Service Training

Self-study Programme 558

Close-coupled Petrol Particulate Filter

Design and function

 Particulate filters have been standard in vehicles with diesel engines for a while now. This applies to passenger
vehicles, goods vehicles, buses and even tractors.
The first diesel engines equipped with particulate filters were used as early as the 1970s in mining and in
factories. The first car with a particulate filter was produced in 1985 exclusively for the American market.

Volkswagen produced its first diesel vehicle with particulate filter in 2004 for the European market.
On 1 September 2017, the emission limits for the particle number were lowered for type approvals of vehicles
with direct injection petrol engines in the EU. A transition period of one year shall apply to new vehicles that
already have a type approval.

Volkswagen is, however, already pointing the way and is fitting a 1.4-l 110-kW TSI petrol engine with particulate
filter in the Tiguan. The model with this engine is spearheading new developments in the area of petrol engines.

s558_776

The self-study programme shows the For current testing, adjustment and repair
design and function of instructions, refer to the relevant service
new developments. literature. Important
The contents will not be updated. Note

2
 Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Particulate filters for petrol engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Useful knowledge for practice. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Information on exhaust gas legislation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Exhaust gas basics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

The composition of exhaust gases from petrol engines. . . . . . . . . . . . . . . . . . . 8
The formation of particles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Measures on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

The measures inside the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
The measure outside the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Measures in the exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Petrol particulate filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Engine management system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Particulate filter regeneration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
A comparison of particulate filters for petrol and diesel engines . . . . . . . . . .24

Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

3
 Introduction

Particulate filters for petrol engines

A large amount of information is already available about particulate filters for diesel engines.
Diesel particulate filters (DPF) and petrol particulate filters work in a similar way.
So why has a Self-study Programme now been written on this subject?
Very simply:
this is a new technology for petrol engines and there are some interesting differences between diesel particulate
filters and petrol particulate filters.

For a long time, petrol engines were considered completely unproblematic in terms of particulate emissions. It
has been shown, however, that very fine particles can be produced when fuel is combusted in petrol engines.
This has been caused in particular by the introduction of direct petrol injection. Additional emission standards for
particulate matter have therefore applied to vehicles with direct injection, since the European standard 5a.

Petrol particulate filter

s558_024

You will find information on diesel particulate filters in, among others, Self-study Programmes
336 “The catalytic coated diesel particulate filter” and
403 “2.0l TDI Engine with Common Rail Fuel Injection System”.

4
Useful knowledge for practice
Particulate filters are used to protect the environment and our health.
The limits for particulate matter and particulate number are easily met when a particulate filter is employed.

Exhaust systems with petrol particulate filters are designed for the service life of the vehicles.
During “normal” driving, the driver therefore does not need to pay any attention to the particulate filter system
nor to actively intervene.

This means that the particulate filter warning lamp will not light up during normal use of the vehicle.
If the particulate filter warning lamp still lights up, you will need to go on a regeneration drive (you will find
detailed information on this from page 20).
During a regeneration drive, the engine may run with a slightly higher idle speed.
The engine may also sound rougher than usual.

Conclusion
Customers will drive models with Volkswagen petrol particulate filters in a more green-minded way.

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Generally only engine oils that comply with the corresponding Volkswagen standard may be used. If
your engine is equipped with a particulate filter, these oils will help reduce the accumulation of ash
in the particulate filter.
You will find further information about this on page 11.

5
 Introduction

Information on exhaust gas legislation

Exhaust gas legislation will become even stricter in the EU over the coming years.
New exhaust gas testing methods, lower pollutant limits and new measuring systems set new and higher
requirements for engine development.

New exhaust gas testing method

On 1 September 2017, the previous “New European Driving Cycle” (NEDC) was replaced by the “Worldwide
harmonized Light-duty vehicles Test Cycle” (WLTC) for type approvals.
The new test is more dynamic and thus closer to everyday driving.

