Part 1: Wireless Charging for Vehicles // Everything You Need to Know

Welcome back everyone, I'm Jordan Geisigee and this is The Limiting Factor. In October of last year, at the CyberCab event, Tesla teased wireless charging technology for the CyberCab, which generated a lot of questions and requests for me to do a video on the topic. As usual, what I expected to be a quick 10 minute video expanded into well over half an hour of content, so rather than doing one video on the topic, I'm going to break it down into two. Today's video will cover the major questions, such as the basic system design, cost, and efficiency. While the next video or two videos, I'll get more into the gritty details like safety, interoperability between vehicles, and the effect of vehicle position for charging rate and efficiency. Before we begin, a special thanks to my Patreon supporters, YouTube members, and Twitter subscribers, as well as RebellionAir.com. They specialize in helping investors manage concentrated positions. RebellionAir can help with covered calls, risk management, and creating a money master plan from your financial first principles.

欢迎回来，大家好，我是Jordan Geisigee，欢迎来到The Limiting Factor节目。去年十月，在CyberCab活动上，特斯拉展示了CyberCab的无线充电技术，这引发了很多问题和大家希望我制作相关视频的请求。像往常一样，我原本计划制作一个简短的10分钟视频，但内容膨胀到了半小时以上。因此，我决定将这个主题拆分成两个视频来详细讲解。今天的视频将涵盖主要问题，比如基本系统设计、成本和效率。在接下来的一个或两个视频中，我会更深入地探讨安全性、车辆之间的互操作性，以及车辆位置对充电速度和效率的影响。在开始之前，特别感谢我的Patreon支持者、YouTube会员和Twitter订阅者，以及RebellionAir.com。他们专注于帮助投资者管理集中持仓，能提供关于备兑期权、风险管理，以及根据您的财务原则制定资金规划的服务。

For this video, I'd also like to thank Jeremy McCool of Hevo. Jeremy generously provided technical and cost information about Hevo's wireless technology, which is likely very similar to Tesla's wireless charging technology. So even though this video is about Tesla's wireless charging, I'll be making heavy reference to information from Hevo's technology, because so far, we know very little about Tesla's wireless charging system. As usual, this is my best attempt at communicating a complex topic, so any errors in the video are my own, and not related to advice from Hevo. Let's start by taking a look at the general architecture and technology for wireless vehicle charging.

对于这段视频，我还要感谢Hevo的Jeremy McCool。Jeremy慷慨地提供了关于Hevo无线技术的技术和成本信息，这很可能与特斯拉的无线充电技术非常相似。因此，尽管这个视频是关于特斯拉的无线充电技术的，但我会大量引用Hevo技术的信息，因为到目前为止，我们对特斯拉的无线充电系统了解甚少。像往常一样，我会尽力把这个复杂的话题讲清楚，所以视频中若有任何错误都是我的责任，与Hevo的建议无关。我们先从无线车辆充电的一般架构和技术开始了解一下。

The first component of Hevo's wireless charging system is the power station. Although you might think this is similar to a typical AC home charger for an EV, it's very different. An AC home charger is a relatively simple device that communicates with the vehicle during the charging process. It's basically a smart power outlet, and the onboard charger in the vehicle is what actually does most of the heavy lifting to charge the vehicle. That's because it contains all the hardware to convert AC power from the grid to DC power that the vehicle can use.

Hevo无线充电系统的第一个组成部分是充电站。你可能会认为这和普通的电动车交流充电器类似，但实际上差别很大。交流充电器是一种相对简单的设备，它在充电过程中与车辆进行通信，基本上相当于一个智能电源插座。车辆上的车载充电器才是真正完成主要充电工作的部分，因为它负责将电网的交流电转换为车辆可用的直流电。

As this image from Y Tricity shows, the power station for wireless charging, on the other hand, contains a rectifier PFC or power factor correction to convert from AC to DC and an inverter to convert that DC power back to high frequency AC. At first glance, that seems like a lot of unnecessary conversion because the power is ultimately going from AC to AC, but both the rectification and inversion are necessary to create power of the right frequency and waveform that can be transmitted wirelessly. As a side note, the rectification and inversion also happen with wired charging, but it happens on the onboard charger. That brings us to the next two pieces of hardware for the wireless charging process. The power pad and vehicle pad.

