An article about the particulate filter - what it is for, features and operation of the part. At the end of the article - a video about the device and the purpose of the particulate filter.
The content of the article:
Since 2000, the diesel equipment of passenger cars has received an additional part in the exhaust system - a particulate filter. It is expected that the filter element will reduce the high emission of particulate matter and CO2 into the atmosphere.
According to the status of the Euro-5 standard, the installation of a filter unit on a car is mandatory. The unit really reduces the emission of soot into the environment by 90%, but at the same time it requires a full cleaning after a maximum of 20-30 thousand mileage.
Given that Russian-made diesel fuel contains five times more sulfur than European diesel fuel, drivers are forced to clean or completely replace the filter every 10,000 runs.
The classic purpose of the part
The diesel particulate filter reduces the emission of fine soot particles by filtering the exhaust gases. Carbon deposits are formed when fuel is not burned properly. The chemical composition of soot depends on the parameters of the fuel, most often these are heavy particles, hydrocarbon dioxide and oxide, sulfur dioxide, water, nitrogen oxide, in different proportions.
At the heart of the part is a ceramic ingot of a cellular shape, enclosed in a welded metal casing. An exhaust gas purification unit is installed immediately after the catalyst, making up a single part with it. The filter and neutralizer are located in the same bank, directly after the outlet manifold. In some models, an oxidation-type auto catalyst and a filtration element are combined into one unit. Technologically, the part is called a catalytic type filter.
The original part is quite expensive due to the precious metal that is included in the filter structure. Iridium and platinum neutralize exhaust emissions and trap soot particles.
The particulate filter cells are either square or octagonal in shape. Closed on different sides, they create a complex passage for the exhaust gas, thanks to which the new filter, according to measurements, releases almost clean air under high pressure into the atmosphere.
The unit performs two functions during operation:
- spent fuel filtration;
- soot regeneration.
Restoration of the filter unit
The latest generation filter units (since 2010) have two types of soot recovery - automatic (passive) and forced (active).
In modern foreign cars, a passive system is more often used that burns soot using an exhaust (from 500 degrees). This happens at high speeds without any additional command from the ECU.
Passive regeneration method is that the manufacturer came up with the idea of adding a special additive to diesel fuel. This method is acceptable if the car is not often used for country trips. The mode of operation in the city with frequent stops is the most detrimental to diesel configurations.
Active recovery involves forced temperature build-up in the node for complete oxidation (combustion) of plaque. Depending on the parameters of the engine, there are several ways of forced regeneration:
- Late fuel supply.
- When the gases are released, an additional injection occurs.
- Electrical heating
- Using microwaves to heat spent fuel.
Volkswagen engineers most often install a particulate cleaner with a catalytic shell (coating) on their models. The exception is the Transporter minibus models, which are the first in line at the car service to remove this unit. After a run of 30,000, no regeneration of the unit, cleaning, flushing, etc., help these cars. Analogues fail after 5,000 km.
The catalytic coated particulate assembly is installed immediately after the turbine compressor and constitutes one unit with a catalytic converter in a common housing. When replacing or changing to a flame arrester, both parts are knocked out. The unit is based on a ceramic porous jar, the cell walls of which are coated with a layer of platinum, iridium, cerium oxide and aluminum.
The catalytic material coated filter assembly can be passively and actively regenerated. Passive recovery occurs every minute during engine operation at high speeds due to the exhaust temperature (at least 500 degrees).
Active recovery is carried out through additional heating of the soot unit, either with additional injection at different cycles, or with the connection of additional units. Active cleaning occurs within 10 minutes after the ECU has processed the data from the exhaust system sensors. The indicators are based on:
- air flow;
- gas temperature before and after the filter unit;
- parameters of the pressure drop in the catalyst.
The developers of the design of the exhaust gas purifier is the Peugeot-Citroen concern. As a basis, the engineers took a cerium additive, which ensures the combustion of soot at medium temperatures (from 450 degrees). This design is installed after the catalyst and is a separate unit.