NEDC The new driving cycle WLTC

low medium high extra high
urban extra urban speed speed speed speed

140

120

100

80

60
Speed [km/h]

40

20

0
0 200 400 600 800 1,000 1,200 0 200 400 600 800 1,000 1,200 1,400 1,600 1,800
Time [s] Time [s]
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Among other things, the maximum speed of approximately 120 km/h will rise to approximately 131 km/h and
the whole driving cycle will take longer.

Real driving emissions (RDE)

In addition to the WLTC on the test bed, another test
cycle is driven on the road.
A transportable emissions measuring system is fitted
to the vehicle for this purpose.

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6
Emission codes and emission standards
Vehicles are registered in accordance with emission codes, for example, EU6W.
The emission code includes among other things the exhaust gas testing method and one of the emission
standards. The limits for exhaust emissions are defined in the emissions standard.

The emission standard Euro 5a introduced particulate matter (PM) limits for petrol engines with direct injection.
The following table shows how the limits for particulate matter (PM) and particulate number (PN) have changed:

Emission standard For type tests from Change

Euro 5a 1 September 2009 - 0.05g/km limit for particulate

matter (PM) introduced
Euro 6b 1 September 2014 - Limit for particulate matter (PM)
lowered to 0.045g/km
- 6x1012 per kilometre limit for
particulate number (PN)
introduced
Euro 6c and 6d 1 September 2017 - Limit for particulate number
(PN) reduced to 6x1011 per
kilometre

Note: the Euro 6a emission standard does not apply to petrol engines.

You will find detailed information on exhaust gas legislation in Self-study Programme 573
“Vehicle Emissions Laws 2017”.

7
 Exhaust gas basics

The composition of exhaust gases from petrol engines

0.7%
13.1%
inert gases,
water
hydrogen (H2),
71.5% (H2O) 13.7%
oxygen (O2)
nitrogen carbon dioxide
(N2) (CO2)

approx. 0.7%
carbon
monoxide (CO)

approx. 0.2%
hydrocarbons
(HC)

approx. 0.1%
nitrogen oxides
(NOx)

approx. 0.005%
approx. 1% harmful particles (PM =
particulate
substances matter) s558_013

Only approx. 1% of the exhaust gases are classified as harmful substances. These are:
- approx. 0.7% carbon monoxide (CO)
- approx. 0.2% hydrocarbons (HC)
- approx. 0.1% nitrogen oxides (NOx)
- approx. 0.005% solids (particulate)

We presume that lambda 1 will be complied with in the figures for the composition of exhaust gases.
This specification is based on an optimum ratio of fuel mass and air mass.
Approx. 14.7 kg of air is required to fully burn 1 kg of petrol assuming there is an oxygen content of 21%. This
optimum ratio of air and fuel mass is also known as the stoichiometric ratio. The following rules apply here:
- If the actual air mass present is equal to the air requirement, the ratio is the same (lambda=1).
- If the actual air mass present is greater, the ratio is also greater and the lambda value is therefore greater
than 1.
- If the air mass present is smaller, the lambda value is less than 1.

A lambda value greater than 1 therefore indicates a lean fuel/air mixture and a lambda value
less than 1 indicates a rich fuel/air mixture. The following applies to the composition of the exhaust gas:
- If the mixture is slightly lean, the proportion of nitrogen oxides (NOx) in the exhaust gases will rise.
- If the mixture is rich, the proportion of hydrocarbons (HC) and carbon monoxide (CO) will be higher.

8
The formation of particles
We need to deal with the following questions before making a statement on the formation of particulate matter
in petrol engines:

Is the myth true that particles are formed only in petrol engines with direct injection during the combus-
tion process, but not in engines with manifold injection?
It is actually true that petrol engines with direct injection have slightly higher particle emissions than petrol
engines with manifold injection. This only applies to cold starts and the first 1–2 minutes following that,
however.

How are soot particles formed in petrol engines?

At low temperatures, it is difficult to fully atomise Intake port
the fuel droplets before combustion in petrol
engines with direct injection. The reason for this is
the short, direct path from the injector to the
combustion chamber.

Fuel droplets
The path is longer in engines with manifold injection. (shown greatly
The small droplets evaporate almost completely due enlarged)
to the longer path and the swirling that occurs.
Combustion
chamber

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You will find measures taken inside the engine to reduce soot particles in direct injection engines on
page 12.