根据Y Tricity的这张图片显示，另一方面，无线充电的电站包含一个整流器和功率因数校正装置，用于将交流电（AC）转换为直流电（DC），同时还有一个逆变器将直流电再转换为高频交流电。乍一看，这似乎是很多不必要的转换，因为电力最终是从交流电到交流电的转换，但这些整流和逆变过程都是必要的，以便生成可以无线传输的适当频率和波形的电力。顺便说一下，有线充电也会进行整流和逆变过程，但这在车载充电器上发生。这就引出了无线充电过程中需要的另外两个硬件：充电板和车辆接收板。

The power pad transmits energy to the vehicle pad to charge the vehicle. This is similar to the wireless charging that mobile phones use, but at a larger scale and more sophisticated. Both the wireless charger on your phone and on an EV work on the same basic principle. Induction. What's that mean? Inductive charging involves two copper coils, one in the charger and one in the receiver. When electricity passes through the charging coil, it creates a magnetic field between the two coils and induces a current in the receiver coil, which then charges the device. The difference between the coils in a cell phone and the coils in an EV charger is that the coils in the EV charger are precisely tuned to resonate, which is called resonant inductive charging. When one coil vibrates, it causes the other to vibrate, resonating in the same way a tuning fork might in response to the right sound frequency. This allows resonant inductive charging to transfer energy over greater distances than basic inductive charging. While the wireless charger in your phone can only charge over a distance of a few millimeters and requires precise alignment, wireless chargers for vehicles can work at 10-25 centimeters or 4-10 inches and even through obstacles. More on that in the next video.

电力垫通过无线方式将能量传输到车辆的接收垫，给车辆充电。这与手机的无线充电类似，但规模更大且技术更先进。手机和电动车的无线充电器都是基于同一个基本原理，叫做感应充电。这是什么意思？感应充电涉及到两个铜线圈，一个在充电器内，一个在接收装置内。当电流通过充电线圈时，它在两个线圈之间产生一个磁场，并在接收线圈中感应出电流，从而为设备充电。 手机中的线圈和电动车充电器中的线圈的主要区别在于：电动车充电器中的线圈经过精确调整以产生共振，这称为谐振感应充电。当一个线圈振动时，它会引发另一个线圈的振动，就像音叉在相应的音频频率下产生共振一样。这种谐振感应充电可以比基本的感应充电在更远的距离上传输能量。手机的无线充电器只能在几毫米的距离内工作，并且需要精确对准，而车辆的无线充电器可以在10-25厘米（或4-10英寸）的距离内工作，甚至可以穿透障碍物充电。关于这点的更多细节将在下个视频中介绍。

Getting back to HIVO's wireless charging system, once the power is transferred across the air gap between the wireless charging pads, the battery adapter converts the AC power back to DC power for the vehicle's battery pack. Now that we have a basic understanding of the general architecture and technology for wireless vehicle charging, let's take a closer look at the individual hardware components. Their features size, cost, and performance. HIVO's power station and power pad provide 11 kilowatts of power and they're targeting a price of $1,200. That means the wireless home charging equipment is significantly more expensive than a typical wired charger of the same power level. Tesla's wall connector, for example, has a price of $420. However, the power station supports bi-directional charging, which means HIVO's wireless charging system can reverse the flow of electricity to draw on the vehicle's battery pack to supply energy to the home and possibly eventually sell energy back to the grid. So in terms of functionality, it's actually similar to Tesla's power share home backup bundle, which is $2,500, but it'll cost less than half as much at around $1,200. Lastly, with regards to efficiency, the rectifier PFC and inverter in the power station each see losses of about 1-2 percent, for a total of 2-4 percent of the energy being lost on its way to the vehicle.

