« Back to Home Page

Battery Swapping Won’t Work for Ford, But it Doesn’t Matter…

Steve Puma | Thursday January 13th, 2011 | 9 Comments

One of Better Place's robotic battery swap stations, in action.According to this FastCompany article, Ford Motors is not too keen on the notion of designing its future electric vehicles to be compatible with battery-swap infrastructure, such as that developed by Better Place. Sue Cischke, Ford’s vice president for Sustainability, Environment and Safety Engineering, was quoted as saying, “For Ford, it doesn’t seem to be a solution that makes sense.” The main bone of contention with battery swap is that, in order to work, it requires automakers to settle on battery standards that are compatible with the swapping machinery.

BetterPlace, whose robotic battery switch stations “can swap out depleted EV batteries for fresh ones in two minutes,” maintains that this is will not be the case. Company spokesperson Julie Mullins claims that “From day one, accommodation of multiple battery types has been a core engineering requirement for our battery switch stations. We have made significant R&D investments to develop a toolkit/adapter in our battery switch stations that can anticipate and supply different battery types for different vehicles with different battery-to-vehicle connection mechanisms.”

After the break, I’ll explain that, even if BetterPlace were correct about the battery type disagreement, there are still several other reasons why swap stations will likely achieve only limited market penetration, and may ultimately be a very short chapter in the unfolding EV saga.

I’m in full support of any company that is giving its all to make electric cars a reality. But their business model has to make sense, and, unfortunately, for me, this one does not, except in a few limited scenarios. There are simply too many too many factors working against it.

(It should be mentioned that battery swap is only half of Better Place’s business model: the other half is deploying GE-branded charging stations. I believe that this piece of the business has a much higher probability of success. It is already a foregone conclusion that EV charging stations will be deployed en masse, it is simply a matter of which companies are in their seats when the music stops.)

The following is a list of potential reasons why battery swap may only have limited (if any) success:

    1. Rapily advancing charging technology: What sometimes gets lost, in all of the EV hype, is just how quickly battery charging tech is moving forward. You may not know this, but several manufacturers, including Nissan, report that their battery packs can be charged, from empty, to an 80% charge, in only 30 minutes, with a “fast charger” running on DC power. This is exactly the sort of charger that is likely to be installed in a public parking garage, or at an EV “filling station” (more about this in a minute). In addition, there have been recent reports of companies developing technologies that will reduce charging times to under 5 minutes!

&#160
Once charging gets to that point, it has reached parity with battery swap, in terms of how long it takes to fill up. The only problem is that the battery swap infrastructure is much more expensive to implement.

    1. American driving habits: According to Federal government, and other, studies on transportation habits, 97.5% of Americans drive an average of less than 75 miles per day! Not only that, for 75% of us, the number of miles we drive is under 40. One full charge on a Nissan Leaf will easily cover two days of driving for most people, and one day of driving for almost everyone else.

Think about what that means for longer trips: if the Leaf can go 100 miles on a 100% charge, an 80% charge would (theoretically) be an extra 80 miles. If we subtract 10 miles as a safety buffer, that would leave us an effective range of 170 miles, with one stop to recharge. This range would allow you to drive all the way from New York City to Albany, NY (147 mi), from Boston to Hampden, CT (158 mi), from Washington, DC, to Newport News, VA (170 mi), from Portland, OR, to Tacoma, WA, or from Los Angeles, CA to Tijuana, Mexico (144 mi), with a short stop in San Diego (128 mi).

(I don’t know about you, but I don’t drive over 100 miles in one direction very often, and, if I do, I will be staying there for a few hours, if not overnight. There’s also an almost 100% chance that I would want to take a rest stop along the way, since I will have been in the car for almost 2 hours, anyhow. Since a rest stop equals a food and bio break, thirty minutes doesn’t seem like much of a change in habit, and five minutes would mean no change at all).

    1. Home is the default charging station: Think, for a minute, about how you charge your cell phone, especially if it is battery-munching a smartphone. If you are like me, you are always concerned that the battery will run out, so you take every opportunity you can to charge it. That means plugging it in at home, especially overnight, and keeping it plugged in while you are at work. It wouldn’t make sense for you to leave home with an almost-dead battery, given how important your phone is, and you plug it in at your desk at work because it is convenient.

