Steel forgings improve the internal structure and mechanical properties of the forgings during the forging process. Therefore, forgings have high mechanical strength, are not easy to break, and improve toughness. They are generally used in parts that require large stress, or parts with harsh working environments, such as gears or engine shafts. In addition to improving mechanical properties, forging has the advantages of high utilization of materials and high productivity. For some parts that require precision assembly or high precision, it can be achieved by secondary precision CNC machining. However, due to the characteristics of the forging process, forging is not suitable for the production of workpieces with complex shapes, or requires a relatively large amount of subsequent CNC machining to achieve products with complex shapes.
For forged parts, the most important are the three processes of mold development, forging processing and secondary precision CNC processing. And these three processes are all completed in-house, we can better ensure product quality and production delivery. We take quality first and service first for our customers.
Steel Forging Parts, Steel Forgings, Carbon Steel Die Forging, Carbon Steel Forging Parts, Carbon Steel Forgings, Iron forgings, Cast Iron Forging, Steel Forging, Iron Forgin, Metal Forging Shenzhen SCZY Technology Co.,Ltd , https://www.szsczyltd.com
Car specious "Made in China" For the Chinese auto market's strategic problem of foreign auto companies, we can now sum up two arguments: First, due to government protection, foreign auto companies must enter the Chinese market only through narrow channels such as Sino-foreign joint ventures. In the past, the government’s management department also set aside a gap to try to allow foreign investors to purchase B shares of listed domestic companies, starting as the leader of the Jiangling Motors model. After China's accession to the WTO, the capital operation form began to diversify, allowing domestic leading companies to first go to the front station and acquire other companies, and then foreign capital re-shares, such as FAW Toyota, SAIC-GM-Wuling, SAIC-GM Dongyue, etc. In short, foreigners do not intend to enter the Chinese market in this way, but the policy pipeline is designed so that it does not drill but also drills. Second, according to the experience of international auto giants, when the market sales reach a certain scale, localized production does have many benefits. For example, timely supply can quickly meet the needs of the local market; timely market feedback is conducive to corporate adjustment strategies; protection and support of governments at all levels can be transformed into economic benefits and so on. It should be said that before China’s accession to the WTO in the 1980’s, foreign enterprises passively catered to China’s market access policies and engaged in joint ventures and cooperative production. After China’s accession to the WTO, coupled with the explosive growth of the auto market, it allowed foreign countries to The enterprise actively and vigorously engaged in the limited production of vehicles. However, in the near future, when the import quota for vehicles is abolished, the direct import method will seduce foreign companies and how much impact it will have on the auto market. Both Chinese and foreign parties are making serious assessments and predictions. The genius of foreign companies lies in firmly grasping two basic points: brand expansion and channel expansion. Grasping these two trump cards will make it possible for both localized production and direct imports in the future. Therefore, even if foreign companies adopt limited production, foreign brands must be directly attached to products made in China. The larger the output, the larger the share, and the greater the variety, the greater the value accumulated by brand expansion. With the internationalization of the domestic market and the increasing degree of domesticization of the international market, the concept of the origin has become blurred. At this time, the market competition is the brand competition. Now the entire vehicle company's KD operation mode is very prevalent, and its advantages and disadvantages are based on different interests. The unexpected advantage of the corporate market has greatly stimulated the “whole vehicle enclosure†campaign. For companies that have poor manufacturing capabilities or are newly entering the vehicle manufacturing industry, the most immediate way is to import spare parts and assembly, which can save a large number of domestically-made components. The selection, models of various engineering tests and other procedures. For the entire vehicle company, it is a profitable way to make money. On the other hand, the KD method is essentially equivalent to the vehicle import, and the foreign exchange paid by the KD is similar to that of the whole vehicle. The foreign side is also very happy to accept this approach. The KD itself is a large-scale trader, making money as much as the entire vehicle export. Secondly, after the installed vehicles are put on the market, the foreign party can profit again from assembly production and sales. However, the direct damage of the KD model to China's parts and components industry is obvious. It suffocates the market growth potential of domestic complete vehicle supporting companies. The value of about half of the total vehicle cost was transferred to foreign suppliers. As a result, the employment, output value, profits and taxes, and development of many parts and components companies in China have become extremely difficult. The so-called comparative advantages of certain industries in China also exist in name only. This requires the government to use regulations and policies to control the spread of KD and adjust the balance between different industrial interest groups. Automobile exports now flow into a cosmetic effect. For several major joint ventures, the export of a few hundred vehicles out of 20,000 to 30,000 vehicles per year is insignificant. If they are sold back to Germany, the United States, and Japan, they can explain some problems, but they export to the development near China. The Chinese market has no benchmark role at all, and hundreds of vehicles in the district can neither demonstrate that Chinese-made foreign brand products are highly competitive, nor that the quality of Chinese-made products has reached strict international market access standards. Even if the competitiveness of domestically produced joint venture products in terms of production costs really reaches the level of large-scale export levels after a few years, it only reflects that the concept of automobile manufacturing in China has reached a certain height. The joint venture in China is only a point in the chessboard of global auto giants in the global market. The so-called export is just the car giant moving pieces in different market areas. The joint venture’s Chinese party may not be involved in the importing country’s market and marketing network because the brand is not a Chinese company. The joint venture is only a manufacturing enterprise that accepts foreign orders. The Chinese party can only make a point in the product manufacturing value chain and the global industrial value in the future. In the chain, margins in pure manufacturing will become thinner and thinner. The volume of bulk exports of joint venture products will certainly increase significantly in a few years, but it is necessary to clearly realize that this is the same as that of foreign brands such as China's IT and home appliance products. Other industries have already reached this height. What is really worth paying attention to is how far a pure Chinese brand automobile product can go in the international market and how big it is. There is no group of Chinese branded automotive products that occupy a corner in the international market. Even if China becomes the largest automobile production country, it is a digital statistic. Concept only. 