Methods and devices for operating an engine cooling and heating system in motor vehicles

Abstract

Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a motor coolant pump (7) circulated by means of, with a) a heater or a heating / air conditioning unit with air-side control of the cabin temperature, b) a cooling valve (6, 6av, 6t1) which regulates the coolant flow rate through the internal combustion engine (1), a vehicle cooling branch (6a) and a vehicle radiator (8) to control a coolant temperature, c) a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet via a heating heat exchanger (4) when the vehicle radiator branch (6a) is open and closed, d) at least one engine coolant flow limiting device in the form of a valve (6bv, 2) controllable by an engine control unit (16), o in particular a bypass valve (6bv) in a bypass branch (6b) that is parallel to the heating branch (4a) and / or o a heating valve (2), e) an EGR cooler (100) and / or an EGR cooler (100) and an engine oil cooler (30) and / or an EGR cooler (100) and a transmission oil cooler (40), the coolant(s) of which flows, by completely or at least largely bypassing the internal combustion engine (1), from a coolant pump outlet of the engine coolant pump (7) via the EGR cooler (100) and / or the EGR cooler (100) and the engine oil cooler (30) and / or the EGR cooler (100) and the transmission oil cooler (40) back to a coolant pump inlet of the engine coolant pump (7), f) while the at least one valve (6bv, 2) which can be controlled by the engine control unit (16) sets an operating mode with a significantly reduced total engine coolant flow rate.

Description

[0001] The invention relates to methods and devices according to the preamble of the independent patent claims.

[0002] The invention is in particular a further development of patent application DE 10 2005 035 121 A1 of the applicant of the same name dated 23.07.2005. It relates in particular to methods and devices for operating an engine cooling and heating system with improved use of engine waste heat for cabin heating purposes and / or for fuel saving and / or for reducing pollutant emissions.

[0003] In particular, it refers to an air-side controlled heating and air conditioning unit in motor vehicles, with a heating heat exchanger which extracts heat from the coolant of the engine and transfers it to the cabin air which is conveyed through the heating heat exchanger by means of a heating blower, as well as to various approaches to saving fuel in air- and water-side controlled air conditioning units.

[0004] In this context, DE 103 32 947 A1 discloses a device for operating an engine cooling and heating system with an engine coolant pump that can be deactivated by a switching clutch, an electrically operated auxiliary pump in the heating circuit, and a thermostat (second control unit) arranged on the engine output side for controlling the flow through the internal combustion engine and the heat dissipation at a vehicle radiator in a cooling circuit.

[0005] In addition to the thermostat, a changeover valve (first control unit) is located between the engine coolant pump and one coolant inlet each in a cylinder head and cylinder block (cylinder crankcase). This changeover valve can be controlled by the engine control unit and, depending on its setting, can direct the coolant from the engine coolant pump to the cylinder head and / or the cylinder block. A first setting is described in which the changeover valve directs the coolant from the engine coolant pump only to one inlet associated with the cylinder head, and a second setting in which the changeover valve directs the coolant from the engine coolant pump only to one inlet associated with the cylinder block (crankcase). In the second setting, the coolant first flows through the cylinder block and then, via the cylinder head gasket, to the cylinder head.In both settings, the coolant supplied to the cylinder head or cylinder block flows through a common coolant outlet located on the cylinder head. This means that when the engine coolant pump is switched on, at least the cylinder head is always cooled, while in the first setting, the cylinder block receives only a relatively small amount of coolant. The cylinder head and cylinder block are connected via openings in the cylinder head gasket, so even in the first setting, one can only speak of a limited separation of the flow between the cylinder head and cylinder block; that is, it is only partial split cooling.In one variant, German patent application DE 103 32 947 A1 teaches how to integrate an exhaust gas recirculation cooler (EGR cooler) and an engine oil cooler in such a way that the coolant passing through these two components is taken directly after the engine coolant pump and only mixed with the coolant pumped through the cylinder head and cylinder block downstream of the cylinder block and downstream of the cylinder head, respectively. Flow through only the EGR cooler without simultaneous flow through the internal combustion engine (cylinder head and / or cylinder block) is not possible with any setting of the second control unit or the engine coolant pump. This also applies if the engine coolant pump is deactivated by the clutch and only the electric auxiliary pump is activated. The complexity of the device taught in DE 103 32 947 A1 is quite considerable.

[0006] JP 2004-285 919 A ​​describes a device for operating an engine cooling and heating system with an engine outlet thermostat, in which an exhaust gas recirculation cooler is circulated by a coolant circuit that takes the coolant from just behind the engine coolant pump and bypasses the internal combustion engine (cylinder head and cylinder block).

[0007] German patent DE 103 11 188 A1 discloses a cooling and heating circuit for an internal combustion engine with a cooling circuit comprising a vehicle radiator and a thermostatic valve, and a bypass circuit running through the internal combustion engine and a bypass branch with an engine oil cooler, thus bypassing the vehicle radiator. By closing an additional valve during warm-up (and thus closing the thermostatic valve), the coolant flow rate in the internal combustion engine and the engine oil cooler can be controlled, along with the controllability of heat transfer in the engine oil cooler and inside the engine. The engine control unit intervenes in this process with separate actuators and / or special measures, such as heater cores with increased pressure losses, affecting the coolant flow rate of the internal combustion engine (the bypass circuit, the heating circuit, and, if applicable, the cooling circuit).DE 103 11 188 A1 describes, in particular, operating modes with the air-side heating switched off, in which the internal combustion engine operates with a very low or even no coolant flow. In all exemplary embodiments of cooling systems shown in DE 103 11 188 A1, an engine venting circuit is shown, running through the internal combustion engine and a water reservoir, and allowing flow through this circuit when the thermostatic valve is closed. For the cooling systems shown, the use of a throttling point in the venting circuit is provided, in order to keep the coolant flow rate of the venting circuit as low as possible. Furthermore, it is proposed to temporarily close a two-way valve in the venting circuit, controllable by the engine control unit, during warm-up.In this second embodiment, with the thermostat valve closed, closing the auxiliary valve and interrupting the heating circuit with a further valve allows operation to be achieved in which there is no coolant flow through the internal combustion engine. Specifically, an air-side temperature control of the air supplied to the vehicle cabin via a heating / air conditioning unit with a heat exchanger through which the engine's coolant flows is described. This enables the engine control unit, in the event of excessively high coolant and / or component temperatures—which can occur, for example, due to a malfunction of a bypass valve in a bypass circuit bypassing the vehicle radiator—to switch from interrupted or throttled flow to full flow through the heating circuit.

[0008] DE 699 25 671 T2 discloses a device for operating an engine cooling and heating system with a control valve assembly on the engine outlet side, which regulates the flow through a cooling circuit running through the internal combustion engine and a vehicle radiator, as well as the flow through a bypass circuit running through the internal combustion engine and bypassing the vehicle radiator. In addition, an engine oil cooler and a transmission oil cooler are supplied by a further coolant circuit, which draws its coolant shortly after an engine coolant pump on the engine inlet side and bypasses the internal combustion engine (cylinder head and cylinder block). DE 699 25 671 T2 necessarily assumes the use of a controllable electric engine coolant pump; that is, the engine coolant pump is not driven by the internal combustion engine as was common at the time, but electrically, so that the pump speed is not necessarily coupled to the engine speed.The flow rate in the cooling circuit and the bypass circuit is controlled not only by adjusting the pump speed, but also by the control valve assembly controlled by the engine control unit. This assembly influences the flow through both the cooling circuit and the bypass circuit. A procedure is described in which the control valve assembly is implemented as a three-way diverter valve with continuously variable opening. Whether this continuously variable opening applies only to the cooling circuit or also to the bypass circuit is not described in DE 699 25 671 T2.The fact that DE 699 25 671 T2 further teaches that the control valve construction can also consist of a pair of electrically actuated valves such as flap valves, in conjunction with the indication that the flap valve in the bypass channel (for the bypass circuit) can also be omitted, suggests that the flap valve assigned to the bypass channel or the control valve construction designed as a three-way bypass valve does not completely close the bypass channel in the closed state, i.e., at least when the cooling circuit is interrupted, there is always a certain flow through the internal combustion engine.In accordance with this, DE 699 25 671 T2 describes the operation of the control valve assembly in a "radiator bypass mode" in which the vehicle radiator channel is closed, thus interrupting the cooling circuit, the engine coolant pump speed is set to its lowest value, and the bypass channel, and thus the flow through the bypass circuit, is modulated from "approximately 1 / 10 open" to "fully open". Therefore, in the "radiator bypass mode" operating mode, the engine coolant pump speed is only set to a value above the lowest possible value when the bypass circuit flow is "fully open". This allows for optimal warm-up, i.e.,In the event of an interrupted cooling circuit, a control strategy should be identified to keep the required electrical power of the engine coolant pump as low as possible with the lowest possible pump speed in the area of ​​low coolant flow rates, and to throttle the bypass circuit with the valve in the bypass circuit only to the extent that this is not possible by an energetically more favorable reduction of the engine pump speed.

[0009] German patent application DE 699 11 216 T2 discloses a venting branch for degassing a liquid-cooled internal combustion engine. This branch diverts from the cooling circuit, which runs from the engine coolant pump through the engine to the coolant valve and then back to the engine coolant pump via the vehicle radiator, downstream of the radiator valve, and leads to an expansion tank. A second venting branch leads from the engine to the expansion tank, bypassing the radiator valve. This ensures that the engine is vented even when the cooling circuit is interrupted by the radiator valve. With the radiator valve closed, the engine is always circulated through this second venting circuit and a bypass circuit that bypasses the vehicle radiator.

[0010] German patent application DE 101 43 110 A1 discloses a venting branch for degassing a liquid-cooled internal combustion engine. This branch leads from the engine to an expansion tank and can be interrupted by a special check valve. The cooling and heating device according to DE 101 43 110 A1 has the special feature that the venting branch is connected to the engine together with the heating branch, and that the entire coolant flow of the heating circuit, which is directed to the heating heat exchanger, is routed back to the engine via the expansion tank. This is possible because a high-performance heating heat exchanger is used, which operates with a very low coolant flow rate even at full heating output.The special routing of the heating circuit via the expansion tank, and the very small cross-sections of the coolant lines in the heating circuit, ensure that the internal combustion engine is effectively vented via the heating circuit even when the special check valve is closed.

[0011] The German patent application DE 101 43 110 A1 discloses a venting branch for degassing a liquid-cooled internal combustion engine, which leads from the internal combustion engine to an expansion tank and is arranged downstream of a cooling plate of the cooling valve, so that the internal combustion engine cannot be flowed through via the expansion tank in the event of a complete interruption of the cooling circuit by the cooling valve.

[0012] Document US 2003 / 0200948A1 shows a cooling and heating circuit for a motor vehicle with a liquid-cooled internal combustion engine. a) a cooling circuit passing through an engine coolant pump, the internal combustion engine, a thermostatic radiator valve and a vehicle radiator branch with a vehicle radiator, b) a heating circuit leading back to the engine coolant pump via the engine coolant pump, the internal combustion engine, a hot water circuit with a heater core and a selector valve, c) at least one further cooling circuit (bypass passages) passing through the engine coolant pump, bypassing the vehicle radiator and allowing flow through when the radiator valve is closed, wherein d) temporarily minimizing or at least reducing the heat-active mass of a part of a heating branch leading from the internal combustion engine back to the internal combustion engine via a heating heat exchanger by throttling the coolant flow rate in the part of the heating branch leading through the heating heat exchanger, despite air-side temperature control of the cabin temperature, when there is an excess of heating potential, and f) with the integration of the coolant return of the heating circuit, bypassing the vehicle radiator and the radiator valve downstream of the vehicle radiator and upstream of the engine coolant pump. A diverter valve is used as the heating control valve, which distributes the coolant from the internal combustion engine's heating circuit, depending on the cabin heating requirements, to a heating bypass circuit bypassing the heater core with a heat storage unit and / or to a circuit leading through the heater core. The diverter valve is always open, either only through the heating bypass circuit, only through the circuit leading through the heater core, or simultaneously through both circuits. This approach means that the internal combustion engine, in every position of the diverter valve, operates via the coolant circuit leading from the engine to the diverter valve (i.e.,(the first part of the heating circuit) and thus the position of the diverter valve does not substantially change the total coolant flow rate of the internal combustion engine. In addition to the heating bypass branch, a radiator bypass branch, which is always flowing when the cooling circuit is interrupted, also contributes to the fact that the position of the diverter valve does not substantially change the total coolant flow rate of the internal combustion engine when the coolant flow through the heating heat exchanger is reduced.

[0013] DE 10 2005 035 121 A1 describes a device and a method which, with a comparatively low component count, can save fuel both in the legally mandated emissions test (i.e., without AC operation and without heating) and in normal customer operation with heating and / or AC operation. The temporary throttling of the coolant flow rate in the heating branch 4a and the bypass branch 6b, each considered individually, already plays a significant role in the fuel-saving potential; when both measures are used simultaneously, the benefit is considerably increased.

[0014] In particular, DE 10 2005 035 121 A1 presents cooling and heating systems in which fuel consumption advantages can be achieved by means of simple and inexpensive additional valves and additional bypass lines, such as are not even achieved by recently introduced and considerably more expensive systems with an electrically driven and continuously variable main coolant pump as engine coolant pump 7 with simultaneous map-controlled cooling with an electrically heated expansion thermostat.

[0015] In particular, the specific integration of the engine oil cooler 30 and, if applicable, the transmission oil cooler 40 with timely use during the warm-up of the MVEG and switching as a heat source or heat sink during operation with heating shortage or excess waste heat significantly increases the overall benefit in year-round operation.

[0016] The examples of a cooling and heating circuit for motor vehicles shown in DE 10 2005 035 121 A1 show, in particular, a radiator thermostat 6 with inlet temperature control, i.e., the bypass branch 6b is arranged upstream of the radiator thermostat 6. The engine inlet temperature is primarily defined by the mixture temperature of the bypass branch 6b and the vehicle radiator branch 6a, which is established in the mixing chamber of the radiator thermostat 6 and acts on the expansion element.

[0017] In particular, it shows Fig. 7, this is identical to Fig. 11 of DE 10 2005 035 121 A1, a system that appears relatively complex at first glance, with a particularly wide range of applications, comprising a bypass valve 6bv in a bypass branch 6b and a heating valve 2, which can be freely controlled by an engine control unit 16, as well as optional additional branches in the form of an engine oil cooler branch 6d, a transmission oil cooler branch 6e and an additional bypass branch 6c with optional additional valves in the form of a valve 6dv in the engine oil cooler branch 6d, a valve 6ev in the transmission oil cooler branch 6e and an additional bypass valve 6cv in the additional bypass branch 6c.

[0018] The cost advantage with comparable or even better fuel consumption in this exemplary and initially deliberately selected, relatively complex design according to Fig. 7 or Fig. 1 and Fig. 17 is - compared to the above-mentioned series solution with electric motor coolant pump 7 and map-controlled thermostat - already quite significant when limiting fuel consumption in the MVEG.

[0019] Fuel savings increase considerably when the AC is operated in summer with air-side control of the interior temperature, or when driving in winter with the heater on. The cost-benefit ratio can be further improved if some of the optional valves or branches are installed in the system. Fig. Number 7 is omitted.

[0020] The application of the principles outlined in DE 10 2005 035 121 A1 is possible for most engines on the market at very low cost compared to alternative fuel-saving technologies.

[0021] Nevertheless, there are applications and manufacturers with specific design philosophies for the cooling and heating system where the application of the principles outlined in DE 10 2005 035 121 A1 necessitates system-specific adaptation and, if necessary, the consideration of special effects, particularly to avoid costly modifications to already planned engines or vehicles. This applies especially to the design of the radiator thermostat 6 and the installation space, including the installation position of the bypass valve 6bv, as well as the fundamental differences between the inlet-side and outlet-side temperature control of the radiator thermostat 6.

[0022] In conjunction with DE 10 2005 035 121 A1, this results in the task of redesigning an engine cooling circuit with a heating and / or air conditioning unit and in particular with a heater with air-side control of the cabin temperature, in such a way that an improvement in fuel consumption and / or cabin heating effect and / or pollutant emissions can be achieved in a cost-efficient manner.

[0023] This problem is solved by the methods and devices according to the independent claims. The dependent claims also solve this problem. Some embodiments offer the particular advantage of enabling, even during the legally mandated exhaust gas test (i.e., without drawing heat from the cabin heat exchanger), a significantly wider control range for the combustion chamber component temperatures and the oil temperatures compared to known systems under partial load. Furthermore, they provide a very high cooling reserve for the sudden switch to full load without any temporary loss of power.

[0024] In conjunction with the teaching of the unpublished DE 10 2005 035 121 A1, the scope of application extends, depending on the embodiment, even into areas that go far beyond minimizing the heat-active mass and heat losses in the heating branch 4a, to the possibility of very cost-effectively implementing or improving heat management functionalities that, in previously known heat management measures, use complex additional components such as electronic map-controlled thermostats, three-plate thermostats, stepless electronic rotary valves as a radiator thermostat replacement controlled by the engine control unit, or even electronic engine coolant pumps as engine coolant pump 7, and yet still do not exploit the full fuel-saving potential.

[0025] In DE 10 2005 035 121 A1 and in the invention, in addition to claim 1 of DE 10 2005 035 121 A1, a whole series of independent supplementary claims are described, which are already valid on their own and can also be used on their own to solve the problem, but in conjunction with claim 1 of DE 10 2005 035 121 A1 and also in conjunction with claim 1 or the method according to paragraph 1 of the invention description, they can develop a very special synergistic effect.In addition to the energy-saving temporary temperature stratification in the heating system, this particularly concerns the versatile use of the engine oil-side heat transfer within the internal combustion engine 1 and the engine oil cooler 30, while simultaneously limiting the total engine coolant flow rate and, in particular, its sensitive adjustment with regard to the engine's internal component temperature in partial load depending on cabin heating requirements, excess waste heat and required cooling reserve with regard to a potential jump to full engine load.

[0026] As already described in connection with the task and explained further below, numerous embodiments differ from the prior art (including the unpublished DE 10 2005 035 121 A1) in that, firstly (e.g., in the description of Fig. 1-6) predominantly describe embodiments in which a radiator thermostat 6 is arranged on the engine outlet side, i.e., between the engine outlet and the coolant inlet to a vehicle radiator 8. The fact that this is partly relevant with regard to the novelty relative to the prior art in relation to the unpublished DE 10 2005 035 121 A1 with figures relating to systems with an inlet-side arranged radiator thermostat 6 is taken into account in the claims, insofar as it appears potentially necessary.

[0027] The very detailed patent claims and the new system circuit diagrams are more than sufficient to demonstrate the continuation of DE 10 2005 035 121 A1 as well as newly added features such as the very special integration of the EGR cooler 100 according to claim 1 or Fig. 17. Therefore, only some important features are described below. Additionally, system-related limitations, which may arise particularly depending on the motor design, will be outlined later. This will be done primarily with reference to the exemplary circuit diagrams in Fig. 1-9 and 12-18, especially with motor outlet-side thermostat control in Fig. 1-6 and 12-18.

[0028] The following is a description of the invention with regard to Fig. 1 and Fig. 17, i.e., the mechanisms of action relating to the engine oil cooler 30, the transmission oil cooler 40, and the EGR cooler 100. It is understood that the invention does not extend to embodiments according to Fig. 1 and Fig. It is limited to 17.

