The development and utilization of new plant–fiber composite materials and microcellular foam molding processes for the manufacturing of automotive components are effective approaches when achieving the lightweight, low-carbon, and sustainable development of automobiles. However, current research in this field has mainly focused on component performance development and functional exploration, with a limited assessment of environmental performance, which fails to meet the requirements of the current green and sustainable development agenda. In this study, based on a life cycle assessment, the resource, and environmental impacts of plant–fiber composite material automotive components and microcellular foam molding processes were investigated. Furthermore, a combined approach to digital twinning and life cycle evaluation was proposed to conduct resource and environmental assessments and analysis. The research results indicate that under current technological conditions, resource and environmental issues associated with plant–fiber composite material automotive components are significantly higher than those of traditional material components, mainly due to differences in their early-stage processes and the consumption of electrical energy and chemical raw materials. It is noteworthy that electricity consumption is the largest influencing factor that causes environmental issues throughout the life cycle, especially accounting for more than 42% of indicators such as ozone depletion, fossil resource consumption, and carbon dioxide emissions. Additionally, the microcellular foam molding process can effectively reduce the environmental impact of products by approximately 15% and exhibits better overall environmental performance compared to chemical foaming. In future development, optimizing the forming process of plant–fiber composite materials, increasing the proportion of clean energy use, and promoting the adoption of microcellular foam injection molding processes could be crucial for the green and sustainable development of automotive components.

Driven by global carbon neutrality goals, bamboo fiber-reinforced PP composites have shown significant potential for automotive applications due to their renewability, low carbon emissions, and superior mechanical properties. However, the environmental complexities associated with compression molding process parameters, which impact material properties and carbon emissions, pose challenges for large-scale adoption. This study systematically optimized the compression molding process of bamboo fiber-reinforced PP composites through a three-factor, five-level experimental design, focusing on preheating temperature, preheating time, and holding time. Additionally, an innovative life cycle assessment (LCA) was conducted to evaluate the environmental impact. The results indicated that at a preheating temperature of 220 °C, preheating time of 210–240 s, and holding time of 40–50 s, the material achieved a tensile strength of 35 MPa and a flexural strength of 45 MPa, with a 15% reduction in water absorption. The LCA further highlighted energy consumption, the compression molding process, and material composition as the primary contributors to carbon emissions and environmental impacts, identifying key areas for future optimization. This study provides an optimized framework for compression molding bamboo fiber-reinforced PP composites and establishes a theoretical foundation for their low-carbon application in the automotive industry. Future work will explore the optimization of bamboo fiber content and process parameters to further enhance material performance and reduce environmental impact.

In this study, hot stamping tests on continuous glass fiber (GF)-reinforced thermoplastic (PP) composites were conducted under different process parameters using a self-designed hemispherical hot stamping die with a heating system. The effects of parameters such as preheating temperature, stamping depth, and stamping speed on the formability of the fabricated parts were analyzed using optical microscopy and scanning electron microscopy (SEM). The test results show that the suitable stamping depth should be less than 15 mm, the stamping speed should be less than 150 mm/min, and the preheating temperature should be about 200 °C. From the edge of the formed parts to their pole area, a thin-thick-thin characteristic in thickness was observed. Under the same preheating temperature, the influence of stamping depth on the thickness variation of the formed parts was more significant than the stamping speed. The primary defects of the formed parts were cracking, wrinkling, delamination, and fiber exposure. Resin poverty often occurred in the defect area of the formed parts and increased with stamping depth and stamping speed.