WO2013182385A1 - Réseau de bord de véhicule à moteur, présentant une machine électrique et au moins deux accumulateurs d'énergie à tensions de charge différentes, et procédé pour son fonctionnement - Google Patents

Réseau de bord de véhicule à moteur, présentant une machine électrique et au moins deux accumulateurs d'énergie à tensions de charge différentes, et procédé pour son fonctionnement Download PDF

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Publication number
WO2013182385A1
WO2013182385A1 PCT/EP2013/059870 EP2013059870W WO2013182385A1 WO 2013182385 A1 WO2013182385 A1 WO 2013182385A1 EP 2013059870 W EP2013059870 W EP 2013059870W WO 2013182385 A1 WO2013182385 A1 WO 2013182385A1
Authority
WO
WIPO (PCT)
Prior art keywords
electric machine
electrical system
motor vehicle
voltage
vehicle electrical
Prior art date
Application number
PCT/EP2013/059870
Other languages
German (de)
English (en)
Inventor
Rolf Jaros
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2013182385A1 publication Critical patent/WO2013182385A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/06—Two-wire systems
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/16—Regulation of the charging current or voltage by variation of field
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles

Definitions

  • Motor vehicle electrical system with an electric machine and at least two energy storage devices with different charging voltages and method for operating the same
  • the present invention relates to a motor vehicle electrical system with an electric machine and at least two energy storage devices with different charging voltages and a method for operating such a vehicle electrical system.
  • Two-voltage vehicle systems in motor vehicles can be designed as so-called 42 V / 14 V two-voltage systems, in which a high-voltage subnetwork with a nominal voltage (charging voltage) of 42 V and a low-voltage subnetwork with a nominal voltage (Charging voltage) of 14 V is operated.
  • 42 V instead of 42 V meanwhile mostly high-voltage subnetworks with 48 V are used.
  • boost recuperation systems Two-voltage systems are used for example in so-called boost recuperation systems.
  • Such boost recuperation systems are set up to charge an energy store (eg battery or capacitor) by means of a high-voltage starter generator (eg 42 V or 48 V), in particular in coasting and braking phases of a motor vehicle.
  • the high-voltage Starter generator and the energy storage are connected directly to the high voltage subnet.
  • the energy from the energy store can be used for motor operation of the high-voltage starter generator, but also, by means of a DC-DC converter for supplying the low-voltage subnet (eg 14 V), which serves as a regular electric vehicle electrical system for supplying the usual consumers.
  • boost recuperation systems achieves a significant reduction in fuel consumption.
  • a typical system design (classic two-voltage on-board electrical system) is shown in FIG. 1 and designated as 1 10 in total.
  • the motor vehicle electrical system 1 10 has two subnets.
  • a first subnet formed as a high-voltage subnetwork comprises an electrical machine 1 and an energy store 2 having a first, higher charging voltage of e.g. 48 V, integrated.
  • the energy store advantageously has sufficient cycle stability.
  • the electric machine 1 is connected via a mechanical connection 12 to an internal combustion engine 13.
  • the mechanical connection 12 is designed, for example, as a belt drive and produces, for example, a connection to the crankshaft of an internal combustion engine or to a transmission.
  • the electric machine can be controlled via a line 8 by a computing unit designed as a control unit 7.
  • the control unit 7 can also read parameters of the electric machine 1 via the line 8.
  • the electric machine 1 may have a voltage regulator, not shown, and set here, for example, in accordance with a control by the control unit 7 via line 8, an output voltage U1 of the electric machine 1.
  • the electric machine 1 is preferably designed as a starter generator explained at the outset and can thus also be operated by motor in accordance with a requirement by the control unit 7. During engine operation, the electric machine 1 feeds mainly from the energy storage 2.
  • the motor vehicle electrical system 1 10 can be part of a boost recuperation be educated.
  • the electric machine 1 may alternatively or additionally also have a current control.
  • the energy store 2 is designed, for example, as a high-voltage battery or as a supercapacitor (for example a double-layer capacitor). It can be connected via an interruption switch 5 to the high-voltage subnet.
  • the interruption switch 5 can also be controlled via a line 9 via a control unit, for example the explained control unit 7. In this way, the energy storage 2 can be separated from the high-voltage subnet.
  • the energy storage 2 may advantageously be arranged together with the breaker switch 5 in a housing 1 1.
  • a further energy store 3 for example a conventional vehicle battery, with a second, lower charging voltage of e.g. 14 V, and regular consumers 4 arranged.
  • the high and the low voltage subnetwork are connected to each other via a suitable DC-DC converter 16 so that power generated by the electric machine 1 in the high-voltage subnetwork can be fed into the low-voltage subnetwork. With the power generated by the electric machine 1 and the arranged in the low-voltage subnet power storage 3 can be loaded.
  • the DC-DC converter 16 is preferably designed as a controllable DC-DC converter 16 and via a line 14, for example by the control unit 7, controllable.
  • the consumers can take a power P3 from the low-voltage subnetwork.
  • the electric machine 1 can generate a voltage U1, which, as explained, is controllable.
  • the energy storage 2 in the high-voltage subnetwork can be designed for a voltage U2.
  • the energy storage 3 in the low-voltage subnetwork is usually designed for a lower voltage U3.
  • U2> U3 where U2 is usually below the maximum permissible contact voltage of 60 V, eg 42 V or 48 V or above.
  • U3 is, for example, 14 V.
  • the voltage U1 of the electric machine is directed For example, according to the default made by the control unit 7, but corresponds to the voltage U2 of the high-voltage subnetwork as a rule.
