quality Aluminum Seamless Tube & Aluminum Auto Parts factory

By the end of 2012, there were about 800 aluminum profile manufacturers in China, and the competition was fierce, which will lead to the continuous dilution of product profits, especially for building profiles. Since the outbreak of the international financial crisis, the export situation has seen a significant increase in international trade disputes. Trade protectionism, represented by some developed Western countries, has repeatedly threatened the export of aluminum profiles. Therefore, in the future, aluminum profile exports will mainly face emerging markets, where the raw material and cost advantages of domestic manufacturers will weaken. All of these will force domestic aluminum profile enterprises to continuously increase their product added value and actively integrate their industrial chains.   (1) To integrate the upstream industry chain and reduce costs. By extending and expanding upstream industries, industrial optimization and configuration can be achieved. In this industry chain, once the close integration of electricity, aluminum oxide, electrolytic aluminum, and aluminum profiles is achieved, it can achieve low cost and high efficiency, achieve healthy and sustainable development of enterprises, and improve their ability to resist risks.   (2) To actively cooperate with downstream aluminum product enterprises to implement an aluminum product value-added strategy. By deep processing and manufacturing aluminum profiles as the main body of finished products, such as aluminum doors and windows, furniture, bathroom appliances, lighting fixtures, mechanical components, radiators, etc. Due to the high added value of these final products, exports are encouraged by the government, with a high export tax rebate rate and a long-term stable export tax rebate policy.   With the sustained, rapid and healthy development of China's national economy, the demand for aluminum profiles will continue to grow, and the equipment and technological level will also become more advanced. We believe that China's aluminum profile products will have greater development space. With the implementation of the Non ferrous Metals Industry Adjustment and Revitalization Plan, high value-added products and technological innovation will become increasingly important. With the continuous integration of the industrial chain, China's aluminum industry will develop faster and with higher quality.

The federal government's fuel economy regulations stipulate that by 2025, the fuel economy standards for cars will be raised to 54.5 miles per gallon (approximately 4.8 liters per 100 kilometers). The European Union plans to implement a mandatory emission standard of 95 grams of carbon dioxide per kilometer for car exhaust by 2020 (the current policy is to emit 130 grams per kilometer by 2015). China aims to achieve the goal of increasing the average fuel consumption of cars from 7.5 liters per 100 kilometers to 5 liters per 100 kilometers by 2020. Reducing weight is the simplest and most effective way to improve vehicle fuel efficiency and reduce carbon emissions. Since luxury cars such as Audi began using aluminum components in the 1990s, aluminum has entered the automotive industry. Since then, the use of aluminum in cars has begun to increase, and more and more car manufacturers have started to use aluminum to replace traditional steel in material selection. Countries such as the European Union and North America have taken the lead. The latest survey by American market research firm Ducker Worldwide on various types of cars in the market shows that the proportion of aluminum metal in vehicle weight has risen to 12%. The results of the DuckerWorld survey show that using aluminum instead of steel to manufacture cars can reduce the weight of the entire vehicle by 30-40%, reduce engine weight by 30%, and reduce wheel hub weight by 30%. From 2006 to 2012, the average usage of aluminum alloy in EU light vehicles increased by 19.2 kilograms. Currently, aluminum accounts for 53% of the ultra light vehicle programs developed in Europe and North America, with approximately 30% of car engine hoods and 20% of bumpers made of aluminum metal. This proportion is expected to increase significantly in the coming years. The new generation Ford Mustang, which was launched in China at the end of 2013, features an aluminum metal cover and aluminum front fenders, reducing weight by 90 kilograms. The upcoming all-new F-150 will be built with an all aluminum body, with a total weight of 317 kilograms lighter than the current model, and fuel economy is expected to increase by 15% to 20%. The Audi R8, A8, and Jaguar XJ all feature an all aluminum body, and the all-new Range Rover creatively adopts all aluminum load-bearing lightweight technology, reducing the weight of the Range Rover body by 39% compared to the previous generation's steel body structure. DuckerWorldwide has predicted that by 2015, the average aluminum usage per car in major European countries will increase to 180 kilograms, and the proportion of aluminum materials in the weight of the entire car will also increase from the current 9% to 12%. By 2025, it will climb to nearly 250 kilograms, and the proportion of aluminum metal in the weight of light vehicles will double. In the future, new energy vehicles will replace traditional fuel powered vehicles. Hybrid electric vehicles, fuel cell vehicles, lithium-ion battery vehicles, Mercedes Benz E-CellPlus and Mercedes Benz F-Cell electric vehicles, as well as Honda FCXClarity and other new powertrain vehicles, mostly use aluminum as the main material for their bodies. The latest survey results show that so-called all aluminum cars using a large amount of aluminum alloy can achieve a 40% weight reduction effect, and when combined with other auxiliary lightweight and optimized designs, can increase fuel economy by up to 18%. Automotive aluminum alloys are relatively weak: According to data from the Massachusetts Institute of Technology in 2007, aluminum is more than twice as expensive as steel in terms of raw material costs, twice as expensive as steel in terms of processing costs, and 20% -30% more expensive than steel in assembly. Overall, an aluminum component is estimated to be 60% -80% more expensive than traditional steel components. According to automotive structure experts at Alcoa, the average cost of a car's all aluminum body structure is $1400-4600, which is 65% higher than a steel body. Beijing Baihui believes that reducing the power consumption cost of electrolytic aluminum and extensively using recycled aluminum of the same alloy grade will be the key to enhancing the competitive advantage of automotive aluminum alloys.  

