bimmer90f30

Eu vad ca spune ceva. Spune ca, cantitatea de soot variaza in functie de acceleratie. Asta fiind doar o constatare a celui ce vrea sa urmareasca cantitatea de soot .. ca i-a spus cineva ca aia declanseaza regenerarea. Problema ramane petru toti INTELEGEREA acelei cantitati de soot prin intermediul senzorului de presiune diferentiala. O spun chiar ei, iata citez din textul postat de mine mai sus: "The diesel particulate filter is equipped with a differential pressure sensor which continually monitors the current pressure difference. The soot load in the diesel particulate filter is determined on the basis of the differential pressure and the calculated exhaust gas mass flow." Ce inseamna asta? Inseamna ca senzorul ce masoara presiunea diferentiala trebuie sa fie functional si in parametri! Iar calcularea circularii gazelor de evacuarre este dat tot de acest senzor prin intermediul diferentei de presiune anticipate, percepute daca vreti.. Ce NU spun ei e ca un filtru ce are cenusa depusa in timp va acumula acum mai putin soot iar regenerarile vor fi mai dese. Pentru ca senzorul de presiune diferentiala va masura tot de la UN minim (dat acum de prezenta cenusii) la UN (acelasi) maxim diferenta de presiune; inca o data, minimul e mai mare iar maximul e acelasi cand trebuie sa porneasca obligatoriu regenerarea. Pentru ca daca nu atunci va limitat puterea motorului punand masina in protectie. Asta e situatia clasica de imbatranire a filtrului pana cand trebuie inlocuit, resetat, schimbat senzori. Asta desigur facand parte dintr-un ALGORITM. Algoritm care probabil influienteaza si raportarea la filtru INDIFERENT de cati senzori schimbam la un moment dat, daca nu inlocium filtrul.. Acum, ca alti senzori de temperatura, cum e cel de la EGR, .. iesit din parametri, poate declansa regenerari, asta probabil e de inteles ca vine din complexitatea implementata de ei in sistem de monitorizare a filtrului.

Cum adica de ce se incarca filtrul? Motorul nu e pornit, nu e firesc sa se incarce? Ce intrebarea e aia? Fara suparare in chestiuni complexe; ca sa stabilim, ce se i tampla in si pe langa DPF nu e complex, e extrem de complex. Complex in sensul ca su t monitorizate multe aspecte si mult mai multe decat doi senzori scosi! Intrebarea ta.., prin care faci experiente cu senzori scosi.. sa te astepti sa se intample nu's ce, ...si sa incerci sa si explici altora ce ai experimentat.. si ai inteles tu sigur.. e cam greu, greu de tot../ pentru ca nu stiu altii mai experimentati si crezi ca o sa intelegi din doi senzori scosi si doua ture pe strada.. ce se intampla... (Daca le stiai pe alea de mai sus insemna ca stii si ce se intampla.. nu?) Uite o sa sterg postarea ca.. ori imi pare mie ca nu pui intrebarea potrivita ori nu intelegi fenomenul.. dar insisti ca il intelegi.. Pai cand ceva NU functioneaza cu. crezi tu, regenerari prea dese, da? nu la principiu asta de functionare pleci?

