When EVs Run Dry: Is Mobile Emergency Charging the Answer?

Earlier this year, ComEd unveiled what the company calls an emergency roadside charger to support its growing electric vehicle fleet across northern Illinois.

The self-contained portable charging system built by Vanair (https://vanair.com/epeq-mobile-support-kit/), a Lincoln Electric Company, can be loaded into any ComEd service truck, providing approximately 30 miles of range during a one-hour charge for EVs running low on power during field operations.

The initiative aligns with ComEd’s commitment to electrify 50% of its fleet by 2030 and support up to 1.8 million EVs in northern Illinois by the same year as part of the utility’s broader “Path to Clean” program.

So, what exactly is the state of today’s mobile emergency charging technology? What developments can the industry expect to see in the next few years? And what factors should fleet managers consider when spec’ing these units?

I recently spoke with Chip Jones, national accounts manager of electrified products at Vanair, to learn more. Here is an edited version of our conversation.

Utility Fleet Professional: What are the most common applications for mobile emergency charging units today?

Chip Jones: We’re seeing two primary use cases. For one, fleet operators use them to relocate vehicles within their facilities or at job sites. When they need to move a vehicle across a large parking lot to reach a charging station, these units can provide enough charge to drive it there instead of using a rollback or tow truck. They’re also being used for roadside assistance. For example, companies like AAA use our units similar to how they deliver a gallon of gas – providing just enough charge to get stranded EVs to the nearest charging station safely.

UFP: Are there vehicle class limitations for this charging system?

CJ: The unit can charge any vehicle that accepts Level 2 AC charging, regardless of size. The key difference is the percentage of battery capacity you’ll restore. A Nissan LEAF, for example, will receive a higher percentage charge than a medium-duty truck. But both will get enough power to reach the nearest charging station, typically 15 to 20 miles of range.

UFP: Does Vanair also offer truck-mounted units, or are you seeing demand lean more toward portable units that can be moved from truck to truck?

CJ: We offer both configurations, but the majority of our field units are actually fixed, mounted units in trucks and vans. The battery-powered system is particularly well-suited for van installations since there’s no need to worry about engine fumes or heat like you would with traditional combustion-powered systems. We call the portable version our “self-contained” unit, and we’re seeing strong demand for both options across various industries, including utilities.

UFP: How heavy are the self-contained units, and what’s involved in moving them between vehicles?

CJ: The system weighs about 550 pounds with four lifting hooks on top. Any forklift or lift rated for 550 pounds can easily transfer the unit between vehicles.

UFP: What determines whether a fleet should choose a self-contained or permanently mounted charging system?

CJ: That depends on how the unit will be used. Self-contained units offer flexibility when you need to move the system between different vehicles. This way, you can take it out and strap it down – in the back of a pickup truck, an off-road vehicle, a golf cart or whatever it may be – and move it around.

But if the unit is going to be in a purpose-built service truck, then it’s much easier to go ahead and permanently mount it, where you can properly integrate the wiring and create a more polished installation.

For fleets initially testing EV charging systems, it can make sense to start with self-contained units to maintain flexibility before committing to permanent installations.

UFP: With the current technology, is each unit limited to providing one emergency charge per day?

CJ: That’s correct. And so far, we’re not seeing that as an issue for fleets since the number of EVs requiring emergency charging remains relatively low. But we’re developing new charging technology that will allow faster pack recharging.

UFP: What technological advances do you expect in mobile emergency charging over the next few years?

CJ: Within the next two to three years, we plan to offer Level 3 DC fast-charging capability. This would dramatically improve charging speeds; instead of taking an hour to provide 30 miles of range, we’ll be able to deliver 60 miles of range in 20 to 30 minutes. We also anticipate significant advances in battery recharging technology. This is crucial for service providers like AAA and utilities that need to assist multiple vehicles in a single day. The emerging solid-state battery technology should enable faster recharging while maintaining battery life and safety.

UFP: What’s the main barrier to offering DC fast-charging capability today? Is it primarily cost?

CJ: While cost is a factor, the bigger challenges are size and weight. We could achieve DC fast charging today, but it would require filling a dedicated truck with batteries, adding thousands of pounds and consuming a lot of space. Most fleets aren’t willing to commit to such a specialized vehicle. The key is developing battery technology that can deliver more power in a smaller, lighter package.

UFP: Can these units be recharged using solar power while in the field?

CJ: We’ve tested solar charging, but what we’ve found so far is that the technology with solar really isn’t there yet to keep up with the batteries. The current technology really only provides trickle charging capability, even on clear, sunny days.

The main limitation is space; most vehicles don’t have enough room for the solar panels needed to generate sufficient power. Some fleets use solar panels to keep the batteries topped off, like over a long weekend, but it’s not a primary charging solution. But we’re seeing promising developments in higher-density solar panels that could generate more power in a smaller footprint. We have a lot of fleets interested in solar charging, so we’ll continue developing this capability as the technology improves.

UFP: What kind of market response do you see overall with mobile emergency chargers?

CJ: We’re finding that once fleets deploy these units, they typically discover more applications than initially anticipated. We’re seeing interest from diverse sectors, including utilities, roadside assistance providers, airports and vehicle transport operations. The technology is proving particularly valuable in scenarios where vehicles need just enough charge to reach the nearest charging station.