND 1C - surface mount 2ea;
MM74HC14SJX-ND 1C - hex inverting trigger 2ea; capacitors 2lea; resistors 26ea; and
811-1556-5-ND DC DC converter - thru hole lea.
The top side of the board contains the following components: 296-17563-2-ND 1C -
surface mount 4ea; 516-1731-1-ND optoisolator - surface mount 4ea; 255-2130-2-ND
PhotoMOS - surface mount 3ea; IPS041L-ND MOSFET - surface mount lea;
MM74HC14SJX-ND 1C - hex inverting trigger lea; capacitors 47ea; resistors 43ea; and
WM3809-ND power connector - thru hole lea.
Figure 2-48: Battery Cables
A total of four (4) cables, as seen in Figure 2-48, are used to connect the three (3) battery
packs in series.
2-42
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Figure 2-49: (clockwise from top left) Disconnect Box, Disconnect Relay, Switch, Bus
bar, Current Sensor, and Fuse
Figure 2-49 highlights a large, injection-molded ABS housing which is used for the
battery disconnect box. It is mounted on the side of the battery pack and has a hinged
door. When opened, it turns off the power from the battery pack (service disconnect). The
box also contains the battery control module that was discussed in the battery pack wiring
section. Other componets located in the box include a disconnect relay, door open switch,
bus bar, current sensor, and a 200-amp fuse.
2.6.3 Electrical Power Supply System Cost Impact
In the Electrical Power Supply system, the Generator/Alternator and Regulator Subsystem
and High Voltage Traction Battery Subsystem had a combined net incremental direct
manufacturing cost of $865.60 as shown in Table 2-6.
Because the baseline vehicle does not have a 36V battery, the incremental direct
manufacturing cost associated with the added battery equals $813.66. Figure 2-50
provides additional details on the cost breakdown of the sub-subsystems with the battery.
Replacing the conventional alternator system hardware with the BAS system starter
motor/generator results in an incremental direct manufacturing cost increase of $51.94.
2-43
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Table 2-6: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV Power
Supply System in Comparison to a Saturn Vue Conventional Power Supply System
SYSTEM & SUBSYSTEM DESCRIPTION
E
2
3
>•> Subsystem Description
1
14 Electrical Power Supply System
[01 Service Battery Subsystem
I 02 Generator/Alternator and Regulator Subsystem
1 03 Hiqh Voltaqe Traction Batterv Subsystem
9 sys
108 Energy Management Module Subsystem
M SYSTEM ROLL-UP
A
SYSTEM & SUBSYSTEM DESCRIPTION
E
2
>. Subsystem Description
3
14 Electrical Power Supply System
[01 Service Battery Subsystem
I 02 Generator/Alternator and Regulator Subsystem
| g g ry sys
I 9 ^
[08 Energy Management Module Subsystem
M SYSTEM ROLL-UP
A
SYSTEM & SUBSYSTEM DESCRIPTION
E
1
2
3
4
5
>. Subsystem Description
(Ti
14 Electrical Power Supply System
| 01 Service Battery Subsystem
I 02 Generator/Alternator and Regulator Subsystem
| 03 High Voltage Traction Battery Subsystem
I 05 Voltage Converter / Inverter Subsystem
| 08 Energy Management Module Subsystem
M SYSTEM ROLL-UP
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5kW, Battery 36V, Nominal Pack Capacity 18.4Ah)
Manufacturing
Material
$ 59.83
$ 443.84
$ 503.67
Labor
$ 27.12
$ 49.07
$ 76.19
Burden
$ 63.12
$ 181.72
$ 244.84
Total
Cost
Assembly)
$ 150.07
$ 674.62
$ 824.70
Markup
End Item
Scrap
$ 0.73
$ 4.85
$ 5.58
SG&A
$ 9.54
$ 49.11
$ 58.65
Profit
$ 8.79
$ 55.56
$ 64.35
ED&T-R&D
$ 3.66
$ 27.19
$ 30.85
Total Markup
Cost
(Component/
Assembly)
$ 22.72
$ 136.71
$ 159.43
Total
Packaging
Cost
Assembly)
$ 0.09
$ 2.33
$ 2.42
Net
Assembly
Cost Impact to
OEM
$ 172.89
$ 813.66
$ 986.55
BASE TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L 14, 170hp, 162 ft-lb
Manufacturing
Material
$ 42.06
$ 42.06
Labor
$ 17.88
$ 17.88
Burden
$ 45.21
$ 45.21
Total
Cost
Assembly)
$ 105.15
$ 105.15
Markup
End Item
Scrap
$ 0.47
$ 0.47
SG&A
$ 6.60
$ 6.60
Profit
$ 6.13
$ 6.13
ED&T-R&D
$ 2.51
$ 2.51
Total Markup
Cost
(Component/
Assembly)
$ 15.71
$ 15.71
Total
Packaging
Cost
Assembly)
$ 0.09
$ 0.09
Net
Assembly
Cost Impact to
OEM
$ 120.95
$ 120.95
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
$
$ 17.77
$ 443.84
$
$
$461.61
Labor
$
$ 9.24
$ 49.07
$
$
$ 58.32
Burden
$
$ 17.91
$ 181.72
$
$
$ 199.62
Total
Cost
Assembly)
$
$ 44.92
$ 674.62
$
$
$ 719.55
Markup
End Item
Scrap
$
$ 0.26
$ 4.85
$
$
$ 5.11
SG&A
$
$ 2.94
$ 49.11
$
$
$ 52.05
Profit
$
$ 2.67
$ 55.56
$
$
$ 58.22
ED&T-R&D
$
$ 1.15
$ 27.19
$
$
$ 28.33
Total Markup
Cost
(Component/
Assembly)
$
$ 7.01
$ 136.71
$
$
$ 143.72
Total
Packaging
Cost
Assembly)
$
$ 0.00
$ 2.33
$
$
$ 2.33
Net
Assembly
Cost Impact to
OEM
$
$ 51.94
$ 813.66
$
$
$ 865.60
2-44
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Saturn Vue Green Line Prismatic, NiMH Battery
Sub-Subsystem Cost Breakdown
(36V,18.4Ah)
Battery Control
Module & Internal -
Connections , $118.37
Battery Disconnect
Module, $51.31
VO Assembly, $3.40-
Covers and Brackets, /
$42.64
Battery Pack Modules
"(NiMH Cells), $569.79
Cooling Module,
$28.16
Total Cost = $813.66
Nominal Capacity = 0.662 kWh
Figure 2-50: Saturn Vue Green Line Battery Cost Breakdown by Subsystem
2-45
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2.7 Electrical Distribution and Electronic Control System
The majority of the controls for components added to the BAS system reside in the Starter
Generator Control Module (SGCM). As introduced in Section 2.1.1, the SGCM interfaces
and controls components such as the 36V NiMH battery, starter motor/generator,
auxiliary transmission pump, brake hill-hold solenoid, and auxiliary coolant pumps. In
Section 2.7.3 more details on the function and components within the SGCM will be
discussed. Note that within the analysis, the terms Power Electronic Center and (PEC)
Power Electronics Box (PEB) are alternative naming conventions used to describe the
starter generator control module (SGCM).
