NO.

: 03 TS - 40
August 29, 2003

TO: All Distributors, U.S. and Canada

ATTN. Service Managers

FROM: Evandro Silva

SUBJECT: MBE4000 – Turbo Brake – Operation

1. General Information

The turbo-brake is an engine brake system with braking power of up to 600 bhp. The system is comprised of
the following components:

Ø Turbo-Brake (with Sliding-S leeve).

Ø Electronic Proportional Valve (EPV) or Variable Drive of the Waste Gate Valve.
Ø Constant Throttle (hydraulic operated, through a Solenoid Valve in the oil filter housing)

During the braking operation, the sliding sleeve is fully moved into the exhaust flow over the turbine wheel on
the turbocharger. The turbocharger speed increases and the engine is charged with compressed air on the intake
side. The compression energy is eliminated through the constant throttle valve, installed on the cylinder head
(5th valve) and engine braking takes place due to the increase of restriction caused by the compressed air.

Operation of the turbo brake components:

Ø Sliding sleeve in the exhaust housing/turbine wheel: is operated externally through a pneumatic cylinder
connected to a semi-circle lever outside of the exhaust housing. This lever has a movement forward and
back, moving the sleeve inside the exhaust housing. The compressed air is supplied to the cylinder through
a solenoid valve actuated by the PLD – output PV6 (proportional valve 6). See details on page 5.
NOTE: the sliding sleeve has only 2 positions: open and closed. It does not control the braking power.
Ø Waste Gate: the main function of the waste gate is to adjust the pressure on the intake side during braking
operation, upon request through the VCU. The waste gate is connected to the by-pass tube. It can be opened
releasing the exhaust gases to the exhaust pipe, decreasing the turbine wheel speed, controlling the braking
power. The waste gate valve is air operated through the EPV (installed on the engine block). The EPV valve
has air supplied from the truck pneumatic systems (see installation diagrams for details).
NOTE: the waste gate works only on braking operation. It does not work on load operation (engine
firing).
Ø Constant Throttle Valve (CTV): is hydraulically operated, through a Solenoid Valve in the oil filter
housing. The Solenoid valve is controlled through the PLD – output PV2 (Proportional Valve 2). The CTV
operates only with engine oil temperature higher than 140°F (60°C)
Ø Turbocharger Speed Sensor: the main function is to protect the turbine from over speeding during braking
operation. The speed control is done by the PLD that operates the EPV/ Waste Gate Valve, opening the by-
pass for the exhaust gases.

Detroit Diesel Corporation 13400 Outer Drive, West / Detroit, Michigan 48239-4001 / Telephone: 313 - 592-5000
DaimlerChrysler Powersystems
 Braking stages:

Ø Low Engine Brake (stage 1): Only constant throttle valve, the Turbo Brake in not activated
Ø Medium Engine Brake (stage 2): Constant throttle + 50% Turbo Brake. Turbo Brake power is controlled
through EPV / Waste Gate Valve, allowing only 50% of the maximum braking power. The sliding sleeve
lever moves to the fully closed position in this operation
Ø High Engine Brake (stage 3): Constant throttle + 100% Turbo Brake. Turbo Brake power is controlled
through EPV / Waste Gate Valve.

2. Component Layout

1 – Turbocharger
2 – Waste gate valve
3 – Turbo brake
A6 – PLD
B104 – Turbo Speed
Sensor
Y87 – Electronic
Proportional Valve
(EPV)

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3. Operation

The turbo brake is an option to the standard MBE4000 engine brake (Exhaust Flap). It consists of a
sliding sleeve tha t moves axially within the turbocharger. When high levels of engine braking are
required, the sliding sleeve moves into the radial passage in the turbine induction channel. This
reduces the radial passage for the exhaust gases flow and the incidence angle of these gases against the
turbine as well. The result is an exhaust gas acceleration and rise of the turbine speed, causing an
increase in the boost pressure.

This high boost pressure enhances the engine’s braking effect because the rise in effective compression
ratio translates into more braking.

