DE VELO PMENT Engines
Engine Braking with
Lashless Valve Trains
Until now, hydraulic valve lash adjusters could not be used in
heavy-duty diesel engines in combination with an additional
engine brake, as the engine brake causes significant valve lash
during the braking process. The hydraulic compensation ele-
ments automatically readjust to take up this play, thereby pre-
venting correct seating at the end of the cycle. Jacobs Vehicle
Systems has now developed systems that enable the integration
of an engine brake in valve trains with hydraulic lash adjusters.
28
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Jacobs Vehicle Systems, Inc.
g Lashless valve train systems,
utilizing technologies such as automatic
or Hydraulic Lash Adjusters (HLAs),
FIGURE 1, to maintain zero-clearance
between the mechanisms to intake
and exhaust valves, have been ubiqui-
tous in passenger car gasoline engines
and light-duty diesel applications for
decades. For applications like medium
(MD) and heavy-duty (HD) diesel that
require the use of dedicated engine
brakes to aid in downhill control, lash-
less systems were simply not compatible.
A conventional engine brake in opera-
tion will create an increased clearance
between components of the valve train.
If the HLA now readjusts, the engine
components may suffer.
www.springerprofessional.com/automotive
 AUTHORS
Peter J. Jo, PMP
is Engineering Development
Manager for North America at
Jacobs Vehicle Systems, Inc. in
Bloomfield, Connecticut (USA).
John Mandell
is Senior Project Engineer and
Off-highway Valvetrain Expert for
the Product Development Team at
Jacobs Vehicle Systems, Inc. in
Bloomfield, Connecticut (USA).
Hilko Schmitt
is Marketing and Business
Development Manager in the
On- and Off-highway valve train
technology development
department at Jacobs Vehicle
Systems, Inc. in Guyancourt
(France).
(TCO) and lower Noise, Vibration and
Harshness (NVH) emitted by the valve
train. The adoption of lashless valve
trains with HLAs can allow the OEMs to
have more flexibility in valve lift design,
which helps in meeting more stringent
emission targets.
COMPRESSION RELEASE
ENGINE BRAKE
A standard compression release brake
modifies the motion of the engine valves,
opening the exhaust valve at Top Dead
Center (TDC) of the compression stroke
and releasing the energy used to com-
press the cylinder charge through the
exhaust system [1]. This is often imple-
mented by adding two valve lift events
to the standard exhaust main event,
FIGURE 2 (left). The Brake Gas Recircula-
tion (BGR) event is around bottom dead
center after the intake stroke to increase
the charge in the cylinder with gas
from the exhaust manifold [2]. The
charge in the cylinder is then com-
pressed by the piston, which provides the
braking work released at TDC by open-
ing the exhaust valve with a compression
release event into the exhaust, and pre-
vents the energy from going back to the
crank during the expansion stroke. This
“energy absorption” helps to slow the
loaded vehicle or maintain control on a
downhill grade without wear and tear or
overheating the service brakes.
LASHLESS OVERHEAD
VALVE DESIGN
Traditional MD and HD diesel engine
Overhead Valve designs require setting
the lash with an adjustable screw to
account for the variations in the manu-
facturing tolerances of the components
and assemblies while still allowing a gap
for thermal expansion during normal
engine operating temperatures. To allow
for the gap, the cam must be designed
such that long ramps, FIGURE 2 (right),
are at the opening and closing of the
valve lifts to control the motions of the
cam and prevent it from hitting against
the rocker or the bridge, and keep the
valves from hitting the seat and other
parts when opening/closing.
Due to the engine components’
variability, the lash is set during the

Gabriel Roberts
is Engineering Director of Product
Development at Jacobs Vehicle
Systems, Inc. in Bloomfield,
Connecticut (USA).

Recently approved emission regula-

tions in the EU and US are placing very
demanding CO2 and NOx limits on FIGURE 1 Hydraulic lash adjuster
OEMs starting in 2027. In order to com- (© Jacobs Vehicle Systems, Inc.)
ply, OEMs are evaluating technologies
that have been successfully used in other
applications. A new solution from Jacobs
Vehicle Systems allows a conventional
HLA and engine brake to work together
in a modern valve train without compro-
mise. HLAs also enable other benefits,
such as reduced Total Cost of Ownership
ATZ heavyduty worldwide 01|2021 29
DE VELO PMENT Engines

FIGURE 2 Typical valve lifts (shown exaggerated for illustrative purposes) (Compression Release: CR) (© Jacobs Vehicle Systems, Inc.)

