A segmented component for a housing includes a first shaped part, a first segment having a first cast metal region which is material-bonded to the first shaped part by a first bonding zone. The first shaped part is material-bonded to a second cast metal region of a second segment by a second bonding zone. At least one additional element is material-bonded to the second segment by a third bonding zone and material-bonded to the first segment by a fourth bonding zone, wherein the first shaped part, the first and second segments, and the at least one additional element defining an extension of an interior space of the housing in a cross-sectional plane.

A cast aluminum wheel includes a rim element having an annular configuration defining an axis and a central element extending radially outwardly between the axis and the rim element. The rim element includes a wall extending circumferentially around the axis between a proximal bead and a distal bead. The central element includes a plurality of spokes extending radially outwardly toward the proximal bead and meets proximate the axis with adjacent of the plurality of spokes defining a cooperative feature therebetween for providing stiffness to the wheel. The spokes progressively increase in volume in a direction toward the axis from the rim element thereby providing increased mass of the spokes proximate the axis relative to the rim element.

A cast aluminum wheel includes a rim element having an annular configuration defining an axis and a central element extending radially outwardly between the axis and the rim element. The rim element includes a wall extending circumferentially around the axis between a proximal bead and a distal bead. The central element includes a plurality of spokes extending radially outwardly toward the proximal bead and meets proximate the axis with adjacent of the plurality of spokes defining a cooperative feature therebetween for providing stiffness to the wheel. The spokes progressively increase in volume in a direction toward the axis from the rim element thereby providing increased mass of the spokes proximate the axis relative to the rim element.

An inner door panel (30) for a vehicle side door that includes an integrated side impact beam (70) formed as part of the door in a die casting process. The inner door panel (30) includes an outer frame having a top rail (38), a bottom rail (40), an inner side rail (42) and an outer side rail (44) defining a central opening (34). The impact beam (70) includes a main beam portion (72), a first end support portion (74) and a second end support portion (78). The first end support portion is formed to the side rail (42) and the second end support portion (78) is formed to the outer side rail (44), where the main beam portion (72) extends across the opening (34).

An inner door panel (30) for a vehicle side door that includes an integrated side impact beam (70) formed as part of the door in a die casting process. The inner door panel (30) includes an outer frame having a top rail (38), a bottom rail (40), an inner side rail (42) and an outer side rail (44) defining a central opening (34). The impact beam (70) includes a main beam portion (72), a first end support portion (74) and a second end support portion (78). The first end support portion is formed to the side rail (42) and the second end support portion (78) is formed to the outer side rail (44), where the main beam portion (72) extends across the opening (34).

A method for forming an amorphous alloy part, including: placing a master alloy on a melting platform; heating and melting the master alloy under vacuum to yield an alloy melt; stopping heating and allowing the alloy melt to cool to a temperature between a glass transition temperature and a liquidus temperature thereof; and press-forming and cooling the alloy melt, to form the amorphous alloy part.

A method for forming an amorphous alloy part, including: placing a master alloy on a melting platform; heating and melting the master alloy under vacuum to yield an alloy melt; stopping heating and allowing the alloy melt to cool to a temperature between a glass transition temperature and a liquidus temperature thereof; and press-forming and cooling the alloy melt, to form the amorphous alloy part.

Hollow automotive parts, methods for fabricating hollow automotive parts, and methods for fabricating hollow castings are provided. An exemplary method for fabricating a hollow casting includes casting at least a first casting section and a second casting section from a slurry using a semi-solid casting process, and welding the casting sections together at interfaces therebetween.

A method for the production of a cylinder head for an internal combustion engine. The production method presentes the steps of: dividing the cylinder head into a main part, where there is the flame deck making up the crown of each cylinder, and an operating part, where there are the housings of the control means of the valves; manufacturing, at first, the sole main part of the cylinder head by means of a casting process in a mould; and manufacturing, subsequently, the operating part of the cylinder head by means of additive manufacturing, which adds layer upon layer starting from the previously manufactured main part of the cylinder head.

A decompression path conductance factor calculation device 110 obtains a cavity pressure change characteristic representing a pressure change characteristic of a cavity portion 30 from an exhaust speed of a decompression device 70, a cavity conductance factor, an overflow conductance factor, a decompression path conductance factor, and respective volumes of inside spaces of a cavity portion 30, an overflow portion 50, and a decompression path 60, obtains a decompression path pressure change characteristic representing a pressure change characteristic of the decompression path 60 from the exhaust speed of the decompression device 70, the volume of the inside space of the decompression path 60, and the decompression path conductance factor, and obtains the decompression path conductance factor such that a difference between respective approximate curves representing the obtained cavity pressure change characteristic and the obtained decompression path pressure change characteristic becomes a threshold value or less.