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A free scan shows the junk files, broken settings and background clutter dragging Windows down - then fixes them in one click.Free scan · Windows 10 & 11Winduction, an ETH Zurich spin-off, is developing a system that transfers power from a charging plate in the road to pickup coils built into a specially designed bus tyre. When a bus stops with its wheel over the plate, the coils couple magnetically and pass energy to the vehicle battery. It is a way to charge during stops—not while the bus is continuously driving—and the planned passenger-service pilot has not yet begun.
How can a bus charge through its tyre?
The system uses two sets of coils. A grid-connected plate embedded in the road contains transmitter coils; a custom tyre contains pickup coils. When the wheel is positioned over the plate, a magnetic field transfers energy across the short gap. The wheel system then relays that energy to the bus battery. ETH Zurich says Winduction’s name refers to “wheel-based induction.”
The bus needs to be positioned over a plate for charging. The intended use is at bus stops or other short stops, where charging can take place as part of a route. Winduction is not describing a bus that charges continuously as it travels along the road.
Why put the receiver in a wheel?
In a conventional underbody wireless-charging layout, the receiver can sit relatively far from the road transmitter, and the gap varies between vehicle designs. Winduction’s approach puts the pickup coils in the tyre, closer to the plate. Its technology lead, Sylvain Fricker, told ETH Zurich: “In any vehicle, the only thing that’s always in contact with the ground are the wheels.” The wheel location is the system’s distinctive design choice; it does not by itself establish that the approach outperforms other charging systems.
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Why does the system need a special tyre?
Ordinary bus tyres contain steel belts. ETH Zurich reports that steel would interact with the magnetic field and turn power into heat, so Winduction is working with partners on a steel-free tyre suitable for the system. That makes tyre design and vehicle integration part of the technology, rather than a matter of fitting a standard tyre to an existing wireless charger.
What is known about efficiency and operating costs?
ETH Zurich reported in October 2026 that Winduction’s system had achieved ground-to-vehicle efficiency of over 90%. In ETH’s explanation, this means less than 10% of the power fed through the ground plate is lost between the plate and the vehicle. It is not a grid-to-wheel efficiency figure or a measurement of the complete battery charging cycle, and ETH’s report is not an independent fleet-operation validation.
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Smaller batteries and lower infrastructure and lifetime route costs are potential benefits, not established savings. ETH says Winduction’s calculations show possible savings, while a feasibility study with operators was still assessing route-specific results. No precise, independently established cost reduction is available in the cited reporting.
What ETH’s Zurich Airport route example does—and does not—show
As an illustration, ETH reports Winduction calculations for a Zurich Airport–Oerlikon route in which plates would be installed at 2 of 24 stops and the bus would charge for a total of 3 hours over a 16-hour operating period. ETH also says buses on the line currently charge simultaneously for five hours overnight. These are reported calculations, not a confirmed installation plan or a demonstrated result for other routes.
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What stage is Winduction at?
In a report published 5 October 2026, ETH Zurich said Winduction was building a test lab and a test stop in Winterthur, with support from the Federal Office of Transport and the Swiss Climate Foundation. The company’s stated aim was to run its first passenger-service pilot in 2028, potentially around Zurich Airport. Discussions with Swiss transport operators were underway; ETH did not report a confirmed operator or an operating public pilot.
Earlier development reporting helps explain how the project progressed. In a 3 March 2026 interview, Winduction co-founder and CEO Laurin Schwitter said the company selectively activated ground transmitters directly beneath a wheel: “The idea is simple: there are lots of small transmitters in the ground. We selectively activate only those that are directly beneath the wheel.” At that time, he said a full-scale functional model was being built with Helbling Technik and other partners. ETH’s October report later described the tyre-coil mechanism; the earlier interview’s comments about then-undisclosed wheel-to-vehicle transfer details should be read in that earlier development context.
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How does this compare with existing in-route bus charging?
Charging buses during a route is not new. Geneva’s TOSA system uses a mechanical arm to connect a bus to charging stations, with energy storage mounted on the roof. The Swiss federal project record describes 20-second charges at route stations and a 4-to-5-minute charge at the terminal. Operator tpg says TOSA was deployed on Line 23 in 2018 and lists 13 route flash stations, 3 terminal stations and 4 depot stations.
The difference is the energy-transfer path: TOSA makes a physical connection using an arm, while Winduction proposes inductive transfer through a road plate and tyre-mounted pickup coils. The systems also differ in vehicle hardware and roadside infrastructure. The available reporting does not provide comparative test data to establish which is more efficient or cheaper overall.
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What would determine whether it works on a real bus route?
A useful assessment depends on more than the reported prototype efficiency. Operators would need evidence about how the system performs with a compatible bus and steel-free tyres, how many stops need plates, how long vehicles dwell over them, and what route-specific infrastructure and battery requirements would be. The planned Winterthur test infrastructure and proposed pilot are intended to move the concept toward real-world evaluation; the cited sources do not yet establish those fleet-wide results.
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