[0029] A fundamental feature of the various variants of the methods and devices according to the invention is, on the one hand, to limit the total coolant flow rate through the internal combustion engine 1 and, on the other hand, to provide a sufficient and immediately available cooling reserve. Preferably, the switch to high cooling capacity is achieved solely by opening a switchable bypass valve 6bv, but optionally also by means of an additional increase in the output of a controllable engine coolant pump 7. In particularly preferred embodiments, heat extraction at a heating heat exchanger 4 may also occur with a reduced total coolant flow rate through the internal combustion engine 1, and in particular, heat dissipation at the vehicle radiator 8 may also occur.

[0030] The engine oil cooler 30, the transmission oil cooler 40 and the EGR cooler 100 are in Fig. 1 or in Fig. 17 are integrated in such a way that they are fully permeable even when the total coolant flow rate through the internal combustion engine 1 is reduced by the engine control 16, while at least largely avoiding flow through the internal combustion engine 1.

[0031] The time-optimized integration of the engine oil cooler 30 and the transmission oil cooler 40 before opening the vehicle radiator 8, but also in case of excess waste heat, and / or the temporary use of the engine oil cooler 30 and the transmission oil cooler 40 as a heat source for the heating system or as a heat sink in case of excess heating potential are very effective additional options.

[0032] The invention transfers, in particular, knowledge gained from a cooling system with an engine inlet-side radiator thermostat 6 as in Fig. 7 on a cooling system with an engine outlet-side radiator thermostat 6 as in Fig. 1 and Fig. 17.

[0033] The invention teaches in particular that a generalization of the teaching of DE 10 2005 035 121 A1 to any engine cooling system is possible and that this requires certain adaptations and / or limitations. Against this background, it shows Fig. 1 the transfer of the later discussed Fig. 7 (this is identical to Fig. 11 of DE 10 2005 035 121 A1) with inlet temperature control to a cooling system with outlet temperature control.

[0034] The vent branch 9a is analogous to Fig. 7 is located downstream of the cooling plate of the cooling thermostat 6 and is therefore initially blocked during warm-up. Compared to Fig. 7 This initially means a somewhat greater sensitivity regarding venting during warm-up, since there is no direct connection between the engine and the air cushion of the expansion tank 9. If necessary, a special check valve 9rv can be incorporated here, which preferably allows only air bubbles and less of a closed column of water to pass through, as is done in Fig. As shown in 1b. It can be achieved by sacrificing some thermal potential in Fig. 1b Instead of the special check valve 9vr, a strong throttling in the vent branch 9a can also be provided. A completely analogous procedure, involving certain additional costs, is also possible starting from Fig. 7 possible, whereby the return flow of the expansion tank 9 is then arranged downstream of the radiator thermostat 6.

[0035] The bypass valve 6bv is located - analogously to Fig. 7 - also at Fig. 1 and Fig. 1b as well as in Fig. 17 in the bypass branch 6b and again assumes the task of providing a high total coolant flow rate through the engine immediately by means of rapid opening when cooling requirements increase. This variant also allows for a significant realization of the advantages of the invention, especially during warm-up. However, there are inherent limitations regarding the degree of freedom to perform temperature control by means of temporarily opening the bypass valve 6bv: Once a radiator thermostat 6, designed as a thermostatic valve, is exposed to superheated coolant, it will not close again for an extended period; that is, for effective temperature control, the bypass valve 6bv must remain open. This inevitably results in temperature control limited to the thermostat's nominal temperature, and this occurs with a total coolant flow rate through the engine that is often significantly too high under partial load.At the same time, the opening of the bypass valve 6bv should not occur at engine coolant temperatures that are too far above the thermostat opening temperature, otherwise the strongly overheated coolant will open the vehicle radiator branch 6a with a strong overshoot and very cold coolant will temporarily flow into the engine.

[0036] In this context, the integration of the heating return line of heating branch 4a and, if applicable, the additional bypass branch 6c downstream of the radiator thermostat 6 becomes considerably important, since only in this way can the premature opening of the radiator thermostat 6 be prevented at coolant temperatures above the thermostat's nominal temperature. In particular, this helps in Fig. 1. The extraction of coolant for the auxiliary bypass branch 6c is located far upstream of the radiator thermostat 6, such that no additional convective heat transfer to the radiator thermostat 6 occurs and it remains closed during warm-up. Furthermore, in the MVEG, the heat transfer to the oil, which is slightly undercooled during warm-up, helps to ensure that the radiator thermostat 6 does not need to be opened for extended periods due to overheating, despite the very low total coolant flow rate through the engine, and that the described temperature control overshoot during the transition to the open bypass valve 6bv on the engine side can be kept within limits.

[0037] But even if the additional bypass branch 6c is omitted and even if the engine oil cooler 30 and the transmission oil cooler 40 are omitted according to Fig. 2. The interruption of the flow through bypass branch 6b, due to the lower water-side heat transfer coefficient during warm-up, leads to an increase in the combustion chamber component temperatures and thus, in addition to advantages in combustion, primarily to improved friction performance on the cylinder liner. In the simplest case, the heater valve 2 in the MVEG is kept closed for as long as possible, then opened while the bypass valve 6bv remains closed, and finally opened as the thermostat's nominal temperature is approached. An increase in the coolant temperature at the engine outlet beyond the thermostat's nominal temperature is only possible with thermal shock-resistant engines, so the practical application according to Fig. 2 is likely to be primarily limited to warm-up or winter operation with a heating power deficit.

[0038] When heat is extracted from the heating heat exchanger 4, the following applies to the design according to Fig. Two advantages are achieved with regard to the heating effect, since the entire heating circuit does not have to be heated, the bypass branch 6b remains largely cold, and the engine heating with the bypass branch 6b closed is primarily limited to the combustion chamber areas of the engine block and head.

[0039] The improved combustion and the reduction of the water-side heat transfer coefficient at the cylinder liner more than compensate for the effect of the reduced coolant inlet temperature in many engines, even without using the engine oil cooler 30, so that the described fuel consumption effects can be utilized. The fuel consumption-oriented optimization of the coolant flow in the heating branch 4a is already described in detail in DE 10 2005 035 121 A1 and depends not only on engine-specific influences and the heating requirement but also on the performance characteristics of the heating heat exchanger 4 and the presence of an additional bypass branch 6c. This will be discussed further in the description below of the integration of an EGR cooler 100 in the manner of the patent claims with EGR cooler 100 or the Fig. 17 and the Fig. 18 discussed in more detail.

[0040] The configurations according to Fig. 1, Fig. 1a and Fig. 2 have just like with Fig. 17 opposite Fig. 7 a certain fail-safe advantage, which consists in the fact that in the event of severe overheating of the coolant, the radiator thermostat 6 is heated by means of natural convection and begins to open, so that ultimately the vehicle radiator branch 6a is released.

[0041] This is helpful in extreme situations, but the associated potential thermal shock due to severely cooled coolant at the engine inlet is not desirable as a regularly recurring effect and should therefore be avoided by opening bypass branch 6b in good time.

[0042] In contrast to this essentially unnecessary fail-safe advantage, the degrees of freedom regarding the coolant temperature exceeding the thermostat's nominal temperature are lost at the latest after the first intentional opening of bypass valve 6bv or due to natural convection as the coolant warms up to or beyond the thermostat's nominal temperature. Against this background, it shows Fig. 3. An arrangement of the bypass valve 6bv upstream of the radiator thermostat 6, which grants the engine control unit 16 the greatest possible control over raising the coolant temperature well above the thermostat's nominal temperature. The bypass valve 6bv closes the bypass branch 6b and the vehicle radiator branch 6a simultaneously. A sudden opening of the bypass valve 6bv when the coolant is overheated again carries a risk of thermal shock, but this can be mitigated by limiting the flow to the vehicle radiator branch 6a through the timed opening of the bypass valve 6bv.

[0043] Even if, compared to, for example, according to Fig. 7. While this approach would normally result in inherently lower control quality, it remains efficient with regard to fuel consumption, both with and without heating requirements, provided the basic engine is controlled on the outlet side. The same applies to the control quality of all configurations according to Fig. 1-4, in particular the heating return downstream of the cooler thermostat 6, the additional bypass branch 6c and the specific integration of the engine oil cooler 30 and the transmission oil cooler 40 make a significant contribution to ensuring that - despite the inherent disadvantages when heat dissipation begins at the vehicle radiator 8 - a usable increase in the combustion chamber component temperatures and oil temperatures can be achieved, albeit with a restriction of the usable map areas.

[0044] To mitigate the potential overshoot during a sudden flow of overheated coolant around the outlet-side radiator thermostat 6 due to the opening of the bypass valve 6bv, the above-described pulse timing of the bypass valve 6bv is very helpful. For example, in Fig. 1. Although the timed opening of the bypass valve 6bv during the transition to cooling operation still results in a significant influx of very cold coolant from the vehicle radiator branch 6a, the damping effect of a relatively large coolant flow rate in the heating branch 4a and in the auxiliary bypass branch 6c (designed as a mini-bypass branch), as well as the heat exchange in the engine oil cooler 30 and the transmission oil cooler 40, considerably helps to prevent an excessively large overshoot. In this design according to Fig. 1. It is more advantageous to operate with coolant temperatures at the engine outlet that are not too far above the thermostat's rated temperature. A design according to Fig. In this context, 4 offers the particular advantage that significantly higher engine outlet temperatures of the coolant can still be handled, since unwanted coolant flow can be directly prevented by the engine control unit 16 or by the bypass valve 6bv.

[0045] A significant expansion of the application area results from the system according to Fig. 5. This is achieved by extracting heat from the heater core 4 and / or the engine oil cooler 30 or transmission oil cooler 40. Even when the coolant temperature at the engine outlet is significantly elevated above the thermostat's rated temperature and despite a low overall coolant flow rate through the engine, additional operating conditions can be set. These conditions are characterized, in particular, by excess heat, a low flow rate in the vehicle radiator branch 6a, and thus low heat dissipation from the vehicle radiator 8. When heating power is being drawn, the vehicle radiator branch 6a remains closed even with coolant supply temperatures of 110°C and higher in the heater branch, due to the reduced coolant flow rate. This is because the radiator thermostat 6 is supplied with the cooler return temperature from the heater branch.The additional bypass branch 6c, designed as a mini-bypass branch, ensures timely heat transport from the engine head to the engine oil cooler 30 and to the transmission oil cooler 40 and to the engine block, long before the vehicle cooling branch 6a has to be opened and even at engine coolant outlet temperatures above the thermostat's nominal temperature.

[0046] If waste heat needs to be dissipated from the vehicle radiator 8, initially only the heating branch 4a opens. This means that, without heating or with moderate heating draw, the return temperature is above the thermostat opening temperature, thus activating the cooling effect. Because the bypass valve 6bv remains closed, only a comparatively small coolant flow passes through the vehicle radiator 8, even if the radiator thermostat 6 initially exhibits a significant overshoot and opens completely due to the overheated coolant. This relatively low coolant flow rate can be compensated for relatively well by the heat transfer in the engine oil cooler 30 and transmission oil cooler 40, as well as the return flow from the auxiliary bypass branch 6c, even at very low radiator outlet temperatures.This is especially true if the return temperature in the heating circuit can be adjusted to meet the heating demand so that it is only slightly above the thermostat's nominal temperature of, for example, 85°C, and thus the radiator thermostat 6 primarily keeps the bypass circuit 6b open and only slightly opens the vehicle radiator circuit 6a. In this operating mode, given the constant throttling effect in the heating circuit, the heat dissipation at the vehicle radiator 8 can be very precisely controlled by the heating valve 2, which is directly controlled by the engine control unit 16.

[0047] Due to the ability to meter the heat dissipation at the vehicle radiator 8, even with overheated coolant, the applicability of this procedure extends not only to operation with heating, but also to operation without heating or in the legally mandated emissions test.

[0048] Furthermore, during hot cooling, with and without heat extraction, a very high cooling potential is always available for the sudden transition to full engine load, which can be accessed by quickly opening the bypass valve 6bv. As in Fig. 1-4 Here too, a timed opening of the bypass valve 6bv can help to prevent excessive engine cooling during the transition to heat dissipation at the vehicle radiator. However, certain losses in control accuracy, as well as component and oil heating in the operating maps, with coolant temperatures at the engine outlet rising above the thermostat's nominal temperature, are ultimately not as easily avoided as with the design according to Fig. 7. Nevertheless, even before reaching the thermostat's nominal temperature of, for example, 85°C, the advantages are so great that practical application is very cost-efficient.

[0049] A further advantageous embodiment of the method according to the invention, taking into account the specification of a motor outlet-side radiator thermostat 6, is shown. Fig. 6, with a feedback bypass branch 6f from the pump outlet to a position downstream of the bypass valve 6bv and upstream of the radiator thermostat 6. When the bypass valve 6bv is closed, the feedback bypass branch 6f causes the radiator thermostat to react similarly to an inlet-side radiator thermostat 6, with the corresponding advantages in terms of control accuracy. The engine coolant pump 7 acts like the mixing chamber of an inlet-side radiator thermostat 6 by mixing all partial flows and directing one partial flow in the feedback bypass branch 6f, containing the mixing temperature information, to the expansion element of the radiator thermostat 6. Should this mixing temperature significantly exceed the thermostat's nominal temperature, this would also lead to a substantial opening of the vehicle's radiator branch 6a.However, in this operating state, the inlet-side temperature control ensures that, provided the vehicle radiator 8 has sufficient cooling potential, the coolant temperature at the engine inlet is always close to the thermostat's nominal temperature, while still maintaining a reduced overall coolant flow rate through the engine. Even a small overshoot of the radiator thermostat 6 during the transition to operation with heat dissipation at the vehicle radiator 8 initially results in a small coolant flow rate through the vehicle radiator 8 due to the throttling effect in the relatively small feedback bypass branch.

[0050] With a low overall flow rate through the engine, the described advantages regarding the water-side heat transfer coefficient and the increase in engine coolant temperature during flow through the engine result, as well as the additional degrees of freedom provided by the heater valve 2 and / or the auxiliary bypass valve 6cv. Even if this means that not all operating points on the characteristic curve can be reached, which the system is designed to achieve according to... Fig. 7 enables this, meaning a significant expansion of the usage potential for engine outlet-side radiator thermostat 6.

[0051] In comparison to the procedure according to Fig. 5 is at Fig. 6. The control quality is significantly better in some areas. Conversely, it is sometimes not quite as possible to heat the oil with coolant significantly warmer than 85°C, since the radiator thermostat 6 defines the engine inlet temperature and thus also the oil cooler inlet temperature. To overcome this disadvantage, an electrically heated expansion element of the radiator thermostat 6 can be used. Methods for providing a sufficiently fast full-load cooling reserve in conjunction with a throttled overall coolant flow rate through the engine are described in DE 10 2005 035 121 A1. In particular, this document also describes how the local temperature stratification in the components and in the coolant helps in comparison to conventional map-based cooling with electrically heated thermostats.The heated radiator thermostat 6 and the inherently high coolant flow rate in the bypass branch 6b at elevated coolant temperature enable the required cooling effect for the engine components and the engine oil to be provided significantly faster. In this embodiment of the invention, this is achieved by a targeted increase in temperature stratification within the engine structure and the coolant, both from the combustion chamber side towards the engine outer skin and within the engine in the direction of coolant flow.

[0052] For the sake of completeness, it shows Fig. 8 the transformation of Fig. 7 to a bypass valve 6bv in the coolant main branch downstream of an inlet-side radiator thermostat 6. This also allows most of the advantages from, especially with installation space restrictions in the bypass branch 6b, to be realized. Fig. 7 can be used, although heat dissipation is not entirely unproblematic with low coolant flow rates on the engine and radiator sides, and timing of the bypass valve 6bv seems advisable.

[0053] In connection with the practical implementation of a bypass valve 6bv in various engine cooling circuits, it is particularly important to consider that an arrangement of the bypass valve 6bv in the bypass branch 6b, as e.g. in Fig. 1 and Fig. 7, due to the smaller cross-sectional areas of the bypass branch 6b and the less problematic additional pressure loss, it is technically simpler and cheaper to implement than in the main coolant flow, as for example in Fig. 4 and Fig. 8. However, there are also known applications where limitations regarding installation space or accessibility on the engine or vehicle cooling system preclude the arrangement of the bypass valve 6bv in the main flow, i.e., according to Fig. 4 or Fig. 8 make it advantageous.

[0054] In DE 10 2005 035 121 A1, it is specifically pointed out that even if some of the optional auxiliary valves are omitted, in particular valve 6dv in the engine oil cooler branch 6d, valve 6ev in the transmission oil cooler branch 6e, and the auxiliary bypass valve 6cv in the auxiliary bypass branch 6c, very significant advantages regarding fuel consumption savings can still be achieved both in MVEG and in customer operation with heating or AC operation. This applies to a particularly high degree to the embodiments or methods, some of which are also according to the invention, with engine inlet-side cooler thermostats 6, i.e., at thermostat positions such as, for example, in Fig. 7, at least during warm-up and operation with high heating demand, but also for the embodiments according to the invention with outlet-side cooler thermostat 6, i.e. at thermostat positions such as e.g. in Fig. 1 or Fig. 17.

[0055] Starting from Fig. For example, the omission of valve 6dv in the engine oil cooler branch 6d in the MVEG results in only comparatively minor disadvantages, since the additional bypass branch 6c can be closed during the first minutes of warm-up, so that with the heater valve 2 and bypass valve 6bv closed, there is no engine flow and thus the coolant flow through the engine oil cooler branch 6d only means a heat extraction for the engine insofar as the engine oil cooler 30 and the short-circuit area around the engine coolant pump 7 are heated via the engine oil to the relatively low engine oil temperature during the early cold start ia.

[0056] If, in comparison, the valve 6dv in the engine oil cooler branch 6d is retained, which is thermally somewhat more favorable, the additional bypass valve 6cv in the additional bypass branch 6c can optionally be omitted without significant disadvantages in fuel consumption, as long as the throttling effect of the additional bypass branch 6c is high enough: With sufficiently strong throttling of the internal engine flow by the additional bypass branch 6c and with a very small thermally active mass of this additional bypass branch 6c due to its design, only minor losses in the combustion chamber component temperatures and in fuel consumption occur during the warm-up phase until the valve 6dv in the engine oil cooler branch 6d opens, for example at a coolant temperature of 60°C.

[0057] Even with the complete omission of the auxiliary bypass branch 6c and – accepting certain additional losses – also of the valve 6dv in the engine oil cooler branch 6d, a significant portion of the fuel savings can still be achieved in the MVEG: The functionalities of the auxiliary bypass branch 6c with auxiliary bypass valve 6cv are then taken over by the heating branch 4a with the heating valve 2 actuated by the engine control unit 16. It is clear that the larger thermal mass of the heating branch 4a in the MVEG has a somewhat less favorable effect than operating with the auxiliary bypass branch 6c when the heating branch 4a is initially closed. In addition, the loss of the control-related advantages of the auxiliary bypass branch 6c towards the end of the MVEG may also be reflected somewhat in fuel consumption. Further details on this topic can be found in DE 10 2005 035 121 A1, as well as corresponding details regarding fuel consumption and, if applicable,the increase in heating performance when heat is extracted from the heating heat exchanger 4, in particular by varying the flow through the engine and the engine oil cooler 30 and the transmission oil cooler 40 with and without throttling of the heating branch 4a as well as with and without excess cabin heating potential, so that a repetition can be omitted at this point.

