Wer hat alles nen DPF und loggt viel dazu ? | Posts 32+

That should also – of course, not visibly from the outside, but the same process should happen inside }.

I also assume that the loading indicator is well-dampened through software.


The part is already "empty," so the loading coefficient is decreasing towards 0.

m;

Here's a regeneration log for units 071, 074, and 075, just for a change.
The Lambda values are quite strange towards the end, but it seems that... (The sentence is incomplete.)
"Einwandfrei" translates to "flawless" or "perfect."
"Läuft wohl ok" translates to "probably works fine" or "seems to be okay."

I started the log 2km before the incident happened on the highway, and I drove most of the time with the cruise control set to approximately 2000 rpm.
The loading coefficient has actually been at 0 for a long time, until the additional injection amount finally stops and the particle filter drops from the high temperatures of around 800 degrees back to approximately 300 degrees, and the entire process is finally completely finished.

If you think about it, this process happens every 380 kilometers.
My car has 75,000 km on it, which is almost 200 times - I think that's really crazy.

To see everything clearly with VC-Scope, I have configured the following settings:

MWB 071 -
Channel 1 - Engine Speed - VC-Scope: Max: 2250, Min: 800.
Channel 2 - Additional injection amount - VC-Scope Max: 30 Min: -5
Channel 3 - Injection start (post-injection). - VC-Scope: Max 90, Min -40.
Channel 4 - Injection duration after main injection. - VC-Scope Max: 38 Min: -4

MWB 074 -
Channel 1 - Engine speed - disable (double).
Channel 2 - Temperature before turbocharger - disable (duplicate).
Channel 3 - Lambda value: - VC-Scope Max: 26, Min: -
Channel 4 - Fuel injection quantity offset - VC-Scope Max: 30 Min: -1

MWB 075 -
Channel 1 - Temperature before turbocharger - VC-Scope Max: 1000 Min: 0
Channel 2 - Temperature before particulate filter - VC-Scope: Max 1000, Min 0.
Channel 3 - Loading Coefficient - VC-Scope Max: 150 Min: -100
Channel 4 - Temperature after particulate filter - VC-Scope: Max 1000, Min 0.

The loading coefficient has actually been at 0 for a long time, until the additional injection amount finally stops, and the particulate filter drops from the high temperatures of around 800 degrees back to approximately 300 degrees, and the process is finally completely finished.


The temperature is just a calculated value. In reality, it's not quite that high .

1400 is not only unrealistic, but technically not feasible. Even the special TFsi turbochargers can only withstand a maximum temperature of around 1200°C, and that is only for a short time. The VTG (Variable Turbine Geometry) would warp or melt much sooner.

I find the combination 71 74 75 to be the most interesting for logging regeneration data.
The high and fluctuating lambda values are somewhat confusing, but probably normal.

Thinking about whether or not a stubborn regeneration after 380km makes sense is pointless. VW needs to program a balanced approach that works for every conceivable driver profile.
If I could change something about the rigid 380km regulation, I'm not sure if I would want to. Let's say, for some reason, the regeneration process isn't carried out when the vehicle is loaded to 45%, or if it's driven on extremely short distances, or if the regeneration is interrupted shortly after it begins, etc. - that would likely be the critical factor for the DPF.
The 380km rule for forced regeneration based on distance is likely the safest method for ensuring the longevity of the DPF (Diesel Particulate Filter) with this VW DPF technology.
If you think about it for a while and consider other extreme driving profiles, you'll probably come to the same conclusion.