EP1529936B1 - Système de refroidissement pour un moteur à combustion interne d'un véhicule avec une pompe à eau désactivable - Google Patents

Système de refroidissement pour un moteur à combustion interne d'un véhicule avec une pompe à eau désactivable Download PDF

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Publication number
EP1529936B1
EP1529936B1 EP20040023547 EP04023547A EP1529936B1 EP 1529936 B1 EP1529936 B1 EP 1529936B1 EP 20040023547 EP20040023547 EP 20040023547 EP 04023547 A EP04023547 A EP 04023547A EP 1529936 B1 EP1529936 B1 EP 1529936B1
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EP
European Patent Office
Prior art keywords
water pump
internal combustion
combustion engine
cooling system
switched
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP20040023547
Other languages
German (de)
English (en)
Other versions
EP1529936A1 (fr
Inventor
Heinz Lemberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
PSA Automobiles SA
Original Assignee
Bayerische Motoren Werke AG
Peugeot Citroen Automobiles SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG, Peugeot Citroen Automobiles SA filed Critical Bayerische Motoren Werke AG
Publication of EP1529936A1 publication Critical patent/EP1529936A1/fr
Application granted granted Critical
Publication of EP1529936B1 publication Critical patent/EP1529936B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P7/00—Controlling of coolant flow
    • F01P7/14—Controlling of coolant flow the coolant being liquid
    • F01P7/16—Controlling of coolant flow the coolant being liquid by thermostatic control
    • F01P7/162—Controlling of coolant flow the coolant being liquid by thermostatic control by cutting in and out of pumps
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P11/00—Component parts, details, or accessories not provided for in, or of interest apart from, groups F01P1/00 - F01P9/00
    • F01P11/14—Indicating devices; Other safety devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/12—Cabin temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/08—Temperature
    • F01P2025/13—Ambient temperature
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/62—Load
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/64—Number of revolutions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2025/00—Measuring
    • F01P2025/60—Operating parameters
    • F01P2025/66—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P2031/00—Fail safe
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
    • F01P5/00—Pumping cooling-air or liquid coolants
    • F01P5/10—Pumping liquid coolant; Arrangements of coolant pumps
    • F01P5/12—Pump-driving arrangements

