With the development of China's automotive manufacturing industry, more and more automotive components are made of aluminum alloy materials, such as the cylinder block, cylinder head, oil pan, and various connecting brackets of automotive engines. With the increasing maturity of die-casting technology, various automobile manufacturers have increasingly high requirements for the internal quality of automotive die-casting molds, especially the strict requirements of Volkswagen in Germany. Each type of engine die-casting product has a corresponding set of technical requirements, and the requirement for product porosity is a necessary requirement for every component.

Some component structures are very complex, and corresponding structures need to be made on automotive die-casting molds to achieve batch die-casting production. For example, there are multiple angle threaded holes on the components, and to ensure the quality of the processed product, the core must be made at the corresponding position of the automotive die-casting mold.

The core pulling mechanism can be divided into two types according to the driving method: mechanical and hydraulic. Mechanical core pulling mainly achieves core pulling and resetting through diagonal pins, bent pins, gears, and racks during the mold opening and closing process. The working principle of the hydraulic core pulling mechanism is relatively simple, and the hydraulic cylinder is directly used for core pulling and resetting actions. The hydraulic core pulling mechanism can select the size of the hydraulic cylinder based on the size of the core pulling force and the length of the core pulling distance.

In the continuous production process, the core pulling hole of automotive die-casting molds may deform due to multiple sliding and pulling operations. In the middle and later stages of the mold's lifespan, the phenomenon of core pulling and grinding often occurs. To solve this problem, an insert sleeve can be added to the core pulling hole. If there is deformation of the core pulling hole, the insert sleeve can be replaced to solve the problem. This method can also be applied to the top rod of automotive die-casting molds, as long as a sleeve can be added, this structure can be made.

Due to the requirements of some component drawings, some areas on the casting require the placement of irregular top rods of specified sizes. Due to the deep cavity of the casting dynamic model, the generated clamping force is large, and the force required for the top rod to push out the casting is large. The top rod is easy to break during the die-casting production process. Due to the fact that the diameter of the top rod in the formed part of the casting is determined by the product drawing, a stepped thick and thin top rod can be designed according to the characteristics of the product to ensure the service life of the top rod.

The mold cores of automotive die-casting parts are not properly docked and are staggered by a certain distance. The part where the two cores are docked is a normal ejection angle (usually designed between 1 ° and 1.5 °, and the ejection angle on the outer side of the two cores is the normal ejection angle plus the angle with the positioning hole).

Due to the inability to ensure internal quality in thick and large areas of certain complex products through die-casting process parameters, it is necessary to consider adding a local extrusion mechanism when designing automotive die-casting parts molds. The principle of this mechanism is to insert the core within a short period of time after the injection is completed, making this area compact and reducing air holes. The forming part of the extrusion mechanism for core pulling does not have a die inclination, so it is only suitable for short distance structures.

Fenda Mold | Automotive Die Casting Mold