This is a System to provide for quick exchanges of batteries in electric vehicles, as they are battery powered vehicles (BPV). Typical specially designed battery exchange buildings, of various sizes, would be constructed with lanes to guide the electric vehicle to a prepositioned spot, and the vehicle, under its own power, stops at the prepositioned point. Adjacent to the electric vehicle position is a rack similar to a wide vertical ladder, in front view, with ball bearing sliders, deep enough to hold a number of horizontally placed batteries to be used to exchange the used up, or partially used up, battery in the electric vehicle with a newly charged battery.
The rack is a specially designed assembly to not only hold the batteries, but is a charging station for the several batteries, including quick disconnect electric charging sockets, but also cooling water circulating quick disconnects, that engage when the used batteries that are removed from the electric vehicles are pushed into the open spaces in the rack, for their reenergizing. Specially designed roller carriages are provided as the manually operated movement vehicles to be used to remove the used batteries from the electric vehicles, roll the used batteries to the rack, raise the used batteries to unused slots in the racks, and push them to their engage socket positions, for reenergizing. Then, the roller carriage is manually used to select a charged battery, pull it from its charged position, support it on the way to the open battery slide under carriage area in the electric vehicle, and push it into the rear roller bearing slides of the electric vehicle, into the sockets engage position. This manual system would be replaced by a robot operated automatic system, that would be developed for high use battery exchange buildings. The payment system used by the electric vehicle owner is that all batteries and battery exchange buildings, and support facilities, are owned by investors who are paid for the rental time of battery use, which data system for payment is determined at the time of purchase of the vehicle. If the vehicle owner desires, there could be no additional charges for battery change outs. Also, the daily use charge could have this amount predetermined. Financial dealings would be the basis of the financial cost of providing the battery and battery exchange buildings, and the services provided there. Several payment plans would be available, considering whether the user would have a multiple of battery change outs planned, or maybe he wants only one paid battery insertion at vehicle origination, and he would pay individually per battery change out. Therefore, the original cost of the electric vehicle to the buyer is less that of the battery, but the battery payment plan pays for the batteries use. The amount calculated could be a one time advance payment, or a payment plan; or another payment system to be individually determined. Battery discharge, energy recharge would be by home plug ins, or system owned commercial plug in spots, or at the service building, with cost paid by vehicle owner's credit card or home electric use, by how many hours of kilowatt-hours (KW-HRS) discharge show on the meter on the battery. The basis of this system is that all electric vehicles must be designed to have the roll in and roll out ability for this system's Approved battery and they will utilize this battery exchange plan. International Protocols must be developed to direct battery manufacturers to construct the same geometrically designed battery and to direct all electric vehicle manufacturers to comply with the ability to use the Approved battery. Then the battery exchange buildings will be constructed and the system will grow. Various sizes of entrys to the battery exchange buildings will be available, considering autos, SUV's, trucks, busses, etc., but the battery change out method will be similar to that described herein, even though various sizes of batteries will be developed for them, but the system will operate as described herein.