Definitions

  • the present invention relates to a cooling system for an internal combustion engine of a vehicle according to the features of patent claim 1.
  • the water pump In conventional vehicles, the water pump is mechanically driven by a V-belt from the engine.
  • the water pump thus runs continuously during engine operation. In some operating conditions of the engine, however, it is not necessary or desirable for the water pump to pump coolant through the cooling circuit. In particular, when the engine is cold, could be dispensed with the operation of the water pump.
  • a cooling system with a shut-off water pump is known, wherein monitored during operation of the internal combustion engine, the load condition of the engine and the operating temperature of the internal combustion engine.
  • a cooling system with a shut-off water pump is also from the DE 40 32 701 A1 known.
  • the EP 0 323 210 A2 describes a system for controlling the cooling of an engine compartment of a motor vehicle. This should not only protect the engine from overheating, but also a turbocharger located in the engine compartment.
  • the EP 1 046 798 A2 claims a cooling system for an internal combustion engine with an emergency detection device by which a coolant pump, which is driven by an electric motor in normal operation, is mechanically connected to a rotating part of the internal combustion engine in case of failure of the electric motor.
  • the object of the invention is to provide a cooling system for an internal combustion engine with a shut-off water pump, which has an improved with regard to the energy consumption of the internal combustion engine, the life of the engine and reliability shutdown logic.
  • the water pump is only switched off when the at least one thermal condition parameter and the load condition and the operating state of the passenger compartment heating and the time parameters make the deactivation of the water pump permissible and if the fault memory is faultless.
  • a "valuation logic" is specified for each of these "queries", which will be explained in more detail later.
  • the water pump can be electrically driven. Preferably, however, a mechanically driven by the engine water pump is provided.
  • the water pump can be mechanically driven by the internal combustion engine via a friction gear.
  • the friction wheel drive is mechanically biased.
  • the water pump By acting on the Reibradantrieb actuator, the water pump can be switched off.
  • a mechanical spring may be provided, which in the event of a power failure, i. if the actuator is de-energized, the friction wheel drive "closes". In this way, a "fail-safe function" can be displayed in a simple manner, which ensures the drive of the water pump in case of failure.
  • thermal condition parameter is monitored for switching off the water pump.
  • two or more thermal state parameters may be monitored.
  • a thermal state parameter is the engine temperature and that it is regarded as a necessary condition for the permissibility of switching off the water pump that the engine temperature is less than a predetermined value.
  • the instantaneous coolant temperature can be queried at each engine start, which corresponds approximately to the engine temperature.
  • the engine temperature can also be determined via separate sensors or by maps. If the engine temperature or the coolant temperature at engine start smaller than a predetermined value, so the water pump should be turned off, as in this case, a cooling of the engine is not required and energy can be saved by switching off the water pump. At higher engine or coolant temperature, however, there is no longer any potential savings, so that when a predetermined value for the engine or coolant temperature is exceeded, the water pump should remain switched on.
  • the temperature of the intake air from the engine can be monitored.
  • a further necessary condition for the permissibility of switching off the water pump can be considered that the temperature of the intake air from the engine air is less than a predetermined value.
  • the water pump can be switched on when the engine is started, if there are no more potential savings. If, however, the temperature at engine start is below the specified value, then the water pump should remain switched off.
  • the engine temperature and the intake air temperature can be summarized in the control logic by an AND operation to a "start operation criterion" or - generally speaking - to a "thermal condition criterion".
  • the thermal condition criterion only indicates a switch-off of the water pump when the engine temperature or the coolant temperature and at the same time the intake air temperature are lower than the respective predetermined temperature values. In other words, as a necessary condition for the permissibility of turning off the water pump, it is considered that the engine coolant temperature is smaller than the predetermined value and, in addition, that the intake air temperature is smaller than the predetermined value.
  • the heating power requested for the passenger compartment is important. For a reliable defrosting of the windscreen or to ensure adequate heating comfort, it may be necessary that the water pump is switched on already in the start phase of the engine. For example, it may be provided that in the starting phase of the engine, the water pump may only be switched off when the requested by the driver for the passenger compartment heating power is less than a predetermined value.
  • the "operating state" of the passenger compartment heating can be monitored, for example, based on the passenger compartment set temperature set by the driver.
  • the set target temperature is less than a predetermined value or that the heating power, which depends on the set target temperature and the set air flow, smaller than a is predetermined value.
  • the load state of the internal combustion engine is monitored for the assessment of the permissibility of switching off the water pump in the starting phase of the internal combustion engine.
