{"id":10571,"date":"2022-01-07T08:06:59","date_gmt":"2022-01-07T07:06:59","guid":{"rendered":"http:\/\/www.antimeloun.cz\/?p=10571"},"modified":"2022-01-07T08:06:59","modified_gmt":"2022-01-07T07:06:59","slug":"kam-kracis-elektromobilito-2","status":"publish","type":"post","link":"http:\/\/www.antimeloun.cz\/?p=10571","title":{"rendered":"KAM KR\u00c1\u010c\u00cd\u0160, ELEKTROMOBILITO?"},"content":{"rendered":"

Sou\u010dasn\u00e9 a t\u00edm sp\u00ed\u0161e i budouc\u00ed evropsk\u00e9 emisn\u00ed p\u0159edpisy nut\u00ed v\u00fdrobce automobil\u016f vyr\u00e1b\u011bt a prod\u00e1vat vozidla s elektrick\u00fdm pohonem. <\/strong>Tento po\u017eadavek vych\u00e1z\u00ed ze z\u00e1v\u011br\u016f Pa\u0159\u00ed\u017esk\u00e9 konference o klimatu a nov\u011b p\u0159ijat\u00e9 Zelen\u00e9 dohody pro Evropu (European  Green Deal) [1], podle kter\u00e9 by Evropa m\u011bla v roce 2050 dos\u00e1hnout uhl\u00edkov\u00e9 neutrality. <\/strong>Na tyto dokumenty navazuje v dubnu 2020 schv\u00e1len\u00fd N\u00e1rodn\u00ed pl\u00e1n \u010dist\u00e9 mobility [5], kter\u00fd klade d\u016fraz na elektrick\u00fd pohon vozidel. <\/strong>Podle tohoto pl\u00e1nu by m\u011blo v roce 2030 jezdit na \u010desk\u00fdch silnic\u00edch 220 800 a\u017e 500 000 elektromobil\u016f (obr.1) [5].  Pro srovn\u00e1n\u00ed, k 31. 12. 2019 bylo v Centr\u00e1ln\u00edm registru vozidel evidov\u00e1no pouh\u00fdch 7637  elektrick\u00fdch vozidel (z toho zhruba \u00bd tvo\u0159ila jednostop\u00e1 vozidla)[58]. V sou\u010dasn\u00e9 dob\u011b jedin\u00fdm dostupn\u00fdm akumul\u00e1torem elektrick\u00e9 energie pro pohon t\u011bchto vozidel jsou baterie.<\/strong><\/p>\n

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 <\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
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\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"497\" height=\"286\"><\/em><\/p>\n

Obr. 1: P\u0159edpokl\u00e1dan\u00fd v\u00fdvoj po\u010dtu elektromobil\u016f s v\u00fdhledem k roku 2030<\/em><\/p>\n

C\u00edl sni\u017eov\u00e1n\u00ed emis\u00ed obecn\u011b je beze sporu spr\u00e1vn\u00fd a je hlavn\u00edm motivem pro elektrifikaci pohonu vozidel. Zdrav\u00ed \u0161kodliv\u00e9 emise (CO, CH, NOx a \u010d\u00e1stice) jsou regulov\u00e1ny st\u00e1le zp\u0159\u00eds\u0148ovan\u00fdmi p\u0159edpisy EURO (nyn\u00ed n\u011bkolik\u00e1t\u00e1 verze EURO 6). V r\u00e1mci t\u011bchto p\u0159edpis\u016f do\u0161lo ji\u017e k velmi radik\u00e1ln\u00edmu omezen\u00ed emis\u00ed (obr. 2), [6] a p\u0159ipravuje se je\u0161t\u011b p\u0159\u00edsn\u011bj\u0161\u00ed  EURO7. Nav\u00edc jsou tato laboratorn\u00ed m\u011b\u0159en\u00ed povinn\u011b dopl\u0148ov\u00e1na m\u011b\u0159en\u00edm p\u0159\u00edmo v provozu, zn\u00e1m\u00fdm pod zkratkou RDE.<\/p>\n

P\u0159edpisy EURO v\u0161ak nezahrnuj\u00ed limity oxidu uhli\u010dit\u00e9ho (CO2<\/sub>), kter\u00e9 jsou v Evrop\u011b d\u00e1ny usnesen\u00edm Evropsk\u00e9 komise vych\u00e1zej\u00edc\u00edho z v\u00fd\u0161e uveden\u00fdch dokument\u016f a v sou\u010dasn\u00e9 dob\u011b (v roce 2020 s omezen\u00edm, od 2021 pro 100% produkce) plat\u00ed limit 95 gCO2<\/sub>\/km. Tato hodnota je pr\u016fm\u011brem z emis\u00ed vozidel ka\u017ed\u00e9ho v\u00fdrobce, v\u00e1\u017een\u00fdm podle po\u010dtu prodan\u00fdch vozidel b\u011bhem roku, a je\u0161t\u011b je modifikov\u00e1na hmotnost\u00ed t\u011bchto vozidel tak, \u017ee pro lehk\u00e1 vozidla je p\u0159\u00edsn\u011bj\u0161\u00ed a pro velk\u00e1 t\u011b\u017ek\u00e1 vozidla m\u00edrn\u011bj\u0161\u00ed ne\u017e uveden\u00fdch 95 gCO2<\/sub>\/km. P\u0159i nespln\u011bn\u00ed tohoto limitu budou v\u00fdrobci platit velmi tvrd\u00e9 pokuty, t\u010d. 95 \u20ac za ka\u017ed\u00fd p\u0159ekro\u010den\u00fd gram CO2<\/sub> a vozidlo. Pro dal\u0161\u00ed roky budou tyto limity d\u00e1le zp\u0159\u00eds\u0148ov\u00e1ny, od roku 2030 na 59 gCO2<\/sub>\/km, p\u0159\u00edpadn\u011b i m\u00e9n\u011b.  P\u0159itom elektromobil je podle t\u011bchto p\u0159edpis\u016f pova\u017eov\u00e1n za zcela bezemisn\u00ed a po p\u0159echodn\u00e9 obdob\u00ed je do pr\u016fm\u011bru emis\u00ed po\u010d\u00edt\u00e1n v\u00edcen\u00e1sobn\u011b (v roce 2021 za 2 prodan\u00e1 vozidla).<\/p>\n

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\"<div\n

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\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

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\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

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\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
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\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
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<\/div><\/div>\n\" width=\"436\" height=\"309\"><\/p>\n

Obr. 2: V\u00fdvoj emisn\u00edch p\u0159edpis\u016f EURO (p\u0159\u00edklad oxidy dus\u00edku a \u010d\u00e1stice pro vzn\u011btov\u00e9 motory)<\/em><\/p>\n

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Oxid uhli\u010dit\u00fd CO2<\/sub> je p\u0159irozenou sou\u010d\u00e1st\u00ed atmosf\u00e9ry (dnes kolem 0,04% objemov\u011b) a v b\u011b\u017en\u00fdch mno\u017estv\u00edch nen\u00ed zdrav\u00ed \u0161kodliv\u00fd. Od za\u010d\u00e1tku pr\u016fmyslov\u00e9 revoluce v\u0161ak jeho pod\u00edl  roste. CO2<\/sub> je sklen\u00edkov\u00fd plyn a je mu p\u0159ipisov\u00e1no, \u017ee r\u016fst jeho koncentrace v ovzdu\u0161\u00ed je jednou z p\u0159\u00ed\u010din glob\u00e1ln\u00edho oteplov\u00e1n\u00ed. Za hlavn\u00ed zdroj CO2  <\/sub>je pova\u017eov\u00e1no spalov\u00e1n\u00ed fosiln\u00edch paliv, zejm\u00e9na ve spalovac\u00edch motorech automobil\u016f.                <\/p>\n

Sm\u011br dan\u00fd v \u00favodu uveden\u00fdmi dokumenty a usnesen\u00edmi Evropsk\u00e9 komise je jasn\u00fd \u2013 n\u00edzkouhl\u00edkov\u00e1 mobilita. Do n\u00ed ji\u017e tak\u00e9 v\u0161ichni evrop\u0161t\u00ed v\u00fdrobci vozidel investuj\u00ed miliardy eur. Vznik\u00e1 tak dojem siln\u011b podporovan\u00fd n\u011bkter\u00fdmi m\u00e9dii a zelen\u00fdmi aktivisty, \u017ee budoucnost je v\u00fdhradn\u011b elektrick\u00e1 a v dohledn\u00e9 dob\u011b se jin\u00e1 ne\u017e elektrick\u00e1 vozidla ji\u017e vyr\u00e1b\u011bt nebudou.<\/p>\n

Skute\u010dnost je v\u0161ak odli\u0161n\u00e1. Preference z\u00e1kazn\u00edk\u016f jdou jin\u00fdm sm\u011brem, k t\u011b\u017e\u0161\u00edm sportovn\u011b u\u017eitkov\u00fdm vozidl\u016fm a rostouc\u00edm v\u00fdkon\u016fm motor\u016f, co\u017e ve sv\u00e9m d\u016fsledku vede k v\u011bt\u0161\u00ed produkci emis\u00ed  CO2<\/sub>. Negativn\u00ed roli sehr\u00e1lo i neuv\u00e1\u017een\u00e9 ta\u017een\u00ed proti diesel\u016fm, kter\u00e9 maj\u00ed ni\u017e\u0161\u00ed emise CO2  <\/sub>ne\u017e benzinov\u00e9 motory.  Emise  CO2  <\/sub>z provozu osobn\u00edch automobil\u016f dlouhodob\u011b klesaly, ale v posledn\u00edch 3 letech m\u00edrn\u011b rostou (obr.3) [2]. Dosavadn\u00ed prodeje n\u00edzkoemisn\u00edch vozidel jsou velmi mal\u00e9 a nesta\u010d\u00ed vyrovnat n\u00e1r\u016fst emis\u00ed v d\u016fsledku t\u011bchto vliv\u016f. Podle \u00fadaj\u016f ACEA [53] p\u0159edstavuj\u00ed elektromobily v sou\u010dasn\u00e9 dob\u011b v Evrop\u011b pouze 4,4%  nov\u011b registrovan\u00fdch automobil\u016f. v \u010cR to je jen 0,5 % (v\u010detn\u011b plug-in hybrid\u016f) [7].<\/p>\n

 <\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
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\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

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\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

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\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
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<\/div><\/div>\n\" width=\"432\" height=\"128\"><\/p>\n

Obr.3 V\u00fdvoj emis\u00ed CO2<\/sub>  osobn\u00edch voz\u016f v Evrop\u011b<\/em><\/p>\n

 <\/p>\n

Elektromobil m\u00e1 n\u011bkter\u00e9 nesporn\u00e9 v\u00fdhody. V prv\u00e9 \u0159ad\u011b je to lep\u0161\u00ed akcelerace ve srovn\u00e1n\u00ed s podobn\u00fdm automobilem se spalovac\u00edm motorem, kter\u00e1 je d\u00e1na vlastnost\u00ed elektromotoru poskytovat to\u010div\u00fd moment ji\u017e od nejni\u017e\u0161\u00edch ot\u00e1\u010dek. D\u00e1le je to jednodu\u0161\u0161\u00ed ovl\u00e1d\u00e1n\u00ed  – odpad\u00e1 spojka a cel\u00fd \u0159adic\u00ed mechanismus, vozidlo lze za b\u011b\u017en\u00fdch podm\u00ednek ovl\u00e1dat jen jedn\u00edm ped\u00e1lem a ped\u00e1l brzdy se vyu\u017eije jen pro zastaven\u00ed nebo intenzivn\u00ed brzd\u011bn\u00ed.  A nejd\u016fle\u017eit\u011bj\u0161\u00ed v\u00fdhodou je, \u017ee p\u0159i j\u00edzd\u011b elektromobil neprodukuje \u017e\u00e1dn\u00e9 emise.<\/p>\n

