http://www.bmwland.co.uk/talker/viewtopic.php?t=93977&postdays=0&postorder=asc&start=0 Does anyone know how the car measures the DPF? Pressure sensor? Lambda type sensor?

DDE uses 2 temperature sensors & 1 exhaust backpressure sensor... Info on the system: Diesel particulate filter DDE5.0/6.0/6.2 For heavy vehicles such as the E60, to comply with the EU4 legislation taking effect as of 2005, a coated diesel particulate filter is necessary. This diesel particulate filter separates the soot particles in the exhaust gas with high efficiency (> 95 %). The diesel particulate filter has no influence on the nitrogen oxide (NOx) emissions; these are reduced by measures inside the engine. The particulate filter system used at BMW requires no maintenance and is designed to last the service life of the vehicle. A fuel additive for filter regeneration is not necessary for BMW vehicles. The diesel particulate filter is fitted close to the engine and is located behind the oxidation catalytic converter in the underbody of the vehicle. The filter element consists of a ceramic monolith made of silicon carbide that is resistant to high temperatures. The filter element is 50 % porous and has been given a platinum-based, catalytic coating. This coating ensures that the soot ignition temperature is reduced, thus ensuring good regeneration characteristics of the particulate filter. The total weight of the diesel particulate filter is approx. 7.5 kg. Changes for the particulate filter system For the actual function of the diesel particulate filter, the following changes have been added: Exhaust system with catalytic coated soot particle filter Throttle valve for exhaust gas temperature increase within the engine Two exhaust gas temperature sensors per row for initiating the filter regeneration (Note:) On the M47T2 engine, there is only one exhaust gas temperature sensor - before the particulate filter) An exhaust backpressure sensor to estimate the filter load while the vehicle is being driven Extended software of the engine management system Use The diesel particulate filter is deployed as follows: E60 with M57T/EU4: From 03/04 E60 with M57T TOP/EU4: From 09/04 E65 with M57T2: From 03/05 E60, E83, E90 with M57T2: From 09/05 E70 with M57T2: From 09/06 E70, E90, E83 with M57T2 TOP: From 09/06 All other M57T2 TOP engines: From 03/07

Diesel particle filter in DDE 7 For heavy vehicles, to comply with the EU4 legislation taking effect as of 2005, a coated diesel particle filter is necessary. This diesel particle filter separates the soot particles in the exhaust gas with high efficiency (> 95 %). The diesel particle filter has no influence on the nitrogen oxide (NOx) emissions; these are reduced by measures inside the engine. The particle filter system used at BMW requires no maintenance and is designed to last the service life of the vehicle. A fuel additive for filter regeneration is not necessary for BMW vehicles. The diesel particle filter on N47 engine is at all times fitted close to the engine. (exception: 520 D, right-hand drive vehicles: installation in the underbody) In an identical way to the previous generations of the BMW diesel engines, with DDE 7 the oxidation catalytic converter and diesel particle filter are fitted in the same housing (see graphics, components 4 and 5). [comparable with the housing solution in the R56 MINI diesel (designation: W16)].