The fuel additive with a volume of up to five liters is located in a separate container, which is either built into the fuel tank or placed in the engine compartment. A volume of 5 liters is enough for a run of 150,000 - 180,000 km. Measuring the additive level is similar to checking the brake fluid level, based on a float with a scale. The addition of the additive occurs while filling the fuel tank proportionally.
The particulate filter, like the catalyst, is certainly a necessary unit in a car, but since there are enough problems with maintenance, replacing the unit, drivers prefer to remove the regular unit after the resource is exhausted. At the same time, it is worth remembering that removing the catalyst and filter, as well as replacing it with a flame arrester, is an administratively punishable action. To risk or not is an individual choice.
Video about the device and the purpose of the particulate filter:
And this is hardly surprising given the rather high cost of fuel throughout the European Union. And besides, their hybrid car counterparts, as well as electric cars, still have a long way to go in order for them to make economic sense for buyers. This is due to the fact that hybrid and electric vehicles are very expensive compared to their traditional versions, which makes it impossible to recoup this overpayment of funds when buying the above cars.
In countries where the cost of fuel is very high, people (motorists) are guided primarily by the fuel consumption of the car. It is for this reason that in Europe motorists prefer to buy for themselves. In addition, in recent years, consumers are not happy with what is on the machine, which is fundamentally different from the one declared by the manufacturer in the specification.
Due to the rampant popularity of diesel engines, practically. For example, diesel models of cars of the Mercedes-Benz CLA and BMW X3 brands have recently appeared on the car market, which already consume much less fuel than their traditional counterparts.
There is another reason that explains the reason for the popularity and love of Europeans for diesel engines that they liked so much. It is quite simple and is as follows: mainly at certain engine speeds, less powerful when compared with gasoline engines, but they have more torque at low speeds, which gives the driver an advantage in using the car in dense city traffic.
If you want to hit 50 km/h as fast as possible from a standstill or need to tow your car from point A to point B, then a car with a turbo-diesel setup will do it best.
True, in addition to the advantages of a diesel engine described by us, it naturally also has disadvantages. The thing is, diesel fuel itself is considered, and so it is, a very dirty product of oil refining (almost like fuel oil). It is for this reason that servicing diesel engines is usually much more expensive than gasoline units (engines). One of the most important components in the exhaust system is the so-called particulate filter (abbreviated as DPF). The cost of replacing it is quite expensive (from 1000 Euros, depending on the model and brand of the car). It is about him (about the filter) that we will tell in our article today. But before moving on to this topic, let's plunge into history together.
Particulate filters appeared in the early 80s, they were installed on powerful SUVs. Further, these filters began to appear on diesel trucks. Starting in 1987, the installation of a particulate filter became mandatory in the USA and Europe, all in accordance with environmental regulations adopted at that time.
Over time, equipping with a particulate filter has also become mandatory. In our time and today, it has already become the world standard for basic environmental regulations.
The particulate filter is primarily intended to reduce the level of pollutants in the exhaust of a car. That is why on cars where this particulate filter is not installed, due to solid particles of diesel combustion products from the exhaust pipe of the car, black and unpleasant smoke enters the atmosphere (knocks down).
Modern particulate filters skillfully cope with the purification of exhaust gases during diesel engine operation. Right now, especially in recent years, new diesel cars do not smoke and do not release black smoke into our atmosphere.
Pay your attention to the picture located at the beginning of the article, which shows a particulate filter installed on an Audi A8 3.0 TDI car.
Thanks to innovative technology, this filter helps to clean the exhaust from the engine, in the end it is no different from the exhaust that comes from a gasoline engine (in terms of the content of those solid and harmful particles).
Despite its appearance, this particulate filter performs a very important task.
This element in the car is very important. To our regret, despite its decent cost, this is just an ordinary “consumable”, which periodically has to be (should) be changed. Traditionally, if your car is under warranty, then if necessary, you will definitely be offered to change the particulate filter.
