【導讀】裝、維修工藝分析。日期：2021年05月1日

　　

【正文】 險公司定損后確定修理價格為 15359元，而被保險人認為此定損價格較低將難以保證修理質(zhì)量，因此雙方就修理價格發(fā)生糾紛，經(jīng)協(xié)商后雙方?jīng)Q定委托某保險公估公司對修理價格進行確定。 2．案情分析 市場上的零配件上一般有正廠件和副廠件之分，所謂正廠件即由汽車整車生產(chǎn)商生產(chǎn)、銷售或由整車生產(chǎn)商指定 的零配件提供商生產(chǎn)的零配件。副廠件即其他廠商生產(chǎn)的零配件。正廠件一般價格較高但質(zhì)量可靠，而副廠件價格低廉質(zhì)量卻參差不齊。 保險公估公司接受委托后，對相關的零配件價格和修理費用進行詢價、調(diào)查后發(fā)現(xiàn)，第一，由于近期市場原因，零配件價格波動較大，部分需要更換的正廠零配件價格已經(jīng)上漲，而保險公司定損時所依據(jù)的價格偏低。第二，保險公司修理費用的計算是根據(jù)非汽車生產(chǎn)廠家特約維修服務站的修理廠來確定的，鑒于發(fā)動機為車輛的關鍵部件，為保證修理質(zhì)量，應送汽車生產(chǎn)廠家的特約維修服務站進行修理。最后，保險公估公司依據(jù)最新 的零配件價格和特約維修服務站的修理費用確定修理價格為 19386 元。 46 3．結(jié)論 最終，保險公司按照保險公估公司確定的修理價格作為定損價格進行了賠付。 保險合同雙方當事人從此案例中郁可獲得一些教訓。對保險公司而言，只有不斷完善自己的零配件價格報價體系，隨時根據(jù)市場變化更新零配件價格數(shù)據(jù)庫，才能更好地做好定損工作，避免因為價格信息的落后而發(fā)生損害被保險人利益的事情并影響保險公司在被保險人心中的信譽。 對被保險人而言，如果對保險公司的定損價格有異議，一定要據(jù)理力爭，保護自己的合法權益。尤其是當關鍵 部件出問題時，更應要求保險公司按正廠零配件價格和汽車生產(chǎn)廠家指定的維修站或資質(zhì)級別較高的一、二類修理廠的修理價格定損。如果接受保險公司偏低的定損價格，修埋廠可能會因為無利潤可言而使用偽劣零配件導致后患無窮。 另外，被保險人在選擇保險公司進行投保時，除應注意保險責任、責任免除等事項外，還需了解保險公司在定損時受損零配件價格的確定方式，最好選擇按照汽車生產(chǎn)廠家授權的特約服務站價格定損的保險公司，以避免在發(fā)生保險事故后就零配件價格等問題與保險公司發(fā)生糾紛。 47 附錄 2 The engine is a drysump 90 degree V8 with a displacement of 4499 cc and is midrear mounted. It is an entirely new design engineered to reach a maximum of 9,000 rpm a first on a road car with a high :1 pression ratio and maximum power output of 570 CV. This equates to an outstanding power output of 127 CV/litre, a new benchmark for a naturallyaspirated production engine. The generous torque available 540 Nm at 6000 rpm, with over 80 per cent available from 3250 rpm ensures rapid pickup from all revs. The specific torque output of 120 Nm/l is another record. The design of the engine ponents has been influenced by the carryover of racing technology F1 in particular for maximum fluiddynamic efficiency in order to achieve both performance and fuel consumption objectives, and meet the most stringent international emissions restrictions. The piston pression height was reduced as per racing engine practice. Similarly, thinner pression rings have been adopted to minimise friction between piston and liner. A graphite coating was applied to the piston skirt for the same reason. To help further reduce internal friction, the cylinder block has four scavenge pumps. Two pick up oil from the cylinder heads and front and rear of the engine via dedicated oil recovery ducts outside the crankcase area, and two pick up oil from below the crank throws. The recovery ducts of the latter are interconnected in two groups of four cylinders to optimise the scavenge function and create a strong vacuum (800 mbar) around the crankshaft. This solution prevents excess oil splashing out of the sump and onto the rotating crankshaft and thus reduces power loss caused by friction. It also reduces losses due to windage caused by the pumping action of the pistons. The engine oil pressure pump features variable displacement geometry which reduces the amount of power absorbed at high revs. Lowering the pumps displacement actually increases the