The filter element consists of a ceramic monolith made of silicon carbide that is resistant to high temperatures. The filter element is 50 % porous and has been given a platinum-based, catalytic coating. This coating ensures that the soot ignition temperature is reduced or the reactivity is improved, thus ensuring good regeneration characteristics of the particulate filter. Components of the new particle filter system: The components of this system are similar to the implementation in BMW M47T2 (DDE 6.x) diesel engines: Exhaust system with catalytic coated soot particle filter Throttle valve for exhaust gas temperature increase within the engine An exhaust gas temperature sensor before the particle filter and catalytic converter for initiating the filter regeneration. (See graphics, component 2. The exhaust gas temperature sensor before the particle filter that was present in previous diesel generations is no longer required). An exhaust backpressure sensor to estimate the filter load while the vehicle is being driven (see graphics, component 3). Lambda oxygen sensor before the oxidation catalytic converter to sense the excess-air factor (see graphics, component 1). Extended software of the engine management system. New CBS strategy: With introduction of the new CBS strategy for BMW diesel models (first deployment: in the E70 as of 09/2006 in DDE 6), the remaining distance for the particle filter can be read out via the control unit functions. As the particle filter is no longer a CBS function, two new faults indicate limited remaining availability: Fault 452A appears when the particle filter has exceeded most of the maximum running distance and serves as information/request for competent filter replacement in the BMW workshop. Fault 4D4A appears if no measures are taken despite the request for filter replacement being issued and the total running distance of the particle filter has been exceeded. Differences to DDE 6.x: The diesel particle filter is used in the engine management system generation DDE 7 as follows and initially in the following versions: The DDE 6 fault 4166 insufficient flow resistance is no longer present. The functionality of this diagnosis is still present. The corresponding fault is covered by fault code 45CE. All test module references to the swirl-flap actuator test for the DDE 7 implementation mean a test of the electrical swirl-flap actuator. This actuator is different in the DDE 6 and DDE 7 implementation. Uses: The diesel particle filter is used in the engine management system generation DDE 7 as follows and initially in the following versions: E8x with N47uL and oL left-hand drive and right-hand drive vehicle as of 03/07: engine-proximate particle filter E9x with N47uL and oL left-hand drive and right-hand drive vehicle as of 03/07: engine-proximate particle filter E6x, E8x and E9x with N47oL left-hand drive as of 09/07: engine-proximate particle filter E60 right-hand drive vehicles as of 09/07: installation of the particle filter in the underbody E8x and E9x with N47oL right-hand drive vehicle as well as E8x with N47TOP(TL) as of 09/07: engine-proximate particle filter Other E6x with N47: engine-proximate catalytic converter E83 with N47 left-hand drive and right-hand drive vehicle as of 09/07: engine-proximate particle filter Regeneration of the particle filter DDE7 The software applications of the engine control units since DDE5 always co-ordinate the management of particle filter regeneration. This means that, in principle and without the driver having to take any action, the system is able to ensure optimised regeneration operation over the entire utilisation phase of the engine. In individual cases (e.g. customer complaints), a service regeneration can be requested in the workshop. To enable service regeneration of the particle filter, regeneration must be requested in the DDE control unit. This is requested using this service function. The regeneration is requested in that the consumed fuel since the last regeneration is set to a maximum value in the DDE control unit. The regeneration is started at the next trip as soon as the coolant temperature has reached a value of at least 75 C and the exhaust-gas temperature before cat. has reached a value of at least 240 C. Moreover, the fuel level must be at least 10 litres.

The best possible effect of the regeneration is achieved if the vehicle is operated for around 20 minutes at a speed of at least 60 kph that is as constant as possible as of the start of the regeneration. Experience has shown that non-urban driving achieves the best regeneration results. The current state of any regeneration block, of a regeneration request in the control unit and the regeneration itself can be displayed both in the service function Regeneration of particle filter and in the DDE diagnosis request at the point Regeneration particle filter. Moreover, the distance driven since the last regeneration can be read out. The following possible states on regeneration are displayed: Regeneration blocked Regeneration released Regeneration in DDE requested Regeneration not requested The following possible statuses of the regeneration are displayed: Regeneration active Regeneration not active Distance driven since (last successful) regeneration in metres Calculated total distance driven with the particle filter in kilometres. Average fuel consumption per 100 km since filter replacement. Notes: In the event of a prematurely cancelled regeneration, the regeneration is started in the next drive cycle as soon as the coolant temperature has returned to a value of 75 C and the exhaust-gas temperature before cat. has returned to a value of 240 C. In the case of a particle filter heavily loaded with soot, it can occur that the regeneration request is blocked again after a short time or is not released. In this case, it is required to regenerate the particle filter in a motorway / or cross-country trip taking approx. 30 minutes at a speed that is a constant as possible. Subsequently, the service function Regeneration particle filter must be run again. Moreover, it also occurs that with a particle filter heavily soiled with soot the exhaust-gas backpressure becomes so high that problems can occur on reaching breakaway speed. In many cases, this impairs the feasibility of the exhaust backpressure test. A clean regeneration reduces the effect of this problem in many cases and lowers the exhaust-gas back-pressure. During the regeneration phase and with the engine running, it can also occur that the display for 'Regeneration active' jumps to 'Regeneration not active'. This behaviour can be seen exclusively with the vehicle stationary with the engine running. This behaviour does not impair the scheduled course of the regeneration in general.