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主机损坏 Main Engine Damage

（推力轴承没有起到止推作用曲轴前移所致）

 

1.    情况简述Brief Description

1.1    船舶和主机特征Particulars of Vessel and Main Engine

船籍Nationality 船籍港Port of Registry: 总吨位Gross Tonnage: 净吨位Net Tonnage: 船长Ship’s Length: 船宽Ship’s Breadth: 船深:Ship’s Depth: 主机型号Type of Main Engine: 缸径Cylinder bore: 冲程Stroke: 额定功率Rated power: 额定转速Rated speed: 主机制造日期Date of manufacture for M.E.: 船舶制造日期Date of manufacture for vessel:

XXXXXX XXXXXXXX 3869 1160 ffice:smarttags" />93.91m 15.20m 9.70m 8Z 72/48A-1 480mm 720mm 2853kW (3880HP) 219 r/min xxxx xxxx

 

1.2    主机机损过程Course of Main Engine Damage

1.2.1            修理Repair

“XXXX”轮于xxxx年12月23日进S上海船厂浦西分厂修理。据告称主机修理如下内容:The M.V. “XXXX” was repaired from 23^rd Dec., xxxx in shanghai Shipyard Puxi branch. It was informed that the principal repair items of M.E. were as follows:

（1）    更换主轴承轴瓦9道。Nine (9) sets of main bearing shells renewed.

（2）    更换连杆轴承轴瓦4付（第1、2、4、8缸）。Four (4) sets of connecting rod bearing shells of cyl. Nos.1,2,4 & 8 renewed.

（3）    气缸套8只密性检查。Eight (8) cylinder covers removed and tested for water tightness.

（4）    缸套8只拉出，橡皮水封圈全部换新。Eight (8) cylinder liners pulled out and all water seals renewed.

（5）    活塞8只活塞环全部换新。Rings of eight (8) pistons all renewed.

（6）    推力轴承正倒车推力块全部转出检查，间隙调整。All the ahead and astern thrust segments of the thrust bearing turned out and inspected and clearance checked and reconditioned.

（7）    高压燃油泵全部拆进车间箭检查。Oil fuel pumps removed to workshop and overhauled.

（8）    调速器拆下进车间调试校正。The governor removed to workshop and adjusted.

1.2.2 码头试车和试航Mooring and sea trial

根据轮机长报告xxxx年2月16日主机安装完毕。当天1300时初次动车，转速120rpm， 螺距角0度，2200时停车，主机在无载荷下运转9小时，在此期间工厂进行捉漏和调整工作。According to the Chief engineer’s Report, the assembly of M.E. was completed on 16^th Feb., xxxx, the M.E. started running at 1300hrs on the same day, at engine speed 120rpm and controllable proleller blade pitch angle 0 degree and stopped running at 2200 hrs. The shipyard personnel carried out some works for tightness and modifications during this period.

2月17日1000时，主机第二次动车，转速190rpm， 螺距角0度，工厂对燃油系统进行调整，2300时停车，码头试车结束。At 1000 hrs on 17^th Feb., the M.E. ran again at engine spped 190 rpm and with blade pitch angle 0 degree, and stopped running at 2300 hrs. During this period, the shipyard personnel carried out some modifications for fuel oil system, and the mooring trial was thus accomplished.

2月22日试航，1245时（船上时间）主机起动，转速调整至214rpm， 水压2kg/cm2， 滑油压力8kg/cm2， 排气温度220-240度。离开船厂后，在黄浦江内航行时，主机转速214rpm， 螺距角10-12度之间。出吴淞口后1300时，螺距角增加到20度，此时主机转速下降到160rpm。以后作了几次螺距角由20度-0度-20度试验，发现螺距角为10度时，主机转速能上升到214rpm，螺距角增加到20度时，主机转速下降到160rpm。根据厂方要求主机停车，船抛锚，此时为1545时。厂方人员打开调速器盖子进行调整（调节调速器执行拉杆和高压油泵齿条轴的转动机构）。1710时调整结束，主机起动，转速达到214rpm，船起锚继续试航。主机转速214rpm, 螺距角20度，冷却水压2.0kg/cm2，滑油压力8kg/cm2， 排气温度320度，主机作示功检查，参数为：Sea trial was carried out on 22^nd Feb., main engine started running at 1245 hrs (ship board time) at engine speed 214 rpm, cooling water pressure 2 kg/cm2, lub. oil pressure 8 kg/cm2, exhaust gas temperature 220o-240oC.ter departing from the shipyard, the ship navigated in Huangpu River at engine speed 214 rpm and the blade pitch angle 10-12 degrees and after the ship getting the exit of Wusong Entrance, the blade pitch angle was increased to 20 degrees, and meanwhile, the engine speed dropped down from 214 rpm to 160 rpm. Afterwards, some tests of changing the blade pitch angle from 20-0-20 degrees had been made and that the engine speed could be increased up to and kept at 214 rpm, whilst operating the blade pitch angle at 10 degrees. However the engine speed dropped down to 160 rpm, whilst using the blade pitch angle of 20 degrees. Under the requirements of the shipyard, the main engine stopped running and the ship anchored at 1545 hrs. The shipyard personnel then opened the governor cover and adjusted the acting rod and the turning gear of fuel pump rock. The adjustment work ended at 1710 hrs, and the main engine started running once more and reached the engine speed 214 rpm. The ship continued the sea trial after weighing anchor. The main engine ran at 214 rpm with the blade pitch angle 20 degrees, cooling water pressure 2.0 kg/cm2, lub. oil pressure 8 kg/cm2, exhaust temperature 320oC and the parameter of ignition pressure was recorded through indicator cock as follows:

 

缸号Cyl. No.	1	2	3	4	5	6	7	8
爆压Ignition pressure kg/cm2
排温Exhaust temperature oC

 

滑油温度46oC，　冷却水温60oC。1935时，工厂认为试航时间已到，对主机未作必要的交接检查，未办试航结束文件手续，2045时工厂人员登艇离船，场段试航时间为2小时25分。And with lub. oil temperature 46oC, cooling water temperature 60oC and the exhaust gas temperature given in the table above. At 1935 hrs, the shipyard personnel deemed that the time for sea trial was accomplished, they neigher carried out any necessary hand over inspection nor prepared any document process indicating the completion of the sea trial. At 2045 hrs, they left the ship and embarked on the shipyard boat. This period of sea trial lasted two hours and twenty five minutes.

帅哥

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1.1    主机故障 Damage of Main Engine

2045时工厂人员离船后，起动主机转速214rpm，螺距角0度，而后螺距角增加到20度，主机参数如旧。2330时，主机第1、2、3、4缸排气管区域冒烟，轮机长向驾驶台报告后，螺距角改用15度。2337时第1-4缸排气管区域冒火，主机紧急停车，当用操纵手轮操作到“ffice:smarttags" />0”位时，主机仍以50rpm继续运转。此时轮机长将高压油泵齿杆的传动装置用手拉到“0”位才使主机停车。2350时火被扑灭。灭火采用灭火器的消防水。After the shipyard personnel leaving the ship at 2045 hrs, the main engine was restarted to run at speed 214 rpm using blade pitch angle from 0 degree gradually increased to 20 degrees and the parameter of M.E. kept the same as before. At 2330 hrs, smoke took place in the area of exhaust pipes of cyl. Nos.1,2,3 & 4. After the Chief Engineer reporting it to the bridge, the blade pitch angle was altered to 15 degree. and at 2337 hrs, a local fire happened in the above said area. Emergency stop was applied to the main engine, however when operating the manoeuvring wheel to “0” position, yet the engine continued to run at a speed of 50 rpm. The Chief Engineer then pulled the transmitting gear of fuel pump rock to “0” position, the main engine stopped running. At 2350 hrs, the local fire was extinguished. Fire extinguishers and fire main were used for fire fighting purpose.