[0058] The previous embodiments of a method according to the invention focused essentially on applications with self-contained radiator thermostats 6, in particular with a thermal expansion element as the actuator, optionally with an electrically heated thermal expansion element for adjusting the opening temperature by means of the motor control 16, but preferably without electrical heating of the thermal expansion element. In particular, the lower costs, but also advantages with regard to control accuracy, application effort, and, in some cases, fail-safe behavior, make such systems with a radiator thermostat 6 designed as a thermal expansion thermostat especially attractive.

[0059] Operating strategies according to the invention, with demand-based adjustment of the total volume flow through the engine and demand-based distribution to the heating branch 4a, the engine oil cooler branch 6d, and the transmission oil cooler branch 6e, can also be implemented by means of two separately controllable valves in the form of a cooler valve 6av for the vehicle cooling branch 6a and a bypass valve 6bv for the bypass branch 6b, wherein at least the cooler valve 6av must be finely adjustable or controllable. In this context, [the following is shown] Fig. 9 a corresponding redesign of the system Fig. 7. Assuming that the bypass valve 6bv is also controllable, the additional bypass branch 6c has been omitted here. This is now possible without significant disadvantages in the control system, as increased coolant temperatures no longer necessarily lead to the opening of the vehicle cooling branch 6a. If necessary, however, a permanently open additional bypass branch 6c or a corresponding leakage at the bypass valve 6bv can ensure the desired internal engine heat transfer with a low overall coolant flow rate through the engine. As long as the oil cooler branches are equipped with valve 6dv in the engine oil cooler branch 6d and valve 6ev in the transmission oil cooler branch 6e, a largely demand-based integration of the engine oil cooler 30 and the transmission oil cooler 40 is also possible.

[0060] The effort required for two separately controllable valves in the form of the cooler valve 6av and the bypass valve 6bv is not insignificant, but compared to alternative concepts with an electric engine coolant pump 7 and an electrically heated radiator thermostat 6, it is still cost-effective, and offers a better overall benefit. Crucially, for maximizing the overall benefit, the inventive settings can be made with a low total coolant flow rate through the engine, both with and without heat extraction from the heater core 4 and / or the vehicle radiator 8.

[0061] Existing systems are incapable of this, especially with air-side controlled air conditioning. Instead, previous systems, with valves or rotary valves freely controlled by the engine management system, have mostly attempted to replicate the functionality of conventional radiator thermostats and additionally provide free control of the radiator flow according to cooling requirements via the engine management system. Functionalities such as initially stagnant or severely restricted coolant flow during a cold start are well-known in this context.

[0062] The timing of the flow control in the legally mandated exhaust gas test (MVEG) is as follows without an electrically controlled coolant pump: 1. Total throttling, i.e., standing water in the engine (as far as technically possible) 2. Reduced motor flow (heating branch 4a closed with water-side AC control, open with air-side control) 3. Engine flow is gradually unrestricted without opening the vehicle radiator 8 until full coolant flow is present in the bypass branch 6b. 4. Gradual opening of the vehicle radiator branch 6a, e.g., from a coolant temperature of 110°C, i.e., from a coolant temperature threshold significantly above the opening temperature of conventional thermostats (e.g., 85°C); Simultaneously with the opening of the vehicle radiator branch, the bypass branch closes with the aim of maintaining a largely constant total coolant flow rate through the engine. In other words, an increase in the coolant flow rate in the vehicle radiator 8 to increase cooling capacity is accompanied by a decrease in the coolant flow rate in the bypass branch 6b; the total coolant flow rate through the engine remains largely constant.

[0063] In the case of additional electrical controllability of the engine coolant pump 7, in known applications in points 2-4, a speed control or pulse control of the engine coolant pump 7 may be carried out in order to achieve a reduced coolant flow rate through the engine.

[0064] To implement these or similar strategies, various trials have been conducted by OEMs and suppliers, particularly those using an electric water pump and a rotary valve controlled by the engine control unit 16 as a replacement for the expansion thermostat 6. The recently introduced mass-production application with an electrically driven engine coolant pump operates in a very similar manner, although instead of a relatively expensive rotary valve, an electrically heated expansion thermostat 6 is used, which, as an expansion thermostat, performs the function of "opening the radiator while simultaneously closing the bypass" and vice versa. To achieve a reduced overall coolant flow rate through the engine while simultaneously dissipating heat at the vehicle radiator 8, these systems employ pulse-width modulation or control of the electric engine coolant pump 7.

[0065] Due to the controllability of the electric engine coolant pump 7, heat dissipation at the vehicle radiator 8 is theoretically possible even with a reduced total coolant flow rate through the internal combustion engine 1 and the vehicle radiator 8. However, due to hardware limitations, the total coolant flow rate in the internal combustion engine 1 will still be significantly higher than desired in the lower partial load range, especially with low to medium heat dissipation at the vehicle radiator 8, across a wide range of operating conditions. This is the case in the aforementioned mass-production application with the combination of an electrically heated radiator thermostat 6 with an electric...

[0066] The engine coolant pump 7, among other things, is affected by the fact that in bypass branch 6b, with the vehicle radiator branch 6a partially open, even with reduced electric pump power, significantly more coolant will very often flow in practice than in vehicle radiator branch 6a: Since the thermostatic opening of the vehicle radiator branch 6a, in conjunction with the drive power of the electric engine coolant pump 7, defines the instantaneous heat dissipation at the vehicle radiator 8, the internal engine coolant flow rate is not only fixed but, in the vast majority of partial load operating points with heat dissipation at the partially open vehicle radiator branch 6a, too high. The strong throttling effect of the partially open thermostat is the actual reason for this. If, for example, the instantaneous heat dissipation at the vehicle radiator 8, with only a minimal exceedance of the thermostat opening temperature and thus a largely closed vehicle radiator branch 6a, requires a coolant flow rate in the vehicle radiator branch 6a of approximately 2 l / min and a corresponding drive power of the electric pump 7, the engine coolant pump 7 will be significantly more powerful than the vehicle radiator 8.The fact that the engine coolant pump 7 is required results in a very low pressure loss in the bypass branch 6b, leading to an excessively high total coolant flow rate through the engine. Only a delayed further heating of the coolant or a partial, also delayed, energizing of the electric thermostat can ultimately mitigate this conflict of objectives, at least theoretically, in conjunction with a reduction in the pump drive power.

[0067] Using a rotary valve thermostat can mitigate this problem, but its practical implementation is not without its challenges, which is likely why it wasn't used in the first mass-production application with an electric main coolant pump. While significantly opening the radiator branch while simultaneously reducing the electric pump output close to zero could theoretically adjust the coolant flow rate between the engine and radiator at lower partial loads, the necessary adjustments make this relatively difficult to manage. It can be assumed that in practice, the cooling capacity of the vehicle's radiator will often be temporarily too high, or the engine's internal coolant flow rate, and thus the heat transfer coefficient at the cylinder wall's water jacket, will be permanently too high. This assessment is particularly relevant given the unavoidable manufacturing tolerances and component changes that occur over many years of operation.During the transition, there is an additional significant risk of thermal shock due to the still largely cold coolant. Only an extremely robust and sensitive control of the electric engine coolant pump 7, even down to the lowest power levels, in conjunction with an equally sensitive and robust adjustment of the rotary valve, could at least partially remedy this, albeit with corresponding costs for the components and vehicle-specific tuning.

[0068] However, even then, such a system, as a further example of a procedure according to the invention, would be functionally inferior in practical application both with and without the extraction of heating power. A particularly important aspect in this context is that, during warm-up, heat transfer should eventually be initiated at the engine oil cooler 30 or the transmission oil cooler 40 to improve fuel consumption. Since the bypass branch 6b – in known applications with electricalWith a heated expansion thermostat, as in known rotary valve applications, where the valve body is mechanically coupled in the opposite direction to the opening of the vehicle radiator branch 6a, a relatively high coolant flow rate through the engine inevitably results without the integration of the engine oil cooler 30 and the transmission oil cooler 40 according to the invention and without the decoupled closing of the bypass branch 6b, as soon as even a reasonably sufficient flow rate through the engine oil cooler 30 and the transmission oil cooler 40 is to be achieved. In addition, the oil warm-up during warm-up ia is not yet complete when heat already has to be dissipated at the vehicle radiator 8, meaning that the highest possible coolant flow rate through the engine oil cooler 30 and the transmission oil cooler 40 is also desirable at this stage. And even if the engine oil cooler 30 and the transmission oil cooler 40 are not fully open, the coolant flow rate through the engine oil cooler 30 and the transmission oil cooler 40 will still be high.Since the transmission oil cooler 40 no longer serves to heat the oil after the oil has fully warmed up, but rather to cool the oil, it is advantageous to ensure a relatively high coolant flow rate through the engine oil cooler 30 or the transmission oil cooler 40, regardless of the current cooling requirements of the engine components or the engine coolant, as is the case, for example, in the design according to . Fig. 9. This is the case. For example, if the coolant target temperature under partial load is 110°C, the oil temperature will also be brought relatively close to this value and is therefore not only tribologically favorable but also has a sufficient safety margin with regard to potential overheating or aging.

[0069] When heating is required in the cabin or during air conditioning operation, the described alternative systems with an electric engine coolant pump 7 switch to normal or even increased coolant flow through the heater core 4 and the internal combustion engine 1. Systems with a rotary valve also allow the bypass branch 6b to be closed during warm-up, so that at least some aspects of the inventive procedure can be implemented if necessary. The described series application with an electric cooling water pump and an electrically heated expansion thermostat has additional disadvantages here, since the bypass branch 6b cannot be kept closed by the engine control unit 16 during heating operation. In both cases, considerable fuel-saving potential is lost. This is due, among other things, to the fact that the electric cooling water pump must be operated with high electrical drive power, and this electrical drive energy can only be provided with a poor overall efficiency.In addition, in applications with heat dissipation at the vehicle radiator 8 and especially with electrically heated expansion radiator thermostats, there is often a much too high total coolant flow rate through the engine even before this heat dissipation.

[0070] In contrast, a particularly attractive variant of the inventive procedure offers - with a corresponding development stage of the invention including the heating heat exchanger (su) - the additional benefit already described several times that it also saves fuel even with heat extraction at the heating heat exchanger 4, i.e. outside the MVEG with heating or AC operation, and in particular also improves the heating performance.

[0071] In this context, a procedure according to the invention is seen as follows: Fig. 9 In particular, it is intended to limit the total coolant flow rate through the internal combustion engine 1, even when heat is being drawn from the heating heat exchanger 4, and to close the bypass valve 6bv as well as the radiator valve 6av. Demand-based flow rates in the heating circuit 4a and / or a timed opening of the bypass valve 6bv may switch between the individual operating modes with and without use of the engine oil cooler 30 and the transmission oil cooler 40.

[0072] In particular, to further increase the heating effect, the bypass valve 6bv is closed and the valve 6dv in the engine oil cooler branch 6d is opened as soon as the engine oil temperature exceeds the heater return temperature during warm-up. With high heat extraction at the heater core 4, and especially with high-performance heater cores that have a low coolant flow rate requirement, this occurs relatively quickly in winter, so that the valve 6dv in the engine oil cooler branch 6d can even be omitted in some engines, and an improved heating effect is still achieved very quickly.

[0073] An improvement in heating performance is also achieved if the valve 6dv in the engine oil cooler branch 6d is a thermostatic valve that only opens above a minimum coolant temperature of, for example, 60°C. This prevents heat transfer to the oil during the early warm-up phase, which, even with a high coolant flow rate in the heating branch, still leads to a reduction in the effective thermal mass of the engine, since heat transfer from the coolant to the oil is prevented and the oil does not distribute this heat throughout the entire engine. However, as already described several times, the best solution for heating performance is to use a high-performance heat exchanger 4, which delivers almost full heating capacity even with a low coolant flow rate and, due to its low return temperature, actively extracts increased amounts of heat from the engine oil when the engine oil cooler branch 6d is open.

[0074] In this case, the MVEG system uses a thermostatic valve in the engine oil cooler branch 6d to initially keep the coolant stationary in the engine. Once a temperature of, for example, 60°C is reached, the bypass valve 6bv opens in a pulsed manner to ensure a small coolant flow through the engine and to activate the engine oil cooler 30. Alternatively, the bypass valve 6bv can be configured without pulsed operation and remain closed initially. In this case, the flow control via the heater valve 2 in the heater branch 4a takes over the task of heat transfer from the cylinder head to the engine block and to the engine oil cooler 30.

[0075] A system according to Fig. 9, like the previous embodiments according to the invention, is still characterized by the fact that it does not require an electrically controlled engine coolant pump 7, but also represents a significant improvement and expansion of the scope of application within and outside the MVEG (Motor Vehicle Energy Group) even with an electrically switchable or controllable engine coolant pump 7 or with the additional use of electrical auxiliary pumps when the mechanical engine coolant pump 7 is temporarily deactivated, and is a realization form of the invention. Among the numerous advantages already described in detail in DE 10 2005 035 121 A1, the efficient, versatile and control-damping integration of the engine oil cooler 30 and the transmission oil cooler 40, even with a low total coolant flow rate through the internal combustion engine 1, and the option of reducing the effective thermal mass of the heating branch 4a despite heat extraction from the heating branch 4a are particularly noteworthy.Completely deactivating the heating system is of considerable importance for the cost / benefit ratio.

[0076] In particular, the advantages regarding the increase in the combustion chamber-side engine component temperature while providing a sufficiently readily available cooling reserve can also be achieved with the design according to Fig. 9 can already be implemented cost-effectively if the bypass valve 6bv in the bypass branch cannot be pulsed or continuously adjusted.

[0077] With regard to the exemplary descriptions of a procedure according to the invention, e.g. according to Fig. 1, Fig. 7 and Fig. 9. The bypass valve 6bv in bypass branch 6b, with and without an electrically controlled engine coolant pump 7, offers the particular advantage that not only is a high oil cooler flow rate achievable with a significantly reduced overall coolant flow rate through the engine, but potential thermal leakage losses due to natural convection or thermosiphon effects are also reduced. The same applies with regard to thermal leakage to the heater valve 2 in the heater branch 4a, as well as, where applicable, the auxiliary bypass valve 6cv in the auxiliary bypass branch 6c, and the two valves 6dv and 6ev in the engine oil cooler branch 6d and in the transmission oil cooler branch 6e, respectively.

[0078] Given the extensive fulfillment of most thermal management needs within and outside the MVEG, it is to be expected that important aspects of the inventive concept will also be applicable to an arrangement with freely controllable valves in the form of a cooler valve 6av and a bypass valve 6bv according to Fig. 9 will preferably be used without an electric engine coolant pump 7 for cost reasons.

[0079] In this context, the high costs of the electric engine coolant pump 7 and the electric rotary valve have, in the past, led most OEMs to abandon this potential avenue for fuel savings. The path according to Fig. Against this background, section 9 separates the functions of the rotary valve into the two basic functions "heat dissipation at the vehicle radiator 8" and "cooling demand-oriented throttling of the total coolant flow rate through the internal combustion engine 1", quite analogously to the e.g. in Fig. 7 is achieved by the radiator thermostat 6, designed as a thermal expansion thermostat, and the bypass valve 6bv. Only in this way is it possible, on the one hand, to dispense with the electrical switching or control function of the engine coolant pump 7 and, on the other hand, to achieve a comparable or even better component and oil temperature adjustment for partial and full load by means of the valves controlled via the engine control unit 16 in the form of the radiator valve 6av and the bypass valve 6bv than with a significantly more expensive system consisting of an electrically controlled engine coolant pump 7 and a conventional rotary valve or a radiator thermostat 6 designed as an electrically heated thermostat.

[0080] Even though certain reservations regarding freely controllable radiator valves 6av remain in practice for the time being, particularly concerning the not entirely uncritical vehicle-specific adaptation, operational reliability, and durability, and these still need to be addressed, the possibility of designing the radiator valve 6av with a 2-way rotary valve with a largely unobstructed flow path—i.e., with a largely pressure-loss-free operating point at full opening and maximum heat dissipation at the vehicle radiator 8—makes this option particularly attractive for the future. Furthermore, there are advantages in terms of installation space: Since the freely controllable radiator valve 6av does not require a temperature input via a pilot flow along the expansion element for good temperature control with the vehicle radiator branch 6a closed or partially open, which is necessary, for example, in Fig. Since the temperature is set by the bypass branch 6b, it can be positioned anywhere, even far from the engine. Additionally, the pressure loss of the vehicle radiator 8 and now also the pressure loss of the radiator thermostat 6 or its internal bypass plate are eliminated in the bypass branch 6b. Therefore, even with high cooling requirements in a partially heated state, i.e., with the vehicle radiator branch 6a still completely or largely closed, a relatively small bypass valve 6bv is sufficient to ensure a homogeneous engine component temperature, even in high-performance engines under full load. To minimize the thermal mass, the dimensions of the bypass valve 6bv and the associated lines or internal flow channels of the bypass branch 6b are kept significantly smaller than in the vehicle radiator branch 6a. For the same reason, it is particularly advantageous to position the bypass valve 6bv as close to the engine as possible. This also applies to the arrangement according to... Fig. Figure 9 offers the distinct advantage of specifically integrating the engine oil cooler 30 and the transmission oil cooler 40, as these help to dampen potential fluctuations in the engine inlet temperature, thereby minimizing the requirements and costs for the cooler valve 6av and the bypass valve 6bv. For the same reason, it is very helpful to integrate the heating branch 4a as shown in Figure 9. Fig. Figure 9 shows that, in this context, it is particularly advantageous to use the heating branch 4a, especially when there is an excess of heating potential, to set a precisely defined lower limit for the engine's internal coolant flow rate, at least during the transition phase with very low cooling flow. This is achieved by closing the bypass valve 6bv and at least partially opening the heating valve 2. This ensures that even slight inaccuracies in the control of the radiator valve 6av due to certain hardware limitations and / or dead times in the control response, caused by the relatively large mass of water in the vehicle's cooling branch 6a, do not result in excessively large temperature fluctuations at the engine inlet.

[0081] In view of the versatile benefits within and outside the MVEG, and the freedoms regarding installation space and location, as well as the additional benefit that the reduction of throttling in the vehicle cooling branch 6a may allow a smaller engine coolant pump 7 to suffice with a permanent saving of pump drive power, the effort, which may initially appear excessive, is put into perspective. Fig. 9. Very strong. The two separate valves in the form of the cooler valve 6av and the bypass valve 6bv, including the associated separate control lines to the engine control, ultimately result not only in a particularly versatile and fuel-efficient system, but are also still much more favorable in terms of cost / benefit than systems with an electric engine coolant pump. 7.

[0082] In connection with the exemplary embodiments of the individual methods according to the invention described above, in particular with the control of the vehicle cooling branch 6a and the bypass branch 6b being decoupled at least temporarily by means of the motor control 16, it shows Fig. 10 a novel rotary valve 91, which is in particular able to perform a large part of the functionalities of the two individual valves in the form of the cooler valve 6av and the bypass valve 6bv in Fig. 9 with only one valve and only one control channel of the motor control 16. Positions Pos. 1 - Pos. 5 show different positions of the rotary valve 93 with the corresponding direction of rotation for increasing the cooling effect within the engine.