Mecanicul de la BMW trebuia sa stie: Diesel particulate filter In order to comply with the particulate emissions required in the exhaust emissions legislation (EURO5, EURO6, EURO7), the vehicle is equipped with a diesel particulate filter. The filter housing of the filter contains the oxidation catalytic converter and the actual diesel particulate filter. The oxidation catalytic converter is mounted upstream of the diesel particulate filter. Depending on the equipment installed, a nitrogen oxide catalytic converter can also be installed instead of the oxidation catalytic converter. Aici vorbeste despre masinile cu uree, adica injectia cu Adblu. A metal substrate coated with platinum and palladium is used for the oxidation catalytic converter. The diesel particulate filter itself consists of a permeable-walled ceramic monolith which is also coated with platinum and palladium. Notice! The description of the diesel particulate filter is based on the engine N47D20O1, US version. In principle, the description applies to all other diesel engines with diesel particulate filter. Notice! On other models, only an exhaust gas pressure sensor may be installed. The Digital Diesel Electronics (DDE) controls the regeneration of the diesel particulate filter on the basis of the signal from the differential pressure sensor and exhaust gas temperature sensor. The differential pressure sensor measures the pressure in the exhaust emission system upstream and also downstream of the diesel particulate filter. If the exhaust gas pressure exceeds the permissible value of 750 mbar excess pressure, the Digital Diesel Electronics initiates the regeneration of the diesel particulate filter (loading of diesel particulate filter exceeded). A metal membrane in the differential pressure sensor converts the exhaust back pressure into a displacement. which is converted into a voltage signal by 4 pressure-sensitive resistors. The measuring range of the exhaust gas pressure sensor is -0.05 to 1.0 bar absolute; this corresponds to a voltage of 0.875 to 4.5 volts. The differential pressure sensor is connected via a 3-pin plug connection. The sensor is supplied with 5 Volts by the engine control. Exhaust-gas temperature sensor upstream of oxidation catalytic converter and exhaust-gas temperature sensor upstream of diesel particulate filter Under certain operating conditions, the throttle valve throttles the intake air. In combination with 1 to 2 post injections, this leads to an increase in the exhaust-gas temperature (regeneration of the diesel particulate filter). The purpose of the exhaust-gas temperature sensor is to control the exhaust-gas temperature during cyclical regeneration. A temperature-dependent electrical resistor is used for temperature sensing. The circuit contains a voltage divider where the resistance can be measured depending on the temperature. A temperature is converted using a characteristic curve specific to the sensor. An NTC resistor (NTC) is installed in the exhaust temperature sensor, whose resistance value drops when the temperature increases. The resistance changes from 96 kΩ to 32 Ω depending on temperature, which corresponds to a temperature of -40 °C to 800 °C. System functions: Strategy regeneration of diesel particulate filter As the diesel particulate filter has a limited capacity for loading with soot, the diesel particulate filter must be regenerated regularly. For this reason, the engine control unit determines the soot load on the diesel particulate filter. Regeneration begins when a specific limit of soot loading is exceeded. The start of regeneration depends on the following parameters: differential pressure in the diesel particulate filter driving profile since the last regeneration In order to oxidise the soot which has collected inside the diesel particulate filter, the exhaust-gas temperature must be raised to 580°C. Measures are integrated in the engine control to ensure that the exhaust temperature can be increased under all conditions. Parameters adjusted and measured by the engine control via sensors as follows: Mass air flow sensor Coolant temperature sensor Crankshaft sensor Intake air temperature sensor Ambient pressure sensor Charging pressure sensor Differential pressure sensor, diesel particulate filter Exhaust-gas temperature sensor upstream of oxidation catalytic converter Exhaust temperature sensor upstream of diesel particulate filter Fuel pressure sensor Gear engaged Driving speed Fill level in the fuel tank Operation of the diesel particulate filter Analysis of the differential pressure or exhaust gas pressure in the diesel particulate filter The diesel particulate filter is equipped with a differential pressure sensor which continually monitors the current pressure difference. The soot load in the diesel particulate filter is determined on the basis of the differential pressure and the calculated exhaust gas mass flow. The input variables are: Exhaust gas mass flow (calculated on the basis of the measured air mass flow, the mass flow of the exhaust-gas recirculation and the fuel injection rate) Exhaust-gas temperature before diesel particulate filter Absolute internal pressure in the diesel particulate filter (calculated from the model for pressure in the exhaust emission system, the ambient pressure sensor and the differential pressure sensor or exhaust gas pressure sensor) Analysis of the driving profile since the last regeneration The DDE monitors the distance driven since the last regeneration. On the basis of this driving profile, a maximum distance travelled is calculated, after which distance, regeneration is activated. The input variables are: Heat-up of the diesel particulate filter Regeneration of the diesel particulate filter In regeneration mode, the diesel particulate filter is heated up. When the warm-up phase is completed, regeneration is started at a coolant temperature of over 60°C. Warm-up phase: In the warm-up phase, the input variables are changed to achieve a heat-transmitting reaction in the diesel particulate filter. To do this, the air mass is reduced and the maximum point of combustion raised to achieve an increased exhaust-gas temperature. Input variables are: Air mass Exhaust-gas recirculation rate Charging pressure Quantity and time of main injection and post-injection Air swirl in the combustion chamber When the temperature of the diesel particulate filter rises to above 400°C, switchover from warm-up phase mode to regeneration mode is effected. Regeneration: In regeneration mode, the input variables are changed so that the exhaust-gas temperatures continue to rise to 580°C. This increase is achieved by a further reduction of the air mass and a further delay in combustion. To achieve this, the following input variables are changed: Air mass The setpoint value of the air mass is calculated via the engine speed and the fuel injection rate. The setpoint value is adjusted in dependence on the ambient pressure to ensure stable combustion at various heights above sea level. Exhaust-gas recirculation rate The desired exhaust-gas recirculation rate is calculated on the basis of the engine speed and the fuel injection rate. In dependence on the ambient pressure and the intake air temperature, the setpoint value is adjusted so that stable combustion is ensured at various heights above sea level and at low temperatures. Charging pressure The desired charging pressure is also calculated on the basis of the engine speed and the fuel injection rate. The setpoint value for the charging pressure depends on the ambient pressure and the intake air temperature. It is set in such a way that at low temperature, stable combustion is possible and the maximum speed of the exhaust turbocharger is not exceeded. Fuel injection pressure The desired fuel injection pressure depends on the engine speed and the fuel injection rate. Quantity and time of main injection and post-injection Adjustments are made at low ambient pressure to ensure that the maximum permissible temperature for the exhaust turbocharger is not exceeded. Air swirl in the combustion chamber The setpoint value for the position of the swirl flap is calculated on the basis of the engine speed and the fuel injection rate. Switch-off strategy for regeneration Regeneration is only possible within defined limits for the coolant temperature, the exhaust-gas temperature and the ambient pressure. The cleansing effect of the diesel particulate filter is also maintained outside these limits. There is therefore no influence on the exhaust emissions. The limits for switch-off of regeneration are defined as follows: Coolant temperature between 60 °C and 110 °C The lower limit for the coolant temperature is necessary to ensure stable combustion. The upper limit protects the engine against thermal destruction. Exhaust-gas temperature between 220°C and 690°C upstream of the oxidation catalytic converter The lower limit for the exhaust-gas temperature is necessary to achieve an adequate heat-generating reaction in the oxidation catalytic converter and in the diesel particulate filter. The upper limit for the exhaust-gas temperature protects the oxidation catalytic converter and the diesel particulate filter against excessive thermal load. The upper limit can only be exceeded in the event of engine malfunction. Exhaust-gas temperature between 220°C and 670°C upstream of the diesel particulate filter The lower limit for the exhaust-gas temperature is necessary to achieve an adequate heat-generating reaction in the oxidation catalytic converter and in the diesel particulate filter. The upper limit for the exhaust-gas temperature protects the oxidation catalytic converter and the diesel particulate filter against excessive thermal load. The upper limit can only be exceeded in the event of engine malfunction. Ambient pressure greater than 0.6 bar At lower ambient pressures, the maximum permissible speed of the exhaust turbocharger is exceeded and regeneration is therefore blocked." Daca mecanicul ala de la BMW nu stie ce srie mai sus, el nu e mecanic de BMW. Textul e dim BMW TIS pentru Euro 6. Traducem acum ca sa intelegem?

