DPF und LMM | Posts 16+

In the first image, the temperature sensor in question shows 262.7 °C, while in the second image it shows -40 °C... So, there is indeed a problem with it. Could it have been damaged due to excessive heat caused by an overloaded DPF?
The temperature sensor could have been clearly identified by shifting the boundaries of the measurement range.
60 g of soot mass measured (!) is so significantly above the loading limit that the risk of a flare-up during regeneration attempts is real. My advice is to refrain from further attempts (alternatively, use a lot of extinguishing water and have a large fire extinguisher ready), and to replace the part.
hg
Herbert.

fowin wrote:

Could it be that the regeneration process isn't starting, even though it's indicated as being ready, because of an excessively high ash content (above the limit)? Could I have the DPF cleaned first, and then force a regeneration? Then, although Adache would likely be involved again soon, at least everything would work properly for a while.

Okay, so the second or third sentence is... yeah, unbelievable. I'm logging off.
PS: There is always ash in the DPF, unless it is new and still on the shelf.

Herbert wrote:

In the first image, the temperature sensor in question shows 262.7 °C, while in the second image, it shows -40°C... So, there is one. Could it have been shot off due to excessive heat caused by an overloaded DPF? The temperature sensor could have been clearly identified by shifting the column boundaries during the measurement. 60 g of soot mass measured (!) is so significantly above the loading limit that the risk of a flare-up during regeneration attempts is a real concern. My advice is to refrain from further attempts (alternatively, use a lot of extinguishing water and have a large fire extinguisher ready), and to replace the part. hg Herbert

Hi Herbert,

In the first image, the parameter "Particulate Filter Initial Value Bank 1..." is not selected.

@fowin:
I would clarify with the provider whether you are "allowed" to have the particle filter, which is likely heavily clogged with soot, cleaned.

Best regards.

Alex.

dieselschrauber wrote:

fowin wrote: Could it be that the regeneration process isn't starting, even though it's indicated as being ready, because of an excessively high ash content (above the limit)? Could I have the DPF cleaned first, and then force a regeneration? Then, although Adache would likely be involved again soon, at least everything would work properly for a while. Okay, so the second or third sentence is... yeah, unbelievable. I'm logging off. PS: There is always ash in the DPF, unless it is new and sitting on the shelf.

Is anything happening...? Unbelievable?

Ok, danke fürs Gespräch. Entweder man hilft oder lässt es sein. Punkt.

I understand that soot contributes to the soot load, and the ash produced during regeneration contributes to the ash load.

It's probably also documented in the various and corresponding measurement values.
I am also aware that the ash never completely removes from the DPF, even after a cleaning.

I am also aware that a forced regeneration cannot be performed due to excessive soot buildup. However, this is only because the manufacturer doesn't want it to be done, but there are ways to do it successfully, as others have already posted here.


I was just wondering if the amount of ash could also be a reason why a regeneration might not be possible, because there's also a limit to the amount of ash that can be present.

So, what exactly is your problem?

If I, as a non-expert, express myself poorly, you shouldn't take it so personally, being the "professional" that you are.

As a layperson, I can't make sense of your comment.

But let's leave that aside, it's a deviation from the topic.

According to the parts list, it has the full range of sensor technology installed.
Temperature sensor for turbocharger, part number 04L 906 088 FS.
Oxygen sensor BEFORE catalytic converter, part number 04L 906 262.
Temperature sensor before catalytic converter, part number 04L 906 088 HF.
Temperature sensor before DPF 04L 906 088 HG
Between them, the differential pressure sensor 04L 906 051 F measures the pressure difference.
Temperature sensor after DPF 04L 906 088 BF.

And then there's the NOx and particulate sensor:
NOx 04L 907 807 AJ
Part number 03N 906 261 C.

The NOx catalytic converter often fails in these vehicles and then blocks the exhaust system.
Furthermore, with such a high load (or, for example, if there's a defect in the NOx catalytic converter), the turbocharger may have been damaged.

With modern systems, things aren't always straightforward. While they're packed with sensors, you have to assume that the values are being interpreted correctly and that all the sensors are actually working properly.

Best regards.
Alex.

Thank you very much, Alex.

Turbocharger damage would be rather undesirable .
How would this manifest itself?
Abgesehen von Geräuschen, Leistungsverlust. Oil in the exhaust?

Yes, it's becoming increasingly difficult with these modern systems.
I haven't tinkered with anything in years, and certainly not with diesel engines.

