• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, wherein the engine brake device comprises an intake system, an exhaust system, gas engine side gas exchange valves, an exhaust gas turbocharger by means of at least one exhaust gas turbocharger integrated into the exhaust system and the intake system and an engine brake device , Wherein the engine brake device has a decompression brake which influences at least one exhaust valve of the gas exchange valves and is dependent on the exhaust backpressure, and a brake flap which accumulates in the exhaust system and which backfires the exhaust gas. To achieve a precisely controllable engine braking performance, it is proposed that the requested braking torque (B) be dependent on the charge pressure (PL) of the exhaust gas turbocharger (7) and exhaust gas back pressure (PA) upstream of, preferably immediately upstream of an exhaust gas turbine of the exhaust gas turbocharger, arranged brake flap (12) ). Furthermore, a suitable engine brake device is proposed.
    公开号:AT516542A1
    申请号:T910/2014
    申请日:2014-12-15
    公开日:2016-06-15
    发明作者:Franz Dipl Ing Rammer；Heidrun Dipl Ing Klinger；André Dipl Ing Kreuzriegler
    申请人:MAN Truck & Bus Österreich AG；
    IPC主号:
    专利说明:

    description
    Method for controlling an engine brake device and engine brake device
    The present invention relates to a method for controlling an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, according to the preamble of patent claim 1, an engine brake device according to the preamble of claim 9 and a vehicle according to claim 14.
    It is particularly known in air-compressing (diesel) internal combustion engines in commercial vehicles to produce an exhaust backpressure by a brake flap in the exhaust system, which causes an effective engine braking by the pistons of the engine in the exhaust stroke (exhaust valves open) work against this exhaust back pressure.
    In order to increase the effect of such an engine braking device significantly, it is known, for example, from DE 10 2008 061 412 A1 to additionally provide a decompression brake, in which the exhaust valves are superimposed on the four-stroke principle for regular valve actuation and partially open in the compression stroke. The additional braking effect arises here by throttling the combustion air into the exhaust system.
    In the case of an exhaust-controlled decompression brake, the valve control of the exhaust valves is designed such that the outlet valves are selectively opened irregularly (so-called valve jumping) by the exhaust back pressure present when the brake flap is closed and kept open by a mechanism until the next regular valve opening. The insertion of the decompression brake is dependent on the applied exhaust back pressure or is triggered by this.
    The object of the invention is to propose a method and an engine brake device, by means of which a variable engine braking performance in an internal combustion engine with exhaust turbocharging is specifically and precisely controlled or regulated.
    The solution of this problem is achieved with the features of the independent claims. Advantageous developments of the invention are the subject of the dependent claims.
    According to claim 1, a method for controlling an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, wherein the engine brake an intake system, an exhaust system, engine-side gas exchange valves (preferably four-cycle gas exchange valves), an exhaust gas turbocharger by means of at least one in the exhaust system and the Has intake system integrated exhaust gas turbocharger and an engine braking device, wherein the engine brake device at least one exhaust valve of the gas exchange valves influencing, in particular gas-controlled and / or dependent on the exhaust gas back pressure, decompression brake and arranged in the exhaust system, the exhaust back-stagnating brake flap. According to the invention it is proposed that in engine braking operation, the requested braking torque is regulated depending on the charge pressure of the exhaust gas turbocharger and the exhaust back pressure upstream of, preferably upstream of an exhaust gas turbine of the exhaust gas turbocharger, the brake flap. It has been recognized that the exhaust backpressure is not sufficient as a suitable control variable for selectively activating the decompression brake because of the pressure conditions changing over the boost pressure of a supercharged internal combustion engine, in order to ensure targeted insertion or control of the decompression brake or respectively requested braking power during engine braking operation. Only the linkage of the exhaust backpressure with the currently existing boost pressure is a reliable control variable for a precise control of the decompression brake.
    In an advantageous specific development of the invention, it is proposed that at least the boost pressure (PL) and a differential pressure (PD) be used as control variables, the differential pressure (PD) from the exhaust backpressure (PA) and the boost pressure (PL) being designated as PA-PL = PD is formed. Since the mechanism of the gas-pressure-controlled decompression brake is not directly dependent on the exhaust backpressure, but on the differential pressure between exhaust back pressure (PA) and boost pressure (PL), succeeds with the inventive control advantageously, a precise control of the decompression brake over the entire operating range of the engine braking device including different To ensure braking power requirements.
