The continuous increase in car ownership in recent years has led to a sharp increase in the number of end-of-life vehicles (ELVs). In this paper, life cycle assessment (LCA) was used to establish a mathematical computation model and nested iterative inventory data in order to assess the environmental impact of recycling a passenger ELV. The model was used to calculate and analyse the environmental burden caused by dismantling, reverse logistics, and recycling and to assess the environmental benefit of recycled materials, remanufactured engines, and recovered energy. The results showed that human toxicity potential was the only factor that had a higher environmental burden than benefit, with a difference of approximately 36%. The incineration of automotive shredder residues was the main contributing factor, accounting for 79% of the total contribution. Moreover, aluminium recycling and plastic recycling contributed the most to abiotic depletion potential and photochemical ozone creation potentials, respectively.

Lightweight of body-in-white (BIW) can effectively achieve energy saving and emission reduction, is an important component of automobile lightweight, and how to ensure better economy while lightweight has attracted wide attention from industry and academia. This study deeply analyzed the stages of the full life cycle of internal combustion engine vehicle (ICEV) and battery electric vehicle (BEV), deconstructs the stages where the weight of BIW has a greater impact on the two, and introduces the concept of full-cycle closed-loop flow of materials to establish universal “Energy-Environment-Economy” Evaluation Model, also called 3E assessment model for auto components. In addition, the 3E-PSI model is established in combination with the PSI method, which further makes up for the shortcomings of the general 3E model that cannot select the optimal solution by considering energy consumption, emissions, and economy comprehensively. The 3E-PSI analysis of material lightweight of BIW is conducted, which takes the ICEV and BEV on the same platform as an example. The results show that in terms of energy consumption, the magnesium alloy BIW of the ICEV is the lowest, however, the aluminum alloy BIW of the BEV is the lowest. In terms of environmental emissions, magnesium alloy BIW is the lowest in both ICEV and BEV, which are 57% and 59.56% of ordinary mild steel BIW respectively; As far as economy is concerned, the ICEV have break-even points for all lightweight materials in the total mileage during lifetime, and the BEV only has a break-even point, that is, driving 78625.68 km, the cost of high-strength steel BIW is lower than ordinary low-carbon steel. In addition, the comprehensive optimal scheme of ICEV is BIW of magnesium alloy material, and the comprehensive optimal scheme of BEV is BIW of aluminum alloy material.

Hydrogen fuel cell vehicles (HFCVs) represent an important breakthrough in the hydrogen energy industry. The safe utilization of hydrogen is critical for the sustainable and healthy development of hydrogen fuel cell vehicles. In this study, risk factors and preventive measures are proposed for on-board hydrogen systems during the process of transportation, storage, and use of fuel cell vehicles. The relevant hydrogen safety standards in China are also analyzed, and suggestions involving four safety strategies and three safety standards are proposed.

With the support of policies, the power battery industry has already been in the initial stage of high-quality development. However, it is difficult to effectively judge the development potential and competition situation of enterprises only through the overall installed capacity, while it is impossible to effectively use the “supporting the excellent and strong enterprises ” industrial policy and targeted industry funds. In this research, a power battery enterprise competitiveness evaluation model was constructed by considering two dimensions of technical competitiveness and market influence. Taking China’s mainstream power battery enterprises as the research object, the validity of the model was verified and the long-term competition of power battery enterprises was predicted by the bias value of lithium iron phosphate. The results show that: when the bias value of lithium iron phosphate is 0.3, A2 is the market chaser, A5 is the technology chaser, A3 performs well in both technology and market, but there is still a big gap by comparing with A1. When the bias value of lithium iron phosphate is 0.7, in terms of competition landscape, A3 and A5 become technical catchers, especially A3 with more obvious advantages, while A2 and A4 become market catchers, especially A2 with more obvious advantages; in terms of enterprises, the ranking of leading enterprises is almost unchanged, but there are major changes among those enterprises ranked in the middle and rear position. The research results can support the scientific use of industrial policies and industrial funds and promote the power battery industry to move into a high-quality development stage. In the next step, it is required to consider the huge impact of new system battery on the industrial structure and improve the robustness of the model.