[0083] For example, to largely replicate the functionality from Fig. 9 the bypass port 90 on the bypass branch 6b and the radiator port 92 on the vehicle radiator branch 6a. The coolant flow to the rotary valve 91, which is in Fig. 10, which is not explicitly shown, occurs axially and is distributed to the bypass branch 6b and / or the vehicle radiator branch 6a depending on the position of the rotary valve 93. With reference to Fig. 9 is therefore essentially a motor outlet-side connection. However, the new rotary valve 91 can also be used for a motor inlet-side connection in an analogous manner, by connecting the axial port of the rotary valve 91 to the motor or pump inlet instead of the motor outlet.

[0084] In position 1, the vehicle radiator branch 6a or the radiator connection 92 is completely closed, and the bypass branch 6b or the bypass connection 90 is also completely or at least largely closed.

[0085] As the engine's cooling requirements increase and / or to activate the engine oil cooler 30 and the transmission oil cooler 40, the rotary valve 93 is rotated slightly towards position 2, and the bypass branch 6b is opened slightly. The total coolant flow rate through the engine is initially significantly reduced to minimize heat transfer to the water side and thus to lower the combustion chamber component temperatures, including the cylinder bore temperatures, as much as possible. This is generally advantageous for engines both with and without an engine oil cooler 30 or transmission oil cooler 40. It is particularly beneficial for engines with an engine oil cooler 30 and / or transmission oil cooler 40, and especially when integrated according to [reference to relevant section]. Fig. 9. This again offers the advantage that, by means of the engine control unit 16, the use of the engine oil cooler 30 or the transmission oil cooler 40 can be adjusted as needed for various operating modes according to the invention, with and without heat extraction at the heating heat exchanger 4. In particular, in the MVEG, the possibility of starting oil warm-up in a timely manner despite a significant reduction in the total coolant flow rate through the engine, without excessively cooling the cylinder bore, plays a major role.

[0086] As the cooling requirement increases, the rotary valve is turned further and further towards position 2, or even slightly beyond. The bypass branch 6b remains partially closed, while the vehicle cooling branch 6a is completely closed. This is done to slightly increase the internal engine coolant flow rate and reliably prevent local engine component overheating. These settings can, in principle, also be achieved with previously known rotary valves 91, although without the additional inventive measures on the rotary valve 91, the full advantages regarding fuel consumption and heating effect cannot be realized.

[0087] As cooling demand increases, positions 3 and 4 show the corresponding settings, as a conventional rotary valve would adjust. Position 3 is used when there is a high excess of cooling potential from the vehicle radiator 8; that is, with a high total coolant flow rate through the engine, a significant amount of coolant still passes through the bypass branch 6b. When the excess cooling potential of the vehicle radiator 8 decreases, the rotary valve then closes the bypass branch and opens the vehicle radiator branch according to position 4, again with a high total coolant flow rate through the engine.

[0088] A particularly advantageous method according to the invention uses the two positions 3 and 4 or comparable settings of the flow distribution on bypass branch 6b and vehicle radiator branch 6a, but only when the engine has a very high or maximum cooling requirement.

[0089] Starting from position 2 with the vehicle radiator branch 6a closed, however, the following occurs at the rotary valve 91: Fig. 10 and Fig. 11 Normally, when heat dissipation is required at the vehicle radiator 8, there is a discontinuous jump to position 5 with a reversal of the control edges of the rotary valve 93 and a reversal of the direction of rotation for increased cooling. To increase the cooling effect at the engine, this results in a synchronous opening of the bypass branch 6b and the vehicle radiator branch 6a. This allows for a preferred procedure according to the invention with heat dissipation at the vehicle radiator 8 with a reduced overall coolant flow rate through the engine, even if the degrees of freedom of control are not quite as large as with two completely separate valves in the form of the radiator valve 6av and the bypass valve 6bv.

[0090] In particular, this approach also ensures the implementation of increased combustion chamber component temperatures, and thus cylinder bore temperatures, while providing a substantial cooling reserve. The fact that raising the cylinder bore temperatures does not result in a complete temperature increase for all engine components in contact with the engine coolant plays a significant role in this context. Furthermore, the engine's internal coolant is only heated close to the permissible coolant temperature limits in the direction of the engine outlet, or that slightly cooler coolant is present at the engine inlet. This further facilitates a rapid transition to full cooling capacity at the engine. In contrast to conventional rotary valve applications, which rely on an electrically controlled system to provide a sufficient cooling reserve for a sudden jump to full load, this approach...Using an engine coolant pump offers a significant cost advantage.

[0091] It is obvious that the discontinuous transition from settings according to item 5 to item 2 and vice versa places certain minimum requirements on the actuating speed of the rotary valve. Due to the inventive design of the rotary valve according to Fig. 10 and Fig. 11 However, this occurs without risk of thermal shock, since, for example, when transitioning from position 5 to position 2, i.e., with the reversal of the direction of rotation, the vehicle radiator branch 6a or the radiator connection 92 is initially closed.

[0092] The transition from position 5 to position 3 also preferably occurs initially via position 2, thus largely avoiding thermal shock caused by a temporarily excessive coolant flow, at least if the vehicle radiator branch 6a is not already relatively wide open in its initial position according to position 5 due to a relatively high cooling demand in the vehicle radiator 8. In both cases of the transition, it is helpful if the heating branch 4a maintains a minimum coolant flow during the brief but unavoidable interruption of the bypass branch 6b. Therefore, it is particularly advantageous to temporarily increase the coolant flow rate in the heating branch 4a before the transition to phases with moderate heat dissipation at the vehicle radiator 8.

[0093] In particular, the possibility of varying the flow rate in the heating branch 4a, with the vehicle radiator and bypass branches 6a and 6b largely closed, using the heating valve 2 via the engine control unit 16, significantly helps to reduce the frequency of application of fuel-saving settings according to Fig. 10, Item 5, with synchronous adjustment of the cooler and bypass flow cross-sections. In addition, the damping effects of the flow in the heating branch 4a and, where applicable, the specific integration of the engine oil cooler 30 and the transmission oil cooler 40 according to Fig. 9, which in particular also help to keep the requirements for the rotary valve 91 within limits.

[0094] A free control intervention in the bypass branch 6b by means of a separate bypass valve 6bv allows, by its very nature, better coordination of the strongly engine load-dependent conflict of objectives. This conflict arises when heat is dissipated at the vehicle radiator 8 with a high excess of cooling potential from the vehicle radiator 8. The desired increase in engine coolant inlet temperatures under partial load makes an increased bypass flow rate seem desirable, but this increase in bypass flow rate also increases the heat transfer coefficient in the water jacket of the cylinder bore. This is particularly relevant given that, depending on the current engine-side heat input under partial load, the driving history, the current engine component and vehicle radiator temperatures, and the current driving speed, a different ratio of bypass flow to radiator flow is optimal for fuel consumption.Nevertheless, the new rotary valve can also be used in this context, especially as exemplified above. Fig. 9 described system integration and with the temporary reversal of the control edges according to Fig. 10, Pos. 5, make a significant contribution.

[0095] As has been described several times already, the high demands regarding metering accuracy over the entire engine lifespan represent a significant hurdle for rotary valve applications. The rotary valve application described above according to Fig. 10 and in particular the system integrations also described, utilizing the adjustability of the heating flow rate and, if applicable, the engine oil cooler 30 and the transmission oil cooler 40, are very helpful here.

[0096] To further reduce the requirements for the positioning accuracy of the rotary valve, Fig. 11 a further development of the rotary valve from Fig. 10. This has lateral miniature flow channels 90m in bypass port 90 and 92m in cooler port 92, which are also opened and closed by rotary valve 93. In operating mode analogous to item 5 in Fig. These 10 ensure that, with the limited angular resolution of the rotary valve 93, the opening process of the two branches can be controlled very precisely by the motor control unit 16. In particular, the opening of the bypass branch 6b preferably occurs slightly earlier than the opening of the vehicle radiator branch 6a.

[0097] Furthermore, it is particularly advantageous if the flow cross-sections of the partially opened bypass branch 6b and the partially opened vehicle radiator branch 6a - within the framework of the unavoidable geometric restrictions due to the smaller bypass-side bypass connection 90 - are designed in such a way that at least shortly after the opening phase according to item 5, more than twice as much coolant flows in the bypass branch as in the vehicle radiator branch 6a.

[0098] This results, for example, in the MVEG at an ambient temperature of 25 °C, when the vehicle radiator branch 6a is first opened, with a coolant temperature of, for example, 110 °C at the engine outlet, and assuming a closed heating branch 4a for the initial simplification, in a theoretical mixing temperature of approximately 82 °C at the engine inlet. With this exemplary setting, up to 5 kW can be dissipated to the environment through the vehicle radiator 8 with a radiator flow rate of just 1 l / min or an internal engine coolant flow rate of 3 l / min. This heat dissipation from the vehicle radiator 8 is often unnecessary in many areas of the MVEURO and also during normal urban partial-load driving, both with and without heating power being drawn. Compared to a conventional thermostat or a conventional rotary valve without electrical...Reducing the pump drive power reduces the internal coolant flow rate of the engine by a factor of 10-20, while maintaining the same heat output at the vehicle radiator 8. This is accompanied by a corresponding reduction in the heat transfer coefficient at the water jacket of the cylinder bore. Conversely, at first glance, the engine inlet temperature appears significantly lower at approximately 82°C compared to systems with 10-20 times the internal coolant flow rate. While the engine inlet temperature is expected to be close to 110°C with the same heat output at the engine and an engine coolant outlet temperature of 110°C, this must be considered in a more nuanced way, especially during warm-up.

[0099] The temporal analysis of cylinder bore temperatures during warm-up shows that, in many engines, the influence of the heat transfer coefficient in the water jacket dominates across a wide range of engine loads, and only at very low engine loads does the influence of the engine coolant inlet temperature become more significant. Against this background, very careful adjustment of the bypass flow rate is required for each engine operating point and thus for every required heat dissipation at the vehicle radiator 8. In addition to the quasi-steady-state heat dissipation at the vehicle radiator 8 and, if applicable, also at the heater core 4, the previously described transient effects of warm-up must also be taken into account, considering the local engine component temperatures and the local coolant and oil temperatures.Last but not least, these effects ultimately lead to the fact that when using the rotary valve 91 in a particularly preferred procedure according to the invention during warm-up – compared to operation with a high internal coolant flow – not only is a stronger temporal gradient of the combustion chamber-side engine component temperatures observed with a comparatively moderate increase in the engine coolant outlet temperature, but also that, without cabin heating power extraction, depending on the setting of the engine oil-side heat transfer, and in some cases even with moderate cabin heating power extraction, the engine inlet temperature rises hardly more slowly than with high total engine coolant flow rates.

[0100] For engines with an engine oil cooler 30, it is particularly important to note that the faster rise in engine coolant outlet temperature when the total coolant flow rate through the engine is reduced means that the vehicle radiator 8 must open earlier due to excessively high coolant or component temperatures, or excessive coolant pressure, than with a high total coolant flow rate through the engine. As already described in detail above, depending on the engine and engine load, fuel consumption savings can be achieved by reducing the total coolant flow rate through the engine, despite this earlier heat dissipation at the vehicle radiator 8. In particular, for some high-performance engines, this approach, with its implicit provision of a particularly high cooling reserve, makes it possible to operate with elevated coolant and combustion chamber wall temperatures, and thus also cylinder bore temperatures.In this context, the overall system according to the invention also provides the following: Fig. 9 with separate bypass valve 6bv has the special advantage that, by sacrificing some cooling reserve, a significant increase in the engine coolant inlet temperature is possible by slightly increasing the bypass volume flow from, for example, 2 l / min to 4-6 l / min without any noticeable effect on the vehicle radiator flow rate, and without the heat transfer coefficient in the water jacket increasing to the full value of conventional systems, i.e., with an open bypass branch.

[0101] This approach is often particularly advantageous when the engine oil cooler 30 and / or the transmission oil cooler 40 are available, allowing the oil, which is normally still undercooled during warm-up, to be heated instead of being dissipated by the vehicle radiator 8. This is feasible with oil coolers that draw coolant from the engine outlet, although with certain limitations due to the described relationship between coolant flow rate and heat transfer at the oil cooler on the one hand and at the water jacket of the cylinder bore on the other.

[0102] On the other hand, it is particularly advantageous to integrate the engine oil cooler 30 and the transmission oil cooler 40 as shown in Fig. 9, i.e., with coolant extraction at the engine inlet, as this allows for a very high coolant flow rate and heat transfer in the engine oil cooler 30 and the transmission oil cooler 40, while maintaining a moderate overall coolant flow rate through the engine. In addition, there is a certain cooling reserve for the engine oil, which may also require cooling during extended driving, even at certain partial load operating points. The strong correlation with the engine inlet temperature particularly expands the range for maintaining a high coolant and cylinder bore temperature without risking overheating of the engine or transmission oil.

[0103] These explanations also make it clear that there are numerous reasons for separately controlling the bypass valve 6bv via the motor control unit 16, independent of the control or thermostatic adjustment of the radiator valve 6av or radiator thermostat 6. In particular, if the bypass valve 6bv is only coarsely or digitally adjustable on / off, the heating valve 2 or a corresponding control element in the heating branch 4a becomes highly significant not only when heat is drawn from the heating heat exchanger 4, but also when no heat is drawn. For example, when using the new rotary valve according to item 5 in Fig. 10 and Fig. 11. Only the simultaneous variation of the heating flow rate – despite the synchronous adjustment of the rotary valve in the vehicle radiator branch 6a and in the bypass branch 6b – allows the coolant flow to be varied as required, so that the total engine coolant flow rate is increased to a limited extent, e.g., towards the end of the MVEG (Motor Vehicle Energy Flow), without unintentionally increasing the flow rate and cooling capacity of the vehicle radiator 8. It is particularly advantageous to maintain the setting ratio of bypass opening to radiator opening of the rotary valve in positions according to item 5 over the widest possible rotation angle, so that reduced heat dissipation at the vehicle radiator 8 can be set within a wide control range with a low total coolant flow rate through the engine. This setting ratio of bypass to radiator opening is particularly advantageous in the operating mode according to item 5.5. It is very helpful that even with a very high excess of cooling capacity of the vehicle radiator, no thermal shock can occur at the engine inlet.

[0104] Only the described possibility of mixing and synchronously increasing or decreasing even the smallest coolant mass flows in the radiator and bypass branch ultimately provides the necessary scope to perform a demand-oriented fine metering of the engine's internal coolant flow rate with and without heat dissipation at the vehicle radiator 8 in many partial load operating points and especially in the MVEG by adjusting the heating flow rate.

[0105] It has already been pointed out several times that the individual system diagrams usually show a maximum scope of components and intervention options, and that by eliminating individual components or intervention options in order to reduce the absolute total vehicle costs, not only is it still possible to fulfill the object of the invention, but the cost / benefit ratio is also improved in some cases. In this context, an approach according to the invention is of particular economic interest when at least important aspects can be implemented with minimal interventions in systems already established on the market.Even without dispensing with the various methods described for temporarily raising the coolant temperature under partial load and rapidly switching to increased cooling by means of a fast-acting bypass valve 6bv, the devices and methods according to the invention achieve a cost-effective improvement in fuel consumption, particularly with and without heating aspects. This applies especially during engine partial load operation during engine warm-up until coolant temperatures are reached that are significantly below typical full-load coolant temperatures of, for example, 85°C. This is particularly relevant in the discussion of... Fig. 1 - Fig. This has already been mentioned several times above (see point 8).

[0106] Another example, which significantly expands the benefits of an existing cooling and heating system through minimal interventions using the inventive concept, shows Fig. 12. Here, the engine outlet-side radiator thermostat 6 is replaced by a radiator thermostat 6 designed as a three-plate thermostat, comprising a radiator plate 6t1, a first bypass plate 6t2, and a second bypass plate 6t3. Such a three-plate radiator thermostat 6 has recently been used for the first time in a series application, without, however, utilizing the measures according to the invention. In this series application, the expansion element of the three-plate radiator thermostat 6 is additionally electrically heated, which may also be used in Fig. 12 can be added, but is not strictly necessary. In contrast to the known series application, the integration of the engine oil cooler 30 with return flow occurs at position 7e, meaning that the engine oil cooler 30 is also supplied with fluid even when the first bypass plate 6t2 is still closed. This specific integration of the engine oil cooler 30 makes it possible to freely select the timing of the fluid flow through the engine and, consequently, the oil cooler integration, by means of the heater valve 2 controlled by the engine control unit 16 and / or the optional additional bypass valve 6cv in the additional bypass branch 6c, which is also controlled by the engine control unit 16.In other words, it is not the gradual heating of the expansion element in the cooler thermostat 6, designed as a three-plate thermostat, to, for example, 60°C that triggers the time of the first engine flow and the integration of the engine oil cooler 30, but this time can be brought forward if necessary by means of the engine control 16.

[0107] In the simplest case, a system according to the invention has no additional bypass branch 6c and no transmission oil cooler branch 6e, and even the thermostatic valve in the engine oil cooler branch 6d could be omitted, accepting certain losses.

[0108] With a thermostatic valve preferably located in the engine oil cooler branch 6d, the heating valve 2 in the MVEG is initially closed, thus largely deactivating the engine oil cooler 30. From, for example, 55°C, the heating valve then opens, initially homogenizing the coolant temperatures to a large extent. Then, for example, at 60°C, the thermostatic valve in the engine oil cooler branch 6d opens, thus activating the engine oil cooler 30 for engine oil heating with a reduced overall coolant flow rate through the engine. This is not only linked to an increase in oil temperature but also to a delay in the opening of the first bypass valve 6t2, since the warm coolant at the engine outlet is transported via the heating branch to the engine inlet and to the engine oil cooler 30.At the same time, due to a relatively low overall coolant flow rate through the engine and the lack of heat extraction at the heater core 4, the temperature of the cylinder bore remains similarly high even after the heater circuit opens, compared to the known series application with largely stagnant coolant during the early warm-up phase. In particular, a temporary increase in the heater coolant flow rate during periods of increased engine-side heat input to the coolant ensures that the temperature limit for the initial opening of the first bypass valve 6t2 is not exceeded. This prevents the first bypass valve 6t2 from switching to operation with increased internal engine coolant flow rate too early. Preferably, the opening temperature of the first bypass valve 6t2 is also increased from the 60°C of the known series application to, for example, 75°C.

[0109] Such a system will already exhibit better fuel consumption in the MVEG than the known series application with a radiator thermostat designed as a three-plate thermostat 6.

[0110] If, in the MVEG (Multi-Ventilation Unit), the heat transfer from the engine outlet to the engine inlet is controlled by an additional bypass branch 6c and an additional bypass valve 6cv instead of the heating circuit, the heat-active mass of the heating branch 4a in the MVEG can be reduced to the significantly smaller value of the additional bypass branch 6c. Instead of the additional bypass valve 6cv in the additional bypass branch 6c, which is controlled by the engine control unit 16, a single valve 6dv in the engine oil cooler branch 6d can also be responsible for activating the engine oil cooler 30. The additional bypass branch 6c is then permanently flowed through, and the valve 6dv in the engine oil cooler branch 6d, which is controlled either by the engine control unit 16 or thermostatically, then activates the engine oil cooler 30 in a timely manner during warm-up, e.g., from a coolant temperature of 60°C at the engine outlet.

[0111] Against this background, the described approach is based on derivatives of Fig. 12 already usable in the MVEG. This applies particularly to the application of three-stage thermostats with air-side control of the heating and air conditioning system, which, in order to fully utilize the fuel-saving potential of the three-stage thermostat, require a heating valve 2 to shut off the heating flow anyway. Even without pulse control of this heating valve 2, an improvement is already achieved, given the above explanations, with an integration and control of the engine oil cooler 30 and the transmission oil cooler 40 according to the invention; this improvement is even greater with pulse control of the heating valve 2, which requires only minimal additional effort.

