Life cycle assessment of a plastic air intake manifold

Delogu, Massimo; Pero, Francesco Del; Romoli, Filippo; Pierini, Marco

doi:10.1007/s11367-015-0946-z

Cited by 34 publications

(16 citation statements)

References 15 publications

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“…The policies resulting in using smaller or lightweight vehicles can change the end-of-life performance of the vehicle, and reduce the fuel consumption of the vehicle [160,161], while maximize the life-time energy consumption [162,163]. Paulino et al [161] stateed that lightweight vehicles "have a reduced impact on the current infrastructures of fuel production and vehicle maintenance in opposition to the vehicles that use alternative energy sources".…”

Section: Vehicle Light-weighting and Life Cycle Assessmentmentioning

confidence: 99%

Driving Behaviour and Sustainable Mobility—Policies and Approaches Revisited

et al. 2018

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Climate change is receiving increasing attention in recent years. The transportation sector contributes substantially to increased fuel consumption, greenhouse gas (GHG) emissions, and poor air quality, which imposes a serious respiratory health hazard. Road transport has made a significant contribution to this effect. Consequently, many countries have attempted to mitigate climate change using various strategies. This study analysed and compared the number of policies and other approaches necessary to achieve reduced fuel consumption and carbon emission. Frequency aggregation indicates that the mitigation policies associated with driving behaviours adopted to curtail this consumption and decrease hazardous emissions, as well as a safety enhancement. Furthermore, car-sharing/carpooling was the least investigated approach to establish its influence on mitigation of climate change. Additionally, the influence of such driving behaviours as acceleration/deceleration and the compliance to speed limits on each approach was discussed. Other driving behaviours, such as gear shifting, compliance to traffic laws, choice of route, and idling and braking style, were also discussed. Likewise, the influence of aggression, anxiety, and motivation on driving behaviour of motorists was highlighted. The research determined that driving behaviours can lead to new adaptive driving behaviours and, thus, cause a significant decrease of vehicle fuel consumption and CO 2 emissions.

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Section: Vehicle Light-weighting and Life Cycle Assessmentmentioning

confidence: 99%

Driving Behaviour and Sustainable Mobility—Policies and Approaches Revisited

et al. 2018

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“…The chosen application is taken from a comparative lightweight LCA for an automotive component [38]. The assessment is aimed to assess two solutions for an Air Intake Manifold (AIM) which differ in construction material: The functional unit for the study is the distribution of the appropriate air intake flow to the individual cylinders of a 1300 cc DT engine in order to ensure the correct combustion process of the fuel.…”

Section: Application To Real Case Studymentioning

confidence: 99%

“…Many LCA studies already exist in the transportation sector [35][36][37][38][39] and interest is continuously growing, particularly in the automotive field [11,36,[40][41][42][43][44][45].…”

Section: Introductionmentioning

confidence: 99%

Lightweight Design Solutions in the Automotive Field: Environmental Modelling Based on Fuel Reduction Value Applied to Diesel Turbocharged Vehicles

2016

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A tailored model for the assessment of environmental benefits achievable by "light-weighting" in the automotive field is presented. The model is based on the Fuel Reduction Value (FRV) coefficient, which expresses the Fuel Consumption (FC) saving involved by a 100 kg mass reduction. The work is composed of two main sections: simulation and environmental modelling. Simulation modelling performs an in-depth calculation of weight-induced FC whose outcome is the FRV evaluated for a wide range of Diesel Turbocharged (DT) vehicle case studies. Environmental modelling converts fuel saving to impact reduction basing on the FRVs obtained by simulations. Results show that for the considered case studies, FRV is within the range 0.115-0.143 and 0.142-0.388 L/100 km × 100 kg, respectively, for mass reduction only and powertrain adaptation (secondary effects). The implementation of FRVs within the environmental modelling represents the added value of the research and makes the model a valuable tool for application to real case studies of automotive lightweight LCA.

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“…Currently the transportation industry is the second largest contributor to anthropogenic GreenHouse Gas (GHG) emissions within the European Union and around 20% of these emissions are generated by road transportation (Witik et al, 2011;Solomon et al, 2007). More specifically light-duty vehicles ownership could increase from roughly 700 million to 2 billion over the period 2000-2050(World Business Council for Sustainable Development, 2004, forecasting a dramatic increase in fuel demand with inevitable implications on energy security, climate change and urban air quality (Hawkins at al., 2012). To date, environmental analyses and eco-design solutions have been applied in depth to all Life-Cycle (LC) stages of automotive vehicles and components (Berzi et al, 2013(Berzi et al, , 2016Cappelli et al, 2007;Delogu et al, 2015;Mayyas et al, 2012).…”

Section: Introductionmentioning

confidence: 99%

“…More specifically light-duty vehicles ownership could increase from roughly 700 million to 2 billion over the period 2000-2050(World Business Council for Sustainable Development, 2004, forecasting a dramatic increase in fuel demand with inevitable implications on energy security, climate change and urban air quality (Hawkins at al., 2012). To date, environmental analyses and eco-design solutions have been applied in depth to all Life-Cycle (LC) stages of automotive vehicles and components (Berzi et al, 2013(Berzi et al, , 2016Cappelli et al, 2007;Delogu et al, 2015;Mayyas et al, 2012). In this context, many Life Cycle Assessments (LCAs) (Chanaron, 2007;Finnveden et al, 2009;ISO 14040, 2006;ISO 14044, 2006) of both conventional (Finkbeiner et al, 2006;Schmidt et al, 2004;Spielmann and Althaus, 2006) and innovative (Alves et al, 2010;Du JD et al, 2010;Duflou et al, 2009;Luz et al, 2010;Mayyas et al, 2011;Vinodh and Jayakrishna, 2011;Zah et al, 2006, Zanchi et.…”

Section: Introductionmentioning

confidence: 99%

End-of-Life in the railway sector: Analysis of recyclability and recoverability for different vehicle case studies

et al. 2017

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The railway system represents one of the most resource-efficient answer to our ever-growing demand for transport service and the development trends for the following years forecast a substantial increase in this sector. Considering the European Union, rolling stock realizes a significant share of both goods and passengers carriage while it is responsible for a derisory quota of environmental impact and energy consumption involved by transportation. Contrary to the low environmental impact, the amount of End-of-Life (EoL) waste generated by rolling stocks in relation to the number of vehicles is notable, much greater than in the case of road vehicles. As railway vehicles are built from many heterogeneous components, the EoL rolling stock is a precious source of materials, whose recycling brings measurable economic benefits and needs to be appropriately debated. The paper performs the calculation of recoverability/recyclability rate for different typologies of representative railway vehicles on the basis of primary data and according to the recyclability and recoverability calculation method issued by UNIFE in the context of Product category Rules (PCR). The typologies of railway vehicles taken into account are electric metro, diesel commuter train and high-speed electric train. The analysis envisages also to repeat the calculation in case innovative materials and manufacturing technologies are adopted in the construction of car-body structure. Results show that recyclability/recoverability rates are abundantly over the quota of 90% for each one of the three trains, these latter being made in major part of metals which benefit from very efficient recovery processes. The adoption of innovative materials and manufacturing technologies for car-body structure involves a scarce reduction of recyclability and recoverability rates (about 2% and 0.2% respectively) due to the introduction of components and materials characterized by critical dismantlability and low efficiency recovery processes; recoverability results less affected by lightweighting because post-shredding thermal recovery treatments are roughly independent with respect to dismantlability. A sensitivity analysis based on different dismantling scenarios reveals that the effectiveness of dismantling has a moderate influence on recyclability/recoverability rate (the variation does not exceed 3%). The low variability of recyclability/recoverability rate can be explained by the following reasons: material composition of trains shows a predominance of metals; the efficiency of metals separation processes is close to 100%; post-shredding recycling processes of metals are characterized by recovery factors equal to the ones of post-dismantling recycling processes. Keywords:Train, Railway, Rolling stock, Recyclability, Recoverability, End-of-Life, Dismantling Highlights:Overview on railway vehicles End-of-Life; Assessment of recyclability and recoverability for three trains representative of current railway vehicle categories "urban, high-speed and commuter" ...

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Life cycle assessment of a plastic air intake manifold

Cited by 34 publications

References 15 publications

Driving Behaviour and Sustainable Mobility—Policies and Approaches Revisited

Driving Behaviour and Sustainable Mobility—Policies and Approaches Revisited

Lightweight Design Solutions in the Automotive Field: Environmental Modelling Based on Fuel Reduction Value Applied to Diesel Turbocharged Vehicles

End-of-Life in the railway sector: Analysis of recyclability and recoverability for different vehicle case studies

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