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Eco-design for Materials Selection in Automobile Industry

Heloisa V. de MedinaCETEM - Center for Mineral Technology

AbstractThis paper aims at discussing the role of eco-design tools in materials selection presenting some results of

a six-month case study on Eco-design and Recycling Strategy of Renault1 focusing on the mini SpaceModus. Modus was the first model entirely conceived on the basis of the eco-design Renault internal rulesfor materials selection established to cope with European Legislation targets to 2015. Modus was designedat Technocentre Renault in 30 months, by a teamwork including people of Valladolid Plant that came fromSpain, where it should be assembled. The different groups in charge of each automobile system workedtogether in simultaneous engineering at the design, prototyping and assembly line. Modus achieved arecycling rate of 95% and incorporated over 18 Kg of recycled plastic.

KeywordsEco-design, materials selection, car recyclability

1 INTRODUCTIONSince the last decade automobile industry is redefiningtheir product improving the engine performance as well asrending the new models more comfortable, safer, easierto drive, and getting them environmental friendliness. Andthey do this by means of simultaneous engineeringmethods that enhance eco-design approach frommaterials selection to the end of life vehicles treatment.This is new design approach represent a means ofintegrating environmental criteria on product developmentas part of competitive corporate strategy. Eco-designpractices are changing the way automobiles are beingconceived enabling car companies to cope with the mostrestrict environmental regulations and even to anticipatethem. In this context environmental friendliness hasbecome an important criterion for materials selection.Clean and recyclable materials are responsible forautomobile environmental quality, which is becoming acritical issue for the near future.Materials selection is one of the strongest environmentaldrives to which engineering design seek to respond.According to Field III, Clark and Ashby the four mainfactors upon which the designers relies when consideringmaterials choice are the relationship between materialsspecifications and technical performance of the product,the economic performance of the product, theenvironmental performance of the product the practice ofindustrial design embedded in the product and itsfunctionality [8].For automobile industry optimizing end of life vehiclerecycling is a complex task since automobile is a multi-components products in which more than twenty thousandof different parts, made of a number of raw materials, areassembled by a wide spectrum of processes andtechniques. And at the end of its life vehicles willrepresent a buck of multi-component materials that cannotdirectly be reconverted into new auto parts. So thecomplex interconnected materials cycles originating fromrecycled cars have to be optimized from a technologicalas well as an economic point of view [4]. And materialsselection environmental oriented is the first step tofacilitate end of life vehicles dismantling and an efficientmaterials recovery.Nevertheless materials selection for environment is not assimple as it seems at first sight. In fact it may conduct tosome dilemmas due to incompatible project targets. Eco-

design methods and tools from conceptual design todetailed design- DFE, DFR, DFD, LCA, Eco Indicators,Eco-QFD- can be taken as a way out to acquire thedilemmas concerning car project decisions facingenvironmental demands. One of these dilemmas, forinstance, is how to achieve lightweight materials and toimprove cars recyclability as well.Besides, selecting materials for recycling does not assurethe choice of environmentally benign materials. In fact thebest way to appreciate the role of environmentally benignmaterials selection is to consider the product life cycle bymeans of LCA that takes time and requires a huge andglobal data basis. Based on EN ISO 14040 LCA practicestakes a lot of effort to be carried out during a car projectdevelopment and requires most accurate tools anddedicated software to be integrated on project data basesthroughout the designing phases.In Europe, for instance car companies are putting a greatexpertise, time and money into combining environmentaland quality evaluation with designing tools in order tosettle permanent basis for eco-design practices.The environmental European legislation concerning endof life vehicles ELVs- (Directive 2000/53/EC) hasestablished strict recycling targets that claims foroptimization of materials selection and recycling systemsat short time. Additionally, the European Directive has tobe incorporated into project practices by means ofstandards and design tools.

