Electrical and electronic components in the automotive sector: Economic and environmental assessment

Automotive electrical and electronic systems (EES) comprise an area that has grown steadily in importance in the past decade and will continue to gain relevance in the foreseeable future. For this reason, the SEES project (Sustainable Electrical & Electronic System for the Automotive Sector) aims to contribute to cost-effective and eco-efficient EES components. Scenarios for the recovery of automotive EES are defined by taking into consideration the required improvements in EES design and the development and implementation of new technologies. The research project SEES is funded by the European Commission (Contract no. TST3-CT-2003-506075) within the Sixth Framework Programme, priority 6.2 (see www.sees-project.net for more information). This paper presents the findings of an assessment of the environmental and economic improvements for automotive EES from a system perspective, taking into account all life cycle steps. Life Cycle Assessment (LCA) and Life Cycle Costing (LCC) case studies have been employed within the SEES project to define optimum design and end-of-life scenarios. These case studies have been applied to two selected EES components: an engine wire harness and a smart junction box, both manufactured by LEAR and assembled in an existing Ford car model. The component design has a significant impact on the product system and its processes, including its use and end-of-life (EOL) phase. For each of the analysed components, two potential design alternatives have been compared with the original design, based on designers' recommendations from the status quo scenario results. These include the use of alternative wiring systems with a reduced copper content (flat flexible cable), lead-free solder alloys and new fixation mechanisms to facilitate disassembly. The overall EOL scenario determines the technologies of processes that must be modelled within the EOL phase of a product system. The analysed end-of-life scenarios include: status quo car recycling and two alternatives: 1. disassembly for specific EES component recycling; 2. advanced post-shredder recycling of shredding residues. The influences of the different design and EOL treatment scenarios on the LCA and LCC results have been analysed. The most dominant life cycle phases for the LCA results are manufacturing (including raw material extraction and manufacturing of materials and components) and the use-phase. Similarly, manufacturing was the predominant phase during the LCC study. Disassembl