[0112] Even if in Fig. 12. Since the heating valve 2 remains permanently closed and the additional bypass branch 6c, the transmission oil cooler branch 6e, and the valve 6dv in the engine oil cooler branch 6d are omitted, an integration of the engine oil cooler 30 according to the invention, as e.g., in Fig. 12. This is still advantageous compared to the oil cooler integration on the three-plate thermostat of the described series application: With the first bypass plate 6t2 closed, coolant is locally pumped through the engine oil cooler 30 in a short circuit around the engine coolant pump 7 during the initial warm-up phase, heating this short-circuit zone to the maximum engine oil temperature. It is clear that, if necessary, an additional valve 6dv in the engine oil cooler branch 6d is helpful to reduce this heat-active mass during the first few minutes of warm-up. Slightly opening the first bypass plate 6t2 during further warm-up, with or without valve 6dv in the engine oil cooler branch 6d, immediately leads to a relatively strong heat transfer from the engine outlet to the engine inlet and, via the high short-circuit coolant flow rate in the engine oil cooler 30, to a considerable heat transfer to the engine oil.Specifically, the very high heat transfer to the engine oil due to the flow rate means that the engine outlet temperature rises significantly more slowly than before the integration of the engine oil cooler 30. This means that the first bypass plate 6t2 opens only very slightly, and may even close temporarily after the initial opening. Due to this particularly strong coupling of the engine oil temperature to the coolant temperature, even with a relatively low total coolant flow rate through the engine, the integration of the engine oil cooler 30 according to the invention, as e.g., in [reference to diagram], leads to [further details to be added]. Fig. 12. This results in the first bypass plate 6t2 opening very slowly and the total coolant flow rate through the engine remaining at a greatly reduced level.

[0113] The opening temperature of the first bypass plate 6t2, for example approximately 60°C in the current series or preferably approximately 75°C in some variants of the inventive process, provides a relatively large safety margin with respect to the maximum permissible temperatures and pressures in the engine and cooling system. Therefore, maintaining a cooling reserve is less of a priority here than in many other variants of the inventive process. In particular, the possibility of rapidly opening the bypass branch 6b by means of the engine control 16 is not a primary concern. Instead, automatic pressure relief of the first bypass plate 6t2 at high engine speed and thus a high pressure differential at the engine coolant pump 7 is sufficient. A simple spring mechanism is sufficient for this purpose and also automatically provides protection against the sudden transition to rated power.Of course, heating branch 4a is also available here, if necessary, for the active fine-tuning of the total engine coolant flow rate.

[0114] The fuel-saving variants described above with regard to the MVEG can also be combined with embodiments according to the detailed documentation of the inventive concept. Fig. 12 can be very well transferred to operation with heat output extraction.

[0115] In the simplest variant without additional bypass branch 6c and without valve 6dv in the engine oil cooler branch 6d and without transmission oil cooler branch 6e, the flow through the heating branch 4a with coolant flow additionally throttled via the heating valve 2 again means the much-described reduction of the effective heat-active mass in the heating branch and within the engine including the engine oil.

[0116] If the coolant flow rate in the heating circuit is throttled to such an extent that the coolant temperature at the heating return is equal to the engine oil temperature, this not only reduces the effective heat-active mass in heating circuit 4a but is also equivalent to deactivating the engine oil cooler 30 by means of a valve 6dv in the engine oil cooler circuit 6d. Only the superimposed control of the cabin temperature by means of water-side control elements such as the heating valve 2 and air-side control elements such as the air-side control flap 5 makes it possible to start at this operating point without fluctuations in the cabin temperature.

[0117] Relative to this operating point, a greater reduction in the heating flow rate, with the same heat output, causes the engine oil cooler to transfer 30% of its heat from the oil to the coolant. This increases the engine coolant inlet temperature and, if necessary, helps to avoid excessive temperature differences at the engine due to the low overall coolant flow rate. It is particularly advantageous for raising the combustion chamber and cylinder bore temperatures, which is desirable for fuel consumption reasons during partial load operation. The heat extraction from the engine oil primarily results in the areas of the engine that come into contact with the engine oil, i.e.,Almost the entire engine, with the exception of the areas near the combustion chamber, heats up slightly less, thus warming the coolant more quickly towards the engine outlet. This, in turn, offers advantages in terms of heating and the additional option of slightly reducing the fresh air mass flow to the heater once sufficiently high engine coolant outlet temperatures have been reached, thereby further reducing heat extraction from the engine cooling circuit. The slightly colder engine oil under these conditions, however, results in a slight increase in friction. Overall, though, this – in conjunction with the reduction in friction on the cylinder walls and the improved combustion within the engine during warm-up due to the higher partial-load combustion chamber temperatures – not only improves heating but often also leads to improved fuel consumption.Furthermore, especially in vehicles with auxiliary heaters, the operating time of these heaters is reduced, resulting in a significant additional saving in fuel consumption. In many cases, the auxiliary heater can even be completely eliminated using the method according to the invention, particularly when high-performance heating heat exchangers with good efficiency are used even with low coolant flow rates.

[0118] In the event of excess heating potential, the coolant flow rate in heating branch 4a is increased so that the return temperature in heating branch 4a is higher than the engine oil temperature, thus warming the engine oil. This is also possible because the air-side control, with its air-side control flap 5, defines the cabin air inlet temperature in parallel with the increase in coolant flow rate in heating branch 4a. Even fully opening the heating branch results in a significantly lower total coolant flow rate through the engine than opening the bypass branch 6b. The integration of the engine oil cooler 30 and / or transmission oil cooler 40 in Fig. This leads to the first bypass plate 6t2 of the three-plate radiator thermostat 6 opening significantly later during warm-up with heat output than in the known series application. In this context, it should be noted that starting from Fig. 12. At first glance, integrating the return line of the engine oil cooler 30 into the engine-side supply line of the three-plate thermostat 6 might seem more advantageous, since the first bypass plate 6t2 deactivates the engine oil cooler 30 during the initial warm-up phase. This offers certain advantages in the first few minutes of warm-up, both with and without the heater, if the engine oil cooler branch 6d does not have a valve 6dv. However, in this combination with the three-plate thermostat 6, activating the engine oil cooler 30 requires opening the first bypass plate 6t2. Not only is the constant temperature required for this opening disadvantageous, but especially the fact that adequate flow through the engine oil cooler 30 can only be achieved when the first bypass plate 6t2 is largely open, resulting in a very high internal engine coolant flow rate.

[0119] As already in the MVEG, with regard to the range of variation, it is particularly advantageous with regard to the extraction of heating power at the heating heat exchanger 4 if, by means of a thermostatic or motor control valve 6dv in the engine oil cooler branch 6d and / or the valve 6ev in the transmission oil cooler branch 6e, the engine oil cooler 30 and / or the transmission oil cooler 40 are integrated as required.

[0120] The same applies to the optional additional bypass branch 6c with and without additional bypass valve 6cv and in particular to the possibility of activating the engine oil cooler 30 by means of the engine control 16 via the additional bypass valve 6cv without omitting the valve 6dv in the engine oil cooler branch 6d.

[0121] In practical driving conditions, both with and without heat extraction from the heating heat exchanger, it becomes clear, in light of the above explanations, that it is very helpful to be able to actively influence the heating flow rate by means of the motor control 16. However, as already stated in DE 10 2005 035 121 A1, it should also be noted for the invention that some aspects of the inventive concept can already be implemented by means of the basic design of the cooling system and a correspondingly small dimensioning of the heating flow rate relative to the flow rate in the bypass branch 6b. This applies in particular to a variety of heating heat exchanger designs, but especially to high-performance heating heat exchangers with high efficiency even at low coolant flow rates.As previously described, it is often advantageous, especially with high-performance heat exchangers, to thermostatically throttle the coolant flow independently of the engine control unit 16 so that the heating return temperature is always around 20-30°C. Whether an additional bypass branch 6c or an intervention to meter the flow in bypass branch 6b is superfluous depends, not least, on the vehicle specifications, i.e., in particular on the development goals regarding fuel economy, heating performance, and costs.

[0122] The same applies to the superimposed control intervention with the heating valve 2 in heating branch 4a and with the air-side control flap 5 in air branch 21 / 22 of the heating system. For example, by foregoing the maximum potential regarding fuel savings and / or heating output, or by largely limiting the specifications to fuel savings in the MVEG (Multi-Vehicle Energy Consumption), or by limiting to maximum heating effect, even to the point of eliminating the PTC (Pandemic Temperature Coefficient), the heating branch can be particularly cost-efficient and effective even without this superimposed control.

[0123] If, for example, the heating valve 2 in heating branch 4a is not controllable and cannot be pulsed, e.g. for reasons of service life, then ultimately the air-side control with the air-side control flap 5 is responsible for regulating the cabin temperature in heating mode, but now without parallel adjustment of the coolant flow rate in the heating branch.

[0124] However, for example in Fig. 12. The additional bypass branch 6c, even with the heating branch 4a always open, can be used, especially during high heating loads, to temporarily switch between an operating mode with heat extraction from the engine oil at the engine oil cooler 30 and an operating mode with heat input from the engine oil at the engine oil cooler 30. This provides, in particular, the active possibility of temporarily increasing the cabin heating output via the engine control unit 16 and, in the event of excess cabin heating potential, switching to a more fuel-efficient operating mode utilizing the engine oil cooler 30. This applies especially to high-performance heat exchangers with a relatively low base coolant flow rate.

[0125] If maximum heating output is the sole priority, the additional bypass branch 6c can even be omitted entirely. Without valve 6dv in the engine oil cooler branch 6d, a slight disadvantage arises during the very early warm-up phase, because, especially with relatively high heating flow rates, it takes somewhat longer for the oil temperature to exceed the heating return temperature. However, selecting a suitable heater core for slightly lower base flow rates or installing valve 6dv in the engine oil cooler branch 6d can easily ensure that the heating performance is further improved by transferring heat from the engine oil to the coolant after a few minutes of driving. In addition, there is the significant advantage of keeping bypass branch 6b closed, which fundamentally improves the heating effect by increasing the coolant and component temperature gradient across the engine.

[0126] To comply with this application Fig. To improve fuel consumption and heating performance simultaneously without an additional bypass branch 6c and without heating valve 2, a thermostatic valve in the engine oil cooler branch 6d is particularly cost-effective, opening, for example, at 60°C. This deactivates the engine oil cooler 30 and the transmission oil cooler 40 during the very early warm-up phase, initially resulting in some improvement for heating and fuel consumption in the first few minutes of warm-up. During the subsequent warm-up phase with full heating power, the closed valve 6dv in the engine oil cooler branch 6d until the coolant return temperature reaches 60°C means that, depending on the difference between the return temperature and the oil temperature, either some of the potential improvement in heating performance or fuel consumption is lost.Heating return temperatures of 60°C and above are not reached for a relatively long time during journeys with high heating demand and low engine load, meaning that the engine oil cooler 30 is largely deactivated when there is a heating deficit. Conversely, experience shows that a return temperature of 60°C or above indicates that the cabin is already well heated and there is no longer a heating deficit. Therefore, a thermostatic valve in the engine oil cooler branch 6d represents a cost-effective compromise between improving heating performance and fuel consumption, especially when there is a heating deficit. This is particularly cost-effective because this thermostatic valve 6dv also ensures the timely integration of fuel-saving oil heating via the engine oil cooler 30 in MVEG and other operating conditions with excess heat for heating purposes and / or reduced heating demand.

[0127] Despite the cost-efficiency of this example, it also clearly demonstrates once again that precise metering or even a permanent reduction of the coolant flow rate in heating circuit 4a by means of high-performance heat exchangers significantly expands the scope for freely switching between fuel consumption-oriented and heating output-oriented operating modes. Particularly in combination with the temporary closure of the bypass circuit 6b, preferably with free control of an additional bypass circuit 6c and / or the bypass circuit 6b by means of the engine control unit 16, the integration of the engine oil cooler 30 and the transmission oil cooler 40, as e.g., in Fig. 7 or Fig. 12 demonstrated a significant additional benefit.

[0128] Some of this added benefit can still be realized, in particular, if the cabin temperature is controlled by water instead of air. Based on Fig. 12 means that a water-side control means the elimination of the air-side control flap 5, i.e., the change in the cooling water flow rate in the heating branch 4a inevitably results in a change in the instantaneous heat transfer at the heating heat exchanger 4 and the cabin heating effect.

[0129] In the MVEG, under these boundary conditions, the heating valve 2 can be used to prevent the coolant flow through the engine during warm-up. In the simplest case, i.e., without the additional bypass branch 6c, the transmission oil cooler branch 6e, and the valve 6dv in the engine oil cooler branch 6d, closing the heating valve 2 means that after a cold start, the engine is initially not cooled. Only a short-circuit current then flows from the pump outlet through the engine oil cooler 30 to position 7e, with only relatively little heat extraction from the engine oil to heat the short-circuit area around the engine coolant pump 7. After the coolant at the engine outlet or at the expansion element of the three-plate thermostat 6 has reached the thermostat opening temperature for the first bypass plate 6t2 of, for example, 60°C, the first bypass plate 6t2 or the bypass branch 6b is slightly opened.Heat is transported from the engine outlet to the engine inlet and to the engine oil cooler 30. Internal engine temperature equalization and heat transfer to the engine oil result in the engine outlet temperature initially regulating itself very close to the 60°C opening temperature, meaning the total coolant flow rate through the engine remains low. In contrast, integrating the engine oil cooler 30 with coolant return at the same position between the engine outlet and the three-plate thermostat 6, as in the previously mentioned series application of the three-plate thermostat 6, would result in a faster increase in the engine coolant outlet temperature and a greater opening of the bypass branch 6b. This is due to the reduced heat transfer to the engine oil resulting from the significantly lower coolant flow rate through the engine oil cooler 30.This lower oil cooler flow rate results from the hydraulically parallel arrangement of the engine oil cooler 30 and the internal combustion engine 1, as well as the significantly greater pressure loss in the engine oil cooler 30, which is essential for good engine cooling. Only when the first bypass plate 6t2 is largely open does a reasonably sufficient coolant flow rate through the engine oil cooler 30 occur without an integration of the engine oil cooler 30 according to the invention, with regard to oil heating.

[0130] During the warm-up phase, it must be taken into account that the heating circuit 4a can no longer be used to freely control the heat transfer at the engine oil cooler 30 via the engine control unit 16. It can only be used in operating situations with a heating deficit to increase the heating output, if necessary, by reducing the coolant flow rate to such an extent that the gains from a reduction in the thermally active mass of the engine, coolant, and engine oil according to the invention more than compensate for the losses due to the decrease in the heat utilization efficiency at the heating heat exchanger when the coolant flow rate is reduced. Conversely, the water-side control of the cabin temperature at partial heating load inevitably results in coolant return temperatures that are very often significantly below the engine oil temperature. The radiator thermostat 6, designed as a three-plate thermostat according to the modified Fig. In conjunction with the specific oil cooler integration, component 12 provides, at least temporarily (i.e., from approximately 60°C engine coolant outlet temperature), an approximate desired condition with reduced overall coolant flow through the engine while still ensuring good heat transfer to the engine oil. After partially opening the first bypass plate 6t2, the particularly advantageous operating mode with a cold heater return line and warm coolant at the engine inlet and at the engine oil cooler 30 is also established, without this resulting in an excessively high overall coolant flow through the engine and thus overcooling of the cylinder bore and combustion chamber walls. Especially under lower engine partial load in conjunction with medium to high cabin heating, the engine often remains in this operating mode for extended periods, resulting in improved fuel consumption.

[0131] Against this background, systems with water-based cabin temperature control – partially foregoing the maximum potential regarding heating effect and / or fuel consumption savings – are also the subject of the invention. To explicitly illustrate a corresponding embodiment with particularly low system costs, the figure shows Fig. 13, starting from Fig. 12, the extreme case described above with the elimination of the free controllability of the bypass branch 6b, the elimination of the auxiliary bypass branch 6c, the elimination of the transmission oil cooler branch 6e, the elimination of the valve 6dv in the engine oil cooler branch 6d, and the elimination of the air-side cabin temperature control with the air-side control flap 5. Not least, the quite significant fuel savings in MVEG on the one hand, and in heating and air conditioning operation on the other, make this system very attractive in view of the low system costs. In addition, it can be applied to existing heating or air conditioning systems with water-side temperature control without fundamental system modifications. For engines with an outlet-side radiator thermostat 6, a modification according to the invention is limited, in the simplest case, to the redesign of the oil cooler connection and, if necessary, the introduction or temperature adaptation of a radiator thermostat 6 designed as a three-plate thermostat.

[0132] Despite this approach being attractive primarily for cost reasons, it must be concluded that an additional bypass branch 6c controlled by the engine control unit 16 or a coolant flow rate in the bypass branch 6b that can be finely metered by the engine control unit are normally better from a purely functional point of view, but also significantly more expensive.

[0133] Furthermore, especially with regard to the application of the inventive concept to water-side control of the cabin temperature, it should be noted that the degrees of freedom of a coolant flow rate in the heating branch 4a, which can be controlled by the motor control 16, provide such extensive additional benefits in the case of air-side cabin temperature control that, normally, the transition from water-side to air-side temperature control, even in conjunction with the costs for the heating valve 2 or another flow rate control in the heating branch 4a, has an exceptionally good cost / benefit ratio.

[0134] The preceding descriptions of the invention, in the variants with expansion thermostat ia, assumed a radiator thermostat 6 with one connection each for the vehicle radiator branch 6a and the bypass branch 6b as a basis, in which the opening of the radiator plate via the mechanical coupling gradually closes the bypass branch 6b by means of the coupled bypass plate within the radiator thermostat 6, at least from a certain degree of opening. However, the transfer of the concept of the invention is also advantageously possible in many areas to radiator thermostats 6 designed as simple expansion thermostats with only one plate, i.e., without a flanged bypass branch 6b.

[0135] The same applies if, for example, the mechanically coupled bypass plate is simply omitted without changing the design of the thermostat housing.

[0136] In both cases, it is important that a bypass valve 6bv, controllable by the engine control unit 16, opens a flow branch when cooling demand increases. This branch bypasses the vehicle radiator 8 and acts on the expansion element of the radiator thermostat 6. Typically, while retaining existing designs for single-plate thermostats 6, the connection originally intended for the heater and oil cooler return is used for this purpose; that is, a connection through which flow occurs whether the radiator thermostat 6 is open or closed. Fig. 14 and Fig. Figure 15 shows an exemplary application of the inventive concept with a radiator thermostat 6 designed as a single-plate thermostat. The return flow of the heating branch 4a, which can be directly influenced by the heating valve 2 via the engine control unit 16, here takes over the sensitive activation of the heat dissipation in the vehicle radiator branch 6a with a reduced total coolant flow rate through the engine, by defining the start of the opening of the radiator thermostat 6 by adjusting the heating return temperature. Fig. 14 The additional bypass branch 6c helps in particular to shift the control range further towards higher engine component and engine oil temperatures in the partially heated operating state and to delay the heat dissipation in the vehicle radiator branch 6a.

