The integrated brake rocker arm is a design and technical solution adopted for the fully developed engines with engine braking functionality. It features a simple structure and minimal modifications. However, due to the need to integrate the main lift (the cam profile of the exhaust lift under positive work conditions), the exhaust rocker arm exhibits a significant lost motion (lift) during positive work operation. This lost motion must be controlled by springs, and there are typically two spring configurations in the design: one installed in the space between the elephant foot and the adjusting bolt; the other fixed by a bracket directly above the rocker arm roller, pressing downward on the end of the rocker arm. Restricted by space, the stiffness and preload of such springs are often much lower than those of valve springs. This causes the exhaust rocker arm to easily float in the CR and BGR profile regions when the engine runs at overspeed under positive work conditions, generating extremely high impact loads on the adjusting bolt of the rocker arm. Particularly in overspeed tests, this can easily lead to fatigue fracture of the adjusting bolt. Through process analysis, this paper puts forward several reflections: 1. When space prevents ensuring the spring stiffness and preload, it is recommended to adopt a design scheme combining small-lift compression release with exhaust braking; 2. Optimize the CR and BGR profiles to reduce braking power, thereby signific0-antly reducing the impact force; 3. The assessment of the integrated brake rocker arm must pass the overspeed test verification before it can be approved for use.
Zhang et al. (Thu,) studied this question.
Synapse has enriched 5 closely related papers on similar clinical questions. Consider them for comparative context: