[ad_1]
- A study by telematics and fleet management company Geotab reveals that operators of plug-in hybrid electric vehicles (PHEVs) are not charging their vehicles as needed.
- PHEVs require consistent charging to maximize cost savings and fuel efficiency. Without charges, these vehicles may emit more pollutants than traditional gasoline cars or parallel hybrids.
- Government data shows that the average daily driving distance for delivery vans in the U.S. is about 68 miles.
Plug-in hybrids are designed to offer the advantages of both electric and conventional vehicles. Depending on the model, they can operate solely on electricity for 30 to 50 miles, providing rapid acceleration comparable to fully electric vehicles. In electric mode, these vehicles run quietly with zero emissions.
When longer travel is required, the gasoline engine activates, ensuring extended range without the worry of running out of power. However, many PHEV owners fail to charge their vehicles. A recent investigation by InsideEVs indicated that automakers themselves often lack data on charging behaviors or choose not to disclose it.
This lack of charging undermines the technology’s intended environmental benefits, leading to greater harm than good.
New insights from Geotab, shared with Electric Autonomy Canada, reveal that fleets using PHEVs are inadvertently increasing their emissions. The analysis covered 1,776 commercially used PHEVs.
The findings show that fleet operators in North America depend on gasoline for 86% of their energy consumption. The study noted that PHEVs achieved an average fuel efficiency of 1.6 gallons every 62 miles (or 100 km), roughly equivalent to 37 miles per gallon.
This is only slightly better than comparable gasoline vehicles, which use 1.8 gallons every 62 miles or achieve 33.1 mpg.
Many fleet operators in the U.S. are shifting towards fully electric options. Amazon has deployed over 15,000 electric delivery vans made by Rivian. FedEx is now utilizing BrightDrop Zevo EDVs produced by GM, while PepsiCo has incorporated the Tesla Semi in California. Local governments in both the U.S. and Canada are also adopting PHEVs; for instance, Canada’s Department of Fisheries and Oceans, the New York City Department of Sanitation with over 20 plug-in hybrid street sweepers, and the City of Los Angeles, which had at least 46 PHEVs by 2022.
The findings from Geotab align with others in this area. The European Commission’s Directorate-General For Climate Action reported earlier this year that real-world CO2 emissions from PHEVs were 3.5 times higher than what was indicated in their WLTP tests.
For PHEVs registered in 2021, WLTP tests suggested emissions of only 39.6 grams of CO2 per kilometer. In actual use, however, they emitted 139.5 grams of CO2 per kilometer.
The European Commission noted, “The significant difference between real-world and WLTP emissions indicates that these vehicles are charged and utilized in electric mode far less than anticipated, meaning the assumptions for calculating WLTP test results do not reflect real-world usage.”
Toyota
The International Council on Clean Transportation (ICCT) reported similar conclusions regarding PHEVs in the U.S., noting that actual fuel consumption may be 42-67% greater than the estimates provided by the EPA for light-duty PHEVs. This situation can be likened to having a multi-tool but only using it to hold down papers. The failure to utilize charging stations not only results in poor fuel economy and increased emissions but also means fleet operators miss out on potential savings and benefits regarding vehicle maintenance costs.
On a positive note, PHEVs can perform exceptionally well when used correctly. For instance, during a week’s drive in a Lexus RX450h+ plug-in hybrid, I achieved an impressive 71 mpg on a full tank of gas and a fully charged battery. Navigating through a variety of conditions—including urban areas, highways, rural roads, and mountainous terrains—recorded minimal usage of the gasoline engine. When it was needed, the engine efficiently recharged the battery while powering the vehicle.
Similar findings arose from Geotab’s analysis, indicating that the most efficient quartile of fleet PHEVs, where drivers regularly charged their vehicles, enjoyed fuel efficiency that was 50% greater than gasoline vehicles.
Experts emphasize that while private owners may require additional education on proper charging, fleet operators need a definitive strategy. “Access to data and metrics allows fleet managers to address underperforming vehicles effectively. Creating a feedback system is essential,” stated Charlotte Argue, Senior Manager for Sustainable Mobility at Geotab, during an interview with Electric Autonomy.
Fleet managers can implement tools such as charging reports, assess efficiencies between fuel and electricity usage, and motivate drivers to connect their EVs after each use. Clearly, having charging stations readily available is also a significant factor in this scenario.
However, the report underscores that fleet operators serious about reducing emissions should consider switching entirely to electric vehicles. With EVs, there is no option to forgo charging; drivers must plug in to keep their vehicles operational.
The Alternative Fuels Data Center notes that the typical daily travel distance for a delivery van or truck in the U.S. is about 68 miles, a range easily manageable by most modern electric vans. (The dynamic could vary for medium and heavy-duty commercial trucks.)
For light-duty fleets, addressing the PHEV charging issue involves two approaches: educate drivers on the necessity of regular charging or fully transition to electric vehicles right from the start.
Contact the author: suvrat.kothari@insideevs.com
.
[ad_2]