initial engine build and is then typically engine braking system were to be used FULCRUM BRIDGE
adjusted and reset every 100,000 to in an overhead utilizing HLAs in the
300,000 km or 1500 to 5000 h (widely main event rockers, the bridge would Jacobs Vehicle Systems developed the
dependent on OEM requirements and tilt and unload the HLA when the brake Fulcrum Bridge that makes it possible
usage duties) as part of scheduled main- rocker moves to open one brake valve to utilize compression release engine
tenance. As the overhead components during the compression release event, brakes with HLAs [3]. The device uses
wear down, maintenance is necessary FIGURE 3. The HLA would then pump the principle of leverage and prevents the
as the original set lash shifts from the out and extend to take up the increased lash adjuster from overextending during
optimal operating gap. lash, thus overextending and keeping the a braking event. This is accomplished by
An example of component wear can be valve from seating at the end of the com- actuating the braking valve slightly off its
found in the valve seats. As the valve pression release event. This would lead centerline and diverting a proportion of
head opens and closes against the seats to poor engine performance and could the braking load to the HLA via a linkage
over millions of times in its operation, risk damage to the valve due to heat and mechanism. This simple, cost-effective
the valve seats wear down, or recess, possible valve-to-piston contact. This device uses the braking valve tip as a
resulting in the valves moving up over is the primary reason why HLAs have fulcrum point to impart an upward force
time and reducing the lash or gap set not been adopted into applications that through the bridge. This upward force
from the initial set point. When this lash require engine brakes. counteracts the pump-out force exerted
gap is reduced beyond design limits due
to wear, the engine will no longer per-
form optimally. At operating temperature,
the valve may be hung open and leak
compression which can lead to reduced
engine performance, increased emissions
and accelerated wear. HLAs automatically
adjust to variations and wear in the over-
head to maintain a zero gap between the
cam, rocker and valve. This eliminates
the need to perform the time-consuming
task of setting the lash adjuster during
the initial engine build and in service.
Other benefits include a reduction in
NVH by eliminating the lash that would
FIGURE 3 Conventional
normally result in clacking noises in the braking with HLA
overhead. HLAs can be functionally sen- (© Jacobs Vehicle Systems, Inc.)
sitive and factors such as component
cleanliness, durability, valve train load-
ing, and combustion chamber “oil can-
ning” effects should be considered in
the valve train design. If a conventional
30 www.springerprofessional.com/automotive

