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故障现象:某舰自南沙赤瓜礁航行至东门礁途中,发现主机失速,VTR涡轮增压器转速急骤下降,并听到敲击声音,立即紧急停车.抛锚后,对涡轮增压器进行拆卸检查.拆开端盖,发现有大量金属颗粒,涡轮轴轴向窜动间隙超出2.0 mm.在分解检查中,发现涡轮增压器废气端轴承支撑架已碎裂,滚珠轴承弹子全部脱落,叶轮进气面与涡壳严重磨损,与后轴承相对应的涡轮轴部位烧成褐色.致使上述零部件全部报废. 相似文献
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增压器轴承烧损是常见故障之一,由于增压器故障隐蔽性强,事故突发性大,在使用中不易被发现,存在严重的事故隐患。文章针对MET-43SB型增压器的轴承、转子烧损故障,分析其产生的原因,并介绍修理方案,供同行借鉴。 相似文献
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某轮主机,额定转速193r/min。配备的VTR354A增压器,自船舶1993年出厂以来,压气机端轴承温度一直居高不下。夏季,受增压器压气机端轴承温度限制,主机转速183r/min时,增压器压气机端轴承温度即达到94℃引发高温报警;冬季,主机也无法达到额定转速,只能达到185~188r/min。公司曾委托BBC专业厂拆检增压器和化验增压器滑油,均未能找到原因,也就无法解决压气机端轴承高温的问题。 相似文献
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主机增压器在主机运行当中可能由于某些原因导致偏离设计工况,造成增压器喘振。连续的喘振可能导致增压器轴承及其它部位的损坏,如不及时排除故障就会造成船舶脱班,直接影响船舶的航行安全和公司的经济效益。 相似文献
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分析MWM16V620主机RR151增压器轴承出现磨损坑槽的原因,提出预防办法。 相似文献
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RH 133型增压器目前在远洋船上尚属于使用不多的类型,青岛远洋华林国际船舶管理有限公司的“RSH”、“FSH”轮的发电柴油机都是这种新型的增压器。这种增压器结构上与常见的VTR型增压器不同,因此轮机管理人员在管理和维修方面应区别对待。现将笔者的管理经验与维修体会作简要介 相似文献
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30000吨散货轮HX轮,1995年造,双机双桨,主机HD-MAN/B&W 6L35C,持续使用功率CSR为2760kW-164r/min,涡轮增压器ABBVTR304。 相似文献
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介绍了离心式涡轮增压器的工作原理及压气机的特性曲线的形成原因,根据压气机特性曲线分析了涡轮增压器喘振的机理,从气体流向图中分析了引起喘振的原因,并提出了相应的解决措施,从而延长增压器轴承的使用寿命,确保机组正常运行。 相似文献
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介绍了我国港口资源的整合现状,指出港口整合可以提升港口的形象和地位,也为区域经济和城市的发展注入强大的动力。最后指出在港口资源整合中要避免的几个问题。 相似文献
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广州集装箱码头的轮胎式场桥小车制动器使用10多年后,出现了许多问题,故进行了改造.分析了轮胎式集装箱龙门起重机小车制动器的主要故障现象,提出了改造方案,并加以实施. 相似文献
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本文对现有的选定球面轴承的三种工程方法进行了分析比较.引入了“合力系数”,并给出了合力方向上投影面积的精确解. 相似文献
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分析柴油机故障中常见的机体裂纹故障原因,认为由于设计缺陷和管理及操作不当,易造成船舶柴油机缸体上的裂纹多发生在气缸套凸肩处。如不及时处理这些裂纹和故障,就会造成缸套的裂纹直至出现缸套漏水等严重后果,针对NANTAIQUEEN轮柴油机对该类型故障的检修提出具体措施。 相似文献
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The hydrophysical and hydrochemical structure of the Sea of Azov, with developed bottom anoxia, was studied during the RV “Akvanavt” cruise from July 31 to August 03, 2001. The anoxic zone with a thickness from 0.5 to 4 m above the bottom was found in all deep regions of the Sea. Concentrations of hydrochemical parameters were similar to the pronounced anoxic conditions (about 90 mmol m− 3 of hydrogen sulfide, 17 mmol m− 3 of ammonia, 6 mmol m− 3 of phosphate, 7 mmol m− 3 of total manganese). The hydrophysical structure was characterized by the uniform distribution of temperature in the upper 6–7 m mixed layer (UML). Below this a thin (0.4–0.8 m) thermocline layer was observed, just above the anoxic waters. Formation of this phenomenon was connected with that summer weather conditions. Intensive rains led to increased influx of river waters in June. That resulted in large input of allochtonous organic matter (OM) and inorganic nutrients; the latter were consumed on the additional autochthonous organic matter production. In July the weather was characterized by a significant rise in the daily averaged air temperature and large oscillations of temperature during the day. In this period a wind of constant direction was absent, but wind bursts were observed. The completed analyses showed that the formation of such a structure could be connected with the following factors: (i) positive growth trends of the daily averaged temperature and the daily oscillations of temperature, (ii) presence of wind bursts. The joint action of these factors resulted in the formation of the UML. The amplitude of wind bursts determined the depth of UML, and the value of trend determined the value of the temperature change in the thermocline. An initial presence of bottom halocline (caused by the Black Sea water influx to the bottom of the Sea of Azov) prevented the heating of the bottom layer and therefore led to an increase of vertical gradient of temperature in the thermocline. The spatial distribution of the turbulent exchange coefficient confirmed the existence of a “stagnation” area located above the anoxia zone, which is also, apparently, the reason for its occurrence. 相似文献
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