Quick Battery Exchange, also known as QBX and QBEX, is a method of changing batteries in a vehicle when they run low as opposed to charging. And, as usual, there are advantages to both QBX and charging. Charging has the advantage of less infrastructure and no spare batteries need to be available for changing purposes. The disadvantages are that it takes a longer period of time to charge than to change. Slow charge has always been best to maintain the life of a battery, and also requires less of a current drain on the electric grid. Fast charging, now available in some EVs, requires a lot more current and therefore a better power grid to have the needed amperage available without causing blackouts. The older battery chemical designs caused marked lessening of battery life when fast charging was used. I'm not sure if the newer battery chemistry has the same problem. Only time will tell. That being said, QBX, as available on Kandi automobiles, requires 5 minutes to accomplish, whereas charging may take 75 minutes or longer to be fully charged.
I have seen two types of QBX, one type used rectangular batteries mounted behind the rear seat and the other using flat batteries mounted under the vehicle. Yes, there were others out there such as one manufacturer's solution of mounting the batteries under the rear seat, but that was only used for a short time. The rectangular batteries took longer to change and were more difficult to access. The flat batteries, used by Kandi, were accessed by dropping the rocker panels on both sides of the car and then pulling the batteries out and inserting the new ones. Note that the position of the heavy rectangular batteries caused more weight on the rear wheels, whereas the under car batteries had not only a better weight distribution between the wheels but also lowered the center of gravity of the vehicle.
One person here suggested that I initiate a title and repost under that title a prior post and continue to occasionally add information. After much thought I decided to do that. Hence, my original post is repeated below.
The PRC initially issued very few licenses to build EVs many years ago. Kandi was still a go kart manufacturer. Later many companies, large, small, and individuals with no experience, facilities, or products then applied for and were granted licenses. Shortly after this initial surge Kandi applied. During the review of Kandi's application the PRC started to realize it had issued far too many licenses and needed to establish criteria that applicants needed to possess in order to get a license. And, the PRC stopped issuing all new licenses. There was a work around to this dilemma, that being to manufacture under the license of a Co that had a license; hence the initial association with Zotye. Kandi paid a small, very small, royalty to 'use' the manufacturing license. Geely, one of China's larger ICE manufacturers wanted to enter the ICE field. They approached various companies and choose Kandi to set up a Joint Venture. THE JV HAS THE RIGHT TO MANUFACTURE EVs FOREVER UNDER GEELY's LICENSE. Now the PRC is again examining applicants, and is expected to issue new licenses soon. Also, some licenses have been revoked and some existing Co's have had some car models denied subsidies due to the battery cheat up scandal and inability of existing models to meet the upgraded range and speed requirements. I suspect that this has both delayed the licensing process as well as made licenses available for granting. Although Kandi, as a 50% owner of the JV, can profit from the arrangement I suspect it needs its own license both to manufacture EV products other than cars as well as to change the US Market's perception from that of a parts supplier to an EV manufacturer.