This document discusses the reuse of automotive components from dismantled end of life vehicles. It begins with background on the growing number of end of life vehicles and materials they contain. There are two main approaches to dismantling - continuous industrial processes and stationary processes for smaller plants. Components can be reused if demand exists and the costs of dismantling, verification, repair and logistics do not outweigh the profit from selling the used part. Reusing components provides both economic and environmental benefits by extending the lifecycle of materials. A case study examines the dismantling and reuse potential of a car hood, wiper assembly, and starter motor.
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Despite substantial progress over the past years, road transport still remains one of the most energy-consuming (30% of total EU consumption) and the highest contributor to pollutant emissions in Europe. As a complement to emission legislation, the EU has set out a strategy for encouraging the development and uptake of green vehicles which have a much lower environmental impact throughout their lifecycles.
This comprehensive strategy was laid down in a 2010 Communication entitled “European strategy on clean and energy efficient vehicles” which identified the main actions to be taken by the European Commission (EC) including regulatory initiatives, support to research & innovation or consumer information measures. Over the years, the identified actions have gradually been implemented and completed by the EC and the 2010 strategy updated.
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This guide is designed to assist public authorities and public transport operators in purchasing clean and energy efficient vehicles in full compliance with European legislation – in particular the Clean Vehicles Directive (CVD)4.
It is primarily targeted at procurers and fleet managers, but will also be of relevance to policy makers and others involved in the transport sector.
Also available in: FR, HR, DE, RO, NL, IT
Visit: www.clean-fleets.eu/publications
By Lee Schipper, Global Metro Studies, UC Berkeley, Precourt Institute, Stanford University; and Ipsita Banerjee, Dept. of Civil Engineering, Wei-Shiuen Ng, Consultant. Sponsored by the Japan International Transport Institute
Green Vehicles: State of Play and Future OutlookLeonardo ENERGY
Despite substantial progress over the past years, road transport still remains one of the most energy-consuming (30% of total EU consumption) and the highest contributor to pollutant emissions in Europe. As a complement to emission legislation, the EU has set out a strategy for encouraging the development and uptake of green vehicles which have a much lower environmental impact throughout their lifecycles.
This comprehensive strategy was laid down in a 2010 Communication entitled “European strategy on clean and energy efficient vehicles” which identified the main actions to be taken by the European Commission (EC) including regulatory initiatives, support to research & innovation or consumer information measures. Over the years, the identified actions have gradually been implemented and completed by the EC and the 2010 strategy updated.
Clean Fleets - Guide on the European Clean Vehicles Directive (CVD)Helen_ICLEI
This guide is designed to assist public authorities and public transport operators in purchasing clean and energy efficient vehicles in full compliance with European legislation – in particular the Clean Vehicles Directive (CVD)4.
It is primarily targeted at procurers and fleet managers, but will also be of relevance to policy makers and others involved in the transport sector.
Also available in: FR, HR, DE, RO, NL, IT
Visit: www.clean-fleets.eu/publications
By Lee Schipper, Global Metro Studies, UC Berkeley, Precourt Institute, Stanford University; and Ipsita Banerjee, Dept. of Civil Engineering, Wei-Shiuen Ng, Consultant. Sponsored by the Japan International Transport Institute
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Photos from the conference are available to view on the ESRI website here: https://www.esri.ie/events/esri-ucd-conference-energy-research-to-enable-climate-change-mitigation
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How can countries reduce greenhouse gas emissions in the transport sector? The shift to a future compatible with the targets of the Paris agreement will require effective policies to address this sore spot of climate policy. This webinar will discuss the characteristics of the transport sector and present two successful examples of national transport policy instruments: The Norwegian policy mix to incentivize e-mobility adoption and the French Bonus Malus system. The policy instruments were analysed as part of the project Bridging European and Local Climate Action (BEACON) sponsored by the German Ministry for the Environment, Nature Conservation and Nuclear Safety (BMU).