The cylinder actuator operates the sliding sleeve. The PLD controls the cylinder actuator opening and
closing the air solenoid valves at the truck firewall.

1 – Cylinder Actuator 6 – Matrix

2 – Cam Arm 7 – Turbine Housing
3 – Housing 8 – Waste Gate Valve
4 – Sliding Sleeve 9 – By-pass Element
5 – Control Bracket 10 – By-pass Valve

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The turbo brake has its own monitoring system in order to avoid damages to the mechanism. This system
includes a turbo speed sensor connected to the PLD responsible for monitoring the turbo shaft speed. The turbo
speed is limited to 90,000 rpm.

The PLD controls and limits braking power via the Electronic Proportional Valve (EPV), which controls the by-
pass valve through the waste gate connection.

The by-pass valve, when open, diverts the gas flow around the turbine wheel. This limits the boost pressure and
turbine speed.

The turbo brake has a response time of 1 to 10 seconds, depending on initial engine speed and load factor.
When the system is activated the CTV reacts with almost no delay to start applying braking pressure. The
driver will note this as a gradual braking application, whic h leads into the phase of higher braking force
provided by the turbo brake.

2 – Waste Gate Valve 7 – By-pass Element

4 – By-pass Valve A6 – PLD
5 – By-pass Tube B104 – Turbo Speed Sensor
6 – Turbine Wheel Y87 – Electronic
Proportional Valve (EPV)

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4. Sliding Sleeve – location, design and operation

Location:
The sliding sleeve is installed in the matrix within a general layout designed for axial movement.

Operation:
When extended, the sliding sleeve reduces the radial passage for the exhaust gases flow as well as the
incidence angle of these gases against the turbine, increasing the force that the turbine generates.

A – Sliding Sleeve Retracted 1 – Sliding Sleeve (Flow Plate)

B – Sliding Sleeve Extended 2 – Matrix
3 – Turbocharger

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5. By-pass Element – location, design and operation

Design:
The by-pass element consists of the by-pass valve mounted on the turbocharger housing and connected
to the waste gate valve.

Location:
The by-pass element is located on the turbocharger in the supply port to the turbo spiral.

Operation:
The By-pass element governs the flow of exhaust gas into the turbine wheel, redirecting it through the
channels in the By-pass valve and onto the By-pass tube as required.

1 – By- pass Element 3 – Turbocharger

2 – Waste Gate Valve 4 – By-pass Valve

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6. Turbo Speed Sensor – location and operation

Location:
The turbo speed sensor is screwed into the turbocharger housing.

Operation:
As the turbine shaft rotates adjacent to the turbo speed sensor it generates an inductive voltage signal.
This signal is register by the turbo speed sensor and sent to the PLD.

1 – Turbocharger
B104 – Turbo Speed Sensor

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7. Electronic Proportional Valve (EPV) – location and operation

Location:
The electronic proportional valve (EPV) is mounted on the right side of the engine block, below the
turbocharger.

Operation:
The PLD controls the electronic proportional valve (EPV) to govern the opening ratio of the by-pass
element.

Y87 – Electronic Proportional Valve (EPV)

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8. Electronic Proportional Valve (EPV) – design and operation
The electronic proportional valve (EPV) responds to the modulated input signal from the PLD by
regulating the pressure in the air-control line for the by-pass element.

The electronic control circuitry compares the specified pressure with the actual conditions in the by-
pass element control line, which is monitored by a pressure sensor. The control parameter generated in
the electronic control circuit relies on the proportional-control valve to provide air supply or discharge
at the valve. This process continues until the pressure in the by-pass element reaches the specified
level.

1 – By-pass Element Control Line 6 – Valve

2 – Pneumatic Supply Line 7 – Pressure Sensor
3 – Aluminum Housing 8 – Electronic Control Circuitry
4 – Air-discharge Line 9 – Proportional-control Solenoid
5 – Plug-in Electrical Connection

If you have any questions, please contact DDC Technical Support for MBE4000

Evandro Silva
Technical Support

cc: Regional Vice Presidents, U.S. & Canada

Regional Product Support Managers, U.S. & Canada