Elektrifikace vozov\u00e9ho parku znamen\u00e1, \u017ee do vozidla je p\u0159id\u00e1na nov\u00e1 sou\u010d\u00e1st, elektrick\u00e1 akumul\u00e1torov\u00e1 baterie, dnes lithium-iontov\u00e1, nej\u010dast\u011bji s kovovou katodou (obvykle kobalt-nikl-mangan, NMC). Alternativy k n\u00ed se sice jev\u00ed jako mo\u017en\u00e9 a slibn\u00e9 (nap\u0159. baterie lithium-s\u00edra), ale p\u0159inejmen\u0161\u00edm v nejbli\u017e\u0161\u00edch 10 letech jsou nepou\u017eiteln\u00e9 zejm\u00e9na pro n\u00edzkou \u017eivotnost nebo jin\u00e9 probl\u00e9my. Je d\u016fle\u017eit\u00e9 porozum\u011bt souvislostem, jak d\u016fsledk\u016fm v\u00fdroby elekt\u0159iny pro j\u00edzdu vozidla, tak i d\u016fsledk\u016fm v\u00fdroby tohoto p\u0159idan\u00e9ho prvku, tj. bateri\u00ed.<\/p>\n

Bohu\u017eel aktu\u00e1ln\u00ed v\u00fdvoj na poli evropsk\u00e9 legislativy nebere v \u00favahu celkovou uhl\u00edkovou stopu elektromobilu od jeho v\u00fdroby, v\u00fdroby baterie, po zdroj elektrick\u00e9 energie pro jeho pohon a n\u00e1sil\u00edm tla\u010d\u00ed v\u00fdrobce do v\u00fdvoje, v\u00fdroby a prodeje bateriov\u00fdch vozidel. D\u016fsledkem t\u011bchto po\u017eadavk\u016f je nutnost vyr\u00e1b\u011bt a prodat st\u00e1le rostouc\u00ed po\u010det elektrick\u00fdch vozidel, p\u0159edev\u0161\u00edm bateriov\u00fdch elektromobil\u016f a p\u0159\u00edpadn\u011b plug-in hybrid\u016f, kter\u00e9 se je\u0161t\u011b podle platn\u00fdch m\u011b\u0159ic\u00edch metod dostanou pod limit 50 gCO2<\/sub>\/km, kter\u00fd je hranic\u00ed pro tzv. \u010dist\u00e1 vozidla. Je vhodn\u00e9 podotknout, \u017ee v ostatn\u00edch \u010d\u00e1stech sv\u011bta mimo Evropu je tak\u00e9 snaha emise sni\u017eovat, ale ne tak rychle, s ohledem na technick\u00fd v\u00fdvoj a bez tvrd\u00fdch sankc\u00ed.  Nen\u00ed preferov\u00e1na jedin\u00e1 cesta jako v Evrop\u011b, ale je d\u00e1n v\u011bt\u0161\u00ed prostor vz\u00e1jemn\u00e9 konkurenci r\u016fzn\u00fdch \u0159e\u0161en\u00ed. Nap\u0159\u00edklad v Japonsku tzv. Next-generation vehicles (vozidla p\u0159\u00ed\u0161t\u00ed generace) zahrnuj\u00ed hybridy, plug-in hybridy, bateriov\u00e9 elektromobily, \u010dist\u00e9 diesely a CNG vozidla [31].<\/p>\n

Jsou elektromobily skute\u010dn\u011b bezemisn\u00ed? Z hlediska lok\u00e1ln\u00edho, to jest p\u0159i j\u00edzd\u011b, ano. To je jejich z\u00e1sadn\u00ed v\u00fdhoda, zejm\u00e9na v m\u011bstsk\u00e9m prost\u0159ed\u00ed, kde sv\u00fdm provozem nezne\u010di\u0161\u0165uj\u00ed zdravotn\u00edmi \u0161kodlivinami vzduch v ulic\u00edch. Emise oxidu uhli\u010dit\u00e9ho v ulici jsou t\u00e9\u017e nulov\u00e9, co\u017e ze zdravotn\u00edho hlediska nic neznamen\u00e1. Ale z glob\u00e1ln\u00edho pohledu vlivu na klima planety emise, zejm\u00e9na CO2<\/sub>  vznikaj\u00ed jak p\u0159i v\u00fdrob\u011b elektromobil\u016f a p\u0159edev\u0161\u00edm p\u0159i v\u00fdrob\u011b bateri\u00ed, tak i p\u0159i v\u00fdrob\u011b elekt\u0159iny pro jejich provoz. Pokud je v\u00fdroba vzd\u00e1len\u00e1 od obydl\u00ed, zdrav\u00ed \u0161kodliv\u00e9 emise (oxidy dus\u00edku, \u010d\u00e1stice apod.) se ve vzduchu roz\u0159ed\u00ed a nep\u016fsob\u00ed tak bezprost\u0159edn\u011b jako emise produkovan\u00e9 p\u0159\u00edmo v ulic\u00edch. Ale pokud jde o sklen\u00edkov\u00e9 plyny, zejm\u00e9na CO2<\/sub> a jejich vliv na klima a glob\u00e1ln\u00ed oteplov\u00e1n\u00ed, je v podstat\u011b jedno, kde vznikaj\u00ed, zda ve m\u011bst\u011b, ve vzd\u00e1len\u00e9 elektr\u00e1rn\u011b nebo i v jin\u00e9 zemi.<\/p>\n

B\u011b\u017en\u00fd z\u00e1kazn\u00edk od elektromobilu celkem logicky o\u010dek\u00e1v\u00e1 vlastnosti srovnateln\u00e9 s automobilem, tj. dostate\u010dn\u00fd dojezd, rychl\u00e9 nab\u00edjen\u00ed a to v\u0161e za rozumnou cenu. To ov\u0161em vede ke st\u00e1l\u00e9mu zv\u011bt\u0161ov\u00e1n\u00ed bateri\u00ed a zvy\u0161ov\u00e1n\u00ed v\u00fdkonu nab\u00edje\u010dek.  A pr\u00e1v\u011b v tom je z\u00e1kladn\u00ed pot\u00ed\u017e. Oba tyto trendy vedou jak k r\u016fstu ceny elektromobil\u016f i ceny jejich provozu, tak i k r\u016fstu emis\u00ed vytvo\u0159en\u00fdch b\u011bhem v\u00fdroby a provozu t\u011bchto vozidel a p\u016fsob\u00ed tedy opa\u010dn\u011b ne\u017e je z\u00e1kladn\u00ed c\u00edl, kv\u016fli kter\u00e9mu jsou elektromobily zav\u00e1d\u011bny.<\/p>\n

Dojezd<\/h3>\n

Dojezd je jedn\u00edm z nejsledovan\u011bj\u0161\u00edch parametr\u016f elektromobil\u016f a ka\u017ed\u00e9 jeho zv\u00fd\u0161en\u00ed je v m\u00e9di\u00edch v\u00edt\u00e1no s velk\u00fdm nad\u0161en\u00edm. Ale i kdy\u017e se dojezdy zv\u011bt\u0161uj\u00ed tak, jak jsou postupn\u011b vylep\u0161ov\u00e1ny baterie, st\u00e1le jsou n\u00edzk\u00e9 ve srovn\u00e1n\u00ed s klasick\u00fdmi automobily v obdobn\u00e9 cenov\u00e9 hladin\u011b. Nav\u00edc, dojezd kles\u00e1 i v zimn\u00edm obdob\u00ed v z\u00e1vislosti na teplot\u011b a pot\u0159eb\u011b topen\u00ed ve vozidle. Spot\u0159eba topen\u00ed z\u00e1vis\u00ed na \u010dasu j\u00edzdy, nikoliv na ujet\u00e9 vzd\u00e1lenosti a m\u016f\u017ee dojezd v\u00fdrazn\u011b sn\u00ed\u017eit. Re\u00e1ln\u00e9 dojezdy, jak ukazuj\u00ed nez\u00e1visl\u00e1 m\u011b\u0159en\u00ed, nap\u0159. \u010dasopisu What car<\/em> ? (tab. 1) jsou men\u0161\u00ed ne\u017e ty ofici\u00e1ln\u00ed, kter\u00e9 se ur\u010duj\u00ed v laboratorn\u00edch podm\u00ednk\u00e1ch podle p\u0159esn\u011b stanoven\u00e9ho postupu (dnes WLTP). I jin\u00e9 testy ud\u00e1vaj\u00ed podobn\u00e9 v\u00fdsledky.<\/em><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
 Automobil<\/th>\nUd\u00e1van\u00fd dojezd<\/th>\nSkute\u010dn\u00fd dojezd<\/th>\nRozd\u00edl<\/th>\n<\/tr>\n
Tesla Model S 75D<\/td>\n490 km<\/td>\n328,3 km<\/td>\n161,7 km<\/td>\n<\/tr>\n
Hyundai Ioniq Electric<\/td>\n280 km<\/td>\n188,3 km<\/td>\n91,7 km<\/td>\n<\/tr>\n
Renault Zoe R110<\/td>\n316 km<\/td>\n235,0 km<\/td>\n81,0 km<\/td>\n<\/tr>\n
Kia e-Niro<\/td>\n485 km<\/td>\n407,2 km<\/td>\n77,8 km<\/td>\n<\/tr>\n
Hyundai Kona Electric 64 kWh<\/td>\n482 km<\/td>\n416,8 km<\/td>\n65,2 km<\/td>\n<\/tr>\n
Smart ForTwo EQ<\/td>\n160 km<\/td>\n95,0 km<\/td>\n65,0 km<\/td>\n<\/tr>\n
Nissan Leaf<\/td>\n270 km<\/td>\n206,0 km<\/td>\n64,0 km<\/td>\n<\/tr>\n
Smart ForFour EQ<\/td>\n155 km<\/td>\n91,7 km<\/td>\n63,3 km<\/td>\n<\/tr>\n
Jaguar I-Pace<\/td>\n470km<\/td>\n407,2 km<\/td>\n62,8 km<\/td>\n<\/tr>\n
Hyundai Kona Electric 39 kWh<\/td>\n312 km<\/td>\n254,3 km<\/td>\n57,7 km<\/td>\n<\/tr>\n
Volkswagen e-Golf<\/td>\n231 km<\/td>\n188,3 km<\/td>\n42,7 km<\/td>\n<\/tr>\n
BMW i3 94 Ah<\/td>\n235 km<\/td>\n194,7km<\/td>\n40,3 km<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

Tab. 1 Dojezdy elektromobil\u016f podle m\u011b\u0159en\u00ed \u010dasopisu What car? [23], [28] <\/em> na vlastn\u00ed zku\u0161ebn\u00ed dr\u00e1ze kombinuj\u00edc\u00ed r\u016fzn\u00e9 druhy provozu,, za stejn\u00fdch podm\u00ednek pro v\u0161echna vozidla a bez vlivu okoln\u00edho provozu<\/em><\/p>\n