Supporting the electrical connections between the components and controls are several
new and updated wiring connections: On the high-voltage side a cable was added to
connect the 36V battery to the SGCM (in the context of this report ^36V will be
considered high voltage). High-voltage cabling was also required in the connection
between the starter motor/generator and the SGMC. More details on the high-voltage
cabling are discussed in Section 2.7.2. In addition to high-voltage wiring additions,
several low-voltage wiring additions/updates were required as well including engine,
transmission, and body harness updates. These updates are discussed in section 2.7.1.
2.7.1 Electrical Wiring and Circuit Protection Subsystem Hardware Overview
The integration of the BAS system into the conventional Saturn Vue vehicle resulted in
the addition of several new components requiring additional wiring and updates to
existing wiring harnesses. The majority of the updates are listed in Table 2-7. In addition
to the wiring, updates to the auxiliary fuse box are also accounted for in the cost analysis.
Table 2-7: Low-Voltage Wiring Additions/Updates
01
A
B
C
D
E
F
G
H
J
K
Engine and Transmission Wiring
Wire
Wire
Wire
Wire
Wire
Wire
Wire
Wire
High
Wire
Harness
Harness
Harness
Harness
Harness
Harness
Harness
Harness
- Aux. Heater Coolant Pump (2 Pin.)
- Aux. SGCM/PEB Aux. Coolant Pump
- Aux. Iran Pump (2 Pin)
- Fuse Block Aux, Hybrid Pump Drive,
Assembly - SGM Resolver (7 Pin)
Assembly - ( x2 Temp & x2 Rotor)
Assembly, Brake Hill Hold Solenoids (
(2 Pin)
SGCM/PEB (5
4 Pins)
Assembly, Brake Hill Hold Pressure Sensor (3 Pin)
Speed GMLAN Serial Data Bus (4 Pin)
Harness
Assembly, Brake Booter Vacuum Sensor
2-46
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2.7.2 Traction and High Voltage Power Distribution Subsystem Hardware Overview
As discussed, additional high-voltage cabling is required to support the addition of the
BAS technology components. Because the battery pack is located in the rear of the
vehicle, a high-voltage, DC shielded cable (Figure 2-51) is required to connect the
battery to the starter generator control module (SGCM) in the engine compartment. The
cable is just over ten (10) feet in length.
Figure 2-51: High-Voltage Cable
The cable was broken down into the following areas: 124" shielded cable, 11" ground
lead, three (3) cable lugs, ground ferrule, cable gland w/bracket, two (2) wrap ties, label,
edge biter clip, two (2) rosebud clips, 25" heat shield sheathing, 0.75" heat shrink tubing,
cable end sleeve, 109.5" blue convolute (split), 1.25" adhesive heat shrink, 52" blue tape,
95" black tape, bulkhead grommet SBR, bulkhead grommet support two (2) nylon parts.
Figure 2-52: Cable Protective Covers
2-47
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Two (2) stamped steel painted covers, as seen in Figure 2-52, are used to protect the
high-voltage cable routed under the vehicle floor pan. The long cover is a multipiece
stamping with two (2) long cover sections spot welded together and three (3) attachment
brackets spot welded in place. Note: the cable is attached to the cover with press-in plastic
clips prior to installation to the vehicle. A second smaller cover is used in the engine
compartment for routing and protection. This cover is also a stamped steel painted design.
Figure 2-53 below shows the high-voltage cable connection beteen the starter
motor/generator and SGCM /PEB at each of the component interfaces. The three (3)
cables range in length between 27 and 33 inches. Cable construction includes a shielded
cable, cable lugs, cable sleeves, heat shrink isolators, protective convolute, and cable
gland and end bracket.
Figure 2-53: High-Voltage Cabling between Starter Motor/Generator and SGCM/PEB
2.7.3 Power Electronics Center (PEC) Subsystem Hardware Overview
The addition of the starter motor/generator requires a starter generator control module
(SGMC)/power electronics box (PEB), as shown in Figure 2-54. The SGMC provides all
of the electrical interfaces between AC/DC high-voltage and DC low-voltage (12-volt)
systems. The module is located above the transmission and has a self-contained liquid
cooling system driven by a separate electric coolant pump. Two multi-pin connectors
provide an interface to the engine compartment harnesses for control interfaces. Separate
pass-through holes are used for the high-voltage and 12-volt battery cables.
2-48
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Figure 2-54: Starter Generator Control Module (SGCM)
Figure 2-55: SGCM Cable Interfaces
As seen in Figure 2-55, two (2) cable termination cavities/pockets are located on top of
the SGCM housing, sealed with a stamped galvanized steel cover. Both use a separate
die-cast and machined aluminum housing, which is attached to the SGCM main housing
with threaded fasteners. The left side is for the three cables to the starter/generator (upper-
left picture, left cavity with black, white and red terminal ends). The other is for the
battery pack cable (blue sheathing) and the 12-volt supply to the lead acid battery (black
convolute).
2-49
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Figure 2-56: SGCM Installation
The main control module (Figure 2-56) for the start-stop technology consists of a large
subassembly, which includes a number of features and functions. A smaller control
module referred to as the 8-pin module (Figure 2-57) is attached to the outside of the
main housing, directly on top of the cold plate. Inside the main housing are a large circuit
board, capacitor bank, IGBT plates, inductor coils, and numerous bus bars for component
connections. The module was attached to a large, stamped 1018 steel painted bracket,
which was secured to the top of the transmission. A short ground strap was connected
between the case and the transmission. The bracket was cost estimated using the detailed
estimating method, while the fasteners and ground strap were considered commodity
items.
Figure 2-57: 8-Pin Module
The 8-pin module consisted of an aluminum die-cast machined housing with a sealed
cover. Inside the module are one circuit board, an 8-pin sealed connector, and a coil. The
entire module was filled with potting compound, covered, and sealed. The module
2-50
-------
housing is a die-cast aluminum A3 80 design using a pre-formed elastomeric seal and a
stamped galvanized steel cover retained by six (6) threaded fasteners.
Figure 2-58 : 8-Pin Module Electrical Components
The 8-pin module used a separate header for connection to the vehicle harness, which is
secured to the housing with a pair of threaded fasteners and sealed with a pre-formed
gasket (Figure 2-58). A wire stitch bonding process was used to connect the header to the
circuit board after both were installed in the housing. A coil sits in a pocket of the
housing and was assumed to be installed to the board prior to installation to the housing.
The circuit board was analyzed completely to identify discreet components. Circuit board
components consisted of the following: FR4 lea; inductor coil lea; resistors - caps 87ea;
transistors Sea; capacitor - odd form lea; capacitor 5PW 33 50V lea; IC1 335H lea; IC2
5611T65K lea; IC3 1431Q1 lea; IC4 277 21 543 lea; IC5 842 21 528 lea; IC6 NEC
K3811 5XM lea; and IC7 0150 30SC4M lea. All discreet electrical component costs
were commodity-based. Board processing and assembly were estimated using detailed
calculation method.
2-51
-------
Figure 2-59: SGCM Cooling
A cold plate cooling design (Figure 2-59) was used on the SGCM module with its own
electric coolant circulation pump. The purpose of the cold plate is to pull heat from the
high-power IGBTs residing on the inside housing. The cover is a die-cast machined
aluminum A380 design with two (2) formed coated steel coolant fittings swaged in place.
A pre-formed elastomeric seal is pressed into the main housing, providing a sealing
surface for the cover. The cover is retained with ten (10) threaded fasteners. The cover
also contained machined features for mounting the 8-pin module.