[0137] Depending on the operating point or specifications regarding heating output, fuel consumption, or costs, the optional 6cv auxiliary bypass valve also helps to ensure the demand-based timing for the oil cooler integration during warm-up, as already described in detail. Fig. In version 15, the additional bypass branch 6c has been completely omitted, and yet the system still delivers considerable functional advantages despite this cost minimization. This approach is feasible in the variants with a single-plate thermostat 6, as well as in the variants with a dual-plate thermostat 6, without unduly negative effects on the control accuracy of the engine component temperature, not least because the specific integration of the engine oil cooler 30 ensures the damping of potential temperature control fluctuations by temporarily relatively cold coolant from the vehicle radiator branch 6a, as has already been described several times. Even with the simpler version according to [reference missing], both relatively superheated and strongly subcooled coolant in the heater return of the heater branch 4a are not affected. Fig. 15 can be adjusted in a variety of vehicle operating conditions by means of the superimposed intervention on the heating valve 2 and on the air-side control flap 5 and can thus be used as a particularly advantageous method according to the invention for selectively improving fuel consumption or heating performance. The total coolant flow rate through the engine remains constant even in the applications according to Fig. 14 and Fig. 15 especially at a significantly reduced level when heat already has to be dissipated at the vehicle radiator 8 or when the coolant flow rate in the heating branch 4a is greatly increased to improve the oil cooler effect.

[0138] The provision of a readily available cooling reserve is also achieved here by partially or completely closing the bypass valve 6bv. Depending on the specific engine output and the design of the heating circuit, the bypass valve 6bv can remain completely closed even under relatively high engine loads and speeds. If necessary, to prevent cavitation at the engine coolant pump 7 at high engine speeds, the bypass valve 6bv is opened electrically or spring-loaded. Especially in engines that largely operate without opening the bypass valve 6bv and require only a relatively small bypass flow rate when it is open, it is particularly advantageous to connect at least one component requiring cooling to the engine outlet in such a way that it is not cooled or only receives a reduced coolant flow rate when the bypass valve 6bv is closed, and receives a full coolant flow rate when the bypass valve is open.This eliminates the need for a separate shut-off valve during the first few minutes of warm-up in many applications. This is particularly helpful when the cooling effect and the effective heat-active mass of this component need to be temporarily reduced.

[0139] This is particularly advantageous when integrating exhaust gas heat exchangers or EGR coolers, as it expands their range of applications. A corresponding application example with an EGR cooler 100 is shown. Fig. 16. The integration of an exhaust gas heat exchanger on the coolant side for non-recirculated exhaust gas would also be particularly advantageous in an analogous manner, provided that the installation space situation allows it.

[0140] With a relatively low coolant flow rate through the EGR cooler or exhaust gas heat exchanger, this allows for improved heating, particularly due to an increased supply temperature, while simultaneously utilizing the engine's internal advantages resulting from the low overall engine-side coolant flow rate. At the same time, the bypass valve 6bv ensures that local coolant overheating is reliably prevented at all engine operating points, even with high exhaust-side heat input. In the legally mandated emissions test, the arrangement according to Fig. 16. The very special advantage is that the EGR cooler 100 can be selectively closed in the early warm-up phase by means of the heating valve 2 and the bypass valve 6bv, which has a positive effect on exhaust emissions by reducing the EGR cooling during this phase. It is particularly important to consider that, especially with combustion engines that are critical to NOx emissions, the EGR cooler 100 must be activated during the legally mandated exhaust gas test. Given the lack of heat extraction from the heating system in today's exhaust gas test, this is done according to [relevant regulations / guidelines]. Fig. 16 preferably via the finely adjustable heating branch 4a. If the bypass valve 6bv is finely adjustable, it can of course also be used.

[0141] A transfer of this variant, specifically designed for very good heating comfort, with EGR cooler according to Fig. 16. The various circuit variants of the cooling system of DE 10 2005 035 121 A1 and of the invention are also very advantageous with regard to the possible improvement of the heating effect in winter. In particular, it makes use of the fact that there is no need for heating power in the legally mandated exhaust gas test and therefore, to set a sufficient coolant flow for good effectiveness of the EGR cooler, it is sufficient to open the heating branch 4a. Thus, the total coolant flow through the engine is at a significantly reduced level in large areas of the legally mandated exhaust gas test, combined with the described advantages regarding fuel consumption. In particular, the scope to meter the EGR cooler flow by means of the fine variation of the heating flow in the exhaust gas test and, if necessary, to adjust it in operating phases with increased cooling requirements of the engine orThe ability to set a relatively high total coolant flow through the engine and the EGR cooler to reduce NOx emissions, up to very high flow rates by opening the bypass valve 6bv, makes the EGR cooler integration shown, with the simultaneous maximization of the winter cabin heating potential, very attractive.

[0142] If minimizing fuel consumption and pollutant emissions in the legally mandated exhaust gas test is the primary focus, rather than maximizing winter heating potential, then the EGR cooler should be integrated in parallel or in series with the engine oil cooler 30 or transmission oil cooler 40, particularly with the engine oil cooler 30, according to... Fig. 1, Fig. 4-9 and Fig. 12-16, especially good value.

[0143] The high pressure potential, in particular, allows for a series connection of the engine oil cooler 30 and the EGR cooler 100, so that, if necessary, the valve 6dv in the engine oil cooler branch 6d or the additional bypass valve 6cv can control the point at which the engine oil cooler 30 and the EGR cooler 100 are effectively integrated into the engine cooling process. Alternatively, the EGR cooler 100 can also be arranged in parallel with the engine oil cooler 30 and the transmission oil cooler 40.

[0144] In both cases, it is advantageous if the EGR cooler additionally features an exhaust-side bypass control, switchable by the engine control unit 16, which directs the EGR exhaust gas flow directly to the engine, bypassing the cooling EGR heat exchanger zones. During phases with low EGR cooling requirements, the thermally active mass of the EGR cooler, including the coolant, can thus be deactivated particularly effectively with regard to cooling the recirculated exhaust gas flow. At the same time, this minimizes the risk of overheating, especially in embodiments according to the invention with at least temporarily very low coolant flow rates. The exhaust-side option of deactivating the EGR cooling effect without switching off exhaust gas recirculation fundamentally expands the scope for selectively setting specific temperature ranges for combustion within the engine.However, the specific integration of the EGR cooler means - as with the engine oil cooler 30 and the transmission oil cooler 40 - that good EGR cooler performance can be achieved even with very low total coolant flow rates through the engine.

[0145] In applications of the invention with a low total coolant flow rate through the engine, it is inherent in the inventive method that relatively high temperature differences result between the engine outlet and the engine inlet as soon as heat is extracted from the coolant at the heater core 4 or at the vehicle radiator 8. Various methods by which this temperature difference can be used to improve cabin heating and / or fuel consumption, and which may need to be maximized or limited by a certain increase in the engine coolant flow rate, have already been described in detail.

[0146] The integration of an EGR cooler 100 in series or parallel to the one exemplified in Fig. 1 and Fig. The engine oil cooler 30 and / or transmission oil cooler 40 shown in Figure 7 very quickly become a heat source for the coolant during warm-up, unlike the engine oil cooler 30 and the transmission oil cooler 40, which act as a heat sink for the coolant during warm-up without any heat output being drawn. The relatively high coolant flow rate through the engine oil cooler and the transmission oil cooler 40, or the EGR cooler, ensures that good EGR cooling is achieved regardless of the total coolant flow rate through the engine. This applies during warm-up even without any heat output being drawn. However, it is a particular advantage that increased EGR cooling potential can be made available in many driving conditions when heat output is drawn. This is especially important considering that future emissions tests may require the air conditioning to be switched on, or...When the heating system is switched on, an embodiment according to the invention with variation of the heating coolant flow rate offers a significant advantage with regard to the range of variation of the EGR cooling that can be adjusted by the engine control unit. The simultaneous flow through the engine oil cooler 30 and the EGR cooler 100, at the relatively high coolant flow rates through these two components due to their design, ultimately results in an increased cooling effect on the recirculated exhaust gas and also on the engine oil as the heating return temperature in the EGR cooler and in the engine oil cooler 30 decreases.

[0147] The same applies to vehicle operating modes in which only a relatively small amount of heat is dissipated at the vehicle radiator 8. Especially with the cooling systems already described, which are also capable of supplying relatively subcooled coolant from the vehicle radiator 8, it is particularly advantageous for temporarily maximizing EGR cooling to use the actuators originally installed for hot cooling and for increasing the engine coolant inlet temperature as needed, in particular the closing of the bypass valve 6bv and the auxiliary bypass valve 6cv, as well as the limitation of the heating flow rate, to deliberately create temporary operating conditions in which, with a very low total coolant flow rate through the internal combustion engine 1 and the vehicle radiator 8, a reduced coolant temperature is present at the engine inlet and thus at the EGR cooler.The deliberate reduction of the engine coolant inlet temperature under partial load is directly possible with a freely controllable radiator valve 6av and bypass valve 6bv. With engine outlet-side radiator thermostats 6, it often occurs inevitably with appropriate throttling, and with engine inlet-side radiator thermostats 6, given the control freedom of the methods according to the invention, it is often possible to operate with thermostat nominal temperatures significantly below 85°C without any problems. It is clear, however, that such a procedure, with coolant significantly undercooled at the engine inlet and at the engine oil cooler 30, ia via the heater core 4 or the vehicle radiator 8, is only desirable temporarily, since it leads to a reduction in engine oil temperature that is usually undesirable under partial load when the oil cooler is simultaneously flowing through it.However, such a procedure can be very efficient, especially for meeting legal NOx emission limits. In particular, if the engine oil cooler 30 and the EGR cooler 100 are integrated in parallel, and the engine oil cooler 30 is deactivated by a valve 6dv in the engine oil cooler branch 6d as soon as the coolant temperature at the engine inlet or at the oil cooler inlet falls below a certain limit, then temporary oil cooling can also be avoided here.

[0148] Starting from Fig. 1 shows in this context Fig. 17, representing this type of EGR cooler integration which is not purely fuel consumption-oriented but also emissions-oriented, a particularly effective solution with EGR cooler 100 in parallel to the engine oil cooler 30 and the transmission oil cooler 40.

[0149] In the legally mandated emissions test, it is particularly advantageous with this arrangement to initially close the heating branch 4a. The auxiliary bypass branch 6c is preferably also initially closed with the auxiliary bypass valve 6cv. Thus, no coolant flows through the internal combustion engine 1; only the short-circuit current of the engine coolant pump 7 through the EGR cooler 100 is present. The engine oil cooler 30 and the transmission oil cooler 40 are initially thermostatically closed by the valves 6dv in the engine oil cooler branch 6d and 6ev in the transmission oil cooler branch 6e. Even with the less expensive EGR cooler design without an exhaust-side bypass to deactivate the EGR cooling, this configuration, according to [relevant standard / regulation], ensures [compliance / compliance]. Fig. 17. Partial deactivation of the EGR cooler is proposed, as only the mini-short circuit around the EGR cooler needs to be heated by the recirculated exhaust gas. The disadvantage compared to an EGR cooler completely deactivated on the water side with a separate valve is therefore relatively small.

[0150] To activate the EGR cooler, at least the auxiliary bypass valve 6cv, the valve 6dv in the engine oil cooler branch 6d, the valve 6ev in the transmission oil cooler branch 6e, the heater valve 2, or the bypass valve 6bv opens. If the exhaust-side cooling of the recirculated exhaust gas can also be switched off, the exhaust-side control flap may open simultaneously.

[0151] The EGR cooling is metered while the vehicle radiator branch 6a is initially closed, resulting in no or only a very small total coolant flow through the internal combustion engine 1. Given the high coolant flow rates in the EGR cooler, the thermal mass of the EGR branch and the gradually opening engine oil cooler branch 6d, including heat transfer to the engine oil, is more than sufficient to reliably prevent potential overheating of the EGR cooler. When the engine outlet temperature reaches the opening temperature of the radiator thermostat 6, for example, 85°C, it begins to open the vehicle radiator branch 6a. If necessary, a brief opening pulse of the bypass valve 6bv triggers heat transfer to the radiator thermostat 6 to initiate the opening process.

[0152] Given the still low overall coolant flow rate through the engine, the relatively cold coolant in the vehicle radiator 8 results in a significantly lower coolant temperature level available for EGR cooling compared to conventional EGR cooling systems. Especially at relatively low EGR rates, the valve 6dv in the engine oil cooler branch 6d will even close again at many operating points, thus automatically preventing excessive cooling of the engine oil or an undesirable increase in the EGR coolant temperature level due to heat extraction from the engine oil in the engine oil cooler 30. Particularly in NOx-critical engines, this approach allows operation with increased engine component temperatures. With regard to NOx formation, the increased heat input into the fresh gas on the combustion chamber side, which is linked to the higher engine component temperatures, is thus mitigated.The combustion intermediate products are counteracted by having a lower initial temperature at the start of compression and an increased amount of recirculated exhaust gas.

[0153] In this procedure with EGR cooling, which is intended particularly for diesel engines, it is especially important to note that opening the vehicle radiator 8 too early, while providing the described advantages with regard to NOx, conversely forfeits significant potential for minimizing engine friction losses. In this context, the inventive fine-tuning of the total engine coolant flow rate by means of the heating valve 2 and the optional additional bypass branch 6c with additional bypass valve 6cv significantly helps to minimize this wasted potential.

[0154] In connection with lowering the EGR coolant temperature, it has been pointed out several times that temporarily deactivating the flow through the engine oil cooler via a thermostat or engine control unit can be more advantageous than permanently activating it once a certain minimum coolant temperature is reached. With regard to Fig. In light of this, section 6 of DE 10 2005 035 121 A1 states that, in the case of a strong or prolonged need to lower the EGR coolant temperature, it is particularly advantageous to relocate the coolant flow to the engine oil cooler branch 6d to the significantly warmer engine outlet side and to take only the EGR branch directly at the pump outlet and to route it in a short circuit directly to position 7e, as exemplified in Fig. As shown in Figure 18. While this does result in the loss of the damping effect of the engine oil cooler branch 6d before the coolant enters the engine, the EGR branch can at least take over some of this functionality. Ultimately, only the specific engine application can determine whether the disadvantages of integrating the oil cooler according to Figure 18 outweigh the disadvantages. Fig. 18, which in the interest of a usable efficiency of the engine oil cooler 30 requires in particular a slightly increased total coolant flow rate through the engine and brings with it certain disadvantages when operated with heating, by means of which the advantages during strong EGR cooling can be compensated.

[0155] The transfer of the inventive concept into suitable engine components is extensively demonstrated in light of the above explanations and the detailed patent claims. In particular, with regard to the engine coolant pump 7 and the respective positions of the radiator valve 6av and the radiator thermostat 6, as well as the individual coolant branches, the individual system diagrams clearly show how the system boundaries for the grouping of components and coolant connections or connecting lines can be advantageously defined in the individual variants. Partial aspects of this are described in the corresponding patent claims – largely self-explanatory and specifically separated for inlet-side and outlet-side temperature control of the internal combustion engine – and do not need to be explained again here in exhaustive detail.

[0156] In particular, it is very helpful if the engine coolant pump 7 not only has the usual coolant inlets and outlets or connection ports, but also an additional connection port at position 7e directly at the pump inlet and / or an additional connection port directly at the pump outlet, especially in each case directly integrated with the pump housing or connection port or connection flange. In many applications, especially with independent radiator thermostats 6, only these pump-proximate connections, preferably in direct combination with the engine, transmission and / or EGR cooler and, if applicable, the associated valves for temporary deactivation, make full utilization possible as a single module.This applies particularly to minimizing the coolant mass, improving the control behavior, temporarily raising the coolant temperature above the thermostat opening temperature, temporarily reversing the oil-side heat transfer, and providing a defined cooling reserve.

[0157] Independent of the simultaneous presence of an additional motor pump outlet-side connection, the additional motor pump inlet-side connection at position 7e, in conjunction with at least one connecting line to the engine outlet, which ensures heat transfer from the cylinder head to the cylinder block when required, is a crucial means of raising the engine coolant and engine component temperature beyond the conventional part-load values ​​in radiator thermostats 6 designed as expansion material thermostats. This already applies to outlet-side radiator thermostats 6 designed as expansion material thermostats, such as in Fig. 1, but to a significantly greater extent for inlet-side radiator thermostats designed as expansion material thermostats 6, as e.g. in Fig.7, because this allows the effective thermostat opening temperature to be largely freely selected at many partial load points, even with a radiator thermostat 6 designed as a thermal expansion thermostat, by means of the engine control 16. In particular, this allows the thermostat's nominal temperature to be deliberately exceeded at the engine inlet and outlet.

[0158] Specifically, the integration of the EGR cooler or the engine oil cooler 30 and the transmission oil cooler 40 directly in a short circuit around the engine coolant pump 7, and especially the use of the additional bypass valve 6cv, the valve 6dv in the engine oil cooler branch 6d, and / or the valve 6ev in the transmission oil cooler branch 6e, allows for an exceptionally compact and cost-effective integration into complete modules. These modules are pre-assembled together with the engine coolant pump 7 and then flanged to the engine as a complete unit. With this approach, an additional bypass branch 6c, designed as a mini-bypass branch, can also be integrated into this module, potentially connecting to the coolant in the cylinder head along with the engine block.The additional pre-installation of the cooler thermostat 6 on such a module is also very advantageous here, especially in the case of an inlet-side cooler thermostat 6 designed as a wax thermostat.

[0159] The numerous advantages that can be achieved by temporarily closing the coolant-side valves 6dv and 6ev in the engine oil cooler branch 6d and the transmission oil cooler branch 6e, respectively, have already been discussed in detail. These advantages are sometimes so significant that, in addition to cost-effective thermostatic deactivation via the local coolant temperature, freely selectable deactivation via the engine control unit 16 can also be cost-effective.

[0160] In addition to thermostatic activation via the shutdown of the coolant flow, the engine oil cooler 30 and the transmission oil cooler 40 can of course also be deactivated by diverting or shutting off the oil. When such oil-side valves are directly controlled via the engine control unit 16, the respective control logic remains largely identical, taking into account the coolant and, if applicable, the oil temperature.

[0161] Conversely, it is also possible to control the oil-side valves thermostatically using the oil temperature, whereby the control temperatures and the control logic are adapted accordingly to the concept of the invention. Given the mutual coupling of the coolant and oil temperatures, this appears quite feasible. The same applies to adapting the concept of the invention to oil-side thermostatic valves controlled by the local coolant temperature, as well as to coolant-side thermostatic valves controlled by the local oil temperature.

[0162] The versatility of the variants of the inventive procedure described above, involving simple modifications to the control of readily available components, can be used in practice, particularly for a cost-saving modular system with a heating / air conditioning unit and engine cooling system, including engine control and climate control unit and associated control software, for market-specific adaptation of vehicles with cooling and heating circuits according to one of the device claims. Especially when using the engine-specific design features of these claims, such a modular system is characterized in that the switching between fuel consumption and / or heating output and / or engine output and / or exhaust emission-oriented operating modes of the heating and cooling system is achieved through a flexible and cost-saving market-specific control software adaptation of the engine cooling system, which can be recalibrated in the field according to specific customer requirements.of the heating / air conditioning unit.

[0163] To further reduce costs, it is particularly advantageous here to limit the optional areas of use and control variants, taking specific account of the target markets, by eliminating individual system components or control degrees of freedom, so that only a part of the optional areas of use that can be implemented alone or together according to claim 1 can be realized by means of the software.

[0164] For example, to reduce costs by standardizing components and systems, it is possible to use a uniform heating and air conditioning unit with air-side temperature control and active or passive cooling water-side heating coolant flow rate adjustment, and the software adaptation is designed in such a way that compliance with heating requirements is ensured in Nordic countries, while fuel consumption and pollutant emissions are the main focus in temperate latitudes.

