Quantcast
Jump to content
  • Welcome to Auto Parts Forum

    Whether you are a veteran automotive parts guru or just someone looking for some quick auto parts advice, register today and start a new topic in our forum. Registration is free and you can even sign up with social network platforms such as Facebook, Twitter, Google, and LinkedIn. 

     

The Technology of Polishing for CNC Machined Components


Recommended Posts

Polishing technology is widely used in precision machining field, It’s very important processing that no matter for precision machined parts or Mold Parts. With the wide application of hardware products, the appearance quality requirements for hardware is becoming more and more higher, then the requirements for surface polishing will also be higher, and the roughness requirements for mirrored and highlighted surface products is especially higher, so the requirements for polishing also becoming higher and higher. Polising Not only increases the beauty of the precision machined parts, but also can improve the Corrosion and wear resistance of the material surface for precision machining parts, it also Convenient to Injection molding processing such as making plastic products easy to demold, reduce the production of injection cycle etc.

A:Rough polishing and grinding: The surface was normally rough after processing of Lathe, Grinding, CNC, cutting or EDM, It need be polished by using oilstone, Use kerosene as the lubricant,the General order of use will be #180 ~ #240 ~ #320 ~ #400 ~ #600 ~ #800~ #1000.

Whetstone polishing is very important and difficult processing, According to the different specifications of processed products like automotive parts, Cross lapping was performed equably at an Angle of about 70 degrees, The optimal round trip range is about 40 ~ 70 mm. Whetstore processing will also be changed according to the material for machined parts, In order to save the time, they will choose #400 to start.

B: Normal Polishing mainly use sandpaper and kerosene.After Whetstone processing will be sanding paper, When sanding paper, pay attention to the round edges, sharp corners, round corners and orange peel appears. so the process of whestone should be done with high precision. The important point for Sanding paper: Sand paper is intersected with hard sticks for grinding like Whetstone processing , and the grinding frequency of one side of sand paper is about 10 ~ 15 times. If the grinding time is too long, the abrasive force of sand paper will be reduced, and then it will lead the surface finish be uneven( This is one of the reason for orange peel appears). sanding paper usually use bamboo piece to grind, Actually the optimal ways is use the wood bar with less elastic or aluminum bar with Low hardness to grind at a 45 degree angle. The grinding surface should not be rubber or highly elastic materials, it can be grind at Acute Angle if the shape can’t grind at 45 degree angle. The Numbers of sandpaper are #220~ #320~ #400 ~#600~ #800 ~#1000~#1200~#1500. In fact #1500 sandpaper is only suitable for hardened die steel (above 52HRC) and not for prehardened steel as this may cause surface burns to the prehardened steel.

C:Precision polishing mainly use diamond paste. If use polishing wheel that mixes diamond abrasive powder or paste to grinding, The paste and polishing wheel can remove the Grinding crack that remained by #1200 and # 1500 sand paper. and then polishing by using felt and diamond paste.It can use the clean polishing chamber in mold processing workshop directly if the polishing precision is Ra0.2, If the polishing precision is very high, then it must use an absolutely clean space to process. It will scrap the polishing surface in high precision if the space has Dust, smoke, dandruff and spittle.

Our Kanou Precision use these polishing technology to service the customer, and also provide kind of solution for customer’s project. We always provide the precision machining part, cnc machined part, CNC turned part, CNC millded part, Mechanical components, automotive spare part to customer, Especially for mass production auto part, these all need this polishing technology, and we received highly praise from customer. We will keep to learn more polishing skills, and bring more advanced polishing tool and meterial to provide more high precision spare parts to customer.

Do you want to know more knowledge about technical skills? pls check this link for more: www.kanouprecision.com/blog/

precision part.jpg

Link to comment
Share on other sites

Join the conversation

You can post now and register later. If you have an account, sign in now to post with your account.
Note: Your post will require moderator approval before it will be visible.

Guest
Reply to this topic...