Figure 2-60: Base SGCM Module Wrap
The power distribution housing section of the SGCM (Figure 2-60) is a plastic molded
design. A stamped, galvanized steel surround wrapped the entire plastic molded part. The
wrap assumed to provide EMI shielding. The open side of the distribution housing is
closed out with a die-cast aluminum machined cover.
2-52
-------
I
Figure 2-61: Base SGCM
The SGCM, as shown in Figure 2-61, consists of two primary assemblies: an aluminum
base and a plastic molded housing. The aluminum base contained the capacitor and coil
banks along with a cold plate for IGBT mounting. The plastic housing provided power
distribution and bus bar isolation, as well as mounting features for the main circuit board
and interface connections for IGBT to circuit board.
Figure 2-62: SGCM Stacked Assembly
As seen in Figure 2-62, the stacked assembly of the housing-mounted IGBTs, power
distribution, and circuit board connections were accomplished with wire-stitch bonding
and flexible ribbon. The connections of the IGBTs are all done by wire-stitch bonding to
the terminals and bus bars which are contained in the injection molded housing. A total of
five hundred twenty-five (525) wire connections are made during the operation. The
IGBT low-current circuits are then connected by terminal strips in the housing to the
circuit board. After the circuit board is installed, the terminal strips are connected to the
board by eight (8) flex ribbons soldered in place.
2-53
-------
Figure 2-63: SGCM Main Circuit Board
The SGCM main circuit board (Figure 2-63) is heavily populated on both sides and
contains a mixture of standard components, odd form (unique), as well as a combination
of through-hole and surface-mounted parts. Each step of the process was analyzed based
on each part's attributes to establish total manufacturing costs. The individual
components on the board were each identified and estimated based on commodity pricing
of exact or similar-type parts in function. The board contained the following components:
main circuit board FR4 lea; 93C66B-I/ST-ND 1C - memory - surface mount lea;
LT1461DHS8-3#PBF-ND 1C - surface mount lea; IR2101STR-ND MOSFET - surface
mount lea; 641-1099-6-ND Schottky diode - surface mount lea; resistors 220ea;
capacitors 114ea; HC6F800-S LEM current sensor 4ea; NTD20P06LT4GOSCT-ND
MOSFET - surface mount 2ea; R5F61668RN50FPV-ND 1C - surface mount lea;
AD2S1200WSTZ-ND 1C - analog to digital converter - surface mount lea, 445-2221-2-
ND 1C - choke - surface mount 2ea; APIC-S03 1C lea; 24LC16BH-I/SN-ND 1C
memory - surface mount lea; IR21094SPBF-ND 1C - surface mount lea; 296-11431-5-
ND 1C - voltage regulator - surface mount lea; 296-7354-2-ND 1C - amplifier - surface
mount 3ea; DSS6-0025BS-ND Schottky diode - surface mount 2ea;
NTD70N03RT4GOSCT-ND MOSFET - surface mount lea; CMS04QMTR-ND Schottky
diode - surface mount 4ea; FFD06UP20SCT-ND diode - surface mount 3ea; 296-14516-
6-ND 1C - surface mount lea; BAT 63-02V E6327-ND Schottky diode - surface mount
4ea; PC844 1C - surface mount lea; 641-1099-6-ND-l Schottky diode - surface mount
3ea; 497-2529-2-ND Schottky diode - surface mount 22ea; capacitors 88ea; resistors
106ea; 513-1489-1-ND inductor 2ea; SRR1208-471KLTR-ND inductor 2ea; 493-2289-1-
ND aluminum capacitor 4ea; AFK686M2AH32T-F-ND aluminum capacitor 4ea;
AFK477M35H32T-F-ND aluminum capacitor 2ea; PCE4439TR-ND aluminum capacitor
lea; PCE4442TR-ND aluminum capacitor lea; AFK336M50X16T-F-ND aluminum
capacitor lea; LM1085ISX-3.3-ND LM1085 - voltage regulator lea; 631-1011-6-ND-l
1C - CRYSTAL lea; SMBJ5345B-TPMSTR-ND Zener diode lea; M8723-ND inductor
lea; power transformer lea; flexible connector Sea; and 12092320 connector 2ea.
2-54
-------
Figure 2-64: SGCM Power Distribution
SGCM power distribution (Figure 2-64) is accomplished through a mix of individual
buss bars and over-molded buss bars. Most of the connections were accomplished with
threaded fasteners, with the exception of the IGBT wire-stitch bonding. Four (4) stamped
copper buss bars connected over-molded cable attachment studs to internal posts. Five (5)
additional stamped copper bus bars were used for circuit connections of the inductor coils
and a capacitor. The three (3) round capacitor banks, with a fourth capacitor in-line, were
all connected by the over-molded buss bars in the plastic housing. The injection-molded
PPS housing contained the following components (all insert molded): 5-pin terminal set
SGCM mid-base module housing Sea; terminal plate capacitor anode lea; terminal
SGCM main to heat sink plate 4ea; terminal block SGCM - mtr/alt pass-through Sea;
terminal block SGCM coil cavity 2ea; terminal plate capacitor cathode lea; and terminal
block SGCM - fuse connect - coil cavity lea.
2-55
-------
Figure 2-65: SGCM Aluminum Housing
The die-cast machined aluminum A3 80 housing base shown in Figure 2-65 contained
numerous cavities for various component mountings. Components located in the base
pockets included the following: TDK inductor coil HSL-50PQ001 lea; TDK inductor coil
HSL-40PQ002 lea; cap 80V SOOOuf Sea; cap 63V 3600uf lea; cap 75 VDC 50uf lea; and
cap Nippon 2A106 6P07. All four larger capacitors had silicon pads underneath. An
injection-molded PPS cover was used over the three round caps inline to help keep them
oriented for assembly. A thermally conductive paste was applied to the cold plate surface
prior to attaching the IGBTs with threaded fasteners. It was assumed the paste applied to
the coils was also a thermal conductive type.
Figure 2-66: SGCM Cooling
2-56
-------
The cold plate in the SGCM receives coolant from an electric coolant circulation pump.
The cooling circuit is tied into the base vehicle's plumbing. Connection of the
components requires two (2) T-joints, three (3) hoses, and associated hardware as seen in
Figure 2-66.
2.7.4 Electrical Distribution and Electronic Control (EDEC) System Cost Impact
The system hardware overview discussion above highlights the subsystems which saw the
greatest magnitude of change for adding the BAS technology to the conventional Saturn
Vue vehicle. In Table 2-8 below, the direct manufacturing cost impact for each EDEC
subsystem is listed along with the net incremental direct manufacturing cost for the entire
system. The EDEC system incremental direct manufacturing impact of $556.16 represents
approximately 34% of the net vehicle direct manufacturing cost impact.
The Traction and High Voltage Power Distribution subsystem account for approximately
17% of the EDEC system costs. Additional cost details for this subsystem can be found
in Table 2-9.
The Power Electronic Center subsystem accounts for approximately 79% of the EDEC
costs. Additional cost details for this subsystem can be found in Table 2-10. The
remaining 4% cost impact is made-up from components within the electrical wiring and
circuit protection subsystem.