回到HIVO的无线充电系统，当电力跨越无线充电垫之间的空气间隙传输后，电池适配器将交流电转换回直流电，供给车辆的电池组。现在我们对无线车辆充电的基本架构和技术有了大致了解，可以进一步探讨各个硬件组件。它们的特点包括大小、成本和性能。HIVO的电力站和充电垫提供11千瓦的电力，目标售价是$1,200。也就是说，无线家用充电设备比同等功率级别的有线充电器要贵得多。例如，特斯拉的壁挂连接器价格是$420。然而，该电力站支持双向充电，这意味着HIVO的无线充电系统能够逆向电流，从车辆的电池组中抽取电力为家庭供电，甚至可能将来可以回传能量给电网。因此，在功能方面，它实际上与特斯拉的“电力共享家庭备份套装”相似，后者售价$2,500，但HIVO的设备价格仅为其一半多一点，约为$1,200。最后，在效率方面，电力站中的整流器PFC和逆变器均有约1-2%的损耗，总共在传输到车辆的过程中损失2-4%的能量。

Moving along to the charging pads, the power pad is the size of a large pizza box and is less than 2 inches thick. Although it seems simple, it's packed with technology. That's because the copper coil it contains has to be precisely designed to shape and direct the magnetic field for efficient charging, while also being able to withstand every type of abuse. For example, the power pad can take up to 20,000 pounds of pressure and years of exposure to rain, heat, and ice, but it had to mostly be made of non-conductive materials to avoid interfering with the inductive charging. To achieve that, it took a number of engineering solutions such as embedding the copper coil and epoxy. As for the vehicle pad, it doesn't have to be as robust as the power pad, but it does have to be lower profile and more compact so that it can squeeze up under the vehicle without affecting ground clearance and aerodynamics. That's more like the size of a medium pizza box rather than a large pizza box and less than half an inch thick rather than 2 inches thick. Lastly, with regards to efficiency, the coil-to-coil losses between the power and vehicle pads is 1-2%.

移动到充电板，供电板的大小相当于一个大披萨盒，厚度不到2英寸。虽然看起来简单，但它内含高科技。这是因为其中的铜线圈必须精确设计，以便形成和引导磁场，实现高效充电，同时还能承受各种损害。例如，供电板可以承受高达20,000磅的压力，以及多年暴露在雨水、热量和冰冻中的情况，但它主要必须由非导电材料制成，以避免干扰感应充电。为此，采取了一系列工程解决方案，比如嵌入式铜线圈和环氧树脂。至于车辆配备的充电板，它不需要像供电板那样坚固，但它必须更薄更紧凑，以便在不影响离地间隙和空气动力学的情况下安装在车辆下方。它的大小更像是中等披萨盒，而不是大披萨盒，厚度不到半英寸而不是2英寸。最后，关于效率，供电板与车辆充电板之间的线圈损耗为1-2%。

The last component to discuss is the battery adapter, which provides power conversion from AC to DC on the vehicle side. There isn't much more to add about that component. However, while we're on the topic of charging equipment on the vehicle side, it's a good time to talk about how much it costs to manufacture a vehicle that's capable of wireless charging. Typically, onboard wired charging equipment costs auto manufacturers about $3 to $500 per vehicle. Heavos wireless charging equipment will cost about $2 to $300, which includes the vehicle pad and battery adapter. That is, on the vehicle side, for 11 kilowatts of charging capacity, the cost of wireless charging equipment may actually be less than the cost of wired charging equipment. Why is that? Because wireless charging off-load some of the power conversion hardware from the vehicle to the power station, as well as the hardware and cabling involved in the charge port. Lastly, with regards to efficiency, the battery adapter sees losses of about 1-2%.