  • the power P3 extracted by the consumers 4 in the low-voltage subnetwork can reach a maximum value which the DC-DC converter 16 must be able to operate in the conventionally designed motor vehicle electrical system 110 from the high-voltage subnetwork.
  • the DC-DC converter must therefore be designed to perform the system-typical tasks, especially at full load, correspondingly powerful. This causes a considerable effort, in particular with regard to costs, installation space and cooling.
  • the invention provides the ability to equip generic motor vehicle electrical systems without expensive and expensive DC-DC converter.
  • an electrical machine whose output voltage can be set (preferably adjusted) in the generator mode at least to the different charging voltages of the two energy storage, and one each
  • Breaker switch for each of the energy storage can always be electrically separated from the motor vehicle electrical system at least one of the energy storage, so that the electric machine can be operated as a generator or motor only together with an energy storage with matching charging voltage can.
  • Adequate adjustability of the level of the output voltage of an electrical machine can be implemented relatively easily, for example by means of firmware updates of a generator control device.
  • the provision of an interruption switch for the energy store with the higher charging voltage advantageously causes no additional costs, since corresponding
  • the interruption switches associated with the energy storage devices may also be formed in a common changeover switch, which always connects one of two outputs, with an energy store connected to each, to an input to which the electrical machine is connected.
  • the interrupt switches assigned to the energy stores and the adjustability of the electrical machine advantageously make it possible to operate the motor vehicle electrical system in different operating modes.
  • a first operating mode the interruption switch assigned to the energy store with the first, higher charging voltage is opened, and the interrupt switch associated with the energy store with the second, lower charging voltage is closed.
  • the electric machine is operated here as a generator and set up to deliver the second charging voltage in order to supply the motor vehicle electrical system with power and / or to charge the second energy store.
  • the electric machine is driven by the internal combustion engine, which in turn is in a train operation, but also in one
  • Push operation can be located.
  • a circuit between the electric machine and the energy storage is closed with the first, higher charging voltage, whereas between the energy storage devices there is no closed circuit.
  • the electric machine is operated here as a generator and set up to deliver the first charging voltage in order to charge the first energy store.
  • the electric machine is driven by the internal combustion engine, which in turn can be in a train operation, but also in a coasting operation.
  • an optional third operating mode of the energy storage device with the first, higher charging voltage associated breaker switch is closed and opened the energy storage with the second, lower charging voltage interruption switch.
  • the electric machine is operated here by a motor and supplied with energy by the first energy store. This operation is suitable for starting the internal combustion engine or for supporting the driving operation of a motor vehicle, e.g. Boost mode.
  • the interruption switch assigned to the energy store with the first, higher charging voltage is opened and the interrupt switch associated with the energy store with the second, lower charging voltage is closed.
  • a circuit between the electric machine and the energy storage is closed with the second, lower charging voltage, whereas there is no closed circuit between the energy storage.
  • the electric machine is operated by a motor and supplied with energy by the second energy store. Although this operation provides less voltage for the electric machine, but is usually at least suitable for starting the internal combustion engine.
  • the interruption switch assigned to the energy store with the lower charging voltage is closed, the interruption switch assigned to the energy store with the lower charging voltage is advantageously opened, and the electric machine is set to the lower charging voltage or to motor operation.
  • the interruption switch assigned to the energy store with the higher charging voltage is closed, the interruption switch assigned to the energy store with the higher charging voltage is advantageously opened and optionally the electric machine is set to the higher charging voltage or to motor operation.
  • the breakers may be controlled by a higher level arithmetic unit, e.g. a control unit to be controlled.
  • the control unit can also be set up to control the electrical machine.
  • An arithmetic unit according to the invention e.g. the aforementioned control device is, in particular programmatically, configured to perform a method according to the invention.
  • the implementation of the method in the form of software is also advantageous, since this causes particularly low costs, in particular if an executing control device is still used for further tasks and therefore exists anyway.
  • Suitable data carriers for providing the computer program are in particular floppy disks, hard disks, flash memories, EEPROMs, CD-ROMs and DVDs. It is also possible to download a program via computer networks (Internet, intranet, etc.).
  • Figure 1 shows a non-inventive, to be improved motor vehicle electrical system in a schematic representation.
  • Figure 2 shows a motor vehicle electrical system according to an embodiment of the invention in a schematic representation.
  • FIG. 3 shows a method according to an embodiment of the invention in the form of a flowchart.
  • FIG. 2 shows a motor vehicle electrical system according to an embodiment of the invention, designated overall by 100.