Presentation at the 9th European Computer Science Summit, Amsterdam, 8 October 2013;
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This report presents a preliminary analysis of the three re-use value-chains (battery, metals and techno-polymers) of CarE-Service Project in order to derive specific process requirements to be furtherly implemented and demonstrated.
The main objective is to propose an optimal management of End of Life (EoL) Electric and Hybrid Electric Vehicles (E&HEV), requiring proper technologies and ad hoc processes. The aim is the reduction of wasted materials in landfills or incinerators and the recovery of components with residual properties as re-used products or chemical compounds as secondary raw materials. In particular, the automotive target parts are:
batteries, representing the main innovation in E&HEVs;
techno-polymers, whose amount is increased to reduce the wholeweight of E&HEVs;
and metals.
To properly derive robust requirements addressing real needs for future sustainability, a great effort has been spent involving all relevant actors for the development of innovative technical solutions for future services at all supply chain levels. Therefore, State of Art analysis and in-depth interviews have been carried out with the key-players of the future de-manufacturing value-chains. Once collected all the information, several potential scenarios have been analysed and detailed schemes of the three main value-chains have been defined.
Finally, an in-sight view of the current re-design practices and European laws and directives addressing the EoL of automotive products is drawn to identify the limits concretely bounding the market exploitation of CarE-Service results.
Position paper for standardization and legislation of battery value chain of ...OlgaRodrguezLargo
This report analyzes the state of the art of the current legislation and standard regulations in general concerning technical and legal requirements, together with safety issues, relative to disassembly and re-manufacturing, transportation and storage of reusable/recyclable parts and components, extended producer responsibility (EPR) regarding new parts and products put on the market. These topics were mainly focused on the batteries value chain by identifying limits and barriers of the current legislation and standard regulations for the development of CarE Service project, and furthermore by elaborating proposals to remove these limits and barriers with the clear indications of potential benefit associated.
The contents of this report were used to elaborate this deliverable as a formal position paper with proposals on legislation and standard regulations to be submitted to the relevant European stakeholders (CEN- CENELEC, Standardization Committee, National and Regional Authorities, European Commission).
This report is a living and dynamic document due to the upcoming changes in the EU regulations for the revision of the Battery Directive, the ELV Directive and the battery sustainability initiatives.
Thus, this is the first version, potentially upgradeable up to the end of the CarE-Service project.
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As part of the project, we are collecting a digest of new materials on the topic of transport and electric transport. Reports of international organizations, news for the last two months
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Shiyu Yan delivered this presentation at a joint ESRI-UCD conference tilted 'Energy research to enable climate change mitigation' on 17 September 2019.
Photos from the conference are available to view on the ESRI website here: https://www.esri.ie/events/esri-ucd-conference-energy-research-to-enable-climate-change-mitigation
Presentation from the 2013 Atlantic Council Energy & Economic Summit expanded ministerial meeting. Presented by Giovanni F. De Santi, director, DG Joint Research Centre, Institute for Energy and Transport (IET)
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Reducing greenhouse gas emissions in the transport sector –Successful nationa...Leonardo ENERGY
A 100-word narrative abstract. Keep short and concise, this text will be used on the registration landing page and the invitation email.
How can countries reduce greenhouse gas emissions in the transport sector? The shift to a future compatible with the targets of the Paris agreement will require effective policies to address this sore spot of climate policy. This webinar will discuss the characteristics of the transport sector and present two successful examples of national transport policy instruments: The Norwegian policy mix to incentivize e-mobility adoption and the French Bonus Malus system. The policy instruments were analysed as part of the project Bridging European and Local Climate Action (BEACON) sponsored by the German Ministry for the Environment, Nature Conservation and Nuclear Safety (BMU).
Presentation at the 9th European Computer Science Summit, Amsterdam, 8 October 2013;
presentation at the Environinfo 2013 conference, Hamburg, 2 September 2013.