最后要讨论的一个部件是电池适配器，它在车辆端将交流电（AC）转换为直流电（DC）。关于这个部件没有太多需要补充的。但是，既然我们在谈论车辆端的充电设备，那么聊聊制造能够无线充电的车辆的成本是个不错的时机。通常来说，车辆上的有线充电设备成本大约为每辆车3到500美元。而Heavos的无线充电设备，包括车辆垫板和电池适配器，成本大约为每辆车2到300美元。也就是说，在车辆端，对于11千瓦的充电能力，无线充电设备的成本实际上可能低于有线充电设备。为什么会这样呢？因为无线充电将一部分电源转换硬件从车辆端转移到了充电站，还有充电端口涉及的硬件和电缆。最后，关于效率问题，电池适配器的损耗大约为1-2%。

Now that we've covered the efficiency of each component of Heavos wireless charging system, let's take a look at how the end-to-end efficiency compares to wired charging. The image on screen is from third-party certification of Heavos system from 2020. It shows an end-to-end efficiency of 90.6%. Now, four years later, Heavo claims to be achieving a peak efficiency of 93%. However, the reason I'm using the older test results on screen is that new third-party testing still needs to be completed and published to verify the higher 93% clang. But let's assume that the numbers Heavo is providing are correct, because other wireless charging companies, like the one Tesla temporarily acquired Wifurian, made similar clangs, and Tesla and Elon have confirmed that wireless charging has comparable efficiency to wired charging. If Heavos claim of 93% is correct, their wireless charging efficiency is close enough to the 97-98% efficiency of wired charging to be considered a viable alternative. And that efficiency will of course continue to increase over time as the technology matures.

现在我们已经介绍了Heavo无线充电系统各组件的效率，那么让我们来看看整体效率与有线充电的对比。屏幕上的图片是Heavo系统2020年获得的第三方认证，显示端到端效率为90.6%。而现在，四年后，Heavo声称其峰值效率达到了93%。不过，我使用旧的测试结果是因为新的第三方测试还未完成并发布，以验证这个更高的93%效率的说法。不过，我们暂且假设Heavo提供的数据是正确的，因为其他无线充电公司，比如特斯拉曾短暂收购的Wifurian，声称的效率也差不多，而且特斯拉和埃隆·马斯克也证实无线充电的效率可与有线充电媲美。如果Heavo声称的93%是准确的，他们的无线充电效率接近有线充电的97-98%，可以被看作是一个可行的替代方案。并且，随着技术的成熟，这种效率将会不断提高。

Furthermore, if Heavos power station is connected directly to a DC power source, such as solar panels, the power station bypasses the need for any solar inverter because the power station contains an inverter. That can save another 1-2% inefficiency that might otherwise be lost to converting between current types in a battery storage system. That means when connected to DC power, Heavos wireless charger is capable of end-to-end efficiencies of up to 95%, just 2-3% shy of a wired charger. Either way, whether wireless charging is 3% or 5% less efficient than wired charging, the efficiency losses are well worth the benefits of wireless charging.

此外，如果Heavos电站直接连接到直流电源，如太阳能电池板，由于电站内部自带逆变器，就不需要额外的太阳能逆变器。这可以节省1-2%的效率损失，因为通常在电池储能系统中，电流类型转换会造成损耗。这意味着在连接直流电源时，Heavos无线充电器的整体效率可以达到95%，仅比有线充电低2-3%。无论如何，无线充电的效率可能比有线充电低3%或5%，但考虑到无线充电的诸多好处，这些效率损失是值得的。

Before we get into that, why did so many people believe that wireless charging for EVs was significantly less efficient than wired charging? That is, they were expecting efficiency in the 70-80% range rather than above 90%. First, because the wireless chargers for mobile phones that most of us are familiar with often have efficiencies as low as 70%, and rarely exceed 90%. That's because they use technology that's much less sophisticated. Second, because it's only been in the last few years that wireless charging for EVs has started to close the gap with wired charging. That is, the efficiency improvements have been more rapid than expected.

在我们深入讨论之前，为什么那么多人认为电动车无线充电比有线充电的效率要低得多呢？也就是说，他们预计无线充电的效率在70%到80%之间，而不是超过90%。首先，这是因为我们大多数人熟悉的手机无线充电器效率通常低至70%，很少能超过90%。这是因为它们使用的技术较简单。其次，是因为直到最近几年，电动车无线充电才开始缩小与有线充电的差距，也就是说，效率提高得比预期更快。

On that note, what's behind those rapid improvements? Unfortunately, that information appears to be proprietary, and I couldn't find public information on the topic, but as far as I can tell, it boils down to two key factors. First, up until about 5-10 years ago, resonant inductive charging for EVs was still a relatively undeveloped technology, leaving significant room for optimization. For example, improvements to the design of the copper inductive coils that shape the magnetic fields around the charging pads have significantly boosted efficiency. Second, wireless charging is writing on the coattails of a number of cost and efficiency improvements brought about by the demand and production scaling of hardware like data center switches and inverters for EVs.