2-57
-------
Table 2-8: Net Incremental Direct Manufacturing Cost of a Saturn Vue HEV EDEC
System in Comparison to a Saturn Vue Conventional EDEC System
SYSTEM & SUBSYSTEM DESCRIPTION
E ^
oj gp Subsystem Description
— .Q
<7§
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5KW, Battery 36V, Nominal Pack Capacity 18.4Ah)
Manufacturing
Material
Labor
18 Electrical Distribution and Electronic Control System
1 | 01 Electrical Wiring and Circuit Protection Subsystem
I sy
3_ | 04 Miscellaneous Electrical Devices Subsystem
4 | 06 Traction And High Voltage Power Distribution Subsystem
5 | 07 Power Electronics Center (PEC) Subsystem
6 | 08 EV, Hybrid, Fuel Cell Subsystem
^ SYSTEM ROLL-UP
A
SYSTEM & SUBSYSTEM DESCRIPTION
o3 gji Subsystem Description
= -§
cfl
$ 12.42
$ 58.27
$ 245.20
$
$ 315.89
$ 8.28
$ 13.80
$ 39.18
$ -
$ 61.27
Burden
$ 3.87
$ 9.50
$ 83.29
$ -
$ 96.67
Total
Cost
(Component/
Assembly)
S 24.57
$ 81.57
$ 367.68
$
$ 473.82
Markup
End Item
Scrap
S 0.11
$ 0.38
$ 2.54
$
$ 3.04
SG&A
S 1.55
$ 5.27
$ 25.50
$ -
$ 32.32
Profit
S 1.38
$ 4.63
$ 29.08
$ -
$ 35.09
ED&T-
P.&D
S 0.55
$ 1.70
$ 14.47
$ -
$ 16.72
Total Markup
Cost
(Component/
Assembly)
S 3.59
$ 11.98
$ 71.60
$ 87.17
Total
Packaging
Cost
(Component
/Assembly)
S 0.23
$ 0.57
$ 0.12
$
$ 0.92
Net
Component/
Assembly
Cost Impact
to OEM
S 28.39
$ 94.11
$ 439.40
$ 561.91
BASE TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L 14, 170hp, 162 ft-lb
Manufacturing
Material
Labor
18 Electrical Distribution and Electronic Control System
1 | 01 Electrical Wiring and Circuit Protection Subsystem
|
1 ectnc isln ulion wile es u system
3 | 04 Miscellaneous Electrical Devices Subsystem
4 | 06 Traction And High Voltage Power Distribution Subsystem
5 | 07 Power Electronics Center (PEC) Subsystem
6 | 08 EV, Hybrid, Fuel Cell Subsystem
A SYSTEM ROLL-UP
SYSTEM & SUBSYSTEM DESCRIPTION
E ^
oj gp Subsystem Description
— .Q
<7§
$ 2.77
$
$
$
$
$ 2.77
$ 1.75
$ -
$ -
$ -
$ -
$ 1.75
Burden
$ 0.63
$ -
$ -
$ -
$ -
$ 0.63
Total
Cost
(Component/
Assembly)
$ 5.15
$
$
$
$
$ 5.15
Markup
End Item
Scrap
$ 0.02
$
$
$
$
$ 0.02
SG&A
$ 0.28
$ -
$ -
$ -
$ -
$ 0.28
Profit
$ 0.21
$ -
$ -
$ -
$ -
$ 0.21
ED&T-
R&D
$ 0.07
$ -
$ -
$ -
$ -
$ 0.07
Total Markup
Cost
(Component/
Assembly)
$ 0.58
$
$
$
$
$ 0.58
Total
Packaging
Cost
Component
/ Assembly)
$ 0.03
$
$
$
$
$ 0.03
Net
Component/
Assembly
Cost Impact
to OEM
$ 5.76
$
$
$
$
$ 5.76
INCREMENTAL COST TO UPGRADE TO NEW TECHNOLOGY PACKAGE
Manufacturing
Material
Labor
18 Electrical Distribution and Electronic Control System
1 | 01 Electrical Wiring and Circuit Protection Subsystem
2 | 03 Electrical Distribution Switches Subsystem
3 | 04 Miscellaneous Electrical Devices Subsystem
4 | 06 Traction And High Voltage Power Distribution Subsystem
5 | 07 Power Electronics Center (PEC) Subsystem
6 | 08 EV, Hybrid, Fuel Cell Subsystem
A SYSTEM ROLL-UP
$ 9.65
$
$
$ 58.27
$ 245.20
$
$ 313.12
$ 6.53
$ -
$ -
$ 13.80
$ 39.18
$ -
$ 59.52
Burden
$ 3.24
$ -
$ -
$ 9.50
$ 83.29
$ -
$96.04
Total
Cost
(Component/
Assembly)
S 19.42
$
$ 81.57
$ 367.68
$
$ 468.67
Markup
End Item
Scrap
S 0.10
$
$
$ 0.38
$ 2.54
$
$ 3.02
SG&A
S 1.27
$ -
$ -
$ 5.27
$ 25.50
$ -
$32.04
Profit
$ 1.17
$ -
$ -
$ 4.63
$ 29.08
$ -
$ 34.88
ED&T-
P.&D
S 0.49
$ -
$ -
$ 1.70
$ 14.47
$ -
$ 16.66
Total Markup
Cost
(Component/
Assembly)
S 3.01
$
$
$ 11.98
$ 71.60
$
$ 86.59
Total
Packaging
Cost
(Component
/Assembly)
S 0.20
$
$
$ 0.57
$ 0.12
$
$ 0.89
Net
Component/
Assembly
Cost Impact
to OEM
S 22.63
$
$
$ 94.11
$ 439.40
$
$ 556.15
2-58
-------
Table 2-9 : Incremental Direct Manufacturer
Distribution Subsystem,
g Cost of Traction and High Voltage Power
Saturn Vue Green Line
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5KW, Battery 36V, Nominal Pack
Capacity 18.4Ah)
£ 1
I
1
1
Name/Description
0 |n/a n/a
1806 Traction And High Voltage Poi
Part Number
Art
;r
Di
stribu
tio
Assemblyo Traction And High Voltage Power
Distribution Subsystem
2 1 01
A
B
C
D
E
High Volta
ge Wiring
V High Voltage Harness Assembly
V HV W re, Red ( Alternator to PEB)
V HV W re, White ( Alternator to PEB)
V HV W re, Black ( Alternator to PEB)
V Ground Strap, Rear Battery
3 |75
Bra
eke
A
B
D
V Bracket, For 3 Wire HV Wire Clamp
Secures Alt. Wires)
V Clamp, 3 HV Wire Clamp
V Steel Stamped Harness Protect Bracket
A V Nut Ground Strap, Rear Battery, Bat.
B VBot, Clamp, 3 HV Wires
C
D
E
F
G
VB
V Nut, Harness Assembly (Long Harness
Bracket)
VBolt, Small, 36 Volt Harness Asm.
V Bolt, Harness Asm. Large
V Nut, Upper Bracket, 36 V Harness
5 1 85
Sea
line;
A
B
C
El
merits
V T e-strap, Standard
VT
VT
e-strap, Metal
e-strap, Xm as Tree
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
06
1)6
06
36
1)6
J6
06
06
06
06
06
06
06
06
06
06
06
06
00
1)1
01
31
1)1
J1
75
75
75
80
80
80
80
80
80
99
99
99
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
N0402
01
01
02
03
04
05
01
02
04
02
04
05
06
07
01
02
03
NEW TECHNOLOGY
PACKAGE QUOTE
PARAMETERS
0
ID
3
nS
1
1
1
1
1
1
1
1
1
1
2
3
4
2
3
3
2
Notes
ubsystem
packaging cost.