2月23日0030时打开曲柄箱观察孔进行检查，发现缸套漏水，以#6缸最为严重，曲柄箱底盘上有轴承合金痕迹并发现主机再也不能启动。At 0030 hrs on 23^rd Feb., sight holes on the engine crank case were opened up for inspection. Water leakage was found on cylinder liners among which cylinder No.6 was most serious, traces of white babbit of bearing metal were found as well on the bottom of bedplates, and thereafter, the main engine could never be restarted.

2月26日拖船将该轮于1230时拖回至船厂。At 1230 hrs on 26^th Feb., the ship was towed back to the shipyard.

2.    主机损坏情况检查Inspection of Damage of Main Engine

该轮拖回船厂后第二天，船厂、船方和XX公司三方会议商定就调查主机故障的方法和手段等取得一致意见，达成协议，就现状初步检查情况如下：On the next day after the ship being towed back to the shipyard, three (3) parties consisted of shipyard, ship’s side and XX company held a meeting to discuss measure which should be taken for investigating the damage of engine and attained a consistent agreement adopted by the above three parties. The primary inspection carried out on the basis of the existing condition was as follows:

2.1 操纵系统检查Inspection of manoeuvring system

    操纵系统没有回到停车正常位置，即操纵手柄处于停车位置，调速器输出端的摇臂位置量得33毫米，燃油泵的进油刻度分别为：（见表1，略），

负荷指示器读数为110%。在此数据下，用人力转动调速器输出轴至最小位置，此时燃油泵的进油刻度为：（见表2，略），负荷指示器读数为15%。3月3日开动主机滑油泵，调速器处于有油压的正常工作状态，输出轴连接的摇臂处于正确位置，此时燃油泵的进油刻度为：（见表3，略），负荷指示器读数为20%。此种现象说明操纵系统包括调速器和高压燃油泵没有调整好，相对于操纵手轮的各种工况下均有过量燃油供应，留有隐患。The manoeuvring system could not return to the normal position, i.e. when the manoeuvring wheel reached “Stop” position, the rock arm connecting the governor output end rested at a position giving a gap of 33mm, at this time, the fuel metering readings per fuel pump were as follows: and the load indicator reading was 110%. At the foregoing data, when the governor output shaft was turned by manual power to the minimum position, the fuel metering readings per fuel pump were as follows: and the load indicator reading was 15%.On Mar. 3, the M.E. lub. oil pump was started, the governor was under the normal working condition with oil pressure and the rock arm connecting its outlet end was at correct position, at this time, the fuel metering readings per fuel pump were as follows: and the load indicator reading was 20%. This phenomenon indicates that the manoeuvring sysmtem including the governpr and fuel pumps were out of order and excessive fuel was supplied relative to the load as required by the order of the manoeuvring wheel. Trouble will take place later on.

1.    打开曲柄箱刀门检查发如下情况Inspection after opening the crankcase doors

（1）        第4和第5缸活塞连杆相互对调安装。No.4 and No.5 piston connecting rod units were alternately installed.

（2）        第4-8缸连杆大端轴承中心明显偏后，说明曲轴明显向前移位。The centers of connecting rod bearings of cyl. No.4 to 8 were evidently located aft. This indicated that the crankshaft evidently moved forward.

（3）        第5、9道主轴承断裂（前后向）。No.5 and No.9 main bearing covers fractured in fore and aft direction.

（4）        除第1、2和10道主轴承盖的后端面与曲拐磨擦情况严重。轴瓦烧损。The crank web rubbed heavuily against the after end of main bearing covers except Nos.1,2 and 10 and bearing shells burnt.

（5）        第7道主轴承盖表面油漆已全部烧去，本体变形严重，轴瓦向前移位，并向左转动一角度，切断至该轴承的滑油通路，第5缸连杆轴瓦烧损，曲拐轴颈变色。The paint on the surface of No.7 main bearing cover fully burnt away and the cover seriously deofmed. The bearing shell moved forward and turned an angle left, resulting the lub. oil passage to this main bearing blocked. Connecting rod bearing shell of cyl. No.5 burnt, crankpin coloured.

（6）        第8缸曲拐臂前平面与机架左右贯穿螺栓孔外圆壁严重擦碰，表面变色，外圆壁已呈现平面。Cylinder No.8 crank web front end face heavily rubbed against the peripheries of both port and std tie bolt housings of which the surfaces coloured and planes revealed on the peripheries.

（7）        拆出第9道主轴承盖，轴承盖螺栓已弯曲变形，轴承盖断成二块，盖内侧的定位销已陷入盖内。轴瓦已基本不存在，仅发现几块碎片；主轴颈上嵌有许多金属屑。No.9 main bearing cover was dismantled, bearing cover bolts bent, bearing cover fractured into two pieces, set pin for locating the bearing shell got in the cover, no bearing shell could be found except some broken pieses, much metal debris stuck on this journal surface.

（8）        拆下第3道主轴承盖，在油槽区的内表有几条小裂纹，轴瓦定位销凸出表面2.0毫米， 无机械损伤，轴瓦外表面有70毫米长拉槽，整块轴瓦向左转动70毫米.No.3 manoeuvring cover was dismantled, several small cracks were found in the oil groove area, bearing shell locating pin protruded 2mm beyong the cover surface wuithout mechanical damage and a seizure groove of 70mm in length was found on the outer surfaces of the bearing shell which was turned port by 70mm.

（9）        第8缸活塞连杆组吊出，活塞、活塞环和缸套磨损正常；连杆大端曲拐轴颈无拉痕，轴承上瓦严重磨损，下瓦有线痕，磨损情况尚可。The piston connecting rod unit of cyl. No.8 was pulled out, the wear of piston and piston rings and the liner was in normal condition, the crank journal found without score. The wear in fair condition with only some light scores.

（10）    油底壳内有大量金属粒子，还有铁屑及铁质刨花等。There were a lot of metal particles and iron debris and slices on the bottom of sump tank.

    其它损坏情况，待打开后作进一步检查。Further inspection should be carried out for ascertaining other damage after dismantling of engine components.

2.    推力轴承检查Inspection of thrust bearing

（1） 正倒车推力块已全部烧损熔化，推力块间隙已无法测量。Both ahead and astern thrust segments burnt, clearances couldn’t be obtained between the segments and thrust collar.

（2） 在上述情况下，在正倒车推力块的背面作了间隙测量。由于测量的地位限制和正倒车推力块合金已全部烧毁熔化，这些数值仅能作为参考，某些数据尚不真实。Under above said condition, clearances were taken from the back of segments, due to the limitation of location and all the thrust segments burnt and jammed to the thrust collar, these values could be only for reference, individual value could not be deemed exact.

（3） 倒车推力块后面，面对飞轮右侧热电偶处有明显合金熔化后的片渣。Obvious white metal melting slices in way of the thermal couple on the std side aft of the astern thrust segments

（4） 倒车推力块面对飞轮左侧边明显咬死外部有明显合金熔化后的片渣。The astern thrust segments on port side obviously jammed with white metal melting slices

（5） 就这次所测得的间隙计算，推力环轴向自由移动的平均值已达2.40毫米，大大超过极限值。According to these measured clearances, the average volume of the axial play of the thrust collar reached 2.4mm which greatly exceeds the limit.

（6） 推力轴承左侧滑油管二根的接头均很松，仅旋入2-3牙。Two joints from the lub. oil supply pipe for the thrust block on the port side extremely slackened, screwed only 2-3 pitch of threads.

3.    润滑油情况检查Inspection of lub. oil

（1）    在上海船厂浦西分厂主机修理时， 主机滑油作了更换，新油牌号为Mobil 412共80桶Batch No.6LOICHK12010187,粘度CST 100^oC 13.6-15.1。During the repair of main engine at Shanghai Ship-building & Repairing Yard Puxi Branch, all the sump tank lub. oil was renewed with 80 barrels new oil of Mobil grade 412, Batch No.6LOICHK 1201087, viscosity cst 100^oC 13.6-15.1.