    In this case, in an advantageous design of the control parameters, the braking torque can be regulated in a first phase with only controlled brake flap, in a transitional phase with incipient decompression brake and in a final phase with a maximum possible braking power via the decompression brake and the brake flap.
    Next can be increased by a defined PRE-benes, increasing the closing, preferably upstream of an exhaust gas turbine of the exhaust gas turbocharger arranged, brake flap with a rising in engine braking boost pressure to control a defined differential pressure of the exhaust back pressure PA. Further, the desired value of the boost pressure can be calculated via a map that is spanned over the speed of the internal combustion engine and the requested engine braking torque.
    Furthermore, the nominal value of the differential pressure can advantageously be determined via a main characteristic map which is clamped over the rotational speed of the internal combustion engine and the actual supercharging pressure and also via a lowering characteristic map, which is spanned over the rotational speed of the internal combustion engine and the engine braking request. The dependence of the main characteristic of Istladedruck is advantageous because with an increasing boost pressure and an increasing differential pressure may be required to effect a gas pressure-controlled valve opening. In contrast, the lowering map has the task to reduce the differential pressure even with partial braking torque requirements.
    Furthermore, the differential pressure actual value is concretely preferably set as a function of the differential pressure setpoint and the position of the engine brake flap.
    Finally, it may be advantageous if, during engine braking, a charge pressure actual value is set via the determined boost pressure desired value and via a control element on the exhaust gas turbine, which in turn selectively influences the requested engine braking power or the use of the decompression brake in cooperation with the differential pressure value PD. The control element on the exhaust-gas turbocharger can be a bypass valve (waste gate) and / or a flow-guiding element of an exhaust-gas turbocharger, in particular a flow-guiding element of an exhaust-gas turbine with variable turbine geometry, in a manner known per se. Optionally, the control of a throttle valve provided in the intake system of the internal combustion engine may also be advantageous.
    In an engine brake device according to the invention, it is provided that the brake flap in the exhaust system and the boost pressure in the intake system of the internal combustion engine are controlled in the engine braking mode via a charge pressure regulator dependent on the required brake power and via a differential pressure regulator forming a differential pressure from exhaust backpressure and boost pressure. This results in the advantages already described above in connection with the process control according to the invention.
    In the case of the engine braking device according to the invention, the brake flap is again preferably arranged upstream of an exhaust gas turbine of the exhaust gas turbocharger, most preferably arranged immediately upstream and adjacent to the exhaust gas turbine, and thus forms a flow-guiding flap influencing the gas supply to the exhaust gas turbine (positive). This makes it possible to increase the intake-side boost pressure during engine braking operation and thus increase the necessary for the achievable braking power mass flow rate in the internal combustion engine almost without additional construction costs. The brake flap thus fulfills several functions at the same time: It preferably provides a regulated exhaust gas backpressure and, in addition, similar to the function of a control flap in exhaust gas turbines with variable turbine geometry for an advantageous flow of the turbine with reduced exhaust gas flow and lower exhaust gas enthalpy. Specifically, in this case, the brake flap arranged upstream of the exhaust gas turbine (preferably immediately upstream and adjacent to the exhaust gas turbine), in contrast to a brake flap arranged downstream of the exhaust gas turbine, causes a higher pressure gradient across the exhaust gas turbine, whereby, due to the then possible higher mass and volume flow through the exhaust gas turbine, the boost pressure and the exhaust backpressure can be increased significantly and thus the engine braking performance can be significantly increased in a functionally reliable manner without thermal overload of the engine. Due to the pressure gradient across the upstream arranged brake flap, a lower load of the exhaust gas turbine is achieved with the same exhaust gas back pressure, thus resulting in an increase of the exhaust back pressure to the desired increase in braking performance without higher load on the exhaust gas turbine.