by the HLA and prevents it from overex-
tending, FIGURE 4. The fulcrum lever
ratio is used to design the amount of
force proportioned back to the HLA to
maintain a balance between pump-out
and collapse. Another benefit of the
Fulcrum Bridge is the shortened brake
rocker ratio that reduces the required
actuation force on the braking rocker
due to the mechanical advantage pro-
vided by the lever mechanism. This
shortened length results in less contact
stress on the brake rocker arm and
camshaft.
SPRING BRIDGE
One compromise in the design of the
Fulcrum Bridge is that the position
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Bridge may accommodate these varia-
tions, with the ability to incorporate the
same mechanism into other valve train
elements such as the rocker arm, push
tube, finger-follower, or cam follower.
FIGURE 5 shows the Spring Bridge to
be incorporated into a Single Overhead
Camshaft (SOHC) engine with a dedi-
cated cam single valve-opening rocker
brake. An HLA has been incorporated
into the main event exhaust rocker with
Spring Bridge located between the HLA
and the engine valves, allowing the HLA
to function as normal during positive
FIGURE 4 Braking with
Fulcrum Bridge and HLA power. When in engine braking mode,
(© Jacobs Vehicle Systems, Inc.) the Spring Bridge works with the main
event cam design to keep the HLA
loaded during bridge tilt normally asso-
ciated with single-valve engine braking.
The Spring Bridge operates with an inter-
nal stroke-limited piston that allows the
main event lift and HLA refill portions
of the cam to operate normally. When
in braking mode, the main exhaust cam
positions the rocker, HLA, and internal
piston of the Spring Bridge in a pre-
where the engine brake actuates the loaded condition that prevents pump-
braking valve changes to have the ful- out when the dedicated cam brake rocker
crum effect on the HLA. The same valve tilts the bridge, FIGURE 6. Either Fulcrum
train cannot be used in HLA and non- Bridge or Spring Bridge can be used with
HLA equipped valve trains, which dedicated cam rocker brakes, overhead
is one of the reasons why the Spring bolt-on brakes, bleeder brakes, and even
Bridge was developed. While the operat- lost motion rocker brakes, making it
ing mechanism of the Spring Bridge is possible to adopt this system for most
different, the fundamental objective is engines.
the same: keep the HLA loaded during
the engine brake events to prevent
EMISSIONS
pump-out of the HLA, which may lead
to engine damage. Several emissions improvements are
Every valve train is different and possible with a lashless valve train using
has different constraints. The Fulcrum HLAs on both MD and HD engines. The
Bridge may not be able to be accommo- main event is optimized, allowing the
dated in all engine designs because rocker to follow the cam accurately,
of the valve pattern, injector location, thereby eliminating portions of the cam
or other space constraints. The Spring design in place to handle lash variation.
YOU
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ENGINES
AUTOMATED DRIVING CONSTRUCTION MACHINES AND VEHICLES
Driverless on the Road to the Future Electrification and Digitalization
OBJECTIFICATION
of Assistance Systems
with Humans at the Center
WHEEL BEARING DAMAGE
during Car Transportation
on a Truck
/// INTERVIE W Jochen Tüting [Chery Europe]
ROAD ILLUMINATION
for Object Detection under
Peripheral Vision
/// GUEST COMMENTARY Hans-Hermann Braess
POWERTRAIN
Hybrid Drive Concept for
Off-highway Applications
/// INTERVIE W Ronald Kruth [AVL]
INDUSTRIAL TRUCKS
Intelligent Passenger Assistant
for Counterbalanced Trucks
SIMULATION
High Speed Components
for Hydraulic Power Supply
/// GUEST COMMENTARY Arndt Schumann [TriboPlast]
VEHICLE COMPUTERS
Require Fundamental Changes
in E/E Architectures
/// INTERVIE W Frank Schütte [dSpace]
800-V TECHNOLOGY
Offers Performance Benefits
While Increasing Demands
AUTONOMOUS DRIVING
Places New Challenges
on the Driver
/// GUEST COMMENTARY Peter Gresch [PGUB Management Consultants] SUPERCHAR
Turbochargers as
GING
Efficiency Boosters
SINTERED MATERIALS
Made of Iron ROTARY SHAFT
for the Reduction SEALS
of Cobalt Consumption Specially Designed FUEL ADDITIVES
for Use in
High-speed Electric for Biodiesel
Motors to Increase
Oxidation Stability
/// INTERVIEW
Victor Oliveras
Merida and Mark
Hoffmann [Audi]
/// GUEST COMMENTARY
Frank Atzler
[TU Dresden]
DE VELO PMENT Engines
FIGURE 5 Spring Bridge overview
(© Jacobs Vehicle Systems, Inc.)
The designed ideal valve lift profile will
be maintained during the life of the
engine and will not vary significantly
due to the wear of components. Using
HLAs in the valve train to maintain the
ideal valve lift should keep Diesel Partic-
ulate Filter (DPF) regeneration intervals
consistent. Normally-lashed engines see
the DPF regeneration intervals decrease
as the valve train wears, then improve
after lash adjustment. This is likely due
to a change in combustion efficiency as
the valve lift changes due to wear.
SERVICEABILIT Y
It is important to have these lashless-
enabling engine brake systems, not
only to take on the challenging future
requirements for both on- and off-road
engine performance, but also to help
improve serviceability. While an on-road
FIGURE 6 Braking with Spring Bridge and HLA (© Jacobs Vehicle Systems, Inc.)
32
vehicle requires up to 6 h of labor to per-
form a valve adjustment, it is easier to
access the overhead camshaft than in
off-road applications. Engines used in
agricultural or mining equipment often
have complex packaging where turbo-
chargers or exhaust aftertreatment sys-
tems block access to the valve cover. All
this must be removed to perform routine
service to the OHC, thereby increasing
service time and the opportunity for
damage and incorrect reassembly. Many
times, this service needs to happen in
the field, creating additional environ-
mental risks.
It is ideal for off-road applications to
adopt HLAs to minimize these risks;
however, many of these engines also
require engine brakes. When Jacobs
Vehicle Systems technologies are uti-
lized, the interval in which a technician
will have to access the valve train can be
significantly extended, or potentially
eliminated. In vehicles equipped with
special emissions equipment that is par-
ticularly susceptible to valve lift changes
over time, HLAs could greatly improve
vehicle uptime and TCO.
SUMMARY
Offering HLA while ensuring compatibil-
ity with an engine brake represents a
great opportunity for engine OEMs to
further optimize overall internal com-
bustion engine efficiency levels. From an
engine OEM perspective, this can help in
meeting future emission regulations over
the lifetime of the engine, while mini-
mizing the impact on engine complexity
and vehicle operating safety. Solutions
such as the Fulcrum or Spring Bridge
provide flexibility during engine devel-
opment. For the end user, the advantages
of HLA and engine brake compatibility
ensure an optimized TCO and driver
comfort due to lowered service costs
and NVH, along with increased uptime.
REFERENCES
[1] Cummins, C.: Diesel Engine Brake Control. U.S.
Patent No. 2,876,876, March 10, 1959
[2] Huang, S.: Method of Operating an Engine
Brake. U.S. Patent No. 7,284,533 B1, October
23, 2007
[3] Jo, P.: Linkage Between an Auxiliary Motion
Source and a Main Motion Load Path in an Internal
Combustion Engine. U.S. Patent No. 10,626,
763 B2, April 21, 2020
[4] Ferreira, D.: Lash Adjustment in Lost Motion
Engine Systems. U.S. Patent No. 10,590,810 B2,
March 17, 2020
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