The Die Castings that are created in this process can vary greatly in size and weight, ranging from a couple ounces to 100 pounds. One common application of die cast parts are housings - thin-walled enclosures, often requiring many ribs and bosses on the interior. Metal housings for a variety of appliances and equipment are often die cast. Several automobile components are also manufactured using die casting, including pistons, cylinder heads, and engine blocks. Other common die cast parts include propellers, gears, bushings, pumps, and Valves.
The selection of a material for die casting is based upon several factors including the density, melting point, strength, corrosion resistance, and cost. The material may also affect the part design. For example, the use of zinc, which is a highly ductile metal, can allow for thinner walls and a better surface finish than many other alloys. The material not only determines the properties of the final casting, but also impacts the machine and tooling. Materials with low melting temperatures, such as zinc alloys, can be die cast in a hot chamber machine. However, materials with a higher melting temperature, such as aluminum and copper alloys, require the use of cold chamber machine. The melting temperature also affects the tooling, as a higher temperature will have a greater adverse effect on the life of the dies.
Die Casting,Aluminum Die Casting,Die Casting Parts,Zinc Die Casting Ningbo City Yinzhou Ruican Machinery Co.,Ltd , https://www.kstcasting.com
Die casting is a manufacturing process that can produce geometrically complex metal parts through the use of reusable molds, called dies. The die casting process involves the use of a furnace, metal, die casting machine, and die. The metal, typically a non-ferrous alloy such as aluminum or zinc, is melted in the furnace and then injected into the dies in the die casting machine. There are two main types of die casting machines - hot chamber machines (used for alloys with low melting temperatures, such as zinc) and cold chamber machines (used for alloys with high melting temperatures, such as aluminum). The differences between these machines will be detailed in the sections on equipment and tooling. However, in both machines, after the molten metal is injected into the dies, it rapidly cools and solidifies into the final part, called the casting. The steps in this process are described in greater detail in the next section.
Die cast parts can vary greatly in size and therefore require these measures to cover a very large range. As a result, die casting machines are designed to each accommodate a small range of this larger spectrum of values. Sample specifications for several different hot chamber and cold chamber die casting machines are given below.
Type
Clamp force (ton)
Max. shot volume (oz.)
Clamp stroke (in.)
Min. mold thickness (in.)
Platen size (in.)
Hot chamber
100
74
11.8
5.9
25 x 24
Hot chamber
200
116
15.8
9.8
29 x 29
Hot chamber
400
254
21.7
11.8
38 x 38
Cold chamber
100
35
11.8
5.9
23 x 23
Cold chamber
400
166
21.7
11.8
38 x 38
Cold chamber
800
395
30
15.8
55 x 55
Cold chamber
1600
1058
39.4
19.7
74 x 79
Cold chamber
2000
1517
51.2
25.6
83 x 83
Materials
Properties
Aluminum alloys
·Low density
·Good corrosion resistance
·High thermal and electrical conductivity
·High dimensional stability
·Relatively easy to cast
·Requires use of a cold chamber machine
Copper alloys
·High strength and toughness
·High corrosion and wear resistance
·High dimensional stability
·Highest cost
·Low die life due to high melting temperature
·Requires use of a cold chamber machine
Zinc alloys
·High density
·High ductility
·Good impact strength
·Excellent surface smoothness allowing for painting or plating
·Requires such coating due to susceptibility to corrosion
·Easiest to cast
·Can form very thin walls
·Long die life due to low melting point
·Use of a hot chamber machine
Advantages:
·Can produce large parts
·Can form complex shapes
·High strength parts
·Very good surface finish and accuracy
·High production rate
·Low labor cost
·Scrap can be recycled
Will subsidies fall 40% in 2018? "Three Questions" in the development of new energy vehicles
A few days ago, the rumors that the subsidies for new energy vehicles in 2018 will fall by 40% have been widely circulated in the industry, and the stock price of the new energy sector has fluctuated.
It should be noted that this market volatility is certainly a stress adjustment of the policy, but it also reflects the market's worries about the independent development prospects of the new energy auto market. Whether the policy dividend is an effective guide to "supporting the horse, sending a trip" or has already triggered industry dependence, the industry has different opinions. So, how do you view the industrial policy support behind the new energy vehicles and the future direction of development?
First of all, will there be a clear shift in the new energy vehicle policy?