 <\/p>\n

Ale i tyto hodnoty plat\u00ed jen pro relativn\u011b nov\u00e9 baterie. Dojezd kles\u00e1 se st\u00e1\u0159\u00edm baterie (po\u010dtem dobit\u00ed). Z\u00e1ruky dnes poskytovan\u00e9 na baterie (obvykle 8 let nebo 160 000 km) plat\u00ed za p\u0159edpokladu, \u017ee kapacita baterie po tu dobu neklesne pod 70% p\u016fvodn\u00ed hodnoty. Ale pokles kapacity na 70% znamen\u00e1 sn\u00ed\u017een\u00ed dojezdu o 1\/3, proto\u017ee baterii nelze zcela vyb\u00edt a v\u017edy mus\u00ed z\u016fstat ur\u010dit\u00e9 minim\u00e1ln\u00ed procento nabit\u00ed.<\/em><\/p>\n

Velmi v\u00fdrazn\u011b dojezd z\u00e1vis\u00ed na stylu j\u00edzdy \u0159idi\u010de. Baterii nesv\u011bd\u010d\u00ed dynamick\u00fd styl j\u00edzdy (velk\u00e9 odeb\u00edran\u00e9 proudy), sni\u017euje se t\u00edm jej\u00ed \u00fa\u010dinnost i \u017eivotnost. Pomineme-li tento faktor, jedinou z\u00e1sadn\u00ed mo\u017enost\u00ed zvy\u0161ov\u00e1n\u00ed dojezdu je zvy\u0161ov\u00e1n\u00ed kapacity bateri\u00ed. Konstrukce modern\u00edch elektromobil\u016f (jejich platformy) se odli\u0161uje od konstrukce automobil\u016f se spalovac\u00edm motorem. Optim\u00e1ln\u00ed se jev\u00ed um\u00edst\u011bn\u00ed bateri\u00ed v podlaze vozidla. Av\u0161ak zde se ji\u017e nar\u00e1\u017e\u00ed na limit.  Chceme-li od elektromobilu dojezd v \u0159\u00e1du n\u011bkolika stovek kilometr\u016f, pak takov\u00e9 vozidlo (nap\u0159. Tesla, Audi, Mercedes nebo Jaguar, obr. 4) m\u00e1 ji\u017e celou podlahu vypln\u011bnou bateriemi. Takto velk\u00e9 baterie jsou drah\u00e9, pod\u00edl\u00ed se na cen\u011b elektromobilu nejm\u00e9n\u011b jednou t\u0159etinou a cena takov\u00fdchto vozidel p\u0159ekra\u010duje milion korun (tab.8). Pro b\u011b\u017en\u00e9ho spot\u0159ebitele jsou tato vozidla prakticky nedostupn\u00e1. Sou\u010dasn\u011b tyto baterie jsou t\u011b\u017ek\u00e9, v\u00e1\u017e\u00ed n\u011bkolik set kg (tab. 3) a p\u0159edstavuj\u00ed mrtvou v\u00e1hu, kterou elektromobil mus\u00ed st\u00e1le vozit sebou bez ohledu na to, jak jsou nabit\u00e9.
\n <\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"454\" height=\"219\"><\/p>\n

Obr. 4  Platforma Jaguar I-Pace<\/em>
\n <\/p>\n

Baterie<\/h3>\n

Trak\u010dn\u00ed baterie elektrick\u00e9ho vozidla se skl\u00e1d\u00e1 z mnoha bateriov\u00fdch \u010dl\u00e1nk\u016f, chladic\u00edho a vyh\u0159\u00edvac\u00edho syst\u00e9mu, \u0159\u00edd\u00edc\u00ed elektroniky, nosn\u00e9 struktury a pl\u00e1\u0161t\u011b. Podstatn\u00e1 \u010d\u00e1st emis\u00ed CO2<\/sub> vznik\u00e1 ji\u017e p\u0159i jej\u00ed v\u00fdrob\u011b. Na toto t\u00e9ma byla zpracov\u00e1na \u0159ada studi\u00ed, kter\u00e9 v\u0161ak nejsou b\u011b\u017en\u011b zn\u00e1my a kter\u00e9 se sna\u017e\u00ed postihnout emise CO2<\/sub> a dal\u0161\u00edch sklen\u00edkov\u00fdch plyn\u016f b\u011bhem r\u016fzn\u00fdch f\u00e1z\u00ed v\u00fdroby baterie od t\u011b\u017eby surovin p\u0159es rafinaci materi\u00e1lu, v\u00fdrobu elektrod, kompletaci bateriov\u00fdch \u010dl\u00e1nk\u016f a\u017e po fin\u00e1ln\u00ed mont\u00e1\u017e baterie v\u010detn\u011b jej\u00edho chladic\u00edho syst\u00e9mu, \u0159\u00edd\u00edc\u00ed a kontroln\u00ed elektroniky a obalu. Baterie je pom\u011brn\u011b slo\u017eit\u00e9 za\u0159\u00edzen\u00ed obsahuj\u00edc\u00ed \u0159adu vz\u00e1cn\u00fdch prvk\u016f jako lithium, kobalt, prvky vz\u00e1cn\u00fdch zemin (samarium, neodym atp.), nikl a d\u00e1le m\u011b\u010f, mangan, hlin\u00edk, ocel, gumu, plasty a dal\u0161\u00ed komponenty.<\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"317\" height=\"196\"><\/p>\n

Obr. 5 Baterie elektromobilu.<\/em><\/p>\n

 <\/p>\n

V\u00fdsledky jednotliv\u00fdch studi\u00ed (Dai [16], Majeau-Bettez [17], Dunn [18],[19],[25], Kim [20], Ellingsen [26] a dal\u0161\u00edch) vykazuj\u00ed zna\u010dn\u00fd rozptyl hodnot v z\u00e1vislosti na tom, kter\u00fdch f\u00e1z\u00ed v\u00fdroby se t\u00fdkaj\u00ed, jakou technologii v\u00fdroby popisuj\u00ed a kde se v\u00fdroba uskute\u010d\u0148uje.  <\/p>\n

Jednot\u00edc\u00edm prvkem, podle kter\u00e9ho lze posuzovat n\u00e1ro\u010dnost jednotliv\u00fdch f\u00e1z\u00ed v\u00fdroby je spot\u0159ebovan\u00e1 energie. Emise CO2 <\/sub> jsou pak z\u00e1visl\u00e9 na energetick\u00e9m mixu (tj. z jak\u00fdch zdroj\u016f energie poch\u00e1z\u00ed), kter\u00fd je u ka\u017ed\u00e9 studie jin\u00fd. Ale i pokud jde o pou\u017eitou energii k v\u00fdrob\u011b, je pot\u0159eba rozli\u0161ovat zda se jedn\u00e1 o elektrickou energii nebo o teplo, p\u0159i\u010dem\u017e pom\u011br elekt\u0159iny a tepla se se v r\u016fzn\u00fdch studi\u00edch li\u0161\u00ed. Ellingsen a IVL [22] p\u0159edpokl\u00e1daj\u00ed, \u017ee v\u011bt\u0161ina spot\u0159ebovan\u00e9 energie je elekt\u0159ina, Majeau\u2013Bettez ud\u00e1v\u00e1  75% elekt\u0159iny, jin\u00e9 studie m\u00e9n\u011b a\u017e do cca 40% (Dai, obr.6),  n\u011bkdy se ud\u00e1v\u00e1 jen  sou\u010det elekt\u0159iny a tepla. Spot\u0159ebovanou elekt\u0159inu lze p\u0159epo\u010d\u00edst na mno\u017estv\u00ed vyprodukovan\u00e9ho CO2<\/sub> (kap. Emise). U tepeln\u00e9 energie je to obt\u00ed\u017en\u00e9, nebo\u0165 neb\u00fdv\u00e1 ud\u00e1no, z \u010deho tato energie poch\u00e1z\u00ed, a proto se tato \u010d\u00e1st energie p\u0159i v\u00fdpo\u010dtu emis\u00ed \u010dasto nespr\u00e1vn\u011b zanedb\u00e1v\u00e1.<\/p>\n

Krom\u011b jednotliv\u00fdch studi\u00ed existuj\u00ed tak\u00e9 p\u0159ehledy, kter\u00e9 se sna\u017e\u00ed r\u016fzn\u00e9 studie mezi sebou porovn\u00e1vat a hledat nejpravd\u011bpodobn\u011bj\u0161\u00ed hodnoty. Mezi tyto p\u0159ehledy pat\u0159\u00ed studie IVL (IVL Swedish Environmental Research Institute) [22], dokument Global EV Outlook 2019 od IEA [4] a pr\u00e1ce na \u010cVUT [54]. Zji\u0161t\u011bn\u00e9 hodnoty spot\u0159ebovan\u00e9 energie pro v\u00fdrobu bateri\u00ed jsou uv\u00e1d\u011bny v pom\u011brn\u00fdch hodnot\u00e1ch MJ\/kWh, tj. kolik energie p\u0159ipad\u00e1 na 1 kWh kapacity baterie. Pro konkr\u00e9tn\u00ed baterii je pak nutn\u00e9 tyto hodnoty vyn\u00e1sobit jej\u00ed kapacitou.<\/p>\n

 <\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
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\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"514\" height=\"396\"><\/p>\n

Obr. 6 Tok energie p\u0159i v\u00fdrob\u011b bateriov\u00fdch \u010dl\u00e1nk\u016f <\/em>[16]<\/em>
\n <\/p>\n

Studie IVL <\/em>[22<\/em>] z roku 2017 analyzuje v\u011bt\u0161\u00ed mno\u017estv\u00ed p\u0159edchoz\u00edch studi\u00ed, za relevantn\u00ed v\u0161ak pova\u017euje pouze n\u011bkolik z nich, kter\u00e9 vych\u00e1zej\u00ed z vlastn\u00edch dat a jejich postup je transparentn\u00ed. Studie nejsou zcela srovnateln\u00e9, n\u011bkter\u00e9 se zab\u00fdvaj\u00ed jen v\u00fdrobou \u010dl\u00e1nk\u016f (Ellingsen, Majeau-Bettez), studie  Dunn jen v\u00fdrobou elektrod. Z hlediska spot\u0159ebovan\u00e9 energie je d\u016fle\u017eit\u00fd p\u0159\u00edstup autor\u016f jednotliv\u00fdch studi\u00ed. Tzv. p\u0159\u00edstup zdola nahoru (Bottom-up) pou\u017e\u00edv\u00e1 data spot\u0159eby energie z jednotliv\u00fdch f\u00e1z\u00ed v\u00fdroby hotov\u00e9ho v\u00fdrobku. P\u0159i metod\u011b shora dol\u016f (Top-down) jsou data v\u00edce komplexn\u00ed, nebo\u0165 zahrnuj\u00ed i spot\u0159eby v\u0161ech pomocn\u00fdch v\u00fdrobn\u00edch proces\u016f. Jak je z\u0159ejm\u00e9 z tabulky 2, je rozd\u00edl mezi ob\u011bma postupy podstatn\u00fd. Auto\u0159i studie IVL doch\u00e1zej\u00ed k z\u00e1v\u011bru, \u017ee spot\u0159ebovan\u00e1 energie se pohybuje nejpravd\u011bpodobn\u011bji mezi 350 a\u017e 650 MJ na kWh kapacity baterie, p\u0159i\u010dem\u017e s rostouc\u00ed velikost\u00ed baterie roste p\u0159ibli\u017en\u011b line\u00e1rn\u011b. Nejv\u011bt\u0161\u00ed pod\u00edl m\u00e1 t\u011b\u017eba a rafinace surovin a zejm\u00e9na v\u00fdroba elektrod a elektrolytu, mont\u00e1\u017e cel\u00e9 baterie z \u010dl\u00e1nk\u016f m\u00e1 jen men\u0161\u00ed pod\u00edl.<\/p>\n\n\n\n\n\n\n\n\n
Studie<\/th>\nSpot\u0159eba energie pro v\u00fdrobu<\/p>\n