Our case study, conducted at Technocentre Renault,verified that the diffusion of eco-design practices isparticipating in all vehicle development phases andaltering the profile of project team. Multidisciplinary designteams were formed in order to accelerate as much aspossible environmental criteria diffusion and to getcontributions from different areas of expertise to validatethe environmental friendliness materials choice. As aresult they get both innovative and recyclables modelsthat not only fits the present environmental regulation, butalso anticipate future requirements. The Renault Moduslaunched in 2004 confirms the initial hypothesis on thecentral role of eco-design tools in materials selection andthe contribution of recyclability to the environmental profile

of new vehicles.The Technocentre is an integrated Technical Center inwhich partnership is a key word. There the automobiledesigners share different knowledge and amultidisciplinary know-how is continuously created as a

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result of teamwork in plateau at both internal andexternal level. This so-called plateau-projet is devoted toresearch as well as designing and developing the vehiclesof the future. Since 1998, design and developmentcontinues with a project team, which brings togethereveryone involved within the company, as well assuppliers. Its innovative organization put together over500 people working on one new model, up to five projects

simultaneously, speeding the project development as wellas keeping cost down [10]. And it was exactly this modelof organization that made possible to integrateenvironmental criteria, such as recyclability, at carprojects.Since 1998 Technocentre has had a remarkable growthfrom 8500 people (including 1000 who were not Renaultemployees) to over 12.000 people in 2004, with about4000 external people, mostly suppliers [10]. According toRenault website it was the first European manufacturer toinstall a room for viewing projects via full-size digitalimages ( grand cran 3D ), a process that allows all thoseinvolved in a project to combine their expertise in realtime.

2 EUROPEAN ENVIRONMENTAL LEGISLATIONIn 1997, the European Commission adopted a Proposalfor a Directive which aims at making vehicle dismantlingand recycling more environmentally friendly, sets clearquantified targets for reuse, recycling and recovery ofvehicles and their components and pushes producers tomanufacture new vehicles also with a view to theirrecyclability. This legislation was officially adopted by theEP and Council in September 2000 and was published inOfficial Journal L269 on 21st October. (Directive2000/53/EC - the "ELV Directive").[3]This Directive is supported by eleven other secondarylegislation related on ELVs including Environmental

Commission Decision, European Council Decision and aCommission Proposal for a Directive of the EuropeanParliament and the Council on the type-approval of motorvehicles with regard to their re-usability, recyclability andrecoverability amending Council Directive 70/156/EEC.And other five of them are on Annex II amending. Besidesthere is also secondary legislation at national level andthe Commission services have developed a Guide onthe legislative acquits which, aims at facilitating theimplementation of the Directive and the secondarylegislation at both level.Concerning eco-design proposes the Directive [9] says:

The requirements for dismantling, reuse and recycling ofend-of-life vehicles and their components should beintegrated in the design and production of new vehicles.. Producers should ensure that vehicles are designedand manufactured in such a way as to allow the quantifiedtargets for reuse, recycling and recovery to be achieved.The Directive also states that economic aspects ofrecycling have to be take into account in order to promotea market for recycled materials () The development ofmarkets for recycled materials should be encouraged.And for this purpose Member States are required toenforce the provisions of the Directive mainly regardingthe access of small and medium sized enterprises tocollection, dismantling, treatment and recycling market.Nevertheless, carmakers are supposed to provideauthorized treatment facilities with all requisite dismantlinginformation, in particular for hazardous materials [9].The Annex I [9] settles the minimum technicalrequirements for end of life vehicles treatment in

accordance with the best environmental practicesavailable in addition to the article 6.The Annex II of the directive seeks to remove graduallythe hazardous substances from automobile, such as:Lead (not only from batteries but also including steel,aluminum and copper containing lead), cadmiumhexavalent chromium, and mercury in bulbs andinstrument panel displays etc. This annex is supposed to

be revised (and it really was for three times already)considering the state of art of materials and the availabilityof substitutes as well.

3 ECO-DESIGN CONCEPTEco-design is sometimes referred to as Clean Design orDesign for Environment DFE- or Sustainable Design,which means that the term is not yet clearly defined orwell known. Clean Design most important concern is airpollution. It is about green cars in terms of low or zeroemissions. It has to do with Clean Acts - California CleanAct and Clean Act for Europe. DFE and SustainableDesign are more boarder view since they are supposed toenlarge product life cycle from the raw materials andenergy production up to final disposal and recycling. But,according to Tischner [2], sustainable design is more thaneco-design as it integrates social and ethical aspects ofthe products life cycle alongside environmental andeconomic considerations.Eco-design for instance is to get design activitiesenvironmental oriented from the first step of a productproject up to its production and consumption phases.Recently this last phase was enlarged to cope withrecycling end of life product. Eco-design is about tointegrate environmental criteria on project and productdevelopment. Which means to balance environmentalrequirements with the basic project requirements as cost,quality, security, delay, since the products are firstly

conceived to be produced and to be efficiently used bytheirs customers and secondly to be dismantling andrecycled.So eco-design a product as complex as a car aiming tominimize its environmental impact over its whole life cycleis not an easy task. But car companies in Europe have todo it to encompass environmental legislation standardssuch as the ELV Directive and ISO 14000. And they aredefinitely putting a great effort on partnerships with notonly their traditional supplier but also with materialsproducers and recyclers. In this sense they are co-designing new models sharing integrated software anddata basis. Working on teamwork at internal and externallevels is exactly what Renault is doing at Technocentre

with their so-called plateau-projet " organization, whichfacilitates the eco-design practices.