[0165] Especially for markets where cost is paramount and compromises are often necessary regarding cabin heating and / or fuel consumption, a significant advantage of many of the previously described methods according to the invention is that the elimination of the bypass valve 6bv and / or the auxiliary bypass valve 6cv and / or the valves 6dv / 6ev in the engine oil cooler branch 6d or transmission oil cooler branch 6e, and, in the case of air-side temperature control, also the heater valve 2, can often be achieved without further modifications. This contrasts sharply with the elimination of an expensive electrically driven water pump with rotary vane thermostat and / or map-controlled thermostat for certain markets, which entails considerable system and installation space changes and is difficult to incorporate into the basic design of the overall system.Thus, a market-specific omission of a separate bypass valve 6bv means, in the simplest case, only the omission of the control line and / or an extension of an engine coolant line. Reference symbol list 1 internal combustion engine 2 heating valves 4 heating heat exchangers 4a Heating branch 5 air-side control damper of an air-side temperature control system 6a Vehicle cooling branch 6. Radiator thermostat, radiator valve 6av radiator valve 6b Bypass branch 6bv Bypass valve 6c Additional bypass branch 6hp auxiliary bypass valve 6d Engine oil cooler branch 6dv valve in the engine oil cooler branch 6d 6e Transmission oil cooler branch 6ev valve in the transmission oil cooler branch 6e 6f Feedback Bypass Branch 6t1 Cooling plate of a three-plate thermostat 6t2 first bypass plate of a three-plate thermostat 6t3 second bypass plate of a three-plate thermostat 7 Engine coolant pump 7e Position downstream of the radiator thermostat and upstream of a pump impeller 8 vehicle radiators 9 expansion tanks 9a Vent branch 9rv special check valve 16 Engine control 21 First air branch of an air-side temperature control 22 Second air branch of an air-side temperature control 30 Engine oil coolers 40 Gear oil coolers 90 Bypass connection of the rotary valve 93 90m miniature flow channel in bypass connection 90 92m miniature flow channel in the cooler connection 92 91 Rotary slide valve 91 92 Radiator connection of the rotary valve 93 93 rotary valves 100 EGR coolers

