插电式混合动力汽车效用因子及其减排效益研究

doi:10.16097/j.cnki.1009-6744.2025.04.031

交通运输系统工程与信息 ›› 2025, Vol. 25 ›› Issue (4): 337-348.DOI: 10.16097/j.cnki.1009-6744.2025.04.031

插电式混合动力汽车效用因子及其减排效益研究

雷雪^1a，范鹏飞^1a，刘睿²，李松松²，吴亦政^1a，宋国华^*1a,1b

1. 北京交通大学，a.综合交通运输大数据应用技术交通运输行业重点实验室， b. 智能交通绿色低碳技术教育部工程研究中心，北京100044；2.北京市首发工贸有限责任公司，北京 101102

收稿日期:2025-03-07 修回日期:2025-04-23 接受日期:2025-04-29 出版日期:2025-08-25 发布日期:2025-08-25
作者简介:雷雪(1995—)，女，山东烟台人，博士生。
基金资助:
国家自然科学基金(52272340)。

Utility Factor and Emission Reduction Benefits of Plug-in Hybrid Electric Vehicles

LEI Xue^1a, FAN Pengfei^1a, LIU Rui², LI Songsong², WU Yizheng^1a, SONG Guohua^*1a,1b

1a. Laboratory of Transport Industry of Big Data Application Technologies for Comprehensive Transport, 1b. Engineering Research Center of Intelligent Transportation Green and Low-Carbon Technology, Ministry of Education, Beijing Jiaotong University, Beijing 100044, China; 2. Beijing Shoufa Industry and Trade Co Ltd, Beijing 101102, China

Received:2025-03-07 Revised:2025-04-23 Accepted:2025-04-29 Online:2025-08-25 Published:2025-08-25
Supported by:
National Natural Science Foundation of China(52272340)。

摘要/Abstract

摘要： 插电式混合动力汽车(PHEV)的减排效益高度依赖其动力模式，准确评估其减排潜力需要深入理解各因素对动力模式的耦合作用。本文基于北京市超过七千万秒的逐秒驾驶数据，探讨行驶距离、充电行为和电池容量对PHEV动力模式的影响。结果表明，效用因子(UF)对单车充电桩数量(CPPV)呈非线性敏感性，当CPPV小于0.6时，每增加0.1可使每日CO2排放减少约637t；但超过该阈值后，减排效益降至每天81 t。研究还发现，在充电便利性得到保障的前提下，小电池容量PHEV仍可维持较高的电力驱动比例。例如，装备20kWh电池的PHEV在CPPV达到0.5时，UF值可达0.82，足以满足日常电动出行需求。因此，在住宅区域合理布设低功率充电基础设施，可有效提升PHEV的电动化水平，减少对高容量电池和高功率充电桩的依赖；同时，缓解集中充电对电网的负荷压力。

关键词: 城市交通, 碳排放, 效用因子, 插电式混合动力车, 充电行为

Abstract: The emission reduction benefits of plug-in hybrid electric vehicles (PHEVs) highly depend on their power mode, and assessing their reduction potential accurately requires a deep understanding of the interplay between various influencing factors. This study, based on over seventy million seconds of second-by-second driving data collected in Beijing, investigates the impacts of driving distance, charging behavior, and battery capacity on PHEV power mode selection. The results indicate that the utility factor (UF) exhibits nonlinear sensitivity to the number of charging piles per vehicle (CPPV). When CPPV is less than 0.6, increasing it by 0.1 can reduce daily CO2 emissions by approximately 637 tons; however, beyond this threshold, the reduction benefit declines to 81 tons per day. Furthermore, the study finds that under adequate charging accessibility, PHEVs with smaller battery capacities can still maintain a high proportion of electric driving. For example, a PHEV with a 20 kWh battery can achieve a UF of 0.82 when CPPV reaches 0.5, which is sufficient for daily electric travel demand. Therefore, deploying low-power charging infrastructure strategically in residential areas can enhance PHEV electrification levels effectively, reduce reliance on high-capacity batteries and high-power charging piles, and alleviate the load pressure on the power grid caused by concentrated charging.

Key words: urban traffic, carbon emissions, utility factor, plug-in hybrid electric vehicle (PHEV), charging behavior

中图分类号:

U121

雷雪, 范鹏飞, 刘睿, 李松松, 吴亦政, 宋国华. 插电式混合动力汽车效用因子及其减排效益研究[J]. 交通运输系统工程与信息, 2025, 25(4): 337-348.

LEI Xue, FAN Pengfei, LIU Rui, LI Songsong, WU Yizheng, SONG Guohua. Utility Factor and Emission Reduction Benefits of Plug-in Hybrid Electric Vehicles[J]. Journal of Transportation Systems Engineering and Information Technology, 2025, 25(4): 337-348.

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http://www.tseit.org.cn/CN/Y2025/V25/I4/337

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插电式混合动力汽车效用因子及其减排效益研究

Utility Factor and Emission Reduction Benefits of Plug-in Hybrid Electric Vehicles

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