×   Pasted as rich text.   Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

 Share

  • Similar Content

  • Similar Topics

    • By Counterman
      WIX Filters, a division of MANN+HUMMEL, has launched WIX VarioPleat technology, allowing the company to provide air-filter technology to meet the needs of heavy-duty and industrial customers.
      Available early next year in North America, the advancement allows WIX to provide exact-fit replacement parts for buyers that have varying-sized applications. The innovative technology will cover many applications, for both on- and off-road machines, according to the company. Containing variable and deep pleats, the advancement offers a high filtration capacity that comes in several different shapes to meet aftermarket standards. 
      Additionally, the rugged containment molded frame contains built-in handles, allowing for easy filter removal. The technology is highly efficient and offers a robust design for a wide range of customers that have specialty filtration needs, according to WIX. 
      “At WIX, we understand the need for various-shaped materials and products to fit the wide range of applications that are available,” said Donald Chilton, director of product management at MANN+HUMMEL. “The development of this new line gives heavy-duty and industrial machine owners the option to get all of their parts from one place.”
      WIX has 11 facilities in eight different countries and manufactures more than 210 million filters annually. Focusing on innovation and quality, WIX meets or exceeds OEM standards for fit, form and function and has partnered with companies across the country to also offer price-competitive products, according to the company. 
      To learn more about WIX filters, buyers can contact their local sales representative or visit 
      link hidden, please login to view. The post
      link hidden, please login to view appeared first on link hidden, please login to view.
      link hidden, please login to view
    • By Counterman
      Camshafts are one of those components that can define an engine. Cams can have a direct effect on the efficiency, power curve, sound and even attitude of the engines they are installed into. Muscle cars and race cars are two examples of vehicles that are immediately recognizable by a loping, rumbling idle that builds into a deafening roar as they’re pushed harder and higher through their rpm range. 
      A “stock” camshaft usually is designed as a compromise between performance and drivability, with considerations for emissions and fuel economy, while performance cams trade much of the “politeness” of a stock camshaft in favor of brute horsepower. 
      If you were to open any of the major speed catalogs (or look up the information on their website), you’ll discover three things: Performance parts aren’t cheap; there are a LOT of cams to choose from; and each one is accompanied by a list of specifications including duration, lift, lobe separation and recommended rpm range/usage. But what makes one cam any different from another, and what do some of the terms used to describe a performance cam actually mean?
      Duration refers to the amount of time (expressed in degrees of crank rotation) that an intake or exhaust valve is “off” of its seat. This equates to the amount of time the valve is open, allowing air to enter or exhaust to escape. Generally, a longer duration means a “deeper breath” (or exhalation), although the amount of overall airflow through the cylinder is also affected by “lift.”
      Lift, or more specifically, “valve lift,” is the distance the valve travels as a result of the action of the camshaft. As the cam rotates on an overhead-valve (OHV) engine, the eccentric lobes act directly upon the lifter, raising it (and the pushrod above) a specified distance. The pushrod transfers this “lift” to a rocker arm, which in turn presses down on the valve, releasing it from its seat. Valve-spring pressure helps the valve close at the end of its cycle, and keeps the valvetrain components from clattering as they return to a resting position.
      In an overhead-cam (OHC) design, the cam lobe contacts the rocker arm directly, or against the valve itself when paired with a “bucket tappet,” which protects the valve stem from wear. The design of a rocker arm also multiplies the lift imparted by the cam lobe, creating more lift at the valve than at the lobe. Performance rocker arms use this advantage to improve lift without altering the existing cam profile.
      Us old-timers sometimes refer to camshafts as “bump-sticks,” as they seem to have lobes poking out in every direction. They are, however, precisely engineered to open and close multiple valves in a perfectly timed sequence to maximize their effectiveness. Lobe-separation angle (LSA) is a fancy name for the distance (again in degrees) between the centerlines of the exhaust and intake lobes on a shaft. This distance, along with the duration of the cam, will determine the amount of “overlap” in the movement of the intake and exhaust valves.
      Let’s look at a “racing” cam, and how its design affects performance. Intake valves open slightly before the engine begins pulling in air on the intake stroke. Call it a “head start,” but it helps promote airflow through the cylinder. As the piston reaches the bottom of its stroke, the intake valve is still open – pulling as much air as it can into the cylinder – then closes as the piston begins compression. Exhaust valves also open a bit before the power stroke is completed, with the pressure of the expanding gas helping “push” the spent exhaust out of the cylinder.