The service life of the diesel particulate filter may vary, depending on the operating conditions of the vehicle, its mileage, etc. conditions. For example, if the owner of the car makes fairly frequent but short trips, then the particulate filter may fail much faster than expected. And besides, if the vehicle is often used (operated) at low speeds, for example, in a city, then the exhaust gas purification system will not be able to effectively regenerate the removal of accumulated soot that the filtration system has collected in itself.
As a rule, the DPF iron case itself hides a complex system of a mixture of solid components. Most of the insides of the particulate filter are carbon microspheres through which the exhaust gases pass, and they leave behind the resulting soot. Thanks to such a chemical reaction from various metals, into which harmful solid particles enter, all combustion products of diesel fuel are neutralized by 80%.
In recent years, many cars have also been equipped with an exhaust gas recirculation system, which affects the consumption of diesel fuel, which naturally leads to a decrease in global emissions of harmful emissions into the atmosphere due to a decrease in fuel demand.
Taking into account the fact that since 2016 new environmental requirements (Euro-6) have been introduced in Europe, attention to diesel engines will only increase. Most likely, in the near future, many automakers will present to the public their new technologies for cleaning exhaust gases.
It is worth noting that recently in Paris and London they decided to ban the use of diesel cars in the city itself, which will begin in 2020. But despite this decision, it seems to us that diesel power units still have a future. After all, this engine itself is reliable and efficient when compared with gasoline engines. And do not believe anyone that soon all diesel engines will be a thing of the past (disappear).
Modern progress continues to move at a frantic pace and therefore, the development of the automotive industry itself will also develop at a very rapid pace, and this will allow car companies to invent the latest modern turbo diesels and new innovative cleaning systems.
The introduction in 2005 of the EURO-4 environmental standard, which regulates the amount of harmful emissions into the environment by cars with internal combustion engines, forced car manufacturers to apply a technical solution that would make it possible to achieve a significant reduction in emissions of substances harmful and hazardous to human health (soot, nitrogen oxide NOx , carbon monoxide, etc.)
It is for this reason that most modern diesel vehicles produced since 2004 are equipped with a soot neutralization system, the main element of which is the “particulate filter”.
The name itself - "particulate filter" - explains its purpose: to retain soot particles, which are a product of the combustion of diesel fuel.
The following diesel particulate filters are most widely used:
1) DPF(Diesel Particulare Filter) closed-type particulate filters
2) FAP(Filtre a Particules) closed-type particulate filters with regeneration function
The principle of operation of the particulate filter
The particulate filter is a metal cylinder filled with a special heat-resistant ceramic material with a honeycomb structure that is able to trap small soot particles. The engine control unit monitors the throughput of the particulate filter and, if necessary, starts regeneration, i.e. the process of cleaning the filter from soot accumulated in it. Regeneration can be passive or active. With passive regeneration, soot is burned while the car is moving under load, for example, when driving on the highway, when the temperature in the filter reaches 350-400 degrees and above. When driving around the city or over short distances, in the case when it is not possible to warm up the particulate filter to the desired temperature, and the sensors detect that the filter is fuller than normal, the process of active regeneration starts. To do this, after the main portion of fuel, another additional portion is supplied to the engine cylinders, the EGR valve is closed, if necessary, the turbine geometry control algorithm is changed. The incompletely burned mixture, through the exhaust manifold, enters the catalyst, which is installed in front of the particulate filter, and there it is afterburned. At the same time, the temperature of the exhaust gases passing through the catalyst rises significantly. Further movement of heated gases along the exhaust tract leads to an increase in temperature in the particulate filter up to 500-700 degrees. The soot starts to burn off. This may be indicated by black smoke coming out of the chimney. Instantaneous fuel consumption and idle speed increase.
