The connecting rod is an important part in the automobile and ship engine, it connects the piston and the crankshaft. In addition, its function is to convert the reciprocating motion of the piston into the rotational motion of the crankshaft, and to transmit the force acting on the piston to the crankshaft.
The connecting rod is consisted by the connecting rod body, big head cover, small head bushing, big end bearing shell and rod bolts (or screws). The connecting rod group is subjected to the gas force from the piston pin, the size and direction of these forces are periodic. Therefore, the connecting rod China Dongfeng auto parts is subjected to cyclic loading such as compression and tension. Connecting rod must have sufficient fatigue strength and structural stiffness. If the fatigue strength is not enough, the connecting rod body or rod bolt will be broken, then the significant accident will occur.
Rod part of the connecting rod mechanism are respectively hinged with the active and the driven member to transfer the movement and the force. For example, in a reciprocating piston type power machine and compressor, a connecting rod is used to connect Coolant Sensor and the crank. Connecting rod for steel parts, the main part of the cross section is circular or I-shaped, both ends of the hole, the hole with bronze bushings or needle roller bearings for axle load and a hinged pin.
The Connecting rod in the work bears the pressure from the combustion chamber gas, but also it bears the vertical and horizontal inertia force. Therefore, the connecting rod works in a complex stress state, it is not only affected by the alternating tension and compression stress, but also by the bending stress. The main damage form of connecting rod is fatigue fracture and excessive deformation. Usually the location of fatigue fracture is in the three high-stress region of the connecting rod. The working condition of connecting rod requires high strength and anti-fatigue properties, also require a sufficient rigidity and toughness.
In the traditional processing technology, the material of the connecting rods is 45 steel,40Cr or 40MnB, but now in the foreign, the advanced conrod fracture splitting is widely used, which requires high brittleness and hardness. Although the alloy steel has a very high strength, but the stress concentration is very sensitive, therefore, in the connecting rod shape, excessive fillet need to be strict, it also should pay attention to the surface processing quality in order to improve the China Dongfeng Commercial Vehicle fatigue strength, otherwise the application of high strength alloy steel can not achieve the desired results.
1, the Inspection of connecting rod appearance
- The connecting rod and bearing cap can not be cracked or damaged.
- The bearing cover and the bearing seat should be close together, and the joint surface is not damaged。
- Check the gap between the two ends of the connecting rod and the crank arm with a feeler gauge. The size should be in accordance with the regulations, otherwise it should be replaced.
- Check the connecting rod bolts and nuts. If the bolt has cracks or obvious defects, the gap between the bolt with the nut is too large, all of these should be replaced.
2, Inspection of deformation of connecting rod
- The connecting rod cap is arranged in the connecting rod (without bearing), and tighten it to the specified torque, and install the repaired piston pin.
- The connecting rod bearing hole is sheathed on the prismatic bearing inspection instrument, adjusting shaft adjusting screw, make the centering piece of the prismatic support stand outside, and fix the connecting rod on the testing instrument.
- The V-shaped surface of the tester is close to the top surface of the piston pin , observe the contact condition between the three measuring points and the test flat plate.
- If three points are in contact with the test gauge plate, the connecting rod is neither bending nor distortion.
Vehicle and parts is a serious gap between the industry's heart disease when it can truly "hand"，Parts industry in China Construction vehicle power short board. "These words from the mouth of a truck parts company CEOs, perhaps not surprised.
Vehicle and parts business is a serious "disconnect" between the status quo, has already become the industry's "broken heart".In the recently held "2012 China Automotive Forum, said China Auto Parts Industry Company president Chen Kangren parts are the foundation of the automotive industry affects the level of efficiency of the entire auto industry supply chain, so the development of the trucks for sale industry must synchronous development of the automotive parts industry.
Chinese automobile and parts should 'work together as peers, innovation and win-win'!
The sources said, the urgency of the situation of "zero cooperation" ready to go, had to be transmitted. Trucks sale and parts as a core part of the automotive industry chain, has been stimulating the development of automobile industry, the two carriages. But for a long time, the auto parts has been in the "dragging the hind legs of the Chinese automobile industry", its development has lagged far behind the vehicle has become the industry's "headache".