This report presents a preliminary analysis of the three re-use value-chains (battery, metals and techno-polymers) of CarE-Service Project in order to derive specific process requirements to be furtherly implemented and demonstrated.
The main objective is to propose an optimal management of End of Life (EoL) Electric and Hybrid Electric Vehicles (E&HEV), requiring proper technologies and ad hoc processes. The aim is the reduction of wasted materials in landfills or incinerators and the recovery of components with residual properties as re-used products or chemical compounds as secondary raw materials. In particular, the automotive target parts are:
batteries, representing the main innovation in E&HEVs;
techno-polymers, whose amount is increased to reduce the wholeweight of E&HEVs;
and metals.
To properly derive robust requirements addressing real needs for future sustainability, a great effort has been spent involving all relevant actors for the development of innovative technical solutions for future services at all supply chain levels. Therefore, State of Art analysis and in-depth interviews have been carried out with the key-players of the future de-manufacturing value-chains. Once collected all the information, several potential scenarios have been analysed and detailed schemes of the three main value-chains have been defined.
Finally, an in-sight view of the current re-design practices and European laws and directives addressing the EoL of automotive products is drawn to identify the limits concretely bounding the market exploitation of CarE-Service results.
Position paper for standardization and legislation of battery value chain of ...OlgaRodrguezLargo
This report analyzes the state of the art of the current legislation and standard regulations in general concerning technical and legal requirements, together with safety issues, relative to disassembly and re-manufacturing, transportation and storage of reusable/recyclable parts and components, extended producer responsibility (EPR) regarding new parts and products put on the market. These topics were mainly focused on the batteries value chain by identifying limits and barriers of the current legislation and standard regulations for the development of CarE Service project, and furthermore by elaborating proposals to remove these limits and barriers with the clear indications of potential benefit associated.
The contents of this report were used to elaborate this deliverable as a formal position paper with proposals on legislation and standard regulations to be submitted to the relevant European stakeholders (CEN- CENELEC, Standardization Committee, National and Regional Authorities, European Commission).
This report is a living and dynamic document due to the upcoming changes in the EU regulations for the revision of the Battery Directive, the ELV Directive and the battery sustainability initiatives.
Thus, this is the first version, potentially upgradeable up to the end of the CarE-Service project.
FD 3-2021-Transport, electric transportUlyanaMakhova
As part of the project, we are collecting a digest of new materials on the topic of transport and electric transport. Reports of international organizations, news for the last two months
12-13 May 2016 - India's Policy Dialogue
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Research on the Bottom Software of Electronic Control System in Automobile El...IJRESJOURNAL
ABSTRACT: With the development of science and technology, car replacement faster and faster. The development of the automotive industry has a contradiction, on the one hand, the speed of upgrading the car technology can not keep up with the speed of the performance requirements of the car, on the other hand, the country's automobile exhaust emission standards become more stringent. In addition, the depletion of oil resources led to the rise in gasoline prices, the traditional car is facing a crisis. Considering the situation of gas fuel resource structure and supply situation in China, it is feasible to promote gas fuel engine[1].However, the pollution caused by the car has become one of the major pollution sources in the urban environment and the atmospheric environment, and this trend continues to deteriorate[2].Therefore, alternative energy vehicles and hybrid cars is the main direction of development, and any improvement in the car will be car electronics and software replacement for the premise. On the one hand, natural gas as an alternative to gasoline, with its low prices, excellent combustion emissions, the relative sustainable development and other characteristics of more and more car manufacturers favor;On the other hand, the mainstream of the automotive electronic control unit ECU software development to AUTOSAR structure, low power consumption, functional safety for the development direction. Based on the actual development of natural gas engine control unit, the structure and function of ECU software are studied with reference to AUTOSAR software design standard. This paper studies the structure of the application of the software layer of the electronic control system and the main control strategy under the various conditions of the structure, and puts forward the underlying software resources needed by the application layer software. This paper analyzes the internal and peripheral resources of Infineon XC2785x microcontroller and designs hardware abstraction layer software and ECU abstraction layer software. The current characteristics of the jet valve driven by the natural gas multi-point injection engine were investigated. Automotive electronics technology has been widely used in modern vehicles which, and gradually become the development of new models, improve the performance of the key technical factors[3] .
