毕业论文--“育鲲”轮主机单缸排烟温度低原因分析及采取的措施.doc

……………………装………..……..…..订………..…………线…………………..毕业论文二○一二年四月“育鲲”轮主机单缸排烟温度低原因分析及采取的措施专业班级:姓名:指导教师:轮机工程学院内容提要摘要:“育鲲”轮主机为MANB&W公司生产的6S35MC型柴油机,在某航次运行中出现单缸排烟温度低的故障。结合该故障的现象进行了故障原因的分析判断。通过紧急处理,暂时解决的单缸排烟温度低的故障,在之后对喷射系统拆卸检验的过程中,证实了之前判断的准确性。并简明介绍了本轮主机燃油喷射系统。根据理论分析和实际检验,最终确定了产生本次故障的最根本原因,分别从操作管理和设计上的固有缺陷进行了剖析,并对以后操作管理提出有效建议。关键词:柴油机排烟温度喷射系统ABSTRACT:目录1主机单缸排烟温度过低的现象····················································2单缸排烟温度过低的原因分析·························································································································································································································································································································································································································3燃油喷射系统介绍···································································································································································································4故障的最终确认和排除······················································5深层原因剖析··································································6总结及建议···································································“育鲲”轮主机单缸排烟温度低原因分析及采取的措施前言现代船舶主机以二冲程直流扫汽柴油机为主。其中,MANB&W型主机在装船数量中占有绝对性的优势,约占72%。虽然电喷共轨柴油机已经开始在新造船舶上使用,但传统的柱塞泵式直接喷射系统仍处于主流地位。为了提高燃烧效率,现代船用柴油机已向高增压并配合缩短喷射持续期方向发展。在柴油机的运行管理中,尤其应重视燃油系统、滑油系统及冷却水系统的运行状况。其中燃油系统的运行状况直接关系到燃油的雾化和燃烧,通过每缸的排烟温度可判断各缸的燃油燃烧情况及各缸的负荷分配情况。1主机单缸排烟温度过低的现象“育鲲”轮主机采用MANB&W公司生产的6S35MC型柴油机,为大型低速二冲程直流扫气十字头式柴油机,额定功率4440kw,额定转速173r/min。在2月19日由洋浦港到锚地的过程中,主机各缸排烟温度出现不均现象,比较严重的是5号缸和2号缸。尤其是2号缸排烟温度,低于各缸平均值近70℃,出现报警,而此时主机控制已转为驾驶台控制,并且引水员在船,不能强制转为集控室控制消除报警。由表1可知,当单缸排烟温度与各缸平均值相差50℃,会出现报警,当偏差超过60℃,主机会自动降速,本次幸好有轴带发电机在使用的连锁装置,主机才没出现降速。表12单缸排烟温度过低的原因分析在柴油机管理中,排烟温度是非常重要的参数,它体现了各缸的负荷和燃烧室内的燃烧情况。在主机部分负荷时,各缸排烟温度不均是正常的,但需要在一定的限度内,在柴油机的管理中我们一般控制各缸排烟温度与平均值偏差不超过30℃。对排烟温度产生直接影响的主要是各缸的喷油量和燃油的燃烧情况。下面分析可能产生排烟