  Ships are the main means of water transportation, while ships refer to giant sailing vessels. Due to the low density of aluminum and aluminum alloys, which is about one-third of that of steel, they have strong corrosion resistance to seawater and good processability and weldability. Therefore, in the fourth year after industrial production in the United States and Switzerland in 1888, they were used in the manufacturing of airships, two years earlier than the first use of aluminum on airplanes.     In 1891, Switzerland first built aluminum powered boats, and later other countries used aluminum to build their hulls. However, due to the relatively young birth of aluminum at that time, there were not many varieties of aluminum alloys, and the only few aluminum alloys had low strength and unsatisfactory corrosion resistance, which limited their application in shipbuilding. The metallurgical industry is the pioneer and foundation of the shipbuilding industry. With the development of the metallurgical industry, the aluminum industry provided the shipbuilding industry with highly corrosion-resistant Al Mg alloys in the late 1920s. Therefore, the application of aluminum alloys in shipbuilding has redeveloped.     Marine Materials (9): Application of Aluminum Alloy on European and American Civil Ships In August 1931, the UK manufactured the Diana II all aluminum yacht, which was the world's first, shining with silver. It was made of aluminum magnesium alloy, with a length of 16.75m, a width of 3.65m, and a draft of 1.74m. After more than 20 years of use, it remained intact and the hull was corrosion-free. This yacht was exhibited at the London Aluminum Exhibition in 1955. After the Diana II, Canada, Sweden, and the United Kingdom successively built some aluminum alloy boats. Due to the use of aluminum alloy in shipbuilding, it has promoted the development of hydrofoil boats. The Soviet Union built the "Paketa" hydrofoil passenger boat in 1958, carrying 66 passengers, and the hull material was hard aluminum; In 1959, the Meteor hydrofoil passenger boat carrying 130 to 150 passengers was built, with a length of 34.4 meters and a speed of 80 km/h. The hull material was made of hard aluminum and riveted. The hydrofoil boat they later built was made of aluminum magnesium alloy and welded. The "Cyclone" coastal hydrofoil boat, built in 1962, uses a new type of plate that rolls reinforcement ribs and plates into a whole, reducing the weight of the hull by 10% to 15%. The boat is 46.5m long, 9.0m wide, has a draft of 3.0m, a displacement of 108t, a power of 3181kW, and a speed of 92.5km/h.     Since 1928, aluminum alloy has gradually been used to manufacture the superstructure of large ships, and that year, deck houses were constructed using aluminum alloy materials. In 1939, the upper deck, portholes, and railings of the Norwegian cargo ship "Fernplant" with a cargo capacity of 8800 tons were made of aluminum alloy, using 14 tons instead of 40 tons of steel. After World War II, the metallurgical industry made significant progress, widely using aluminum alloy to manufacture the superstructure of ships, and the usage and daily supply increased, especially for some luxury cruise ships: in 1952, the United States' United States cruise ship shared 2000 tons of aluminum, with a length of 305 meters, a width of 37 meters, a displacement of 5914 tons, and a passenger capacity of 2000 people; in 1960, the British built giant ships Oriana and Canberra used over 1000 tons of aluminum, with the former having a displacement of 40 kt and the latter having a displacement of 48 kt.     Aluminum alloy materials are also used to manufacture other civilian ships: in the early 1950s, some oil tankers built in the UK had lining plates made of 5XXX series 5054 alloy, and each 30kt class oil tanker used more than 1000t of aluminum; The RedRose fishing vessel, manufactured in the UK in 1951, used 27 tons of aluminum; In 1964, Hungary designed a 100t gold aluminum fishing boat, using aluminum alloy containing 2.5% to 4% Mg as the main material; Aluminum alloy is also used on barges. In 1964, the United States built an all aluminum barge, which used more than 180 tons of aluminum material. Whether it was plates or extruded materials, 5083 alloy was used, and the cargo capacity was 14% higher than that of steel barges; Tugs can also be made of aluminum alloy. The hull of the American tugboat Sauter is welded with 5083 and 5086 alloys, which reduces the manufacturing time by about 30% compared to steel barges; The train ferries built by the Soviet Union were welded with 5056 and 5466 alloys; In 196, Britain built two biogas transport ships, and the nine biogas tanks on board were welded with aluminum alloy.