In the exhaust system of Euro-4 turbo diesel vehicles, there are usually three sensors: a temperature sensor, an oxygen sensor and a differential pressure sensor. If the engine control unit detects incorrect operation of any of the components of the system responsible for controlling the correct mixture formation, an oxygen sensor, a flow meter, an EGR system, a fuel level sensor, a reagent (urea) level sensor, a fuel level sensor in the tank, and some others, this will lead to impossibility of regeneration of the particulate filter. As a rule, in such cases, the emergency operation of the engine is activated (a warning symbol will light up on the instrument panel, the engine will lose traction, maximum speed will decrease to 2500-3000 min-1, fuel consumption will increase and exhaust smoke will increase) It is important to note that numerous unsuccessful attempts particulate filter regenerations do not pass without a trace for the car. During the regeneration process, the rich air-fuel mixture does not burn completely, and some of the unburned fuel still enters the engine oil, thereby diluting it. Over time, you may notice that the oil level has become significantly higher than the “max” mark. This not only reduces the lubricating and protective properties of the oil, which can harm the motor. Low viscosity oils move through seals more easily and leaks can be found in unexpected places. And the ingress of oil into the intercooler, and then, together with the forced air into the engine cylinders, can cause an uncontrolled combustion process, up to the physical destruction of the engine.
The consequences of operating a car with a clogged particulate filter
Volkswagen Multivan particulate filter clogged, but the car continued to operate further, which led to the destruction of the filter. The filter fragments were blocked by the exhaust gas temperature sensor, which led to a complete clogging of the exhaust system. A high back pressure of the exhaust gases was created in the exhaust manifold, from high temperature and pressure, its surface led and the gases began to break through the exhaust manifold gasket. As a result, the turbine, exhaust manifold and EGR valve had to be replaced. The diesel particulate filter has been removed and the engine management software has been replaced to work correctly without a filter.
Often, obstruction of the particulate filter and high pressure inside the exhaust tract cause the EGR valve of the exhaust gas recirculation system to fail. Conversely, a faulty EGR valve can be the root cause of diesel particulate filter failure.
Diagnosing a particulate filter problem
The sooner a particulate filter problem is identified, the better. Regular diagnostics and timely maintenance will help to solve the problem at an early stage.
Symptoms of problems with the particulate filter are:
Reduced engine thrust
- periodically appearing increased opacity of exhaust gases
- increased fuel consumption
- erratic idle speed
- increased engine oil level in the engine
- unnatural, hissing sound when the engine is running
- warning signal in the form of a DPF filter icon on the instrument panel
What are the "pros" of removing the particulate filter?
No similar problems in the future
- restoration of traction characteristics of the engine
- lower average fuel consumption
- eliminates the need to use expensive motor oils
designed for cars with diesel particulate filters
- no need to fill with reagents (AdBlue, EOLYS, etc.)
- the cost of the removal procedure is many times lower than the cost of a new particulate filter, the service life of which during operation in our conditions is significantly lower than that regulated by the manufacturer
For your information
The service life of a new particulate filter (FAP / DPF) when using our diesel fuel and operating in our climate zone is approximately 20 ... 120 thousand km.
The price of a new particulate filter is in the range of 900…3000 euro.
If the economic component of repairing your car is important for you, and buying a new particulate filter does not suit you due to the high cost, then the option of promptly removing the particulate filter is the best and most profitable solution for both you and your car.
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What is a diesel particulate filter?
During the combustion of the fuel-air mixture, exhaust gases are formed, which include soot, that is, small mechanical particles that pollute the atmosphere. In the late 1990s and early 2000s, the question of the contribution of transport to air pollution became acute. The engineers were given the task of minimizing the amount of harmful substances in automobile exhaust. To this end, new elements were included in the standard exhaust system scheme - a catalytic converter and a particulate filter.
A catalytic converter, as the name implies, neutralizes harmful substances. In particular, hydrocarbons, water vapor and carbon monoxide are converted into relatively harmless carbon dioxide, and nitrogen oxides into nitrogen. The particulate filter is designed to trap microscopic particulate matter. Since 2011, the presence of these two elements has become mandatory for the operation of a car in the European Union and its compliance with Euro-4, Euro-5, Euro-6 toxicity standards.
Diesel particulate filter design
It is usually installed immediately after the catalyst, there are also options paired with a catalyst in one housing. They stand, as a rule, immediately after the exhaust manifold, turbine or exhaust pipe. It is here that the exhaust gases are heated to a high temperature of about 300-400 degrees.