Related statistics show that in China, there are million enterprises active in the auto parts market. Despite occupy the low labor costs, market demand for cars of these two advantages, but most companies have been facing a "neither 'big', not 'strong'" embarrassing situation.
Back in 2008, the Forum of China's auto parts industry in urgent need bigger and stronger "voice of the" zero cooperation "already issued. The second year, the industry will be "zero the whole cooperation industry linkage, to discuss as a hot industry. Until early this year, "zero cooperation" Industry Forum "key."
Side is the "zero cooperation" explore "full swing", while it is overdue action. What causes the huge gap? Vehicle and parts in the end there is no real collaboration?
One person cited the example of an image: OEMs for its own sake, often tender, and to determine its collaboration vendors, so-called "whole zero-collaborative model is obviously only for their own interests to consider, and did not little real meaning of "win-win cooperation".
According to media reports, many OEMs have the name of cooperation "under the guise of" developed a series of "hidden rules", parts enterprises became the object of "being bullied". This leads to the "unprovoked occupation of the money", "pass the cost of risk", "quality claims extortion, has become a common phenomenon in real automotive industry .
Someone in the industry, these practical problems, parts enterprises to become special "useless". As an important link in the chain of automobile cummins 4bt industry, the parts with the vehicle between the "kidnapping" of cooperation, the progress of China's automobile industry is not good, "only the more whole the more chaotic.
Vehicle and auto parts enterprises should reflect on. "An industry source said that the vehicle and components enterprises should abandon the" duplicity "of the so-called" cooperative "mode, the real practical cooperation, common interests and the entire industry the starting point "to jointly plan."
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The head gasket is found between the engine block and the cylinder head or heads in a V-type engine. The gasket functions as a seal that prevents the combustion process from leaking into the coolant passages that surround each cylinder. In many cases it seals oil passages from coolant passages so the fluids do not mix.
The price for an independent mechanic to replace a head gasket can be high due to the time-consuming labor involved, so, it is essential to know why you need to replace the head gasket. Have a professional ASE certified Master Auto parts Technician inspect your vehicle to conclusively determine whether or not your car needs to have the head gasket replaced. The purpose of this article is to help you learn how to install a head gasket to save money, but this should only be attempted by someone with a great deal of experience.
1,Obtain a service manual for your car's make and model. It will include step by step procedures with images that explain how to replace your head gasket(s). It will also list any special tools that you may need.
2,Drain all of the oil and coolant from your engine. Remove the parts that are connected to the cylinder head . Refer to your car's service manual for specifics, but in most cases this involves removing the exhaust manifold, the intake manifold, valve cover and drive belts. On many engines, you will need to remove the timing belt or timing chain. Be sure to study the timing belt/chain alignment procedures and be sure you clearly see the alignment marks before you disassemble the timing components.
3,Check the block to be sure no warping has occurred and send the head or heads to an automotive machine shop to be pressure tested. If the pressure test reveals no cracks, have the machine shop resurface the head(s). Don't ever re-install a cylinder head that has not been professionally re-surfaced and examined for cracks.
4,Clean the surface of the head and block. Do not scratch or remove any metal from either, as this may prevent the head gasket from sealing. Prevent any dirt or debris from getting into the cylinders or on pistons during the cleaning process. Inspect the piston tops and cylinder walls for any damage from the overheating or the head gasket problem. Make sure all surfaces are clean and dry.
5,Clean the bolt holes that tighten the head to the block.
6,Fit the head gasket onto the block. Use gasket sealant when specified by the manufacturer, and only use the directed amount in the particular places. Deviating from the manufacturer's recommendations can cause damage to the internal parts of the engine. Most head gaskets will be marked "top" and "up" for proper installation.
7,Place the head onto the block with the head gasket in place.
8,Use a torque wrench to tighten the head onto the block. Check the service manual for the head bolt torque sequence and the amount of torque that needs to be applied for each step. Some head bolts require 3 steps plus specified degree rotation as the final step
9,Replace the other engine components you removed.