I’m going to assert, although I don’t have the data to back it up (yet), that most people will do the same with their electric cars: they will keep it plugged in when they are at home, and they will plug it in at work, if it is convenient to do so. This means that most drivers will be starting their next trip with a “full tank.” This is fundamentally different from the ways cars are fueled now, and translates into an effective increase in daily range (assuming that drivers want to keep their trips outside the home to a minimum).

Theoretically, this should mean that most American drivers would rarely need to go to a charging station, outside of home or work. In fact, this has been borne out by anecdotal evidence from a small number of individuals who who have been driving EVs for an extended period of time.

    1. Rapidly advancing battery technology: The rapid advancement of battery technology will soon extend the range of EVs to the point of parity of gas-powered cars. This will be augmented by the greater use of lightweight materials, such as aluminum and carbon fiber. While the range increases, battery packs will also continue to get smaller and lighter, not to mention cheaper, in much the same way that they have for consumer electronics. “The size of [EV] battery packs keeps changing. It will be different in two years,” Ford’s Ms. Cischke says. Which bring us to our next point.
    2. The number of batteries that need to be held in inventory is too high, causing undue waste and cost: In order for a battery swap strategy to work, each swap facility must have enough batteries on hand to ensure that, when a customer comes in with a discharged battery, there is a matching replacement that is charged and ready to go. This means that, unless the automakers agree on some battery standards, the swap facility will need to have, on hand, approximately two of each battery type on the market. Obviously, certain battery types will require much higher multiples.

That’s going to add up to a lot of batteries.

It gets worse, when you consider the fact that battery shapes, sizes, and chemistries will constantly be changing. If you believe Ms. Cischke, Better Place could be turning over its entire battery inventory every two years! Given the coming shortages in precious metals, particularly lithium and cobalt, this is not a strategy that is going to be good for the planet, nor is it going to be more cost effective for Better Place.

However, none of this necessarily means that battery swapping, and Better Place, are doomed from the start. There is one area where battery swapping makes perfect sense: large vehicle fleets. In large fleets, there are a few standard vehicles, fixed schedules, and a desire to minimize downtimes. A battery swap setup , like Better Place’s, may always provide the fastest way to recharge a vehicle. Even if the difference is only a handful of minutes, large fleets, such as those owned by UPS or a taxi company, are big enough so that the rewards will outweigh the costs. According to FastCompany, the same may also apply to smaller countries. Therefore it is no surprise that Israel and Denmark are the only places which have committed to install battery swap stations.

To sum up, the future doesn’t look that bright for battery swap business models. Each advance in battery or charging technology is one less reason for the automakers to support battery swap. If the manufacturers don’t support it, it’s simply not going to happen (although one, very small, company is willing to give it a try).

Just think about it: your new EV comes with a 8-year battery warranty, from the manufacturer. Are you going to risk voiding that warranty, for a gain of only a few minutes?

I didn’t think so.

——-

What do you think? I am completely insane? Will battery swap will be the best thing since sliced bagels, or is it dead on arrival? Leave a comment and let me know!

——-

Steve Puma is Director of Business Development for SABA Motors, and a sustainability writer/consultant. His work focuses (mostly) on clean transportation, including Plug-In Electric Vehicles, something he is very passionate about.

Steve holds an MBA in Sustainable Management from Presidio Graduate School and a BA in Computer Science from Rutgers University. You can learn more about Steve by reading his blog, or following his tweets.


▼▼▼      9 Comments     ▼▼▼

Newsletter Signup
  • http://evpal.com EvPal

    Not only do I think BatterySwap stations are the answer to “range anxiety” I belive they will be pervasive as gas stations in the long run.
    disclosure: I offer BatterySwapStations.com and Swapstations.com as good investment in the future of EV business.

  • http://www.facebook.com/people/Ev-Yves/1047613834 Ev Yves

    Battery swap takes 1-2 minutes. Most companies will standardize just like all cars can fill up at any gas station, so it will be with battery.The technology is there for that and BP has already proven they can handle different types of batteries. Beside a chargestation will be a swapstation so customers can have the best of both world. If the ca’t swap they’ll charge til they get to the next place where they can swap.

    • Steve Puma

      There is a huge difference between a gas tank and a battery, when they are fueling a vehicle. It is not a trivial matter for vehicle manufacturers to standardize on a battery’s voltage, amperage, shape, or size. This has to do with any number of factors, such as vehicle size, range requirements, and compatibility with the company’s other products.