Of course, I'm a bit overwhelmed, but I still wanted to try, even if it doesn't work out... otherwise, just go to a workshop.

Best regards, Frank.

Quote:

Could I have the DPF cleaned first, and then force a regeneration?

Either it has been cleaned, or it hasn't. If I have my wood-burning stove cleaned (with everything inside removed), am I then allowed to use it?

More or less. Oh dear, who even knows what a wood-fired oven is anymore?

Quote:

Then, although Adache would be involved again right away, at least everything would work properly again for a while.

There is always some ash present, unless it is new and has undergone one regeneration cycle (assuming a 400km interval at 250,000km when the fill level is reached). In that case, it contributes 0.0016 out of 1 to the ash content. Afterwards, it is still 99.84% empty, and the ash container is 0.16% full.

First, it should be relatively empty after cleaning, and second, } in that case, 1 regeneration makes absolutely no difference.

I'm not sure if this will make a difference, but I fear that current generations simply lack the basic knowledge. How many people even know what a wood-burning stove is?

Why do you want to regenerate the DPF before cleaning it?
Whether the company uses chemical or thermal cleaning is irrelevant; they must be able to handle the current condition of the DPF, otherwise they risk jeopardizing their business.
I claim that the majority of the submitted diesel particulate filters cannot be regenerated in passenger cars, yet they can still be restored to a like-new condition.

Hi,
Ash cannot be removed from the filter either thermally or chemically; it can only be removed mechanically by flushing. Soot, on the other hand, is burned off, as it would likely clump together if flushed.
There are two different methods. So, they are not the same. The first method should be performed by a company that specializes in DPF cleaning. A reputable company would not agree to work on a clogged filter.
You could try burning off the soot with a gas burner.
hg
Herbert.

Simply find a reasonable company.

Quote:

How is a particulate filter cleaned at xxxxxxxxxx? We use a special process to remove soot and ash from the filter. The DPF is burned out using thermal energy and then freed from ash.

I don't see such a big problem here. Remove and clean the diesel particulate filter (DPF).

Thank you all for participating.

I've now removed the DPF (Diesel Particulate Filter) and the catalytic converter, and I'm going to take them both to be cleaned.
The company in question refers to its process as "thermodynamic cleaning."

I will let you know when everything is reassembled.

Okay,
I have now reinstalled the cleaned catalytic converter and DPF.
It was cleaned with water/chemicals.
Here's a new particle sensor for that.

I set the ash content to 10.
First, let the engine run at idle for about 15 minutes, then take a cautious drive to remove any remaining moisture from the catalytic converter and DPF.

All errors have been cleared and have not reappeared.

Now, after approximately 350 km, the following error occurred (see log).

The DPF (Diesel Particulate Filter) and catalytic converter were inspected and appeared to be free of any visible damage.
Can the particle sensor be stuck due to residual moisture after rinsing? Does the particle sensor need to be calibrated?
Could the ash content value be incorrect?

Thank you for your help.
Best regards, Frank.

Hmm... depending on the chemicals used, the washcoat, which is the coating on the filter monolith, may have been damaged or removed during the cleaning process in a Euro 6 DPF.

Generally, the provider should be aware of this or have some experience with it.

(I bet the statement will be something like "You are, without a doubt, the very first person to have problems with this...")

Yes, it is generally difficult to prove something retrospectively.

But is there a way to determine if actual damage has occurred (e.g., soot on the exhaust tip or excessive soot during driving)? Or, as mentioned before, has the particulate sensor been damaged or clogged due to residual moisture? (I'll take it out again and check.)

Hi,
You can find out whether the sensor (G784) needs to be initialized or not in the vehicle's control unit data list (RLF) and in the basic settings menu in VCDS. Unfortunately, I cannot provide any further information on this matter due to a lack of available resources.
Wenn ich Deine Fehleraufzeichnung richtig verstehe, kam der Fehler zu Beginn einer Regeneration ( 350 km Fahrt ), das MSG störte sich an den 0 µA Meßstrom. Letzteres bedeutet keine leitende Schicht, also gar kein Ruß drauf. Oder kein Kontakt. SchSure, here's the translation:

"See you in SSP595."
Did the indicator light come on?
I would clear the error, check the connector and cable at the sensor, and measure the sensor resistance and supply voltage.
And at the very least, continue operating until the end of the next regeneration cycle.
hg
Herbert.