[MJ\/kWh]<\/th>\n

P\u0159\u00edstup<\/th>\n<\/tr>\n
(Ellingsen, et al., 2014)<\/td>\n586<\/td>\nTop-down<\/td>\n<\/tr>\n
(Notter, et al., 2010)<\/td>\n3.1<\/td>\nBottom-up<\/td>\n<\/tr>\n
(Zackrisson, et al., 2010)<\/td>\n451<\/td>\nTop-down<\/td>\n<\/tr>\n
(Ma jeau-Bettez, et al., 2011)<\/td>\n371-473<\/td>\nTop-down<\/td>\n<\/tr>\n
(Dunn, et al., 2012)<\/td>\n10.7<\/td>\nBottom-up<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

Tab.2 Spot\u0159eba energie pro v\u00fdrobu bateri\u00ed [22]<\/em><\/p>\n

 <\/p>\n

Grafick\u00e9 porovn\u00e1n\u00ed r\u016fzn\u00fdch studi\u00ed se rovn\u011b\u017e nalezne v materi\u00e1lu IEA (International Energy Agency) Global EV Outlook 2019 [4]. Z grafu je vid\u011bt, \u017ee americk\u00e9 studie, kter\u00e9 vych\u00e1zej\u00edc\u00ed p\u0159ev\u00e1\u017en\u011b z modelu GREET [24] d\u00e1vaj\u00ed ni\u017e\u0161\u00ed hodnoty spot\u0159ebovan\u00e9 energie ne\u017e evropsk\u00e9 studie i ne\u017e studie Kim vych\u00e1zej\u00edc\u00ed z konkr\u00e9tn\u00ed baterie americk\u00e9ho vozu Ford Focus [20]. Model GREET je vyvinut\u00fd N\u00e1rodn\u00ed laborato\u0159\u00ed Argonne spadaj\u00edc\u00ed pod Ministerstvo energetiky Spojen\u00fdch st\u00e1t\u016f americk\u00fdch a u\u017eivatel si v n\u011bm m\u016f\u017ee volit vlastn\u00ed vstupn\u00ed parametry na z\u00e1klad\u011b datab\u00e1ze vych\u00e1zej\u00edc\u00ed z americk\u00fdch pom\u011br\u016f. Av\u0161ak jak je uk\u00e1z\u00e1no v [54], ani takto seri\u00f3zn\u00ed zdroj se nevyhnul chyb\u00e1m, u n\u011bkter\u00fdch studi\u00ed se hodnoty spot\u0159eby energie t\u00fdkaj\u00ed pouze v\u00fdroby bateriov\u00fdch \u010dl\u00e1nk\u016f a hodnota u studie Dunn je nespr\u00e1vn\u00e1.<\/p>\n

 <\/p>\n

\"<div\n

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\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
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\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"514\" height=\"242\"><\/p>\n

Obr. 7  Spot\u0159ebovan\u00e1 energie a emise sklen\u00edkov\u00fdch plyn\u016f  p\u0159i v\u00fdrob\u011b NMC bateri\u00ed<\/em> a hustota energie v bateri\u00edch podle jednotliv\u00fdch studi\u00ed[4].  <\/em>Sv\u011btlej\u0161\u00ed odst\u00edny barev ukazuj\u00ed rozptyl hodnot  <\/em>
\n <\/p>\n

Bakal\u00e1\u0159sk\u00e1 pr\u00e1ce na \u010cVUT (2020) [54] <\/em>detailn\u011b porovn\u00e1v\u00e1 8 studi\u00ed z pohledu vstupn\u00edch dat, okolnost\u00ed z\u00edsk\u00e1n\u00ed v\u00fdsledk\u016f, pou\u017eit\u00e9ho energetick\u00e9ho mixu, vypo\u010dten\u00fdch v\u00fdsledk\u016f a porovn\u00e1n\u00ed s jin\u00fdmi studiemi. N\u011bkter\u00e9 studie ozna\u010den\u00e9 na obr. 8 hv\u011bzdi\u010dkou uv\u00e1d\u011bj\u00ed spot\u0159ebu prim\u00e1rn\u00ed energie. Spot\u0159eba elektrick\u00e9 energie je z n\u00ed vypo\u010dtena s p\u0159edpokl\u00e1danou \u00fa\u010dinnost\u00ed v\u00fdroby 35%. V\u00fdsledky spot\u0159ebovan\u00e9 elektrick\u00e9 energie pro nejpou\u017e\u00edvan\u011bj\u0161\u00ed technologii slo\u017een\u00ed elektrod NMC jsou shrnuty v grafu (obr. 8). \u00dadaje GREET a Dai vych\u00e1zej\u00ed ze stejn\u00e9ho z\u00e1kladu (N\u00e1r. lab. Argonne) a p\u0159edstavuj\u00ed v podstat\u011b jeden v\u00fdsledek.<\/p>\n

\"album\/Album_Model_Album\/1388\/image10new.png\"<\/p>\n

Obr. 8: Pom\u011brn\u00e1 spot\u0159eba elektrick\u00e9 energie na v\u00fdrobu Li-ion NMC baterie <\/em>[54]. Sv\u011btlej\u0161\u00ed odst\u00edny barev ukazuj\u00ed rozptyl hodnot<\/em><\/p>\n

 <\/p>\n

V\u00fdsledky jednotliv\u00fdch studi\u00ed jsou \u010d\u00e1ste\u010dn\u011b ovlivn\u011bny uva\u017eovanou hustotou energie v baterii. S v\u011bt\u0161\u00ed hustotou energie obecn\u011b kles\u00e1 energetick\u00e1 n\u00e1ro\u010dnost v\u00fdroby. Hustota energie  se u sou\u010dasn\u00fdch bateri\u00ed  pohybuje v rozmez\u00ed 0,10 a\u017e 0,16 kWh\/kg (tab.3), i kdy\u017e m\u016f\u017ee b\u00fdt ovlivn\u011bna t\u00edm, co se do hmotnosti baterie zapo\u010d\u00edt\u00e1 (zejm\u00e9na chladic\u00ed syst\u00e9m). Trendem je zvy\u0161ov\u00e1n\u00ed hustoty energie, nap\u0159. p\u016fvodn\u00ed baterie BMW i3 m\u011bla kapacitu 22 kWh a hustotu energie 0,115 kWh\/kg, pozd\u011bj\u0161\u00ed verze m\u011bla kapacitu 33 kWh a hustotu 0,130 kWh\/kg a nejnov\u011bj\u0161\u00ed m\u00e1 kapacitu 42,2 kWh a hustotu 0,152 kWh\/kg [27]. S rostouc\u00ed kapacitou, vyu\u017e\u00edvaj\u00edc\u00ed vy\u0161\u0161\u00ed hustotu, ov\u0161em roste i v\u00e1ha baterie, v tomto p\u0159\u00edpad\u011b z 230 kg na 278 kg.<\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
 <\/th>\nN\u00e1zev vozu:<\/th>\nrok:<\/th>\nv\u00e1ha celkov\u00e1:<\/th>\nv\u00e1ha baterie:<\/th>\nkapacita baterie:<\/th>\nm\u011brn\u00e1 hustota:<\/th>\ntechnologie:<\/th>\nv\u00fdrobce:<\/th>\n<\/tr>\n
1.<\/td>\nRenault Twingo ZE<\/td>\n2020<\/td>\n1112<\/td>\n165<\/td>\n22<\/td>\n0,133<\/td>\nNCM712<\/td>\nLG Chem<\/td>\n<\/tr>\n
2.<\/td>\nSmart EQ fortwo<\/td>\n2019<\/td>\n1085<\/td>\n178<\/td>\n17,6<\/td>\n0,099<\/td>\n <\/td>\nDeutsche Accumotive<\/td>\n<\/tr>\n
3.<\/td>\nMini Cooper SE<\/td>\n2020<\/td>\n1365<\/td>\n200<\/td>\n32,6<\/td>\n0,163<\/td>\n <\/td>\nCATL<\/td>\n<\/tr>\n
4.<\/td>\nVW e-up<\/td>\n2020<\/td>\n1229<\/td>\n248<\/td>\n36,8<\/td>\n0,148<\/td>\nNCM622<\/td>\nLG Chem<\/td>\n<\/tr>\n
5.<\/td>\nBMW i3<\/td>\n2019<\/td>\n1290<\/td>\n278<\/td>\n42,2<\/td>\n0,152<\/td>\nNCM622<\/td>\nSamsung SDI<\/td>\n<\/tr>\n
6.<\/td>\nNissan Leaf S<\/td>\n2018<\/td>\n1557<\/td>\n303<\/td>\n40<\/td>\n0,132<\/td>\nNCM523<\/td>\nEnvision AESC<\/td>\n<\/tr>\n
7.<\/td>\nKia e-Niro<\/td>\n2019<\/td>\n1667<\/td>\n315<\/td>\n39,2<\/td>\n0,124<\/td>\n <\/td>\nSK Innovation<\/td>\n<\/tr>\n
8.<\/td>\nRenault ZOE ZE 50<\/td>\n2020<\/td>\n1577<\/td>\n326<\/td>\n54,66<\/td>\n0,168<\/td>\nNCM712<\/td>\nLG Chem<\/td>\n<\/tr>\n
9.<\/td>\nVW e-Golf<\/td>\n2017<\/td>\n1615<\/td>\n349<\/td>\n35,8<\/td>\n0,103<\/td>\nNCM111<\/td>\nSamsung SDI<\/td>\n<\/tr>\n
10.<\/td>\nPeugeot e-208<\/td>\n2019<\/td>\n1500<\/td>\n356<\/td>\n50<\/td>\n0,140<\/td>\nNCM523<\/td>\nCATL<\/td>\n<\/tr>\n
11.<\/td>\nHyundai IONIQ Electric<\/td>\n2020<\/td>\n1527<\/td>\n363<\/td>\n40,4<\/td>\n0,111<\/td>\nNCM622<\/td>\nLG Chem<\/td>\n<\/tr>\n
12.<\/td>\nNissan Leaf S Plus<\/td>\n2019<\/td>\n1715<\/td>\n410<\/td>\n62<\/td>\n0,151<\/td>\nNCM524<\/td>\nEnvision AESC<\/td>\n<\/tr>\n
13.<\/td>\nKia e-Niro 4<\/td>\n2020<\/td>\n1812<\/td>\n457<\/td>\n67,5<\/td>\n0,148<\/td>\nNCM622<\/td>\nSK Innovation<\/td>\n<\/tr>\n
14.<\/td>\nKia e-Soul<\/td>\n2020<\/td>\n1682<\/td>\n457<\/td>\n67,5<\/td>\n0,148<\/td>\nNCM622<\/td>\nSK Innovation<\/td>\n<\/tr>\n
15.<\/td>\nTesla Model 3 (long range)<\/td>\n2017<\/td>\n1753<\/td>\n478<\/td>\n80,5<\/td>\n0,168<\/td>\nNCA<\/td>\nPanasonic<\/td>\n<\/tr>\n
16.<\/td>\nPorsche Taycan 4S<\/td>\n2020<\/td>\n2140<\/td>\n554<\/td>\n79,2<\/td>\n0,143<\/td>\n <\/td>\nLG Chem<\/td>\n<\/tr>\n
17.<\/td>\nAudi e-tron 50 quattro<\/td>\n2020<\/td>\n2565<\/td>\n580<\/td>\n71<\/td>\n0,122<\/td>\n <\/td>\nLG Chem<\/td>\n<\/tr>\n
18.<\/td>\nJaguar I-PACE<\/td>\n2019<\/td>\n2140<\/td>\n603<\/td>\n90<\/td>\n0,149<\/td>\nNCM622<\/td>\nLG Chem<\/td>\n<\/tr>\n
19.<\/td>\nPorsche Taycan Turbo S<\/td>\n2020<\/td>\n2295<\/td>\n630<\/td>\n93,4<\/td>\n0,148<\/td>\nNCM622<\/td>\nLG Chem<\/td>\n<\/tr>\n
20.<\/td>\nTesla Model S (long range)<\/td>\n2016<\/td>\n2241<\/td>\n630<\/td>\n102,4<\/td>\n0,163<\/td>\nNCA<\/td>\nPanasonic<\/td>\n<\/tr>\n
21.<\/td>\nTesla Model X (long range)<\/td>\n2016<\/td>\n2554<\/td>\n630<\/td>\n102,4<\/td>\n0,163<\/td>\nNCA<\/td>\nPanasonic<\/td>\n<\/tr>\n
22.<\/td>\nMercedes-Benz EQC 400 4Matic<\/td>\n2020<\/td>\n2495<\/td>\n652<\/td>\n85<\/td>\n0,130<\/td>\nNCM622<\/td>\nLG\/SK<\/td>\n<\/tr>\n
23.<\/td>\nAudi e-tron 55 quattro<\/td>\n2019<\/td>\n2490<\/td>\n700<\/td>\n95<\/td>\n0,136<\/td>\nNCM622<\/td>\nLG Chem<\/td>\n<\/tr>\n
 <\/th>\n <\/th>\n <\/th>\n[kg]<\/th>\n[kg]<\/th>\n[kWh]<\/th>\n[kWh\/kg]<\/th>\n <\/th>\n <\/th>\n<\/tr>\n<\/tbody>\n<\/table>\n