（2）    三方拟定取样分析，根据化验报告，共有6份油样编号为No.1-6, 主机循环滑油油样编号为No.2, No.5。Three (3) parties decided to take oil samples for analysis. According to the Report of Analysis, there were six (6) samples numbered 1 to 6, main engine sump tank lub. oil numbered 2 and 5.

（3）    油样No.1,2,4,5的粘度均合格；油样No.3,6粘度均未测试，并含钠盐成份，系污油舱油样。The viscosity of oil sample Nos.1,2,4 and 5 are all satisfactory; the sample oil No.3 and No.6 of which the viscosity wasn’t analysed and contained water contaminated with Nacl, which was taken from slop tanks.

（4）    总酸值(TAN)所有油样均符合使用要求。The total acid number (TAN) of six (6) oil samples were all satisfactory.

（5）    6份油样中除No.1和No.4不含水份外，其余油样均有不同程度水份，以No.2油样含水份最多，达28.3%。Six oil samples except No.1 and No.4 contained different degrees of water, among which No.2 is the most, its water content reached 28.3%.

（6）    化验报告对No.2油样要求研究水的来源和采取水份分离处理。对No.3、No.6油样因已沾有海水建议更换。The Report of Analysis suggested to investigate the cause and separate frequently for oil sample No.2, and recommended oil sample No.3 and No.6 which contaminated with sea water to be renewed.

（7）    油样No.2、No.3、No.6闪点为开杯闪点，No.1, No.4油样闪点分别为 210^oC和 225^oC（闭杯）。 Flash point for oil samples Nos.2,3 and 6 was open cup , and for No.4 and No.5 were 210^oC and 225^oC respectively (closed cup).

帅哥

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1.5    水渗漏进入曲柄箱情况检查Inspection of crankcase

（1）    此次主机修理8只缸套拉出，各缸三道密封圈均换新。安装后工厂没有作过密性试验。从2月16、17日码头动车直至22日2045时厂方人员离船止，未打开过曲柄箱刀门检查，因此在此期间是否有缸套漏水等直接情况不明。During the repair of main engine, eight (8) cylinder liners were all pulled out, water seals per each cylinder were renewed. During the repair of main engine, eight (8) cylinder liners were all pulled out, water seals pereach cylinder were renewed, but the tightness test has not been carried out after installing the cylinder liners, and furthermore, during the period from the mooring trial on 16^th and 17^th Feb., till the end of sea trial, the shipyard personnel left the ship at 2045 hrs on 22^nd Feb., the crane doors had not been opened for carrying out an internal inspection. For instance, it was unknown whether the water leakage occurred on the cylinder liner side during the above said period.

（2）    ffice:smarttags" />2月22日2350时排气管区域失火扑灭后，23日0030时打开曲柄箱观察孔检查时发现汽缸漏水，尤其#6缸更为严重。At 2350 hrs on 22^nd Feb., after the local fire in the area of exhaust gas pipes being extinguished, the sight holes on the crankcase were opened up at 0030 hrs on 23^rd Feb., and an internal inspection was made and water leakage was found on the cylinder liners side, cylinder No.6 was most serious.

（3）    2月26日拖回船厂，3月3日主机冷却腔进行2.5kg/cm2密性试验，第2,5,6,8缸套有少量渗水现象，在2.2kg/cm2时无渗漏。A hydraulic test was carried out with a pressure of 2.5 kg/cm2, a small amount of water leakage was found on cylinder Nos.2,5,6 and 8, and no leakage was found while the pressure decreased to 2.2 kg/cm2.

（4）    3月19日再次检查缸套冷却水腔密性情况，水压力在2.5kg/cm2时，从扫气箱侧检查发现第1,3,5,6,7缸有明显原先漏水痕迹，从曲柄箱侧检查发现第1，5，6，7，8缸有明显原先漏水痕迹，其中第1,6缸最为明显。说明以上各缸在主机运转时，上、下部位均有不同程度的漏水，这与轮机长报告中所述情况基本一致。On 19^th March, a further inspection was carried out for the water leakage on the cooling spaces of cylinder liners.Obvious traces of previous water leakage was found on the scavenging air side of Cyl. Nos.1,3,5,6,7 as well as on the crankcase side of cyl. Nos.1,5,6,7 & 8, among which cyl. No.1 and No.6 were most evident. This indicated that water leakage took place with different degrees both on the upper end lower positions of the above said liners while the main engine running and it was basically consistent with those as shown in the Report prepared by the Chief Engineer.

（5）    其它可能水进入曲柄箱的情况Other possible water entering the crankcase

主机排气管区域失火后，船员曾动用过消防水灭火，消防水有可能经防爆门进入曲柄箱，但应说明，此水进入曲柄箱已与主机故障无关，只会影响油样水份含量的真实性。After the local fire took place in the area of exhaust gas pipes, fire main had been applied by the crew for fire fighting purpose and water could get the way into crankcase through the safety valves against explosion. But it should be noticed that this had no concern with the damage of main engine and couyld affect the trueness of water content in oil sample, as if available.

1.6    其它情况

（1）     在中间轴承前端，发现中间轴轴向移位痕迹约为4毫米。The traces of line shaft moving forward about 4mm was found at the fore end of the line shaft bearing.

（2）    飞轮传动转速信号发生器的传动皮带的位置也能反应轴系明显向前移位的问题。The position of transmitting belts for giving signals to the revolution signal generator from the flywheel could also show the problem of the shafting moving forward.

2.   故障原因Cause of Damage

就目前检查到的情况，主机故障原因分析如下：Under the present inspecting condition, the cause of main engine damage was analyzed as follows:

3.1 主轴承和推力轴承故障的直接原因是推力轴承没有起到止推作用，引起轴系向前移位所致。曲轴前移后，曲柄臂擦碰主轴承盖后端，也有个别擦碰机架贯穿螺孔外圆壁等，造成主轴承轴瓦烧损，轴承盖断裂，轴瓦转动，有的甚至成为碎片，切断滑油供应通道，进一步引起连杆轴承烧损等，使主机严重损坏。The direct cause of damage of main bearing and thrust bearing was that the thrust block didn’t accomplish to take the function against the thrust action from the propeller. After the crankshaft moved forward, the crank was rubbed against the aft end of main bearing covers, and also individual web against the peripheries of the tie bolts housings causing a series of damage of main engine, such as the burning of main bearing shells, the fracture of main bearing covers, the turning of main bearing shells of which the individual one burnt into broken slices and furthermore some of the lub. oil passage were cloked causing further damage of connecting rod bearing, thus the main engine seriously damage.

帅哥

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3.2曲轴前移早在试航初期已有迹象，在船出吴淞口后，螺距角从12度增加至20度时，主机转速从214rpm下降至160rpm，而螺距角减小至10度时，主机转速又恢复至214rpm，说明主机内耗增大。此种情况的出现似应先从主机运动部件着手检查。由于在此问题上考虑不周，而先在调速。从现象上看转速上升了，但主机存在的问题更趋恶化。The traces of crankshaft moving forward occurred in the early stage of sea trial. After the ship got exit of Wusongkou Entrance, the main engine speed reduced down from 214 to 160 rpm, whilst the propeller blade pitch angle was increased from 12 degrees to 20 degrees and the main engine speed recovered to 214 rpm when the blade pitch angle was reduced to 10 degrees.This phenomena possibly indicated the increasing of internal consumption of main engine. At this condition, it seemed that the moving parts were to be firstly inspected. However had consideration was made and the governor was adjusted to increase the metering of fuel, the engine speed was raised up but the problems of main engine became worse.