关于这一点，那些快速改进背后的原因是什么呢？不幸的是，这些信息似乎是专有的，我没有找到相关的公开信息。但据我所知，这归结为两个关键因素。首先，大约5到10年前，电动汽车的谐振感应充电技术还相对不成熟，留下了很大的优化空间。例如，对充电垫周围磁场形状的铜线圈的设计改进显著提高了效率。其次，无线充电受益于数据中心交换机和电动汽车逆变器等硬件需求和生产规模化所带来的成本和效率提升。

Those improvements were thanks to, for example, better semiconductor materials like silicon carbide and better dielectric materials for capacitors. However, that's speculation on my part. If you have better or more accurate insights, please share them in the comments below. A moment ago, I said that the efficiency losses of wireless charging, which are within a few percent of wired charging, are worth it. Why is that? First, wireless charging is perfect for a cybercab because it eliminates the need for an attendant, human or otherwise, to plug the vehicles in. According to Hevo, the all-in cost for charging attendants for EV fleets can be up to $100 per hour.

这些改进得益于更好的半导体材料，如碳化硅，以及更好的用于电容器的介电材料。然而，这只是我的推测。如果你有更好或更准确的见解，请在下面的评论中分享。刚才，我说无线充电效率损失仅比有线充电多几个百分点，是值得的。为什么呢？首先，对于网络车辆来说，无线充电是完美的，因为它不需要人工或其他方式来为车辆插电。据Hevo称，为电动车队配备充电人员的全部成本可能高达每小时100美元。

Second, for a given charging power, wireless charging accelerates charging times. That's because as soon as the vehicle pulls into a charging stall, the charging starts. That's as opposed to a typical EV, where the driver has to get out of the vehicle, walk to the charging pedestal, open the charge door, plug in the charging cable, and wait for the handshake to occur between the charger and the vehicle. And for self-driving fleets, it would take additional time for the charging attendant to walk over to the vehicle and plug it in. Overall, thanks to removing those steps, Hevo estimates that wireless charging would save about 3 minutes per charging session. The third cost savings for wireless charging is reduced maintenance costs. The first thing to break on almost any wired electronic device is the cable.

其次，以特定的充电功率来说，无线充电可以加快充电速度。这是因为当车辆驶入充电车位时，充电就自动开始了。这与普通电动汽车不同，普通电动车需要驾驶员下车，走到充电桩旁，打开充电口，插入充电线，并等待充电器和车辆之间的通信完成。而对于自动驾驶车队来说，充电工作人员还需要走到车旁插入充电线，花费更多时间。整体来看，通过省去这些步骤，Hevo估计无线充电每次可节省大约3分钟。无线充电带来的第三个成本节省是降低了维护成本。几乎所有有线电子设备，最容易损坏的部分就是电缆。

With a wireless charging pad, there's no cord to flex and break from repeated use, or to crack from years of exposure to the elements and sun. Fourth, on that note, in the summertime, charging cables exposed to the baking hot sun see increased resistance due to the heat, which can reduce their efficiency. That's as opposed to the wireless charging cables, which can be buried and the charging pad, which will be in the shade of the vehicle and protected from the heat, which on hot days may help close some of the efficiency gap between wired and wireless charging. Fifth, charging cables are easy to steal and frequently are. A power pad can be embedded in concrete and take 20,000 pounds of load, so it's quite durable and theft resistant.