    Particularly preferably, it is provided that the brake flap upstream and outside, preferably immediately upstream and outside, a turbine housing of an exhaust gas turbine of the exhaust gas turbocharger (and thus upstream of a Turbinengehäuseseitigen Einströmka-nals) is arranged. Due to the arrangement of the at least one brake flap upstream and thus outside of a turbine housing or an inflow channel of the exhaust gas turbine, this forms no part of the exhaust gas turbine, resulting in a mounting easy positioning of the brake flap with increased constructive degrees of freedom. In particular, structural interventions in the exhaust gas turbine can then be avoided and do not need a large number of different turbines are kept for different model series. According to a particularly preferred specific first embodiment, the exhaust gas turbine, in particular a turbine housing of the exhaust gas turbine, here with a, at least one, preferably via a plurality of cylinders of the internal combustion engine with exhaust gas acted exhaust manifold be fluidly coupled, wherein between the exhaust gas turbine and the exhaust manifold, in particular between a turbine housing of the exhaust gas turbine and the exhaust manifold, and thus immediately upstream and outside one
    Turbine housing of the exhaust turbine, a brake flap having separate unit is installed, which is firmly connected to both the turbine housing and the exhaust manifold. Structurally particularly compact and advantageous is provided according to a second concrete embodiment, that the exhaust gas turbine or an exhaust gas turbine housing of the exhaust gas turbocharger is directly attached to an over at least one, preferably several, cylinder of the internal combustion engine acted upon with exhaust gas exhaust manifold, wherein the brake flap in the region of the exhaust manifold and thus immediately upstream and outside of a turbine housing of the exhaust gas turbine is arranged.
    Furthermore, according to a particularly preferred embodiment, a boost pressure influencing the intake system is provided. The control element influencing the boost pressure in the intake system can be, for example, a bypass valve provided on the exhaust gas turbocharger of the exhaust gas turbocharger and / or a flow guide element of an exhaust gas turbine, in particular a flow guide element of an exhaust gas turbine with variable turbine geometry, and / or a throttle valve in the intake system of the internal combustion engine.
    Finally, the setpoint values of the boost pressure regulator and / or the differential pressure regulator can be stored in characteristic maps which are derived at least from the rotational speed of the internal combustion engine, from the brake power requirement and pressure values of the boost pressure in the intake system and the exhaust backpressure in the exhaust system of the internal combustion engine.
    Although the invention has always been explained above in connection with a brake flap, this term "brake flap" is to be understood expressly in a broad and comprehensive sense and not limited only to pivotable flap assembly. Thus, unless otherwise stated, the term "brake flap" expressly includes any other suitable and / or non-pivotable throttle devices, such as slides or rotary valves.
    With regard to the advantages resulting from the process control according to the invention and the vehicle according to the invention, reference is made to the statements made above.
    An embodiment of the invention is explained in more detail with reference to the attached schematic drawing. Show it:
    Fig. 1 in only sketchy, simplified representation of an internal combustion engine for a commercial vehicle with an intake system, an exhaust system, an exhaust gas turbocharger and an engine braking device with a gas-controlled decompression brake and a brake flap upstream of the exhaust gas turbine, the devices via an electronic engine control unit with a boost pressure regulator and a differential pressure regulator are controlled in engine braking mode;
    2 shows a simplified block diagram of the regulation of the engine brake device according to FIG. 1 with the boost pressure regulator and the differential pressure regulator for controlling a defined exhaust gas back pressure;
    FIG. 3 shows a graph of the braking power of the internal combustion engine over the rotational speed which can be controlled or regulated via the control according to FIG. 2;
    4 shows a sketch of the formation of the boost pressure desired value in the charge pressure regulator; and
    5 is a further, sketch-like representation of the formation of the differential pressure setpoint in the differential pressure regulator for controlling the engine brake device according to FIGS. 1 and 2.
    In Fig. 1 is only sketchy an internal combustion engine 1 (for example, a six-cylinder diesel engine) shown in particular for a commercial vehicle, with an intake system 2 and an exhaust system 3 (not described conventional design). If necessary, a throttle valve 5 may be provided in the intake manifold 4 of the intake system 2.
    The exhaust system 3 has an exhaust manifold 6 connected to the combustion chambers of the internal combustion engine 1, which is connected directly or indirectly to the exhaust gas turbine 8 of an exhaust gas turbocharger 7. The exhaust gas turbine 8 drives in a known manner to a compressor 9, which in turn is connected via a line 10 to the intake manifold 4 and the combustion air promotes under a defined boost pressure PL to the combustion chambers of the internal combustion engine 1. The effluent exhaust gas via the exhaust manifold 6 and the exhaust gas turbine 8 is further discharged via an exhaust pipe 11. The other lines of the intake system 2 and the exhaust system 3 of the internal combustion engine 1 in the motor vehicle are not shown.
