Sustainable Materials for the Renewable Energy Transition: A Prospective Life Cycle Assessment of C-Segment Passenger Cars across Powertrain Technologies and End-of-Life Pathways, 2025–2050
再生可能エネルギー移行のための持続可能な材料：パワートレイン技術と廃棄経路にわたるCセグメント乗用車の将来ライフサイクルアセスメント、2025-2050年 (AI 翻訳)
Gola A, Piotrowska K, Piasecka I, Bałdowska-Witos P, Leda P, Małek A
🤖 gxceed AI 要約
日本語
本研究は、2025年と2050年のCセグメント乗用車について、パワートレイン（ガソリン、ディーゼル、CNG、PHEV、BEV、FCEV）と材料・リサイクル経路の違いがライフサイクル環境性能に与える影響を評価。リサイクルにより温暖化係数を9.5〜25.2%削減し、パリ協定シナリオではBEVの製造段階が総排出の95.6%を占めることを示した。軽量マルチマテリアル設計と高品質リサイクルの重要性を提言。
English
This study evaluates the life-cycle environmental performance of C-segment passenger cars (gasoline, diesel, CNG, PHEV, BEV, FCEV) for 2025 and 2050, considering powertrain, materials, energy decarbonization, and end-of-life pathways. Recycling reduces global warming potential by 9.5–25.2% and cumulative energy demand by 15.4–28.4%, with BEVs and FCEVs showing largest credits. In a Paris-aligned scenario, manufacturing accounts for 95.6% of BEV emissions, highlighting the need for lightweight design, secondary materials, and high-quality recovery.
Unofficial AI-generated summary based on the public title and abstract. Not an official translation.
📝 gxceed 編集解説 — Why this matters
日本のGX文脈において
日本の自動車産業はEVシフトとカーボンニュートラル目標に直面しており、本研究成果は材料選択やリサイクル設計がScope 3排出削減に与える影響を示す。SSBJ開示やサプライチェーン排出量算定において、製造段階の重要性を裏付けるエビデンスとなる。
In the global GX context
This study provides critical evidence for global automotive decarbonization, showing that as energy grids decarbonize, manufacturing and materials become dominant emission sources. It supports ISSB/CSRD disclosure requirements by quantifying life-cycle impacts and underscores the importance of circular economy strategies in transition finance and supply chain management.
👥 読者別の含意
🔬研究者:Provides a comprehensive prospective LCA framework comparing multiple powertrains and end-of-life scenarios, useful for further research on material circularity and decarbonization pathways.
🏢実務担当者:Offers actionable insights for automotive manufacturers to prioritize lightweight design, secondary materials, and recycling infrastructure to reduce Scope 3 emissions and meet disclosure requirements.
🏛政策担当者:Highlights the need for policies promoting recycling infrastructure and design for disassembly to achieve net-zero targets, especially as manufacturing becomes the dominant emission source.
📄 Abstract（原文）
The transition to renewable-energy-based mobility is shifting environmental burdens from vehicle operation towards material production, component manufacturing and post-consumer management. This study evaluates how powertrain architecture, prospective material substitution, energy-system decarbonisation and end-of-life pathways affect the life-cycle performance of C-segment passenger cars. Internal combustion engine vehicles powered by gasoline, diesel and compressed natural gas, a gasoline plug-in hybrid electric vehicle, a battery electric vehicle (BEV) and a fuel cell electric vehicle (FCEV) were compared for 2025 and 2050. Vehicle materials and components were assessed using ReCiPe 2016, IPCC 2021, Cumulative Energy Demand, CML-IA baseline and Ecological Scarcity 2021 under landfilling and recycling scenarios. Well-to-tank and tank-to-wheel greenhouse gas emissions were evaluated separately, including a Paris Agreement-aligned 2050 scenario. Recycling reduced vehicle-related global warming potential by 9.5–25.2% and cumulative energy demand by 15.4–28.4%, with the largest net ReCiPe 2016 credits obtained for BEVs and FCEVs. In the Paris Agreement-aligned scenario, manufacturing represented 95.6% of total greenhouse gas emissions for the BEV and 72.6% for the FCEV. Energy-carrier decarbonisation should therefore be integrated with lightweight multi-material design, secondary-material use, design for disassembly and high-quality recovery of structural, battery, electronic and fuel-cell materials.
🔗 Provenance — このレコードを発見したソース
- Research Square https://doi.org/10.20944/preprints202608.0174.v1first seen 2026-08-08 04:32:25
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