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This article presents a system dynamics model to analyze the growth of cars and the effect of different policies on carbon emissions from the transport sector. The simulation model used in this work was built using the methodology of systems dynamics (SD) developed by Jay W. Forrester at the Massachusetts Institute of Technology (MIT). The model was applied to the transport sector of the city of Bogota, Colombia for a period of time between 2005 and 2050. The information used to feed the model comes from reliable sources such as DANE (National Administrative Department of Statistics) and EIA (U.S Energy Information Administration). Four scenarios were proposed that relate urban development policy and environmental policy. The main results indicate that the number of cars in Bogota can reach up to 13 million vehicles in 2050 and the projection of CO2 emissions would reach 34 million TonCO2 in the absence of an appropriate environmental policy.
Comparative Computational Modelling of CO2 Gas Emissions for Three Wheel Vehi...IJRES Journal
Quest for a greener environment and energy conservation has led a number of research studies to increase fuel economy and reduce emissions in developmental design of vehicles.This study illustrates how a vehicular body shape affects fuel consumption and gas emission. Solid models for two different tricycles were done and simulated using Solid works flow xpress, Mathematical models were applied to compare the rate of fuel consumption and gas emission between the simulated models. The result shows thatNASENI TC1 consumes less fuel and invariably emits less CO2 when compared with RFM 1.
This comprehensive program covers essential aspects of performance marketing, growth strategies, and tactics, such as search engine optimization (SEO), pay-per-click (PPC) advertising, content marketing, social media marketing, and more
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Explore Careers and College Majors is a new online, interactive, self-guided career, major and college planning system.
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Just a game Assignment 3
1. What has made Louis Vuitton's business model successful in the Japanese luxury market?
2. What are the opportunities and challenges for Louis Vuitton in Japan?
3. What are the specifics of the Japanese fashion luxury market?
4. How did Louis Vuitton enter into the Japanese market originally? What were the other entry strategies it adopted later to strengthen its presence?
5. Will Louis Vuitton have any new challenges arise due to the global financial crisis? How does it overcome the new challenges?Assignment 3
1. What has made Louis Vuitton's business model successful in the Japanese luxury market?
2. What are the opportunities and challenges for Louis Vuitton in Japan?
3. What are the specifics of the Japanese fashion luxury market?
4. How did Louis Vuitton enter into the Japanese market originally? What were the other entry strategies it adopted later to strengthen its presence?
5. Will Louis Vuitton have any new challenges arise due to the global financial crisis? How does it overcome the new challenges?Assignment 3
1. What has made Louis Vuitton's business model successful in the Japanese luxury market?
2. What are the opportunities and challenges for Louis Vuitton in Japan?
3. What are the specifics of the Japanese fashion luxury market?
4. How did Louis Vuitton enter into the Japanese market originally? What were the other entry strategies it adopted later to strengthen its presence?
5. Will Louis Vuitton have any new challenges arise due to the global financial crisis? How does it overcome the new challenges?
Want to move your career forward? Looking to build your leadership skills while helping others learn, grow, and improve their skills? Seeking someone who can guide you in achieving these goals?
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Watch this to learn:
* Overview of the PMISSC Mentoring Program: Mission, vision, and objectives.
* Benefits for Volunteer Mentors: Professional development, networking, personal satisfaction, and recognition.
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* Success Stories and Testimonials: Inspiring examples from past participants.
* How to Get Involved: Steps to participate and resources available for support throughout the program.
Learn how you can make a difference in the project management community and take the next step in your professional journey.
About Hector Del Castillo
Hector is VP of Professional Development at the PMI Silver Spring Chapter, and CEO of Bold PM. He's a mid-market growth product executive and changemaker. He works with mid-market product-driven software executives to solve their biggest growth problems. He scales product growth, optimizes ops and builds loyal customers. He has reduced customer churn 33%, and boosted sales 47% for clients. He makes a significant impact by building and launching world-changing AI-powered products. If you're looking for an engaging and inspiring speaker to spark creativity and innovation within your organization, set up an appointment to discuss your specific needs and identify a suitable topic to inspire your audience at your next corporate conference, symposium, executive summit, or planning retreat.
About PMI Silver Spring Chapter
We are a branch of the Project Management Institute. We offer a platform for project management professionals in Silver Spring, MD, and the DC/Baltimore metro area. Monthly meetings facilitate networking, knowledge sharing, and professional development. For event details, visit pmissc.org.
Operating system. short answes and Interview questions .pdf
2013t8z4 02
1. TRANSPORT PROBLEMS 2013
PROBLEMY TRANSPORTU Volume 8 Issue 4
end of life vehicles; ELV; reuse of components;
dismantling of vehicles; recycling
Piotr NOWAKOWSKI
Silesian University of Technology, Faculty of Transport,
Department of Logistics and Mechanical Handling
Krasińskiego 8, 40-019 Katowice, Poland
Corresponding author. E-mail: piotr.nowakowski@polsl.pl
REUSE OF AUTOMOTIVE COMPONENTS FROM DISMANTLED
END OF LIFE VEHICLES
Summary. The problem of recycling end of life automotive vehicles is serious
worldwide. It is one of the most important streams of waste in developed countries. It has
big importance as recycling potential of raw materials content in automotive vehicles is
valuable. Different parts and assemblies after dismantling can also be reused in vehicles
where replacement of specific component is necessary. Reuse of the components should
be taken into consideration in selecting the vehicles dismantling strategy. It also complies
with European Union policy concerning end of life vehicles (ELV). In the paper it is
presented systematic approach to dismantling strategies including disassembly oriented
on further reuse of components. It is focused on decision making and possible benefits
calculation from economic and environmental point of view.
PONOWNE UŻYCIE CZĘŚCI SAMOCHODOWYCH ZDEMONTOWANYCH
Z POJAZDÓW WYCOFANYCH Z EKSPLOATACJI
Streszczenie. Problematyka zagospodarowania odpadów powstających z wyeksploato-
wanych pojazdów samochodowych stanowi wyzwanie dla państw Europejskich i innych
części świata. Potencjał surowcowy pojazdów jest znaczny, jednakże różne komponenty
mogą zostać wykorzystane ponownie. Występuje to w sytuacji, gdy pojawi się
konieczność wymiany części w pojeździe i może ona zostać zastąpiona przez część
używaną pozyskaną w wyniku demontażu. Taka możliwość powinno się uwzględnić w
wypadku wyboru strategii demontażowych. Takie podejście jest zgodne z zaleceniami
i polityką UE dotyczącą wyeksploatowanych pojazdów. W pracy przedstawiono
podejście systemowe przy zorientowaniu procesu demontażu pojazdów na ponowne
użycie części. Uwzględniono w nim proces decyzyjny wraz z aspektami ekonomicznymi
i dotyczącymi oceny aspektów środowiskowych.
1. INTRODUCTION
Within the last 25 years the number of cars increased significantly. European Union average
motorization rate has increased from 330 vehicles per 1000 inhabitants in 1990 to over 470 in 2008.
In the fig. 1 it is presented a change of motorization rate in selected European countries [14].