10,Set the timing belt or chain back to the proper alignment marks by carefully rotating the camshaft and crankshaft . Check to see if the engine is an interference type of engine. If so, there is a very specific method to rotate and set up the camshaft to crankshaft timing so you don't damage or bend the valves! If equipped, install the distributor so it is properly timed with the number one cylinder. If applicable, adjust the valve clearance to proper specification.
11,Fill the engine with new oil, replace the oil filter and fill the cooling system with new factory specified coolant. When you start the engine, be sure to let the engine idle with the heater on full blast. This is so the cooling system has a chance to bleed out any air bubbles. Some engines require a specific cooling system bleeding procedure, be sure to check for that.
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For decades, China's auto parts industry is in the spontaneous development state, such accumulate over a long period, there are many important problems failed to timely and effectively resolved, so the problem is becoming more and more, but also more serious.
With the massive influx of multinational auto parts companies to compete for the market, the domestic parts enterprises are squeezed. In addition, the innovation ability of our small and medium-sized auto parts enterprises is low, so the competition mechanism is imperfect, and form the extensive, disordered, lag and chaotic state. China's automobile production and sales ranked first in the world, but the auto parts is lack of core technology, so these make the domestic auto parts enterprises be in the "hollow" and "bubble" risk. If we do not reverse this lag situation now, auto power will be impossible. This situation will not be very good improvement in the short term, it may be quite a period of time, so in order to achieve gradual and progressive development, the task of transformation and upgrading is extremely urgent.
In order to promote the deeper transformation and upgrading of auto parts industry in our country, we must strengthen the top-level design reform.
First of all, change the thinking.
Revise the development ideas of "heavy car, light parts," On the development of automobile industry, the way of Japan and South Korea is only to catch the revitalization of the auto parts, and ignore the development of the car, but we are on the contrary, so the experience is worth learning.
Secondly, strengthen the construction of innovation ability.
For many high science and technology, parts enterprises or the whole industries are unable to solve, it must come forward by the national or local administration. From basic research to start, then it is proposed to establish the auto parts innovation system, which enable the auto parts become the core technology. At last, form a kind of innovative industrial chain and realize the disruptive innovations.
Thirdly, change the situation between scientific research and industry.
Try to support the establishment of professional R & D institutions, and develop into industrialization and socialization. In many international automobile manufacturing center, they establish small professional R & D institutions, and make them strong. Realize the commercialization of R & D business, which is very beneficial to the integration of vehicle research and development.
Due to the recovery of global economic crisis and the great progress of science and technology, the global auto industry are vigorously implement the mass customization business model, as a result, it force the small size auto parts enterprises to vigorously innovation. Innovation driven business development and closely cooperate with demand for development of new business model.
In the promotion of this new business model, automobile and parts industry have a new type of division : the main focus for the auto companies deal with the ever-changing market demand, the emphasis is on research, development, innovation of the vehicle, widely adopting outsourcing and obtaining parts by procurement methods. In order to cope with the changing requirements of the vehicle, we must deepen the continuous upgrading of professional parts and components. In this way, a new type of the whole zero relationship, namely collaborative engineering is formed.
About the collaborative engineering, the main expect for auto parts enterprises is : the professional products of their own enterprises must be high, big, fine, sharp, and strive to master the core technology. Collaborative engineering is the development trend of the current and future auto industry, in the development and deepening of China's auto industry, it has become an important microcosm of automobile power. The implementation of collaborative engineering is an important part of the transformation and upgrading of parts and components enterprises, who do well, who is the winner.
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The manufacturer's maintenance schedule for many automatic transmissions doesn't call for fresh fluid until 100,000 miles or, with some Ford transmissions, even 150,000 miles. A lot of mechanics say that is too long and it should be done at least every 50,000 miles. Manual transmissions may be on a different schedule, so it's best to consult the maintenance schedule in the owner's manual.
