![\"\"](\"https:\/\/www.electrive.com\/media\/2020\/09\/phev-study-relations.png\" "\\"\\"")
<\/a><\/p>\nLos datos tambi\u00e9n fueron suficientes para revelar diferencias, ya que el consumo en la vida real y el consumo est\u00e1ndar difieren de un pa\u00eds a otro. Los conductores holandeses de coches de empresa cubren un amplio espectro de valores de consumo variables: la desviaci\u00f3n oscila entre el 100% y casi el 700%, con un pico en torno al 450%. En Noruega, los clientes particulares utilizan su PHEV de forma m\u00e1s uniforme. Aqu\u00ed, la mayor desviaci\u00f3n se sit\u00faa precisamente en el 200%, pero el intervalo s\u00f3lo oscila entre el 160% y el 230% aproximadamente. En EE.UU., el pico es similar al de Noruega, pero muestra variaciones m\u00e1s considerables. La evaluaci\u00f3n tambi\u00e9n indica que es secundario si se aplican los ciclos de prueba NEDC o WLTP, ya que la desviaci\u00f3n entre el consumo est\u00e1ndar y el real es \"m\u00e1s o menos la misma\", como muestra el documento. <\/p>\n
Otro indicador de la diferencia entre el consumo est\u00e1ndar y el real es la distancia media recorrida en modo el\u00e9ctrico, conocida como factor de utilidad o UF. Los investigadores constataron que el porcentaje medio de conducci\u00f3n el\u00e9ctrica en condiciones reales de los PHEV es aproximadamente la mitad del porcentaje considerado en los ciclos de pruebas. El UF medio de los coches particulares es del 69% para la homologaci\u00f3n NEDC, pero s\u00f3lo en torno al 37% para la conducci\u00f3n en condiciones reales. En el caso de los coches de empresa, la UF media del 63% para el NEDC se reduce a alrededor del 20% para la conducci\u00f3n en condiciones reales. <\/p>\n
Fraunhofer e ICCT subrayan las \"notables diferencias entre los mercados\" tambi\u00e9n en este segmento. Noruega y EE.UU. tienen las mayores cuotas reales de conducci\u00f3n el\u00e9ctrica de los pa\u00edses considerados, con un 53% y un 54% respectivamente, ambos para veh\u00edculos privados. En Alemania, la UF media para los coches h\u00edbridos enchufables personales es del 43%, mientras que en China es s\u00f3lo del 26%. En el caso de los veh\u00edculos de empresa, el 18% en Alemania es igual de bajo que la UF del 24% en los Pa\u00edses Bajos. <\/p>","protected":false},"excerpt":{"rendered":"
Los h\u00edbridos enchufables han ido perdiendo su atractivo como puentes hacia una nueva era de transporte limpio, ya que muchos an\u00e1lisis han constatado que el consumo en el mundo real y las emisiones de CO2 distan mucho de serlo.<\/p>","protected":false},"author":21,"featured_media":133085,"comment_status":"open","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[9930],"tags":[16771,9956,98,11711,625,9961,6843,9978,9948,6382,9957,609],"class_list":["post-140345","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-automobile","tag-background","tag-canada","tag-china","tag-emission-tests","tag-fraunhofer-isi","tag-germany","tag-icct","tag-netherlands","tag-norway","tag-phev","tag-study","tag-usa"],"acf":{"inhalt_teil2":"
To explain, the team considered different starting positions in the markets. In China, for example, the low share of real-world electric driving lays in adoption. In the past, private customers often only opted for a New Energy Vehicle (PHEV, BEV or FCEV) because they could register their lower-emission car immediately rather than joining long waitlists for a license plate for a conventional vehicle. So electric driving was secondary to registration when opting to buy partially electric.<\/p>\n
Charging behaviour reflects the same effect as a low charging frequency reduces the share of kilometres driven on electricity. So the low UF for PHEVs in China also indicates low charging frequency, which the researchers account to a lack of access to private charging opportunities. PHEV drivers in Norway and the United States, in contrast, plug-in their hybrids most often. Private users in Germany charge their PHEVs on average on three out of four driving days. For company cars, charging takes place only about every second driving day. <\/p>\n
In Germany, of course, the environmental bonus and current company car taxation are keys to PHEV adoption. Here, too, access to a charging facility is decisive for consumption in daily life. Private users in Germany statistically charge their plug-in hybrid vehicle on only three of four days. At the same time, the high proportion of fossil-fueled driving is not only due to a lack of charging facilities or discipline but also to their use. While Norwegian and American private customers charge their PHEVs very regularly and thus often drive purely electrically, the evaluation shows that company cars, especially in Germany, are used more or less just like their combustion engine counterparts.<\/p>\n