Looking back over the past few years, China's new energy vehicles are developing rapidly. From 210 new energy vehicles in 2009 to the world's largest new energy vehicle market in 2015, and by 2016, China's new energy vehicle sales increased by 53% year-on-year to 507,000 units, and today's holdings exceed one million units. The expansion speed is amazing. At the same time, some key technical bottlenecks have also made breakthroughs. At present, the energy density of power battery cells has increased by 1.7 times compared with 2012, and the price has dropped by 60%.
Almost everyone agrees that this rapid development benefits from the continued push of the policy dividend. From the initial simple financial subsidies, to the non-restricted purchase and exemption policy tools that new energy vehicles introduced in some cities, and then to the joint promotion of most ministries and commissions, the growth of new energy vehicles is inseparable from the policy. "Protection".
However, more and more people are questioning the effectiveness of the policy dividend stimulus. Although the data in recent years is gratifying, after the initial stage of cultivating the market, the future policy subsidy will be a high probability event. After all, it is still the market that really tests the development of new energy vehicles.
From the current point of view, there may be a policy of retreating from the market, but it is less likely to be completely exited or turned. Recently, in the "Notice on Adjusting the Policies Related to Automobile Loan" jointly issued by the People's Bank of China and the China Banking Regulatory Commission, new energy vehicles still enjoy a relatively favorable loan ratio, and as part of the "Made in China 2025" plan, new energy vehicles are still a national policy. Encourage key development areas. In addition, in view of the objective pressures of environmental protection and energy, the development of new energy vehicles is still the trend of the times.
Second, which direction is the most likely to be adjusted in the future?
From a specific direction of change, the new energy vehicle industry policy should be more differentiated than “one size fits allâ€.
In the early stage of cultivating the market, policy incentives mainly played the role of direction guidance and support. However, with the new energy vehicles coming together and developing rapidly, comprehensive support will not only increase the financial burden, but also attract some fishermen who are squirting fish and squirting the natural laws of the market to survive the fittest. Therefore, for a period of time, the policy support attitude for new energy vehicles will not change, but the ways and methods of support may need to be changed.
This policy support has changed in the way of thinking. In fact, since China introduced policies to encourage the development of new energy vehicles in 2009, although the policy support direction has not changed in the past few years, the policy has never changed in terms of new energy vehicle planning, subsidies, investment and access. In the process of dynamic adjustment. At the “2017 Global Future Travel Forum†held in Hangzhou, Liu Bin, chief expert of the China Automotive Technology and Research Center, said that the new energy vehicle policy has “three-year itch†and it can be implemented in three years.
The change in policy is based on the different stages of market development. As the new energy vehicle market gradually matures, in addition to the diversification of support methods in the future, the government's new energy vehicle industry support policy ideas may also pay more attention to differentiation, from “inclusive†to “preferredâ€, from simple rewards. The mechanism has become a combination of reward and punishment, so as to increase the positive and fierce of the doers, avoiding the "cheat" and "mixing" people occupy too much resources.
Again, should new energy auto companies be ahead of industrial policy?
The policy dividend is certainly a good thing for new energy companies, but if it is excessively indulged in the immediate good, it will easily become an obstacle to further development. It is a good thing for enterprises to have policy acumen, but if they keep a close eye on the policy vane and lose their own development ideas and strategic priorities, they will lose their opportunities and become a member of the homogenization competitors in the "Red Sea" once the policy The reduction or even cancellation of subsidies will be in trouble.
New energy auto companies themselves should be leaders in technology and market perceptions. It is obviously not only how many policy subsidies can be enjoyed, but also how many new energy vehicles can be built, but how many new energy vehicles can meet the needs of consumers.
This requires new energy auto companies to dig deep into consumer demand. Currently, the main battlefield for new energy vehicle sales is still in the city. Many consumers have passively selected new energy vehicles because of the “difficult to find license platesâ€; or some consumers have chosen a series of high-end new energy vehicles for reasons such as consumption upgrades and even eyeballs. These are obviously not the market base for the sustainable development of new energy vehicles. As the consumption power of restricted cities tends to be saturated, third- and fourth-tier cities are highly sensitive to prices. In the future, new energy vehicles will not only rely on technology, but also rely on and even stimulate new market demand to seek development. Some pioneers have begun to move out of the city of restricted purchase. The new energy vehicle brands represented by Jiangling and Jianghuai are tapping the market potential of non-restricted cities, and their non-restricted city market share accounts for more than 50%.
Of course, sudden “breaking†will lead to market volatility, and technological breakthroughs and market expansion are not a day's work. However, the idea of ​​industrial policy adjustment has become increasingly clear. If new energy auto companies are still hoping for policy support under the big plan, they will easily fall into a development dilemma.