Like other vital automotive fluids, transmission fluid deteriorates over time. Hard use - such as frequent stop-and-go city driving, hauling heavy loads, trailer towing - will accelerate the deterioration. That kind of driving raises the operating temperature of the transmission, and heat puts more strain on the transmission and the fluid, which helps facilitate gear shifts, cools the transmission and lubricates moving auto parts .
If you do a lot of driving under high-stress conditions, you should check the transmission level more often and have a repair shop check the condition of the fluid. Transmission fluid often is red but can come in other colors, and as it deteriorates it tends to turn darker. It may also acquire a burned odor that could indicate it needs to be changed or that the transmission is developing mechanical problems. Another indication it needs changing is dirt or other debris in the fluid. When you take your vehicle in for an oil change or other routine service, the repair facility may urge you to pay for a transmission-fluid change or flush. Even if they can show you that the fluid is darker than original, that might not mean you need fresh fluid right now. Step back, check the maintenance schedule in your owner's manual and see what the manufacturer recommends before you decide. This also will give you time to price shop.
Many repair shops use flush systems that force out the old fluid and pump in new fluid. Though that sounds good, some auto parts manufacturer s say you shouldn't do that (Honda is one; there are others), so you need to know this before you agree to a flush. Look in your owner's manual. Some manufacturers, such as Honda, also call for their own type of transmission fluid and warn that using other types could cause damage. Moreover, some automatic transmissions have filters that should be cleaned or replaced when the fluid is changed. Make sure the repair facility is using the correct fluid and procedures for your vehicle. If you have never changed the transmission fluid in your vehicle and have more than 100,000 miles on the odometer, should you change it now? We have seen mixed opinions on this, with some mechanics suggesting you should just leave well alone if you aren't having shifting problems. Adding fuel to this theory are stories about older transmissions failing shortly after they finally received fresh fluid. We have a hard time accepting that fresh fluid causes transmission failure, so our inclination would be to have it done if you're planning on keeping the commercial vehicle a few years or longer. However, fresh fluid is not a cure for gears slipping, rough shifting or other mechanical problems, so don't expect a fluid change to be a magic elixir.
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The automotive industry in China benefits immensely from government support. The government considers this industry as a pillar or strategically important industry for the economy, and it has adopted various policies and initiatives to spur strong growth and development (Haley, G.T. 2009). As Zhang Ji, deputy director of import and export of machinery and electronic products at China’s Ministry of Commerce (MOFCOM) stated in an interview: “Automobiles are in a way different from other merchandises. Automobile export adds to the dignity of a nation….The auto industry represents a country’s overall economic strength. Government policy has aimed at increasing domestic auto and auto-parts manufacturing with foreign partners, enabling technology transfer and creating an auto-parts supply base for exports. The government has offered market access to foreign auto companies in return for technology; both soft and hard technology acquisition, not capital acquisition, has motivated China’s opening of its auto industry to foreign direct investment. The central government’s policy has also aimed at modernizing and restructuring SOEs to create principal actors or “national champions” in their industries and to displace imported products in China’s domestic market. National champions in the automotive sector include the vertically integrated SAIC, FAW, and Dongfeng, which include captive auto-parts manufacturers.
Soviet aid helped to start the Chinese automotive sector in 1953 with the establishment of China’s first car company, FAW. In the late 1970s, China’s auto industry continued to transform through its open-door policy. China’s need to modernize its industrial infrastructure required foreign technology, management, and finance to supplement low domestic savings and nascent R&D capabilities. Import-substitution policies built on a protectionist framework helped the auto and auto-parts industries to evolve and provided shelter. In the 1970s, China’s auto industry had small production capacity focused on Dong feng truck production . In 1978, the country had 56 auto-assembly plants that produced slightly fewer than 150,000 units based on Eastern European designs from the 1950s (Ministry of Machinery 1994).
In 1984, Premier Zhao Ziyang announced that China planned to produce exportable sedans up to world standards, to increase production volumes, and to switch from an “all-under-one-roof mentality of small-scale development” to a “cooperative industrial complex system, centered around large-scale factories based on modern technology” (Iwagaki 1986, 11). Specific objectives included consolidating production in the industry into three large and three small producers with high local content, acquiring advanced technology, and achieving high volumes. JVs with foreign companies would serve as the primary vehicle of industrial upgrading.