Tab. 3 Parametry bateri\u00ed [54]<\/em>
\n <\/p>\n

S ur\u010ditou m\u00edrou optimismu  a s ohledem na pokra\u010duj\u00edc\u00ed v\u00fdvoj technologi\u00ed a zvy\u0161ov\u00e1n\u00ed s\u00e9riovosti v\u00fdroby lze p\u0159edpokl\u00e1dat, \u017ee spot\u0159eba elektrick\u00e9 energie pro v\u00fdrobu bateriov\u00fdch \u010dl\u00e1nk\u016f a kompletaci bateri\u00ed se bude v n\u00e1sleduj\u00edc\u00edch letech pohybovat v rozmez\u00ed 300 a\u017e 500 MJ\/kWh, tj. p\u0159ibli\u017en\u011b 85 a\u017e 140 kWh\/kWh kapacity baterie. Nezn\u00e1mou p\u0159i tom z\u016fst\u00e1v\u00e1 spot\u0159eba tepeln\u00e9 energie a jej\u00ed zdroj, co\u017e m\u016f\u017ee celkovou spot\u0159ebu energie v\u00fdznamn\u011b zvy\u0161ovat.<\/em><\/p>\n

 <\/p>\n

V\u00fdrazn\u00fdm sou\u010dasn\u00fdm trendem u elektromobil\u016f je zvy\u0161ov\u00e1n\u00ed kapacity bateri\u00ed ve snaze dos\u00e1hnout vy\u0161\u0161\u00edho dojezdu. Z pohledu energie pro v\u00fdrobu baterie a z toho vypl\u00fdvaj\u00edc\u00edch emis\u00ed se bateriov\u00fd elektromobil jev\u00ed velmi nev\u00fdhodn\u00fd ve srovn\u00e1n\u00ed s jin\u00fdmi druhy elektrifikovan\u00fdch vozidel (hybridy). Pro srovn\u00e1n\u00ed (tab. 4):<\/p>\n\n\n\n\n\n\n\n
Druh pohonu<\/th>\n Obvykl\u00e1 kapacita baterie<\/th>\nEnergie pro v\u00fdrobu baterie<\/th>\n<\/tr>\n
mild hybrid<\/td>\n0,5 kWh<\/td>\n150 \u2013 250 MJ      ~      40   \u2013   70 kWh<\/td>\n<\/tr>\n
full hybrid<\/td>\n1,5 kWh<\/td>\n450 \u2013 750 MJ      ~    125   \u2013   210 kWh<\/td>\n<\/tr>\n
plug-in hybrid<\/td>\n10 \u2013 15 kWh<\/td>\n3 000  \u2013  7 500 MJ     ~     830  \u2013   2 080 kWh<\/td>\n<\/tr>\n
bateriov\u00fd elektromobil<\/td>\n30 \u2013 100 kWh<\/td>\n9 000  \u2013  50 000 MJ    ~   2 500  \u2013  13 900 kWh<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

Tab. 4 Energie pro v\u00fdrobu baterie<\/em><\/p>\n

Dob\u00edjen\u00ed<\/h3>\n

P\u0159irozenou snahou ka\u017ed\u00e9ho u\u017eivatele je dob\u00edt baterie co nejrychleji. Ale \u010das dob\u00edjen\u00ed srovnateln\u00fd s \u010dasem tankov\u00e1n\u00ed benzinu \u010di nafty nelze dos\u00e1hnout. M\u00e1lokdo si toti\u017e uv\u011bdomuje, \u017ee hadic\u00ed, kterou tankujeme palivo do n\u00e1dr\u017ee, te\u010de v\u00fdkon v megawattech.<\/p>\n\n\n\n\n
Energie obsa\u017een\u00e1 v 1 l benzinu je p\u0159ibli\u017en\u011b (z\u00e1vis\u00ed na slo\u017een\u00ed, zejm\u00e9na na obsahu bioslo\u017eky) 32 MJ\/l  [38]. V naft\u011b je energie v\u00edce, nebo\u0165 m\u00e1 vy\u0161\u0161\u00ed hustotu a p\u0159\u00eddavek metylesteru rostlinn\u00e9ho oleje nesni\u017euje v\u00fdh\u0159evnost tak jako etanol v benzinu.<\/td>\n<\/tr>\n
Natankujeme-li 50 l benzinu za 5 min (= 300 sekund),  je v\u00fdkon  50 x 32\/300 = 5,3 MW<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

Tab.5 Tok energie p\u0159i tankov\u00e1n\u00ed benzinu<\/em>
\n 
\nT\u011b\u017eko si lze p\u0159edstavit dob\u00edjec\u00ed kabel, kter\u00fdm by tekl elektrick\u00fd v\u00fdkon v megawattech. Nav\u00edc, k dosa\u017een\u00ed takov\u00e9ho v\u00fdkonu by byl p\u0159i dan\u00e9m nap\u011bt\u00ed baterie pot\u0159eba proud v \u0159\u00e1du tis\u00edc\u016f amp\u00e9r. A jak zn\u00e1mo, ztr\u00e1ty rostou s druhou mocninou proudu:<\/p>\n

Pztr\u00e1ty<\/sub> = R \u00b7 I2<\/sup><\/strong><\/p>\n

Kl\u00ed\u010dovou ot\u00e1zkou je chlazen\u00ed bateri\u00ed, resp. jejich udr\u017eov\u00e1n\u00ed na optim\u00e1ln\u00ed teplot\u011b. V\u00fdkon, kter\u00fd je schopna baterie ukl\u00e1dat p\u0159i nab\u00edjen\u00ed nebo vyd\u00e1vat p\u0159i j\u00edzd\u011b (a tedy v\u00fdkon kter\u00fd se dostane na kola elektromobilu) v\u00fdrazn\u011b z\u00e1vis\u00ed na jej\u00ed teplot\u011b. Optim\u00e1ln\u00ed teplota je v pom\u011brn\u011b \u00fazk\u00e9m p\u00e1smu, cca 20 a\u017e 40\u00b0C, p\u0159i vy\u0161\u0161\u00ed a zejm\u00e9na p\u0159i ni\u017e\u0161\u00ed teplot\u011b v\u00fdkon baterie v\u00fdrazn\u011b kles\u00e1 [55]. Nav\u00edc se p\u0159i teplot\u00e1ch nad 50\u00b0C baterie rychleji opot\u0159ebov\u00e1v\u00e1. U levn\u011bj\u0161\u00edch elektromobil\u016f, kde nen\u00ed pou\u017eito intenzivn\u00ed chlazen\u00ed baterie (nap\u0159. baterie se chlad\u00ed pouze vzduchem) b\u00fdv\u00e1 v\u00fdkon nab\u00edjen\u00ed v\u00fdrazn\u011bji omezen. A u dob\u00edjen\u00ed st\u0159\u00eddav\u00fdm proudem, tj. ze z\u00e1suvky nebo wallboxu je v\u00fdkon omezen nab\u00edje\u010dkou ve vozidle na n\u011bkolik kW a nelze jej v\u00fdrazn\u011b zv\u00fd\u0161it pr\u00e1v\u011b kv\u016fli tomu, aby se baterie nep\u0159eh\u0159\u00e1la ani po dlouh\u00e9 dob\u011b nab\u00edjen\u00ed.<\/p>\n

ADAC zkoumal, jak\u00fd je rozd\u00edl mezi spot\u0159ebou r\u016fzn\u00fdch elektromobil\u016f ud\u00e1vanou palubn\u00edm po\u010d\u00edta\u010dem vozidla, tj. spot\u0159ebou p\u0159i j\u00edzd\u011b a skute\u010dnou spot\u0159ebou v\u010detn\u011b ztr\u00e1t p\u0159i nab\u00edjen\u00ed [41], [42], t.j. na vstupu do nab\u00edje\u010dky (obr. 9). Vozidla byla podrobena standardn\u00edmu Ecotestu ADAC a pot\u00e9 dobita na 22 kW wallboxu, ka\u017ed\u00e9 vozidlo bylo tedy dob\u00edjeno n\u00edzk\u00fdm v\u00fdkonem jeho vestav\u011bn\u00e9 nab\u00edje\u010dky. Sou\u010dasn\u011b byla m\u011b\u0159ena skute\u010dn\u00e1 spot\u0159eba v nab\u00edjec\u00ed stanici, tj. v\u010detn\u011b ztr\u00e1t nab\u00edjen\u00edm. Ke ztr\u00e1t\u00e1m p\u0159i nab\u00edjen\u00ed doch\u00e1z\u00ed jak v p\u0159ed\u0159azen\u00e9 elektrick\u00e9 instalaci, nab\u00edje\u010dce a v nab\u00edjec\u00edm kabelu, tak i v palubn\u00ed instalaci vozidla i v baterii pohonu a tyto ztr\u00e1ty se m\u011bn\u00ed na teplo. Rozd\u00edl mezi skute\u010dnou spot\u0159ebou a spot\u0159ebou ud\u00e1vanou palubn\u00edm po\u010d\u00edta\u010dem \u010din\u00ed 10 a\u017e 25% (obr.9).
\n\u0158idi\u010d mus\u00ed zaplatit nejen energii, kter\u00e1 se ulo\u017e\u00ed do baterie, ale i ztr\u00e1tov\u00e9 teplo, kter\u00e9 se bez u\u017eitku vyfouk\u00e1 do okol\u00ed. Je to podobn\u00e9, jako kdybychom tankovali benzin d\u011bravou hadic\u00ed a \u010d\u00e1st benzinu m\u00edsto do n\u00e1dr\u017ee vytekla na zem.<\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"525\" height=\"344\"><\/p>\n