  • the load state of the internal combustion engine can be monitored on the basis of a load state parameter or on the basis of a plurality of load state parameters. It can be provided that, as a necessary prerequisite for the permissibility of switching off the water pump in the starting phase of the internal combustion engine, it is considered that at least one load state parameter is smaller than a predetermined value.
  • the load state representing signals, for example, the vehicle speed and / or the rotational speed of the internal combustion engine and / or the internal combustion engine supplied amount of fuel or the internal combustion engine supplied fuel mass flow can be considered.
  • the load condition of the engine does not exceed a predetermined load condition.
  • the vehicle speed, the engine speed and the fuel mass flow can be linked to each other, for example, by an OR operation. If the vehicle speed is less than a predetermined value or the engine speed is less than a predetermined value or the fuel mass flow supplied to the engine is less than a predetermined value, it is considered to be a necessary load state criterion for turning off the water pump.
  • a time parameter is monitored.
  • a "time counter” can be provided, which measures the duration of the operation of the internal combustion engine during which the water pump is switched off.
  • the time measured by the timer is less than a predetermined value. It can be provided that the water pump should remain switched off for a predetermined period of time after a cold start of the engine. A necessary condition for switching off the water pump is therefore that the measured time duration is less than a predetermined period of time.
  • the time counter at a shutdown and a subsequent restart of the internal combustion engine only to a starting value, e.g. Reset "zero seconds" if the water pump was switched on before the last shutdown of the internal combustion engine. Consequently, at each engine start, the "time routine" runs so that the timer counts on various repeat starts, namely until the water pump is switched on and the engine has been running for several seconds at idle speed or a higher speed. In a subsequent restart, the time counter is then reset.
  • a starting value e.g. Reset "zero seconds”
  • Modern vehicles have onboard diagnostic electronics (OBD).
  • OOB onboard diagnostic electronics
  • various fault or fault states of the vehicle or individual vehicle components are stored. Of the monitored in a vehicle "error conditions" individual states are relevant for the cooling circuit, other error conditions are the function of the cooling circuit irrelevant. Switching off the water pump is only considered admissible if no relevant error conditions for the cooling circuit are stored in the fault memory. If, for example, it is detected that a sensor for sensing the engine or cooling water temperature is defective, this is stored in the fault memory.
  • the "shut-off logic" for the water pump is then bridged, with the result that the water pump runs along from the engine start, ie that it is not switched off. It makes sense to take into account all the parameters that can have a negative influence on the function of the engine when the water pump is switched off.
  • the water pump is switched off only when all the conditions deemed necessary for shutdown are present, i. if the at least one thermal condition parameter, the load condition of the internal combustion engine, the operating condition of the passenger compartment heater, the time parameter and the fault memory "indicate” that switching off the water pump is permissible. If only one of these "test criteria" is not correct, the water pump remains or is switched on for safety reasons.
  • FIG. 1 shows an embodiment of a circuit logic of a cooling system according to the invention.
  • FIG. 1 schematically shows a logic diagram for switching off a water pump 1, which is driven by an internal combustion engine 2 via a friction gear 3. Furthermore, a control unit 4 is provided, which drives the Reibradgetriebene 3.
  • the friction gear 3 is designed so that in the de-energized state of the control unit 4, the internal combustion engine 2 via the friction gear 3, the water pump 1 drives. By appropriate control of the friction gear 3 by the control unit 4, the drive of the water pump 1 can be switched off.
  • the engine temperature T MOT and the temperature of the intake air T A sucked by the internal combustion engine are monitored.
  • a necessary condition for the permissibility of switching off the water pump 1 is that the engine temperature T MOT is less than 80 ° C and that the intake air temperature T A is less than 30 ° C.
  • the engine temperature and the intake air temperature T A form inputs 10, 11 of an AND operation 12.
  • the operating state of the passenger compartment heater is checked. For example, it may be provided that switching off the water pump is only considered permissible if the requested for the passenger compartment heating power is less than a predetermined value or if the heater is not turned on, which is schematically indicated here by a non-member 13 , which forms another input of the AND gate 12.
  • the vehicle speed, the engine speed and the instantaneous fuel consumption of the internal combustion engine are monitored. If the vehicle speed is less than 80 km per hour, or if the engine speed is less than 4000 rpm or the fuel consumption is less than a predetermined value, an OR gate 14 provides a logical "1" which is another input 15 of the AND Gate 12 is supplied.
  • function block 9 is monitored whether at any time a relevant for the cooling system fault condition has been present or exists. Only if no relevant for the cooling system fault condition has been present or present, the function block 9 provides a logic "1" to the AND gate 12. The "no-relevant-error query” is indicated here schematically by a negation element 18.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Claims (13)

