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Alliance CVHD Elects Chairman of Steering Committee
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By Counterman
The
link hidden, please login to view. announced it was proud to present the Channel Partner of the Year award, the most prestigious of the Alliance’s honors, to the Robert Bosch Company for consistently performing with distinction and aligning with the Alliance’s brand strategy throughout 2024. This award and others were presented during the Alliance’s annual awards banquet on December 10, 2024, at the JW Marriott Turnberry in Aventura, FL, held during the 2024 link hidden, please login to view. “We are delighted to celebrate our dedicated channel partners and their continued commitment to the success of the Alliance and our shareholder members,” said JC Washbish, president of the Alliance. “Each of these companies has demonstrated excellence in supporting our vision and contributing to the growth and innovation of the industry. We look forward to building on this momentum.”
JC Washbish, president, Aftermarket Auto Parts Alliance, presenting at the Alliance winter meeting awards banquet, Dec. 10, 2024, held at the JW Marriott Turnberry in Aventura, FL. “Together with our dedicated team and in collaboration with the Alliance and its shareholder members, we are honored to receive this recognition,” said Todd Hertzler, vice president of sales for Bosch Mobility Aftermarket North America. “This acknowledgment is both humbling and rewarding. We take great pride in being a trusted, high-quality channel partner and value the recognition of our ongoing efforts. As we look ahead to 2025, we are excited about the opportunities and continued collaboration with the Alliance membership.”
Other notable awards presented include honors for Technology Support, Manpower, the Diamond Award, Training, Commercial Vehicle & Heavy-Duty (CVHD) Hauler, Technology Partner, Logistics, Marketing, Customer Service, and the prestigious Lonestar Award. Additionally, the Fill Rate Awards, which celebrated partners who maintained exceptional fill rates throughout the year, were presented earlier that Tuesday.
Award2024 WinnerTechnology SupportStandard Motor Products, IncManpowerGatesDiamondKimberly- Clark ProfessionalTrainingDormanCVHD HaulerGrote Technology PartnerBridgeheadITLogisticsTrakMotiveMarketingValvolineCustomer ServiceBBB IndustriesLonestarEast Penn ManufacturingExclusive National BrandMPA/MacPherson Hub The 2024 Winter Meeting, attended by over 500 industry professionals, served as a hub for collaboration and knowledge-sharing among shareholders and channel partners. The four-day event featured joint business sessions, mixer events and discussions on key topics such as category management, sales and marketing, information technology, and national accounts, the Aftermarket Auto Parts Alliance said.
The event culminated in the awards banquet, which remains the highlight of the Winter Meeting.
“With each event, we strive to improve and create an environment that fosters collaboration, innovation, and meaningful connections. The energy and engagement this year was exceptional, and it’s rewarding to see our shareholders and channel partners come together so effectively. This meeting was the perfect way to close out a successful 2024, and we’re excited to continue building on this momentum in the years ahead,” said Corey Bartlett, president & CEO of Automotive Parts Headquarters, Inc.
The Winter Meeting formally concluded on Wednesday, Dec. 11, 2024. Following the event, the Channel Partner Advisory Council (CPAC), a collection of valued manufacturing representatives, gathered to review the meeting’s key takeaways and strategize for future initiatives.
“The Channel Partner Advisory Council is a great opportunity for vendors to give feedback to the Alliance office on how we can better collaborate to make us all better. The meeting has been very successful in helping the Alliance strategic direction and has helped us become better partners with the Alliance. It’s a true honor for us to be involved with the CPAC and to see the results,” said Joe Bergsieker, vice president sales – program groups for BBB Industries and chairman of CPAC.
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By Counterman
Electric power steering systems have gained widespread popularity in the U.S. since their introduction in 1990, primarily due to the increasing number of hybrid and electric vehicles in today’s market. Like any new(er) technology, each manufacturer has a slightly different method of achieving the same goal, in this case effortless power steering assist, and some are better suited than others for certain applications.
The first (but never fully-realized in production) was an electro-hydraulic system intended for the 1989 Pontiac Fiero. When GM decided that 1988 would be the last year for the Fiero, the system was shelved for later use in its short-lived EV-1 battery electric vehicle. Electro-hydraulic power steering (EHPS) is itself a sort of hybrid, with an electric motor-driven hydraulic pump replacing the belt-driven unit common to “traditional” power steering systems, but retaining the familiar hydraulic rack and pinion assembly, the associated hoses and hard lines, and often a system-specific hydraulic fluid. Found across a wide variety of marques, EHPS remains relevant today as we find ourselves transitioning between ICE, hybrid and BEV technologies.
Fully-electric power steering systems use DC motors rather than hydraulic pressure to provide the assistive force required to turn the wheels. Electric motors are long-wearing and quiet, eliminating the squeals and groans common to hydraulic systems, and the power losses associated with belt-driven accessories. These features make them an ideal choice for luxury cars as well as those quiet-running BEVs and hybrids. When compared to hydraulic systems, EPS also represents a weight reduction, adding to vehicle efficiency. Current EPS designs fall into three general categories, based upon the location of the assist motor(s).
C-EPS, or “column assist” systems are commonly found in compact vehicles. The motor, sensors and other electronics are integrated into the upper steering column assembly. This location maximizes underhood space, with the bulk of the assembly hidden below the dashboard, and still allows for integration with ADAS features like self-parking, lane assist, handsfree and self-driving technologies. This system is the only one of the three EPS designs that does not attach to or integrate with the rack and pinion. With no plumbing or wiring, the C-EPS rack unit is effectively a manual steering gear.