deci mai intreb o data, masina mai are DPF? Ca sa stim o treaba.

El intreaba, cred despre temperatura din filtru nu temperatura motorului. Nici un motor nu are evacuarea mai rece de 150-200 grade poatechiar 300 de grade. Regenerea are loc la 600 de grade.

Tu glumesti? Vrei, cauti un raspns la asa intrebare in contextul dat?

Ce model de seria X este? Ce an? Adica modulul a scapat intreg? Nu ai putea zice mai multe despre cum ai rezolvat problema?

O mica corectie. Masticul de care vorbesti e aplicat pe membrana interioara a usii. Si da acesta daca nu mai sta lipit, in partea de jos de obicei se dezlipeste de la caldura, diferente de temperatura, cu anii.. si de la praf, apa adunata.. Si atunci cumparam asta: https://www.bavauto.ro/83195a1b479 si rezolvam problema.

Cred ca merita incercat cel putin schimbarea senzorului de temperatura de la EGR, din discutie cu referire la aceste regenerari dese.. E relativ usor de schimbat. Si sunt doua variante: fie intervalul regenerarilor creste si aia a fost cauza, fie nimic nu se schimba si .. ok, ai un sezor de temperatura de rezerva.. (o sa pice cel original, nu-ti face probleme). Obligat.. eu l-as lua de la dealer.