The filter itself is a matrix structure, dotted with inlet and outlet channels, the walls of which have a porous structure. It is in these pores that soot settles. The matrix is made of refractory ceramics. The whole structure is enclosed in a metal case.
Cells and channels can have both square and octagonal sections. The latter work more efficiently, as they are capable of retaining truly microscopic particles with a diameter of no more than one micron. At the inlet and outlet of the filter, sensors are installed that analyze the composition of incoming and outgoing gases. Ideally, a practically harmless exhaust with a sour smell comes out of the particulate filter.
It is easy to guess that over time the filter becomes clogged and needs to be replaced. However, the developers went the other way, coming up with a regeneration system.
Diesel particulate filter regeneration
If the filter is clogged, engine power is significantly reduced, as a serious obstacle appears in the path of the exhaust gases. This problem is solved with the help of regeneration - burning soot at high temperatures of the order of 500-600 ° C.
Volkswagen vehicles are fitted with platinum catalytic coated filters that neutralize soot particles at normal operating temperatures. That is, passive regeneration occurs in them during operation. Although, it is worth noting that it is the owners of Volkswagen cars that are the leaders in contacting service stations due to problems with the particulate filter.
There are several types of regeneration:
- active - by deliberately raising the temperature of the exhaust gases;
- passive - with the use of a catalyst;
- by adding special fuel additives.
As soon as the filter is clogged, a corresponding signal is displayed on the instrument panel and the EGR system (exhaust gas recirculation - Exhaust Gas Recirculation) is activated. We will not describe all its varieties, but the most common one is that the exhaust gases are sent back to the cylinders through a special valve, due to which their temperature rises. Soot completely burns out at 600°C.
(function(w, d, n, s, t) ( w[n] = w[n] || ; w[n].push(function() ( Ya.Context.AdvManager.render(( blockId: "R-A -136785-3", renderTo: "yandex_rtb_R-A-136785-3", async: true )); )); t = d.getElementsByTagName("script"); s = d.createElement("script"); s .type = "text/javascript"; s.src = "//an.yandex.ru/system/context.js"; s.async = true; t.parentNode.insertBefore(s, t); ))(this , this.document, "yandexContextAsyncCallbacks");In some models, a special heating element is installed directly in front of the particulate filter. There is also such an option when a series of additional fuel injections is carried out on the exhaust stroke. In short, regeneration is best done automatically while driving at high engine speeds.
It is clear that in the conditions of the city it is difficult to drive at high speeds for a long time. In such cases, you can go to the service station, where the filter is washed under pressure with special washes. Peugeot and Citroen found their way out of the situation by developing a system for adding additives to diesel fuel to clean soot. Such a system was later used by Toyota and Ford engineers. An additive containing cerium is poured into a separate tank and injected into the fuel in small portions, it lasts for several tens of thousands of kilometers.
Such an additive has a minus - it settles at the bottom of the particulate filter and it is almost impossible to remove this sediment. Thus, the average life of a particulate filter is approximately 100-150 thousand km.
Diesel particulate filter replacement or complete removal
Despite regeneration, over time, the particulate filter becomes so clogged that it is impossible to clean it with any additives and temperatures. Flushing at the service station also does not give the desired result. Let's say right away that the original filter is quite expensive, even a used one will cost from 15-20 thousand, for a new one, depending on the model, get ready to pay from 30-50 to 100 and more thousand rubles.
You can, of course, buy a cheaper copy or emulator, but the editors of the site do not recommend doing this, since this part must withstand very high temperatures, and precious metals are used in its production. That is, a car fire is quite real if you install a cheap particulate filter.
But motorists have found a simpler solution to the problem - the complete removal of the particulate filter. True, here you will need the help of not only an auto mechanic, but also a programmer, since you need to make changes to the program code - completely remove the filter data from In a word, you will need a complete flashing of the electronic control unit.
The particulate filter is removed as follows:
- it is removed;
- the metal case is opened with a grinder;
- knock out the matrix;
- brew the remaining jar and set back.