  • the motor vehicle electrical system 100 has essential components of the described in the introduction of the description motor vehicle electrical system 1 10 according to FIG. A repeated explanation of already treated elements will be omitted.
  • the motor vehicle electrical system 100 has a controllable breaker switch 6.
  • the breaker switch 6 can be opened and closed.
  • the control unit 7 is further configured to control the interruption switch 5 via the line 9 and the electric machine 1 via the line 8.
  • the control unit 7 is further adapted to switch the electric machine 1 in a motor operation or in a generator mode and to set or regulate the output voltage in the generator mode.
  • the interruption switch 5 and the interruption switch 6 are preferably designed as a semiconductor switch, alternatively as a switch with linear operation or in the form of relays. For security reasons, the interrupt switches 5, 6 can also be designed redundantly.
  • the breakers 5, 6 may also include a diode or fuse function.
  • the control unit 7 can be designed as a separate control unit. A distribution of the spatial allocation to the electric machine 1 and / or the energy storage housing 1 1 is possible.
  • FIG. 3 A preferred operation of the vehicle electrical system 100 will now be explained with reference to FIG. 3, in which a method in accordance with a preferred embodiment of the invention is shown in the form of a flow chart and indicated generally at 200.
  • a terminal voltage of the energy storage device 3 is checked. In particular, it is checked whether the terminal voltage exceeds a second lower terminal voltage threshold. If this is the case, the method changes to a step 202. However, if the terminal voltage of the second energy store 3 does not exceed the second terminal voltage threshold value, a change is made to a first operating mode 203 which serves to charge the energy store 3.
  • An energy storage of a 14 V electrical system is usually designed as a lead-acid battery with a terminal voltage of about 12.7 V in the fully charged state at room temperature.
  • a suitable second terminal voltage threshold is approximately 12.1 V at room temperature, which corresponds to a charge level of approximately 30%.
  • the interruption switch 5 is first opened to disconnect a circuit between the electric machine and the energy storage 2, and then the output voltage U1 of the electric machine 1 to the height of the charging voltage of the energy storage 3 (second, lower charging voltage, eg 14V). Subsequently, the interruption switch 6 is closed, so that a circuit between see the electric machine 1 and the energy storage 3 is closed and this is loaded. In parallel, the consumers 4 are supplied by the electric machine 1 with power.
  • step 202 it is checked whether the internal combustion engine 13 has excess kinetic energy E kin . If this is the case, a change is made to a step 204. If this is not the case, however, a change is made to a step 205. Excess kinetic energy is present, for example, when a driving brake is applied.
  • step 204 it is checked whether charging of the energy storage device 3 is expedient. This can be done, for example, as explained above, on the basis of the terminal voltage (by comparison with a third lower terminal voltage threshold, which may differ from the second lower terminal voltage threshold, but need not) and / or on the basis of a so-called. Lademanagements, which in the control unit 7 as a software component is implemented. In this case, it can be checked in particular whether the charge level of the second energy store 3 has a second charge level threshold value of e.g. 25% below. If it is determined that charging of the energy store 3 is expedient, the operation mode 203 is changed. If not, will be in one step
  • a terminal voltage of the energy storage device 2 is checked. In particular, it is checked whether the terminal voltage exceeds a first terminal voltage threshold. If this is not the case, a change is made to a second operating mode 207, which serves to charge the energy store 2. However, if the terminal voltage exceeds the first terminal voltage threshold, it returns to step 201.
  • An energy storage of a 48 V electrical system for example, as a lead-acid battery with a terminal voltage in the fully charged state of about 43.5 V or as a supercapacitor with a terminal voltage in the fully charged state of about 48 V, each at room temperature formed.
  • a suitable first terminal voltage threshold for a lead-acid battery is about 41, 5 V at room temperature, which corresponds to a charge of approx. 30%.
  • Other energy storage devices, such as lithium-ion batteries have different terminal voltage thresholds.
  • step 206 it is checked whether charging the energy storage 2 makes sense. This can, for example, as explained above, based on the terminal voltage
  • Lademanagements which is implemented in the control unit 7 as a software component. In this case, it can be checked in particular whether the charge level of the first energy store 2 has a first charge state threshold value of e.g. 25% below. If it is determined that charging of the energy storage 2 is expedient, the operation mode 207 is changed. If this is not the case, it is returned to step 201.
  • the breaker switch 6 is first opened to disconnect a circuit between the electrical machine 1 and the energy storage 3, and then the output voltage U1 of the electric machine 1 to the height of the charging voltage of the energy storage 2 (first, higher Charging voltage, eg 48 V). Subsequently, the interruption switch 5 is closed, so that a circuit between the electric machine 1 and the energy storage 2 is closed and this is loaded.
  • the mentioned terminal voltage threshold values are preferably predetermined as a function of temperature.
  • a third operating mode in the same switch position as in the second operating mode, the electric machine 1 is operated by a motor, wherein it is supplied by the energy store 2. This serves to support and / or start the internal combustion engine 13.
  • a fourth operating mode in the same switch position as in the first operating mode, the electric machine 1 is operated by a motor. ben, where it is supplied by the energy storage 3. This serves nobly for starting the internal combustion engine 13.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)