    As an engine braking device, the internal combustion engine 1 a decompression brake (not shown), which acts on the gas exchange valves and the exhaust valves of the internal combustion engine 1. Furthermore, a brake flap 12 is provided upstream of the exhaust gas turbine 8, by means of which a defined exhaust back pressure PA can be generated.
    The decompression brake can be initiated in a known manner in a gas-controlled manner via the increased exhaust back pressure PA when the brake flap 12 is at least partially closed, in which a "fluttering" or "valve jump" of the exhaust valves is triggered (for example DE 10 2008 061 412 A1).
    With regard to the detailed design of the exhaust-controlled decompression brake, reference is made, in the alternative, to the publications cited.
    In addition, a boost pressure sensor 13 is arranged in the intake manifold 4, by means of which the boost pressure PL is detected and supplied to an engine control unit 14, which will be described later, via a signal line 15. Further, in the exhaust manifold 6, an upstream of the brake flap 12, the exhaust gas back pressure PA measuring pressure sensor 16 is used, whose values are also guided via a signal line to the control unit 14.
    In addition, the control unit 14 is supplied with a signal B and a load signal α corresponding to the initiation of an engine braking in coasting operation of the commercial vehicle. The signal B is delivered by means of an engine braking management requesting a variable engine brake power (not shown).
    The control unit 14 controls a bypass valve 17 on the exhaust gas turbine 8 of the exhaust gas turbocharger 7 and an exhaust gas recirculation valve 18 in a arranged between the intake 2 and the exhaust system 3 line 19, based on operating specifications for engine performance and exhaust emissions of the internal combustion engine. 1
    The electronic control unit 14 is modified in addition to the known functions in the fired drive mode of the internal combustion engine 1 so that it closes when the overrun operation and in the presence of an engine braking signal B, the brake flap 12 more or less to the control of a defined exhaust back pressure PA and further controls the boost pressure PL.
    For this purpose, a boost pressure regulator 20 and a differential pressure regulator 21 are provided in simplified form in the control unit 14 (FIG. 2), which in the engine braking mode B transmits the braking power
    Control of the brake flap 12 and the control elements (bypass valve 17 to reduce the boost pressure PL and / or a Strömungsleitklappe to increase the boost pressure and / or the throttle valve 5 in the intake system 2) determine.
    4 shows schematically a boost pressure setpoint formation 20 'in conjunction with the charge pressure regulator 20 (not shown here). In this case, the boost pressure desired value is preferably applied via a characteristic map 20a (only indicated), which is spanned above the rotational speed n of the internal combustion engine and the requested braking torque B. certainly. By controlling intervention on one or more of said control organs, the actual charging pressure PL is set.
    FIG. 5 shows a differential pressure setpoint formation 21 'in conjunction with the differential pressure regulator 20, not shown here, in which two characteristic diagrams 21a, 21b are preferably provided, which are mathematically (control-technically or electronically) linked to form the differential pressure PD.
    As shown in FIG. 5, a differential pressure setpoint is formed via the main characteristic map 21b, spanned by the rotational speed n and the boost pressure actual value PL. Further, via the lowering map 21a, spanned over the rotational speed n and the braking torque request B, the differential pressure PD is reduced at partial braking torque requests via defined factors.
    By evaluating the pressure values PL and PD thus formed, it is possible to precisely set the exhaust back pressure PA relevant to the engine braking performance such that a lower curve 22 for lower engine braking power with deactivated decompression brake, as shown in FIG can be selectively controlled or adjusted for a transition area with incipient decompression brake and an upper curve 24 for the highest possible engine braking power, as well as, of course, intermediate areas between the individual curves can be selectively controlled or adjusted. The lowermost curve 25 represents the towing power with which the internal combustion engine is towed when the brake flap is fully open.