2. 18 P. Nowakowski
Fig. 1. Motorization rate in 1990 and 2008 in selected countries of European Union
Rys. 1. Wskaźnik motoryzacji w 1990 r. i 2008 r. w wybranych krajach Unii Europejskiej
Usually the operation time for automotive vehicle does not exceed 15-20 years [6,10]. After that
time the vehicles are supposed to be dismantled and recycled. As the motorization rate is growing it
implies increasing the number of end of life vehicles (ELV). There are different problems occurring
with collection, dismantling and recycling ELV. They are the source of raw materials like ferrous and
non-ferrous metals, glass, plastics and rubber. Other components used in automotive vehicles
construction are dangerous for human health and natural environment. They can be classified as liquid
substances – petrol, oil, hydraulic liquids, and cooling agents. There are also lead and other batteries
applied as well as the electronic equipment: like control panels, on-board computer, sensors etc. The
environmental concern in handling these substances was one of the reasons to introduce European
Directive [12]. There is described the entire system for design, operation, dismantling and recycling of
automotive vehicles. It includes guidelines for companies designing parts and components and
dismantling plants. Entire framework is oriented to reduce environmental impact of ELV and to
maximize recycling ratio of materials used in vehicles.
2. NUMBER OF ELV IN EUROPEAN UNION AND AVERAGE RAW MATERIALS
COMPOSITION OF A VEHICLE
The number of ELV in European Union reached 7,5 million vehicles in 2010 [13]. In the figure 2
there are shown the numbers of ELV for countries in EU (data for 2010). It is a challenging task to
create reverse logistics chain. In developed countries the system is effective. All processes comply
with standard described in ELV directive. The number of ELV vehicles corresponds to 7,3 million
tons of raw materials. The materials of main components in automotive vehicles are metals. The
average of ferrous metals used in vehicle’s construction is about 70% and non ferrous about 7%. Other
components materials are plastics (PE, PP, PA) – 10% of total mass of an average vehicle. The rest
components’ materials are rubber (4,5%), glass (2,6%), liquids (2,4%) and other, including textiles
and other interior parts [7].
3. Reuse of automotive components from dismantled end of life vehicles 19
Fig. 2. Number of ELV in European Union in 2010
Rys. 2. Liczba pojazdów samochodowych wycofanych z eksploatacji w Unii Europejskiej w 2010 r.
The average materials composition for mid-size vehicle is shown in the fig. 3.
There are numerous companies involved in reverse logistics chain including recycling plants, iron
works, non-ferrous metals works, plastics and rubber recycling works, hazardous substances
neutralizing and incineration plants [8]. Finally after shredding the wrecks, the residues (ASR) may be
transported to landfills although it is not a preferred method of disposal [4].
For raw materials acquisition oriented dismantling there are different tasks involved with handling
and transportation to recycling plants.
Fig. 3. The average composition of materials for mid-sized vehicle (Opel Astra)
Rys. 3. Średni skład materiałowy pojazdu samochodowego średniej wielkości (Opel Astra)
Material Mass
[kg/veh.] [%]
Ferrous metals 697 70
Plastics 101 10
Non-ferrous
metals 74 7
Rubber 45 5
Glass 26 3
Liquids 24 2
Other 33 3
4. 20 P. Nowakowski
3. DISMANTLING METHODS OF ELV
There are different types of dismantling vehicles. They usually depend on infrastructure of the
station and selected strategy. Number of the vehicles that can be dismantled depends on input volume
and efficiency of the station. For all types of dismantling there are specific steps to be undertaken.
They must comply with ELV directive. There are two main approaches to vehicles disassembly:
continuous – industrial type and stationary – for medium and small plants. For continuous type the
flow of the vehicles are similar to assembly line of automotive industry but in reverse direction.
Usually it is divided into several sections where typical operations are executed [2].
First step is the depolution of the vehicle. General view of dismantling procedures is shown in the
figure 4. It is usually done by removing all liquids, explosive materials (airbags) and materials
including hazardous substances.
