TrijoAdijo je napisal/-a:Za vse wannabe ekologe tu gor:

Vzamite eno cev.In en konc cevi si porinte v rit,drug konec cevi pa v usta.a si zdej lahko predstavljate EGR ventil pri avtu?

LP!

samo mesarec je napisal/-a:filme gledam bolj po redko, naj pa se predstavim, kajti dvomim, da komu dosežeš do brade z 199cm, zato laho padeš ti pod traktor ali vlak, kakor hočeš. Ta forum ni zato, da bi kkdo komu zapiral gobce, temveč, da bi si normalni izmenjavali mnenja ne pa žalili drug drugega.

leoCar je napisal/-a:Ti ga samo blindiraj , pa ne poslušaj drugih, sam sem tudi tako naredil na Mitsubishiju, ki je mel motor z direktnim vbrizgom benzina, ki je kar zakompliciran, pa ni nič jebal, še lepše je šel, PA MANJ PIL, pa če bi vsi videli kako sranje naredi EGR v sesalnem kolektorju in na dušilni loputi, bi ga vsi takoj zjutraj odklopili in blindirali, če vam je mar za vaše motorje, pa j**eš tehničnega...... Pa mislim da taki motorji ,ki majo EGR vedno delujoč, ščasoma tako zasajajo da zgubijo dosti moči tudi 30%...
Pa še nekaj si predstavljajte, kaj se lepše vžge oz. bolše zgori čisti zrak ali pa mešanica ispušnih plinov in zraka....?
Ti ga kar pusti priklopljenega in zablindiraj tisto cevko ,ki pelje od ispušnega kolektorja u EGR, z enim tanjšim plehom, ki ga izdelaš po tistem tesnilu, ki je nameščeno....

In a typical automotive spark-ignited (SI) engine, 5 to 15 percent of the exhaust gas is routed back to the intake as EGR (thus comprising 5 to 15 percent of the mixture entering the cylinders). The maximum quantity is limited by the requirement of the mixture to sustain a contiguous flame front during the combustion event; excessive EGR in an SI engine can cause misfires and partial burns. Although EGR does measurably slow combustion, this can largely be compensated for by advancing spark timing. The impact of EGR on engine efficiency largely depends on the specific engine design, and sometimes leads to a compromise between efficiency and NOx emissions. A properly operating EGR can theoretically increase the efficiency of gasoline engines via several mechanisms:

* Reduced throttling losses. The addition of inert exhaust gas into the intake system means that for a given power output, the throttle plate must be opened further, resulting in increased inlet manifold pressure and reduced throttling losses.

* Reduced heat rejection. Lowered peak combustion temperatures not only reduces NOx formation, it also reduces the loss of thermal energy to combustion chamber surfaces, leaving more available for conversion to mechanical work during the expansion stroke.

* Reduced chemical dissociation. The lower peak temperatures result in more of the released energy remaining as sensible energy near TDC, rather than being bound up (early in the expansion stroke) in the dissociation of combustion products. This effect is relatively minor compared to the first two.

It also decreases the efficiency of gasoline engines via at least one more mechanism:

* Reduced specific heat ratio. A lean intake charge has a higher specific heat ratio than an EGR mixture. A reduction of specific heat ratio reduces the amount of energy that can be extracted by the piston.

EGR is typically not employed at high loads because it would reduce peak power output. This is because it reduces the intake charge density. EGR is also omitted at idle (low-speed, zero load) because it would cause unstable combustion, resulting in rough idle.

Definition: The EGR valve is the main emissions control component in the exhaust gas recirculation system. The valve is located on the intake manifold, and opens a small passageway between the exhaust and intake manifold to allow a metered amount of exhaust to flow back into the engine. This reduces combustion temperatures and helps control the formation of oxides of nitrogen. The EGR valve is opened by the application of vacuum to its control diaphragm. Some also require a certain amount of exhaust back pressure before they'll open. On newer vehicles, the valve is electronic and uses one or more solenoids or a small stepper motor. The valve should remain closed while the engine is cold and at idle. It should only open once the engine has warmed up and is running at part-throttle. If the valve sticks shut (or is disconnected), NOX emissions will soar and detonation will often result (See Detonation and Spark Knock). If it sticks in the open position or fails to close all the way, it acts like a vacuum leak resulting in a rough idle, hesitation and possible stalling.

scuba je napisal/-a:če ima kateri voljo in toliko časa bi prosil za prevod v strnjeni obliki, ker verjetno razlaga zakaj se rabi ( moja angleščina ni glih perfektna),
....razumem pa vsaj toliko da vem, " DA NE GOVORI O TEM DA SE EGR NE RABI"

In a typical automotive spark-ignited (SI) engine, 5 to 15 percent of the exhaust gas is routed back to the intake as EGR (thus comprising 5 to 15 percent of the mixture entering the cylinders). The maximum quantity is limited by the requirement of the mixture to sustain a contiguous flame front during the combustion event; excessive EGR in an SI engine can cause misfires and partial burns. Although EGR does measurably slow combustion, this can largely be compensated for by advancing spark timing. The impact of EGR on engine efficiency largely depends on the specific engine design, and sometimes leads to a compromise between efficiency and NOx emissions. A properly operating EGR can theoretically increase the efficiency of gasoline engines via several mechanisms:

EGR is typically not employed at high loads because it would reduce peak power output. This is because it reduces the intake charge density. EGR is also omitted at idle (low-speed, zero load) because it would cause unstable combustion, resulting in rough idle.