Next, the control unit is reflashed - this is the most difficult and crucial stage, since due to incorrect reprogramming of the ECU, there may be problems with the operation of the diesel fuel injection system. After removing the particulate filter, the cost of maintaining the car will decrease and engine performance will improve: power, traction, dynamics.
In general, everything is clear from the name of this device: it is just a filter that traps soot. It was invented for the sake of the environment, and therefore, initially against the interests of motorists. Although it would be foolish to say that this is a completely useless thing. Of course it isn't. If you see a new diesel car, put your nose to the exhaust pipe. The absence of a black coating on your face interested in the experiment and a sour smell instead of the stink of burnt diesel fuel is the merit of the particulate filter. In general, this is where his merits end. It does not add one hundred (or even five hundred) horsepower to the engine, but while it is fresh, it does not take it away. Problems begin when the filter becomes clogged with soot. But more on that later. First, let's see what it is from a technical point of view.
Before us is the particulate filter of the Volkswagen Transporter T5. By the way, T5 is one of the leaders in terms of service attendance with the need to do something with a particulate filter. So, the filter has already been dismantled and lies in front of us. To an inexperienced eye, it may seem that this is some kind of piece of iron with wires. This is partly true, but let's look at its device.
The catalytic converter and particulate filter are combined in one housing. If you look from the beginning of production, then the catalyst will be the first on the exhaust gas road, but inside the can of a larger diameter there is just a particulate filter. But look: there are still some tubes and wires! What it is?
Let's throw the first wire aside: this is the oxygen sensor connector, which has nothing to do with the soot. But everything else just has the most direct relation to the filter. One of the connectors is a temperature sensor connector. There are two of them in total, one before the filter, the other after (we left it on the outlet behind the filter, and there is no connector in the photo). Two more tubes belong to the differential pressure sensor. As the name implies, it measures not just pressure, but the pressure difference before and after the filter. More, in general, there is nothing interesting in the filter. But let's see how it works.
Exhaust gases through the catalyst (in this model through the catalyst, but it happens that there is a filter, but there is no catalyst) enter the filter. The particulate filter itself consists of a large number of crypts - deaf perforated gas channels. Passing through these channels, unburned carbon particles settle on their walls. Detaining these soot particles is the task of the filter. The question arises: why do we need temperature sensors and a differential pressure sensor? These devices monitor the condition of the filter. The control unit contains parameters of temperature and pressure difference at the inlet and outlet of the filter. If, for example, the inlet temperature is very high, and the outlet temperature is too low, the ECU “understands” that something is wrong with the filter. It's the same with pressure. If it is too high at the inlet and too low at the outlet, then the filter is clogged. Since the filter clogged with soot is no longer able to pass gases in normal mode, the engine has a hard time. And in this case, the situation must be corrected. Here we come to the next issue, which cannot be missed - particulate filter regeneration.
What is regeneration?
Regeneration is a filter self-cleaning procedure. It is performed in different ways, depending on the type of filter and directly on the regeneration start algorithm.
There are two types of particulate filters: DPF (such as on our experimental Transporter, these are usually found on German cars) and FAP (the development of the PSA concern, they are on Peugeot, Citroen, can be found on Fords, Volvo and some other brands). The differences between DPF and FAP are small.
Consider how regeneration takes place in DPF filters.
The self-cleaning method is simple: everything that has settled in the filter channels is burned out. For this, fuel is used, supplied either additionally through the engine nozzles, or through a separate special nozzle. At a temperature of 600-800 degrees, the soot in the filter burns out (although not always). FAP is distinguished by the presence of a special liquid, which is poured into a separate tank. This liquid is called Eolys, it acts as a catalyst that allows you to reduce the temperature of soot burning. In this system, regeneration takes place at 400-450 degrees.
Regeneration can be spontaneous or forced. In the first case, the computer starts it based on the readings of the temperature and differential pressure sensors. In addition, the control unit may sometimes have a fuel consumption counter, and then regeneration can be started when the amount of fuel burned prescribed in the computer is reached. All this is spontaneous regeneration. Forced, as the name implies, is run manually to clean the filter, for example, in a service.