4 ECO-DESIGN PRACTICES AND RECYCLINGSTRATEGY AT RENAULT

The Renault environmental organization is characterizedby the development of cross-functional programmes toimprove the exchange of information and expertisebetween the employees. Rather than trainingenvironmental professionals in all of its industrialprocesses, the company has chosen, within the RenaultGroup, to integrate the environment in all of its functions.(www.renault.com).Renault recycling strategy is supported by this cross-functional organization. A Recycling Service is placed atMaterials Engineering Direction at Technocentre andparticipates at all projects development simultaneously bymeans of special members (as many as the different

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phases of a project) of the teamwork that are supposed toact as a correspondent, linking the two groups inpermanence. Doing so they can get a multiplier effect onthe 12 people that are located at the Recycling Service.Another means to enforce recycling strategy, and eco-design practices at Renault, is the development of eco-tools, which translate the Directive recommendations oncar project language, promoting a more eco-efficient and

cost effective materials choice, and facilitating the EVLdisassembly for recycling as well.Concerning recycling car eco-design has to do with thevery first recycling phases of end of life vehicle:preconditioning and dismantling. Preparing dismantlingthe first step is draining all fluids and removing anycomponent containing hazardous substances and listed inappendix 1 of 2000/53 Directive: such as batteries and airbags, and catalytic converters and other elementscontaining mercury, copper or aluminum that could not beseparated out in the shredder. Next step the reusableparts and those made of recyclable materials are removedincluding tyres, glass, bumpers, dashboard and fluidcontainers. These two steps are crucial to optimize car

recycling technically and economically as well.Although the European Directive is very detailedconcerning automotive materials and recyclingrecommendations it has no detailed instructions abouthow to do it at designing and production level. So it is upto carmakers to figure out how to match technical andenvironmental requirements to cope with safety,performance and many other client demands as well. Inshort, cars are produced to be a means of transportation,to provide people a better way of life, a place to live in, towork in, or even to be used for leisure. Made of abouttwenty thousand parts, and these parts are not onlyarticulated but also integrated in a synergic way so everylittle detail affects the final result. So eco-design requires

specific tools to assure car global sustainability. So eachcar manufacture has to develop its own tools to integrateenvironmental concerns into project activities in order toguide an environmental friendly materials choice without

jeopardizing the main functions of the vehicle.

4.1 Renaults Eco-Design ToolsAt the end of the 1990, Renault had created the Cap Ecogame to improve environmental practices inside theCompany. Training by means of eco-games Renaultaimed to help the employees make progress onenvironmental issues and get special skills concerningenvironmental audits, recycling and materials choice. Itwas also supposed to help people to integrateenvironmental concerns into theirs day-to-day tasks.Cap Eco first version was conceived in 1998 and wasdevoted to operators, technicians, engineers andmanagers at industrial plants. The second version Eco-Cap 2, initiated in 2001, was specifically devoted toproject engineers to help them to incorporate ecologicalcriteria in vehicle design by showing them the potentialimpact of their decisions on the complete life cycle of thecar. Over 42 thousand Renault employees have beentrained by Cap-Eco system. [9].Nowadays Renault design and development teams makelarge use of eco-design tools and databases to define thebest choice of vehicle features: comfort, performance,driving pleasure, life on board, safety, environmentalfriendliness etc.One of the most used eco design tools at Renault is adata sheet to guide from the very earliest stage of theproject the materials selection identifying the substancescontained in materials employed for each vehicle function

and to determine whether they pose a threat to theenvironment. If so, alternative solutions are examined.[9]According to Renault [9] this data sheet has been usedsince 1999 with 13 suppliers, preparing the eco-declaration documentation, and by the end of 2004 allsuppliers, around 500 people, from 190 companies, wereinvolved. After this stage the data sheets from suppliersare integrated to eco-design activities at Technocentre

Renault by means of a software called OPERA -OverseasProgram for economic recycling analyses-.