Nu este relevant la cate grame incepe regenerarea. Poate ca asa te-ai obisnuit sa urmaresti in aplicatie. Doar ca nu stii ce variaza (si creste, NU descreste) in timp; acesta este cenusa ramasa in urma regenerarilor. Aceasta nu iese decat la curatarea DPFului. Si ca atare "gramele" (active/temporar..) acumulate sunt din ce in ce mai mici pana la urmatoarea regenerare! De ce? Pentru ca spatiul ramas acumularii gazelor de regenerat este din ce in ce in ce mai mic. Iar totul, absolut totul in interiorul filtrului este analizat prin diferenta de presiune din filtru si temperatura acestuia. Asta face diagnoza starii filtrului complicata. Pe de alta parte, regenerarile active, acestea se intampla cand filtrul E PLIN (diferenta de presiune in filtru prea mare!) si atunci DDE decide sa REGENEREZE ACTIV! De urgenta. Pasiva e regenerarea pe autostra cand masina e condusa predominant extra-urban. Sper ca acum ai inteles de ce gramele acumulate nu au relevanta decat orientativ.

Cum am zis. Trebuie umblat la zavoril de pe volan, dezavorat mecanic, pus tot la loc. Practic luat de la zero. Asa ai luat masina?

Ai emulator sa nu se mai blocheze volanul? Nu ai ce sa pui pentru ca daca emulatorul nu mai poate simula volan dezavorat, ce altceva ti-ar dezavora volanul? Nu mai este recunoscuta cheia pentru ca modulul a intrat in.modul de protectie a mecanismului volanului. Ce am zis mai sus este doar daca ai emulator ce mentine volanul dezavorat. Trebuie demontat tot ca sa dezavorasti volanul si atunci probabil emulatorul o sa isi faca treaba din nou... (cred). Despre ce masina e vorba?

Deschide cu cheia mecanica. Pune la incarcat pe la bornele de sub capota.

E ceva ciudat. Mergi la diagnoza.

Mi se pare corecta reactia lui @Dan_316i. Pana la urma intrebarea fireasca, daca McLaren are bsi probabil ARE, exista ceva drepturi de autor pana si in F1..) dreptul sa foloseasca sistemul imbunatatit de franare si racire a gumelor si etrierilor? Ma gandesc ca, cateva sezoane, trebuie sa ii fie recunoscut prestigiul.. mai apoi ar trebui sa elibereze dreptul ca si altii sa foloseasca eventual imbunatateasca ce au inovat ei.. Pana la urma dupa un timp si altii ar trebui sa se bucure de sistem.. desigur dupa ce primii isi asigura istoric si poarta laurii creatiei, pe buna-dreptate.. Pe undeva.. e normal ca si ceilalti sa doreasca, sa incerce, sa ajunga din urma McLaren.

Deci pe acest topic rezolvarea sugerata de @onix a rezolvat problema lui @cosmin_86. Felicitari @Onnix! Putem sa aflam si de unde a venit ideea? Multumim @cosmin_86 de revenire. Sefi, se poate stabili solutia problemei din topic?

Fa o diagnoza cu ISTA. Ar putea sa nu fie recunoscuta cheia. Dupa xum ar putea fi exact ce spune colegul mai sus.. In bord se aprind martori?

...E doar un diesel, nu e avion sa mearga cu benzina-supra../kerosen.. De ce nu l-ai menajat? Credeai ca fiara (adica fiarele-metalul..) o sa tina vesnic? Ce spunem noi mai jos e cu idea de asa nu, fata de un amarat de diesel in 4 pistoane.. Sa ne spui ce s-a gasit rupt daca te incumeti sa il repari.. Multumim.

Absolut impresionant si impresionat de postare. Nu am citat decat ce am remarcat ca spui chiar tu despre motor. Dar munca + daruirea, ..as vrea sa pot si eu la fel de mult! Bravo!