      Since no major manufacturers have stated that they will embrace battery swap, and Ford has said, explicitly, that it won’t, it doesn’t seem likely that your predictions will come to pass.

      – Steve

      • DaveMTL

        Is there really such a requirement? If so who cares, the BP system only asks that the battery have a flat bottom, be accessible from under the car and be situated near the center of the vehicle. When you think of it, the most sensible place for vehicle stability.
        We use 12V batteries in our cars and 2 types of fuel. For 90%+ of cars that is gas with 87 to 94 octane. Setting standard voltages (as we do in houses) we can assure 90+% of all design needs are met. That is how everything works in our society. I feel the argument over standards is a false one. Now I admit a lot of people have money to lose. Especially the mechanic who just charged me 400$ to fix my rad.

  • Falstaff

    The author has not given this subject due attention. Battery switching has its problems, but none of them are identified in this article.

    1. Rapid charge: while some batteries can be quick charged, there are two major problems with the technology, one of them fatal. First, quick charging drastically reduces the life of batteries. Second, quick charge installations don’t scale. Consider that the rate of energy output via gasoline at the common highway filling station is the electrical energy equivalent of a small power plant – 10-20 megawatts. It is simply not viable to place such an electrical installation on every corner, that by the way will slash the battery life of every customer.

    2. Default charge at home: yes certainly, but not good enough, especially in the US. People don’t want to invest tens of thousands of dollars in a vehicle that won’t them take off on vacation after work on Friday because the battery needs 10 hours on the charger. Thats WHY they want a car in the first place, otherwise save the cash and take the bus.

    Rapid battery tech change: Yes again, but that does not mean that the mechanical foot print and electrical connection of the battery container has to also change rapidly.

    High inventory: yes they need standards. The automotive industry has thousands of standards, including ones, e.g., for starter batteries. That 12V in your car is likely the same mechanical footprint as nearly every other on the planet.

    The next to last sentence in the article is clue as why the entire article is off. It assumes _your_new_EV_ battery belongs to you, warranty hassles and all. Thirty seconds into studying the BP model immediately reveals no, BP will own the battery, you lease it. Thus if the battery starts going south, or some new technology is out, or perhaps you want and extra deep battery for a long trip, you head to the switching station and you let BP worry about it.

  • http://www.tractionteam.com KJ Janowski

    Knowing the US drive statistics, I’ve always thought that “range anxiety” was irrational. But, perception is reality, so the anxiety may be an obstacle for many potential buyers. Still, I’m glad to see a car company perhaps tacitly acknowledging that “range anxiety” may be a misplaced concern.

  • DaveMTL

    Does anyone realize that swapping our batteries is not the only raison d’etre for such a station? This mass of batteries waiting to be used is also a storage house for power. They will build up the supply when it is cheap and through well written algorithms decide when in the day to sell back the power to the grid without compromising the needs of it’s clients. Remember that power swaps between batteries can be made at high voltages and relatively quickly in the temperature controlled environment where they are stored. I like the idea that I could, in time as batteries become more efficient, swap a single node battery for a triple node battery with greater distance. When the trip done, swap for a single one again and save weight and thus power. We have yet to see the full advantage of such a station existing. It can also buy it’s power locally from nearby houses, farms and malls which will eventually be able to produce electricity as well. Imagine a deal where I sell my house’s spare solar power to this station and get it back when I need it. Thus avoiding charges from my local Hydro.

  • Jason

    You got good points.

    I need to refuel my car almost once a week. If I own an EV, it might happen once a month for the “swap station” to save money if I can find one when I need it. It’s the same as we occasionally eat out. $$$$

    When I like to drive a long distance for the vacation, there will be hundreds of folks like me who want to get their battery swapped at the same time period.

    Do you think swap station can handle the mass or make money from this pattern?

  • Dan Whitfield

    I worked with a Swiss company (Peraves) at the X-PRIZE competition in Brooklyn MI in 2010. They won $1.5 million award for their E-TRACER by scoring approx 200 MPGE with a range of approx 200 Miles per charge.

    With it’s 150 MPH top speed, it becomes obvious that no pump gasoline powered road vehicle is capable of traveling coast to coast (USA) 3000 miles as quickly at near legal speed, assuming 2 min. battery replacement stations along the way.