Cost included mVBracket, For 3
Wire HV Wire Clamp (Part Above)
PIA to Assembly of Traction And
Subsystem9
to PEB)
PIA to Assembly of Traction And
Subsystem9
Bu^s^sterrT P°Wer DlStrlbUtl°n
High Voltage Power Distribution
High Voltage Power Distribution
Subsystem
High Voltage Power Distribution
Subsystem
DIA to Assembly of Traction And
High Voltage Power Distribution
Subsystem
Bub's ^sterrT P°Wer DlStrlbUtl°n
Bub's ^sterrT P°Wer DlStrlbUtl°n
NEW TECHNOLOGY PACKAGE COST INFORMATION
Manufacturing
Mate,,
$ 0.41
S 50.05
$30.20
$ 6.70
$ 6.26
$ 1.12
$ 7.80
$ 0.52
$ -
$ 1.44
$ -
$ -
$ -
$58.27
Labor
$ 5.04
$ 1.35
$ 0.96
$ 0.96
$ 2.78
$ 0.11
$ -
$ 0.18
$ -
$ -
$ -
$ 13.80
Burden
$ 1.38
$ 0.83
$ 0.30
S 4.30
$ 0.23
$ -
$ 0.71
$ -
$ -
$ -
$ 9.50
»
-------
Table 2-10: Incremental Direct Manufacturing Cost of Power Electronic Center (PEC)
Subsystem, Saturn Vue Green Line
NEW TECHNOLOGY GENERAL PART INFORMATION:
2007 Saturn Vue, 2.4L, 14, 170 hp, Mild HEV
(Electric Motor 14.5kW, Battery 36V, Nominal Pack
Capacity 18.4 Ah)
1
0
1
2
4
5
6
|
1
I
>,
I
J
Name/Description
1807 Power Electric Center (PEC
I 00
A
| 01
Assembly of Po
wer Electric Center (PEC
Assembly of SGCM subsystem/PEB
Pow
jrEle
ctron
cs Control Center
V PEB Assembly
V PEB Lower Base Module
V Main Cir
A
| 80
G
Conn
uit Board
Module 8-pin
V Bracket,
PEB (SGCM)
Boltings
A
B
C
D
E
F
VNut, PEB to BIW
VBolt, PEB to BIW
V Bolt, PEB Bracket
(PEB to Mount Bracket)
V Bolt 12-V Cable PEB
(Same for 36V Cable)
VBo
VNu
t 36-V PEB to Alternator
, Cables to PEB
V Bolt PEB Cover
( Bolt Assembly, washer, tinnerman)
H
V lock, PEB connetors
1 Nut -Ground to PEB (BIW)
| 85
A
I 99
Sealing Elements
VCo
Misc
i/er SGCM
Part Number
)
Si
jb.
syste
Subsystem
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
18
O/
07
07
07
07
O/
07
07
07
O/
O/
07
O/
O/
O/
00
01
01
01
01
80
80
80
80
80
80
80
80
80
85
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
N040;
n
01
01
30
63
110
01
02
03
04
05
06
07
08
09
01
NEW
TECHNOLOGY
PACKAGE QUOTE
PARAMETERS
w
II
I"
1
1
1
1
1
2
7
2
3
5
3
2
1
1
Notes
Bracket to PEB
PIA to V Bracket, PEB
PIA to Assembly of SGCM
PIA to Assembly of SGCM
PIA to Assembly of SGCM
PIA to Assembly of SGCM
PIA to Assembly of SGCM
PIA to Assembly of SGCM
PIAtoSGCM/PEB
NEW TECHNOLOGY PACKAGE COST INFORMATION
Manufacturing
Material
$ 0.91
$241.82
$21.14
$92.72
$
Labor
$ 33.15
$ 15.12
$ 12.72
$
$ 81.42
$ 23.70
$ 42.62
$
§3 ot-
| § S | a
sa s
S 356.39
$ 59.95
$ 148.07
Markup
S 2.49
$ 0.42
$ 1.04
$
S 24.95
$ 4.20
$ 10.36
$
$ 28.51
$ 4.80
$ 11.85
$
$ 14.26
$ 2.40
$ 5.92
$
>S °
: 3 na
11 sf
** f
$
$ 70.21
$ 11.81
$ 29.17
$ 1.39
H
I|BI
$
$ 0.12
$ 0.12
$
$
111
s i |
all
$ 7.10
$ 426.72
$ 71.89
$ 177.24
$ 32.49
$ 5.59
2-60
-------
3 2010 Fiat MultiAir Cost Analysis, Case Study #0200
3.1 MultiAir Hardware Overview
3.1.1 MultiAir Versus Baseline ICE Hardware Differences
Figure 3-1 below illustrates the primary hardware associated with the MultiAir system.
In the MultiAir 14 ICE application there are two (2) intake and exhaust valves per
cylinder, the same as the conventional baseline 14 ICE. The MultiAir system has a single
overhead cam (SOHC) that drives both the intake and exhaust valves. The exhaust valves
in the MultiAir system are driven by direct contact between the exhaust cam lobes and
mechanical buckets. The intake valves are actuated by the MultiAir hydraulic system. The
intake cam lobe actuates a hydraulic piston via the finger follower assembly. A solenoid
valve controls the hydraulic fluid flow from the hydraulic piston into the hydraulic brake
and lash adjuster. When the solenoid is closed, the hydraulic fluid creates a rigid
connection between the intake valve and SOHC intake lobe. In this scenario, valve timing
and lift follow the intake cam profile, similar to that of a traditional ICE. With the
solenoid valves open, hydraulic pressure is minimized in the system, decoupling the
intake valves from the camshaft. Through precisely timed solenoid valve opening and
closing events, the intake valve lift and timing can be altered.
Hydraulic Broke- & ^ll - ^
I.ail] Adjusters
Intake Lobe
Exhaust Lode*
cal Bi»ck«
Figure 3-1: MultiAir Hardware Illustration
3-61
-------
The baseline ICE configuration includes two overhead camshafts, an intake camshaft, and
exhaust camshaft. In the baseline configuration, the intake and exhaust camshafts actuate
the respective valves through the mechanical bucket valvetrain hardware - similar to the
exhaust valvetrain system shown in Figure 3-1. With the baseline configuration, variable
valve timing is accounted for using a cam phaser system. Outside of the changes to the
valvetrain, cylinder head, air intake, and electrical/electronic engine subsystems, no other
significant engine subsystem changes (e.g., cylinder block, crank drive, cooling, exhaust,
fuel, etc.) were required to the baseline engine to add the MultiAir hardware.
3.1.2 MultiAir System Hardware
At the heart of the MultiAir system is a large forged aluminum manifold, which is utilized
to control the volume of oil available for intake valve actuation (reference Figure 3-2 and
Figure 3-3). The manifold contains all components required to actuate the valves. It is
secured directly to the cylinder head over the intake valves. Individual pistons are utilized
in the manifold to supply oil pressure straight to both lash adjusters, which are mounted
over each set of cylinder intake valves. Each of the four (4) manifold pistons is actuated
by individual roller followers, which are driven by separate lobes on the exhaust
camshaft. The MultiAir exhaust camshaft had a total of twelve (12) lobes, unlike the
baseline engine which only had eight (8). Four (4) solenoids were pressed into the
manifold, each controlling a pair of valves relative to their respective cylinders. The
default solenoids "off position" allowed full intake valve lift and duration. Each solenoid
could be individually actuated to bleed oil from the oil feed circuit to reduce lift and/or
duration of each pair of intake valves, depending on the engine running conditions.