使用无线充电垫时，不需要反复使用的电线，因此不会因为弯折或长时间暴露在环境和阳光下而损坏。此外，在夏季，暴露在炙热阳光下的充电线因热量而增加电阻，从而降低效率。而无线充电的电缆可以埋入地下，充电垫则位于车辆的阴影下，受到保护，不受热浪影响，因此在炎热的天气下，可能有助于缩小有线充电与无线充电之间的效率差距。此外，充电电缆容易被盗且经常被偷，而电力垫可以嵌入混凝土中，能够承受20,000磅的重量，非常坚固且防盗。

And even if the power pad isn't embedded in the concrete and was stolen, tearing it down to get at the copper in the induction coil would be no easy task because it's embedded in hard epoxy. Sixth, wireless chargers take up less space than wired chargers. That's because with wireless chargers, much of the charging equipment is buried. Hevo estimates that wireless charging makes room for up to 10 to 20% more charging spaces for a given parking area. Seventh, and finally, wired charging cables aren't as human friendly as wireless charging. That's for two reasons. First, DC fast charging cables can be bulky, and for some people, particularly the elderly or disabled, handling several feet of that cable can be difficult.

即使动力板没有嵌入混凝土中并被偷走，想要拆除它并取出感应线圈中的铜也不是一件容易的事，因为它嵌在硬质环氧树脂中。第六，无线充电器比有线充电器占用的空间更少。这是因为无线充电的大部分设备都是埋在地下的。Hevo公司估计，无线充电可以使指定停车区域的充电空间增加10%到20%。第七，最后，有线充电线对人不太友好，而无线充电更为便捷。这有两个原因。首先，直流快速充电线可能很笨重，对于一些人，特别是老年人或残疾人士，处理几英尺长的电缆可能会很困难。

Second, people don't often put the charging cables back in their holster, or they fall out, and the cables are left unplugged and laying on the ground, which is of course a tripping hazard. In public areas, wireless charging can be flush mounted or buried in the concrete, which can reduce those tripping hazards and therefore potential injuries and lawsuits. Before I close out the video, let's take a look at the potential for more powerful wireless chargers. Earlier, we explored Hevo's 11-kilowatt home charging system. Hevo has also collaborated with Oak Ridge National Laboratory to test systems capable of delivering up to 300 kilowatts. While impressive, the additional wireless charging power does come with additional equipment costs. According to Hevo, on the vehicle side, 50-kilowatt charging equipment would cost $600 installed, and 350-kilowatt would cost $800. That is, several times more expensive than an 11-kilowatt system.

第二，人们经常不把充电线放回固定架，或者充电线掉出来，导致它们散落在地上，没有插好，成为绊倒的隐患。在公共区域，可以将无线充电设备平嵌或埋入混凝土中，从而减少这些绊倒隐患，降低潜在的受伤风险和法律诉讼。在结束视频前，让我们看看更强大的无线充电器的潜力。之前我们探讨过Hevo的11千瓦家用充电系统。Hevo还与橡树岭国家实验室合作测试了能够提供高达300千瓦电力的系统。虽然令人印象深刻，但更强大的无线充电需要额外的设备成本。据Hevo表示，在车辆方面，安装50千瓦的充电设备成本为600美元，而350千瓦的则需800美元。这比11千瓦系统的费用贵好几倍。

Why? Because at higher power levels, a larger and or more complex copper induction coil would be required. However, on the charging infrastructure side, higher power levels for wireless chargers would be cheaper than for wired chargers. That would cost $4,000 or less for each 50-kilowatt stall, and $7,000 or less for 350-kilowatts. Tesla's superchargers cost about $40,000 each, or 5-6 times more expensive than the charging equipment would be for a wireless charger. That is, the price of a Tesla-wired supercharging system and Hevo wireless supercharging system would, overall, be comparable after taking into account all the vehicle and infrastructure side costs.

为什么呢？因为在更高功率水平下，需要更大或更复杂的铜感应线圈。然而，从充电基础设施的角度来看，无线充电器的高功率水平比有线充电器更便宜。每个50千瓦的充电桩成本为4000美元或更低，而350千瓦的成本为7000美元或更低。特斯拉的超级充电桩大约每个要花费4万美元，比无线充电设备贵5到6倍。也就是说，考虑到所有车辆和基础设施方面的成本后，特斯拉有线超级充电系统和Hevo无线超级充电系统的整体价格是可以比较的。

That's because with wireless supercharging, the vehicle side costs would be more expensive per vehicle, but the cost of the supercharger itself would be significantly cheaper. However, at least for the time being, due to the higher per vehicle costs, wireless supercharging may not be as viable as wireless chargers that are in the 11-50-kilowatt range. But that's perfectly acceptable because wireless supercharging isn't needed for most use cases anyways. Let's take a look.