Fig. 4. General approach to dismantling of vehicles
Rys. 4. Ogólny schemat demontażu pojazdów
Then there are removed other parts like windshields and windows, mechanical parts from engine
compartment, interior components, tires and other parts. It is available useful software – International
Dismantling Information System (IDIS) dedicated for dismantling stations supported of consortium of
majority of automotive vehicles manufactures in the world. They support data exchange between
designers and producers and dismantling plants with special platform where the methodology of
disassembling and tools are visualized to make the whole process easier (fig. 5) [15].
Fig. 5. View of IDIS disassembly visualization tool
Rys. 5. Widok systemu wizualizacji demontażu IDIS
5. Reuse of automotive components from dismantled end of life vehicles 21
4. REUSE OF COMPONENTS AFTER DISMANTLING
After depolution it is possible to select proper method of dismantling (fig. 6). Depending on vehicle
model the dismantling procedure can be focused on raw materials only, removal of parts with high
market demand and parts with probability to be sold on the market [3].
Fig. 6. Strategy selection in ELV dismantling
Rys. 6. Wybór strategii demontażu SWE
For the reuse of components oriented dismantling, the suitable parts depend on current number of
the vehicles equipped with specific part (when the part is broken or faulty) and forced to replace it.
It is connected with the number of vehicles in population equipped with certain type of a part or
assembly. If the population is big enough it may be rational to provide longer and more detailed type
of disassembly. It should be also remembered that in case of bigger population it can be subsitute parts
available on the market with lower price than original ones. This is the most important competitor
between parts to be reused and new replacement parts.
There are two main benefits of reuse the components of automotive vehicles. One is focused on
economic aspects and the other towards environmment protection. Both benefits comply with
European policy on recycling of ELV [5].
Dismantling of vehicle oriented to maximize the number of parts and assemblies for possible futher
use requires special tools and equipment together with skilled workers to disassemble each mechanism
or unit. Some components need to be removed with special care to maintain the market value to be
able to be sold on the market. It concerns different joints, connectors or plugs.
Direct profit is connected with selling the component on the market after subtracting the costs.
It can be calculated from the following formulae:
(1)
where: ct – total cost of component to be reused, costs: c1 – dismantling, c2 – verification, c3 – repair,
c4 – storage, c5 – shipment, c6 – assembling, c7 – logistics chain and service (identification,
package, human resources)
The profit pr – of selling the part to be reused must fulfill conditon (2):
pr > ct (2)
6. 22 P. Nowakowski
The algorithm of dismantling procedures and processes is shown in the figure 7. It is necessary to
take into consideration the cost of individual operation and benefits after a part is ready for reuse. In
many cases only visual inspection of a component is required. It applies to different parts of vehicle
body like doors, trunk, hood, grill or bumpers. For other parts it is necessary to pass special tests.
Usually, it is possible only on special laboratory analysers or expensive devices. It applies to
gearboxes, engines, injection, electric components and motors. Other valuable assemblies belong to
electronics group – in this case very detailed test are necessary with advanced software. If the parts are
faulty, broken or impossible to remove in good condition they can be treated as raw materials. Each
process incurrs costs which were described in formula (1). For management of parts and assemblies
there are some websites and information systems developed like Ares [9]. It is included possibility of
application of ID-systems, storage tasks, reports and web-site based interface for customer and vehicle
service stations [16].
Fig. 7. Algorithm for reuse oriented dismantling
Rys. 7. Algorytm demontażu zorientowany na ponowne użycie części
In the described approach only the economic aspect is taken into consideration. In case of natural
environment impacts it is necessary to include in calculations the benefits of continuous use of
component for extended period of time and saving natural resources for a new component to be
applied. Direct cost analysis is dificult to be udertaken but it is possible to use LCA life cycle
assesment for evaluation of environmental benefits of reusing parts and assemblies of ELV. Detailed
description of the analyse is included in ISO standard family 14040 [11]. For the analysis it is
required material content of an assembly, manufacturing process data, energy consumption in all life
cycle stages and transportation process data. Also it is required to input: expected life time and end of
life designation (fig. 8).