The advantages of direct injection do outweigh the disadvantages by far, however. These are:
- Lower fuel consumption
- Greater power efficiency
- Overall lower emissions

9
 Exhaust gas basics

Soot and ash particles

Two terms need to be differentiated when we talk about particles in exhaust gas. There are two different
substances or mixtures of substances that have different causes: soot particles and ash particles.

Soot particles

Soot particles mainly consist of carbon. They can,

however, be contaminated with other molecules like hair
unburnt hydrocarbons, sulphur compounds, metal
oxides and water.
Soot is formed when there is not enough oxygen to
completely burn the carbonaceous fuel or if the fuel
is not sufficiently atomised. The particles formed
measure slightly more than 0.05 micrometres (μm) in
petrol engines similar to those in diesel engines. One
micrometre is one thousandth of a millimetre.
After leaving the combustion chamber, solid
particles are safely deposited in the particulate filter.
Volatile adhering substances evaporate very quickly
and do not accumulate in the particulate filter.

soot particles

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The structure of soot particles can only be seen when they

are magnified to a very high degree.

10
Ash particles

Ash particles are slightly bigger than soot particles.

In petrol engines, they can only be caused by
additives in the engine oil.
The oil can, for example, reach the combustion
chamber via the crankcase breather and thus cause
the formation of ash particles. Therefore, it is
extremely important for service departments to
observe the correct oil standard for the respective
engine.

Unlike soot particles, ash particles are

not burnt during the particulate filter
regeneration.

Gases from
crankcase
breather

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The latest engine oils in accordance with Volkswagen standards are low-ash oils.
They contain hardly any additives like sulphur, zinc, calcium or phosphor. Ash particles are formed when these
elements are burnt.

11
 Measures on the engine

The measures inside the engine

The EA211 engine family includes the product line featuring the 1.2-l and 1.4-l TSI engines with toothed belt.
This engine family was conceived for the modular transverse matrix (MQB). During development, the engineers
attached great importance to reducing the particles in the exhaust gas.
Measures were taken inside the engine.

These measures are, for example:

- Increasing the fuel pressure
The direct injection engines from the previous EA111 engine family worked with a fuel pressure of approx.
40bar to 50bar at idle and a maximum pressure of approx. 130 bar.
The EA211 engines, depending on the variant, already reach a pressure of approx. 140 bar at idle and a
maximum pressure of up to approx. 350 bar. The fuel droplets become smaller and they atomise faster as a
result.
- Modified combustion chamber as well as modified injectors and injection times
These measures reduce the formation of particles.

The aforementioned measures are very effective so that the enhanced engines in the EA211 engine family fulfill
all current emission standards. Nevertheless Volkswagen has decided to already introduce a petrol particulate
filter.

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You will find further information on the EA211 engine family in Self-study Programme no. 511
“The New EA211 Petrol Engine Family”.

12
The measure outside the engine
The measure outside the engine for reducing particles is a particulate filter.
This year, Volkswagen is supplying the first vehicles with a catalyst-coated, close-coupled petrol particulate filter
for the European market. The Tiguan featuring the 1.4-l 110-kW TSI engine with front-wheel drive and manual
gearbox is the first model to use this technology.

The petrol particulate filter is bolted directly onto the turbocharger in this system. A three-way catalytic
converter is integrated into the petrol particulate filter in the form of a coating. Another three-way catalytic
converter is fitted in the exhaust pipe after the subsequent flexible joint.

Lambda probe 1 before catalytic converter GX10

Close-coupled petrol particulate filter with integrated

three-way catalytic converter

Lambda probe 1 after catalytic converter GX7

Three-way catalytic converter s558_026

Flexible joint

The close-coupled petrol particulate filter is also known as a four-way catalytic converter because it
has an integrated catalytic coating.

13
 Measures in the exhaust system

Petrol particulate filter

Design
The petrol particulate filter has coated channels like Housing of petrol
the three-way catalytic converter. Ceramic body made of cordierite particulate filter
The carrier material is a ceramic module made from
cordierite. The channel ends in the ceramic body are
sealed alternately by plugs.
The material used for the ceramic body is porous and
functions as a filter at the same time.