R-EPS, also known as “rack assist” systems feature assist motors integrated into or attached in parallel to the rack body. A recirculating ball gear and toothed rubber belt convert the assist motor’s rotation into a linear (side-to side) motion. Capable of high applied force, this “parallel axis” design is used primarily in light trucks, SUVs and other vehicles where extra steering effort is required. The rubber belt is a common failure point for this type of rack, but repair kits are widely available for many domestic applications, and offer substantial savings when compared to the cost of a complete steering gear.
The last category is the “pinion-assist” or P-EPS system. Single-pinion designs locate a relatively large assist motor at the lower end of the steering column, and force is applied directly to the pinion gear at the input shaft. Due to space and safety considerations, many manufacturers have eliminated this system in favor of a dual-pinion setup. The input pinion gear connects to the column, but the assist motor drives a second pinion gear at the opposite end of the rack, isolating the motor from the column, and resulting in improved steering feel. Limited mostly to mid-size cars, P-EPS is not powerful enough for use in heavy vehicles and most light trucks.
Vehicle electrification will continue to drive future EPS technologies, but existing ICE vehicles have already proven the advantages of these systems across multiple platforms. The progression from manual to hydraulic to electric power steering systems leaves us on the verge of the next technology, known as “steer by wire.” Just as “throttle by wire” has largely replaced the accelerator cable with a pedal position sensor, engineers are removing the physical linkage between the steering wheel and the steering gear. Steering angle sensors, torque sensors and vehicle speed sensors contribute information to the steering module, which determines the amount of assist required under different driving conditions. This data is sent to actuators in the rack unit that perform the commanded steering functions. Once the realm of science fiction, SBW can now be found in the Infiniti Q60, the Lexus RZ and the Tesla Cybertruck.
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By Counterman
Electric power steering systems have gained widespread popularity in the U.S. since their introduction in 1990, primarily due to the increasing number of hybrid and electric vehicles in today’s market. Like any new(er) technology, each manufacturer has a slightly different method of achieving the same goal, in this case effortless power steering assist, and some are better suited than others for certain applications.
The first (but never fully-realized in production) was an electro-hydraulic system intended for the 1989 Pontiac Fiero. When GM decided that 1988 would be the last year for the Fiero, the system was shelved for later use in its short-lived EV-1 battery electric vehicle. Electro-hydraulic power steering (EHPS) is itself a sort of hybrid, with an electric motor-driven hydraulic pump replacing the belt-driven unit common to “traditional” power steering systems, but retaining the familiar hydraulic rack and pinion assembly, the associated hoses and hard lines, and often a system-specific hydraulic fluid. Found across a wide variety of marques, EHPS remains relevant today as we find ourselves transitioning between ICE, hybrid and BEV technologies.
Fully-electric power steering systems use DC motors rather than hydraulic pressure to provide the assistive force required to turn the wheels. Electric motors are long-wearing and quiet, eliminating the squeals and groans common to hydraulic systems, and the power losses associated with belt-driven accessories. These features make them an ideal choice for luxury cars as well as those quiet-running BEVs and hybrids. When compared to hydraulic systems, EPS also represents a weight reduction, adding to vehicle efficiency. Current EPS designs fall into three general categories, based upon the location of the assist motor(s).
C-EPS, or “column assist” systems are commonly found in compact vehicles. The motor, sensors and other electronics are integrated into the upper steering column assembly. This location maximizes underhood space, with the bulk of the assembly hidden below the dashboard, and still allows for integration with ADAS features like self-parking, lane assist, handsfree and self-driving technologies. This system is the only one of the three EPS designs that does not attach to or integrate with the rack and pinion. With no plumbing or wiring, the C-EPS rack unit is effectively a manual steering gear.
R-EPS, also known as “rack assist” systems feature assist motors integrated into or attached in parallel to the rack body. A recirculating ball gear and toothed rubber belt convert the assist motor’s rotation into a linear (side-to side) motion. Capable of high applied force, this “parallel axis” design is used primarily in light trucks, SUVs and other vehicles where extra steering effort is required. The rubber belt is a common failure point for this type of rack, but repair kits are widely available for many domestic applications, and offer substantial savings when compared to the cost of a complete steering gear.
The last category is the “pinion-assist” or P-EPS system. Single-pinion designs locate a relatively large assist motor at the lower end of the steering column, and force is applied directly to the pinion gear at the input shaft. Due to space and safety considerations, many manufacturers have eliminated this system in favor of a dual-pinion setup. The input pinion gear connects to the column, but the assist motor drives a second pinion gear at the opposite end of the rack, isolating the motor from the column, and resulting in improved steering feel. Limited mostly to mid-size cars, P-EPS is not powerful enough for use in heavy vehicles and most light trucks.
Vehicle electrification will continue to drive future EPS technologies, but existing ICE vehicles have already proven the advantages of these systems across multiple platforms. The progression from manual to hydraulic to electric power steering systems leaves us on the verge of the next technology, known as “steer by wire.” Just as “throttle by wire” has largely replaced the accelerator cable with a pedal position sensor, engineers are removing the physical linkage between the steering wheel and the steering gear. Steering angle sensors, torque sensors and vehicle speed sensors contribute information to the steering module, which determines the amount of assist required under different driving conditions. This data is sent to actuators in the rack unit that perform the commanded steering functions. Once the realm of science fiction, SBW can now be found in the Infiniti Q60, the Lexus RZ and the Tesla Cybertruck.
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