  1. Système de refroidissement pour un moteur à combustion interne (2) d'un véhicule comprenant une pompe à eau (1) pour pomper le liquide de refroidissement à travers un circuit de refroidissement du moteur à combustion interne (2), dans lequel la pompe à eau (1) peut être désactivée pendant le fonctionnement du moteur à combustion interne (2) par un appareil de commande (4), dans lequel on surveille pendant le fonctionnement du moteur à combustion interne
    - au moins un paramètre d'état thermique (5) et
    - un état de fonctionnement du chauffage de l'habitacle des passagers du véhicule (6) et
    - l'état de charge (7) du moteur à combustion interne (2) et
    - un paramètre de temps (8) et
    - une mémoire comptabilisant les erreurs (9), dans laquelle des états d'erreurs pertinents pour le circuit de refroidissement peuvent être stockés,
    dans lequel la pompe à eau (1) ne peut être désactivée que si
    - le au moins un paramètre d'état thermique (5) et
    - l'état de fonctionnement (6) du chauffage de l'habitacle des passagers du véhicule et
    - l'état de charge (7) et
    - le paramètre de temps (8) indiquent que la désactivation de la pompe à eau (1) est autorisée, et
    - la mémoire comptabilisant les erreurs est sans erreur,
    dans lequel la vérification de l'autorisation s'effectue respectivement conformément à une logique d'évaluation qui est prédéterminée pour différents critères.
  2. Système de refroidissement selon la revendication 1, dans lequel la pompe à eau (1) est entraînée par le moteur à combustion interne (2) par le biais d'un entraînement à roue à friction (3).
  3. Système de refroidissement selon la revendication 2, dans lequel l'entraînement à roue à friction (3) est précontraint mécaniquement et la pompe à eau (1) peut être désactivée par un actionneur agissant sur l'entraînement à roue à friction (3), dans lequel quand l'actionneur est sans énergie la pompe à eau (1) est mise en marche.
  4. Système de refroidissement selon l'une des revendications 1 à 3, dans lequel un paramètre d'état thermique est la température du moteur (TMOT) et on considère comme condition nécessaire pour l'autorisation de la désactivation de la pompe à eau (1) que la température du moteur (TMOT) soit inférieure à une valeur définie au préalable.
  5. Système de refroidissement selon l'une des revendications 1 à 4, dans lequel un paramètre d'état thermique est la température de l'air (TA) aspiré par le moteur à combustion interne (2) et on considère comme condition nécessaire pour l'autorisation de la désactivation de la pompe à eau (1) que la température (TA) de l'air aspiré par le moteur à combustion interne (2) soit inférieure à une valeur définie au préalable.
  6. Système de refroidissement selon l'une des revendications 1 à 5, dans lequel l'état de charge du moteur à combustion interne (2) est surveillé à l'aide d'au moins un paramètre d'état de charge et on considère comme condition nécessaire pour l'autorisation de la désactivation de la pompe à eau (1) que le au moins un paramètre d'état de charge soit inférieur à une valeur définie au préalable.
  7. Système de refroidissement selon l'une des revendications 1 à 6, dans lequel l'état de charge du moteur à combustion interne (2) est surveillé à l'aide de plusieurs paramètres d'état de charge et on considère comme condition nécessaire pour l'autorisation de la désactivation de la pompe à eau (1) que le au moins un paramètre d'état de charge soit inférieur à une valeur définie au préalable.
  8. Système de refroidissement selon la revendication 6 ou 7, dans lequel un paramètre d'état de charge est la vitesse du véhicule (v).
  9. Système de refroidissement selon l'une des revendications 6 à 8, dans lequel un paramètre d'état de charge est la vitesse de rotation du moteur à combustion interne (n) du moteur à combustion interne (2).
  10. Système de refroidissement selon l'une des revendications 6 à 9, dans lequel un paramètre d'état de charge est la consommation de carburant momentanée du moteur à combustion interne (2).
  11. Système de refroidissement selon l'une des revendications 1 à 10, dans lequel l'état de fonctionnement du chauffage de l'habitacle des passagers du véhicule est surveillé à l'aide de la puissance de chauffage nécessitée pour l'habitacle des passagers du véhicule.
  12. Système de refroidissement selon l'une des revendications 1 à 11, dans lequel un compteur de temps qui mesure, pendant le fonctionnement du moteur à combustion interne (2), la durée au cours de laquelle la pompe à eau (1) est désactivée, est prévu, dans lequel on considère comme condition nécessaire pour l'autorisation de la désactivation de la pompe à eau (1) que le au moins un paramètre d'état de temps mesuré par le compteur de temps soit inférieur à une valeur définie au préalable.
  13. Système de refroidissement selon la revendication 12, dans lequel le compteur de temps, lors d'une désactivation et d'un nouveau départ consécutif du moteur à combustion interne (2), n'est rétrogradé à une valeur de départ et ne recommence à compter de nouveau que si la pompe à eau (1) a été mise en marche avant la désactivation du moteur à combustion interne (2).
EP20040023547 2003-11-03 2004-10-02 Système de refroidissement pour un moteur à combustion interne d'un véhicule avec une pompe à eau désactivable Expired - Lifetime EP1529936B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003151148 DE10351148A1 (de) 2003-11-03 2003-11-03 Kühlanlage für einen Verbrennungsmotor eines Fahrzeugs mit einer abschaltbaren Wasserpumpe
DE10351148 2003-11-03

