It's not ruled out, but as Rainer writes, the amount of ash and the loading status are extremely concerning. I don't know if active regeneration can even occur with a loading level of >50%.
If that's the case, the DPF will gradually become clogged up more and more.
It should also be noted that the increased exhaust pressure may cause more exhaust gases to flow through the EGR system (which may not be functioning correctly).
However, that alone won't help you at all.
Because of the ash mass in the DPF:
dieselschrauber wrote:
If the maximum value of 60 g is reached or exceeded, regeneration is no longer permitted, and the particulate filter must be replaced.
Hello Rainer,
Contrary to the above statement, in my experience, the BMP (Diesel Particulate Filter) continued to regenerate automatically until it reached approximately 65 grams of ash. Also, the DPF warning light did not illuminate. (I cleaned it when it reached 65 grams).
However, the soot load was never actually at 50%, which is obviously a clear indication that regeneration was not taking place...
The sentence I posted was in connection with the forced regeneration; anyway, nothing more will happen automatically for the person who asked the question.
It should also be noted that the increased exhaust pressure can cause more exhaust gases to flow through the EGR system (which may not be functioning correctly)...
I think so too. A new EGR valve has been ordered, and I will report back on the results.
Once the engine is running again, I'll start logging data and then see what's happening with the DPF.
Thank you! The excessive DPF soot buildup is likely caused by a malfunctioning EGR valve that is not closing properly.
Despite this, considering the mileage and the amount of ash stored in the engine control unit, it should be checked to see if the system is simply full.
My suggestion would be to first check if the loading status actually returns to 0%, and if it does, create a log of the differential pressure and compare the values with those in the topic I linked: 323.85 mbar seems to be the upper limit of the differential pressure sensor's measurement range.
Best regards, Rainer.
P.S. The conversion of the .csv file that you performed was not only unnecessary, but it also corrupted the file. Just open the logs with KDataScope and you're done!
So, does that mean I should force a regeneration of the DPF due to the soot load?
And: Am I correct in my reasoning? The soot level is determined by the differential pressure. However, since ash is produced when the soot is burned, this ash is calculated (and the differential pressure increases further).
Something like this: In new filters, or those with little accumulated ash, this is not a major issue. However, when the filter is nearing its maximum ash capacity, only a relatively small amount of filter surface area remains permeable... the fill level, or differential pressure, increases more rapidly, active regeneration cycles are shortened, fuel consumption increases, and in some cases, the engine oil level may rise.
So, either have the DPF cleaned or regenerated, or replace it.
Personally, I would (if it were my car) immediately replace the differential pressure sensor and possibly have a software update (if available) performed at the .
LG, Onkel BM
*Nichts ist einfacher, als sich schwierig auszudrücken......*
**Technische Fragen bitte ins Forum und nicht in mein Postfach**
The engine control unit calculates the amount of soot based on the differential pressure in the respective operating condition. However, the amount of ash increases with each regeneration cycle, which causes the overall differential pressure values to increase over time. Based on this, along with the mileage and the amount of fuel consumed, it is possible to estimate the amount of ash in the filter.
"In my experience, the ash mass value tends to be more of an estimate than a precise measurement. I had my DPF removed after about 80,000 km, and although the ash mass calculated by the engine control unit was within the expected range, the filter itself was practically empty. Ultimately, it's difficult to predict the actual amount of ash present, as it depends on factors such as the type of engine oil used (additives or oils that produce less ash), the condition of the engine (high or low oil consumption), the driving profile, and the type of fuel used."
If your DPF is still the original one and has never been cleaned, it's very likely to be full given the mileage.
Now I understand what needs to be done with the DPF.
Before that, I'm going to measure the differential pressure myself (just out of curiosity), as I happen to have a differential pressure sensor lying around in my workshop.
Currently, it's in a limp mode, the DPF light is on, and the load is at 61%. Is a forced regeneration too risky?
It's highly unlikely that it will be possible again.
The DPF should be removed as soon as possible. While you're at it, please also check if there's another reason for the rapid increase in DPF clogging, such as high oil consumption (often from the turbocharger) or excessive soot buildup in the engine due to a leak in the charge air system (where air intended for combustion escapes into the atmosphere).
The latter are also not uncommon during operation and can be identified by oil traces on the charge air ducts or intercooler, as well as by the corresponding noises.
Okay, I installed a new DPF and changed the oil (it was as thin as water).
I set the ash mass to 0g, then restarted the system several times and cleared the error memory. Now it seems to be working fine for the moment. Is there anything else I need to do? I heard something about a "regeneration cycle"...
Regarding the DPF removal: I also detached the driveshaft on the transmission side, which made the process much easier! (I only removed the sensors and wiring after the DPF was already out).
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