In this sense we asked to Robert Lassartesses 1 howRenault recycling strategy are integrated with eco-designpractices. And he answered that it was by means ofOPERA a powerful eco-tool- with which Renaultintegrates more and more recycled materials on newmodels. And it guides materials choice in terms oftechnical recyclability as well as in terms of economicfeasibility. In his own words: La stratgie recyclageRenault est daugmenter la rentabilit du recyclage. Cestdonc dincorporer de plus en plus de matires qui peuventtre effectivement recycles. LOPERA est un outil daideaux choix des matriaux dans ce sens l En fait lOPERA

aide concentrer le dmontage par exemple dans ce quinest pas cher dmonter. Il a t utilis par exempledans le projet du MODUS pour assurer les 95% derecyclabilit et mieux guider le choix entre les picesplastiques celles que fallait garder comme dmontables,ex : bouclier, passage de roues, grille avant etc... oucelles que ne le fallait pas tel que les tapis de revtementintrieur, ou ceux du coffret. ... "En plus lextrieur delentreprise il y a les partenariats avec les fournisseurs,plasturgiste, sidrurgistes, Associations etc. " Actually OPERA is a means of integrating differentmaterials selection critera to car design, includingmaterials recyclability, plastic compatibility, alternatives on

jonings and other manufacture processes that can impact

car disassembling and recycling phase, etc. This sofwarealso takes into considerantion external information onrecycling such as technolgical and industrial capabilities toassure recycling cost effectiveness and also the existenceof a market for recycled materials.Moreover knowing that selecting materials for recyclingdoes not assure the global car environmental friendliness,Renault has a Car LCA team, working in parallel withproject teams, gathering and analysing the new models interms of environmental performance. Lassartesses talkingabout the role of LCA as an eco-design tool stated: LAVC nest pas au service recyclage DIMAT. Il y a ungroupe qui sen charge en permanence et en parallleaux projets. In his opinion is the OPERA that inidcated

the best materials selection concerning disassemblyfacilities level to a more cost effective recycling. It was thissoftware that assured the 95% of recyclability rate atModus by means of guiding its plastic materials choice.So assisted by OPERA the recycled polypropyleneevolution in Renault vehicles is expected to be speededand to reach 50 Kg per vehicle in 20016, as showed atfigure 1.

1 Entretien ralis par lauteur avec Robert Lassartesses,responsable du Service Recyclage la DIMAT Direction delIngnierie des Matriaux, au Technocentre, le 22 fvrier 2005

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Evolution: Quantit de matir e r ecycl (PP)par vhicule

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Figure 1: Evolution of Recycled PP in Renault vehiclesfrom 1992 to 2016. [5]

4.2 Materials Selection

Materials selection is crucial to Renault recycling strategyand is a core activity for its purposes on eco-designpractices. As we have mentioned before, at Renault theproject team organisation supports eco-design practicesfacilitating a balanced materials choice between technicalcriteria and the main constraints that one has to face in acar project. The figure 2 shows schemactly this balanceguided by internal normes and recomendationsconcerning materials choice for eco- design NormeRenault Conception en Vue du Recyclage 00-10-060/2002) [7]

Figure 2: Criteria and Constraints to Materials Selection

Source: extracted from www.renault.com [10]The Norme Renault [7] gives technical guidelines tomaterials selection for recycling getting to new modelshigher index of recyclability and increasing usage ofrecycled and renewable materials as well.In this context Renault norm gives a special regard toplastics recommending not only the type of material, butalso the assembly joining process. The plastics selectionis done according to a table of compatibility avoiding allincompatibility among different materials as component ofthe same part or related parts. (see figure 7 at the end)The figure 3 shows the evolution of plastics materialscompared to the other most used car materials in Europe

every 20 or 25 years, from 1965 to 2000. According toPlastics Producers Federation ( Fderation desPlasturgistes ) plastics improved their participation atautomobile faster then aluminum, and this is an ongoingsubstitution process [11].

Source: Autovinnyle [11]

Concerning plastics materials Renault strategy is to putpolypropylene first, since it is already the most used onnew cars since the 1990 and its recyclability is largelymore cost effective than any other automotive plastic.Besides recycled PP has proved to be as good as theprimary one in appearance as well as in mechanicalresistance. So the PP recycling process evolution madepossible to a few representative parts to came out inopen, such as internal panels and drawers, and to somespecific semi-structural ones to respond to high impact

resistance usages such as rear skirt panel, under engineskid plate, front end trim etc.