    The dependence of the desired exhaust gas back pressure PA from the actual charge pressure PL ensures that with increasing boost pressure PL, the differential pressure PD is increased, whereby the gas-controlled valve opening of the exhaust valves is guaranteed process reliable. Furthermore, the transition region of only exhaust backpressure on the brake flap 12 in addition to the compression brake is more manageable, the different pressure conditions are taken into account in the gas exchange of the internal combustion engine 1 in the engine braking operation improved.
    The boost pressure PL in the engine braking mode B may be reduced (for example in the region of the curve 22 in FIG. 3) or increased (for example, curve 24 in FIG. 3) by the control devices for controlling the actual boost value as a function of the requested braking power (for example, curve 24 of FIG. 3). This is, as stated above, achieved by controlling the throttle valve 5 in the intake system 2 and / or the bypass valve 17 on the exhaust gas turbocharger 7 and / or for example by controlling a Strömungsleitklappe upstream of the exhaust gas turbine 8. If necessary, the brake flap 12 could also be in conjunction with a Strömungsleitklappe be used in an exhaust gas turbocharger 7 with variable turbine geometry.
    The invention is not limited to the illustrated embodiment. For example, the internal combustion engine 1 could also be designed with a register charge with two exhaust-gas turbochargers 7 arranged one behind the other, one of which may be connected as a high-pressure stage and the second as a low-pressure stage.
    References list 1 internal combustion engine 20a map 2 intake system 21 differential pressure regulator 3 exhaust system 21a map 4 intake manifold 21b map 5 throttle valve 22 to 24 braking power curves 6 exhaust manifold 25 Schleppleistungskurve 7 exhaust gas turbocharger 20 'boost pressure setpoint 8 exhaust gas turbine 21' differential pressure setpoint 9 compressor 10 intake manifold 11 exhaust pipe 12 brake valve 13 boost pressure sensor 14 control unit 15 Signal line 16 Pressure sensor 17 Bypass valve 18 Exhaust gas recirculation valve 19 Line 20 Charge pressure regulator
    权利要求:
    Claims (14)
    [1]
    claims
    1. A method for controlling an engine brake device for an internal combustion engine in motor vehicles, in particular in commercial vehicles, wherein the engine brake device comprises an intake system, an exhaust system, engine side gas exchange valves, an exhaust gas turbocharger by means of at least one integrated into the exhaust system and the intake system exhaust gas turbocharger and an engine braking device, wherein the engine brake device an at least one exhaust valve of the gas exchange valves influencing, in particular gas-controlled and / or dependent on the exhaust backpressure decompression brake and disposed in the exhaust system, the exhaust backstearing brake flap, characterized in that in the engine braking the requested braking torque (B) depending on the boost pressure (PL) of the exhaust gas turbocharger (7) and the exhaust back pressure (PA) upstream, preferably upstream of an exhaust gas turbine (8) of the exhaust gas turbocharger (7) arranged, the brake flap (12) is controlled.
    [2]
    2. The method according to claim 1, characterized in that as control variables at least the boost pressure (PL) and a differential pressure (PD) are used, wherein the differential pressure (PD) from the exhaust backpressure (PA) and the boost pressure (PL) is formed.
    [3]
    3. The method according to claim 1 or 2, characterized in that the braking torque in a first phase (curve 22) with only controlled brake flap (12), in a transition phase (curve 23) with incipient decompression brake and in a final phase with a maximum braking torque (Curve 24) via the decompression brake and the brake flap (12) is controlled.
    [4]
    4. The method according to any one of the preceding claims, characterized in that with a rising in engine braking boost pressure (PL) to control a defined differential pressure (PD) and the exhaust back pressure (PA) by a defined predetermined, increasing closing of, preferably upstream of an exhaust gas turbine ( 8) of the exhaust gas turbocharger (7) arranged, the brake flap (12) is increased.
    [5]
    5. The method according to any one of the preceding claims, characterized in that the desired value of the boost pressure (PL) via a map (20a) is calculated, which is spanned over the rotational speed (n) of the internal combustion engine (1) and the requested engine braking torque (B) ,
    [6]
    6. The method according to any one of the preceding claims, characterized in that the desired value of the differential pressure (PD) via a main map (21b) which is spanned over the rotational speed (n) of the internal combustion engine (1) and the Istladedruck (PL), and over a lowering map (21a), which is spanned over the rotational speed (n) of the internal combustion engine (1) and the engine braking request (B), is determined.