Obr. 9 Ztr\u00e1ty p\u0159i nab\u00edjen\u00ed<\/em><\/p>\n

Ztr\u00e1ty na obr.9 plat\u00ed p\u0159i pomal\u00e9m dob\u00edjen\u00ed n\u00edzk\u00fdm v\u00fdkonem. Pokud ov\u0161em nab\u00edj\u00edme na rychlonab\u00edje\u010dce, budou ztr\u00e1ty podstatn\u011b v\u011bt\u0161\u00ed  a to jak ve vlastn\u00ed nab\u00edje\u010dce (co\u017e se ostatn\u011b odr\u00e1\u017e\u00ed na cen\u00e1ch u nab\u00edje\u010dek, zahrnuj\u00edc\u00edch i odpisy n\u00e1kladn\u00e9ho elektrick\u00e9ho vybaven\u00ed), tak na cest\u011b od elektrom\u011bru nab\u00edje\u010dky do baterie (co\u017e u\u017e zaplat\u00ed \u0159idi\u010d). Sou\u010dasn\u00e9 b\u011b\u017en\u00e9 rychlonab\u00edje\u010dky dob\u00edjej\u00ed stejnosm\u011brn\u00fdm proudem a maj\u00ed v\u00fdkon 50 kW, proti vestav\u011bn\u00e9 nab\u00edje\u010dce pro nab\u00edjen\u00ed st\u0159\u00eddav\u00fdm proudem 5 a\u017e 10kr\u00e1t v\u00edce. Nejv\u00fdkonn\u011bj\u0161\u00ed nab\u00edje\u010dky (Tesla) maj\u00ed v\u00fdkon 350 kW.  S rostouc\u00edm v\u00fdkonem \u00fam\u011brn\u011b roste i proud a podle v\u00fd\u0161e uveden\u00e9ho vztahu by ztr\u00e1ty musely b\u00fdt mnohon\u00e1sobn\u011b v\u011bt\u0161\u00ed. \u010c\u00e1ste\u010dnou pomoc\u00ed m\u016f\u017ee b\u00fdt zv\u00fd\u0161en\u00ed nap\u011bt\u00ed (nap\u0159. Porsche Taycan m\u00e1 800 V), \u010d\u00edm\u017e klesne proud zhruba na polovinu, ale zase vzrostou n\u00e1roky na izolaci vodi\u010d\u016f, v\u00fdrazn\u011b vzroste i cena polovodi\u010dov\u00fdch prvk\u016f v \u0159\u00edd\u00edc\u00edch obvodech a na v\u00e1ze ani cen\u011b se neu\u0161et\u0159\u00ed.  Situace se ztr\u00e1tami ve skute\u010dnosti nen\u00ed tak dramatick\u00e1, proto\u017ee maxim\u00e1ln\u00ed v\u00fdkon nab\u00edje\u010dky lze vyu\u017e\u00edt jen pro omezenou dobu a tak, jak se baterie vlivem ztr\u00e1t oh\u0159\u00edv\u00e1 a se stavem nabit\u00ed roste jej\u00ed vnit\u0159n\u00ed odpor, v\u00fdkon nab\u00edje\u010dky mus\u00ed b\u00fdt b\u011bhem dob\u00edjen\u00ed sni\u017eov\u00e1n (obr. 10). To ov\u0161em prodlu\u017euje nab\u00edjen\u00ed. Teplota baterie nesm\u00ed p\u0159ekro\u010dit ur\u010ditou hodnotu, nap\u0159. 50 a\u017e 80\u00b0C, jinak hroz\u00ed jej\u00ed po\u0161kozen\u00ed a v ka\u017ed\u00e9m p\u0159\u00edpad\u011b expozice vy\u0161\u0161\u00ed teplot\u011b sni\u017euje \u017eivotnost baterie, tedy p\u016fsob\u00ed pokles kapacity p\u0159i stejn\u00e9m po\u010dtu nabit\u00ed. M\u00edra tohoto sni\u017eov\u00e1n\u00ed v\u00fdkonu z\u00e1vis\u00ed na konstrukci baterie a \u00fa\u010dinnosti jej\u00edho chlazen\u00ed, nap\u0159. napojen\u00edm baterie na okruh klimatizace vozidla (ale i pohon klimatizace spot\u0159ebov\u00e1v\u00e1 ur\u010ditou energii a zvy\u0161uje ztr\u00e1ty).  V ka\u017ed\u00e9m p\u0159\u00edpad\u011b jsou ztr\u00e1ty p\u0159i rychl\u00e9m dob\u00edjen\u00ed v\u00fdrazn\u011b v\u011bt\u0161\u00ed ne\u017e p\u0159i pomal\u00e9m dob\u00edjen\u00ed.<\/p>\n

\"album\/Album_Model_Album\/1388\/image13.png\"<\/p>\n

Obr.10 Nab\u00edjec\u00ed k\u0159ivky [39], [40]<\/em><\/p>\n

Rychlost dob\u00edjen\u00ed tedy s rostouc\u00edm stavem nabit\u00ed baterie kles\u00e1, a proto nelze \u010das dob\u00edjen\u00ed po\u010d\u00edtat z pom\u011bru kapacity baterie a v\u00fdkonu rychlonab\u00edje\u010dky (resp. dovolen\u00e9ho v\u00fdkonu baterie), jak je \u010dasto myln\u011b uv\u00e1d\u011bno v popul\u00e1rn\u00edch \u010dl\u00e1nc\u00edch. Z t\u00e9ho\u017e d\u016fvodu rychlonab\u00edje\u010dky kon\u010d\u00ed nab\u00edjen\u00ed zpravidla na 80% stavu nabit\u00ed baterie, nebo\u0165 pak je ji\u017e pou\u017eiteln\u00fd v\u00fdkon velmi mal\u00fd. V\u00fdrobci se \u010dasto uchyluj\u00ed ke triku, \u017ee ud\u00e1vaj\u00ed \u010das dobit\u00ed na 100 km nebo na 1 hodinu j\u00edzdy, samoz\u0159ejm\u011b po\u010d\u00edtan\u00fd z po\u010d\u00e1te\u010dn\u00edho v\u00fdkonu.  Ale ji\u017e zaml\u010duj\u00ed, \u017ee na dal\u0161\u00ed stovky km bude ji\u017e nab\u00edjec\u00ed v\u00fdkon men\u0161\u00ed a tedy \u010das dob\u00edjen\u00ed del\u0161\u00ed.<\/p>\n

Elekt\u0159ina pro j\u00edzdu<\/h3>\n

Pr\u016fm\u011brn\u00e1 spot\u0159eba elektromobil\u016f (z baterie) se dnes pohybuje v rozmez\u00ed 15 a\u017e 25 kWh\/100 km [23]. Konkr\u00e9tn\u00ed hodnota z\u00e1vis\u00ed na \u0159ad\u011b faktor\u016f, na velikosti elektromobilu, charakteru jeho provozu, teplot\u011b okol\u00ed a v neposledn\u00ed \u0159ad\u011b na zku\u0161enosti a stylu j\u00edzdy \u0159idi\u010de. P\u0159i velmi \u00fasporn\u00e9 j\u00edzd\u011b lze u mal\u00fdch elektromobil\u016f dos\u00e1hnout i ni\u017e\u0161\u00edch hodnot kolem 12 kWh\/100 km. Naopak u velk\u00fdch elektromobil\u016f s vysok\u00fdm v\u00fdkonem a p\u0159i dynamick\u00e9m stylu j\u00edzdy m\u016f\u017ee spot\u0159eba p\u0159ekro\u010dit  30 kWh\/100 km. (Pro srovn\u00e1n\u00ed, 10 kWh odpov\u00edd\u00e1 t\u00e9m\u011b\u0159 p\u0159esn\u011b energii v 1 litru nafty, ov\u0161em elektromobil zpracuje elektrickou energii z baterie s \u00fa\u010dinnost\u00ed asi dvakr\u00e1t a\u017e dvaap\u016flkr\u00e1t vy\u0161\u0161\u00ed ne\u017e spalovac\u00ed motor \u2013 podle druhu provozu, mo\u017enost\u00ed rekuperace a v\u00fdkonu p\u0159i nab\u00edjen\u00ed, viz R\u00c1ME\u010cEK<\/a>).<\/p>\n

Na rozd\u00edl od pohonu spalovac\u00edm motorem lze energii p\u0159i brzd\u011bn\u00ed ukl\u00e1dat zp\u011bt do baterie. Je v\u0161ak t\u0159eba vz\u00edt v \u00favahu n\u00e1sleduj\u00edc\u00ed okolnosti. Jednak dob\u00edjen\u00ed p\u0159i brzd\u011bn\u00ed vylu\u010duje nejlep\u0161\u00ed zp\u016fsob p\u0159\u00edm\u00e9ho vyu\u017eit\u00ed kinetick\u00e9 nebo potenci\u00e1ln\u00ed energie vozidla, to je j\u00edzdu v\u00fdb\u011bhem. Ta je mo\u017en\u00e1 u jak\u00e9hokoliv vozidla a je zat\u00ed\u017eena jen ztr\u00e1tami z j\u00edzdn\u00edch odpor\u016f (jednou p\u0159i zrychlov\u00e1n\u00ed nebo j\u00edzd\u011b do kopce, podruh\u00e9 p\u0159i v\u00fdb\u011bhu do m\u00edsta zastaven\u00ed nebo j\u00edzd\u011b s kopce. P\u0159i dob\u00edjen\u00ed se energie na vstupu do gener\u00e1toru zmen\u0161\u00ed uveden\u00fdmi j\u00edzdn\u00edmi odpory, ale nav\u00edc tak\u00e9 ztr\u00e1tami v nab\u00edjec\u00edm \u0159et\u011bzci v\u010detn\u011b baterie a p\u0159i op\u011btovn\u00e9m pou\u017eit\u00ed obdobn\u00fdmi ztr\u00e1tami vyb\u00edjen\u00edm. P\u0159itom se \u010dasto cel\u00fd v\u00fdkon, kter\u00fd p\u0159i brzd\u011bn\u00ed b\u00fdv\u00e1 v\u011bt\u0161\u00ed ne\u017e v\u00fdkon hnac\u00ed, ani vyu\u017e\u00edt ned\u00e1 (viz naho\u0159e v\u00fdkonov\u00e1 omezen\u00ed p\u0159i nab\u00edjen\u00ed) a mus\u00ed se dobrz\u010fovat t\u0159ec\u00ed brzdou. To \u00fa\u010dinnost rekuperace mechanick\u00e9 energie velmi sni\u017euje, proti vozidlu se spalovac\u00edm motorem lze takto vyu\u017e\u00edt u osobn\u00edho elektromobilu pr\u016fm\u011brn\u011b jen 5-10% energie nav\u00edc.  V\u011bt\u0161\u00ed hodnota je ve m\u011bst\u011b, kde se \u010dasto brzd\u00ed, men\u0161\u00ed p\u0159i provozu na otev\u0159en\u00e9 silnici.<\/p>\n