In 1986, the central government designated the automotive industry as a pillar of the national economy. In 1987, the government began to encourage JVs with foreign auto companies while its trade policy continued to nurture domestic auto-parts production . This new policy included compulsory licensing of imports and new production facilities. In the 1991 five-year plan, Beijing referred to the automotive industry as a pillar industry for China. In 1994, the State Planning Commission issued an industrial-policy statement formalizing the state’s objectives for the auto industry; it modeled the statement on perceived Japanese and Korean experiences, except for the reliance on JVs for industrial upgrading. Since then, 24 provincial governments have also designated the automotive industry as a pillar industry with local governmental support for restructuring, growth, and exports.
The Auto Industry Development Policy (AIP), issued by the NDRC with every five-year plan, serves as the blueprint for developing China’s auto industry. The 2004 AIP encouraged local automakers to develop R&D capabilities, to produce vehicles independently, and to increase exports to $35–40 billion by 2010, an amount accounting for around 40–50% of output. The policy also aimed to have auto parts derive from a series of industry clusters, where domestic companies could establish their own brands and compete in international markets, with advanced technology and capital-intensive products accounting for around 60% of exports. The plan has fallen a little short of these targets.
China’s 2004 AIP also formalized some technology-transfer requirements for foreign companies wanting to invest in China’s automotive sector. Pursuant to Article 47 of the 2004 AIP, foreign-investment projects in China’s automotive industry require the establishment of R&D facilities with an investment of at least RMB 500 million. In Annex II of the 2004 AIP, foreign investors seeking approval of new automobile-production plants must file technology-transfer agreements (Trade Lawyers Advisory Group 2007). In 2011, Beijing announced that foreign auto companies that want to expand in China must launch new brands with their Chinese partners. Earlier in 2011, Volkswagen AG received government permission to build a new assembly plant in south China only after it had agreed to create a new brand for its JV with FAW. The government-financed China Automotive Technology and Research Center (CATARC) concluded that, “With this rule, the government hopes to force global automakers to contribute more technology to their joint ventures” .
In the 2004 AIP, two significant laws restricted foreign ownership to 50% shares of commercial vehicle-manufacturing company in China and restricted foreign vehicle manufacturers to two local JV partners. Foreign OEMs have had to set up JVs for vehicle production, a rule that implicitly forces them to cooperate on vehicle distribution with their local partners. The AIP also paved the way for China’s auto-parts industry to become part of the global automotive-purchasing system, and it started to restructure the automotive industry into large groups capable of competing globally. In its 11th Five Year Plan (2006–10) for the automotive industry, the government eliminated the need for state approval for any new investment in auto-parts manufacturing. To create a strong R&D platform in auto parts and to boost technology transfer from foreign companies, Beijing had previously removed the 50% ownership restriction on JVs in auto-parts production. Starting in 2010, auto-parts companies can have 100% foreign ownership and start production without state approval, while auto-assembly companies still cannot.
Unlike the central government’s policies, provinces often issue policies abruptly, taking markets by surprise. For example, in 1999, local governments in 13 cities banned the use of diesel vehicles with almost no warning or lead time. The governments have since retracted this policy. Local governments also often pass laws that favor their local economies and businesses rather than national interests (J.D. Power and Associates 2007). For example, some provinces set vehicle specifications for taxis to match those of locally manufactured autos. As governmental fleets have traditionally been the largest consumers of autos, these regulations have major repercussions on sales of autos and auto parts.
To help China’s automotive industry negotiate the global economic crisis, China’s government has so far introduced two stimulus packages.
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In 2008, China became the fourth-largest exporter of auto parts in the world after Germany, the United States, and Japan (International Trade Administration 2009, 2010). The latest trade data from the International Trade Administration, which aggregates the auto-parts industry broadly and includes tires, glass, bodies, and other commodities which other trade aggregations exclude, show that in 2010, estimated Chinese exports of auto parts approximated $43.86 billion — an increase of 162% from $16.7 billion in 2005 (International Trade Administration 2011).
