Shell rethinks small electric cars with ultra-efficient concept

The reduced battery temperature also allows it to be connected to the same radiator as the motor and power electronics, rather than requiring a dedicated unit, saving more weight, complexity and cost.

“After cooling the battery, the fluid leaves the battery at about 50deg C, runs to the front of the vehicle (in a front-wheel drive vehicle), through the traction motor and the power electronics, which can run at a higher temperature,” said Rockstroh.

“Then it expels the heat through a conventional water-ethylene-glycol radiator – you don’t need special equipment, special pumps, piping, valves or heat exchangers.”

More effective and consistent cooling also helps to protect against thermal runaway events – a violent reaction caused by a cell being damaged, which can lead to fire – which improves safety, said Rockstroh.

Recyclability and repairability are too improved, according to Rockstroh: “If you've ever opened [conventional] batteries, they are glued together, basically.

“There is thermal paste that ensures that there are no air gaps between the cooling plates and the cells, and they have many layers so when you open one up, it's a mess.

“In our battery, in order to get to the modules you drop the fluid, you absorb the fluid – put it into a bucket – you open the battery and you can actually pull out the modules. There's no gooey stuff that you have to get rid of or that you have to try and shred out.”

Aside from the battery, a significant improvement in the Triple10’s environmental credentials is brought by its use of recycled and naturally-occurring materials. Its chassis is made from recycled aluminum, which is claimed to produce 10% of the CO2 emissions of new ‘virgin’ material. Its roof and wheels, meanwhile, are made from recycled carbonfibre. Its interior upholstery is derived from flax.

Asked about the practical application of a car in the vein of the Triple10, Lars Nieslen, Shell Lubricants’ global business development manager, told Autocar: “[Those who] buy a big SUV with a long range may not have a fast-charging problem because they may live in a residential area, have a wall box, and can charge overnight. Then they have the convenience of fast charging. 

“But actually, where would this technology be more appropriate? We think it’s in urban areas, where you don't have access to charging infrastructure all the time so you charge on the go.

“You don't want to be standing there for too long: surveys [we conducted] say a good time is up to 10 minutes. We took these elements and decided, we need a smaller car, we need to make it more affordable by making it lighter, with less material, and a smaller battery but it needs to be fast-charging. We are addressing that segment, but we do not see such a technology coming in at the moment.”