Car technology writer Nicholas Brown is among those who suggest much smaller battery packs. A three- or four-kilowatt-hour unit, about one-10th the size of those in most EVs and able to recharge in just 15 minutes at a fast-charging station, could eliminate range anxiety, he says.
“Range anxiety is caused by the inability to recharge. What people with range anxiety think is: ‘If I run out of power, I’ll be stranded — or it will take eight hours (to recharge.)’ If people can recharge easily and quickly, it is not an issue for most.
Unfortunately, this is how it would work: You’d drive 15 kilometres or so, recharge for 15 minutes, and repeat: Over and over. Even with a strong tailwind, a 70-kilometre drive down the QEW to Hamilton would require four plug-in stops totalling an hour or more.
Internal-combustion engines get their best mileage motoring along at a steady 70 or 80 km/h. In contrast, once an EV is rolling, its power consumption increases in lockstep with its speed: There’s no “sweet spot” like the one for gasoline efficiency.
Testing by organizations such as the U.S. Environmental Protection Agency shows that rough pavement, hill climbing, hot or cold temperatures, heavy loads, and stop-and-go traffic dramatically reduce EV range. Aggressive driving is a battery drainer, too.
Using a $ 95,000 grant from the California Energy Commission, researchers will drive EVs in real-world conditions over six months to collect data on electricity consumption and range in as many different conditions as possible.
The researchers haven’t yet acquired the two vehicles they’ll need, or assembled a team of drivers. They also have bugs to work out, including how to account for different driving styles and, in particular, the tendency of people in such tests to moderate their braking and acceleration.
But it certainly won’t end the affliction. It’s expected to let a battery-powered car go 10 to 15 per cent farther between charges. That’s better than nothing, but not nearly good enough to be a cure.