这是因为使用无线超级充电时，车辆端的成本会更高，但超级充电器本身的成本会显著降低。然而，至少在目前，由于单车成本较高，无线超级充电可能没有11-50千瓦范围内的无线充电器那么可行。但这完全可以接受，因为大多数情况下并不需要用到无线超级充电。让我们来看看。

First, for private use cases, 80% of vehicle charging occurs at home, and most of those vehicles are parked for 95% of the day. Second, according to Hevo, most fleet operators are looking for about 25-kilowatts of power because it'll serve 80-90% of their needs. That's because fleet vehicles, at minimum, usually have several hours of downtime during off-peak periods where they're parked. That is, the 25-kilowatt charging power that Tesla teased for their wireless charger is right in line with industry expectations.

首先，在私人用车的情况下，80%的车辆充电是在家中进行的，而且这些车辆大部分时间（95%）都是停着的。其次，根据Hevo公司的数据，大多数车队运营商希望获得大约25千瓦的充电功率，因为这能够满足他们80-90%的需求。这是因为车队车辆通常在非高峰时段会有几个小时的空闲时间，也就是停车的时候。这意味着，特斯拉宣传的他们无线充电器的25千瓦充电功率正好符合行业的预期。

That was just a tease, and it may be capable of more, but it wouldn't be necessary. That's especially true for the cybercab, which will likely have a battery capacity of around 40-kilowatt hours or less. At 40-kilowatt hours, 25-kilowatts would allow for about a one-hour top-up with a standard duty cycle of 10-70% or 20-80% state of charge. Furthermore, the quote-unquote downtime for the cybercab won't necessarily be downtime. That's because when the vehicle is parked and charging, it could be capable of performing two other tasks that generate revenue.

这只是一个小小的尝试，它可能有更大的潜力，但那并不是必需的。尤其对于电动出租车来说，其电池容量可能在40千瓦时或更少。以40千瓦时计算，25千瓦的电力可以在标准运行周期10-70%或20-80%电量状态下，在大约一个小时内为车辆充电。此外，电动出租车所谓的“停机时间”并不一定是停机时间。因为当车辆停放并充电时，它还可以执行另外两项能带来收入的任务。

First, distributed AI cloud compute with its AI chip. And second, if Tesla's wireless charger is bidirectional, serving as a distributed grid storage battery pack. If each cybercab is parked for even just a few hours a day, and they will be, 25-kilowatts is enough to both run the AI compute, charge, and provide pulses of energy back to the grid when needed. So the 250-kilowatts of power that a typical supercharger provides would just be overkill and inefficient from a capital perspective. Third, wireless supercharging would really only be needed for long-distance trips, where a customer wouldn't want to wait an hour for the vehicle to charge at 25-kilowatts before resuming the trip.

首先，分布式人工智能云计算结合使用其AI芯片。其次，如果特斯拉的无线充电器具备双向功能，能作为分布式电网储能电池组使用。那么每辆网络出租车每天即便只停几个小时，也能有足够的25千瓦来运行人工智能计算、充电，并在需要时向电网回馈能量。因此，典型的超级充电站提供的250千瓦功率在资金使用上就显得过于昂贵且低效。第三，无线超级充电主要只在长途旅行中需要，因为在这种情况下，客户不希望在25千瓦的充电速度下等待一个小时才能继续旅程。

However, less than 2% of the trips the average person takes are over 50 miles, and the cybercab will be capable of around 200 miles of range. That means a small fraction of the cybercab trips, probably less than 1%, would actually fully deplete its roughly 200-mile range battery. So in my view, adding hundreds of dollars of wireless charging equipment to each cybercab so that customers wouldn't have to wait an hour to charge, for one trip in 100 may not make sense. There may be other ways to serve those customers that are more capital efficient.