3-62
-------
Figure 3-2: MultiAir Manifold Assembly Installed on the Fiat 1.4L, 14, ICE
Figure 3-3: MultiAir System Forged Aluminum Manifold
Two (2) oil feed ports were machined into the hydraulic manifold. One port is utilized for
lash adjustment and rocker arm lubrication. A second filtered port feeds oil to the
solenoid reservoir cavities for each of the valve actuation circuits. Both oil feed circuits
received a continuous supply of oil from the engine oil pump (Reference Figures 3-4 and
3-5).
3-63
-------
Engine Oil Inlet
Filter
Solenoid Reservoir Cavities
Solenoid Cavity Supply
Figure 3-4: Oil Port Feeding Solenoid Reservoir Cavities for Valve Actuation Circuits
EngineQil Inlet
Lash
Rockers
D, D D, D I D, D D, D
Lash Adjusters Rocker Contact Lubrication
Figure 3-5: Oil Port for Lash Adjuster and Rocker Contact Lubrication
The primary function of each solenoid is to reduce the amount of valve lift and/or
duration. This is accomplished through actuating the solenoid, which diverts pressurized
oil into the reservoir cavity on top of the manifold. When the solenoid valve is held in the
closed position, high-pressure oil is diverted into the hydraulic brake and lash adjuster
and there is full intake valve duration and lift. When the solenoid valve is open, high-
pressure is diverted from the hydraulic brake and lash adjuster. Additionally, each
reservoir cavity is constantly fed oil from the engine to replenish the pressurized oil
circuit. This is done by opening the solenoid while the piston roller finger follower (RFF)
is riding along the base circle of the cam lobe.
3-64
-------
Intake valve displacement is initiated by the intake lobe on the single overhead camshaft
(SOHC). This intake lobe actuates the RFF, which then drives the manifold piston to
pressurize the internal oil circuit (Figure 3-6). The assembly rests on a lash adjust pivot
pin which is pressed into the manifold. The RFF assembly is a typical stamped/formed
conventional ICE design (Figure 3-7). The machined rollers utilize needle bearings and
are secured by pressed-in pins.
Figure 3-6: SOHC, RFF, and Hydraulic Piston
Figure 3-7: Hydraulic Piston, RFF, and Lash Adjust Pivot Pin
Each manifold piston consists of multiple parts (Figure 3-8). The piston housing is
ground smooth along the internal bore and threaded on the outer diameter (OD).
Additionally, the OD has a hex feature to facilitate assembly into the manifold. A coil
spring is utilized to ensure constant contact between the piston and rocker arm. The piston
assembly (Figure 3-9) consists of three (3) separate components: a piston, spring seat,
and a C-clip, which retained the seat to the piston. The piston housings are assumed to be
3-65
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manufactured from bar stock on a turning machine followed by induction hardening and
coating applications. The spring seats are assumed to be stamped parts that are induction
hardened. The springs, pistons and C-clips were treated as purchased commodities within
the analysis.
Figure 3-8: Piston Housing, Coil Spring, and Piston Assembly
P
Figure 3-9: Piston, Spring Seat, and C-Clip
Oil is forced into the solenoid cavity as the piston is depressed. The pressurized oil
branches off to both intake hydraulic brake and lash adjusters (HBLA) for their respective
cylinders. Similar to the pistons, the HBLA are threaded into a machined cavity in the
hydraulic manifold (Figure 3-10 and 3-11). The HBLA are preassembled prior to being
installed in the manifold. Intake valve lash adjustment is accomplished by engine oil
pressure fed through holes in the side of the assembly. The manifold piston pressure is
applied to one end of the HBLA assembly, similar to a hydraulic lifter design. The
opposite end is seated directly over the top of the intake valve stem.
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Figure 3-10: Hydraulic Brake and Lash Adjusters (HBLA) in Hydraulic Manifold
Figure 3-11: Hydraulic Brake and Lash Adjusters (HBLA)
The lash adjusters consist of multiple components. The main housing assembly is
assumed to be machined from bar stock. It has a number of internal and external
machined features, including cross-drilling for oil flow and a threaded OD for
installation. The inside of the housing has additional machining to achieve tight
tolerances which allow the three separate parts to oscillate within the bore. In Figure
3-12, the cylinder on the far right is the reaction piston which receives pressure from the
manifold piston. The reaction piston makes direct metal to metal contact with the inner
sleeve. The inner sleeve is hollow with a check ball at the intake valve end. Lash
adjustment is controlled by oil that travels through a port in the OD of the housing. The
oil travels through a cross-drilled hole in the OD of the inner sleeve and down its inner
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diameter (ID) to the end cap, which rests on the intake valve stem. A check valve holds
the oil in the end cap, which prevents the lifter from collapsing. A C-clip is utilized to
retain the end cap inside the housing. All three oscillating components are assumed to be
machined from bar stock; the C-clip and two sealing O-rings are considered commodity
items.
Figure 3-12: Lash Adjuster Components
The solenoid (Figure 3-13), although typically considered a commodity item, was
disassembled and analyzed to establish its projected cost. The design and construction of
the solenoid assembly is similar to those employed in anti-lock brake control module
applications. Each solenoid is pressed/swaged into the manifold. Material displaced from
the manifold bore is forced into two grooves on the solenoid OD as each is pressed in
place (Figure 3-14). The displaced material collected inside the grooves permanently
secures the solenoid in the manifold.
Figure 3-13: Hydraulic Solenoid Valve
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Figure 3-14: Solenoid pressed into manifold bore
The solenoid assembly consists of numerous machined components, electrical (solenoid)
components, and a few commodity parts. The commodity parts include three springs and
a bobbin for the wire windings. Wire is wrapped around the plastic bobbin and terminal
ends are attached. The wound bobbin assembly and a steel retainer plate are inserted into
an injection molding machine. The assemblies are over-molded to form the housing and
harness connector shell to achieve a one-piece design. The bobbin and steel retainer plate
assembly (Figure 3-16) are press fit into the machined outer steel tube housing (Figure
3-15). The steel retainer plate is used as a back-up support during assembly. The
completed solenoid is installed over the mechanical valve housing and captured by a
formed (rolled) lower edge.
Figure 3-15: Bobbin Assembly Components
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Figure 3-16: Over-Molded Steel Retainer Plate
The mechanical valve portion (Figure 3-17) of the solenoid consists of multiple parts.
Part construction includes intricate machining, deep drawn stampings, powdered metals,
injection moldings, and commodity-based components such as coil springs.
Figure 3-17: Solenoid Mechanical Valve
With the exception of the oil port outlet, all components pictured below (Figure 3-18) are
inserted into the main mechanical valve housing from one direction.
© o
I
oo
Figure 3-18: Mechanical Valve Components
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The oil outlet port is a stamped part (Figure 3-19) which is pressed into the valve housing
oil dump outlet.
Figure 3-19: Solenoid Oil Outlet Port (Pressed into the Valve Housing Oil Dump Outlet)
The magnetic reaction mass and rod are a press fit assembly. The reaction mass and rod
assembly are placed in a deep drawn steel cylinder on top of a circular plastic insert. A
spring is placed over the rod to keep the mass against the top. The cylinder and reaction
mass assembly are laser-welded to the shaft bushing retainer (Figure 3-20).
