This study evaluates the reductions in energy consumption of vehicle lightweighting, considering the effects of the end of life vehicles (ELV) recycling. For this propose, changes in the material composition of the body in white are assessed by an inventory analysis, including the entire life of the vehicle. The production phase is evaluated considering embodied energy values; the use phase through the mass induced energy consumption; and end of life vehicle recycling considers the part reusing, material recycling, and energy recovery as possible destinations. Moreover, the use of aluminum, advanced high strength steel (AHSS), and carbon fiber reinforced plastic (CFRP) as alternative materials are compared. The Japanese vehicle market has been taken as a case study. Furthermore, the user's cost comparison is addressed as an additional assessment variable. Our results show that the effects of vehicle lightweighting on the production and end of life phase are as essential to consider as the benefits generated in its use phase. Moreover, material lightweight must be analyzed jointly with its possible recycling destination, because when the first variable is considered individually, maximum life cycle energy reduction of 23.3 MJ per kg of part to be lightweight can be expected; however, an adequate combination of both variables could almost double those benefits to 51.0 MJ, but also incorrect combinations could be counterproductive guiding to an energy consumption increment of 92.7 MJ_.

这项研究考虑了报废车辆（ELV）回收的影响，评估了车辆轻量化的能耗降低。对于此建议，通过库存分析（包括车辆的整个寿命）评估白色车身的材料成分变化。在生产阶段要考虑具体的能量值；使用阶段通过质量引起的能耗；报废汽车回收将零件的再利用，材料回收和能源回收视为可能的目的地。此外，还比较了使用铝，高级高强度钢（AHSS）和碳纤维增强塑料（CFRP）作为替代材料的情况。以日本汽车市场为例。此外，用户 成本比较被视为附加评估变量。我们的结果表明，车辆轻量化对生产和寿命终止阶段的影响与在其使用阶段所产生的收益一样重要。此外，必须对轻量化的物料及其可能的回收目的地进行分析，因为当单独考虑第一个变量时，可以预期最大生命周期能耗降低23.3 MJ / kg轻量化零件；但是，两个变量的适当组合几乎可以使这些收益翻倍，达到51.0 MJ，但是不正确的组合也可能适得其反，从而使能耗增加92.7 MJ 我们的结果表明，车辆轻量化对生产和寿命终止阶段的影响与在其使用阶段所产生的收益一样重要。此外，必须对轻量化的材料及其可能的回收目的地进行分析，因为当单独考虑第一个变量时，可以预期每千克轻量化零件的最大生命周期能耗降低23.3 MJ。但是，两个变量的适当组合几乎可以使这些收益翻倍，达到51.0 MJ，但是不正确的组合也可能适得其反，从而使能耗增加92.7 MJ 我们的结果表明，车辆轻量化对生产和寿命终止阶段的影响与在其使用阶段所产生的收益一样重要。此外，必须对轻量化的物料及其可能的回收目的地进行分析，因为当单独考虑第一个变量时，可以预期最大生命周期能耗降低23.3 MJ / kg轻量化零件；但是，两个变量的适当组合几乎可以使这些收益翻倍，达到51.0 MJ，但是不正确的组合也可能适得其反，从而使能耗增加92.7 MJ 可以预期每千克零件的轻量化最大生命周期能耗降低23.3 MJ；但是，两个变量的适当组合几乎可以使这些收益翻倍，达到51.0 MJ，但是不正确的组合也可能适得其反，从而使能耗增加92.7 MJ 可以预期每千克零件的轻量化最大生命周期能耗降低23.3 MJ；但是，两个变量的适当组合几乎可以使这些收益翻倍，达到51.0 MJ，但是不正确的组合也可能适得其反，从而使能耗增加92.7 MJ_。