V zimn\u00edm obdob\u00ed je pot\u0159eba ve voze topit. U automobilu se k tomu vyu\u017e\u00edv\u00e1 odpadn\u00ed teplo spalovac\u00edho motoru. U elektromobilu je nutno topit z baterie. Podle [3] \u010din\u00ed pr\u016fm\u011brn\u00fd n\u00e1r\u016fst spot\u0159eby energie na topen\u00ed b\u011bhem roku cca 11%. \u010c\u00e1ste\u010dn\u00e9ho sn\u00ed\u017een\u00ed lze dos\u00e1hnou pou\u017eit\u00edm dra\u017e\u0161\u00edho tepeln\u00e9ho \u010derpadla. (Pro ilustraci: U m\u011bstsk\u00e9ho elektrobusu je podle \u00fadaj\u016f pra\u017esk\u00e9ho DP n\u00e1r\u016fst spot\u0159eby elektrick\u00e9 energie v zimn\u00edch m\u011bs\u00edc\u00edch a\u017e 100 %).
\nTuto energii je pot\u0159eba n\u011bkde vyrobit, dopravit k nab\u00edje\u010dce a nab\u00edt do baterie vozidla. Mno\u017estv\u00ed vyroben\u00e9 energie mus\u00ed b\u00fdt v\u011bt\u0161\u00ed o vlastn\u00ed technologickou spot\u0159ebu elektr\u00e1ren, ztr\u00e1ty v p\u0159enosov\u00e9 s\u00edti a ztr\u00e1ty p\u0159i nab\u00edjen\u00ed.  Podle Energetick\u00e9ho regula\u010dn\u00edho \u00fa\u0159adu [29] odpov\u00edd\u00e1 elek\u0159ina dodan\u00e1 do s\u00edt\u011b 93% elekt\u0159iny vyroben\u00e9 a \u00fa\u010dinnost p\u0159enosu s\u00edt\u00ed je p\u0159ibli\u017en\u011b 95%. Pokud budeme dob\u00edjet mal\u00fdm v\u00fdkonem, budou ztr\u00e1ty p\u0159i nab\u00edjen\u00ed v rozsahu 10 \u2013 25 % (obr. 9). Pokud v\u0161ak budeme dob\u00edjet na rychlodob\u00edjec\u00ed stanici, budou ztr\u00e1ty p\u0159i dob\u00edjen\u00ed v\u00fdrazn\u011b vy\u0161\u0161\u00ed. P\u0159i posuzov\u00e1n\u00ed vyu\u017eit\u00ed energie z baterie se nesm\u00ed zapomenout na zhruba stejn\u00e9 ztr\u00e1ty p\u0159i vyb\u00edjen\u00ed, op\u011bt v z\u00e1vislosti na v\u00fdkonu, zat\u011b\u017euj\u00edc\u00edm baterii.<\/p>\n

Elekt\u0159inu spot\u0159ebovanou pro pohon vozidla, nav\u00fd\u0161enou o spot\u0159ebu na topen\u00ed, v\u010detn\u011b elekt\u0159iny, kter\u00e1 se ve form\u011b ztr\u00e1t ne\u00fa\u010deln\u011b prom\u011bn\u00ed na teplo p\u0159i p\u0159enosu k nab\u00edje\u010dce i p\u0159i nab\u00edjen\u00ed baterie a elekt\u0159iny pro vlastn\u00ed spot\u0159ebu elektr\u00e1ren je nutn\u00e9 vyrobit. P\u0159i jej\u00ed v\u00fdrob\u011b vznikaj\u00ed emise v z\u00e1vislosti na emisn\u00edm faktoru zem\u011b, kde se vyr\u00e1b\u00ed (obr.11).<\/p>\n

S uva\u017eov\u00e1n\u00edm v\u00fd\u0161e uveden\u00fdch vliv\u016f a p\u0159i pomal\u00e9m dob\u00edjen\u00ed bude tedy pot\u0159eba pro ka\u017ed\u00fd elektromobil se spot\u0159ebou 15 kWh a ztr\u00e1tami p\u0159i dob\u00edjen\u00ed 10% vyrobit elektrickou energii 20,7 kWh\/100 km j\u00edzdy, pro elektromobil se spot\u0159ebou 25 kWh\/100 km a ztr\u00e1tami p\u0159i dob\u00edjen\u00ed 25% bude pot\u0159eba vyrobit 39,3 kWh\/100 km j\u00edzdy. S rychl\u00fdm nab\u00edjen\u00edm mno\u017estv\u00ed pot\u0159ebn\u00e9 elekt\u0159iny je\u0161t\u011b v\u00fdrazn\u011b vzroste.<\/p>\n

Recyklace<\/h3>\n

Vyslou\u017eil\u00e1 Li-ion baterie je v podstat\u011b nebezpe\u010dn\u00fd odpad. Podle sm\u011brnice EU by se m\u011bla recyklovat. V sou\u010dasnosti existuj\u00ed dv\u011b metody recyklace [4]: Metoda pyrometalurgick\u00e1, vyu\u017e\u00edvaj\u00edc\u00ed vysok\u00fdch teplot, p\u0159i kter\u00e9 se baterie tav\u00ed a n\u00e1sledn\u011b se separuj\u00ed jednotliv\u00e9 kovy. Takto se z\u00edsk\u00e1v\u00e1 kobalt a nikl, p\u0159\u00edpadn\u011b m\u011b\u010f, v\u0161e ostatn\u00ed v\u010detn\u011b lithia kon\u010d\u00ed ve strusce nebo na skl\u00e1dce. Tato metoda je vysoce energeticky n\u00e1ro\u010dn\u00e1 a drah\u00e1. Druh\u00e1 tzv. hydrometalurgick\u00e1 metoda, zat\u00edm sp\u00ed\u0161e v prototypov\u00e9m st\u00e1diu vyu\u017e\u00edv\u00e1 rozpou\u0161t\u011bn\u00ed kov\u016f kyselinou a jejich n\u00e1sledn\u00e9 sr\u00e1\u017een\u00ed z roztoku. Tento postup vy\u017eaduje men\u0161\u00ed mno\u017estv\u00ed energie, m\u00e1 v\u0161ak probl\u00e9my s n\u00edzkou efektivitou, vysokou spot\u0159ebou chemik\u00e1li\u00ed a n\u00e1sledn\u00fdmi odpady. Demont\u00e1\u017e bateri\u00ed a n\u00e1sledn\u00e9 drcen\u00ed p\u0159ed dal\u0161\u00edm zpracov\u00e1n\u00edm mus\u00ed prob\u00edhat pod ochrannou atmosf\u00e9rou kv\u016fli riziku po\u017e\u00e1ru [50]. N\u011bkter\u00e9 druhy bateri\u00ed, zvl\u00e1\u0161t\u011b s cylindrick\u00fdmi \u010dl\u00e1nky (Tesla) se recykluj\u00ed obt\u00ed\u017en\u011bji. Recyklace nen\u00ed ekonomicky efektivn\u00ed, za odb\u011br bateri\u00ed k recyklaci se plat\u00ed i pom\u011brn\u011b vysok\u00e9 \u010d\u00e1stky. V \u010cR nen\u00ed dosud \u017e\u00e1dn\u00e1 firma, kter\u00e1 by recyklaci lithiov\u00fdch bateri\u00ed prov\u00e1d\u011bla, baterie se k recyklaci vyv\u00e1\u017e\u00ed do zahrani\u010d\u00ed. Proto\u017ee dosud je objem recyklac\u00ed bateri\u00ed elektromobil\u016f mal\u00fd a nejsou k dispozici p\u0159\u00edslu\u0161n\u00e1 data, nelze vliv recyklace bateri\u00ed na klima objektivn\u011b vyhodnotit, m\u016f\u017ee b\u00fdt pozitivn\u00ed i negativn\u00ed. V sou\u010dasn\u00e9 dob\u011b tento odpad \u0159e\u0161\u00ed mnoh\u00e9 vyvinut\u00e9 st\u00e1ty exportem vyslou\u017eil\u00fdch bateri\u00ed elektrick\u00fdch nebo hybridn\u00edch vozidel do m\u00e9n\u011b vyvinut\u00fdch oblast\u00ed (St\u0159edn\u00ed Asie, Afrika).<\/p>\n

Emise<\/h3>\n

Emise vznikaj\u00ed ji\u017e p\u0159i v\u00fdrob\u011b elektromobilu. Podle \u0161v\u00e9dsk\u00e9 studie IVL [22] vznik\u00e1 p\u0159i v\u00fdrob\u011b automobilu 5 a\u017e 10 t CO2<\/sub> v z\u00e1vislosti na jeho velikosti a vybaven\u00ed. Z toho 20% tvo\u0159\u00ed emise p\u0159i v\u00fdrob\u011b spalovac\u00edho motoru. Odhl\u00e9dneme-li od emis\u00ed p\u0159i v\u00fdrob\u011b elektromotoru a dal\u0161\u00edch \u010d\u00e1st\u00ed elektrick\u00e9ho pohonu, pak p\u0159i v\u00fdrob\u011b elektromobilu (bez baterie) vznik\u00e1 4 a\u017e 8 t CO2<\/sub>.<\/p>\n

Druh\u00fdm zdrojem emis\u00ed je v\u00fdroba elekt\u0159iny. IEA ud\u00e1v\u00e1 pro jednotliv\u00e9 zem\u011b tzv. emisn\u00ed faktor, kter\u00fd z\u00e1vis\u00ed na energetick\u00e9m mixu, tj. z \u010deho se v dan\u00e9 zemi elekt\u0159ina vyr\u00e1b\u00ed. Emisn\u00ed faktor ud\u00e1v\u00e1, kolik kg CO2<\/sub> vznikne na 1 kWh vyroben\u00e9 elektrick\u00e9 energie (resp. kolik tun CO2<\/sub> na 1 MWh). P\u0159irozen\u011b hodnota emisn\u00edho faktoru je r\u016fzn\u00e1 pro r\u016fzn\u00e9 zem\u011b. Velmi n\u00edzk\u00e1 je nap\u0159. pro Norsko, kde v\u011bt\u0161ina elekt\u0159iny poch\u00e1z\u00ed z vodn\u00edch zdroj\u016f, rovn\u011b\u017e pom\u011brn\u011b n\u00edzk\u00e1 je ve Francii, kde zhruba \u00be energie vytv\u00e1\u0159ej\u00ed jadern\u00e9 elektr\u00e1rny. Naopak vysok\u00e1 je  nap\u0159. v Polsku, kde velk\u00e1 \u010d\u00e1st elektrick\u00e9 energie poch\u00e1z\u00ed z uheln\u00fdch elektr\u00e1ren (obr. 11).<\/p>\n

 <\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"518\" height=\"260\"><\/p>\n

Obr. 11.  Emisn\u00ed faktory pro r\u016fzn\u00e9 evropsk\u00e9 zem\u011b v roce 2015 <\/em>[30]<\/em>
\n 
\nV emisn\u00edm faktoru nen\u00ed zapo\u010d\u00edt\u00e1n vliv t\u011b\u017eby a dopravy surovin na v\u00fdrobu elekt\u0159iny a tak\u00e9 m\u00e1 na velikost emisn\u00edho faktoru m\u00e1 vliv export a import elekt\u0159iny. V \u010cR, kde je \u010d\u00e1st vyroben\u00e9 elekt\u0159iny exportov\u00e1na a naopak \u010d\u00e1st importov\u00e1na zejm\u00e9na z Polska, m\u011bl by b\u00fdt s uva\u017eov\u00e1n\u00edm exportu a importu emisn\u00ed faktor nav\u00fd\u0161en o 7% [35]. V dal\u0161\u00edm textu toto nav\u00fd\u0161en\u00ed nen\u00ed uva\u017eov\u00e1no.<\/p>\n