3.3曲轴前移的关键问题是在于推力轴承没有起止推作用。推力块拆检时，未测量间隙和推力环轴向总移动量，造成安装情况不明。另外在推力轴承左侧二根进油管接头松大量滑油外流，造成推力块冷却不足而发热而严重烧损熔化。这也是在试航中没有检查出来的问题。The key point of the crankshaft moving forward was that the thrust block didn’t accomplish to take the function against the thrust action from the propeller. The axial play and the clearances between the thrust collar and the thrust segments hasn’t been measured whilst the thrust segments being turned out for inspection, thus the assembling condition of thrust segments was unknown. And furthermore two joints of the pipe feeding the lub. oil flowed outside, the thrust segments and the collar were unable to obtain sufficient cooling and then hotted and burnt. This problem hadn’t been found during the sea trial.

1.3    主机循环滑油此次主机修理时全部更换，新加Mobil412滑油80桶。该油完全符合主机使用要求。如果没有水漏入主机曲柄箱，该滑油不应存在有水份的问题，根据该轮加帐第20项，主机装复后作ffice:smarttags" />4kg/cm2压力密性试验。但根据了解此项试验未做。根据主机故障后的几次对漏水问题的检查确有漏水迹象。按目前情况判断厂方未按规定进行密性检查。The sump tank lub. oil was totally renewed during the repair with Mobil grade 412 of 80 barrels which fully satisfied the requirements for the main engine. For instance, should no water leaked into the crankcase, there is no event of water content in the lub. oil. Under the additional repair item No.20, after the reassembling of main engine water tightness test with a pressure of 4 kg/cm2 should be carried out, however it is informed that this test had not been conducted. According to the recent inspection for the water leakage of cylinder liners, it can be sure that the traces of water leakage took place on the cylinder liner sides and the water tightness test had not been carried out in accordance with the Specification by the shipyard.

主机此次9道主轴承全部换新，试航结束理应打开曲柄箱和对主轴承、推力轴承等重要部分作例行交接检查，未作此项工作在程序上存在严重不足。船厂人员离船后，主机运转仍在原有基础，未闻及有超越工况等情况，实际航行时间只有2 3/4 小时。至于排气管区域失火问题对主机出现的故障无关，其原因是厂方人员在试航中对调速器调整加大进油量，造成汽缸不完全燃烧，有残余的油和油气进入排气管，造成在排气管内引起燃烧，而导致排气管区域失火，经13分钟随即将火扑灭。没有引起其他损坏。During this repair, nine (9) sets of main bearing shells were renewed, the routine inspection for the acceptance of main engine shall be carried out to the main bearings, thrust block and other important components concerned after finishing the sea trial, it was the serious error on the procedure process. After the shipyard personnel leaving the ship, the main engine ran on the basis as before without any occurrence of over conditions, and the actual navigating time was only of 2 hours and 25 minutes. As regard the fire taking place in the area of exhaust gas pipes, there were nbo concerns with damage of main engine. The cause of the local fire was to be attributed to the adjustment of governor to increase the metering of fuel by the shipyard during the sea trial site. This caused the incomplete combustion in the cylinders, and residual fuel and fuel/gas mixture entering the exhaust gas pipes in which after combustion took place and then the local fire occurred in the area of exhaust gas pipes and was extinguisshed within 18 minutes. No further damage took place.

帅哥

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主机损坏 Main Engine Damage

（主机飞车曲轴后臂红套移动所致）

 

    兹应中国人民保险公司上海分公司代表香港民安保险公司申请，下列署名的高级咨询验船师于ffice:smarttags" />0000年10月25日及以后诸日在上海港登“XXXX”轮对该轮主机损坏进行了检验，确定损坏原因、范围、程度及修理。

THIS IS TO CERTIFY that the undersigned senior consulting surveyor did, at the request of the Shanghai Branch of the People’s Insurance Co. of China on behalf of the Ming An Insurance Co., Hong Kong, attend on board the M.V. “XXXX” in Shanghai Harbor on Oct. 25, 0000 and subsequently for the purpose of carrying out a survey for ascertaining the extent, nature, cause and repair of the damage stated to have been sustained to the ship’s main engine in the following circumstance:

 

0000年8月至10月从鹿特丹至上海途中“XXXX”轮主机遭受损坏

THE MAIN ENGINE OF M.V. “XXXX” SUSTAINED DAMAGE DURING

THE VOYAGE FROM ROTTERDAM TO SHANGHAI IN AUG.-OCT. XXXX

 

船舶资料

SHIP’S PARTICULARS:

(略)

 

ALLEGATION

 

据该轮船长告称该轮与0000年8月27日从鹿特丹开航，并于0000年10月11日0912时到达上海XX锚地并抛锚。10月14日该轮又开动主机并在二艘拖轮的帮助下靠泊“XXXXXX”轮进行减载过驳。在此期间，轮机长打开主机曲柄箱导门检查各轴承的技术状况时，发现第2道和第3道主轴承左侧的固定螺栓已断掉，而右侧的固定螺栓已弯曲变形，第2道和第3道主轴承上盖均抬起约150毫米。该主机已不能使用。该轮被“XX”拖轮从绿华山锚地拖至吴淞口锚地，再由港务局的拖轮拖至民生路码头卸货。It was stated by the ship’s Master that the ship sailed from Rotterdam on Aug. 27, 0000 and arrived at XX Anchorage, Shanghai and anchored at 0912 hrs on Oct. 11, 0000. On Oct. 14, xxxx, the ship was manoeuvred to berth alongside the M.V. “XXXXXX” by her own power and with the assistance of two tugs for lightening cargo. During this period, when the M.E. crank case doors were opened by the ship’s Chief Engineer in order to examine the technical condition of all bearings, the securing bolts on the port side of Nos.2 & 3 main bearings were found broken, those on the std side bent and deformed and the covers for Nos.2 & 3 main bearings both raised about 150mm. The main engine was already in unworkable condition. The ship was towed from Luhuashan Anchorage to Wusong Anchorage by the tug “XX” and then to laceName w:st="on">MinshenglulaceName> laceType w:st="on">WharflaceType> for discharge by the tug owned by Shanghai Harbor Administration Bureau.

 

DAMAGE FOUND

 

FOUND:检验查明   1.   第2道主轴承左侧的固定螺栓根部螺纹处拉断。右侧的固定螺栓弯曲而并断裂。Securing bolt on the port side of No.2 main bearing broken at bottom thread. Securing bolt on its std side bent and broken. 2.   第3道主轴承左侧的固定螺栓根部螺纹处拉断。右侧的固定螺栓弯曲变形约20度。Securing bolt on the port side of No.3 main bearing broken at bottom thread. Securing bolt on its std side bent about 20o. 3.   第2道和第3道主轴承下瓦的白合金均敲碎脱落。The babbit of lower half bushes of Nos.2 & 3 main bearings broken into pieces and detached. 4.   第2缸后主曲柄臂与后付曲柄肖的红套松动移动约5毫米。The shrink integrating aft main crankweb with aft aux. crankpin of No.2 cylinder loosened and slipped about 5mm. 5.   在螺旋浆的一爿叶片的叶尖处有一个打坏的缺口，尺寸约65毫米X30毫米。The tip of one propeller blade notched about 65mmx30mm in size.

RECOMMENDED:要求   二根固定螺栓应予换新。Two securing bolts to be renewed.       二根固定螺栓应予换新。Two securing bolts to be renewed.       第2道和第3道主轴承应予重浇白合金或换新。Nos.2 & 3 main bearings to be re-babbitted or renewed. 红套走动应予复原处理。The moved shrink to be dealt with.       应予补焊修复。To be repaired by soldering.

