Wireless charging for
automated parking and
autonomous fleets.
We move power across an air gap instead of through a connector — our own coils, power electronics and control loop, with alignment handled on our side. Nothing in the power path touches, slides, arcs or wears, which is what lets it work where a cable cannot go.
Built for vehicles that cannot be plugged in — cars carried through automated parking structures, and autonomous fleets with nobody aboard.
A connector needs the vehicle to stand still next to a person holding it. In here it does neither — so the cars go in with whatever charge they arrived on.
One unit per space. Nothing to connect.
The plate keeps doing what your system already makes it do — lift, traverse, park, repeat. It just arrives at each space over a live floor unit, and takes power without touching it.
Four steps. Two of them are the driver getting out of the car.
After the session starts it belongs to the vehicle, not to the space it happens to be sitting in — which matters, because it will not be sitting there for long.
Drive on and connect
Pull onto the plate in the transfer cabin, get out, and plug the plate's short lead into the car. That lead is the only cable in the building and it goes wherever the car goes.
Scan and start
Open the app, scan the QR on the plate or type its number, and start the session. Three taps. No card, no barrier account, nothing to set up at the gate.
The plate leaves
The structure lifts it away and parks it wherever there is room. Power crosses the gap from the unit in the floor to the plate — no contact, nothing plugged into the building.
Come back to a receipt
Live state of charge, energy and running cost the whole time it is down there. One session, one bill — charged per kWh to the driver, the tenant or the account.
session
The plate is lifted, traversed and parked, possibly several times, while the car is charging. Power pauses for the few seconds it is in motion and picks up again the moment it settles over the next unit. Same session, no restart, no reconnection — and nothing to unplug first, which is exactly why a connector could never do this.
The same problem, twice.
One product, two markets, and the same sentence underneath both: there is no hand available at the moment the vehicle needs power. What differs is only how the vehicle meets the pad.
Automated parking
The plate carries the car down through the structure and shuffles it between spaces all day. Nobody can walk in, and a cable cannot follow a machine that never stops moving.
What it unlocks: a structure that can be specified as EV-ready across every space instead of two bays at the entrance.
Robotaxis and autonomous fleets
Here there is no lead and no plate. The vehicle carries the receiver itself, drives over the pad, and the unit aligns to it from underneath. No connector, no arm, no docking manoeuvre, no person — the vehicle simply stops and starts charging.
Which matters because a vehicle that drives itself for twenty hours a day cannot spend the other four waiting for a human with a cable, and hiring people to plug in defeats the entire case for removing them.
What it unlocks: a depot, a taxi stand or a kerbside bay that charges anything parked over it, with nobody on site.
It arrives
The vehicle parks itself over the pad the way it already parks. No precision required, no approach routine to certify.
We align underneath
The unit finds the receiver on the vehicle and lines up to it. Nothing on the vehicle has to move, extend or open.
It charges
Power starts on its own and the session is logged against the vehicle. It leaves when the fleet system tells it to.
Charge between rides, not just overnight. Utilisation is the whole business case for an autonomous fleet.
anywhere
Alignment happens on our side, underneath. No docking manoeuvre for the vehicle to learn and no approach accuracy to certify.
No attendant, no cable handler, no robotic arm to buy, house, power and maintain.
A connector is rated for a finite number of insertions. A field has no wear item, so duty cycle stops being a design constraint.
Note — the same hardware serves both. A fleet operator buys the depot side of a product already proven under a moving plate.
The only charging an automated structure can actually take.
A floor unit per space, no posts, no sockets, nothing for a moving plate to collide with.
No festoon, no reel, no busbar, no brushes. In a structure that cycles all day, the wear item is the whole problem — and there isn't one.
Measured per site with a 24-hour response commitment. Not a best-effort promise.
Deployed in working car parks and billing real sessions every day.
The blocker underground is rarely the coil, it is the electrical room. Our power stage feeds up to four floor units from one supply and spreads load across the structure, so you can electrify a whole rack without upsizing the building connection.
An independent safety and EMF review is completed for every site before a unit is energised — including for the technicians who go into the structure to service it. It is the first thing a committee asks, and we answer it with a signature rather than a brochure.
Everything, on one screen.
Energy delivered, revenue billed, which spaces are busy, which need a look. Give your building manager an account and they see their building. Nobody sees anyone else's.
Who charged, where, how long, how many kWh, how much it billed. Export to CSV for the managing agent.
A unit that misbehaves raises itself before a resident complains. Firmware updates go out over the air.
Run one car park or forty. Accounts, locations and roles are built in, not bolted on.
Scan. Charge. Done.
Point the phone at the plate, or type its number. That is the onboarding. No account at a barrier, no RFID card to lose in a coat pocket, and a shared account so a household bills together.
Straight answers.
Is it safe inside the structure?
Yes, and we do not ask you to take our word for it. Every site gets an independent safety and EMF review before anything is energised, covering technicians working in the rack. No approval, no deployment.
What if the plate stops off-centre?
It still charges. The coils tolerate roughly ten centimetres in any direction, which is well inside what a shuttle repeats to. No mechanical alignment step, no docking sequence.
Does it work in a structure already built?
Yes. Floor units drop into existing spaces one at a time, so you can electrify a level, prove it, and grow. No change to the mechanical system, no change to how the plates move.
Who pays for the electricity?
Whoever you decide. Bill the driver per kWh, bill the tenant monthly, or absorb it as an amenity. The rate is yours to set per location.
What happens when something breaks?
We usually know before you do. Contracted 95% uptime, 24-hour response, and remote diagnosis from the session record before anyone gets in a van.
How technical does this get?
As technical as you want. Your engineers get the drawings, tolerances, pallet loads and load calculations. You get an automated car park that can be sold as EV-ready and mean it.
Not a pilot deck. A working automated car park.
The system is installed and operating inside automated parking structures in Israel — plates moving all day, cars charging between moves, every session billed. We will introduce you to a reference on request.
Send us your structure drawings.
Send the section and the space schedule. We come back with how many spaces we can electrify, what your electrical room can carry, and the cost per space. Usually within a week.