      With both valves slightly open at top dead center, more cool air is drawn in as the hot exhaust is expelled. This phenomenon is called “scavenging,” and at higher rpm can further boost horsepower. The smaller the separation between lobes (and the more duration) the more overlap will occur. Unfortunately, at idle and low rpm, it also causes a lumpy rumble, low engine vacuum and a lack of low-end power. Although many people (myself included) enjoy hearing this signature sound at the race track, it isn’t very useful in a daily driver! Choosing the right camshaft for your intended purposes begins with defining your intended purposes!
      Every camshaft design has a “sweet spot” – the rpm range at which it performs the best. Camshaft manufacturers’ rpm recommendations are a result of dyno-testing the unique combination of lift, duration, lobe design and separation engineered into each particular grind profile. If you aren’t going to be consistently operating in a cam’s specified rpm range, it may not be the best choice for your project. Your mostly stock, daily driven street vehicle won’t benefit much from a race-ready cam that really needs to rev up around 5,000 rpm to make maximum power. As with any other performance-part purchase, it pays to do your research before buying … no matter how cool the stickers will look on your toolbox!
      The post
      link hidden, please login to view appeared first on link hidden, please login to view.
      link hidden, please login to view
    • By Counterman
      The Automotive Aftermarket Suppliers Association’s (AASA) Technology Council (ATC) has extended the submission deadline for the 2022 Technology Innovation award to Aug. 8.
      This annual award celebrates a company that has shown extraordinary commitment to creating new and innovative products in business process technologies in the aftermarket including sales and marketing, IT and data management.  
      Finalists will pitch their new technologies during the virtual ATC Fall Meeting on Sept. 7, and the winner will be announced during the AASA Technology Conference to be held Sept. 25-28.   
      “This award is exciting because it showcases businesses that are putting in the work to make the aftermarket more efficient and more effective,” commented Chris Gardner, senior vice president, operations, AASA, and ATC executive council lead. “We are looking forward to seeing the newest best-in-class technologies and awarding the 2022 Technology Innovation Award during the AASA Technology Conference this Fall.” 
      Past winners of the ATC Technology Innovation Award  
      2021 –  link hidden, please login to view, visual search  2020 –  link hidden, please login to view, automated load sheet technology   Award entry information is available 
      link hidden, please login to view link hidden, please login to view link hidden, please login to view. Submissions are due by Aug. 8. The post
      link hidden, please login to view appeared first on link hidden, please login to view.
      link hidden, please login to view
    • By Counterman
      The cooling system no longer is focused on cooling as much as it is on managing and maintaining a consistent engine and transmission temperature. Since our industry always seems to find a way to inundate us with new acronyms and terminology with every model year, it could be only a matter of time before they start to call it a Powertrain Heat-Management System (PHMS).
      Make no mistake: The name is not real – at least not yet. I just made it up. But it’s a very accurate representation of what a modern-day cooling system does. To understand the technology of today’s cooling system and why the name almost deserves a change, let’s first look at a brief history mixed with a touch of science.
      The term “cooling system” originally came about on the early automobile, and that’s exactly what they did. However, the early cooling systems were … simple. Scientifically known as “thermosyphon systems,” the hot coolant in the engine rose upward into the top tank of the radiator. As it cooled, it fell to the bottom of the radiator, where it then would flow into the engine block. The result was a continuous circulation of coolant through the engine, requiring no water pump or thermostat to make it work.
      Although the early cooling system worked well, it had no choice but to evolve, as engines got bigger and became more powerful. If you think about an engine on a scientific basis, it’s nothing more than a way to convert heat energy into mechanical energy. Basic logic tells us that the more power an engine produces, the more heat is generated that must be removed.
      Since cooling systems needed the ability to remove more heat, they quickly evolved into utilizing water pumps and thermostats. Thermostats always have had two purposes. First, the engine coolant must remain in the radiator long enough to transfer its heat to the air. When the thermostat is closed, it allows sufficient time for this to occur, and when it opens, the coolant flows into the engine and is able to absorb heat to begin another cycle.
      Second, engines need to operate near the boiling point of water. Why? Because water is a byproduct of combustion, and this high operating temperature ensures that water is evaporated from the engine oil during operation. Without the thermostat set to keep things hot, the engine oil cannot burn off water and will quickly become contaminated.
      Cooling systems, even as we entered the era of fuel injection and electronic management, remained fairly simple at first. But we knew that engine temperature was directly related to fuel economy, emissions and power output, and that maintaining that temperature where we wanted it was a necessary step to achieve our goals in those areas.
      It didn’t take long before the need for precise engine-temperature control became a prevailing factor affecting both engine and cooling-system design. Many components that we thought would never change began to receive a full dose of technology. Here’s a look at how things are shaping up for the future.
      Thermostats
