LMM am BMR | Posts 48+

Quote:

it works and it doesn't work

I think I'm suffering from tunnel vision.

What do you consider to be "working well" and what do you consider to be "not working well"?

To me, they all seem modest.
He always gets confused...
And if it's warm/hot, it won't come out.

Quote:

You end up in a vicious cycle of limited turbidity reduction and insufficient power for the charger.

I see it that way too.

That's why my basic idea involves using an LLM.
When it's warm, the (presumably aging) component doesn't deliver enough power, which is crucial, and it gets stuck in a loop.
When it gets less hot, he'll eventually manage to get out of there.


The handling tests were also quite strange.
You step on it, and nothing much happens.
And then, at some point, someone lets go of the rubber band, and it shoots forward.
You can clearly see this in the rounded curves, which resemble a parabola.

m;

Quote:

Therefore, my basic idea involves the LMM.

Please remind me to check what air mass can be expected at, for example, a boost pressure of 2500 millibars... if I forget by tonight.

2.0 TDI 16V engine with DPF, approximately 22°C air temperature:
- At 2000 rpm and a boost pressure of 2350 mbar, the air mass flow is approximately 1050 mg/H.
- At 2000 rpm and a boost pressure of 2550 mbar, the air mass flow is approximately 1150 mg/H.

Best regards, Rainer.

Sure.

It should roughly correspond to my diagram.

But the higher the gear, the smaller and more turbulent the air mass .


The data is from the 2.3.4...003-011-043 log.

Where in your diagrams can one see the corresponding motor speed?

There's quite a difference whether it's running at 2000 rpm or 4000 rpm...

A few posts ago, I think I read something about a 500mbar differential pressure at the DPF. Could you please log the engine speed, boost pressure, air mass, pressure difference at the DPF, and post the .csv file? Diagrams like the ones above, without a speed axis, are visually appealing, but they provide very little meaningful information.

Best regards, Rainer.

Quote:

Please log the following data: engine speed, boost pressure, air mass, pressure difference at the DPF

.
003-011-067 so... comes.

Should the DPF be in a specific state, meaning should I definitely regenerate it beforehand (possibly forcibly)?

Reporting the fill level is actually okay.

Best regards, Rainer.

Viola.

Logged again on the same route as before.
Twice in third gear... then continue with second, third, and fourth. Gang.

Unfortunately, or perhaps that's a good thing, as a reference:
- 20.5 degrees Celsius outside - that's the temperature where the BMR feels most comfortable.
- DPF regenerated very recently (0.0% before and after the log).

Code:

23:05:19 Block 067: Partikelfilter (Abgaswerte I)   183.3°C  Temperatur vor Abgasturbolader   222.0°C  Temperatur im Partikelfilter   5.4 mbar  Druckdifferenz Partikelfilter   1 mbar  Offset Differenzdruck 23:05:19 Block 068: Partikelfilter (Abgaswerte II)   0.0 %  Beladungs- koeffizient   46.49  Aschemasse   -15.7 %  Aschelernwert         23:05:19 Block 073: Partikelfilter (Fahrzeugdaten)   1.0 l  Verbrauch seit Regeneration   16 km  Strecke seit Regeneration   0 h  Zeit seit Regeneration

Very strange, it doesn't actually look unusual.

Hello,

As I mentioned, yesterday's scenario was the optimal operating point for the tractor.
While I would have liked a bit more energy and vibrancy starting from section 4, it's still okay.

At higher temperatures, it becomes very viscous.

Regarding temperature and its potential influence, I'm thinking about the boost pressure/temperature sensor and the mass airflow sensor.

- I haven't seen the intake air temperature go more than "20K above ambient," even when the outside temperature was 38°C and I was driving uphill on the highway.

- The LMM (likely referring to a mass flow meter) remains operational, as it functions based on temperature and incorporates a built-in compensation mechanism. It's possible that after 150,000 km, it has aged to the point where it precisely reports "too little" refrigerant in the summer, causing the car to break down in typical scenarios.
Or it might be intentionally designed in a way that encourages the sale of more DSGs, because they tend to shut down faster and more easily to "get away."

I have now logged sufficiently that every acceleration from low RPMs, completely up to well over 2000 RPM, goes into the smoke threshold.


Unfortunately, I don't have a BMR-LMM nearby that I could test.
(Our BLS has a different ).

m;

I just remembered, didn't you install those weird Siemens injectors that are prone to carbon buildup?
Without fuel or power, the loader won't get going. What are the lambda values?

Best regards, Rainer.

Yes, I have them.

The car has approximately 151,000 kilometers on the odometer.
"In version 1.06, there were completely new PPDE features, released on February 7, 2013."

I already measured the lambda value on July 7, 2015 (*) as a precaution.

1.31 to 1.34 at 3500-3800 rpm.

I would say it's not really "new," but also not "old" yet.


(*)
Logged in at 9:00 PM.
According to Wetter.com.
Minimum temperature: 13.9 °C.
Maximum: 34.3 °C
I guess it was around 25°C.

I also logged these values on September 6, 2013.
09/06/13 13.6 °C 29.1 °C




Here's a Picasso as well .