Auxilary Brake (Engine Brake), Description

Service Information
Document Title: Function Group: Information Type: Date:

Auxiliary brake (engine 253 Service Information 10/13/2011
braking), description
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ART, A40F (37535) [GB]
Auxiliary brake (engine braking), description

The engine brake, VEB, is an abbreviation of the English name for Volvo engine brake, Volvo Engine Brake. VEB is available in
several versions, the following describes the function for articulated haulers.
The engine brake is available in two different versions.
1. Exhaust brake, VGT (Variable Geometry Turbo)

On engines with variable turbo, the turbocharger works like an exhaust brake, see 255 Turbocharger, description.
Exhaust brake, EPG( EnginePressure Governor)
The exhaust pressure governor is provided with a shutter positioned in the exhaust outlet from the turbocharger. With
the shutter it its possible to restrict the flow of the exhaust. The braking effect is obtained during the exhaust stroke,
because of the excess pressure that is formed between the pistons and the shutter, when the exhaust gasses are not
allowed free outflow. See also 253 Exhaust pressure governor.
2. Compression brake,VCB (Volvo Compression Brake)
The working principle of the compression brake is that during the compression stroke and the expansion stroke the
opening of the exhaust valves is controlled in such a way that excess pressure is created in the combustion chambers
and this, in turn, creates a braking effect on the crankshaft. On engine D13 and D16 the camshaft has six extra cams
with separate brake rocker arms. The camshaft on a D11 is provided with two extra cams on each exhaust cam profile.
The lift of the extra cams is very small in comparison with the ordinary exhaust cam. To make it possible for the extra
cams to open the exhaust valves, the rocker arms have a device, which can take up the valve clearance during the
braking moment.
VEB function
When VEB is activated, two out of the four stokes of the engine are utilised for increasing the engine braking effect; the exhaust
stroke and the compression stroke.
A. The exhaust stroke is utilised in that the exhaust pressure governor shutter closes the outlet from the turbocharger.
When the piston is on its way up, a high counter pressure is created in the cylinder and also a consequent braking
effect, as the air cannot be blown out in the same way as during normal running of the engine.
B. The next stroke, which is utilised to increase the breaking effect, is the compression stroke. Also in this case the high
pressure in the exhaust manifold, when the EPG shutter is closed, is utilised. Around the bottom dead centre after the
inlet stroke, the exhaust valves are opened for a short moment to allow the high pressure to enter and "charge up" the
cylinder. During the following compression stroke the braking effect will therefore be much greater because of the
earlier "charging".
C. At the end of the compression stroke the exhaust valves open again momentarily to release the compressed air
(decompression). In this way the propelling effect during the power stroke is avoided, which otherwise would have
reduced the engine braking effect.
Figure 1
VEB-function, principle illustration
A. Exhaust stroke
B. Compression stroke
C. Decompression
Control valve
The control valve is positioned on the cylinder head under the valve cover. Its purpose is to control the oil pressure to the rocker
arm mechanism. Oil inlet (1) in the control valve is through a drilled duct in the cylinder head and block connected to the engine
lubrication system and it always has full system pressure.
Outlet (2) is connected to the rocker arm shaft via a connecting pipe. Solenoid valve (3) is used for activating the compression
brake.
On the trailing edge on the cylinder head's right side, there is a plug where an adapter with quick-coupling can be connected to
measure the rocker arm shaft's oil pressure.
A. Here the valve is shown at normal running of the engine. The output pressure is reduced to approx. 1 bar. At this
pressure the valve piston takes up a balanced position because of the spring force on one side of the piston and the oil
pressure on the opposite side. An oil pressure of 1 bar is sufficient for lubricating the camshaft bearings and the rocker
arm mechanism.
B. When the solenoid valve is activated, a drain channel is opened. The spring force takes over and the piston is displaced
to the right. The entire oil outlet is opened, the oil pressure to the rocker arm shaft increases and the compression
brake is activated.
Figure 2
Control valve
1. Oil inlet
2. Oil outlet
3. Solenoid valve
Camshaft
The camshaft on an engine with compression brake is provided with a charging cam and one decompression cam in addition to
the ordinary exhaust cam on each cam profile for the exhaust valves.
Figure 3
Camshaft cams, principle illustration, engine D11
1. Charging cam
2. Decompression cam
3. Exhaust cam
The lift of the charging and decompression cams above the basic circle is 0.8 mm, which corresponds to 1.1 mm at the valve
yoke when VEB is activated.
The charging cam is located so that it opens the exhaust valves at the end of the inlet stroke and keeps them open at the start of
the compression stroke. The decompression cam is located so that it opens the exhaust valves at the end of the compression
stroke on engine D11. On engine D13 and D16, there is a separate cam to only control the compression brake.
The condition for the charging and decompression cams to open the exhaust valves is that the valve clearance is zero.
Exhaust rocker arms
The exhaust rocker arms on an engine with compression brake are stronger in comparison with those on a conventional engine.
In the rocker arm there is a non-return valve and a piston with a pressure-limiting valve, the purpose of which is to control the oil
flow during compression braking.
The valve clearance is bigger on an engine without compression brake, since the charging and decompression cam do not open
the exhaust valves during engine operation.
Valves are adjusted with max. two shims, which are positioned on the valve yoke.
On each rocker arm there is an non-return valve (2) and a hydraulic piston (3). To keep the rocker arm against the valve yoke
there is a leaf spring (1) bolted onto the rocker arm shaft.
The clearance between rocker arm and yoke is adjusted with shims (4) of various thicknesses available in increments of 0.05 mm.
At the most two shims may be used per valve yoke. The non-return valve consists of a spring loaded piston (7) and a spring
loaded ball (6). Hydraulic piston (3) has been tolerance graded together with the respective rocker arm and it must therefore not
be assembled together with another rocker arm.
To avoid too high forces in the valve mechanism there is a pressure-limiting valve (9) in the hydraulic piston. This valve opens
and releases some of the oil through a duct in the lower part of the piston, if the pressure should become too high.
Figure 4
Exhaust rocker arms, principle illustration D11
1. Leaf spring
2. Non-return valve
3. Hydraulic piston
4. Adjusting shim
5. Spring
6. Ball, non-return valve
7. Piston, non-return valve
8. Spring
9. Pressure-limiting valve
A. Exhaust cam
B. Charging cam
C. Decompression cam
Non-return valve
In the rocker arm there is a non-return valve consisting of piston (1), spring (2) and ball (3). When the oil from the rocker arm
shaft is forced into the valve, the movement of the piston is determined by the spring force and the oil pressure.
When the oil pressure is low, approx. 1 bar (the control valve is in position for normal running of the engine), piston (1) will not
move as the oil pressure does not overcome the spring force. The stud on the piston keeps ball (3) off its seat and the oil can
flow freely through the valve in both directions.
When the control valve is set to position for compression braking, the oil pressure to the non-return valve increases. The spring
force in the non-return valve is adapted so that when the oil pressure exceeds approx. 2 bar, the spring force is overcome and
piston (1) moves so that it no longer actuates valve ball (3).
Spring (5) presses the ball against its seat and the closed-in oil above piston (4) cannot flow past ball (3) unless a high oil
pressure is formed above piston (4).
Figure 5
Non-return valve
1. Piston
2. Spring
3. Ball
4. Rocker arm piston
5. Spring

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Document Title: Function Group: Information Type: Date:

Auxiliary brake (engine braking), description

1. Exhaust brake, VGT (Variable Geometry Turbo)

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