      While not an everyday item yet, electrically controlled thermostats are being utilized in some applications, and I expect we’ll see an increase in this. The ability of an internal-combustion engine to achieve maximum fuel economy, minimum emissions and maximum power occurs at slightly different temperatures for different operating conditions. By adding this additional level of precision to temperature control, we can match temperatures to operating conditions, increasing power output and fuel economy.
      This need for precise temperature control is why modern fuel-management systems monitor coolant temperature and if there is any deviation outside of the expected norm, a very common diagnostic trouble code (DTC) is P0128 (“Engine Coolant Below Regulating Temperature”). As time goes on, we can only expect this to become a parameter that’s much more closely monitored.
      To further illustrate the advantage of an electronically controlled thermostat, consider traditional (old-school) thermostat operation. As the engine warms up, the radiator and hoses remain cold. When monitoring cooling-system performance as a technician, it’s common to keep a hand wrapped around the upper radiator hose. It stays cold until the thermostat opens; then it gets hot really quickly as the coolant flows from the engine into the radiator.
      Then we use our hands to feel the radiator tanks warming up, and when they do, we then expect that the electric cooling fans (if equipped) are due to come on within a few moments, and we often move our hand into the path of the air coming off of the cooling fan to sense the volume of airflow and amount of heat being drawn off the radiator. Hi-tech is watching the engine temperature on a scan tool while this happens.
      The point of this? The overall process of heat transfer is slow, and extreme precision is not possible with a traditional thermostat. As a result, the most advanced engine-management systems are looking ahead at engine temperature based on throttle position and calculated load, so that they can precisely manage engine cylinder and head temperature, effectively managing combustion efficiency. It’s impressive. Electronics and electronic thermostats make it all possible.
      Water Pumps
      What could possibly change about water pumps? That’s what I used to think, but they are changing. As effective as a traditional belt-drive water pump always has been, if we look at them from an old-school operational standpoint, as we did thermostats, we begin to see the flaws in their operation. Traditional belt-drive water pumps run the whole time at the speed of the engine, but with modern temperature-management technology, it’s not necessary for them to run constantly. Not only does this create an unnecessary drag on the engine, but it also can reduce the accuracy of precise temperature control.
      By redesigning the traditional water pump and adding electric water pumps into the system, unnecessary drag is eliminated, and the engine-management system is able to generate coolant flow when needed, as needed. This can help reduce warmup time and also improve overall temperature control.
      Electric water pumps also have the advantage of remote locations in engine compartments, which is beneficial as space becomes more and more constricted, and they are utilized for after-run features to help cool components such as turbochargers.
      Cooling Fans
      Electric cooling fans are not new by any means, but they no longer are a simple on-or-off type of fan. Early fans often employed a resistor to create both a low- and high-speed option, but many of today’s fans are pulse-modulated variable-speed fans that again give the engine-control module the ability to match fan speed with other operating conditions.
      Active Grille Shutters
      The newest member of the cooling-system technology family is the active grille shutter. Many manufacturers are utilizing this technology on certain vehicles, which, as you might have guessed, looks just like a set of shutters over some portions of the radiator. This can improve vehicle aerodynamics as well as decrease warmup times. They only open when needed to allow for additional cooling.
      Heater Cores
      Heater cores are part of the cooling system. Even though they don’t generally affect system function in the terms of engine-temperature management, inadequate heat stemming from a restricted heater core is a common complaint. But a restricted heater core is sometimes misdiagnosed as a bad thermostat or vice versa. And some vehicles utilize an electric water pump specifically to move coolant through the heater core. If the pump is bad, it could be misdiagnosed as a restricted heater core. Cooling-system diagnosis always should take into account the ever-increasing complexity of HVAC systems.
      Electric Vehicles
      Just when you thought there couldn’t be any more, hybrid and electric vehicles are bringing additional changes. Did you ever think you would see a high-temperature radiator and a low-temperature radiator? Plus, a water-cooled air-conditioning condenser? You’ll start to see them on electric vehicles.
      You also can throw in some valving and a high-voltage coolant heater to boost heater-core output, plus a completely different cooling circuit for the batteries, power inverter, transaxle and electric motor. The good news for us? There’s a lot more to fix and a lot more parts to sell.
      So, when will they start to call it a PHMS? And I’m waiting for the day of GPS-monitored temperature-sensing microchips that float around the cooling system, reporting the exact temperature of the coolant along the way. Sound crazy? Probably. But if it ever happens, just remember where you heard it first.
      The post
      link hidden, please login to view appeared first on link hidden, please login to view.
      link hidden, please login to view

