东京--由本田汽车和总承包商大成领导的团队着眼于2027财年或以后在高速公路上进行演示，电动汽车行驶时无线充电的技术在日本正接近实际使用。
TOKYO -- Technology that wirelessly charges electric vehicles while they drive is edging closer to practical use in Japan, as a team led by Honda Motor and general contractor Taisei eyes demonstrations in fiscal 2027 or later on expressways.
该技术有潜力生产更小的电动汽车电池--这可以使此类汽车更便宜并鼓励广泛采用--引起了相当大的兴趣，尽管可行性和成本问题仍然存在。
The technology's potential to lead to smaller EV batteries -- which could make such cars cheaper and encourage widespread adoption -- has generated considerable interest, though feasibility and cost concerns remain.
本田研发首席工程师兼项目负责人上田拓（Taku Ueda）在本田、大成和道路铺设子公司大成Rotec周一举行的新闻发布会上表示：“我们正在应对建设下一代社会基础设施的挑战。”“这项技术将进一步扩大电动汽车的可能性。“这三家公司的目标是在高速公路上商业部署他们的技术。嵌入路面下的输电设备将无线向行驶中的车辆发送电力，车辆将通过车载设备接收电力并在行驶时充电。
"We are taking on the challenge of building next-generation social infrastructure," Taku Ueda, Honda R&D chief engineer and head of the project, said at a press conference held Monday by Honda, Taisei and road paving subsidiary Taisei Rotec. "This technology will further expand the possibilities of EVs." The three companies aim to deploy their technology commercially on expressways. Power transmission equipment embedded beneath the road surface would send electricity wirelessly to vehicles in motion, which would receive it through onboard equipment and charge while driving.
这些公司最初将瞄准用于物流和运输的商用车辆。该系统的设计速度可达120公里/小时（日本高速公路限速）。
The companies initially will target commercial vehicles used for logistics and transportation. The system is designed to work at speeds of up to 120 kph, Japan's highway speed limit.
负责该项目的本田研发部的Taku Ueda在10月5日于东京举行的新闻发布会上解释了该系统。
Honda R&D's Taku Ueda, who is leading the project, explains the system at a press conference in Tokyo on Oct. 5.
一个关键特征是车辆和基础设施系统的集成开发。本田负责输电和接收设备，大成负责供电系统，大成Rotec负责道路施工方法。他们希望通过优化从传输到接收的整个系统来提高充电效率。
A key feature is the integrated development of vehicle and infrastructure systems. Honda is responsible for power transmission and receiving equipment, Taisei for power supply systems and Taisei Rotec for road construction methods. They hope to improve charging efficiency by optimizing the entire system from transmission to reception.
日本的电动汽车采用率仍低于4%，落后于欧洲29%和中国43%。一个障碍涉及缺乏充电基础设施和充电所需的时间。上田表示，动态充电“可以减少对充电地点、充电时间和行驶里程的担忧”。
EV adoption in Japan remains below 4%, lagging Europe at 29% and China at 43%. One obstacle involves the lack of charging infrastructure and the time required for recharging. In-motion charging "could reduce concerns about charging locations, charging time and driving range," Ueda said.
该技术还可以让汽车制造商缩小车载电池的尺寸（约占电动汽车生产成本的四分之一），从而可能降低汽车价格。更轻的车辆将获得更长的行驶里程，而减少电池中使用的稀有金属数量将提供经济安全优势。“原则上，可以减少车载电池的数量，”上田说。
The technology also could let automakers reduce the size of onboard batteries -- which account for roughly one-quarter of EV production costs -- potentially lowering vehicle prices. Lighter vehicles would gain longer driving ranges, while reducing the amount of rare metals used in batteries would provide economic security advantages. "In principle, it is possible to reduce the number of onboard battery cells," Ueda said.
成本仍然是最大的挑战。输电设备是通过挖掘现有道路并将设备嵌入地表以下来安装的，使得在整个道路网络中部署不切实际。这些公司表示，他们将根据使用道路的车辆类型和数量等因素来确定哪些路段应该配备设备。
Cost remains the biggest challenge. The power transmission equipment is installed by digging into existing roads and embedding the devices beneath the surface, making deployment across entire road networks unrealistic. The companies say they will determine which sections of roads should be equipped based on factors like the types and volume of vehicles using them.
在高速公路上测试该技术也反映了经济考虑，因为车辆在没有交通信号或十字路口的情况下以相对稳定的速度行驶，这使得更容易实现高充电效率。
Testing the technology on expressways also reflects economic considerations, as vehicles travel at relatively constant speeds without traffic signals or intersections, making it easier to achieve high charging efficiency.
在高速公路上的部署也更简单，因为与自行车和行人使用的普通道路相比，道路运营商更少，安全考虑也更少。耐久性可能是另一个技术障碍。
Deployment is also simpler on highways because there are fewer road operators and fewer safety considerations than on ordinary roads, which are used by bicycles and pedestrians. Durability could be another technical hurdle.
“通过利用大成集团通过道路建设发展的专业知识，我们可以实现即使重型车辆一次又一次驶过路面，也能保持其耐久性的路面，”大成Rotec的研发主管表示。
"By leveraging the Taisei group's expertise developed through road construction, we can realize pavement that maintains its durability even if heavy vehicles travel over it again and again," said the head of research and development at Taisei Rotec.
该系统的设计是为了在大约每10年进行一次的高速公路重大维修期间对充电设备进行维护。
The system has been designed so maintenance can be performed on the charging equipment during major expressway repairs conducted roughly every 10 years.
其他国家已率先测试动中充电技术。2023年，以色列初创公司Electreon利用该技术完成了世界上最长的持续行驶，全长约2，000公里。美国和法国也在举行示威活动。
Other countries have taken the lead in testing in-motion charging technologies. Israeli startup Electreon completed the world's longest continuous drive of about 2,000 kilometers in 2023 using the technology. Demonstrations are also underway in the U.S. and France.
日本国有道路运营商东日本高速公路计划最早于2027财年在东京附近千叶县立山高速公路约300米的路段开始动中充电演示。本田大成财团以及由丰田汽车、电装和总承包商小林组成的团队也参与其中。
East Nippon Expressway, a Japanese state-owned road operator, plans to begin an in-motion charging demonstration as soon as fiscal 2027 on a roughly 300-meter section of the Tateyama Expressway in Chiba prefecture, near Tokyo. The Honda-Taisei consortium is participating, along with a team consisting of Toyota Motor, Denso and general contractor Obayashi.
道路铺设公司Seikitokyu Kogyo和柴浦工业大学正在开发一种将输电设备暴露在路面上的系统。该技术正在考虑用于普通道路，包括交通信号附近的区域。
Road paving company Seikitokyu Kogyo and Shibaura Institute of Technology are developing a system that leaves power transmission equipment exposed on the road surface. The technology is being considered for ordinary roads, including areas near traffic signals.
构建这些系统中的任何一个都需要巨额投资。各项举措尚未制定具体的定价制度，包括增加高速公路通行费的可能性。
Building any of these systems will require massive investments. The various initiatives have yet to work out specific pricing systems, including the possibility of adding charges to expressway tolls.