power available at the crankshaft for the same 48 amount of fuel used. As is traditional for Ferrari engines, the new V8 is equipped with continuously variable timing on both inlet and exhaust cams. The aluminium intake manifold has been lightened by reducing the wall thickness. It has short, almost straight inlet tracts to reduce losses and a system that varies the geometry of the manifold, optimising the volumetric efficiency throughout the rev range. This is achieved by incorporating three pneumatic throttle valves in the central section between the two plenums. The engine mapping provides four different configurations of the valves for optimum torque values at all revs. The use of GDI with Split Injection improves engine performance by modulating the injection in two phases, increasing bustion efficiency and the torque at low revs (by up to 5 per cent). A high injection pressure (200 bar) guarantees adequate pulverisation of the petrol and an optimal air/fuel mix right up to 9000 rpm. This feature again results in better performance and lower fuel consumption. The exhaust system was designed to provide the kind of thrilling soundtrack owners of Ferrari?V8s are used to whilst also guaranteeing high levels of acoustic fort. One of the main objectives with the exhaust was to reduce weight. The catalytic converter is attached to the central section of the exhaust by a flexible element to reduce the amount of vibration transmitted and to thus allow thinner metal to be used. Similarly the precatalytic converter has been eliminated, lowering overall weight and reducing back pressure whilst still respecting strict Euro 5 and LEV2 emissions. 發(fā)動機是干式油底殼 90 度 V8，排量 4499 毫升，中后部置式布局。這是一種全新的工程設計，最高轉(zhuǎn)速可達到 9,000 rpm 公路版車型首創(chuàng)。它具有 :1的高壓縮比，最大輸出功率為 570 CV 。這相當于 127 CV /升的出色輸出功率，成為自然吸氣式量產(chǎn)發(fā)動機的新基準。 提供持續(xù)扭矩 在 6000 rpm 的 轉(zhuǎn)速下為 540 Nm，在轉(zhuǎn)速為 3250 rpm 時可提供 80%以上確保所有轉(zhuǎn)速 迅速回升。 120 Nm/l 的扭矩輸出創(chuàng)造了另一項紀錄。 發(fā)動機零部件設計已經(jīng)受到賽車技術特別是 F1 的傳承，以達到最大流體動力效率，從而實現(xiàn)性能和耗油量目標，并滿足最嚴格的國際排放限制?；钊麎嚎s 49 高度已按賽車發(fā)動機規(guī)范削減。同樣，已采用更薄的氣環(huán)，以盡量減少活塞與襯墊之間的摩擦。處于同樣的原因，石墨涂層被應用到活塞裙。 為進一步減少內(nèi)部摩擦，缸體備有四個清除泵。兩個清除泵通過曲軸箱區(qū)域外的專用回油管從氣缸蓋和發(fā)動機頭尾取油，兩個清除泵從曲軸箱區(qū)域下面取油。后一組回油管在兩組四個汽缸之間相互關聯(lián) ，優(yōu)化清除功能，在曲軸周圍創(chuàng)造強真空（ 800 毫巴）。這一解決方案可以防止過多的油從油底殼飛濺出來，濺到旋轉(zhuǎn)曲軸上，從而降低摩擦造成的功率損耗。這還減少了由活塞泵的運作引起的風力影響所造成的損失。 發(fā)動機油壓力泵具有可變排量幾何特性，可降低高轉(zhuǎn)速吸收的功率量。在使用同等數(shù)量燃油時，降低泵的排量實際上增加了曲軸的可用功率。 如同傳統(tǒng)的法拉利發(fā)動機，新的 V8 為進氣和排氣凸輪配備了連續(xù)可變時間管理。通過減少壁厚已使鋁制進氣歧管變輕。它具有簡短，幾乎平直的進氣管道，可減少損失，這個系統(tǒng)可變化歧管的幾何 形狀，優(yōu)化整個轉(zhuǎn)速范圍內(nèi)的容積效率。其實現(xiàn)方法是，通過兩個壓力通風系統(tǒng)之間的中部納入 3 個氣動節(jié)氣門。發(fā)動機參數(shù)變化關系圖提供了所有轉(zhuǎn)速最佳扭矩值的 4 個不同的閥門配置。 以分段噴射使用 GDI 注射，通過調(diào)制分兩階段噴射，增進發(fā)動機性能，提高燃燒效率和低轉(zhuǎn)速時扭矩的性能（提高達 5%）。在轉(zhuǎn)速最高達 9000 rpm 時，高噴射壓力（ 200 bar）可保證充足的汽油磨碎和最佳的空氣 /燃油混合。此功能同樣可促成更佳性能并降低油耗。排氣系統(tǒng)的設計可提供法拉利 V8 車主習慣的激動人心的音響，同時也可保證高水平的聽覺舒適 度。排氣系統(tǒng)的主要目標之一是減輕重量。催化轉(zhuǎn)換器通過一個靈活的元素附在排氣管中部，以減少振動量傳播，從而可使用較薄的金屬。同樣，預催化轉(zhuǎn)換器已去除，從而降低了總重量并減少反壓，同時仍然遵守嚴格的歐 5 和 LEV2 排放標準。