Figure 3-20: (Left) Magnetic Reaction Mass and Rod, (Right) Cylinder, and Reaction
Mass Assembly
Inside the valve housing is the oil control valve (Figure 3-21). The design of the oil
control valve requires all the components to be installed sequentially and in the proper
orientation. The valve components consist of two coil springs, the valve, and a pair of
spring seats. One of the spring seats has a composite spacer.
Figure 3-21: Oil Control Valve
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All interfaces between moving parts inside the valve are precision machined. Some of the
parts appear to be treated with secondary coating applications. The bushing sleeve
housing and reaction mass assembly are pressed into the valve housing and then staked,
capturing the valve assembly.
On top of the hydraulic manifold (Figure 3-22) is an oil reservoir cavity associated with
each of the four (4) solenoid valves. The cavities receive a constant oil flow from the
engine oil pump. A check valve protects the oil circuit from back pressure spikes during
solenoid pressure dumps. The cavity also has a pressure relief port which provides a path
for the additional oil volume released by the solenoid during valve operation. The oil
reservoir cavity cover system consists of two plates.
Figure 3-22: Oil Reservoir Cavity Cover System
The lower cover, located over the oil reservoir cavities, is a stamped, machined,
aluminum plate with a molded-in-place gasket (Figure 3-23). Each chamber is
individually sealed via a silicone sealing bead. Not visible in Figure 3-23 are a pair of
precision-machined orifices at each cavity for oil flow control.
Figure 3-23: Oil Reservoir Cavity Lower Cover
A stamped steel cover (Figure 3-24) was installed over the first aluminum plate and
provides a chamber for oil flow from the orifices in the first plate. A single small hole
pierces the cover over each chamber to allow oil to return to the cylinder head.
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Figure 3-24: Oil Reservoir Cavity Lower Steel Cover
The pressure relief valve (Figure 3-25) in each oil reservoir consists of opposing pistons,
a coil spring, retainer clip, and an O-ring seal. The cavity piston has a solid top face and is
sealed with an O-ring around the OD. The opposing piston has a center hole for oil flow
and serves as the spring seat. The pistons are retained in their respective bores with a C-
clip.
Figure 3-25: Oil Reservoir Pressure Relief Valve
Each oil reservoir cavity has a one-way check valve/ball (Figure 3-26) designed to allow
engine oil to constantly feed into all four (4) reservoir chambers. The check valve
prevents the pressurized solenoid dump oil from back-feeding into the circuit. The check
valve consists of a steel ball, spring, and two stamped metal parts. Each check valve
assembly is pressed into the oil inlet port of its respective reservoir.
Figure 3-26: Oil Reservoir Check Valve
An additional sealing requirement for the hydraulic manifold housing includes a coated
stamped steel gasket (Figure 3-27). This seals the manifold to the cylinder head. The
shape and design of the interface between the valve cover (Figure 3-28) and cylinder
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head resulted in a T-joint seal condition at each end of the manifold. A T-joint seal
encompasses the three (3) separate sealing surfaces intersecting at a common point.
Figure 3-27 : Manifold
Figure 3-28: Valve Cover
To monitor oil temperature, a sensor (Figure 3-29) is added in a strategic location in the
manifold. The oil temperature sensor is located in the oil circuit at the back of the
manifold (Figure 3-27), the furthest point traveled by the oil in the entire circuit.
Figure 3-29: Oil Temperature Sensor
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3.2 Incremental Direct Manufacturing Cost Impact of Adding MultiAir
Technology
3.2.1 Direct Manufacturing Cost of MultiAir Hardware
The system overview discussion highlighted the major components and the functional
performance of the various actuating and control features. The cost impact of primary and
secondary components is captured within their respective sub-assemblies. The
components and assemblies which contributed to the net direct manufacturing MultiAir
system cost of $234.14 are listed below along with the primary components and sub-
assemblies evaluated. Additional cost details can be found in Table 3-1.
Table 3-1: Direct Manufacturing Cost of Fiat MultiAir Hardware
NEW TECHNOLOGY GENERAL PART INFORMATION:
2010 Fiat Motors 1.4L Turbo, 14, 135hp, 206N.m Torque
Gas Powered Engine
6 i S I
§ t s 1 S
~ & i?i '& 5
C? i < =
i?i '^'
e
1
Name/Description
07 Valvetrain Subsystem
|05 Valve Actuation Elements: Rockers, Finger
FM Multi-Air System ((with Temperature
Harness Asm))
FM Solenoid Housing Assy - A ((Piston &
Finger Followers))
FM So enoid Housing - B (MultiAir
Manifold))
FM Va
((Hyd.
ve Actuation Piston Assy - C
Brake & Lash Adjusters))
FM So enoid Assy Cost Summation
(D,E,F,G) ((Solenoid Valve))
FM Oil Control Solenoid Assy - D
FM Solenoid Plunger SubAssy - E
FM Solenoid Plunger Pin Assy &
Solenoid Shell - F
FM Electrical Assembly- G
FM Solenoid Cover Plate Assy - H
Part Number
Fol
01
01
01
01
01
01
01
01
01
ov
07
07
07
07
07
07
07
07
07
ers
05
05
05
05
05
05
05
05
05
Hydrau i
N0200 -
N0200 -
N0200 -
N0200 -
N0200 -
W0200 -
N0200 -
W0200 -
N0200 -
cLas
01
02
03
04
05
06
07
OS
09
QTY/ Subsyster
Adj
1
4
1
8
4
4
4
4
4
1
NEW TECHNOLOGY PACKAGE COST INFORMATION
Manufacturing
Material
$
S 46.18
$ 6.35
$ 22.69
$ 10.34
$ 1.69
$ 3.02
$ 0.31
$ 0.35
$ 0.04
$ 2.32
$ 2.09
$ 46.18
Labor
$
S 53.67
$ 2.50
$ 9.48
$ 4.91
$ 14.71
$ 21.46
$ 6.44
$ 6.74
$ 5.08
$ 3.20
$ 0.62
$ 53.67
Burden
$
S 85.79
$ 0.98
$ 9.27
$ 21.84
$ 26.80
$ 25.97
$ 6.69
$ S.11
$ 7.66
$ 3.51
$ 0.92
$ 85.79
Total Manufacturing
(Component/ Assen
CT O
SI
$ -
S 185.64
$ 9.83
$ 41.44
$ 37.09
$ 43.21
$ 50.45
S 13.44
$ 15.21
S 12.77
$ 9.03
$ 3.62
$185.64
Markup
End Item
Scrap
$ -
S 1.57
$ 0.05
$ 0.25
$ 0.40
$ 0.39
$ 0.44
$ 0.12
$ 0.14
$ 0.11
$ 0.07
$ 0.04
$ 1.57
SG&A
$ -
S 21.96
$ 0.65
$ 3.30
$ 5.15
$ 5.71
$ 6.64
$ 1.76
$ 2.03
$ 1.70
$ 1.15
$ 0.51
$ 21.96
Profit
$ -
S 19.14
$ 0.59
$ 2.97
$ 4.75
$ 4.84
$ 5.49
$ 1.45
$ 1.71
$ 1.40
$ 0.93
$ 0.49
$19.14
ED&T-
R&D
$ -
$ 5.74
$ 0.25
$ 1.10
$ 1.42
$ 1.34
$ 1.48
$ 0.39
$ 0.47
$ 0.38
$ 0.25
$ 0.15
$ 5.74
Total Markup Cost (Component/
Assembly)
$ -
S 48.41
$ 1.54
$ 7.62
$11.72
$ 12.29
$ 14.06
$ 3.71
$ 4.35
S 3.59
$ 2.40
$ 1.19
$48.41
Total Packaging Cost
(Component/ Assembly)
$ -
S 0.10
$ -
$ 0.04
$ -
$ 0.01
$ -
$ 0.02
$ -
$ -
$ -
$ 0.02
$ 0.10
Net Component/ Assembly Cost
Impact to OEM
$
S 234.14
$ 11.37
$ 49.10
$ 48.81
$ 55.50
$ 64.51
S 77.77
$ 19.56
S 76.37
$ 11.43
$ 4.84
$ 234.14
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3.2.2 Direct Manufacturing Cost of Baseline Engine Modifications Required for MultiAir
Hardware Integration
Adding the MultiAir hardware to a baseline 1.4L 14, NA, PFI, d-VVT ICE results in the
addition, deletion, and modification of baseline engine components and processes. The
largest cost impact is linked with changes to the baseline valvetrain, including deletion of
cam phasers, intake camshaft and associated intake valvetrain hardware. In addition, a
less complex machined cylinder head, as intake valvetrain features are transferred from
the cylinder head into the MultiAir manifold, and a smaller intake manifold assembly
result in savings on the baseline engine components.
