Begrenzung über Drehmoment, was ist das innere Moment

Hi, so, I'm going on a logging trip this morning.
The air mass is at approximately 850 millibars up to an altitude of 3000 meters, both as a setpoint and as the actual value.
From that point, it continuously decreases back to 770 mg per dose.
That's also why the feeling of power at the top feels a bit tired.
Sorry about the CSV file. I still need to try formatting it into a chart, and I need to review it again.

Here is the attempt at the corresponding diagram.
What's striking to me is the decrease in air mass starting around 2700 -1 minutes.
If the mass airflow sensor (MAF) isn't consistently lagging significantly behind the target value, but only starts to lag later at higher RPMs, shouldn't it be working correctly?
So, is it another component that's causing the problem?
I'm most likely thinking about the catalytic converter, which is clogged and no longer functioning properly due to oil contamination and soot from the turbocharger.

Edit Admin: Useless diagram deleted.

Hello,

The diagram was quite unnecessary, as with KDataScope, you only need to click on the log file to see that the limit for air mass/boost pressure (depending on the control unit) is sufficiently high.

The air mass readings are also okay, even though it wasn't smart to only run the engine up to about 3600 rpm.

You can rule out any issues related to airflow. So, it's either an illusion or a fuel problem (e.g., a clogged diesel filter).

Edit: The "diagram" wasn't just uselessly created, but you can't even see anything in it. Come on, people, RTFM!

Best regards, Rainer.

Well, the file wasn't entirely useless; I could directly read the table with my old Excel program without having to convert it to a .txt file and then import it.
Regardless, the actual question is: in columns 2 and 3, does "Soll/Ist" refer to the exhaust gas volume that was returned, or should it be interpreted as "Soll/Ist" for the lambda value (LM)?
hg
Herbert.

Quote:

Well, the file wasn't entirely unnecessary; I could read the table directly with my old Excel program.

Who uses an "old" version of Excel when LibreOffice / OpenOffice are available?

You can also simply click on it in KDataScope, and then you will see the values.

The air mass values in the MWB3 are defined as the air mass of "fresh air". Logically, because the LMM doesn't measure the amount of exhaust gas that is recirculated.

When the EGR system is active in the partial load range, for example, only 250 mg/hour of "fresh air" is drawn in, even though the engine, including the exhaust gases, is still drawing in approximately 480 mg/hour. That means the remaining portion consists of recirculated exhaust gases.

When the engine is running at full load, the EGR system is deactivated, meaning that no more adjustments are made and only fresh air enters the engine.

Best regards, Rainer.

Quote:

Who uses an "old" version of Excel when LibreOffice/OpenOffice are available?

They are creatures of habit, but as I said, that's less important.
Can the labels for MWB3, specifically "AGS Soll" (Target Air Gap Sensor), "AGR Ist" (Actual Exhaust Gas Recirculation), "Air Mass Soll" (Target Air Mass), and "Air Mass Ist" (Actual Air Mass) be changed in VCDS? Then you won't keep falling for it.
I've noticed that:
- LMM Ist and LD Ist are lagging somewhat noticeably during acceleration; is this normal given the timescale?
- At high speeds, the actual load moment (LM) lags significantly behind the desired load moment (LM) (e.g., 850 vs. 750). The turbo boost is correct, but the engine is running at its torque limit.
hg
Herbert.

Hello, thank you for the response, although it wasn't entirely satisfactory.

I thought the air mass should remain the same up to the regulation limit, which is 850 mg/hub. Is that not correct?
The data analysis software is not accessible to me, as it was only available for download until 2012.
KPower 3.0.8 - Mobile performance testing device compatible with VCDS.
Download available until: Wednesday, March 21, 2012.
Maximum number of downloads: 10. Downloads.
KDataScope 1.10 - Analyzes VCDS/VAG-COM log files.
Download available until: Wednesday, March 21, 2012.
Maximum number of downloads: 10. Downloads.

That's why I tried it a different way.
I will replace the fuel filter and then check the mass airflow sensor again.
As Herbert also notes, at engine speeds of approximately 2600 RPM, the actual air mass is significantly lower than the target air mass. I had previously considered this to be a value that reduced performance. Why this is the case is a second issue. Is it okay like this, or not quite optimal?
Well, I'm not very experienced with computers, so I might not be able to do that. Learn to forgive in life.
And another log, up to 4500 -1 / min, shows the same problem at the top.
Air mass weak, not in the haze.
No pressure drops in the intake manifold.
Thank you to those who helped, Best regards, Klaus.

"I was able to update it from the old KDataScope version." Okay, so I can try again now, thank you.

Hi, yesterday I installed a new mass airflow sensor (MAF sensor) that provides more accurate readings and doesn't have as much lag when the engine speed increases.
It remains at almost 800 mg per dose, instead of the previous 750...
A comparison today shows that an A4 with a 2-liter engine exceeds 1050 mg/stroke at an 850 target.
So, not just as a current value, but fundamentally. A different engine is good.