Excelent! Nu esti habarnist si te bagi. Bravo. Ia ceva simplu de la bmw, vezi cum e.. Piesele nu sunt extraordinar de scumpe.. mai ales daca e de generatie mai veche. Daca nu te sfiiesti la un schimb de discuri, toate lichidele.. asta o sa te scuteasca de niste chestii de rutina. Ideea e ca daca in cazul unui simptom banal.. nu te sfiesti sa incerci sa repari/desfaci/schimbi ceva inainte sa ajungi la mecanic, e bine. Daca ai doua cricuri si o rampa poti sa faci destule la bmw. Materiale de informat sunt destule. Cred ca BMW are cele mai multe forumuri de pe internet.. Si asa te poti lamuri daca devii fan ca mine sau renunti si treci la alta marca.. Iti trebuie sa ai instalat o ISTA, program de diagnoza pe un laptop si o interfata D-CAN.. Poti afla ce o doare..

Pentru ca ai primit aproape tot ce trebuie sa stii; un bmw nu e o masina simpla la intretinut! Asadar, in caz ca nu stiai, pe langa faptul ca nu sunt multi mecanici priceputi la bmw asta o sa atraga doar experimente pe masina ta. Iar cei priceputi fie timpul lor te va costa pe tine mai mult fie nu sunt in zona ta. Ce profesezi la 19 ani, daca imi permiti sa te intreb? In ce masura te vezi capabil sa pui mana pe o cheie de reparat..? Daca stai la casa.. cateva lucrari de intretinere le poti face tu insuti.. iar pe viitor, nu se stie niciodata.. Daca stai la bloc ideea de mai sus devine muult mai complicata.. mult.

Pe logica prezentata cu insistenta mai sus, in familie mai este un BMW cu filtru DPF si are teava ruginita pe interior, la sudurile din teava.. Un dram de fum nu are pe ea. O fi stricat motoru ca nu are depunere de fum pe teava!? Porneste in fiecare zi, e condus in fiecare zi si e intretinut de mine. Eu zic ca a mea nu are nimic pe cand cele care au fum depus pe teava au ceva probleme la evacuare. Una, doua, trei, o suta - nu conteaza. Pot sa oun poze pentru evidenta. Si stii ce e interesant? Ca si aia care zic ce zic despre filtrele astea DPF sunt cei care stiu si le cunosc functionarea, sunt de aceiasi parere cu a mea...

-pentru ca nu sunt cunoscute.. -pentru ca probabil au pret mai mare.. multi dintre noi ne uitam la pret, mai ales cele performante vin cu pretul lor (vezi urmatoarea ratiune). -in general cei mai multi dintre noi soferii suntem interesati la o anvelopa de aderenta si fiabilitate, anduranta.. - ..in decursul vietii unei anvelope.. penele sunt destul de rare, daca se conduce predominant prin orase care sunt mentinute curat la nivel de asfalt.. -pentru ca poti face o pana mai mare de 5-6mm si atunci necesita probabil inlocuire cu totul.. Cred ca am pus destule ratiuni Imi amintesc ca o data o vulcanizare mi-a spus ca nu imi poate repara cauciucul (..Michelin, nou) pentru ca pana facuta ar fi fost prea aproape de marginea anvelopei.. si nu era sigura din p.d.v. al sigurantei rutiere si au refuzat sa faca pana. Vroiau sa puna nou. Bine-nteles ca am ales sa merg in alta parte unde s-a putut repara. iar cauciucul a "imbatranit" pe masina bine mersi.. Ca paralela la acel cauciuc cu protectie interioara la pene .. probabil ca la coltul anvelopei o gaura de 5-6mm protectia nu o sa tina.. ca nu cred ca aia din poveste mea vroiau doar sa imi vanda un cauciuc al lor..

Ce sa zic, nu trebuie decat sa imbunatatim logica in privinta noxelor.. Inca o data, daca filtru e fisura sau are alte daune trebuie reparat. Daca aia a fost cu furtunul sugrumat.. ai schimbat busonul.. dai inainte.. ca acuma merge din nou. Probabil mergi tu mai tare si de aceea se ridoca si temperatura la antigel.

Deci tot nu ai inteles ca DPFul E PRECUM UN DOP, de el nu trec decat gaze curate sau curatate, INDIFERENT de regim? Nu se deschide nimic in el sa treaca asa putin fum ca motorul sau soferul merge subturat.. ..daca si subturat da fum, atunci dieselul ce fum scoate turat.. sau la tine e invers ca la toate celelalte dieseluri?? ..pentru ca are filtrul DPF in toate mintile..