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Schaeffler, ATSG Partner to Support Technical Education
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By Counterman
The Aftermarket Warehouse Distributors Association (AWDA), a community of the Auto Care Association, presented the 2024 Art Fisher Award for Excellence in Education, to Larry Pavey, CEO of the Automotive Products Services Group. The award was presented on Nov. 3 by AWDA Vice-Chair Fletcher Lord III at AWDA’s 2024 Annual Conference in Las Vegas.
AWDA’s Art Fisher Award for Excellence in Education is presented annually to an aftermarket company or individual that demonstrates outstanding commitment to education and training, either within their organization or throughout the industry. Given in memory of former AWDA Chairman Art Fisher, the award grants scholarships in the name of the award winner to two students enrolled in the automotive aftermarket management program at Northwood University.
Larry Pavey, CEO of the Automotive Parts Services Group, has spent his entire career in the automotive aftermarket, starting in sales at Walker Manufacturing, then on to the BWD division of Echlin. He served as vice president of marketing for the Borg Warner, Niehoff and Whitaker brands.
With Pavey at the helm, Echlin’s brake business made more than 20 acquisitions, becoming the largest brake supplier in the aftermarket industry. He served as president of Echlin’s North American Operations and later president of Dana’s Under Vehicle Group.
Today Pavey serves as CEO of the Automotive Parts Service Group, a joint venture between the National Pronto Association and the Federated Alliance. He has been active in many industry associations, serving on the boards of ASE, AAPA, MEMA, the Auto Care Association and the AWDA Board of Governors.
In 2016 Pavey was presented with the Martin Fromm AWDA Lifetime Achievement Award and in 2018 he was presented with the Jack Creamer Leader of the Year Award.
His commitment to the automotive aftermarket is long and varied. He has worked on both sides of the supply chain. He is a quiet but effective leader and teacher who has had a major impact on the industry.
Pavey has the ability to look at the industry as a whole and strive to do what is best for everyone to help them succeed.
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By Counterman
Advanced low-voltage battery solutions provider
link hidden, please login to view, announced a strategic investment in Altris, a pioneer in sustainable sodium-ion battery technology, with the aim of manufacturing low-voltage, sodium-ion (Na-ion) batteries for the automotive sector.
link hidden, please login to view expects its investment to initially enable Altris to finalize and start pilot production of Na-ion automotive batteries, followed by commercial production beginning in 2026. This equity stake builds on a joint development agreement (JDA) between Clarios, producer of one in three of the world’s low-voltage car batteries, and Altris, a leader in sodium-ion cathode material and battery cell technology, focused on low-voltage Na-ion batteries, according to a news release announcing the strategic investment.
Clarios said it will leverage its expertise in Battery Management Systems (BMS), software and system integration to design the Na-ion low-voltage automotive battery system to optimize battery performance.
Altris, on the other hand, will focus on developing the sodium-ion cell technology for this low-voltage application. Every vehicle, including hybrid electric and fully electric vehicles, requires a low-voltage energy source to power an increased number of software-based functions such as steer-by-wire, break-by-wire, autonomous functions, and enhanced in cabin experiences.
The Clarios low-voltage system architecture, comprising multiple networks and battery power sources, is essential for powering critical safety features and ensuring redundancy in vehicle electrical systems, the company said. Sodium-ion batteries are well suited to meet these increased power demands. At the same time, they are inherently sustainable and easy to recycle.
“A sodium-ion battery solution perfectly complements our chemistry-agnostic portfolio, neatly dovetailing with lithium-ion and lead-acid options to capture the best attributes of both: high performance and lower cost,” said Federico Morales-Zimmermann vice president and general manager, global OEM customers and technology at Clarios. “A sodium-ion battery system provides agility for automakers seeking options in meeting intensifying low-voltage demands created by advanced vehicle technologies.”
