The moat is in the milliseconds.
Our engineering stack is documented to plan-grade detail. What follows is a living dossier — every drawing is versioned, every coil is characterised, every timing is measured. This is the technology we file patents on.
The moat is in the milliseconds.
Competitors treat wireless charging as a power-electronics problem. VTLVS treats it as a real-time classification and resonance-tracking problem. That is where the IP lives.
Full engineering dossierAdaptive resonance engine
Closed-loop frequency sweep + 10 kHz PID impedance tracking across 79–91 kHz. Locks to peak coupling in < 120 ms and holds it under thermal and positional drift. Peak efficiency 91.8 %.
Weight-first vehicle classification
Primary classification by four load cells in < 200 ms — no tag, no app, no connectivity required. RFID (ISO 15693) and BLE 5.0 refine the profile but are never prerequisites. Reduces false-start rate by an order of magnitude vs tag-only systems.
Multi-coil active selection
Four nested transmit coils (r = 360 / 280 / 200 / 80 mm) on a single pad. Solid-state relay selects the optimal coil. Enables a 90× power dynamic range (250 W → 22 kW) from one piece of hardware.
Object-on-pad safety (DOE)
Thermal camera (MLX90640, 32×24) + 3× NTC probes detect foreign metallic objects and thermal runaway. Shutdown in < 100 ms. IP68 / IK10 sealed enclosure. Radiated emissions within ICNIRP 2010 limits.
Four coils. One decision. Six hundred milliseconds.
A single adaptive pad with four nested transmit coils. Four load cells under the surface weigh the vehicle in real time. The system selects the optimal coil, negotiates a session, and delivers power — before the driver takes their hand off the wheel.
Sense
Four shear-beam load cells — one under each corner of the pad — detect contact and measure mass to ±1 kg in under 200 ms. No app, no tag, no action required from the user.
Classify
Mass is mapped to vehicle class: < 35 kg → e-bike (Coil D, 250 W), 35–250 kg → scooter/moto (Coil D, 1.5 kW), > 400 kg → car (Coil A/B/C, 7.4–22 kW). RFID + BLE refine the profile if present — but classification never depends on them.
Tune
The selected coil enters a resonance sweep across 79–91 kHz, locking to peak coupling (±0.1 kHz) in under 120 ms. A 10 kHz PID loop tracks impedance drift continuously — as battery state, temperature, and position change during the session.
Deliver
GaN full-bridge LLC inverter drives the coil at peak efficiency (up to 91.8 %). A 72-LED WS2812B ring on the pad surface communicates state to the user without any screen. Billing is handled through OCPP 2.0.1 and Stripe, or disabled for personal use.
Every coil has its own optimal frequency. Every vehicle shifts it.
The ideal resonant frequency is not fixed. It depends on the vehicle geometry above the pad — ride height, chassis materials, ferromagnetic content. For Coil A (sedan class), η peaks around 85 kHz. But under a Tesla Model 3 it drifts to 83.6 kHz; under a Peugeot e-208, to 86.2 kHz. Our adaptive resonance engine locks the real peak, not the theoretical one. This is the strongest patent claim in the dossier.
The defensive moat is not a secret. It is an arrangement.
Three layers a competitor must replicate — simultaneously — to enter our turf. None is sufficient alone. Together, they add 18–24 months of catch-up to any major player who decided to imitate us tomorrow.
Claims on sub-200 ms multi-coil weight classification, mass-plus-impedance-driven coil selection, and the 79–91 kHz sliding-window resonance-lock algorithm. INPI filing with FR priority, PCT extension at 12 months.
Every session appends a multi-modal signature (weight + impedance + thermal + Q-factor perturbation) to our foreign-object classifier. Field data becomes an entry barrier no deck can simulate. Tesla and ChargePoint are not about to deploy 1,000 multi-vehicle pads tomorrow morning to close that dataset.
Tesla optimises premium passenger cars. ChargePoint optimises wired fleets. We optimise the 4-market × 90× dynamic-range intersection — a segment no major is prioritising. When they arrive, they will have to do it on our ground, not theirs.
The full sheet.
Production targets for the P3 (Q1 2027) field unit. P0 prototype specs are within ±5 % of these numbers.
Eleven months to first paying bay.
Four phases. €15,600 prototype budget (contained within the seed). First real-world revenue in Q1 2027.
Bench validation
- Coils A/B/C/D wound by OpenCloud Tech (Monastir)
- LLC inverter on test PCB — efficiency sweep
- Coil D validated on Decathlon B'Twin 500W e-bike
- Preliminary EMC — ICNIRP 2010 diffuse field
Functional prototype
- PRV/GRP moulded enclosure (Freneuse)
- Full stack integration: coils + relays + load cells + LED ring
- ARM CM4 firmware: FSM + PID + OCPP 2.0.1 + BLE + RFID
- IP68 48h soak · IK10 impact · −20 °C to +70 °C cycle
B2C field pilot
- Garage install Freneuse (230V, 1 bay)
- 500 car + 200 e-bike + 100 moto sessions
- UX telemetry: app + LED ring iteration
- TÜV pre-audit documentation for CE
B2B field pilot
- Operator parking Paris (400V, 3 pilot bays)
- OCPP SaaS dashboard integration (OpenCloud Tech)
- 1,000 billed sessions — real revenue model validation
- Simultaneous multi-vehicle test: 2 cars + 1 e-bike on 3 bays