Publications (2)

Publication Number Publication Date
EP1529936A1 EP1529936A1 (fr) 2005-05-11
EP1529936B1 true EP1529936B1 (fr) 2012-12-05

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EP20040023547 Expired - Lifetime EP1529936B1 (fr) 2003-11-03 2004-10-02 Système de refroidissement pour un moteur à combustion interne d'un véhicule avec une pompe à eau désactivable

Country Status (2)

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EP (1) EP1529936B1 (fr)
DE (1) DE10351148A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008037062A1 (de) * 2008-08-08 2010-02-11 Bayerische Motoren Werke Aktiengesellschaft Kühleinrichtung für eine Kraftfahrzeug-Brennkraftmaschine und Verfahren zum Betreiben derselben
DE102011108203A1 (de) 2011-07-20 2012-05-31 Daimler Ag Diagnoseverfahren für eine schaltbare Wasserpumpe
DE102011108953B4 (de) * 2011-07-29 2014-11-27 Audi Ag Kühlmittelkreislauf für eine Brennkraftmaschine und Verfahren zum Betreiben eines Kühlmittelkreislaufs
DE102015011244B4 (de) * 2015-08-27 2022-04-28 Audi Ag Kraftfahrzeug mit einem Kühlmittelkreislauf

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3024209A1 (de) * 1979-07-02 1981-01-22 Guenter Dr Rinnerthaler Fluessigkeitskuehlung fuer verbrennungsmotoren
CA1304480C (fr) * 1987-12-28 1992-06-30 Shuji Katoh Systeme de commande de refroidissement du compartiment-moteur
DE4032701A1 (de) * 1990-10-15 1992-06-25 Schatz Oskar Verfahren zur beeinflussung der betriebstemperatur eines verbrennungsmotors der kolbenbauart und motor zur durchfuehrung des verfahrens
EP1046798B1 (fr) * 1999-04-22 2005-11-23 TCG UNITECH Aktiengesellschaft Système de refroidissement pour un moteur à combustion interne
DE10023508B4 (de) * 2000-05-13 2005-09-22 Audi Ag Kühlanlage eines flüssigkeitsgekühlten Verbrennungsmotors
DE60108646T2 (de) * 2001-10-31 2006-01-26 Visteon Global Technologies, Inc., Van Buren Township Verfahren zur Brennkraftmaschinenkühlung
DE10154091A1 (de) * 2001-11-02 2003-05-15 Bayerische Motoren Werke Ag Verfahren und Vorrichtung zur Regelung eines Kühlsystems einer Verbrennungskraftmaschine
DE10163943A1 (de) * 2001-12-22 2003-07-03 Bosch Gmbh Robert Verfahren zur Ansteuerung von elektrisch betätigbaren Komponenten eines Kühlsystems, Computerprogramm, Steuergerät, Kühlsystem und Brennkraftmaschine
DE10210303B4 (de) * 2002-03-08 2007-05-03 Robert Bosch Gmbh Kühlkreislauf für einen Verbrennungsmotor
DE10248552B4 (de) * 2002-10-18 2015-03-05 Bayerische Motoren Werke Aktiengesellschaft Kühlkreislauf für einen Verbrennungsmotor mit einer abschaltbaren Wasserpumpe

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EP1529936A1 (fr) 2005-05-11

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