Quote:

KPower 3.0.8 - Mobile performance testing device compatible with VCDS. Download available until: Wednesday, March 21, 2012, with a maximum of 10 downloads. Downloads. KDataScope 1.10 - Analyze VCDS/VAG-COM log files. Download available until: Wednesday, March 21, 2012. Maximum number of downloads: 10. Downloads

That was the promotion for the GS-911 order...

The latest versions of KPower and KDataScope are already integrated into the VCDS-Plus (VCDS-RKS) installation package. Customers who have VCDS do not need to install them separately. It would also be a good idea to update your VCDS installation to the latest release 12.12.2... see Support Info or

Quote:

.

It remains at almost 800 mg per injection instead of the previous 750...
It delivers exactly 0 horsepower.

Quote:

An A4 car, compared to a 2-liter engine today... A different engine is good.
Yes. Above all, it has more than 105 horsepower. http://www.vcds-plus.com

Um, the car doesn't come with these log values as standard equipment...

Quote:

But it delivers exactly 0 horsepower

.
because the electric motor is obviously torque-limited at those speeds.
Despite this, the log reveals that at high engine speeds, the mass of air per stroke decreases as the speed increases. The boost pressure is fine.
So, the cylinder filling is being reversed. To what extent is this still normal, or could it indicate, for example, a clogged intake manifold or a faulty EGR valve?
hg
Herbert.

Hello, you are right, the 2-liter engine is obviously not comparable in terms of performance. The son-in-law might be involved with VW, perhaps he's been up to something.
"However, he has always been involved in the maintenance of my car, and I'm not smart enough to modify anything in the engine control unit (ECU), and there's also no tuning box installed."
I only noticed the unusually stiff load change (130,000 km can also sometimes result in softer suspension), the gas, and the high air mass of 1000 mg/stroke compared to mine.
Can anyone confirm that the air mass moving away from me is not simply a result of a new weather system developing?
I also felt that the increased air mass readings displayed by the new mass airflow sensor were inaccurate.
If this is a sign of a clogged catalytic converter, I will observe whether the engine runs more freely after the boost phase (BAB) and whether the lambda value (LM) increases. If the AGR is to blame, it won't make a difference.
Okay, first we need to fix the AI error, and then we can potentially continue here.

Thanks, Rainer. I've installed the Plus 12.12.2 version, and the serial number is registered.

I've never used KDataScope or similar tools, and the program version was accessible again through the desktop.
Yes, and purchasing the GS911 generated the notification about the K-Data. That's where I had been looking.
Please bear with me; I'm not very familiar with PC technology. My background is in mechanics, where we used to work with engines and hydraulic aggregates, installing and adjusting them.

But it brings exactly 0PS
because the electric motor is obviously torque-limited at those speeds.
Despite this, the log reveals that at high engine speeds, the mass of air per stroke decreases as the speed increases. The boost pressure is fine.
So, the cylinder filling is being reversed. To what extent is this still normal, or could it indicate, for example, a clogged intake manifold or a faulty EGR valve?
hg
Herbert

The limitation in torque is caused by the lack of air mass.
That doesn't change the fact that the log above doesn't show a production vehicle. But a car with tuning .

I'm too dumb to manipulate anything in the ECU, and there's no tuning box installed.

If the log at the top of Rainer's post is from you, then it's not a standard log. Look at the values. No 105PS has limitations of over 300 .

These are values within the range of tuning programming. Your torque limit is so low because the air mass is insufficient. It will be limited at approximately 700/890 and 930mg/r on your engine control unit.

To clarify my understanding.
If the torque limit is being triggered due to missing mass airflow readings, why isn't the torque limit also increasing by the same amount when the new mass airflow sensor provides readings that are 50mg higher?
That would allow for more fuel to be injected without increasing soot production.
Is the higher LM value just theoretical, meaning I would be closer to the soot limit than I would be if the 750mg/hub represents the actual air mass?
"One person writes that it doesn't matter what value you tell the engine control unit for the mass airflow sensor ('850 mg' instead of '780'), because the power output is still limited by the torque limits. Another person says that the torque limit is linked to the mass airflow values, and that the torque limitation also increases."
I don't quite understand that.

just to reiterate, for my understanding.
If the torque limit is being triggered due to missing mass airflow readings, why isn't the torque limit also increasing by the same amount when the new mass airflow sensor provides readings that are 50mg higher?
That would allow for more fuel to be injected without increasing soot production.
Is the higher LM value just theoretical, meaning I would be closer to the soot limit than I would be if the 750mg/hub represents the actual air mass?
'One person writes that it doesn't matter what value you tell the engine control unit for the mass airflow sensor ('850 mg' instead of '780'), because the power output is still limited by the torque limits. Another person says that the torque limit is linked to the mass airflow values, and that the torque limitation also increases.'
I don't quite understand that now.


That doesn't change the fact that the car is not standard with these values.
How much longer would you like to continue searching for things without first accepting the most obvious solutions?

Why is the desired engine power set to 3xx Nm, the smoke limit set to over 300, but the turbo boost pressure set to the standard level? Next question, how high up do you live? So, what's the typical ambient pressure like where you are?



Take a look at the image and then compare the values at, for example, 2500 RPM with the log. And then tell me what you notice.


http://www.imgbox.de/show/img/0jAMPZs2n3.jpg