Coating with Sealing plug

palladium and rhodium
s558_017

How it works
Due to this design, the exhaust gas needs to The exhaust gas stream penetrates
penetrate the channel walls with the particles in the porous carrier material
Engine side
order to pass from the engine side of the ceramic
module to the side away from the engine. Even
though the particles are smaller than the pores in the
ceramic body, they are still reliably filtered out.
This is down to the Brownian molecular motion of
small particles.

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Brownian molecular motion

In 1827, Scottish botanist Robert Brown observed that tiny particles in liquids move suddenly and randomly.
Later it was discovered that these movements follow a general principle, which also applies to gases. The
movement is caused by heat-related collisions of small particles.
The warmer the medium, in which the particles are moving, the faster and more vigorous the Brownian molecular
motion.
The continuing collisions between the particles cause them to be propelled against the walls of the pores and to
stick there. The filter effect of the ceramic body is based on this process.

14
Comparison with three-way catalytic converter
By definition, a catalyst is a substance that
Housing for three-way
participates in a chemical reaction without changing Carrier material catalytic converter
itself. The body of the three-way catalytic converter
can consist of different materials, for example, metal
or ceramic. The channels in the three-way catalytic
converter are coated with a catalytic material and
not closed.
This coating contains elements like palladium and
rhodium. Older catalytic converters also use
platinum. These catalytic metals cause pollutants to
be oxidised or reduced to non-toxic compounds like
nitrogen (N2), carbon dioxide (CO2) and water (H2O). s558_019
Coating with
palladium and rhodium

In contrast to the petrol particulate filter, the Engine side

exhaust gases flow through the channels of the
catalytic converter body without penetrating its
walls.

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15
 Engine management system

Sensors
Exhaust gas pressure sensor 1 G450
Fitting location and task
The exhaust gas pressure sensor 1 is screwed into Exhaust gas pressure sensor 1
the camshaft housing from above.
It has the task of measuring the exhaust gas pressure
before the turbocharger and thus also before the
particulate filter.
It is connected to the integrated exhaust manifold
via a channel in the camshaft housing and in the
cylinder head.

Channel
After removal, the pressure sensor may
not be reused and must be renewed
because it has an integrated seal. Integrated
exhaust
manifold

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Design
This three-pole pressure sensor with evaluation
Exhaust gas pressure sensor 1
electronics basically consists of a ceramic measuring
cell. The measuring cell is divided into two chambers
by a thin diaphragm coated with a noble metal. One
of the chambers is sealed off from the external air
Measuring cell made of ceramic
pressure and contains a vacuum. This chamber is
henceforth called the vacuum chamber. “Capacitor” formed by
noble metal coating
The other chamber is connected to the outside air
pressure, which, in this case, is the exhaust gas
pressure before the turbocharger (called “open
chamber” in the illustration). Vacuum
chamber
The wall of the vacuum chamber opposite the
diaphragm is also coated with a noble metal. In this
way, the two opposing coatings in the vacuum
chamber form a capacitor whose capacitance varies
according to the distance between the two coatings. Diaphragm

Open
chamber

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16
How it works
The pressure sensor measures the exhaust gas Capacitance at
pressure and compares it with a vacuum as a atmospheric pressure
reference pressure. This method rules out Measuring cell
inaccuracies caused by fluctuations in the made of ceramic
atmospheric air pressure that are caused by the
Reference pressure
weather or changing altitudes. in the vacuum
The vacuum reference pressure is, as described, chamber
“built into” the pressure sensor.
Diaphragm

Pressure to be
measured
s558_005

If the exhaust gas pressure changes, the diaphragm Capacitance increases

in the ceramic cell will be deformed.
If the exhaust gas pressure rises, the diaphragm will
be pressed towards the opposite coating. The
distance between the two coatings is reduced and
Distance becomes
the capacitance increases.
smaller

If the exhaust gas pressure decreases, the diaphragm

will be deformed in the other direction. The distance Diaphragm is
between the coatings is enlarged and the pushed inwards
capacitance is reduced. In this way, the pressure in
the exhaust manifold can be determined precisely Rising pressure
and transmitted as an analogue voltage signal.
s558_006
The described changes to the capacitance are very
small. Therefore the sensitivity of the sensor
electronics have been set very high.

