AdBlue – restricted driving range

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• xlsx
  001_Initial LOG with FCD LOGGER (15778/3).xlsx There was nothing in the initial LOG to suggest a fault related to AdBlue
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• xlsx
  001-1_Initial LOG with the FCD LOGGER (15778/4).xlsx There was nothing in the initial LOG to suggest a fault related to AdBlue.
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• xlsx
  002_Regeneration LOG (15778/5).xlsx The LOG focused on the ability to regenerate came out as faultless, the regeneration was successful with a temperature of over 700°C for the DPF, reducing backpressure and clogging.
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• txt
  DTC LOG (15778/6).txt The fault was stored in the engine control unit and cleared - test drive approximately 150km without fault activation.
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• txt
  Fault code in EOBD - pending (15778/7).txt The fault code stored by the EOBDII protocol – P204F – pending
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• txt
  Readiness code (15778/8).txt The LOG is recorded before all the readiness codes are completed. After deleting the fault from the engine ECU and the EOBDII log, where all the readiness codes have been completed EXCEPT for "Heated catalyst monitoring: Failed or Incomplete".
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• xlsx
  003_Motorway driving without fault logging (15778/9).xlsx At this point everything seems to be operating as normal, standard NOx levels, standard urea injection behaviour. There's nothing to indicate a malfunction.
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• docx
  TPI2040064/15 (15778/10).docx TPI information related to the fault:
  https://comm related to the unity.dieselschrauber.org/viewtopic.php?t=31284
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• pdf
  TPI TPI2045062_3 – one of the possible fault causes (15778/11).pdf If the P204F fault still doesn't occur, you should follow this TPI and delete the range message.
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• xlsx
  004_Motorway driving without logging fault (15778/12).xlsx Once the CAT and DPF temperatures are reached, AdBlue injection is active and injection is occurring, as can be recognized in the urea pressure drops.
  
  The NOx content on the sensor is standard when compared to another vehicle. Unfortunately, there is no second NOx sensor, so it's impossible to determine if the NOx conversion is occurring correctly.
  
  The test drive is without a recorded DTC.
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• xlsx
  005_Motorway driving without stored DTC – different vehicle Škoda Superb DFCA (15778/13).xlsx Driving log using the same system, the NOx values are similar, so there is no reason to think that the Audi engine produces more NOx than usual. The NOx sensor malfunction could be questioned.
  
  The whole system works as expected, and there is no reason to look for the cause of the P204F fault message anywhere other than the SCR system itself.
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• mwf
  Urea injector control waveform (15778/14).mwf Standard waveform, no electrical fault or mechanical damage to the valve.
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• xlsx
  006_LOG_Suspecting no injection of AdBlue (15778/15).xlsx Looking carefully at the graphs, it appears that in some places, despite injector activation, there is no pressure drop, hence the suspicion of intermittent non-injection of urea.
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• mp4
  Inspection of the injector by VCDS and mechanical non-injection (15778/16).mp4 It turned out that just after the test drive, when it was suspected that the injector might not be injecting, the injector wasn't, in fact, injecting urea.
  
  The injector was disassembled and tested on the test bench, where it successfully started working. Therefore, it was returned to the vehicle, where it didn't stay for long and was eventually replaced with a new one because it was occasionally not working.
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• CSV
  VCDS SCR metering quantity test (15778/17).CSV The injector doesn't inject mechanically. The pressure is sufficient - measured with our own pressure gauge.
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• mwf
  002_Old injector (15778/18).mwf You can't see any difference on the oscilloscope whether the injector is injecting. This recording is from an old injector when it wasn't mechanically injecting.
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• mwf
  001_New injector (15778/19).mwf You can't tell the difference on the oscilloscope whether the injector is injecting or not. This recording is from a new injector at the point when it was mechanically injecting.
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• xlsx
  007_Test drive with old injector + storing of DTC + efficiency test (15778/20).xlsx The captured point of doing the efficiency test while driving, at the same time it looks like the injector isn't relieving much pressure. Fault code P204F. Old injector.
  
  The location of the likely SCR efficiency test is highlighted in the log.
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• MOV
  Defective AdBlue injector (15778/22).MOV Intermittent AdBlue injector not injecting
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• xlsx
  008_Test drive with new injector without fault code recording and without test. (15778/23).xlsx During the test drive, everything appears to be working correctly including injection, but the test hasn't been carried out. So we cannot determine if the fault has been fixed by replacing the injector.
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• xlsx
  LOG recording point when the fault code P204F was stored. Through the self-test of the control unit (15778/24).xlsx The recorded moment when the unit performed the self-test by closing the exhaust flap, opening the low-pressure EGR valve, and closing the intake flap and the high-pressure EGR valve. The actual NOx value is higher than expected. These values reveal the location where the fault was recorded:
  
  Nox Sens. Dwnstrm. SCR Cat Conv, Nox Conc. According To Diagnosis Nox SWORD
  Nox Sens. Dwnstrm. SCR Cat Conv, Nox Conc. Limit Value Diagnosis Nox SWORD
  
  I used these values as a base and found other connections in the log. It was always the same test in deceleration. Verified several times. So now we know how the unit tests the effectiveness of the SCR system.
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• txt
  Everything is probably connected with the readiness codes (15778/25).txt Catalyst monitoring: Failed or Incomplete
  Heated catalyst monitoring: Failed or Incomplete
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• xlsx
  009_LOG_GAS_NOX (15778/26).xlsx The values on the NOX sensor and the real NO coming from the exhaust are identical. The urea injection is active only about 5%. Nevertheless, I expect the NO value to be half or a third of that since NOx is made up of NO2 and NO. Despite the correct OXI-CAT temperature, there was a high NO reading at the outlet of the exhaust, and it was almost equal to what the NOx sensor was showing.
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• xlsx
  DPF condition – has reasonable leak-tightness (15778/27).xlsx You could find more leakproof. A completely leakproof filter emits less than 1 000PN [1/cm³]
  Filters with some mileage will have a limit of 200 000PN [1/cm³]
  Anything above 200 000 PN [1/cm³] will cause problems both to the vehicle systems and at the emissions test when the smoke level is measured.
  A filter that isn't functioning at all emits above 3M PN [1/cm³].
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• xlsx
  010_LOG_after_repair (15778/32).xlsx Final LOG during which the unit tested the SCR efficiency - all good!
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