4.3 The Case of MODUSThe monospace MODUS Renault was picked for this casestudy based on both secondary and primary information.Our secondary sources were the available information onthe specialized revues and the primary information wasprovided by technical visits to Valladolid Renault Plant,which is exclusively responsible for Modus production,and to the Direction of Materials Engineering (DIMAT)laboratories at Technocentre Renault. Complementarily,an interview was also carried out by Cantero and Medina[3] with Robert Lassartesses, who is in charge of Renaultrecycling service of DIMAT. The primary and thesecondary information were analysed and confronted withour conceptual framework.Renault Modus inaugurated a new segment. It is thesegment of the compact mono-space. According to itsconcepteurs it offers all the modularity of an MPV in acompact package and was the first Renault modelconceived by means of eco-design most advanced tools.It reached 95% of recyclability thanks to materialscarefully selected guided by OPERA software. The dashboard of Modus, for instance, has around 50% ofrecycled polypropylene corresponding to almost 5 kg, thegreen area at the figure 3 above. Nevertheless it was ableto join the five starts EURO NCAP club the most restrict

European regulations concerning car security.

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Figure 3: Modus Dashboard recycled materials partsrepresented in green by a digital image. [5]

Modus was designed to maximize comfort andconvenience, associated at recyclability criteria. Its interiorhas numerous storage compartments in the dashboard,the front floor and doors, among which we can find theenvironmental thought of eco-designed parts as the frontdrawer showed at the figure 4. The front drawer, locatedunder the front seats, is made of recycled polypropylene(PP) can be taken apart in few seconds and all itselements can be easily dismantled, facilitating recyclingprocesses later on. Moreover during its lifetime it can beeasily cleaned since the carpet lining has no clue to avoidextra contamination on recycling.

Figure 4: MODUS front drawer located under the frontseats made of 100% recycled PP [6]

Actually Renault eco-design practices are resulting inwhat Ernser, Oberender and Birkhofer have called a win-town situation. Improving product for the ease ofdisassembly also often leads to an ease of assembly.Every saved disassembly process, eg. Implies a savedassembly process in turn. In some cases also leads to aproduct, which is easier to clean and maintain.[1] Onecan says that Renault seeks to take technical andeconomic advantages from environmental improvements.In our case study we have seen some examples of thisstrategy and its results at the Modus assembly line inValladolid Body Assembly Plant in Spain, when we visitedthe Renault Plant [see more details in 3]. For Modusproduction this Plant was renewed to incorporatetechnological upgrades developed for the different stagesof production: stamping, chassis-welding, bodywork,painting, final assembly, highly automated. The siterenewed its 14001 certification in 2002. Environmentalperformance is assured by an evaluating and monitoringsystem that detects and corrects automatically anymalfunction at the plant based on parameters concerning:water consumption, (recovery of process water andrecycling of chemical baths) water borne effluentstreatment, greenhouse gas emissions, (fuel-oil was

replaced by natural gas and there is a system for energyrecovery and for recycling of solvents), organic compoudsemisions from painting (paint application processes wereimproved) and waste treatment and minimisation(separation and identification minimization of volumes of

dangerous waste). Being produced at a such a high levelplant Modus got the EuroCarBody Award of 2004 atFrankfurt, in Germany. At this international award fourcriteria were adresses : the painted assembled body andits customer benefits; body design (crash performance,acoustics, impact resistance, etc) innovations ; methodsand processes involved in the design and manufactureprocess.[ p. 9 R&D january 2005]

Besides Modus incorporated a number of parts made ofrenewable materials as well. The figure 5 shows in bluethese parts, mainly made of rubber and of natural fibersas tyres, boot carpet, roof stiffener, and leather seatscover (option), and in green the recycled materialscomponents such as: dashboard, engine sky plate, chocabsorbers, radiator tank deflector, front and deflectors,battery cover, canister cover, rear suspension, spearwheel under tray

Figure 5: Renewable -in blue- and Recycled Material -ingreen- incorporated to MODUS [5]

