Today, global automakers are striving to produce more economical and energy-efficient cars, and they have many ways to cut costs to achieve this goal. New materials are available for the cabin; for the chassis, a universal, modular "platform" and more standard parts can be manufactured; for accessories and electronics, more sophisticated components can be developed. For the 50 million passenger car manufacturing program this year, if every component can save a penny, the entire automotive industry will be able to cut the cost of 8 digits.
According to IRN, Inc. of Detroit, USA, engine production accounts for 17% of the total production cost of passenger cars, but it does not apply to any of the above cost reduction methods. Gasoline engine production, in comparison, is the most complex, rigorous and costly component of the automobile production process. The engine is generally produced by the company itself. Improvements in design have limitations. In the actual use of high temperature, high pressure environment, the engine can only be selected from metal materials. Even with the most advanced production technology, due to the exact tolerances of the engine itself, you can't avoid the metalworking process anyway - including the processing of cast iron. For example, machining cylindrical holes, in order to achieve high metal removal rate, must ensure that the dimensional tolerance band is controlled within 0.01mm, roundness and cylindricity - regardless of relative or absolute value - in finishing, the geometrical tolerance is 0.001mm .
Indeed, for the above reasons, in the complex manufacturing process of the engine, the machining of the engine cylinder bore has become a bottleneck to break the high cost, and how to reduce the processing cost has become the direction of each effort. This process usually involves three steps: roughing, semi-finishing and finishing.
Breaking this processing bottleneck has a significant effect on reducing production costs. Shortening the machining cycle of one hole means that the machining cycle of the remaining 3, 5 or 7 holes is reduced (the number of holes depends on the engine model). Therefore, Iskar has developed a professional tool for cylinder hole machining, replacing the original three steps with two steps, and integrating a new type of roughing and semi-finishing milling cutter.
Isca TANGMILL
2 in 1 tool reduces cycle time by 35%
Recently, Iskar assisted a large German automobile engine production plant to improve the process of cylinder bore machining, which resulted in Isa's commitment and made it possible to reduce costs. With Iscot's tools, the machining cycle has been reduced by 44%. Now, with four cylinder bores, each cylinder bore, roughing compound semi-finishing takes only 9.2 seconds, before it took 16.6 seconds under the same cutting conditions. The number of tools used has also dropped. Now, the work steps of the respective tools have been needed, and now a tool can be used at the same time.
Although multi-tools are also used in mass production from time to time, they are rarely used in the production of high tolerances such as cylinder bores. The reason is that the advantages of such a multi-purpose tool can only be realized by the fact that each part of the tool itself works perfectly and keeps the sharpness of the tool tip.
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