SSP 336 The Catalytic Coated Diesel Particulate Filter - Volkspage

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Design and function Level of carbon deposit in particulate filter The level of carbon deposit in the particulate filter is constantly monitored by the engine control unit, which calculates the flow resistance of the filter. To determine the flow resistance, the exhaust gas volume before the particulate filter is compared with the pressure difference before and after the particulate filter and recorded as a ratio. Pressure difference The pressure difference of the air flow before and after particulate filter is calculated by exhaust gas pressure sensor 1. Exhaust gas volume The exhaust gas volume is calculated by the engine control unit from the air mass in the exhaust manifold and the exhaust gas temperature before the particulate filter. The mass of exhaust gas is roughly equivalent to the mass of air in the intake manifold, which is calculated by the air mass meter. The volume of exhaust gas depends on the respective temperature. The temperature is calculated from the senders before and after particulate filter. Using the exhaust gas temperature reading, the engine control unit can calculate the exhaust gas volume from the mass of air in the exhaust gas. Flow resistance of particulate filter 300 Pressure difference ∆p (mbar) 250 200 150 100 50 0 0 100 200 300 400 500 600 700 Volume (m 3 /h) S336_156 Diesel particulate filter: Full Empty Defective The engine control unit creates a ratio from the pressure difference and the volume of exhaust gas and can thus calculate the flow resistance of the particulate filter. From the flow resistance, the engine control unit can detect the level of carbon soot deposit. 20
Extended injection period at overrun In heavy urban traffic with strong changes in engine load and a high percentage of overrun operation, particular measures are necessary for cleansing of the filter. Normally, no more fuel is injected in the cylinders at overrun, therefore the exhaust gas cannot reach the necessary temperature for purposes of particulate filter regeneration. A small amount of fuel is injected at overrun, at approx. 35° crankshaft angle after TDC. S336_128 Since there is no main injection at TDC, the fuel does not combust but vaporises. S336_130 This fuel vapour combusts in the particulate filter. The heat generated as a result means the required temperature of the exhaust gas is assured for regeneration of the particulate filter. S336_202 The temperature sender after particulate filter monitors the exhaust gas temperature after particulate filter. This regulates the extended injection volume at overrun. S336_200 21
Page 1 and 2: Service Training Self-study program
Page 3 and 4: Contents Introduction . . . . . . .
Page 5 and 6: The exhaust gas Emissions standards
Page 7 and 8: Harmful substances in the exhaust g
Page 9 and 10: Cause of carbon soot particles The
Page 11 and 12: External engine measures The releas
Page 13 and 14: The particle filter The catalytic c
Page 15 and 16: The coated zones in the diesel part
Page 17 and 18: Active regeneration With active reg
Page 19: Engine management during initiation
Page 23 and 24: System overview CAN bus Control uni
Page 25 and 26: This is how it works: Particulate f
Page 27 and 28: Temperature sender after particulat
Page 29 and 30: The lambda probe G39 S336_098 The l
Page 31 and 32: Diesel particulate filter warning l
Page 33 and 34: System limits Frequent short trips
Page 35 and 36: Test yourself 1. What is meant by "

SSP 336 The Catalytic Coated Diesel Particulate Filter - Volkspage

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