5 FINAL REMARKSIn the car industry environmental legislation are fosteringeco-design practices strongly based on materialsselection. Our case study, conducted at TechnocentreRenault, verified that the eco-design tools the OPERAand the Norme Eco-conception 00-10-060/2002- areintegrating environmental criteria on vehicle developmentcycle and altering the profile and boundaries of materialschoice. Modus project, for instance, enforced economicviability of recycling incorporating a number of recycledplastics materials. It was also observed that RecyclingService DIMAT team has participated at all projectphases, concerning materials selection and carrecyclability, by means of the correspondents speciallydesignated to.At Renault this strategy has multiplied the efforts andaccelerated the contributions shortening the project lead-time to arrive at results which are both environmentalinnovative and economically feasible. The eco-designpractices utilized at Modus project confirms the mainhypothesis of my post doctorate project on Eco-design and materials recycling which can besummed up as follow: Eco-design methods automobile industry is improving

car environmental friendliness; Creating and developing eco-tools car designers are

enabling the integration of environmental criteria incar projects from the materials selection to end of lifevehicles recycling, and;

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Simplifying assembly for make easier and fasterdisassembling steps for recycling they are gettingeconomic and technical advantages as well.

6 SUMMARYThis paper states first, that eco-design is crucial to anenvironmental friendly materials selection in automobileproject. And, secondly, that the most currentenvironmental criteria used for eco-design proposes isrecyclability. In this sense it shows how the EuropeanLegislation on end of life vehicles is compelling carmakersto eco-design practices and how they are reorganizing carproject team and developing eco-design tools to cope withenvironmental regulations as well as to assure the bestchoice in terms of technical feasibility and economiccompetitiveness. The example of a study case conductedat Renault on the Modus is presented to confirm ourstatements.

ACKNOWLEDGMENTSMy best acknowledgements go to:

LUTT Universit de Technologie de Troyes - for receivingme as a pos doctorate researcher associated;CAPES, Brazilian Agency of Ministry of Education, for thepos doctorate scholarship in France that made possiblethis case study;Renault materials experts of DIMAT , Direction delInginierie de Matriaux, mainly to its director M. GerardMaeder, and also to Robert Lassartesses for theircollaboration and contribution.

KEY NOTE :1 This case study was developed as part of a one-yearpos doctorate project (2004/2005) on Ecodesign andMaterials Recycling conducted by the author at CentredEtudes Interdisciplinaires sur le Developpement Durable

CREIDD- of Universit de Technologie de Troyes UTT-,supported by CAPES Brazilian Scholarship Agency.

REFERENCES1. Ernzer M., Oberender C. Birkhofer H., 2005,Methods to support EcoDesign in the ProductDevelopment Process, in 3 International Congress ofDesign Research, 12-15 October, Rio de Janeiro, Brasil.2. Tischner, U. 2005 Sustainable Product Design,presented at 3 International Congress of DesignResearch, 12 to 15 October, Rio de Janeiro, Brasil.3. Cantero J. G. . and Medina H.V. 2005 "ANNEXE A.

La visite lusine de Renault Valladolid. In LIndustrieAutomobile sorganise vers lEco-conception Lexperiencefranaise et lexemple du Renault Modus CETEM RI

2005-024-00 e-version available in publicaes athttp://www.cetem.gov.br4. Schaik A. van and Reuter M. A., 2004, TheOptimization of End-of-Life Vehicle Recycling in theEuropean Union, JOM, August, pp39-47.5. Lassartesses R. 2004, "Quelle Politique dIntgrationde Matires Recycles dans les vhicules neufs :Processes et Rsultats de Renault", prsente auxJournes Professionnelles de lADEME, le 20-21 octobre, la Maison de la Chimie, Paris. E-version avaiable athttp://www.ademe.fr .6. Kernis H . 2004, "Modus, le minispace qui se souciedj de sa fin de vie", Recyclage, Rcupration, le 17Septembre, Paris, France.7. Renault Norme 00-10-060/2002, " Ecoconception envue du Recyclage", Nornalisation Renault Automobiles,Service 65810, Section Normes et Cahiers de Charges,23 p.8. Field III F. R., Clark J. P., and Ashby M. F., 2001,Market Drives for Materials and Process Development inthe 21 st Century, MRS Bulletin, September, pp. 716-725.

9. Directive 2000/53/EC of the European Parliament andof the Council, of 18 September 2000, on end-of lifevehicles, publicada no Official Journal of the EuropeanCommunities, em 21/10/2000. E-version available at(europa.eu.int/comm/environment/waste/elv_index.htm).10. http://www.renault.com 11. http:// www.autovinyle.fr

ABS PA

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Figure 6: Categories of Plastics Chemical Compatibility

Lgende: 1: Bonne compatibilit2: Compatibles sous certaines conditions3 : Incompatibles

Source : Norme Renault [7]

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