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Specifically, under what operating conditions do "Passive" regenerations occur? Please provide manufacturer's documents to support your claim(s).
This interesting. So, 572°F applies to the Sprinter as well???PASSIVE REGENERATION:
• Passive regeneration occurs when the exhaust temperatures are naturally high enough (no additional heat is needed from the DOC) to oxidize the soot in the DPF faster than it is collected.
• Passive regeneration typically occurs when the temperature of the DPF is above 572°F (300°C). This occurs during highway driving or when driving with heavy loads.
• Since passive regeneration occurs naturally, it is considered to be normal engine operation. No fuel is added to the exhaust stream during passive regeneration.
http://www.nissantechnicianinfo.mob...vember_Issue_4/Diesel_Particulate_Filter.html
PASSIVE REGENERATION:
• Passive regeneration occurs when the exhaust temperatures are naturally high enough (no additional heat is needed from the DOC) to oxidize the soot in the DPF faster than it is collected.
• Passive regeneration typically occurs when the temperature of the DPF is above 572°F (300°C). This occurs during highway driving or when driving with heavy loads.
• Since passive regeneration occurs naturally, it is considered to be normal engine operation. No fuel is added to the exhaust stream during passive regeneration.
http://www.nissantechnicianinfo.mob...vember_Issue_4/Diesel_Particulate_Filter.html
Never monitored the DPF temps, ..I do have the scangage II but never set it to exhaust temp.You monitor your temps, what do you normally run while highway driving
Estimate it certainly would! Apparently around 450°f oxidation starts, 572° as per graphic the rate becomes more efficient with the increased temperaturesand did insulating your DPF increase the temperatures?
Everything I've read indicates it takes a catalyst to get passive regeneration at those low temps.Never monitored the DPF temps, ..I do have the scangage II but never set it to exhaust temp.
Estimate it certainly would! Apparently around 450°f oxidation starts, 572° as per graphic the rate becomes more efficient with the increased temperatures
How about This:Everything I've read indicates it takes a catalyst to get passive regeneration at those low temps.
https://www.ctscorp.com/products/se...lter-dpf-knowledge-base/basics-dpf-operation/
http://www.cumminshub.com/emissions.html
https://www.energy.gov/sites/prod/files/2014/03/f9/2004_deer_chatterjee.pdf
Interpretation of the temperature required to burn off, - meaning restore to clean. .. a crossover regenerate sweet spot is required. .. Doesn't spite the fact that cleaning oxidation starts earlier.Attaching two documents from Mercedes about the V-6 diesel exhaust after treatment including the DPF.
In the first document a description of the DPF indicates in order to burn off the soot particles, temperatures of over 600 degC are required. It also states that these temperatures are not reached during normal operation of the diesel engine.
The second document describes the function sequence for DPF and the regeneration cycle.
enjoy,
Good info. Is the DPF soot load estimate a standard parameter on a ScanGauge II? Or did you have to program it in?on my 2015, I can watch the DPF soot load estimate using scangauge II
while in general, the value increases while driving, and decreases during DPF regeneration events, it goes up and down, depending on driving conditions. this downward-trend during driving (outside regeneration) is either passive regeneration, or re-ordering of soot within the DPF which allows reduction in differential pressure (which is used in estimation of the DPF soot load)