Abstract

L'invention concerne un réseau de bord (100) de véhicule à moteur, comprenant un premier accumulateur d'énergie (2) présentant une première tension de charge élevée (U2), un second accumulateur d'énergie (3) présentant une seconde tension de charge faible (U3), une machine électrique (1), pouvant fonctionner comme générateur, et dont la tension de sortie (U1) est réglable au moins sur la première tension de charge élevée (U2), et sur la seconde tension de charge faible (U3), un premier disjoncteur contrôlable (5) entre la machine électrique (1) et le premier accumulateur d'énergie (2), un second disjoncteur contrôlable (6), entre la machine électrique (1) et le second accumulateur d'énergie (3), le réseau de bord (100) du véhicule à moteur ne présentant aucun convertisseur DC-DC entre le premier accumulateur d'énergie (2) et le second accumulateur d'énergie (3).
PCT/EP2013/059870 2012-06-05 2013-05-14 Réseau de bord de véhicule à moteur, présentant une machine électrique et au moins deux accumulateurs d'énergie à tensions de charge différentes, et procédé pour son fonctionnement WO2013182385A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012209453.9 2012-06-05
DE102012209453A DE102012209453A1 (de) 2012-06-05 2012-06-05 Kraftfahrzeugbordnetz mit einer elektrischen Maschine und wenigstens zwei Energiespeichern mit unterschiedlichen Ladespannungen sowie Verfahren zum Betreiben desselben