 

损坏原因

CAUSE OF DAMAGE

 

    摘自该轮轮机长书面报告：“我从船长和二管轮处得知该轮于0000年9月28日到达XX港锚地期间，他们发现主机曾在超过正常转速（145rpm）的情况下作了短暂的先倒车方向后顺车方向的运转但运转正常。轮机日志表明0000年9月28日1320时主机飞车。在停泊前的2120时对该系统进行了检查和下述修理，并进行了试验。在此期间检查了主机曲柄箱，未发现明显变化。据了解下述修理已进行。调速器传动装置环形密封圈的导气阀已更换，溢流阀已校准。再次尝试起动主机未成，可能调速器传动装置对低空气压力信号没有响应。该传动装置调整决定主机油量的限时阀轴。据说是因为导气阀有缺陷。根据观察发现，当仅为7 kg/cm2时空气控制压力为19 kg/cm2。使用高压空气可能会引起导气阀环形密封圈的损坏，由此而导致发生故障。同时还发现超速释放机械装置没有动作，假定将空气压力加到溢流阀，就会切断燃油进入主机内。据了解在正常运转时二只溢流阀都动作，这说明它们有缺陷并且不能在系统中起到保持燃油压力的作用。上述缺陷可能是主机飞车造成的。” It was extracted from the “DAMAGE TO NO.2 & 3 MAIN BEARING AND SHIFTING OF NO.2 UNIT AFTER CRANK WEB” written by the ship’s Chief Engineer as follows: “ I was made to understand by the Master and then Second Engineer that during the vessel’s arrival at the port of XX anchorage on the 28^th Sept. 0000, they did encounter the problem with main engine running well over the normal limits (145 rpm) for a brief period in both astern direction and later on the ahead direction. The engine log book indicates that on the 28^th Sept. 0000 at 1320 hours the engine did overspeed. The system was checked, repaired as stated below and tested at 2120 hrs prior to berthing. During this period main engine crankcase was inspected and nothing was apparent. I was made to understand the following repairs were carried out. The pilot air valve for governor actuator ‘0’ rings were replaced and the spill valve adjusted. An attempt was made to re-start the main engine but failed, which could have been due to the governor actuator not responding to the low air pressure signal. The actuator regulates the timing valve shaft which determines the quantity of fuel to the engine. As mentioned earlier it was due to defective pilot valve. On the observation made I found the control air pressure to be 19 kg/cm2 while the recommended limits was only 7 kg/cm2. Using high pressure air could have caused the sealing ‘0’ rings damage on the pilot valve, thereby causing the actuator malfunction. It was also found the over speed trip mechanism was not operating which is supposed to dump the air pressure to the spill valve, which in effect cuts off the fuel to the main engine. I was made to understand that both spill valves were operated during normal running which indicates them as defective and being unable to maintain fuel pressure on the system. These above mentioned defects could have caused the main engine overspeeding.

帅哥

“主机飞车可能造成曲轴臂的移动。这样的移动会由于第一和第二道轴颈的轴线不正而最终导致主轴承发生故障，并影响第三道轴颈的轴线而引起主轴承螺柱损坏。这些螺柱的损坏会由于上述轴线不正和由轴承上瓦转送并作用于螺柱上的巨大撞击力而使螺柱拉长所引起的。另一种可能是该轮到达或行驶在上海港浅滩时螺旋浆碰撞水下物体而造成的。螺柱肯定不会在海上断裂，因为这样会导致主机曲柄箱因主机转速超过60rpm产生异常振动和吵声。” It is my considered opinion that overspeeding could have caused the slip of the web on the side pin. This slip would have caused the eventual failure of the main bearings due to the misalignment of Nos.1 & 2 journals which in turn affected the alignment of No.3 journal, also the failure of the main bearing studs. The failure of the studs would have been due to elongation of the studs caused by the afore mentioned misalignment and extra impact forces acting on the studs transmitted by the upper halves of the bearings, as this engine is opposed piston and eventual breaking of the studs. Another could have been when the propeller hitting an underwater object on arrival or steaming in shallow waters in ffice:smarttags" />Shanghai. The studs could not have been broken definitely at sea as it could have resulted with abnormal vibration and noise from the main engine crankcase due to engine rpm being over 60.”

另据该轮轮机长告称发现螺旋浆一爿叶片的叶尖处有一缺口60mm长30mm宽，这个肯定不会引起主机曲轴红套移动这样的损坏。该轮又没有遭到任何碰撞，所以从这些因素来考虑，主机曲轴红套移动这样的损坏不可能由外力而引起。It was added by the ship’s Chief Engineer that the tip of one propeller blade was notched 60mm in length & 30mm in breadth, which definitely could not have caused the damage to the main engine crankshaft shrink slipage. The vessel also did not have any collision either, so taking these factors into account the external forces could not have caused this damage to the main engine crankshaft shrink slipage.

    下列署名的验船师认为该轮轮机长所讲的主机第二缸曲轴后臂红套移动原因是有一定的道理的。该轮0000年7月在XX船厂进行过坞内检验和对主、付机进行了检验，没有发现任何异常。因此，可以认为红套移动是由于0000年9月28日主机飞车时造成的。主机第2缸后曲臂与后付曲柄肖的红套移动5mm而造成主机第2道和第3道主轴颈的跳动量增加，而超过安装间隙。因此在后来的航行中，第2道和第3道主轴颈必然不断挤压和敲击主轴承上、下瓦，不知不觉地形成第2道和第3道主轴承损坏和螺栓断裂The undersigned surveyor considers that the aft crankshaft shrink slipage of the M.E. No.2 cylinder be reasonably attributed to the cause as stated by the ship’s Chief Engineer. In July 0000, the ship’s docking survey was carried out and her main & aux. engines were inspected in XX Shipyard, and no any abnormality was found. Therefore, the above-mentioned shrink slipage could be caused by main engine overspeeding on Sept. 28, 0000. The mentioned shrink slipage made the eccentric deviation of M.E. Nos.2 & 3 main journals to increase and exceed fitting clearance. In the later sailing, Nos.2 & 3 main journals were continuously pressed and the upper and lower bushes of main bearings were hit, thus causing the Nos.1 & 3 main bearings damaged and bolts broken.fficeffice" />

    当上述红套位移约5毫米，则No.2主轴颈的跳动量接近2毫米，而曲轴在轴承中的最大间隙为0.37-0.76毫米，因而使此段曲轴弹性变形，形成No.3主轴颈产生跳动量，其值也超过主轴颈在轴承中的间隙量，形成轴颈挤压或敲击轴承，使第2道和第3到主轴承及其固定螺栓承受强大附加应力而损坏。As the above-mentioned shrink slipage was about 5mm, the eccentric deviation of No.2 main journal approached 2mm however the max. clearance between the crankshaft and the bearings was 0.37-0.76mm and hence this section of crankshaft was elastically deformed so that the value of the eccentric deviation of No.3 main journal exceeded the clearance in the bearing and therefore the crank journal pressed and hit the bearing and finally the Nos.2 & 3 main bearings and their securing bolts suffered additionally strong stress and damaged.

帅哥

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修理情况

REPAIR CONDITION

 

ffice:smarttags" />0000年10月27日，第2道和第3道主轴承的轴瓦已换用船上的备件，主轴承的4根固定螺栓已由XXX公司换新，新螺栓的材料已由LR验船师认可。On Oct. 27, 0000, the bushes of Nos.2 & 3 main bearings were replaced with the ship’s spare ones and 4 securing bolts of the main bearings were renewed by XXX company and the material of new bolts was approved by XX Surveyor.

    据船东机务总管透露船东意见待主机第1和第2缸装复后准备试验一次。如果情况好，可考虑低转速开至香港再解决对主机曲轴红套移动问题。The Owner’s attempt was revealed by the Owner’s Superintendent that，the main engine would be going to sea trial on completion of reassembly of Nos.1 & 2 cylinders, and if satisfactory, the ship was considered to sail to Hong Kong at low speed for repairing the shrink slipage of the M.E. crankshaft.

