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Most decisions affecting the environmental performance usually have a financial
impact on a vehicle project. Furthermore it is obvious that an environmental decision support should be implemented as early as possible in the development process. The earlier decisions can be supported, the more influence can be exercised.
Life cycle engineering is implemented in the environmental strategy of the
Volkswagen Group and in the environmental objectives for technical development
of the Volkswagen brand. These objectives are set and tracked by the environmental
officer during the development of a vehicle. With the goal in mind to develop each
model in such a way that, over its entire life-cycle, it presents better environmental
properties than its predecessor, the environmental officer is present in decisive
boards and supports decisions from the initiation of project on.
3 Automotive Life Cycle
Like many other products, the automotive life cycle consists of three main phases.
In the following the automotive life cycle is described based on the greenhouse gas
emission profile of a Golf VII, 1.6 TDI for an assumed running distance of
20,0000 km. Three phases are differentiated: production phase (20 % of GHG emissions), use phase (79 % of GHG emissions), and end-of-life phase (1 % of GHG
emission). The production phase covers the raw material extraction to semi-finished
products or components and finally the car’s production and assembly. Within the
production phase roughly 21 % of a car’s production CO 2 -eq. emissions are emitted
at Volkswagen plants. The other 79 % are emitted over the entire supply chain back
to the extraction of raw materials like iron ore for steel production or bauxite for
aluminum production (Fig. 23.2).
The use phase covers the tailpipe emissions (tank-to-wheel) as well as the emissions for fuel extractions and production (well-to-tank). At the end-of-life phase, the
vehicle is partly dismantled and then shredded for the reuse of the materials, which
accounts for around 1 % of the total greenhouse gas-emissions.
In accordance with the drivers for environmentally compatible product design,
the main effort is put into the reduction of emissions during the use.
This is achieved by developments like the electrification of the car, more efficient
combustion engines and complex emission control systems. Furthermore, the lowering of running resistances, like mass and aerodynamic drag, are addressed.
But these measures can also increase the emissions in production. This can result
in a shift of the hot spots within a car’s lifecycle. The usage of energy-intensive
technologies, like lithium ion accumulators or lightweight materials, can lead to a
higher burden in the production and recovery phase, combined with a lower burden
in the use phase.
Therefore the task for life cycle engineering is to assure that, in total, environmental impacts of cars over their entire life cycle is lower than that of their
predecessor.
23 Implementing Life Cycle Engineering in Automotive Development as a Helpful…
Most decisions affecting the environmental performance usually have a financial
impact on a vehicle project. Furthermore it is obvious that an environmental decision support should be implemented as early as possible in the development process. The earlier decisions can be supported, the more influence can be exercised.
Life cycle engineering is implemented in the environmental strategy of the
Volkswagen Group and in the environmental objectives for technical development
of the Volkswagen brand. These objectives are set and tracked by the environmental
officer during the development of a vehicle. With the goal in mind to develop each
model in such a way that, over its entire life-cycle, it presents better environmental
properties than its predecessor, the environmental officer is present in decisive
boards and supports decisions from the initiation of project on.
3 Automotive Life Cycle
Like many other products, the automotive life cycle consists of three main phases.
In the following the automotive life cycle is described based on the greenhouse gas
emission profile of a Golf VII, 1.6 TDI for an assumed running distance of
20,0000 km. Three phases are differentiated: production phase (20 % of GHG emissions), use phase (79 % of GHG emissions), and end-of-life phase (1 % of GHG
emission). The production phase covers the raw material extraction to semi-finished
products or components and finally the car’s production and assembly. Within the
production phase roughly 21 % of a car’s production CO 2 -eq. emissions are emitted
at Volkswagen plants. The other 79 % are emitted over the entire supply chain back
to the extraction of raw materials like iron ore for steel production or bauxite for
aluminum production (Fig. 23.2).
The use phase covers the tailpipe emissions (tank-to-wheel) as well as the emissions for fuel extractions and production (well-to-tank). At the end-of-life phase, the
vehicle is partly dismantled and then shredded for the reuse of the materials, which
accounts for around 1 % of the total greenhouse gas-emissions.
In accordance with the drivers for environmentally compatible product design,
the main effort is put into the reduction of emissions during the use.
This is achieved by developments like the electrification of the car, more efficient
combustion engines and complex emission control systems. Furthermore, the lowering of running resistances, like mass and aerodynamic drag, are addressed.
But these measures can also increase the emissions in production. This can result
in a shift of the hot spots within a car’s lifecycle. The usage of energy-intensive
technologies, like lithium ion accumulators or lightweight materials, can lead to a
higher burden in the production and recovery phase, combined with a lower burden
in the use phase.
Therefore the task for life cycle engineering is to assure that, in total, environmental impacts of cars over their entire life cycle is lower than that of their
predecessor.
23 Implementing Life Cycle Engineering in Automotive Development as a Helpful…