17
 Engine management system

Signal use
The engine management system determines the

Signal voltage [V]

pressure before the particulate filter by using the
analogue voltage signal from the sender. A linearly
rising voltage corresponds with a linearly rising
pressure.
A pressure of approx. 100kPa
(100 kilopascal = 1bar) corresponds with a signal
voltage of approximately 0.8V.
The pressure unit pascal is the international
measuring unit for pressure.
100kPa are 100,000Pa.
Absolute pressure [kPa]
The signal is used to detect blockages. If the pressure s558_010
exceeds a threshold value model programmed into
the engine/motor control unit, the control unit
presumes there is a blockage in the exhaust system.
The signal is also used for pilot control of the charge
pressure regulation.

Electrical connection J623

The sender G450 is connected via a three-pole wire
to the engine/motor control unit J623.

Effects upon failure

A detected fault is stored as an entry in the event
memory.
G450

Positive supply: +5 volts s558_011

Signal voltage
Earth

An accumulation or calculation model programmed into the engine/motor control unit J623 is used
to detect the level of soot and ash.

An entry in the event memory made by the blockage detection system can also be caused by a
blocked silencer or catalytic converter.

18
Lambda probes
Two step-type lambda probes are used for the
exhaust system with petrol particulate filter.
Lambda probe 1 before catalytic
The lambda probe before the catalytic converter is converter GX10
connected to a “constant controller” in the engine/
motor control unit.
Lambda probe 1 after catalytic
converter GX7

You will find more detailed

information on step-type lambda Close-coupled
probes with continuous controller in petrol particulate
filter with
Self-study Programme 539 integrated three-
“1.0-l 3-cylinder TSI Engine”. way catalytic s558_012
converter Three-way catalytic
(starter catalytic converter
converter)
Fitting location and task
The lambda probe before the catalytic converter is fitted upstream of both catalytic converters. The lambda
probe after the catalytic converter is between the two catalytic converters. The three-way catalytic converter
integrated into the petrol particulate filter acts as the main converter. This is also one reason for the fitting
location of the lambda probe 1 after catalytic converter GX7. The catalytic converter that performs the main
conversion work is monitored.

Signal use
The signal from the lambda probes is used for the following functions:
Lambda probe 1 before catalytic converter GX10:
- Regulation of the fuel/air mixture
Lambda probe 1 after catalytic converter GX7:
- Functional check of the starter catalytic converter and adaptation of the lambda probe 1 before catalytic
converter
- Indirect monitoring for damage to the petrol particulate filter

How indirect monitoring for damage to the petrol particulate filter works
The carrier and filter material in the particulate filter is more heat resistant than the catalytic converter coating.
Therefore an excessively high temperature will cause the catalytic layer to stop functioning before the
particulate filter is damaged. The engine/motor control unit can therefore indirectly determine that the petrol
particulate filter is damaged by using the signal from the probe after the catalytic converter and by detecting a
starter catalytic converter malfunction. The exhaust emissions warning lamp K83 flashes if there is a catalytic
converter fault and an entry is made in the event memory.

Effects upon failure

If the lambda probe 1 before catalytic converter GX10 fails, the system will switch from lambda regulation to
lambda control and the exhaust emissions warning lamp K83 (MIL) will light up. If the lambda probe 1 after
catalytic converter GX7 fails, the lambda regulation will still function. The exhaust emissions warning lamp K83
(MIL) will light up. An entry will be made in the event memory in both cases.

19
 Engine management system

Particulate filter regeneration

Since particles are produced in direct petrol injection engines only during and shortly after cold starts,
regeneration is rarely necessary. The frequency and duration of the regeneration processes vary according to the
accumulation level and the conditions for regeneration.
Three types of regeneration are distinguished:
- Passive regeneration
- Active regeneration
- Workshop regeneration

An accumulation or calculation model programmed into the engine/motor control unit is used to detect soot and
ash accumulation. The engine/motor control unit determines the accumulation changes in the particulate filter
from the intake air temperature, coolant temperature, engine speed and engine load.