Publications (1)

Publication Number Publication Date
WO2013182385A1 true WO2013182385A1 (fr) 2013-12-12

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PCT/EP2013/059870 WO2013182385A1 (fr) 2012-06-05 2013-05-14 Réseau de bord de véhicule à moteur, présentant une machine électrique et au moins deux accumulateurs d'énergie à tensions de charge différentes, et procédé pour son fonctionnement

Country Status (3)

Country Link
DE (1) DE102012209453A1 (fr)
FR (1) FR2991257A1 (fr)
WO (1) WO2013182385A1 (fr)

Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN111373621A (zh) * 2017-11-22 2020-07-03 罗伯特·博世有限公司 车辆装置和用于运行车辆装置的方法

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DE102014223971A1 (de) * 2014-11-25 2016-05-25 Bayerische Motoren Werke Aktiengesellschaft Mehr-Energiespeicher-System für Kraftfahrzeugbordnetze
DE102015007629A1 (de) * 2015-06-15 2016-12-15 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Bordnetz für ein Kraftfahrzeug
DE102016007260B4 (de) 2016-06-15 2024-02-08 Audi Ag Verfahren zum Betreiben eines Kraftfahrzeugs sowie entsprechendes Kraftfahrzeug

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DE10100889A1 (de) 2001-01-11 2002-07-25 Bosch Gmbh Robert Verfahren und Vorrichtung zur Realisierung eines Start/Stopp-Betriebes bei Fahrzeugen
EP1523083A1 (fr) * 2003-10-06 2005-04-13 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Systéme d'alimentation d'énergie éléctrique à deux tensions différentes dans un véhicule et procédé d'alimenter un tel système

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JP3736300B2 (ja) * 2000-06-19 2006-01-18 株式会社日立製作所 自動車、およびその電源装置
DE10200466A1 (de) * 2002-01-09 2003-07-10 Hans Kahlen Bordnetz für Kraftfahrzeuge mit mehreren Betriebsspannungen
DE102005056232A1 (de) * 2005-11-25 2007-05-31 Bayerische Motoren Werke Ag Mehrspannungsbordnetz für ein Kraftfahrzeug und Verfahren zum Betrieb desselben
FR2926169B1 (fr) * 2008-01-09 2012-05-04 Peugeot Citroen Automobiles Sa Circuit electrique comportant un moyen de stockage electrique apte a fournir une tension variable
DE102008008561A1 (de) * 2008-02-08 2009-08-13 Robert Bosch Gmbh Verfahren für die Steuerung eines elektrischen Bordnetzes und elektrisches Bordnetz

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Publication number Priority date Publication date Assignee Title
DE10100889A1 (de) 2001-01-11 2002-07-25 Bosch Gmbh Robert Verfahren und Vorrichtung zur Realisierung eines Start/Stopp-Betriebes bei Fahrzeugen
EP1523083A1 (fr) * 2003-10-06 2005-04-13 Ford Global Technologies, LLC, A subsidary of Ford Motor Company Systéme d'alimentation d'énergie éléctrique à deux tensions différentes dans un véhicule et procédé d'alimenter un tel système

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111373621A (zh) * 2017-11-22 2020-07-03 罗伯特·博世有限公司 车辆装置和用于运行车辆装置的方法

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Publication number Publication date
FR2991257A1 (fr) 2013-12-06
DE102012209453A1 (de) 2013-12-05

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