For China, most auto-parts imports consist of higher-end systems and components to incorporate into Sino-foreign vehicle makers’ autos. Japan accounts for about half of total imports, and Germany about one-quarter, reflecting the roles of Volkswagen in the mass market and BMW and Mercedes-Benz in the luxury market (CAAM 2010–2011, Netscribes 2010–2011, China Customs 2010–2011). The three companies have great reliance on imported components. In contrast, China imports very little from the United States, reflecting the presence of American companies at the top end of China’s auto-parts industry .
Unlike the Japanese and German JVs, U.S. automotive JVs rely to a much greater extent on Chinese auto-parts manufacturers , thereby contributing to the bilateral trade imbalance by reducing their use of U.S.-made parts. The United States has also been by far the leading export destination for Chinese auto parts, indicating the extensive integration of U.S. auto-parts companies in the Chinese export machinery.
In auto parts, China runs trade deficits with every other major auto producer, including Japan, South Korea, and Germany. In contrast, China’s trade surpluses on auto parts with the United States constitutes a notable exception. As other foreign auto companies operating in China have linked to auto-parts suppliers back home, U.S. auto companies have increasingly cut ties with U.S. suppliers or encouraged them to manufacture in China.
In 2006, Ford announced that, to cut costs, the company planned to double the value of the auto parts that it sourced from China to about $3 billion from about $1.6 billion in 2005 (Dyer 2006). In 2008, GM, which was buying 20 million parts a month from 190 Chinese auto parts suppliers , announced that it intended to buy more and increasingly sophisticated car components in China for worldwide assembly.5 The company stated that it would increase its procurement spending in China by 25% per year in the period 2005–10 (Zubko 2008). U.S. global auto strategy has progressively centered around manufacturing in China and exporting back home. Consequently, China’s exports of auto parts to the United States are three times those of China’s next highest trading destination, Japan.
China’s auto-parts exports are expected to grow dramatically in the future, driven primarily by two factors: exports to overseas automakers and exports to overseas Tier-1 suppliers. Foreign, primarily U.S., automakers’ captive centers in China will probably supply their home bases directly. For example, GM and Ford have recently announced that, by 2010, they will purchase more than $10 billion and $7 billion worth of auto-parts and accessories, respectively, from their sourcing centers in China.
In 2008, China overtook Germany to become the fourth-largest source of imports for U.S. auto parts (after NAFTA partners Canada and Mexico, and Japan), and in 2011 is among the fastest-growing sources of U.S. imports (along with Korea and Mexico). As Figure J shows, from 2000 to 2010 imports of Chinese auto parts into the United States increased about eight-fold and are expected to continue to increase. During the same period, the U.S. trade deficit with China on auto parts increased nine-fold.
In 2009, the NDRC, China’s central economic planning agency, released Directives on Promoting the Healthy and Sustainable Growth of Domestically-Made Auto Products to increase auto-parts exports . According to the directives, the government will facilitate auto and auto-parts manufacturers’ efforts in getting loans from domestic banks to fund their exports. The government has also pledged the services of the state-owned export-credit insurer, China Export & Credit Insurance Co., to manage credit risks in overseas markets for exporting auto-parts companies (China Automotive Technology & Research Center 2009).
The Chinese government has additionally pledged to help domestic auto and auto-parts companies to build overseas R&D centers and to acquire foreign peers to improve their technology and product-development capabilities.
With its support, the government hopes that domestic automakers can expand their exports from the current mainly Dongfeng commercial vehicles to passenger vehicles, compact cars, and small- and medium-sized buses, according to the directives. It also expects domestic parts suppliers to shift their export focus from mechanical products to machinery and electrical and electronic products. With its newly announced support measures, the NDRC expected to see the export value of automobiles and auto parts made by domestic companies grow 10% annually over the next two years and reach $85 billion by 2015 (China Automotive Technology & Research Center 2009).
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