Normally, regeneration, depending on the brand of the car and the conditions of its operation, can take place every 1,500 - 5,000 kilometers. If it starts running more often, then the filter will soon end: the procedure cannot ensure that the temperature parameters and pressure difference enter the norm. Most likely, the deposits in the filter have passed to the stage when they can no longer be burned.
In services, they don’t really like to turn on forced regeneration. Firstly, it can be simply dangerous: the temperature rises strongly, the car must be far from combustible and flammable materials. Secondly, if spontaneous regeneration does not help, then forced regeneration is also unlikely to give anything.
However, the ECU is not always able to start regeneration. This procedure requires certain conditions: a sufficiently long rectilinear movement of the car with a relatively uniform high speed. In urban mode, such conditions are sometimes simply not there. And it is highly recommended not to interrupt the regeneration that has begun. This is a big inconvenience. We arrived at work - and here regeneration is in progress. Sit and wait 10-15 minutes, or better yet, drive along the highway. And if you forcibly turn off the engine, then the regeneration will not be completed. Therefore, after the next start and warm-up, there will be a request again and again until the procedure completes correctly. And this is fuel consumption, up to 3-4 times more at idle and in heavy traffic. This is an increase in oil level. With all the consequences: from extrusion of oil seals to spacing. And always - a decrease in the lubricity of the oil. In especially severe cases, when the regeneration does not go well and does not complete - errors on exceeding the limit of regeneration attempts or "regeneration is not possible, forced is required." Or similar errors - they are different for different brands.
Perhaps this is all the main thing we need to know about regeneration. Let's move on to the next question: why does the particulate filter fail.
What affects the life of the particulate filter?
It is obvious that the excess soot in the exhaust gases quickly “kills” the filter. There are only two reasons for the increase in the amount of soot: excess fuel and lack of air. The first is possible in case of a malfunction of the fuel equipment - for example, when a nozzle leaks.
The lack of air can be arranged by the owners themselves. The service specialists recalled a case when a car came to them, in which a clogged air filter had already begun to curl up inside the air duct. I don’t know how you should not love your car, but it turns out that this happens.
Sometimes there is not enough air due to boost air leaks or incorrect operation of the turbine.
And, of course, the quality of the fuel affects the smokiness.
However, even if everything is in order with the motor, over time the filter will fail due to natural wear and tear (critical clogging at high mileage). And even if the owner looks after the car well, short winter trips from home to work or to the store also reduce the resource: the engine sometimes does not have time to warm up, and there is simply no time for regeneration to start. And the filter is gradually clogged with soot. Here the question arises: what to do with it?
What is good and what is bad
There are several ways to solve the problem, but only one of them is good.
- The first method is to replace the filter with a new one. OK, looks like it's good. Only the original filter costs sometimes for a hundred thousand rubles. So the output is good, but only for Rockefeller's son-in-law. Well, or for Rockefeller himself. In general, this is not for us.
- The second method is analog installation. This is one of the most unfortunate solutions to the issue. The fact is that the original filter is not just expensive, it uses precious metals, so its cost cannot be low. Those analogues or universal filters are not only useless, but also dangerous. Do you remember regeneration? So, far from all of them are able to survive this operation, and enough cases of fire have been recorded to abandon the idea of putting some dubious nonsense instead of a filter. By the way, sometimes they suggest filling a jar with metal filings instead of a remote filter - they say it will be the same as the filter, but cheap. This also applies to "doubtful nonsense." Such a self-made filter will not ensure that the performance of the filter sensors is within an acceptable range, and errors will occur again and again. And what with such a packing and with the rest of the release can happen when trying to regenerate, it’s better not to even imagine.
- And, finally, the third way is the physical removal of the particulate filter with its software removal from the system. This is the best way to get rid of the problem once and for all. There will be no fatal consequences, except that the very sourness in the smell of the exhaust will disappear. But this, I think, is not terrible.
How is the filter removed?