   但该轮在最低转速下开到吴淞口，当主机转速微升起时后，发现主机主轴承有振动声音发出，不敢再试验，于是转速拉回最低转速，主机主轴承振动声音没有了。于是该轮又开回黄浦江内浮筒，等待联系船厂修理。当联系好XXX船厂修理后该轮又开至外高桥三海码头，等待修理。同时船公司邀请英国专家到上海来现场指导，由XX船厂做好准备工作后进行主机曲轴红套移动的校正复位工作。该修理工程于xxxx年11月26日完成。接着于28日试航，该轮经低转速和全转速试验，以及试验后检查主轴承No.1,2,3,4及复位的红套情况，情况均正常。经LR验船师检验合格。The ship reached Wusongkou at lowest speed. However, when the revolution of the M.E. was slightly increased, the M.E. main bearings were found to vibrate and when the revolution was decreased to the lowest, the vibration of main bearings were disappeared. Therefore, the ship had to return and moor between buoys in laceName w:st="on">HuangpulaceName> laceType w:st="on">RiverlaceType> for waiting repair. Finally the ship sailed to laceName w:st="on">WaigaoqiaolaceName> laceType w:st="on">WharflaceType> after XXX Shipyard responding to repair. The British expert was invited by the said company to come to Shanghai for the purpose of giving advice to Donghai Shipyard for the adjustment of M.E. crankshaft shrink slipage. This repair work was completed on Nov. 26, xxxx. On the following 28^th day, the ship sailed with both low revolution and full revolution of the main engine. After sea trial, Nos.1-4 main bearings and re-positioning of the shrink were all examined and found satisfactory by XX Surveyor.

 

备注

NOTES

 

1.   由XX船厂提供的修理主机曲轴第2缸后曲臂红套移位复原的帐单共 164,148.00美元认为是公平和合理的。The invoice for repairing shrink slipage rendered by the XX Shipyard in sum of USD 000,000.00 is considered to be fair and reasonable.

2.   由XXX公司对主机第2和3缸拆机检查，更换第2道和第3道主轴承的固定螺栓，和装复。Nos.1 & 2 cylinders of the M.E. were overhauled and the securing bolts of Nos.2 & 3 main bearings were renewed by XXX company.

3.   该轮被“XX”机动拖轮从“XXXXX”轮处拖至吴淞锚地，再被港务局机动拖轮从吴淞锚地拖至民生路码头。The ship was towed from M.V. “ XXXXX” to Wusong Anchorage by motor tug “XX” and from Wusong Anchorage to laceName w:st="on">MinshenglulaceName> Wharf by motor tugs of Shanghai Harbor Administration Bureau.

4.   迄今, 未收到有关上述第2和3项的帐单。So far, the vouches for the above-said Nos.2 & 3 are not rendered.

 

 

主机损坏 Main Engine Damage

（因缸套裂缝所致）

 

    该轮在发生主机机损事故前一个航次，即从青岛开往日本途中，主机6个缸中有一个缸套内部燃烧室面靠近主机启动阀处已裂开长约20厘米。由于当时海况比较好，因此立即在海上漂泊的情况下换上备用缸套。此备用缸套为以前因有裂缝而烧焊修补过的。During the voyage prior to the main engine damage casualty, i.e. from Qingdao to japan, one of M.E. 6 cylinders was cracked at its inside (combustion chamber side) about 20cm in length, near the M.E. starting valve. Owing to good sea condition at that time, one spare cylinder cover was replaced on when the ship drifting at sea, but, the spare cylinder cover had been patched with welding due to previous crack.

    据了解，该主机No.1,4,5缸缸套已连续烧焊修补过几次。有关规范中规定主机缸套内部是不允许烧焊的，并且该主机缸套又是铸铁的，更不能烧焊修补。这种烧焊修补过的缸套不能长期使用，只能作应急使用，待回到国内港后应立即换新。It was investigated that the ship’s M.E. Nos.1,4 & 5 cyl. covers had been patched with welding for several times. In accordance with the relevant requirements of the Rules, no welding is permitted to adopt in way of the inside of the M.E. cylinder cover, furthermore, the M.E. cylinder cover is made of casting iron, it isn’t allowed to be patched with welding.The cylinder cover which had been patched with welding could not be used for a long time, it only used in case of emergency, and must be renewed after the ship arriving at the domestic port.

    在离开日本港后约一天后，主机6个缸套中又有一个裂开，该裂开的缸套也是经过烧焊修补过的。当时的海况有8-9级风浪。为了使船舶能顶着风浪继续航行，船员采取了封缸的办法，停止使用缸盖裂开的这一缸。这时候，主机的转速为70-80rpm，船舶没有前进反而向后倒退了约100海里。在这种情况下，船方在得到船公司同意后，向日本救助公司发出救助信号，由日本救助公司将该轮拖回日本名古屋进行修理。Only about one day after the ship leaving Japan, another one of the M.E. 6 cylinder covers was cracked, the cracked cyl. cover had also been patched with welding.

The sea condition at that time was approx. 8-9 scales of strong wind. In order to enable the ship to continuously sail against the wind, the emergency measure was taken by crew to stop using the cracked cyl. cover. At that time, the M.E. speed was 70-80 rpm., the ship did not sail ahead but sailed astern about 100 nautical miles.Under those circumstances, the ship sounded distress signal towards the Japanese salvage company to Nagoya, Japan for repair.

帅哥

    从电报员那儿了解到他掌握了全部真实资料，并用微型相机拍摄下来。船东有作假现象。Upon investigation, the radio operator grasped the whole practical informations and it was found from the information microfilmed by him that the Owner had counterfeited.

    建议保险公司从主机缸套裂缝烧焊修补这一技术情况进行调查和处理。It is recommended that the technical procedure on patching with welding of the cracked M.E. cyl. cover be further investigated and dealt with.

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付机损坏 Auxiliary Engine Damage

（发电柴油机发生爆炸，已无修理价值）

 

    兹应中国人民保险公司上海分公司委托，下列署名的高级咨询验船师于ffice:smarttags" />0000年3月23日几以后诸日，在上海船厂浦西分厂码头，对上海XX航运公司所属的“XXXX”轮第二号付机损坏进行了检查，情况如下：THIS IS TO CERTIFY that at the request of the Shanghai Branch Insurance4 Co. of China, the undersigned senior consulting surveyor did attend on board the M.V. “XXXX” owned by Shanghai XX Shipping Co. at the wharf of Shanghai Shipyard, Puxi Branch on March 23, 0000 and subsequently for the purpose of carrying out an inspection to the damage stated to have been sustained to the ship’s No.2 aux. engine in the following circumstance:

 

一．船舶资料

SHIP’S PARTICULARS

船名Name of Ship： 船东Owner： 船旗Flag： 船籍港Port of Registry： 总吨位Gross Tonnage： 登记号Registered No.： 主机马力M.E. power： 第二号付机No.2 aux. engine：    型号Type：    马力Power：    转速Revolution：    缸径Bore：    冲程Stroke：

 

二．No.2付机损坏经过

ALLEGATION ABOUT THE NO.2 AUX. ENGINE DAMAGED

 

    据该轮轮机长告称：该轮于0000年3月14日2243时离开连云港准备开往香港使用两台发电机组No.2和No.3并车运转，情况正常。次日1142时No.2发电柴油机在使用中突然爆炸。立即停车检查，发现No.2发电柴油机损坏严重，不能使用。根据公司指示该轮开进上海港靠上海船厂浦西分厂码头修船。It was stated by the ship’s Chief Engineer that the ship was ready for leaving laceType w:st="on">PortlaceType> of laceName w:st="on">LianyunganglaceName> for Hong Kong at 2243 hrs on march 14, 0000. During departure, the No.2 & No.3 generating sets were under parallel running condition and found normal, but at 1142 hrs on the next day, the No.2 aux. engine suddenly exploded during operation and was immediately stopped. Upon inspection, the said engine was found seriously damaged and could not work. According to the instruction from the Co., the ship entered into shanghai Harbor and berthed alongside the laceType w:st="on">wharflaceType> of laceName w:st="on">Shanghai ShipyardlaceName>, Puxi Branch for repair.

