The technological change in automotive engineering naturally leads to a rethinking process among suppliers. But the opinion that developers of hybrid and electric drives have to break new ground from start to finish is – at least in parts – absolutely wrong. The truth is that, particularly in the area of thermal management, it is essential to draw on existing development experience, as many systems are also concerned with ensuring the correct operating temperature of the drive, power electronics, transmission or battery. Not to mention the air conditioning of the interior. In addition, there are previously unknown or unused components, which in turn benefit from the experience of their developers.

Last man standing

However, the constant change in the attitude of purchasing also plays an important role in the current market situation, as Frank Kemmerling, who is responsible for thermal management in Rheinmetall’s Power Systems division in Neuss, explains: “Years ago, as part of our ‘last man standing’ strategy, we made a commitment to global automotive manufacturers in continuing to offer and deliver components for combustion engines as long as there is a demand for them. This has set us apart from many other suppliers who had more or less written off these classic combustion-based systems. But we are now suddenly realising that OEMs (original equipment manufacturers, in this case, car manufacturers) are ramping up their capacities for combustion engines and hybrid vehicles again.” In hindsight, this was a wise decision for Kemmerling’s division, as hybrid systems naturally always contain a combustion engine, which requires classic components from the Neuss portfolio.

Indeed, hybrid systems are currently experiencing a renaissance. There is even a German manu-facturer that is now on the brink of launching a second generation of hybrid drives on the market and is also strengthening its development capacities for conventional drives once again. Furthermore, other international OEMs are currently expanding their resources for combustion engines.

Capers of the market

The background to this is probably that the announced “end” for combustion engines in Europe in 2035, which may not yet be final in the eyes of many. Kemmerling continues: “Customers have already told us to prepare ourselves to deliver more components for combustion engines in the future.” While it was previously assumed that hybrid vehicles were merely a transitional solution to purely battery-electric drives, he currently sees the opposite trend despite the end of subsidisation. A caper in automotive history that is now benefiting the Neuss-based company: where pure electric mobility is currently facing difficulties, hybrid applications are increasingly compensating for this. And since there will always be a combustion engine in a hybrid vehicle, Kemmerling’s production figures are rising.

This is pleasing in two respects. On the one hand, it extends the service life of its traditional products and thus their profitability. On the other hand, it gives them time and financial resources to drive forward developments for future all-electric drives based on their existing expertise and product portfolio. However, the manager has no doubt that this transformation will come in the foreseeable future – albeit with a slight delay.

Nevertheless, the company is proceeding with particular caution here and intends to use existing product families in combustion and hybrid technology as far as possible in order to minimise development costs. According to Kemmerling, this is also in line with the approach of OEMs, who generally do not develop completely new engines, but are content with a facelift, while their capacities for combustion engines are at the same time increasing.

Furthermore, an enormous future market is opening up for thermal modules in automotive applications. In Neuss, the focus is on a highly efficient propane-operated refrigerant system. Kemmerling is certain that the performance and efficiency advantages of the propane solution compared to CO2 or chemical refrigerants will bring OEMs cost benefits in the overall system. Any increase in efficiency is also a further contribution to the global energy revolution. It should not be forgotten that a large part of the main cooling capacity of modern battery-powered electric vehicles is primarily required for the high-voltage charging phases, during which the battery cells heat up extremely.

Transformation continues

Even in light of these positive signs, the division is not disregarding the future development of mobility and the goal of transforming the portfolio towards new drive forms remains a top priority. And even more: Kemmerling considers a “transformation” to be more than just switching from combustion engines to electric drives. His clear focus is also aimed at further reducing dependence on automotive technology in the medium term, and thermal management also plays an important role in this.

Stationary heat pump technology is one of the new business areas he is targeting and has already secured orders for. This is a huge and therefore important market for the company. The fact that modules from automotive technology can also be used in the industrial sector with only minor modifications is proving to be a -major advantage for the Neuss-based company.

Another growing sector for sustainability and CO2 reduction is the introduction of hydrogen technology. In the area of thermal management, he has also been commissioned with a hydrogen recirculation blower and a high-voltage coolant pump for fuel cell stacks. Overall, the whole company is focusing on equipping the entire periphery of fuel cells under the slogan “Balance of Plant”. In addition to the modules mentioned, this also includes products from other areas of the company, such as cathode and anode flaps or valves. Hydrogen technology has now become so important that a separate area of activities has even been created for it.

Furthermore, an enormous future market is opening up for thermal modules in automotive applications. In Neuss, the focus is on a highly efficient propane-operated refrigerant system. Kemmerling is certain that the performance and efficiency advantages of the propane solution compared to CO2 or chemical refrigerants will bring OEMs cost benefits in the overall system. Any increase in efficiency is also a further contribution to the global energy revolution. It should not be forgotten that a large part of the main cooling capacity of modern battery-powered electric vehicles is primarily required for the high-voltage charging phases, during which the battery cells heat up extremely.

Various systems

Kemmerling is now concentrating on two variants of thermal modules which he has recently started to offer. On the one hand, there is a water-cooled system. Here, water is regulated from a storage tank using different valves and transported to different “applications” in the vehicle by electric pumps of different power classes. All the necessary products are already available in-house and can therefore be integrated very quickly. On the other hand, there is the cooling module with a climate compressor, an expansion valve, and a heat exchanger as peripherals.

For some time now, the Neuss-based company has been seeing a trend among OEMs to combine both modules into a single system. This makes it a comprehensive component to be purchased from a single supplier, who then also takes over the design of the overall system. This is a further step in transferring development services from manufacturers to their suppliers

For this reason, it is particularly important for Kemmerling to continue the long tradition of system expertise at his company to an even greater extent than before: “We are deeply involved in the development of thermal modules for water-based cooling and hope to book the first business for this in 2024. In addition, we are currently starting to integrate a complete system into a demonstration vehicle that contains all our components, including the coolant module.”

Electricity compensates for mechanics

A similar broad approach is evident in the area of pumps. In line with his strategy, Kemmerling will continue to offer the existing purely mechanical oil, vacuum, and coolant pumps for as long as they are on demand. However, he will not be developing mechanical technologies any further. They will be gradually replaced by electrical versions, which in turn are already facing a change from 12-volt applications for conventional combustion engines to high-voltage components for vehicle architectures with 400 or even 800 volts.

The division was able to achieve a global market position at this point with a high-voltage pump with 2,000 watts, which naturally led to the corresponding business success. In the last 18 months, Kemmerling has won eight to ten new customers for this product, and further notable order volumes are already in the pipeline. While the 2,000-watt version is used in commercial vehicles, scalable models with outputs between 1,000 and 3,000 watts will be offered as a modular system in the future. In this way, the current market leadership in this product sector shall be maintained and further expanded. This will also be achieved by using new, weight-saving construction materials or adapting its pumps to other media to be pumped, such as a synthetic cooling mixture. It is clear that transformation requires innovative ideas, patience, and, above all, experience.