Passive regeneration Active regeneration Workshop regeneration

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Passive regeneration
Passive regeneration takes place almost constantly when the vehicle is moving without the engine/motor control
unit using special measures.
The requirement is that the journey is long enough to allow the petrol particulate filter to reach the required
temperature of approx. 600°C. Oxygen is required to regenerate the particulate filter. It is mainly supplied by the
overrun fuel cut-off. The soot particles are then combusted into carbon dioxide (CO2) if the operating
temperature is sufficiently high with the aid of this “additional” oxygen.

20
Active regeneration
If the accumulation in the particulate filter exceeds a certain value despite passive regeneration, measures will be
initiated that will support the regeneration.
If the driver’s driving behaviour is not sufficient for regeneration, they will be informed by the particulate filter
warning lamp K331 that a regeneration drive is necessary (see table on next page).

Workshop regeneration
If the accumulation in the particulate filter exceeds a set limit because, for example, the driver ignores the
regeneration drive request, active regeneration while the vehicle is moving may not be sufficient in some
circumstances.
The engine management system additionally switches on the exhaust emissions warning lamp K83 (MIL) and the
electronic power control fault lamp K132 (EPC lamp). A message will also appear on the display asking the driver
to visit a workshop.

The warning lamps light up yellow in the context of the particulate filter and do not flash.
The particulate filter system can therefore never be a reason for telling the customer to stop
immediately.

The workshop regeneration is performed with the aid of the Guided Fault Finding.
The exhaust extraction system in the workshop needs to be configured for temperatures of at least 300° Celsius.
Only the funnels VAS 5199 or VAS 5199/12 may be used as exhaust extraction funnels.

Please observe the current information in the workshop information.

21
 Engine management system

Accumulation levels
You will see different accumulation levels with the respective measures in the following table. During normal
driving, the particulate filter warning lamp K331 should not light up. The reason is that the passive regeneration
for the petrol engine takes place constantly at temperatures above 600°C in the particulate filter. Additional
active measures are therefore normally not necessary.
For safety reasons, active regeneration occurs cyclically every 2,000 km regardless of the accumulation level.

Accumulation* Measures

Up to approx. - No measures active

15% - Passive regeneration during “normal” engine running

From approx. Active regeneration by measures that support the regeneration.

15%

From approx. Active regeneration by measures that support the regeneration.

55% In addition to this:
- Particulate filter warning lamp K331 lights up
- Entry in event memory:
“Particulate Filter Bank 1, Warning Lamp Active”
- Regeneration drive by the driver required

From approx. - Particulate filter warning lamp K331 lights up

70% - Electronic power control fault lamp K132 lights up
Meaning: reduction in power
- Exhaust emissions warning lamp K83 (MIL) lights up
- Entry in event memory:
“Particulate Filter Restriction Soot Accumulation Bank 1”
- Workshop regeneration necessary

Accumulation - Particulate filter warning lamp K331 lights up

limit reached - Electronic power control fault lamp K132 lights up
(100%) Meaning: reduction in power
- Exhaust emissions warning lamp K83 (MIL) lights up
- Entry in event memory:
“Particulate Filter Restriction Soot Accumulation Too High Bank 1”
- Workshop regeneration no longer possible, petrol particulate filter
needs to be renewed

* The specified percentages for accumulation levels are only approximate reference points.

22
 To aid verifiability, the entry “Particulate Filter Bank 1, Warning Lamp Active” will remain in the
event memory for several more driving cycles after the particulate filter warning lamp K331 goes
out.

The following measures can also be taken during active regeneration:

- The Active Cylinder Management (ACT) and the stop/start function can be switched off according to
the temperature.
- The idling speed may increase to approx. 1,000 rpm. It may even rise to 1,450 rpm if the particulate filter
warning lamp K331 is lit up to guarantee better regeneration when the vehicle is stationary.