 

三．检查损坏情况

CONDITION OF DAMAGE

 

检验查明FOUND：		修理要求RECOMMENDED：
1．第1,2,3,4缸缸套（从首数起）的下部分均被打碎。The lower parts of Nos.1,2,3 & 4 cylinder liners (counted from forward) all broken.		4只缸套换新。The said 4 cylinder liners to be renewed.
2．第1,2,3,4缸活塞的裙部均被打碎。The piston aprons of Nos.1,2,3 & 4 cylinders all broken.		4只活塞换新。The said 4 pistons to be renewed.
3．曲轴的第2缸首部的曲臂断掉。The forward web of cranshaft in way of No.2 cylinder broken.		曲轴换新The crankshaft to be renewed.。
4．第1,2缸连杆弯曲变形。The connecting rods of Nos.1 & 2 cylinders bent and deformed.		2根连杆换新。The said 2 connecting rods to be renewed.
5．凸轮轴弯曲变形。The camshaft bent and deformed.		凸轮轴换新。To be renewed.
6．第1,2挡主轴承支撑座断掉。The seats for Nos.1 & 2 main bearinmgs broken.		同机体一起换新。To be renewed together with engine body.
7．7道主轴承和6只连杆大端轴承严重拉毛和白合金熔化。1 main bearings and 6 connecting rod bottom end bearings seriously scuffed and white metal thereon melted.		7道主轴承和6只连杆轴承换新。The said 7 main bearings & 6 connecting rod bearings to be all renewed.
8．曲柄箱的两侧和前侧均打坏和裂开；曲柄箱右侧第1缸与第2缸间的导门框架和第1缸与第2缸导门下部机体外壳打碎；第2缸与第3缸间的导门框架和第3缸与第4缸间的导门框架及第4缸与第5缸间的导门框架均裂开。第3,4,5缸导门下边机体外壳有裂缝长约1.8米。曲柄箱的左侧第1缸至第5缸导门的下边机体外壳有一条裂缝长约2.5米。曲柄箱前侧主轴承周围的机体外壳打碎。The port, std and front sides of crankcase broken and cracked; the std side port framing of the crankcase bet. Nos.1 & 2 cylinders broken; engine body below Nos.1 & 2 cylinder ports broken; port framings bet. nos.2 & 3 cylinders, bet. Nos.3 & 4 cylinders & bet. Nos.4 & 5 cylidners all broken. Engine body below Nos.3,4 & 5 cylinder ports cracked about 1.8m in length. Engine body below port side Nos.1 –5 cylinder ports cracked about 2.5m in length. Engine body around the main bearing at front side of crankcase broken.		机体换新。Engine body to be renewed.
9．No.2付机带动的空气压缩机损坏：air compressor driven by the No.2 aux. engine damaged: （机型Type：WH550， 容量capacity：1 m3/min.） 1）空压机曲柄箱外壳裂开。Shell of crankcase of air compressor cracked. 2）空压机曲轴两端轴承损坏。Bearings on both ends of crankshaft of air compressor damaged. 3）空压机曲轴弯曲变形。Crankshaft of air compressor bent and deformed. 4）活塞缸套等未拆开，无法检查。Piston and cylinder liner, etc. were not overhauled and could not be inspected. 5）空压机与付机之间的连轴器损坏。Coupling bet. air compressor and aux. engine damaged.		空压机换新。

帅哥

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一．修理情况

CONDITION OF REPAIR

 

该机无条件在上海修复，船公司准备购买新机更换。There is no facility available for repairing the said No.2 aux. engine. The Shipping Co. is intending to buy a new one for renewal.

 

二．损坏原因分析

ANALYSIS FOR CAUSE OF DAMAGE

 

该轮轮机长未提供损坏原因。从损坏的情况来看，本人认为该机的损坏原因可能是由于第2挡主轴承的支撑螺栓（主轴承倒挂式）断裂。主轴颈偏离而产生巨大弯曲应力，使曲轴在第2缸首侧曲臂中部断掉。使第1缸和第2缸的曲柄肖和轴承脱离运转轨道而与机体相碰。在很短时间内，使机体打破，连杆弯曲，活塞和缸套下部打坏，和造成上述另件损坏，和机带空气压缩机损坏。The ship’s Chief Engineer did not allege the cause of damage. With reference to the damage condition, the undersigned considers that the damage to the said engine could reasonably be attributed to the breaking of the supporting bolts of the No.2 main bearing ( main bearings were overhanged). Deflection of main journals from axis line and great bending stress occurred so that the crankshaft was caused broken at the middle of the crank web in way of No.2 cylinder and in consequence the crankpins and bearings of the No.1 & No.2 cylinders departed from the running orbit and contacted with the engine body and in very short time, the engine body was broken, connecting rod were bent, pistons and lower parts of cylinder liners, etc. damaged and air compressor driven by the said engine damaged as well.

 

三．机损修理价格评议

COMMENTS ON THE QUOTATION OF DAMAGE REPAIR

 

该机曲轴和机体已无法修复，该修理价格已超过新机价格50%以上。再加上一个凸轮轴、四只缸套、四只活塞和两根连杆的修理费用已超过一个新机的价格。因此，该机已无修理价值。机带的空压机情况同柴油机。The crankshaft and engine body of the aux. engine are unfeasible to be repaired. If they being repaired, the cost will exceed 50% of that of a new engine and if being repaired together with a camshaft, 4 cylinder liners, 4 pistons and 2 connecting rods, the total cost of repair will surely exceed the cost of a new engine, therefore, the said engine is unworthy to be repaired and the air compressor driven by the said engine is dealt with as the said engine.

 

四．备注

    REMARK

 

船公司尚未提供更新新机或二手机的价格单。The invoice of a new engine or secondhand one is not submitted by the Shipping Co. up to now.

此次该No.2付机未在该船厂修理。

The said No.2 aux. engine has not been repaired in the shipyard this time.

 

 

付机损坏 Auxiliary Engine Damage

（活塞、缸套长期在高热应力中运转而产生裂纹所致）

 

    据该轮轮机长告称xxxx年10月16日1号付机经船员拆检后进行运转试验，但是同日1407时该付机突然发出响亮的爆炸声并立即停止运转。该1号付机经拆检，发现已损坏。It was stated by the ship’s Chief Engineer that the No.1 aux. engine was running tested after being overhauled by the ship’s crew, but it suddenly exploded with loud noise and was immediately stopped. The No.1 aux. engine was overhauled and found damaged.

    又据该轮轮机长告称该付机于xxxx年9月17日在日本拆检，但是缸套和活塞都没有仔细检查过。该付机由于长期处在冷却水保持在摄氏40度中运转以致于造成缸套和活塞损坏。It was added by the ship’s Chief Engineer that the said engine was running in a long period with the cooling water usually kept about 40^oC so that the cylinder liners and pistons were caused damaged.