Table 3-2 summarizes the cost impact associated with the baseline engine component
changes required for the addition of the MultiAir system. The components and assemblies
that are no longer required in the baseline engine are indicated in red. The parts/processes
highlighted in green are additions that would be added along with the previously costed
MultiAir system. The component costs (e.g., intake camshaft, exhaust camshaft, VVT
mechanism) provided in Table 3-2 are based on calculations completed in prior EPA case
studies.
The net incremental direct manufacturing cost differential is calculated by adding the
direct manufacturing cost of the MultiAir system ($234.14) with the direct manufacturing
cost of the changes to the baseline engine (-$91.07). The resulting increase in the direct
manufacturing cost to add the MultiAir VVTL system is $143.07 ($234.14-91.07).
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Table 3-2: Direct Manufacturing Cost Impact Associated with Changing Baseline Engine
Components for MultiAir System
Component / Process Description
RED = Parts/Processes Saved
GREEN =Additional Parts/Process Required
Exhaust Camshaft (additional lobes 4-1ea cylinder)
Intake Camshaft (+sensor & associated HA/V)
Sprocket, Camshaft
Bolt, Sprocket
Bearing Caps, Camshaft
Bolts, Bearing Cap (10pcs-2ea cap)
WT Mechanism / Module
WT ECM Drivers
WT Wiring Circuits (Delta 4 Versus 2 Solenoids)
Intake Lifter Buckets (8pcs-2ea bank)
Timing Belt (Length & Width) 1 Chain (Length & Gauge)
Cylinder Head Processing:
Bore Lifter Buckets
Camshaft Line Bore
Valve Cover/Intake Manifold Complexity/Size Reduction
Valve Cover Size Reduction
ECU Upgrades for Additional High and Low Side Drivers
Part/ Technology Differential Costs:
FM Multi-Air Hardware Cost
Net Incremental Direct Manufacturing Cost
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
$
StdWT
(14 ICE)
25.63
(26.70)
2.25
0.26
(4.20)
(0.80)
(61.23)
(15.00)
(2.00)
(13.36)
(2.00)
(15.42)
(10.00)
31.50
(91.07)
234.14
143.07
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4 Glossary of Terms
Assembly: generally refers to 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).
BAS (Belt Alternator Starter): is a system design to start/re-start an engine using a non-
traditional internal combustion engine (ICE) starter motor. In a standard internal ICE the
crankshaft drives an alternator, through a belt pulley arrangement, producing electrical
power for the vehicle. In the BAS system, the alternator is replaced with a starter
motor/generator assembly so that it can perform opposing duties. When the ICE is
running, the starter motor/generator functions as a generator producing electricity for the
vehicle. When the ICE is off, the starter motor/generator can function as a starter motor,
turning the crankshaft to start the engine. In addition to starting the ICE, the starter motor
can also provide vehicle launch assist and regenerative braking capabilities.
Buy: is the terminology used to identify those components or assemblies as ones in which
a manufacturer would purchase versus manufacture. All parts designated as a "buy part,
within the analysis, only have a net component cost presented. Typically these types of
parts are considered commodity purchase parts having industry established pricing.
Cam Phaser: are additional components, added to an internal combustion engine's
valvetrain, enabling the opening and closing times between engine valves and the
crankshaft to be changed during engine operation. The changing of time/phasing of valve
events relative to crankshaft position optimizes engine performance for different
operating conditions. Cam phasers can be mounted to the end of intake and exhaust
camshafts.
CBOM (Comparison Bill of Materials): is 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 implications 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: is 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 act
independently performing a function within a sub-subsystem or subsystem (e.g., exhaust
manifold within the exhaust subsystem).
Cost Estimating Models: are cost estimating tools, external to the Design Profit®
software, used to calculate operation and process parameters for primary manufacturing
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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.
Costing Databases: refer to the five (5) core databases which contain all the cost rates for
the analysis. The material database lists all the materials used throughout the analysis
along with the estimated price/pound for each. The labor database captures various
automotive, direct labor, manufacturing jobs (supplier and OEM), along with the
associated mean hourly labor rates. The manufacturing overhead rate database contains
the cost/hour for the various pieces of manufacturing equipment assumed in the analysis.
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. The fifth database, 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, 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: is the terminology used to identify those components or assemblies as ones in
which 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: is the
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): is 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
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between the new and base technology configurations, depending on whether an MCR
idea is for the new or the base technology.
MultiAir: is an electro-hydraulic valvetrain system which can dynamically alter intake
valve lift and timing for an internal combustion engine. Valve lift and timing adjustments
can be made real-time within the profile of the baseline intake cam lobe profile. The
technology has been developed by Fiat Powertrain Technologies.
Net Component/Assembly Cost Impact to OEM: is defined as 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 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.
NT As (New Technology Advances): is 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.
Process Maps: are 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: refers to the analytical process of establishing a cost for a component or assembly.
Sub-subsystem: refers to 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 the following: turbocharging, heat exchangers,
and pipes, hoses, and ducting.
Subsystem: refers to 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 the following: crank drive subsystem, cylinder
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block subsystem, cylinder head subsystem, fuel induction subsystem, and air induction
subsystem.
Subsystem CM AT (Cost Model Analysis Templates): is 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).
Surrogate part: refers to a part similar in fit, form and function as the part required for
the cost analysis. Surrogate parts are sometimes used in the cost analysis when actual
parts are unavailable. The cost of a surrogate part is considered equivalent to the cost of
the actual part.
System: refers to 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 CM AT (Cost Model Analysis Template): is 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.
Valvetrain: is the group of internal combustion engine (ICE) components responsible for
controlling air flow (or a flow of mixed air and fuel) into the combustion chamber and
after combustion, the combustion by-products out of the combustion chamber. The
valvetrain subsystem is typically made up of the valves (e.g., intake, exhaust) and valve
operating mechanisms (e.g., valve springs, rockers, finger followers, camshafts, cam
sprockets).
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