How Will Drivers with Physical Limitations Charge EVs?

I was recently asked a very interesting question that I unfortunately had not given enough thought to previously: “How will drivers with disabilities charge electric vehicles?” We are still very early in the adoption curve for EVs, and one of the only vehicles we’ve seen to date with both a plug and wheelchair access is a modified version of the Chrysler Pacifica plug-in hybrid prepared by BraunAbility.

There are numerous companies that modify regular production vehicles for accessibility and hand controls, including the aforementioned BraunAbility, Freedom Motors, MobilityWorks, and others. Most are based on minivans like the Pacifica and the Toyota Sienna, with Chrysler’s being the only plug-in available. As the market for battery EVs expands, there will undoubtedly be more vehicles that are suitable for this type of modification.

What Makes This So Much of a Problem?

Even for drivers that are able to walk, charging an EV, especially at public infrastructure, can be a real challenge. DC fast chargers have very thick cables that are typically liquid cooled. Even under ideal conditions, these cables are not very flexible, and the CCS connectors need to be properly aligned with the port before insertion. In cold weather conditions, the cables become even stiffer. For people who may have some weakness in their arms or wrists, using these chargers can range from difficult to nearly impossible. That’s all with an ideally configured charger that provides easy access, which most chargers don’t.

Traditional fueling stations have a fairly consistent layout, with vehicles pulling up next to the pumps and plenty of space between pumps to allow vehicles to maneuver around. Even with fuel fillers being installed on different sides for different brands, access is pretty straightforward. Fuel stations also have staff on site that can assist if someone is unable to handle filling up on their own.

Unfortunately, public chargers, whether Level 2 AC or Level 3 DC, are generally located in a parking lot or garage, and aside from other EV drivers, there is usually no one else there to help if someone in a chair needs assistance. Further aggravating the problem is the layout of most stations, with chargers usually installed either at the end of a parking space or alongside it.

Most Tesla Superchargers are arranged in a row along the edge of a parking lot with a charger pedestal for each space. Wheelchair-accessible vans frequently have the ramp at the rear of the vehicle, and Tesla chargers are designed with short cords to reach the port on the left rear corner of each vehicle. Leaving enough space to get the chair out the back would leave the vehicle too far away to reach the cord.

The Electrify America station near my home has six chargers, with two between each pair of parking slots and metal bollards all around. There is simply no room to maneuver a chair around to get access to plug in.

What’s the Solution?

Wireless charging is one obvious solution, as being able to simply drive over a pad eliminates the problem of handling a thick cable. But this option is currently limited to Level 2 speeds up to about 11 kW. Charger operators need to arrange DC stations with accessibility in mind. More room and longer, preferably thinner cables need to be made available. Installing more chargers at sites where there is a staff person who can assist would also help. Robotic charging such as that being developed by Hyundai and Cruise would also address the challenge, as would automatic battery swapping. Whatever solutions are selected, accessibility should be taken into consideration now, before a massive expansion of the charging network funded by the federal government.