 

检验查明FOUND:   1号付机No.1 Aux. Engine: Type: DEUTZ BAM 816 Rated power: 439 kW 1．A列第2缸活塞和缸套发现破碎。A bank No.2 cyl. piston & liner were found broken into pieces. 2．A列第2缸连杆发现弯曲变形。A bank No.2 cyl. connecting rod was found bent and deformed. 3．A列第2缸进、排气阀臂发现破碎。A bank No.2 cyl., arms of the inlet and outlet valves were found broken into pieces. 4．A列第2缸进、排气阀的两根顶杆发现弯曲。A bank No.2 cyl., two push rods of inlet and outlet valves were found bent. 5．B列第2缸连杆轴承衬套发现变形。B bank No.2 cyl. connecting rod bearing shell was found deformed. 6．A列第2缸活塞冷却滑油喷嘴发现破碎A bank No.2 cyl., the cooling lub. oil nozzle of the piston was found broken into pieces. 7．A列第2缸活塞冷却滑油喷嘴座发现刺穿。A bank No.2 cyl., the cooling lub. oil nozzle seat of the piston was found pierced. 8．该机主轴承滑油管发现断落ffice:smarttags" />2米长。the lub. oil pipe for main bearings of the engine was found broken down about 2m in length. 9．A列活塞的滑油冷却管发现断落2米长。The lub. oil cooling pipe for A bank pistons was found broken down about 2m in length. 10．            A列曲轴发现在1.3米长内弯曲。A bank camshaft was found bent 1.3mm in length. 11．            其它11只缸套用着色检查发现有裂纹。The other 11 cyl. liners were found cracked by means of dyeing inspection. 12．            其它11只活塞用着色检查发现在活塞肖处有裂纹。The other 11 pistons found cracked at piston pins by means of dyeing inspection.

修理要求RECOMMENDED:         应予换新To be renewed.   应予换新To be renewed.   应予换新To be renewed.     应予换新To be renewed.     应予换新To be renewed.     应予换新To be renewed.     应予换新To be renewed.     应予换新To be renewed.     应予换新To be renewed.     应予换新To be renewed.   应予换新To be renewed.     应予换新To be renewed.

帅哥

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损坏原因

CAUSE OF DAMAGE:

 

    下列署名的验船师认为上述损坏项目可以合理地归咎于该轮轮机长所述的原因。The undersigned considers that the above-mentioned damage items could be reasonably attributed to the cause as stated by the ship’s Chief Engineer.

    下面署名的验船师检查了轮机航海日志，日志中记载了活塞冷却油和缸套冷却水的温度比说明书中所要求的低约20^oC。这就是活塞和缸套由于长期在高热应力中运转而产生裂纹的原因。The undersigned checked the engine room Log Book in which the temperatures of the piston cooling oil and liner cooling water were recorded about 20^oC lower than that required in the instruction book. That is why the piston and liners cracked due to running in high thermal-stress for a long period.

 

 

缸套、活塞损坏

 

    当该轮途经XXXXXX海峡时，发现该轮主机的转速减慢，第7缸观察孔有烟。

立即停止主机进行检查，发现第7缸套在扫气口处有裂纹，经拆检发现活塞也有裂纹。此时，缸套和活塞用船上的备件更换。When the ship passing ffice:smarttags" />laceName w:st="on">XXXXXXlaceName> laceType w:st="on">StraitlaceType>, the revolution of the ship’s main engine was found reduced and smoke emerged from No.7 cyl. observing hole. The main engine was immediately stopped for inspection, and No.7 cyl. liner was found cracked at scavenging port and the piston also cracked after being overhauled. At that moment, the cyl. liner and piston were replaced with the ship’s spares and the ship continued sailing.

 

损坏情况

Condition of Damage

 

检验查明FOUND:   1．第7缸套内工作面发现有严重拉痕，并发现第7缸套的构架在扫气口周围有9处裂纹。The inner working surface of No.7 cyl. liner was found seriously scored and the framing of the cyl. liner cracked at 9 places round scavenging port. 2．第7缸活塞裙边外工作面发现有严重拉痕，裙边下段有长约300毫米的轴向裂纹。The outer working surface of No.7 cyl. piston apron was found seriously scored and the lower section of the apron axially cracked about 300mm in length.

修理要求RECOMMENDED:   缸套应予换新。The cyl. liner to be renewed.           活塞应予换新。The piston to be renewed.

 

损坏原因

Cause of Damage

 

    下列署名的验船师认为上述损坏可以合理地归咎于轮机长所述的原因，即由于润滑器没有及时加入润滑油，汽缸内没有形成润滑油膜，故而造成汽缸套与活塞相互咬牢。The undersigned surveyor considers that the above-mentioned damage could be reasonably attributed to the cause alleged by the Chief Engineer, i.e. the cylinder liner and piston were seized each other because lub. oil was not fed into lubricator in time and no lub. oil filmed in the cylinder.

 

修理情况

Condition of Repair

 

    损坏的第7缸缸套和活塞由该轮轮机员用备件更换。The damaged No.7 cyl. liner and piston were replaced with the spares by the ship’s engineer in laceName w:st="on">XXXXXXlaceName> laceType w:st="on">StraitlaceType>.

 

 

增压器损坏

 

    该轮在高港卸货期间，从主机扫气箱对所有汽缸的技术状况进行了检查，发现第4缸一只活塞令断裂，一块小的断片不见了。第4缸活塞吊出，活塞令换新后，活塞装复。主机进行启动试验发现正常。5月17日0800时，该轮慢速离开高港赴湛江，并锚泊于宝钢锚地。该轮起锚，慢速航行至长江口。引水员离开后该轮开始高速航行，但是5分钟后，突然听见噪声，第2号增压器严重震动，紧接着主机转速立即减慢。同日1707时，该轮在绿华山锚地抛锚，对主机进行检查。发现第2号增压器损坏。后来，根据船东指示该轮在使用1号增压器、主机转速放慢的情况下返回上海港修理第2号增压器。While the ship discharging at Gaogang, the technical condition of all cylinders was examined from the M.E. scavenging case, and one ring of No.4 cyl. piston was found broken and one small broken piece disappeared.The No.4 piston was lifted out for renewal of the piston ring and then refitted, and the main engine was starting tested and found satisfactory. At 0800 hrs on May 17, the ship left Gaogang for Zhanjiang at slow speed and anchored at Baogang Anchorage.The ship weighed anchor and sailed to Changjiangkou at slow speed.The pilot disembarked and the ship began sailing at high speed, but 5 minutes later, a sudden noise was heard and No.2 supercharger severely shocked, and consequently the revolution of the main engine was immediately reduced.At 1707 hrs on the same date, the ship dropped anchor at Luhuashan Anchorage for inspecting the main engine. No.2 supercharger was found damaged.Afterwards, as instructed by the ship’s Owner that No.2 supercharger be repaired after the ship returning to Shanghai Harbor with slow revolution of M.E. by means of No.1 supercharger.

 

损坏情况

CONDITION OF DAMAGE：

 

检验查明UPON THE SURVEY FOUND:   1．第2号增压器转子的一根叶片发现从根部断裂，附近另一根叶片在中部被击弯。One blade of the rotor of No.2 supercharger was found broken from its bottom, and another adjacent blade hit and bent at middle. 2．该增压器的外侧导气圆环发现被飞出的转子叶片击坏面积约6cmx8cm，并有两处长度分别为30cm 和40cm的裂纹。The outside leading gas annular ring of the supercharger was found hit and damaged by the flying-off rotor blade about 6cmx8cm in area, and also cracked at two places about 30cm & 40cm in length respectively. 3．增压器涡轮端的轴承烧毁。The bearing at turbine end of the supercharger was found burnt.

修理要求RECOMMENDED:   2根叶片应予换新。         外侧导气圆环应予换新。                 轴承应予换新。

 

损坏原因

CAUSE OF DAMAGE:

 

   下列署名的验船师认为上述损坏可以合理地归咎于轮机长告称的原因，即由于主机第4缸活塞令断裂，在主机高速运转时一小块断片被吹进了增压器，造成该增压器的外侧导气圆环损坏。The undersigned surveyor considers that the above-mentioned damage could be reasonably attributed to the cause alleged by the Chief Engineer, i.e. owing to that the M.E. No.4 cyl. piston ring was broken, one small broken piece was blown into the supercharger while the main engine running at high revolution, and thus the outside leading gas annular ring of the supercharger was sustained damage.