    [7]
    7. The method according to any one of the preceding claims, characterized in that the differential pressure actual value in dependence on the differential pressure setpoint and the position of the engine brake flap (12) is adjusted.
    [8]
    8. The method according to any one of the preceding claims, characterized in that at an engine braking on the determined boost pressure setpoint (PL) and at least one control element (17, 5) on the exhaust gas turbine (8) and / or in the intake system (2) set the boost pressure actual value becomes.
    [9]
    9. An engine braking device for an internal combustion engine in motor vehicles, in particular for carrying out a method according to any one of the preceding claims, wherein the engine braking device comprises an intake system, an exhaust system, engine side gas exchange valves, an exhaust gas turbocharger by means of at least one integrated into the exhaust system and the intake system exhaust gas turbocharger, and an engine braking device , and wherein the engine brake device has a decompression brake influencing at least one exhaust valve of the gas exchange valves, and a exhaust valve which accumulates in the exhaust system, characterized in that the, preferably upstream of an exhaust gas turbine (8) of the exhaust gas turbocharger (7) arranged, the brake valve (12) in the exhaust system (3) and the boost pressure (PL) in the intake system (2) of the internal combustion engine (1) in engine braking (B) via a dependent of the requested braking power boost pressure regulator ler (20) and a, a differential pressure (PD) from exhaust back pressure (PA) and boost pressure (PL) forming differential pressure regulator (21) are controlled.
    [10]
    10. Engine braking device according to claim 9, characterized in that at least one of the boost pressure in the intake system influencing control member (5, 17) is provided.
    [11]
    11. Engine braking device according to claim 10, characterized in that the charge pressure (PL) in the intake system (2) influencing the control device on the exhaust gas turbocharger (7), a bypass valve (17) and / or a flow guide of an exhaust gas turbine (8), in particular a flow guide of an exhaust gas turbine (8) with variable turbine geometry.
    [12]
    12. Engine braking device according to claim 10 or 11, characterized in that the charge pressure (PL) influencing control member is a throttle valve (5) in the intake system (2) of the internal combustion engine (1).
    [13]
    13. Engine braking device according to one of claims 9 to 12, characterized in that the setpoint values of the boost pressure regulator (20) and / or the differential pressure regulator (21) in maps (20a, 21a, 21b) are stored, which depends on at least the rotational speed (n ) of the internal combustion engine (1) and / or the brake power requirement (B) and / or pressure values of the boost pressure (PL) in the intake system (2) are formed.
    [14]
    14. Vehicle, in particular commercial vehicle, with an engine brake device according to one of claims 9 to 13 and / or for carrying out a method according to one of claims 1 to 8.
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    同族专利:
    公开号 | 公开日
    EP3034843B1|2019-06-26|
    RU2015153201A3|2019-07-17|
    AT516542B1|2019-12-15|
    CN105697096B|2019-11-08|
    RU2709898C2|2019-12-23|
    US9938909B2|2018-04-10|
    EP3034843A1|2016-06-22|
    RU2015153201A|2017-06-16|
    US20160169127A1|2016-06-16|
    CN105697096A|2016-06-22|
    BR102015031172A2|2016-09-06|
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    法律状态:
    2022-01-15| PC| Change of the owner|Owner name: MAN TRUCK & BUS SE, DE Effective date: 20211123 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA910/2014A|AT516542B1|2014-12-15|2014-12-15|Method for controlling an engine brake device and engine brake device|ATA910/2014A| AT516542B1|2014-12-15|2014-12-15|Method for controlling an engine brake device and engine brake device|
    BR102015031172A| BR102015031172A2|2014-12-15|2015-12-11|method for controlling an engine braking device and the engine braking device|
    US14/966,417| US9938909B2|2014-12-15|2015-12-11|Method for controlling an engine braking device and engine braking device|
    EP15003534.3A| EP3034843B1|2014-12-15|2015-12-11|Method for controlling an engine braking device and engine braking device|
    CN201510912606.7A| CN105697096B|2014-12-15|2015-12-11|For controlling the method and motor brake apparatus of motor brake apparatus|
    RU2015153201A| RU2709898C2|2014-12-15|2015-12-11|Control method of engine braking device, engine braking device and vehicle|
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