So, first it is removed from the car. In our case, this has already been done, and the filter is ready to survive all subsequent procedures. More precisely, do not survive, because now it will have to be removed from the jar.
To do this, the jar is cut with a grinder. Now we have a catalyst left on one side, which we will not touch, and on the other, the filter itself. The latter is removed in two ways: they are pressed out entirely or hollowed out in pieces. Here we see the implementation of the second method in all its glory.
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Let's take a look at the extracted fragment. It can be seen from the color that at the beginning it is clogged: closer to the beginning of the release, it is already almost black. However, soot, which can be collected with a finger from the inner surface of the can itself, and from the surface of the filter, says the same.
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Now the empty jar is brewed. This can be done with argon welding, or with the usual “semi-automatic”. The first method is more suitable for rich aesthetes, because it is long and expensive, but the seam is beautiful. But there is no need to cook with argon, welding with a “semi-automatic” is quite enough here. The main thing is to then treat the seam with an anti-corrosion agent.
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Everything, the bank is collected. Some prefer to put a downpipe instead - they say, an empty can will make unpleasant sounds. In fact, due to the design of the diesel engine, the sound of operation will not change, it will not become louder. Although, of course, if the client wants, then why not.
Now it remains to install the jar in place and ... do programming.
As we remember, there is a set of sensors that control the operation of the filter. Physically removing the filter will change their readings, which can bog down the ECU. For example, the absence of a difference in temperature or pressure at the inlet and outlet will make him doubt the correct operation of the sensors or the filter. And then the error will appear again, and possibly the emergency mode too.
And don't forget about regeneration. Even if the ECU does not start it according to the readings of the sensors, it is quite capable of doing this based on the amount of fuel used. Since after such a “regeneration” of an empty can, nothing will change in the readings, the control unit can run it indefinitely. In the end, this will again lead to an error at best. At worst, the outlet will be thoroughly “fried” by high temperature, which is also not very good and even dangerous. Finally, do not forget that additional fuel is needed for regeneration. The easiest consequence is a significantly increased fuel consumption. But it's better not to face the heavy one at all. It comes when diesel fuel begins to get into the oil, as a result of which its concentration in the crankcase grows so much that the oil becomes no longer oil, but quite suitable for diesel fuel. As you know, a diesel engine does not need a spark to ignite, so if the engine starts running on a mixture of oil and fuel from the crankcase, it will not be possible to stop it by turning off the ignition. And the engine will begin to work “in the spacing”. The spectacle is terrible, but for the motor itself, this mode usually ends with exactly the same spacing.
But it is worth noting that the main reason for going into "spacing" is not just the removal of the particulate filter, but its malfunction, due to which frequent regeneration attempts lead to an increase in the oil level. Spacing can also occur if the filter is not removed. However, this is a topic for a separate discussion. For now, let's just say that such an outcome is possible with improperly performed work, and oil level control can reduce the risk. If it is above the norm, this is a cause for concern, and it is better not to start the engine at all.
In a word, it is simply necessary to disable the filter in the program. Best of all, when there is an opportunity to simply turn off this system. If there is no switch, then there are other ways that we will not talk about - a professional secret.
You also need to remove the particulate filter errors, but do not affect the entire diagnostic system. Some not the best “specialists” bang all the diagnostics, after which the car owner then drives to other service stations, where innocent servicemen dance with a tambourine around the car, which says that everything is OK in her life, but does not drive .
Instead of a conclusion
As you already understood, removing the particulate filter is practically the only acceptable way to get rid of the problem with this device. And on the one hand, it is not so complicated, but on the other hand, the price of a mistake can be very high.
And for sure, removal will be cheaper than installing a new filter (we won’t talk about analogues, everything has already been said above). True, even for three kopecks it is unlikely that someone will do this job well, so you need to choose a service carefully. So that later it would not be excruciatingly painful ...
Another nice bonus: on engines with a particulate filter, you must use a special oil, which is called "For engines equipped with a particulate filter." It is significantly more expensive than usual. But after removal, you can pour the usual.