然而，普通人乘坐的行程中，超过50英里的不到2%，而网络出租车（cybercab）的续航能力大约是200英里。这意味着，网络出租车的行程中，可能不到1%会真正耗尽其大约200英里的电池续航。因此，在我看来，为了让顾客即使是在每100次中只有1次不需要等待一小时充电，就给每辆网络出租车添加价值数百美元的无线充电设备可能并不划算。也许有其他更高效的方式来满足这些顾客的需求。

For example, the passenger could opt for a long-range vehicle capable of hundreds of miles of range, switch cybercabs every few hours for each leg of the trip, or opt for a vehicle that's wired supercharger capable that they could plug in themselves. But of course, I'm certainly open to being wrong here. For example, what if Tesla found a way to implement wireless supercharging for a smaller premium than Hevo's suggesting? In that case, they could put it on every vehicle. But even if it were cheaper than Hevo is indicating, it would still likely be more expensive and heavier than a lower powered system.

例如，乘客可以选择一辆长续航能力的车辆，续航数百英里，或是每隔几个小时换一次网络出租车完成每段行程，或者选择一辆配有超级充电功能的车，他们可以自己插入电源。当然，我可能会误判。假如，特斯拉找到了一种成本低于Hevo公司建议的无线超级充电解决方案呢？如果是这样，他们可能可以将其应用于每一辆车上。不过，即使成本比Hevo公司所表示的更低，它仍然可能比低功率系统更加昂贵且更重。

There's always a cost to more power, and a cybercab is about achieving the lowest cost per mile. In summary, for most use cases, even at this early stage of commercialization, wireless charging is comparable in both cost and efficiency to a wired charging system. There is a small efficiency trade-off for wireless charging, and at higher charge rates, it can increase the cost of the vehicle. However, for a vehicle like the Cybercab, the small efficiency trade-off is worth it, because wireless charging is going to save far more money in other ways, such as lower maintenance costs, lower operational costs, and greater capital efficiency.

获得更大动力总是有代价的，而网络出租车的目标是实现每英里最低的费用。总的来说，即使在商业化的早期阶段，无线充电在成本和效率方面都可以媲美有线充电系统。无线充电有些许效率折扣，在高充电速率下可能会增加车辆成本。然而，对于像网络出租车这样的车辆来说，这些小的效率折扣是值得的，因为无线充电在其他方面可以省下更多的钱，比如减少维护费用、降低运营成本以及提高资本效率。

And as for the economics of wireless charging being optimized for smaller chargers, it won't be a big deal for vehicles like the Cybercab because it's going to be parked for several hours a day anyways, and it may even be able to generate revenue while parked from cloud computing services or grid storage services. That's all for the day. In the next video of the wireless charging series, I'll dig deeper into the more nuanced details of wireless charging, such as how precise the charging pads need to be aligned, safety issues, the future of wireless charging, and other use cases like the Cybertruck and Optimus.

关于无线充电的经济性优化主要针对较小的充电器，对像Cybercab这样的车辆来说这并不是问题，因为它每天会有好几个小时是停着的，而且在停着的时候甚至可以通过云计算服务或电网储能服务来产生收入。这就是今天的全部内容。在无线充电系列的下一个视频中，我将深入探讨无线充电的更多细节，例如充电板需要如何精确对齐，安全问题，无线充电的未来，以及其他使用场景，比如Cybertruck和Optimus。

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如果你喜欢这个视频，请考虑通过描述中的链接支持这个频道。另外，也可以考虑关注我的X账号。我经常在X上分享一些创意，X的订阅者和我的Patreon支持者一样，通常可以提前一周观看我的视频。

On that note, a special thanks to my YouTube members, X subscribers, and all the other patrons listed in the credits. I appreciate all of your support, and thanks for tuning in.

在这里，我要特别感谢我的 YouTube 会员、X 平台订阅者以及所有在片尾致谢名单中的赞助者。感谢你们的支持，也感谢你们的收看。