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... Therefore, there is a problem with it. Was ist die wahrscheinlichste Ursache für einen Motorschaden, wenn ein Dieselpartikelfilter (DPF) überlastet ist?
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 ignition during regeneration attempts is a real concern. My advice is to avoid any further attempts (alternatively, have plenty of water and a large fire extinguisher on hand), and replace the part.
hg
Herbert.

dieselschrauber wrote:

Is that due to the photo, or does the second image show a value of -40 degrees for the "particle filter outlet temperature" parameter? ZTurbo wrote: Check if this is a calculated value or if it actually comes from a sensor (check it!). Otherwise: Should regeneration be enabled during driving instead of when the vehicle is stationary? Please provide the text you would like me to translate from German to English. /viewtopic.php?t=29120

I think the "-40°" reading is there because no sensor is installed.

Regarding the driving mode, please take a look at the first picture; that's the one I selected. Unfortunately, those are the maximum temperatures that can be reached, but shouldn't they be higher?

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.

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 be back again soon,

at least everything would work properly again for a while.
Okay, so the second or third sentence is... well, it's unbelievable. I'm opting out.
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... Therefore, there is a problem with it. Was ist die wahrscheinlichste Ursache für einen Motorschaden, wenn ein Dieselpartikelfilter (DPF) überlastet ist? 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 ignition during regeneration attempts is a real concern. My advice is to avoid any further attempts (alternatively, have plenty of water and a large fire extinguisher on hand), and 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.

LG

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 be back again soon, at least everything would work properly again for a while. Okay, so the second or third sentence is... well, it's unbelievable. I'm opting out. PS: There is always ash in the DPF, unless it is new and sitting on the shelf.

Is anything happening...? Unbelievable?

Okay, thanks for the conversation. Either you help, or you don't. Period.

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

It's likely 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. But just because the manufacturer doesn't want it doesn't mean it's impossible, and there are indeed ways to do it successfully, as others have already posted.


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 seriously, 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 sensors installed.
Temperature sensor for turbocharger, part number 04L 906 088 FS.
Oxygen sensor BEFORE catalytic converter 04L 906 262 R.
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 is located.
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, due to 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.

LG
Alex.

Thank you very much, Alex.

Turbocharger damage would be rather undesirable .
How would this manifest itself?
Besides noise, there's also a loss of power. 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 take it to a workshop.

Best regards, Frank.

Quote:

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

He is either verschandeln or he is not. Can I use my wood-burning stove after it has been cleaned (with everything inside removed)?

Sure, here's the translation:

"In essence." Oh dear, how many people even know what a wood-fired oven is?

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 one regeneration cycle completed (assuming a 400km interval at 250,000km, when the fill level is reached). In that case, the ash content is 0.0016, or 1/1000. After that, it was still 99.84% empty, and the ash container was 0.16% full.

First, it (should, possibly not in the case of fraudsters) be relatively empty after cleaning, and second, then 1 regeneration makes absolutely no difference.

I'm not even sure if this will achieve anything; I fear that current generations simply lack the fundamental knowledge. Who still knows what a wood-fired oven 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 going out of 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 and cause problems during rinsing.
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. Seriously, she wouldn't engage with your request if it involved a suggestive or inappropriate 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 rust and ash from the filter. Thermal energy is used to

burn out the DPF and then remove the ash from it.
I don't see that as such a problem. Remove and verschandeln 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 deleted 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.
Could 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 "You are absolutely the very first one to have problems...")

Yes, it's 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 programmed or not in the vehicle's control unit data list (RLF) and in the basic settings menu in VCDS. Unfortunately, I don't have enough information from my own sources to provide a definitive answer.
If I understand your error log correctly, the fault occurred at the beginning of a regeneration cycle (after 350 km of driving), and the MSG (Manifold Pressure Sensor) registered a measurement current of 0 µA. The latter indicates the absence of a conductive layer, meaning either no soot is present, or there is no contact. Take a look at 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 initially, at least, continue operating until the end of the next regeneration cycle.
hg
Herbert.