Regeneration drive
The Owner's Manual recommends that customers go
on a regeneration drive if the particulate filter
warning lamp K331 lights up. Driving at speeds
between 50 and 120 km/h supports the regeneration
process. Applicable speed limits and recommended
gears should be observed during the drive.
The particulate filter warning lamp K331 will go out
automatically once the filter has been regenerated.
A regeneration drive generally takes approx.
5 to 20 minutes.

s558_033

Other ways of driving also lead to regeneration as long as the engine is running.

23
 Summary

A comparison of particulate filters for petrol and

diesel engines

Oxidising
catalytic
Diesel engines: converter
Emission control
module with
oxidising catalytic
converter and diesel
particulate filter

Petrol engines:
Diesel particulate Close-coupled petrol
filter particulate filter with
integrated three-way
catalytic converter
s558_031

What is the same?

- Both types of engine produce soot and ash particles during combustion.
- The particles are roughly the same size with both engine types.
- The particulate filters are regenerated passively and actively in both systems. However, only the soot particles
are oxidised during the process, not the ash particles.
- Low-ash oils must be used as engine oil in both systems.
- A filter accumulation limit is programmed into the engine/motor control unit for the petrol particulate filter
similar to the diesel particulate filter. Once a certain percentage of the accumulation limit has been reached,
the particulate filter warning lamp K331 will light up to inform the driver that a regeneration drive is
necessary.
- The text about regeneration drives in the Owner’s Manual has been standardised for both systems.
- If you do not go on a regeneration drive and the accumulation increases, a workshop regeneration process
will be necessary for both systems.

24
What is different?

- Diesel engines produce more soot than petrol engines.

- Direct injection petrol engines produce particles mainly during cold starts at low ambient temperatures and
immediately after the engine is started.
Diesel engines produce particles during almost the whole time they are running.
- It is more difficult to reach the temperature required for particulate filter regeneration with the diesel system
than with a petrol engine.
- Due to the combustion process with excess air, there is always sufficient oxygen for regeneration with diesel
engines, but not with petrol engines.
- In many particulate filter systems for diesel engines, the first active regeneration is carried out after you drive
a distance of 100 km. This does not apply to petrol engines with particulate filters, however.
- Depending on the engine variant, the ash accumulation in the particulate filter should be read during
inspections of diesel engines with particulate filters (for the first time at 180,000 km, for example), but not for
petrol engines with particulate filters.

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 Test your knowledge

Which answers are correct?

One or several of the given answers may be correct.

1. How is the close-coupled petrol particulate filter in the Tiguan configured for the 1.4-l TSI engine?

 a) Like a conventional three-way catalytic converter, it consists of coated channels,

whose channel ends are always sealed alternately.

 b) The petrol particulate filter is a separate component that is upstream of the close-coupled
three-way catalytic converter.
The catalytic converter can therefore not be damaged by particles.

 c) A catalytic coating is integrated into the particulate filter.

2. What type of signal does the exhaust gas pressure sensor 1 G450 send to the engine/motor control
unit J623?

 a) A SENT signal (SENT = Single Edge Nibble Transmission)

 b) A LIN bus signal

 c) An analogue voltage signal

3. What measures have been taken inside the EA211 engine to prevent particles being formed?

 a) The fuel pressure has been reduced so that the fuel droplets are not sprayed onto the piston crown.

 b) The fuel pressure has been increased.

 c) The combustion chamber and the injectors have been modified.

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4. What is recommended to customers if only the particulate filter warning lamp K331 lights up
while driving?

 a) They need to go to a workshop.

 b) They should switch off the engine immediately.

 c) They should go on a regeneration drive.

5. In which case should the particulate filter warning lamp K331 flash?

 a) It should never flash.

 b) From a soot accumulation of approx. 60% in the particulate filter.

 c) From a soot accumulation of approx. 80% in the particulate filter.

 d) When the customer drives at the right speed during the regeneration drive.

1. a), c); 2. c); 3. b), c); 4. c); 5. a)

Answers:

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000.2813.13.20 Technical status 09/2017

Volkswagen AG
After Sales Qualification
Service Training VSQ-2
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