The materials used to produce sodium-ion cells – salt, wood, iron and those found in air – are abundant globally and are free from harmful chemicals or minerals mined in conflict zones. Developing Na-ion batteries for vehicles would represent an important advancement in automotive battery technology, while advancing the auto industry’s circularity goals, Clarios said.
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By Counterman
While constant velocity (CV) joints are the most popular type of driveline joint in use today, universal or “U” joints are still in use on the driveshaft of many larger SUVs, trucks and vans. U-joints can handle a lot of torque, making them popular for these applications, but why did the CV joint rise in popularity? The question can be answered by looking at the operational aspects of a U-joint.
The basics are this: U-joints are located on the ends of a driveshaft, mounted between the driveshaft and a front and rear yoke. The front yoke attaches to the transmission and the rear yoke attaches to rear differential. As the engine moves from the effects of torque and as the suspension of a vehicle travels up and down, the angle of the driveshaft changes.
A U-joint does two things. First, it transfers the motion between the yoke(s) and driveshaft and, second, it does this at different angles, allowing for driveline movement. Here’s where the fun begins. When a yoke and the driveshaft are in perfect alignment, the velocity from one is transferred to the other at the same rate. However, when there is an angle between the two, the velocity of the driven member fluctuates continuously during rotation.
It can be hard to visualize, but the reason this happens is that as the angle of the U-joint changes, the two halves of the U-joint cross are forced to rotate on a different axis. The drive axis remains at a constant velocity, and the ends of the U-joint connected to it rotate in a consistent circular path at the same velocity.
The driven axis, however, rotates in a path which causes the distance of travel at the outer ends of the U-joint cross to increase or decrease in relation to the consistent points of the drive axis.
This effect results in the continuous fluctuation of velocity between the input and output sides of the U-joint. While the input remains at a consistent speed, the output speeds up and slows down as the points of the driven axis continuously alter between a long and short path of travel.
So, why don’t we feel that on a vehicle with a traditional driveshaft? Because there are two U-joints and the fluctuation on each end balances out, effectively allowing the driveshaft to provide a consistent output speed to the rear differential. The angle of the two joints must be the same, however, and it doesn’t take much wear in one for the angles to differ, and subsequently cause a vibration.
U-joints are known for their propensity to cause vibration, and an inherent disadvantage they have is the greater the angle of the U-joint, the greater the fluctuation in velocity. Anything over 30 degrees and the fluctuation dramatically increases.
The driveshaft I’ve described here represents the majority, but U-joints have also been used frequently in the past on the end of the front axles for a 4WD vehicle, and in the rear of independent rear suspension vehicles on the ends of short driveshafts, known as half-shafts. Have you ever noticed how jittery an old 4WD truck feels in the front when the hubs are locked, and you turn a corner? Now that you understand how the fluctuation in velocity of a U-joint changes as the angle increases, you know why.
You may have heard of a Double-Cardan U-joint. It is basically two joints side-by side with a common link-yoke in between. This is one of the original concepts for a true CV joint, and they are often referred to as this. The advantage they have is they offer smoother operation at greater angles, and they are common on 4WD trucks, and a common upgrade for lifted trucks where the driveshaft angle is altered considerably.
The drawback to a Double-Cardan joint is they are bulky, and they can still suffer from limitations due to operating angle. The operating limitations of a U-joint ultimately brought about the popularity of the modern CV joint, but the durability of U-joints means we’ll still be seeing them in certain applications.
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By Nicole
Hello everyone,We are thrilled to join this community and introduce our company-QIAOPAI Auto parts
We are a young and dynamic automotive parts supplier specializing in body and electronic components
Our mission is to provide superior quality products and exceptional service to our clients
What We Offer: 1. Body Components: Precision-wiper linkage, bonnet lock, hood hinge, wiper arm, car muffler, clutch release, belt pulley
2. Electronic Components:wiper motor, oil pressure sensor, water temperature sensor and kinds of sensors, horn
We look forward to engaging with you, sharing insights, and exploring opportunities for collaboration
Thank you
here is our website:
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