    • DIY like a pro! Shop from over 1,000,000 Repair Manuals at eManualOnline.com! As low as $14.99 per manual. Shop now.


      DIY like a pro! Shop from over 1,000,000 Repair Manuals at eManualOnline.com! As low as $14.99 per manual. Shop now.


      DIY like a pro! Shop from over 1,000,000 Repair Manuals at eManualOnline.com! As low as $14.99 per manual. Shop now.

    • By Counterman
      Litens Aftermarket has just launched its new 
      link hidden, please login to view, and the company says it is prepared to “continue as the largest supplier delivering the highest quality of power transmission products.” “With this updated website, our current and future marketplace partners will have a better experience and are going to find it easier to locate valuable information such as our parts catalog, new-number announcements, what’s new at Litens and much more,” said John Lussier, president of Tendeco.
      Litens’ technology is applied globally to more than half of the vehicles on the road today, working to reduce emissions, while improving fuel economy, performance and passenger experience, according to the company. “So, it is only right for our website to reflect our capabilities in full capacity, while acting as a hub of resources and benefits to our customers,” the company added.
      “This new website emphasizes how important the use of OE quality in the aftermarket is,” said Damien Gabel, managing director, ATech. “Low-tensioning devices, overrunning alternator decouplers (OADs), BASFiltr and TorqFiltr and mid-hybrid tensioners are largely participating in the global CO2 reduction. We hope that this new website will provide clarity to the replacement market, in regard to the latest technology used in current cars.”
      What’s New?
      Not only is the new website easy to navigate, but it also was primarily built by keeping the company’s consumer needs in mind. The site has a direct link that can guide users to Litens’ online store, where customers can find products through associated VIN, make, model, year or engine, for a quick and direct purchasing process.
      “As our new website features are premised on convenience, we hope to configure a user-friendly experience for our clients and partners through,” said Lussier.
      Features include:
      Showcasing frequently updated new-product releases Sharing a platform filled with engaging news stories Providing contact information so anyone can reach Litens Aftermarket without difficulty Exhibiting an all-encompassing high-performance line “To help save time, effort and energy, we have crafted our new website’s ‘Download’ section, which is a source of trustworthy information on our products and their respective descriptions,” said Lussier. “Here, our channel audience can also access installation sheets that will simplify and support the installation process.”
      For more information, visit 
      link hidden, please login to view The post
      link hidden, please login to view appeared first on link hidden, please login to view.
      link hidden, please login to view
×
  • Create New...