It's not ruled out, but as Rainer writes, the amount of ash and the loading state are extremely concerning. I don't know if active regeneration can even occur with a loading level above 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).
Here's the translation:
"Please provide the text you would like me to translate from German to English. I will only provide the translation, without any explanations."
LG, Onkel BM
*Nichts ist einfacher, als sich schwierig auszudrĂźcken......*
**Technische Fragen bitte ins Forum und nicht in mein Postfach**
However, that alone won't help you at all.
Because of the ash mass in the DPF:
dieselschrauber wrote:
Wird der Maximalwert von 60 g erreicht bzw. ßberschritten ist eine Regeneration nicht mehr zulässig und der Partikelfilter muss ersetzt werden.{M
Hello Rainer,
Contrary to the above statement, in my experience, the BMP continued to automatically regenerate until it reached approximately 65 grams of ash. Also, the DPF light did not come on. (I cleaned it when it reached 65 grams.)
Allerdings war die RuĂbeladung natĂźrlich auch nie bei 50%, was natĂźrlich ein eindeutiges Indiz fĂźr eine nicht stattfindende Regeneration...
Greetings.
Sure.
Here is the translation of the text from German to English:
"Guste" means "gust" in English. It refers to a sudden and strong gust of wind.
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 investigate what the DPF is doing.
Thank you! The excessive DPF soot buildup is likely caused by a malfunctioning EGR valve that isn't closing properly.
Despite this, considering the mileage and the amount of ash stored in the engine control unit's memory, it should be checked to see if it 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 those values with the information 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 excessive soot buildup?
And: Am I correct in my reasoning? The soot level is determined by the differential pressure. However, since ash is produced when the soot burns, this amount of ash is calculated (and the differential pressure increases further).
In new filters, where little or no ash has accumulated, this is not a major issue. However, when the filter is nearing its maximum ash capacity, only a relatively small amount of filtering surface area remains available... the pressure drop increases more rapidly, active regeneration cycles are shortened, fuel consumption rises, and an increase in engine oil may occur.
So --> 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 performed at the } if one is available.
LG, Onkel BM
*Nichts ist einfacher, als sich schwierig auszudrĂźcken......*
**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 each operating condition. However, as the ash mass increases with each regeneration cycle, the overall differential pressure values tend to rise over time. Based on this, along with the mileage and fuel consumption, it is possible to estimate the ash mass in the filter.
Based on my experience, the ash mass value tends to be more of an "estimated value" than a precise "measured value." I had my DPF removed after approximately 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 how much actual ash is present, as it depends on factors such as the type of engine oil used (additives/oils that produce less ash or are not low-ash), the wear condition of the engine (high or negligible oil consumption), the driving profile, and the 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 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 might be another cause for the rapid increase in soot buildup, such as high oil consumption (often from the turbocharger) or excessive carbon deposits 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 hoses 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 stable 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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} if one is available.