The LaneCharge project, funded under the German Federal Ministry of Education and Research (FKZ 03EMF0202D), set out to create a fully integrated inductive charging system for electric vehicles that can be embedded in road surfaces. The core technical goal was the design, simulation, and experimental validation of a resonant power transfer link consisting of an asphalt‑integrated primary resonator and a vehicle‑side secondary resonator capable of delivering 3.7 kW at a resonant frequency of 85 kHz.

The development effort focused on the resonator geometry, magnetic coupling, and overall system efficiency. Two topologies were compared: a pure series‑series compensation scheme and an LCC‑LCC configuration. The series‑series approach yielded a compact design with a total series inductance of 48 µH, a current rating of 14 A, and a resonant frequency of 85 kHz. Simulations predicted an input power of 3.6 kW and an efficiency of 99.45 % at the nominal operating point. Experimental measurements on a test track at the Hochschule Hannover confirmed the simulated coupling coefficients between the primary (DD) and secondary (DS) resonators, with a measured coupling ratio of 0.85 ± 0.02, matching the simulated value within 3 %.

Magnetic simulations produced inductance matrices for both minimal and maximal coupling scenarios (100/100/170 µH and 0/0/130 µH, respectively). The resulting coupling coefficients ranged from 0.30 to 0.90, depending on the relative positioning of the coils. The resonator quality factor (Q) was optimized through geometry adjustments, achieving an idealized Q of 120 for the primary resonator and 110 for the secondary. Thermal and mechanical analyses were carried out to assess the impact of embedding the primary coil in asphalt. Using material properties from the Technical University of Braunschweig (TUBS), the team evaluated heat dissipation and structural integrity under load. Tests comparing the coupling with and without asphalt in the inter‑coil gap showed a 5 % reduction in coupling when asphalt was present, a result that guided the final coil placement and insulation design.

The system was integrated into a taxi stand at Hannover Hauptbahnhof, where two test vehicles were charged while moving between embedded charging points. The demonstration proved that the quasi‑dynamic charging concept is feasible and that the embedded resonators can operate reliably under real‑world traffic conditions.

Collaboration among the partners was structured around their core competencies. The Hochschule Hannover led the development of the charger controller, the communication subsystem, and the test track infrastructure, and also coordinated the taxi‑stand demonstration. EDAG was responsible for the power‑electronics design, system integration, and vehicle‑side hardware. The Technical University of Braunschweig performed the optimization of the primary resonator’s placement within the asphalt and provided the necessary material data. SUMIDA Components & Modules GmbH supplied the inductive components, carried out the electromagnetic simulations, and delivered the final resonator assemblies for the LaneCharge system. Regular consortium meetings, often held digitally due to pandemic restrictions, ensured alignment with the project milestones and facilitated timely corrective actions. The project spanned several years, culminating in a comprehensive final report that documents the technical achievements and the successful integration of the inductive charging link into urban infrastructure.