Detailed analysis can be made in advanced LCA software [17]. Simplified methods are available in
CAD software (eg. SolidWorks) and are useful at design stage. The results show four main
environmental impacts (carbon footprint, energy used, acidification of air and eutrophication of water)
[1].
dismantling reuse
component?
Raw materials
No
Yes
broken
faulty ?
verification
repair
profitable ?
repair, refurbishstorage
shipment
assembling in
another vehicle
Yes
No
No
Yes
7. Reuse of automotive components from dismantled end of life vehicles 23
Fig. 8. General life cycle assesment structure (a) and details of inputs of analysis for motor starter (b)
Rys. 8. Ogólny schemat analizy LCA (a) i przykład danych wejściowych dla rozrusznika (b)
In the figure 9 there are presented results for motor starter manufactured in Europe and for
expected life 15 years. It can be compared to alternative rersults for longer life cycle.
Fig. 9. Main environmental impacts of life cycle of the motor starter (carbon footprint and energy used)
Rys. 9. Główne oddziaływania na środowisko dla cyklu życia rozrusznika (CF i zużycie energii)
5. CASE STUDY OF REUSE THREE TYPES OF AUTOMOTIVE VEHICLES
COMPONENTS
For the case study of components to be reused it will be presented 3 parts (assemblies) from
automotive vehicle (Volkswagen Passat): bonnet, wiper assembly, and motor starter.
Each type requires different operations to be dismantled from vehicle: manual disassembly, visual
inspection, cisual inspection, operation tests, storage, handling, on-site transportation and shipment to
customer. The results are presented in the table 1. The easiest for dismantle and to verify is bonnet.
More difficult is handling and shipment. Preferably that kind of component should not be transported
between multiple places due to the cost. Wiper assembly requires operational tests and general
dimensions allow for easier handling and storage. Motor starter requires electric tests and usually
some improvements by parts exchange. Preferably it should be done at the manufacturer or well
equipped refurbishment plant. For that type of components it is necessary to prepare logistic chain for
a group of regional dismantling stations. Individual analysis of profitability of dismantling individual
component should include all costs indicated in formula (1) and market demand analyse for that part.
For environmental impact analysis detailed results can be obtained from advanced LCA software
systems and in simplified form as shown in previous chapter of this paper.
Goal and scope
definition
Inventory analysis
Impact assessment
Inventoryanalysis
Type of materials
for motor starter
Definition of life expectancy
Resources for manufacturing,
operation and transportation
of the component
End of life scenario
a) b)
for reuse - possible
extension of life
cycle
8. 24 P. Nowakowski
Table 1
Main parameters of end of life processes for 3 selected components of VW Passat
Part
(assembly)
name
Dismantling
difficulty
Verification
of part
Handling
and
shipment
Cost of: [PLN] Environmetal
issueused
part
substitute
part
new
part
bonnet easy visual inspection difficult 250 400 650 low
wiper assem. medium operation tests easy 80 170 320 low
motor starter medium electric tests medium 150 320 550 medium
6. CONCLUSIONS
Dismantling of end of life vehicles can be focused on reuse of components. It is one of the
strategies of European Policy included in ELV directive. Reuse of components is profitable when the
market demand is met and external costs including dismantling, verification, tests, labour, storage and
handling do not exceed profit of selling used part on the market. Verification of some parts is
expensive due to the cost of laboratory tests and analysis. For such components it should be created
network of dismantling plants and central collecting and testing station equipped with proper
instruments and devices for component verification.
Other benefit of reuse the automotive vehicles components is oriented towards natural
environment. Although the value can not be calculated directly as economic profit but it can be used
life cycle assesment method to evaluate extended life of a product. It can be used at the designing
stage in simplified form computer aided design software or advanced LCA analysis systems to obtain
more detailed results.
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Received 13.07.2012; accepted in revised form 05.11.2013