【導(dǎo)讀】裝、維修工藝分析。日期：2021年05月1日

　　

【正文】 險(xiǎn)公司定損后確定修理價(jià)格為 15359元，而被保險(xiǎn)人認(rèn)為此定損價(jià)格較低將難以保證修理質(zhì)量，因此雙方就修理價(jià)格發(fā)生糾紛，經(jīng)協(xié)商后雙方?jīng)Q定委托某保險(xiǎn)公估公司對(duì)修理價(jià)格進(jìn)行確定。 2．案情分析 市場(chǎng)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(jià)格較高但質(zhì)量可靠，而副廠件價(jià)格低廉質(zhì)量卻參差不齊。 保險(xiǎn)公估公司接受委托后，對(duì)相關(guān)的零配件價(jià)格和修理費(fèi)用進(jìn)行詢價(jià)、調(diào)查后發(fā)現(xiàn)，第一，由于近期市場(chǎng)原因，零配件價(jià)格波動(dòng)較大，部分需要更換的正廠零配件價(jià)格已經(jīng)上漲，而保險(xiǎn)公司定損時(shí)所依據(jù)的價(jià)格偏低。第二，保險(xiǎn)公司修理費(fèi)用的計(jì)算是根據(jù)非汽車生產(chǎn)廠家特約維修服務(wù)站的修理廠來(lái)確定的，鑒于發(fā)動(dòng)機(jī)為車輛的關(guān)鍵部件，為保證修理質(zhì)量，應(yīng)送汽車生產(chǎn)廠家的特約維修服務(wù)站進(jìn)行修理。最后，保險(xiǎn)公估公司依據(jù)最新 的零配件價(jià)格和特約維修服務(wù)站的修理費(fèi)用確定修理價(jià)格為 19386 元。 46 3．結(jié)論 最終，保險(xiǎn)公司按照保險(xiǎn)公估公司確定的修理價(jià)格作為定損價(jià)格進(jìn)行了賠付。 保險(xiǎn)合同雙方當(dāng)事人從此案例中郁可獲得一些教訓(xùn)。對(duì)保險(xiǎn)公司而言，只有不斷完善自己的零配件價(jià)格報(bào)價(jià)體系，隨時(shí)根據(jù)市場(chǎng)變化更新零配件價(jià)格數(shù)據(jù)庫(kù)，才能更好地做好定損工作，避免因?yàn)閮r(jià)格信息的落后而發(fā)生損害被保險(xiǎn)人利益的事情并影響保險(xiǎn)公司在被保險(xiǎn)人心中的信譽(yù)。 對(duì)被保險(xiǎn)人而言，如果對(duì)保險(xiǎn)公司的定損價(jià)格有異議，一定要據(jù)理力爭(zhēng)，保護(hù)自己的合法權(quán)益。尤其是當(dāng)關(guān)鍵 部件出問(wèn)題時(shí)，更應(yīng)要求保險(xiǎn)公司按正廠零配件價(jià)格和汽車生產(chǎn)廠家指定的維修站或資質(zhì)級(jí)別較高的一、二類修理廠的修理價(jià)格定損。如果接受保險(xiǎn)公司偏低的定損價(jià)格，修埋廠可能會(huì)因?yàn)闊o(wú)利潤(rùn)可言而使用偽劣零配件導(dǎo)致后患無(wú)窮。 另外，被保險(xiǎn)人在選擇保險(xiǎn)公司進(jìn)行投保時(shí)，除應(yīng)注意保險(xiǎn)責(zé)任、責(zé)任免除等事項(xiàng)外，還需了解保險(xiǎn)公司在定損時(shí)受損零配件價(jià)格的確定方式，最好選擇按照汽車生產(chǎn)廠家授權(quán)的特約服務(wù)站價(jià)格定損的保險(xiǎn)公司，以避免在發(fā)生保險(xiǎn)事故后就零配件價(jià)格等問(wèn)題與保險(xiǎn)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(dòng)機(jī)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(shè)計(jì)，最高轉(zhuǎn)速可達(dá)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(dāng)于 127 CV /升的出色輸出功率，成為自然吸氣式量產(chǎn)發(fā)動(dòng)機(jī)的新基準(zhǔn)。 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(shí)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(xiàng)紀(jì)錄。 發(fā)動(dòng)機(jī)零部件設(shè)計(jì)已經(jīng)受到賽車技術(shù)特別是 F1 的傳承，以達(dá)到最大流體動(dòng)力效率，從而實(shí)現(xiàn)性能和耗油量目標(biāo)，并滿足最嚴(yán)格的國(guó)際排放限制。活塞壓縮 49 高度已按賽車發(fā)動(dòng)機(jī)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(yīng)用到活塞裙。 為進(jìn)一步減少內(nèi)部摩擦，缸體備有四個(gè)清除泵。兩個(gè)清除泵通過(guò)曲軸箱區(qū)域外的專用回油管從氣缸蓋和發(fā)動(dòng)機(jī)頭尾取油，兩個(gè)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(gè)汽缸之間相互關(guān)聯(lián) ，優(yōu)化清除功能，在曲軸周圍創(chuàng)造強(qiáng)真空（ 800 毫巴）。這一解決方案可以防止過(guò)多的油從油底殼飛濺出來(lái)，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(yùn)作引起的風(fēng)力影響所造成的損失。 發(fā)動(dòng)機(jī)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(shí)，降低泵的排量實(shí)際上增加了曲軸的可用功率。 如同傳統(tǒng)的法拉利發(fā)動(dòng)機(jī)，新的 V8 為進(jìn)氣和排氣凸輪配備了連續(xù)可變時(shí)間管理。通過(guò)減少壁厚已使鋁制進(jìn)氣歧管變輕。它具有簡(jiǎn)短，幾乎平直的進(jìn)氣管道，可減少損失，這個(gè)系統(tǒng)可變化歧管的幾何 形狀，優(yōu)化整個(gè)轉(zhuǎn)速范圍內(nèi)的容積效率。其實(shí)現(xiàn)方法是，通過(guò)兩個(gè)壓力通風(fēng)系統(tǒng)之間的中部納入 3 個(gè)氣動(dòng)節(jié)氣門。發(fā)動(dòng)機(jī)參數(shù)變化關(guān)系圖提供了所有轉(zhuǎn)速最佳扭矩值的 4 個(gè)不同的閥門配置。 以分段噴射使用 GDI 注射，通過(guò)調(diào)制分兩階段噴射，增進(jìn)發(fā)動(dòng)機(jī)性能，提高燃燒效率和低轉(zhuǎn)速時(shí)扭矩的性能（提高達(dá) 5%）。在轉(zhuǎn)速最高達(dá) 9000 rpm 時(shí)，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(shè)計(jì)可提供法拉利 V8 車主習(xí)慣的激動(dòng)人心的音響，同時(shí)也可保證高水平的聽(tīng)覺(jué)舒適 度。排氣系統(tǒng)的主要目標(biāo)之一是減輕重量。催化轉(zhuǎn)換器通過(guò)一個(gè)靈活的元素附在排氣管中部，以減少振動(dòng)量傳播，從而可使用較薄的金屬。同樣，預(yù)催化轉(zhuǎn)換器已去除，從而降低了總重量并減少反壓，同時(shí)仍然遵守嚴(yán)格的歐 5 和 LEV2 排放標(biāo)準(zhǔn)。