Mno\u017estv\u00ed emis\u00ed, vyprodukovan\u00fdch p\u0159i v\u00fdrob\u011b elekt\u0159iny pro pohon elektromobilu lze pak vypo\u010d\u00edtat z elektrick\u00e9 energie, kterou je pot\u0159eba vyrobit pro j\u00edzdu (viz v\u00fd\u0161e), n\u00e1soben\u00e9 emisn\u00edm faktorem zem\u011b, kde vozidlo jezd\u00ed a po\u010dtem ujet\u00fdch kilometr\u016f. Z dostupn\u00fdch \u00fadaj\u016f pro \u010cR platil v roce 2015 emisn\u00ed faktor<\/p>\n

f = 0,52 kg CO2<\/sub>\/kWh<\/strong><\/p>\n

jen\u017e je uv\u00e1d\u011bn v [30] s odvol\u00e1n\u00edm na statistick\u00e1 data Mezin\u00e1rodn\u00ed energetick\u00e9 agentury. Vzhledem k tomu, \u017ee slo\u017een\u00ed energetick\u00e9ho mixu \u010cR se v posledn\u00edch letech p\u0159\u00edli\u0161 nem\u011bn\u00ed (tab. 6, [32]), lze p\u0159edpokl\u00e1dat, \u017ee v sou\u010dasn\u00e9 dob\u011b bude platit podobn\u00e1 hodnota.<\/p>\n

\u010casto se uv\u00e1d\u00ed, \u017ee pro pohon elektromobil\u016f bude pou\u017e\u00edv\u00e1na tzv. zelen\u00e1 elekt\u0159ina z obnoviteln\u00fdch zdroj\u016f. Jak je z\u0159ejm\u00e9 z tab. 6, pod\u00edl obnoviteln\u00fdch zdroj\u016f v \u010cR dlouhodob\u011b kles\u00e1 a i kdyby do\u0161lo k jejich (nere\u00e1ln\u00e9mu) n\u00e1sobn\u00e9mu zv\u00fd\u0161en\u00ed, nesta\u010d\u00ed to na pokryt\u00ed spot\u0159eby v\u011bt\u0161\u00edho mno\u017estv\u00ed elektromobil\u016f [3]. Do roku 2030, kdy by ji\u017e m\u011bl b\u00fdt v\u00fdznamn\u00fd pod\u00edl elektromobil\u016f (obr. 1), nelze o\u010dek\u00e1vat podstatn\u00fd n\u00e1r\u016fst pod\u00edlu ani u jadern\u00fdch zdroj\u016f s ohledem na dobu jejich v\u00fdstavby.  Paradoxn\u011b v N\u011bmecku navzdory rostouc\u00edmu pod\u00edlu obnoviteln\u00fdch zdroj\u016f lze pozorovat r\u016fst emisn\u00edho faktoru (v roce 2019 byl podle ADAC [21] fN\u011bmecko<\/sub> = 0,58 kg CO2<\/sub>\/kWh), pravd\u011bpodobn\u011b vlivem odklonu od jadern\u00e9 energetiky a budov\u00e1n\u00ed z\u00e1lo\u017en\u00edch zdroj\u016f na fosiln\u00ed paliva (plyn) v d\u016fsledku nest\u00e1l\u00e9ho v\u00fdkonu v\u011btrn\u00fdch a sol\u00e1rn\u00edch elektr\u00e1ren.<\/p>\n

 <\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"506\" height=\"379\"><\/p>\n

Tab. 6 N\u00e1rodn\u00ed energetick\u00fd mix \u010cR  v posledn\u00edch letech <\/em>[32]<\/em><\/p>\n

 <\/p>\n

Dal\u0161\u00edm zdrojem emis\u00ed CO2<\/sub> je elekt\u0159ina spot\u0159ebovan\u00e1 p\u0159i v\u00fdrob\u011b baterie (a obecn\u011b spot\u0159ebovan\u00e1 energie, tj. v\u010detn\u011b tepla).  Jedn\u00e1 se sice o jednor\u00e1zovou polo\u017eku, ale nikoliv zanedbatelnou a zpravidla opom\u00edjenou p\u0159i porovn\u00e1v\u00e1n\u00ed emis\u00ed automobil\u016f a elektromobil\u016f. V\u00fdroba bateriov\u00fdch \u010dl\u00e1nk\u016f prob\u00edh\u00e1 p\u0159ev\u00e1\u017en\u011b v Asii (\u010c\u00edn\u011b, Ji\u017en\u00ed Korei, Japonsku), fin\u00e1ln\u00ed \u010d\u00e1st a mont\u00e1\u017e pak u asijsk\u00fdch v\u00fdrobc\u016f, v Evrop\u011b i v USA. Podstatn\u00e1 \u010d\u00e1st emis\u00ed vznik\u00e1 ji\u017e p\u0159i v\u00fdrob\u011b bateriov\u00fdch \u010dl\u00e1nk\u016f, mont\u00e1\u017e cel\u00fdch bateri\u00ed ji\u017e p\u0159edstavuje men\u0161\u00ed pod\u00edl (nap\u0159. [26]). Mno\u017estv\u00ed emis\u00ed z v\u00fdroby bateri\u00ed lze vypo\u010d\u00edtat z mno\u017estv\u00ed elekt\u0159iny spot\u0159ebovan\u00e9 p\u0159i v\u00fdrob\u011b baterie (tab. 4) n\u00e1soben\u00e9 emisn\u00edm faktorem zem\u011b, kde se baterie vyr\u00e1b\u00ed, tedy zejm\u00e9na \u010c\u00edny. Pod\u00edl uheln\u00fdch elektr\u00e1ren na v\u00fdrob\u011b elekt\u0159iny v \u010c\u00edn\u011b je p\u0159ibli\u017en\u011b \u00be a st\u00e1le roste [33], emisn\u00ed faktor \u010c\u00edny tedy bude podobn\u00fd Polsku.<\/p>\n

Argument, \u017ee se baterie nevyr\u00e1b\u011bj\u00ed v Evrop\u011b a tud\u00ed\u017e se n\u00e1s emise z v\u00fdroby bateri\u00ed net\u00fdkaj\u00ed je pokryteck\u00fd. Pokud jde o CO2<\/sub>, je z pohledu glob\u00e1ln\u00edho oteplov\u00e1n\u00ed lhostejn\u00e9, kde emise vznikaj\u00ed. Krom\u011b toho p\u0159i v\u00fdrob\u011b bateri\u00ed vznikaj\u00ed i dal\u0161\u00ed, zdrav\u00ed \u0161kodliv\u00e9 emise. Nav\u00edc se v\u00fdroba bateri\u00ed i bateriov\u00fdch \u010dl\u00e1nk\u016f p\u0159esouv\u00e1 i do Evropy. \u010c\u00ednsk\u00e1 firma CATL stav\u00ed tov\u00e1rnu na v\u00fdrobu bateriov\u00fdch \u010dl\u00e1nk\u016f ve v\u00fdchodon\u011bmeck\u00e9m Durynsku, jihokorejsk\u00fd LG Chem u polsk\u00e9 Vratislavi [36]. Tesla zah\u00e1jila v\u00fdstavbu gigafactory u Berl\u00edna, pl\u00e1ny na v\u00fdrobu bateri\u00ed v Sasku maj\u00ed i n\u011bmeck\u00e9 automobilky. Dokonce \u010cEZ uva\u017euje o v\u00fdstavb\u011b tov\u00e1rny na baterie v severn\u00edch \u010cech\u00e1ch [37].<\/p>\n

Benzin a nafta<\/h3>\n

U automobil\u016f se spalovac\u00edm motorem vznikaj\u00ed emise p\u0159edev\u0161\u00edm p\u0159i spalov\u00e1n\u00ed paliva b\u011bhem j\u00edzdy. Velikost emis\u00ed CO2<\/sub> je p\u0159\u00edmo \u00fam\u011brn\u00e1 spot\u0159eb\u011b a lze ji ur\u010dit ze vztah\u016f [nap\u0159. 44]:<\/p>\n

emisebenzin<\/sub> = 23,38 \u00b7 spot\u0159eba    <\/strong>[g CO2<\/sub>\/km, l\/100 km]<\/p>\n

emisenafta<\/sub>  = 26,83 \u00b7 spot\u0159eba    <\/strong>[g CO2<\/sub>\/km, l\/100 km]<\/p>\n

Ale i p\u0159i t\u011b\u017eb\u011b a zpracov\u00e1n\u00ed ropy a v\u00fdrob\u011b paliva vznikaj\u00ed emise. Vzhledem k vysok\u00e9 energetick\u00e9 hustot\u011b benzinu a nafty jsou relativn\u011b mal\u00e9. V\u00fdsledky anal\u00fdzy \u017eivotn\u00edho cyklu (Well-to-Wheel) fosiln\u00edch paliv pro Centrum dopravn\u00edho v\u00fdzkumu jsou uvedeny v tab. 7 a na obr\u00e1zku 12 [45] :
\n 
\n\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"518\" height=\"91\"><\/p>\n

Tab. 7 Pod\u00edl emis\u00ed sklen\u00edkov\u00fdch plyn\u016f v jednotliv\u00fdch f\u00e1z\u00edch \u017eivotn\u00edho cyklu fosiln\u00edch paliv<\/em><\/p>\n

 <\/p>\n

\"<div\n

\n
\n
\n \n \"sumava\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n sumava<\/a>\n <\/h4>\n

\n 18<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"graf\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n graf<\/a>\n <\/h4>\n

\n 1<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"urban\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n urban<\/a>\n <\/h4>\n

\n 8<\/strong> Fotky <\/p>\n <\/div>\n

\n
\n
\n \n \"kocky\"\n\n <\/a>\n <\/div>\n <\/div>\n

\n kocky<\/a>\n <\/h4>\n

\n 2<\/strong> Fotky <\/p>\n <\/div>\n
\n

<\/div><\/div>\n\" width=\"504\" height=\"154\"><\/em>
\nObr. 12   V\u00fdsledky Well-to-Wheel anal\u00fdzy fosiln\u00edch paliv<\/em><\/p>\n

 <\/p>\n

Znamen\u00e1 to, \u017ee emise CO2<\/sub> vznikl\u00e9 p\u0159i j\u00edzd\u011b vozidla s benzinov\u00fdm motorem je pot\u0159eba nav\u00fd\u0161it o 11\/89 = 12,36%, resp. u vozidla s naftov\u00fdm motorem o 9,6\/90,4 = 10,62%.     <\/p>\n

Modelov\u00e9 p\u0159\u00edklady<\/h3>\n

Tyto p\u0159\u00edklady vych\u00e1zej\u00ed z p\u0159\u00edstupu craddle to grave<\/em>  tj. od kol\u00e9bky do hrobu, jin\u00fdmi slovy za cel\u00fd \u017eivotn\u00ed cyklus vozidla. To znamen\u00e1, \u017ee je br\u00e1n v \u00favahu nejen provoz vozidla (Tank-to-Wheel<\/em>), ale tak\u00e9 v\u00fdroba paliva nebo elekt\u0159iny (Well-to-Tank<\/em>) v\u010detn\u011b ztr\u00e1t a tak\u00e9 emise p\u0159i v\u00fdrob\u011b vozidel a bateri\u00ed.<\/p>\n

Pro porovn\u00e1n\u00ed byl vybr\u00e1n v\u017edy jeden elektromobil a k n\u011bmu pokud mo\u017eno podobn\u00e1 vozidla (stejn\u00e9ho resp. podobn\u00e9ho typu a s podobn\u00fdm v\u00fdkonem) s benzinov\u00fdm a naftov\u00fdm motorem od stejn\u00e9ho v\u00fdrobce, z produkce v letech 2018 a 2019. Ve\u0161ker\u00e1 data (v\u00fdkon, hmotnost, spot\u0159eba, kapacita baterie) byla \u010derp\u00e1na ze serveru AUTOHLED [43], kde jsou prezentov\u00e1na ofici\u00e1ln\u00ed data v\u00fdrobc\u016f. V\u00fdb\u011br byl ovlivn\u011bn dostupnost\u00ed dat vozidel spl\u0148uj\u00edc\u00edch tato krit\u00e9ria:<\/p>\n