The researchers conclude that German PHEVs, in particular, are used more frequently over long distances because of their high mileage (private and commercial) and thus per se have a lower electric driving component (UF) in proportion.<\/p>\n
Also, the Netherlands had high incentives for PHEVs as company cars from 2012 to 2016, leading to a substantial sales increase in PHEVs. The study notes that the Dutch government did not incentivise company car charging at the same time. Instead, many PHEV company car users in the Netherlands still have fuel cards that allow free refuelling, while they have to pay privately for charging their PHEVs at home. Because of these common financial disincentives, many PHEV company car users did not frequently charge their PHEVs, resulting in remarkably low UFs.<\/p>\n Combining the utility factor and the annual mileage also yields interesting figures. The German private PHEV drives 9,008 kilometres of its 20,950 kilometres with a utility factor of 43 per cent purely electrically. The company cars with their 30,200 total kilometres and the low utility factor of 18 per cent result in only 5,436 electric kilometres. And this is an entirely different environmental impact than the “environmental bonus” in Germany assumes.<\/p>\n There’s also a correlation between battery size and UF as electric mileage driven and is roughly the same across countries. “Most PHEVs have type-approval all-electric ranges of 30 km to 60 km (NEDC) and electrify 5,000 km to 10,000 km a year, increasing with range,” says the Fraunhofer ISI factsheet. Correspondingly, “PHEVs with high all-electric ranges of 80 km or more achieve 12,000 km to 20,000 km in annual electric mileages”.<\/p>\n Their findings led to Fraunhofer and ICCT making concrete recommendations for policymakers on the European level. The researchers want to see real-world usage data to make their way into policies. For example, “the CO2 emission threshold for super credits should be lowered.” Likewise, a specific PHEV model’s eligibility for subsidies should hinge on real-world usage data, for example, collected from on-board fuel consumption meters, the researchers recommend. They add that starting at base, testing procedures for PHEVs, and UF assumptions in the WLTP test cycles require an update to better reflect real driving and usage patterns.<\/p>\n On the national level, ICCT Director Peter Mock also recommends linking support such as purchase premiums and reduced company car taxation to proof of predominantly electric use in real-world operation. Correspondingly, legal and financial obstacles to home charging stations must give way. At the same time, fleet PHEV incentives could be issued only to companies that provide a sufficient workplace charging infrastructure or support employees in-home or public charging. <\/p>\n And then there are vehicle manufacturers that could do more to help make PHEVs look better on the road. The researchers recommend “Vehicle manufacturers should increase the all-electric range of their PHEVs from an average of about 50 km today to a level of about 90 km in future years.” Apart from increasing the actual electric range, Fraunhofer ISI and ICCT propose to “limit the power of PHEV combustion engines” to encourage driving in zero-emission mode. In other words, it is to build hybrids that rely on electric diving first with the combustion engine coming in as a backup at best.<\/p>\n Lastly, fleet managers should similarly incentivise frequent charging of PHEVs, after an assessment of driving behaviour, for example, by allowing unlimited charging while reducing the budget on a company fuel card. Instead, they should allow employees to recharge plug-in hybrid vehicles easy, quickly, and cost-effectively.<\/p>\n factsheet<\/a>, white paper<\/a> (both ICCT and Fraunhofer ISI)<\/p>\n Additional reporting by Sebastian Schaal, Germany.<\/em><\/p>\n"},"_links":{"self":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/140345","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/users\/21"}],"replies":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/comments?post=140345"}],"version-history":[{"count":1,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/140345\/revisions"}],"predecessor-version":[{"id":223510,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/posts\/140345\/revisions\/223510"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/media\/133085"}],"wp:attachment":[{"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/media?parent=140345"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/categories?post=140345"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.electrive.com\/es\/wp-json\/wp\/v2\/tags?post=140345"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}<\/a><\/p>\n