Claims

Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), comprising: a) a heater or a heating / air conditioning unit with air-side control of the cabin temperature; b) a radiator valve (6, 6av, 6t1) which, in order to control a coolant temperature, regulates a coolant flow rate through the internal combustion engine (1), a vehicle radiator branch (6a) and a vehicle radiator (8); c) a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet via a heating heat exchanger (4) when the vehicle radiator branch (6a) is open and closed; d) at least one engine coolant flow limiting device in the form of a valve (6bv, 2) controllable by an engine control unit (16), o in particular a bypass valve (6bv) in a bypass branch (6b).which lies parallel to the heating branch (4a) and / or a heating valve (2), e) an EGR cooler (100) and / or an EGR cooler (100) and an engine oil cooler (30) and / or an EGR cooler (100) and a transmission oil cooler (40), the coolant(s) of which, by completely or at least largely bypassing the internal combustion engine (1), flows from a coolant pump outlet of the engine coolant pump (7) via the EGR cooler (100) and / or the EGR cooler (100) and the engine oil cooler (30) and / or the EGR cooler (100) and the transmission oil cooler (40) back to a coolant pump inlet of the engine coolant pump (7), f) while an operating mode with a significantly reduced total engine coolant flow rate is set through the at least one valve (6bv, 2) that can be controlled by the engine control unit (16). is., Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), comprising: a) a heater or a heating / air conditioning unit with air-side control of the cabin temperature; b) a radiator valve (6, 6av, 6t1) which regulates a coolant flow rate through the internal combustion engine (1), a vehicle radiator branch (6a) and a vehicle radiator (8) to control a coolant temperature; c) a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet via a heating heat exchanger (4) when the vehicle radiator branch (6a) is open and closed; d) at least one engine coolant flow limiting device in the form of a valve (6bv, 2) controllable by an engine control unit (16), o in particular a bypass valve (6bv) in a bypass branch (6b).which lies parallel to the heating branch (4a) and / or a heating valve (2), e) an EGR cooler (100) and / or an EGR cooler (100) and an engine oil cooler (30) and / or an EGR cooler (100) and a transmission oil cooler (40), the coolant(s) of which flows, by completely or at least largely bypassing the internal combustion engine (1), from a coolant pump outlet of the engine coolant pump (7) via the EGR cooler (100) and / or the EGR cooler (100) and the engine oil cooler (30) and / or the EGR cooler (100) and the transmission oil cooler (40) back to a coolant pump inlet of the engine coolant pump (7), f) wherein the at least one valve (6bv, 2)a) controllable by the engine control unit (16) is located downstream of the internal combustion engine (1) and upstream of the a) engine coolant pump (7) is arranged, b) has only one coolant inlet, c) the coolant flow rate of a coolant through the engine coolant pump (7), the internal combustion engine (1) and a coolant branch (6b,4a) can significantly lower and / or interrupt the leading coolant circuit. Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), comprising: a) a heater or a heating / air conditioning unit with air-side control of the cabin temperature; b) a radiator valve (6, 6av, 6t1) which, in order to control a coolant temperature, regulates a coolant flow rate through the internal combustion engine (1), a vehicle radiator branch (6a) and a vehicle radiator (8); c) a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet via a heating heat exchanger (4) when the vehicle radiator branch (6a) is open and closed; d) at least one engine coolant flow limiting device in the form of a valve (6bv, 2) controllable by an engine control unit (16), o in particular a bypass valve (6bv) in a bypass branch (6b).which lies parallel to the heating branch (4a) and / or a heating valve (2), e) an EGR cooler (100) and / or an EGR cooler (100) and an engine oil cooler (30) and / or an EGR cooler (100) and a transmission oil cooler (40), the coolant(s) of which flows, by completely or at least largely bypassing the internal combustion engine (1), from a coolant pump outlet of the engine coolant pump (7) via the EGR cooler (100) and / or the EGR cooler (100) and the engine oil cooler (30) and / or the EGR cooler (100) and the transmission oil cooler (40) back to a coolant pump inlet of the engine coolant pump (7), f) while the at least one valve (6bv, 2) controllable by the engine control unit (16) is closed when the cooler valve (6, 6av, 6t1) is closed is., Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), comprising: a) a heater or a heating / air conditioning unit with air-side control of the cabin temperature; b) a radiator valve (6, 6av, 6t1) which, in order to control a coolant temperature, regulates a coolant flow rate through the internal combustion engine (1), a vehicle radiator branch (6a) and a vehicle radiator (8); c) a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet via a heating heat exchanger (4) when the vehicle radiator branch (6a) is open and closed; d) at least one engine coolant flow limiting device in the form of a valve (6bv, 2) controllable by an engine control unit (16), in particular a bypass valve (6bv) in a bypass branch (6b).which lies parallel to the heating branch (4a) and / or a heating valve (2), e) an EGR cooler (100) and / or an EGR cooler (100) and an engine oil cooler (30) and / or an EGR cooler (100) and a transmission oil cooler (40), the coolant(s) of which flows, by completely or at least largely bypassing the internal combustion engine (1), from a coolant pump outlet of the engine coolant pump (7) via the EGR cooler (100) and / or the EGR cooler (100) and the engine oil cooler (30) and / or the EGR cooler (100) and the transmission oil cooler (40) back to a coolant pump inlet of the engine coolant pump (7), f) wherein the at least one valve (6bv, 2) controllable by the engine control unit (16) and at least one further valve controllable by the engine control unit (16) (6bv, 2, 6cv, 6dv, 6ev) are closed when the radiator valve (6, 6av, 6t1) is closed. Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), comprising: a) a heater or a heating / air conditioning unit with air-side control of the cabin temperature; b) a radiator valve (6, 6av, 6t1) which, in order to control a coolant temperature, regulates a coolant flow rate through the internal combustion engine (1), a vehicle radiator branch (6a) and a vehicle radiator (8); c) a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet via a heating heat exchanger (4) when the vehicle radiator branch (6a) is open and closed; d) at least one engine coolant flow limiting device in the form of a valve (6bv, 2) controllable by an engine control unit (16), in particular a bypass valve (6bv) in a bypass branch (6b).which lies parallel to the heating branch (4a) and / or a heating valve (2), e) an EGR cooler (100) and / or an EGR cooler (100) and an engine oil cooler (30) and / or an EGR cooler (100) and a transmission oil cooler (40), the coolant(s) of which flows, by completely or at least largely bypassing the internal combustion engine (1), from a coolant pump outlet of the engine coolant pump (7) via the EGR cooler (100) and / or the EGR cooler (100) and the engine oil cooler (30) and / or the EGR cooler (100) and the transmission oil cooler (40) back to a coolant pump inlet of the engine coolant pump (7), f) while at least two valve(s) (6bv, 2) controllable by the engine control unit (16) with the cooler valve (6, 6av) closed, 6t1) are closed simultaneously. Device according to one of claims 1 - 5, characterized in that the motor control (16) performs a switch from a first operating mode with a significantly reduced total motor coolant flow rate to an operating mode with an increased total motor coolant flow rate, which is intended for high motor cooling demand with high total motor coolant flow rate for high motor load. Device according to one of claims 1 - 6, characterized in that the valve(s) (6bv, 2) that can be controlled by the motor control (16) is / are opened during operation without useful heat extraction at the heating heat exchanger (4), in particular in a statutory exhaust gas test such as MVEG. Device according to one of claims 1-7, characterized in that the motor control (16) is not assigned a control line controlling the motor coolant pump (7), so that the motor control (16) can only intervene in the total motor coolant flow rate via one or more valve(s) (6bv, 2, 6cv, 6dv, 6ev). Device according to one of claims 1 - 8, characterized in that a cooling circuit passing through the EGR cooler (100) cannot be throttled or interrupted by a valve. Device according to one of claims 1 - 8, characterized in that a cooling circuit passing through an / the engine oil cooler (30) does not pass through a valve. Device according to one of claims 1 - 8, characterized in that a cooling circuit passing through a / the transmission oil cooler (40) does not pass through a valve. Device according to one of claims 1 - 8 with a temporarily deactivatable engine oil cooler (30) and / or transmission oil cooler (40) in the engine cooling circuit, characterized in that a coolant-side deactivation of the engine oil cooler (30) with a coolant-side valve (6dv) and / or of the transmission oil cooler (40) with a coolant-side valve (6ev) is / are used. Device according to one of claims 1 - 8 with a temporarily deactivatable engine oil cooler (30) and / or transmission oil cooler (40) in the engine cooling circuit, characterized in that instead of the coolant-side deactivation of the engine oil cooler (30) with a coolant-side valve (6dv) and / or the transmission oil cooler (40) with a coolant-side valve (6ev), an engine oil-side valve in an engine-side oil circuit and / or a transmission oil-side valve in a transmission-side oil circuit is / are used. Device for operating a cooling and heating circuit for a motor vehicle with an internal combustion engine (1) which is cooled by means of a coolant pump (7) circulated by means of an engine coolant pump, with a heater or a heating / air conditioning unit with air-side control of the cabin temperature, with a radiator valve (6, 6av, 6t1) arranged between a coolant outlet of the internal combustion engine (1) and a coolant inlet of a vehicle radiator (8), which regulates a coolant flow rate through the internal combustion engine (1) and the vehicle radiator (8) to control a coolant temperature, and a bypass branch (6b) which additionally varies the coolant flow rate through the internal combustion engine (1) depending on its cooling requirement, characterized in that the flow in the bypass branch (6b) is temporarily reduced by means of a bypass valve (6bv, 6t2) when the radiator branch (6a) is largely or completely closed.so that, due to the low overall coolant flow rate through the internal combustion engine (1), increased combustion chamber component temperatures result, and that the coolant is drawn for an engine oil cooler (30) and / or a transmission oil cooler (40) while largely avoiding flow through the engine, shortly after the engine coolant pump (7), and its return is made downstream of the vehicle radiator (8), in particular avoiding flow through the cooler valve (6, 6av) at a position (7e) before the engine coolant pump (7), so that a high coolant flow rate and heat transfer coefficient of an engine oil cooler (30) and / or a transmission oil cooler (40) are present with a simultaneously low overall coolant flow rate through the internal combustion engine (1), and that operation with a low overall coolant flow rate through the internal combustion engine (1) can be set by partially and / or completely closing the bypass valve (6bv, 6t2). Device according to one of claims 1 - 14, characterized in that the radiator valve (6) is a self-contained thermostatic valve with a wax element as an actuator. Device according to one of claims 1-14, characterized in that the radiator valve (6) is an electrically controlled thermostatic valve which is set to a target temperature by an electrical control, in particular a motor control (16). Device according to one of claims 1 - 14, characterized in that the cooler valve (6) is a control valve (6av) which is set by the engine control (16), taking into account the position of the bypass valve (6bv), to a setpoint of the cooler flow rate which is calculated in particular from the cooling requirement of the internal combustion engine (1) and from the instantaneous cooling capacity of the vehicle radiator (8). Device according to one of claims 1 - 17, characterized in that a bypass valve (6bv) is closed during warm-up and thereby prevents heat dissipation at the vehicle radiator (8) and simultaneously reduces the total coolant flow rate through the internal combustion engine (1). Device according to one of claims 1 - 18, characterized in that a bypass valve (6bv) remains temporarily or permanently closed in the engine partial load even when heat has to be dissipated at the vehicle radiator (8). Device according to one of claims 1 - 19 with a thermal expansion thermostat as a cooling valve (6), characterized in that a bypass valve (6bv) is arranged in a bypass branch (6b) downstream of a cooling valve (6) arranged on the motor output side. Device according to one of claims 1 - 13 with a thermal expansion thermostat as a cooler valve (6), characterized in that a bypass valve (6bv) is arranged in a bypass branch (6b) upstream of a cooler valve (6) arranged on the motor input side. Device according to one of claims 1 - 19 with a thermal expansion thermostat as a cooler valve (6), characterized in that a bypass valve (6bv) is arranged in the main coolant flow upstream of a cooler valve (6) arranged on the motor output side. Device according to one of claims 1 - 13, with a thermal expansion thermostat as a cooler valve (6), characterized in that the bypass valve 6bv is arranged in the main coolant flow downstream of a cooler valve (6) arranged on the engine input side. Device for operating a cooling and heating circuit according to one of claims 1 - 23, with an operating mode of the motor control (16) in which the coolant flow rate in the heating branch (4a) is throttled despite air-side temperature control of the cabin temperature in the event of an excess of heating potential. Device for operating a cooling and heating circuit for a motor vehicle with a liquid-cooled internal combustion engine (1), with a heater or heating / air conditioning unit with air-side control of the cabin temperature, with a cooling circuit led by an engine coolant pump (7) and the internal combustion engine (1) to a cooler valve (6, 6av, 6t1) and from there to a vehicle radiator (8), characterized in that it has at least one valve (6bv, 6t2, 6cv, 2) for temporarily reducing the total coolant flow rate through the internal combustion engine (1) and an engine oil cooler branch (6d) and / or a transmission oil cooler branch (6e) which extracts the liquid coolant at a position near the outlet of the engine coolant pump (7), in particular already before a partial flow through the internal combustion engine (1), and conveys it to the pump inlet bypassing the vehicle radiator (8).so that during warm-up a high coolant flow rate is temporarily set through the engine oil cooler (30) and / or the transmission oil cooler (40) with a low overall flow rate through the internal combustion engine (1). Device according to claim 25, characterized in that the total coolant flow rate through the internal combustion engine (1) is temporarily composed primarily of the coolant flow rate in a heating branch (4a) and / or an additional bypass branch (6c). Device according to claim 26, characterized in that the heating branch (4a) and / or the additional bypass branch (6c) opens at a point (7e) downstream of a conventional radiator thermostat (6), so that the latter is only supplied with water by the opening of an additional valve (6bv) controlled by the motor control (16) and switches to increased cooling. Device according to claim 27, characterized in that an additional bypass branch (6c), in particular with / without an additional bypass valve (6cv) and with / without an additional component to be cooled / heated, opens at a point (7e) downstream of a conventional radiator thermostat (6) and that the heating branch (4a) flows through the radiator thermostat (6), so that in a first step the flow rate of the heating branch (4a) determines the thermostat opening time and thus initially keeps the total coolant flow rate through the internal combustion engine (1) small despite heat dissipation at the vehicle radiator (8) and that only in a second step is the cooling switched to increased by the opening of a bypass valve (6bv) controlled by the engine control unit (16). Device according to one of claims 1 - 28, characterized in that a throttling of the coolant flow rate in the heating branch (4a) is used in conjunction with an air-side control of the cabin heating and cabin air conditioning and is used temporarily to minimize heat losses and the heat-active mass in the heating branch (4a) and the internal combustion engine (1), taking into account a control reserve for the heating / air conditioning. Cooling and heating device for a motor vehicle with a liquid-cooled internal combustion engine (1) according to one of claims 1-8, characterized in that it has two valves (6av, 6bv) controllable by the engine control unit (16) for regulating the heat dissipation at the vehicle radiator (8) and for temporarily throttling the total internal coolant flow rate, of which at least the radiator-side valve (6av) is variably adjustable and the valve (6bv) acting on a bypass branch (6b) is temporarily closed or throttled during warm-up, and that an engine oil cooler branch (6d) with engine oil cooler (30) and / or a transmission oil cooler branch (6e) with transmission oil cooler (40) extracts the coolant at the outlet of the engine coolant pump (7) while largely avoiding the flow through the internal combustion engine (1) and feeds it back in downstream of the vehicle radiator (8). Device according to one of claims 1 - 30, characterized in that the coolant, which flows from a coolant pump outlet of the engine coolant pump (7) via the EGR cooler (100) and / or the EGR cooler (100) and the engine oil cooler (30) and / or the EGR cooler (100) and the transmission oil cooler (40) back to a coolant pump inlet of the engine coolant pump (7), bypassing the internal combustion engine (1) completely or at least largely bypassing the internal combustion engine (1), bypasses the valve(s) (6bv, 2) that can be controlled by the engine control (16). Device according to one of claims 1 - 31, characterized in that, in order to reduce vehicle manufacturing costs, only one / the additional bypass valve (6bv) controllable by the engine control (16) is provided and an optional omission of one / the additional bypass valve (6cv) and / or the oil cooler valves (6dv, 6ev) is provided for in individual markets. Device according to one of claims 1 - 31, characterized in that, in order to reduce vehicle manufacturing costs in local markets, an additional bypass valve (6bv) controllable by the engine control unit (16) is already provided for optional omission in the design and, in particular, that the omission only means the elimination of the control line and / or an extension of an engine coolant line. Device for operating a cooling and heating circuit for a motor vehicle with a liquid-cooled internal combustion engine (1), comprising a cooling circuit led by an engine coolant pump (7) and the internal combustion engine (1) to a conventional radiator thermostat (6) and from there to a vehicle radiator (8), wherein it has a bypass valve (6bv) controllable by an engine control unit (16) for temporarily reducing the total coolant flow rate through the internal combustion engine (1) and an engine oil cooler branch (6d) and / or a transmission oil cooler branch (6e) which extracts the liquid coolant at a position near the outlet of the engine coolant pump (7), in particular already before a partial flow through the internal combustion engine (1), and conveys it to the pump inlet bypassing the vehicle radiator (8).so that during warm-up a high coolant flow through the engine oil cooler (30) and / or the transmission oil cooler (40) can be set with a low overall flow through the internal combustion engine (1), that the total coolant flow through the internal combustion engine (1) temporarily consists primarily of the coolant flow in the heating branch (4a) and / or an additional bypass branch (6c), and that the heating branch (4a) and / or the additional bypass branch (6c) opens at a point (7e) downstream of the conventional radiator thermostat (6), so that the latter is only supplied with coolant and switches to increased cooling when the bypass valve (6bv) controlled by the engine control unit (16) opens. Device according to claim 34, characterized in that an additional bypass branch (6c), in particular with / without an additional bypass valve (6cv) and with / without an additional component to be cooled / heated, opens at a point (7e) downstream of the conventional radiator thermostat (6) and that the heating branch (4a) flows through the radiator thermostat (6), so that in a first step the flow rate of the heating branch (4a) determines the thermostat opening time and thus initially keeps the total coolant flow rate through the internal combustion engine (1) small despite heat dissipation at the vehicle radiator (8) and that only in a second step is the cooling switched to increased by opening the bypass valve (6bv) controlled by the engine control unit (16). Device for operating a cooling and heating circuit for a motor vehicle with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), comprising a radiator valve (6, 6av, 6t1) arranged between a coolant outlet of the internal combustion engine (1) and a coolant inlet of a vehicle radiator (8), which regulates a coolant flow rate through the internal combustion engine (1) and the vehicle radiator (8) to control a coolant temperature, and a bypass branch (6b) which additionally varies the coolant flow rate through the internal combustion engine (1) depending on its cooling requirement, characterized in that the flow in the bypass branch (6b) is temporarily reduced by means of a bypass valve (6bv, 6t2) when the radiator branch (6a) is largely or completely closed.so that, due to the low overall coolant flow rate through the internal combustion engine (1), increased combustion chamber component temperatures result, and that the coolant is drawn for an engine oil cooler (30) and / or a transmission oil cooler (40) while largely avoiding flow through the engine, shortly after the engine coolant pump (7), and its return downstream of the vehicle radiator (8), in particular avoiding flow through the cooler valve (6, 6av) at a position (7e) before the engine coolant pump (7), so that a high coolant flow rate and heat transfer coefficient of an engine oil cooler (30) and / or a transmission oil cooler (40) are present with a simultaneously low overall coolant flow rate through the internal combustion engine (1), and that operation with a low overall coolant flow rate through the internal combustion engine (1) can be set by partially and / or completely closing the bypass valve (6bv, 6t2).with a thermal expansion thermostat as a cooler valve (6, 6t1), and that a bypass valve (6bv) is arranged in the bypass branch (6b) downstream of the cooler valve (6, 6t1) located on the motor output side. Device for operating a cooling and heating circuit for a motor vehicle with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), comprising a radiator valve (6, 6av, 6t1) arranged between a coolant outlet of the internal combustion engine (1) and a coolant inlet of a vehicle radiator (8), which regulates a coolant flow rate through the internal combustion engine (1) and the vehicle radiator (8) to control a coolant temperature, and a bypass branch (6b) which additionally varies the coolant flow rate through the internal combustion engine (1) depending on its cooling requirement, characterized in that the flow in the bypass branch (6b) is temporarily reduced by means of a bypass valve (6bv, 6t2) when the radiator branch (6a) is largely or completely closed.so that, due to the low overall coolant flow rate through the internal combustion engine (1), increased combustion chamber component temperatures result, and that the coolant is drawn for an engine oil cooler (30) and / or a transmission oil cooler (40) while largely avoiding flow through the engine, shortly after the engine coolant pump (7), and its return downstream of the vehicle radiator (8), in particular avoiding flow through the cooler valve (6, 6av) at a position (7e) before the engine coolant pump (7), so that a high coolant flow rate and heat transfer coefficient of an engine oil cooler (30) and / or a transmission oil cooler (40) are present with a simultaneously low overall coolant flow rate through the internal combustion engine (1), and that operation with a low overall coolant flow rate through the internal combustion engine (1) can be set by partially and / or completely closing the bypass valve (6bv, 6t2).with a thermal expansion thermostat as a cooler valve (6, 6t1), and that the bypass valve (6bv) is arranged in the main coolant flow upstream of the cooler valve (6, 6t1) located on the engine output side. Cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1) and with a total coolant flow rate through the internal combustion engine (1) that can be limited by an engine control unit (16), characterized in that an air-side temperature control of the heating system is possible and, in heating and / or air conditioning operation, the coolant flow rate in a heating branch (4a) leading through a heating heat exchanger (4) is additionally temporarily throttled, comprising: a) a radiator valve (6, 6av, 6t1) which is arranged on the engine outlet side and upstream of a vehicle radiator (8) and which can interrupt a vehicle radiator circuit leading through an engine coolant pump (7), the internal combustion engine (1) and the vehicle radiator (8); b) a connection of the coolant return of the heating branch (4a) bypassing the vehicle radiator (8) and the radiator valve (6, 6av, 6t1) downstream of the vehicle radiator (8) and upstream of the engine coolant pump (7). isc) an engine oil cooler (30) and / or a transmission oil cooler (40) which, with the cooler valve (6, 6av, 6t1) closed, is / are permeable to coolant supplied by the engine coolant pump (7), and that the heat exchange at the engine oil cooler (30) and / or at the transmission oil cooler (40) is intensified by an increase in flow in the heating branch (4a) when the coolant is partially heated and / or at operating temperature and / or when there is excess heating power for cabin heating purposes. Cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1) and with a total coolant flow rate through the internal combustion engine (1) that can be limited by an engine control unit (16), characterized in that an air-side temperature control of the heating system is possible and, in heating and / or air conditioning operation, the coolant flow rate in a heating branch (4a) leading through a heating heat exchanger (4) is additionally temporarily throttled, comprising: a) a radiator valve (6, 6av, 6t1) which is arranged on the engine outlet side and upstream of a vehicle radiator (8) and which can interrupt a vehicle radiator circuit leading through an engine coolant pump (7), the internal combustion engine (1) and the vehicle radiator (8); b) an integration of the coolant return of the heating branch (4a) bypassing the vehicle radiator (8) and the radiator valve (6, 6av).6t1) downstream of the vehicle radiator (8) and upstream of the engine coolant pump (7) c) an engine oil cooler (30) and / or a transmission oil cooler (40) which, when the cooler valve (6, 6av, 6t1) is closed, is / are permeable to coolant carried by the engine coolant pump (7), d) a heating valve (2) in the heating branch (4a) that can be controlled by the engine control unit (16), and that the heat exchange at the engine oil cooler (30) and / or at the transmission oil cooler (40) is intensified by an increase in flow rate in the heating branch (4a) when the coolant is partially heated and / or at operating temperature and / or when there is excess heating power for cabin heating purposes. Device according to one of claims 38 - 39, characterized in that an engine oil cooler (30) and / or a transmission oil cooler (40) is activated as a heat sink for the cooling water by increasing the coolant flow rate in the heating branch (4a) and / or in an additional bypass branch (6c). Device according to one of claims 38 - 40, characterized in that the engine oil cooler (30) and / or the transmission oil cooler (40) is activated as a heat source for the cooling water by reducing the coolant flow rate in the heating branch (4a) and / or one / the additional bypass branch (6c). Cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1) and with a total coolant flow rate through the internal combustion engine (1) that can be limited by the engine control unit (16), with a radiator valve (6, 6av, 6t1) which is arranged on the engine outlet side and upstream of a vehicle radiator (8) and which can interrupt a vehicle cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1) and the vehicle radiator (8), characterized in that, a) that an air-side temperature control of the heating is carried out and in a heating and / or air conditioning operation the coolant flow rate in a heating branch (4a) leading through a heating heat exchanger (4a) is additionally temporarily throttled, wherein b) the cooling and heating device has at least one valve (6bv, 6t2, 6, 6av, 6t1, 6cv,2) for temporarily reducing the total coolant flow rate through the internal combustion engine (1) and includes an engine oil cooler branch (6d) and / or a transmission oil cooler branch (6e) which extracts the liquid coolant at a position near the outlet of the engine coolant pump (7), in particular before it partially flows through the internal combustion engine (1), and delivers it to the pump inlet bypassing the vehicle radiator (8), so that a high flow rate through the engine oil cooler (30) and / or the transmission oil cooler (40) can be set during warm-up with a low total flow rate through the internal combustion engine (1). Method for operating a cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1) and with a total coolant flow rate through the internal combustion engine (1) that can be limited by the engine control unit (16), comprising: a) a vehicle cooling circuit leading through an engine coolant pump (7), a cylinder block and a cylinder head of the internal combustion engine (1), a vehicle cooling branch (6a) and a vehicle radiator (8), b) a bypass circuit leading through an engine coolant pump (7), the cylinder block and the cylinder head of the internal combustion engine (1) and a bypass branch (6b) bypassing the vehicle radiator (8), c) a heating heat exchanger circuit leading through an engine coolant pump (7), the cylinder block and the cylinder head of the internal combustion engine (1), a heating branch (4a) and a heating heat exchanger (4), characterized in that: d) a radiator valve (6, 6av, 6t1),which is located on the engine outlet side and upstream of a vehicle radiator (8), can interrupt a vehicle cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1) and the vehicle radiator (8), e) a coolant return of the heating branch (4a) is integrated downstream of the vehicle radiator (8) and upstream of the engine coolant pump (7), bypassing the vehicle radiator (8) and the radiator valve (6, 6av, 6t1), f) an air-side temperature control of the heating takes place and in a heating and / or air conditioning operation the coolant flow rate in a heating branch (4a) leading through a heating heat exchanger (4a) is additionally temporarily throttled,(g) wherein the cooling and heating device comprises a radiator valve (6av) controllable by the engine control unit (16) and a bypass valve (6bv) controllable by the engine control unit for regulating heat dissipation at the vehicle radiator (8) and for temporarily throttling the total internal coolant flow rate, of which at least the radiator valve (6av) is variably adjustable and the bypass valve (6bv) acting on the bypass branch (6b) is temporarily closed during warm-up. Cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1) and with a total coolant flow rate through the internal combustion engine (1) that can be limited by the engine control unit (16), comprising: a) a vehicle cooling circuit leading through an engine coolant pump (7), a cylinder block and a cylinder head of the internal combustion engine (1), a vehicle cooling branch (6a) and a vehicle radiator (8); b) a bypass circuit leading through an engine coolant pump (7), the cylinder block and the cylinder head of the internal combustion engine (1) and a bypass branch (6b) bypassing the vehicle radiator (8); c) a heating heat exchanger circuit leading through an engine coolant pump (7), the cylinder block and the cylinder head of the internal combustion engine (1), a heating branch (4a) and a heating heat exchanger (4); characterized in that: d) a radiator valve (6, 6av, 6t1) which is arranged on the engine outlet side and upstream of a vehicle radiator (8).a vehicle cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1) and the vehicle radiator (8), e) a coolant return of the heating branch (4a) is integrated downstream of the vehicle radiator (8) and upstream of the engine coolant pump (7), bypassing the vehicle radiator (8) and the radiator valve (6, 6av, 6t1), f) an air-side temperature control of the heater can take place and, in heating and / or air conditioning operation, the coolant flow rate in the heating branch (4a) is additionally temporarily throttled by a heater valve (2) controllable by the engine control unit (16), g) wherein the cooling and heating device has two valves controllable by the engine control unit (16) in the form of a radiator valve (6av) and a bypass valve (6bv) for regulating heat dissipation at the vehicle radiator (8) and for temporarily throttling the total internal coolant flow rate of the engine,where at least the cooler valve (6av) is variably adjustable) and where it is stored in the engine control unit (16) that a bypass valve (6bv) acting on the bypass branch (6b) is temporarily closed during warm-up. Cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1), characterized in that a) it has two valves separately controllable by an engine control unit (16) in the form of a radiator valve (6av) and a bypass valve (6bv) for regulating heat dissipation at a vehicle radiator (8) and for temporarily throttling the total internal coolant flow rate, of which at least the radiator valve (6av) is variably adjustable and the bypass valve (6bv) acting on a vehicle radiator (8) can be temporarily closed or throttled during warm-up, b) the radiator valve (6av) is arranged on the engine outlet side and upstream of the vehicle radiator (8) and can interrupt a vehicle cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1) and the vehicle radiator (8),c) a heating valve (2) in a heating heat exchanger circuit leading through a heating heat exchanger (4) with heating branch (4) can be controlled by the motor control (16) d) and an air-side temperature control of the heating can take place and in a heating and / or air conditioning operation the coolant flow rate in the heating branch (4a) is also temporarily throttled. Cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1), characterized in that a) it has two valves controllable by an engine control unit (16) in the form of a radiator valve (6av) and a bypass valve (6bv) for regulating heat dissipation at a vehicle radiator (8) and for temporarily throttling the total internal coolant flow rate, of which at least the radiator valve (6av) is variably adjustable and the bypass valve (6bv) acting on a bypass branch (6b) bypassing the vehicle radiator (8) can be temporarily closed or throttled during warm-up, b) the radiator valve (6av) is arranged downstream of the internal combustion engine (1) but upstream of the vehicle radiator (8) and can interrupt a vehicle cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1) and the vehicle radiator (8),c) a heating valve (2) in a heating heat exchanger circuit leading through a heating heat exchanger (4) with heating branch (4) can be controlled by the motor control (16), d) and an air-side temperature control of the heating can take place and in a heating and / or air conditioning operation the coolant flow rate in the heating branch (4a) is additionally temporarily throttled. Cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1), characterized in that a) it has two valves controllable by an engine control unit (16) in the form of a radiator valve (6av) and a bypass valve (6bv) for regulating heat dissipation at a vehicle radiator (8) and for temporarily throttling the total internal coolant flow rate, of which at least the radiator valve (6av) is variably adjustable and a bypass valve (6bv) acting on a bypass branch (6b) bypassing the vehicle radiator (8) can be temporarily closed or throttled during warm-up, b) the radiator valve (6av) is arranged downstream of the internal combustion engine (1) but upstream of the vehicle radiator (8) and can interrupt a vehicle cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1) and the vehicle radiator (8),c) an air-side temperature control of the heater is carried out and, in heating and / or air conditioning operation, the coolant flow rate in the heating branch (4a) is also temporarily throttled, d) and that the heat exchange at an engine oil cooler (30) and / or at a transmission oil cooler (40) is intensified by increasing the flow rate in the heating branch (4a) when the coolant is partially heated and / or at operating temperature and / or when there is excess heating power for cabin heating purposes. Cooling and heating device according to one of claims 45 - 47, characterized in that an engine oil cooler branch (6d) with engine oil cooler (30) and / or a transmission oil cooler branch (6e) with transmission oil cooler (40) extracts the coolant at the outlet of the engine coolant pump (7) while largely avoiding the flow through the internal combustion engine (1) and feeds it back in downstream of the vehicle radiator (8). Cooling and heating device according to one of claims 45 - 48, characterized in that the function of a cooler valve (6av) controllable by the motor control (16) and a bypass valve (6bv) controllable by the motor control is integrated into a single valve, in particular a rotary slide valve. Cooling and heating device according to claim 49, characterized in that a single control signal from the motor control (16) is sufficient for control. Cooling and heating device according to one of claims 1 - 50, characterized in that an air-side control flap (5) is provided which can engage in a first air branch (21) and in a second air branch (22) for temperature control. Device for operating a cooling and heating circuit for a motor vehicle with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), with a radiator valve (6, 6av, 6t1) arranged on the engine outlet side and upstream of a vehicle radiator (8), which regulates a coolant flow rate through the internal combustion engine (1) and the vehicle radiator (8) to control a coolant temperature, and a heating branch (4a) with a heating heat exchanger (4), the coolant of which can circulate between an engine outlet and an engine inlet via the heating heat exchanger (4) when the vehicle radiator branch (6a) is open and closed, characterized in that at least one engine coolant flow limiting device, in particular a bypass valve (6bv) in a bypass branch (6b), which can be controlled by an engine control unit (16),which is located parallel to the heating branch (4a) and / or an additional bypass valve (6cv) in a flow-limited additional bypass branch (6c) arranged parallel to the heating branch (4a) without flow to the cooler valve (6, 6av, 6t1) and / or a heating valve (2), switches between operating modes of the heating and cooling system, whereby this takes place under the at least temporary flow through at least one heat exchanger in the form of an engine oil cooler (30) and / or a transmission oil cooler (4) and / or an EGR cooler (100), the coolant of which flows from the coolant pump outlet of the coolant pump (7) via the heat exchanger back to the coolant pump inlet, completely or at least largely bypassing the internal combustion engine (1), and thereby the heating valve (2), the cooler valve (6, 6av, 6t1) and, if applicable, the bypass valve (6bv) and, if applicable, the additional bypass valve (6cv) bypassesand thereby a) performs a switch from a first operating mode with a significantly reduced total engine coolant flow rate to further operating modes with an increased total engine coolant flow rate, b) of which a first operating mode is provided for high engine cooling requirements with a high total engine coolant flow rate for high engine load, and c) of which a second operating mode is provided for limited engine cooling requirements and with only a moderate increase in the total engine coolant flow rate, which is set by increasing the flow rate in the heating branch (4a). Device according to claim 52, characterized in that the increase in the total engine coolant flow rate for the second further operating mode is effected by opening one / the heating valve (2). Device according to one of claims 52 - 53, characterized in that the second further operating mode accomplishes an approximation of the engine oil temperature to the engine coolant outlet temperature by bringing about an increased heat exchange of the coolant with an engine oil cooler (30) and / or the engine internal oil branches while limiting the heat transfer at the water jacket of the internal combustion engine (1) with a significantly limited total engine coolant flow rate. Device according to one of claims 52 - 54, characterized in that the total coolant flow rate through the internal combustion engine (1) is temporarily smaller than in an engine oil cooler (30) arranged directly on the engine coolant pump (7). Device according to one of claims 52 - 54, characterized in that the total coolant flow rate through the internal combustion engine (1) is temporarily smaller than in an engine oil cooler (30), the coolant of which flows from the coolant pump outlet of the coolant pump (7) via the heat exchanger back to the coolant pump inlet, bypassing the internal combustion engine (1) or the vehicle radiator (8) completely or at least to a large extent. Device according to one of claims 52 - 56, characterized in that the engine control unit (16) is programmed to first close a heating circuit leading through the heating branch (4a) with a heating valve (2) in a legally mandated exhaust gas test such as MVEG or a warm-up without heating, and then to fine-tune the total engine coolant flow rate with the heating valve (2). Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a coolant circulated by an engine coolant pump (7), comprising: - a radiator valve (6, 6av) which regulates a coolant flow rate through the internal combustion engine (1) and a vehicle radiator branch (6a) with a vehicle radiator (8) to control a coolant temperature, wherein the coolant can be routed in a cooling circuit from the engine coolant pump (7) through the internal combustion engine (1) to the radiator valve (6, 6av) and then via the vehicle radiator (8) back to the engine coolant pump (7); - a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via a heating valve (2), a heating heat exchanger (4) and via the engine coolant pump (7) when the vehicle radiator branch (6a) is open and closed.- a bypass branch (6b) with a bypass valve (6bv) controllable by an engine control unit (16), the coolant of which can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via the engine coolant pump (7) when the vehicle radiator branch (6a) is closed, - a cooling circuit leading through the engine coolant pump (7) with an engine oil cooler (30), - an integration of an EGR cooler (100) in parallel or in series with the engine oil cooler (30), characterized in that - by means of the cooler valve (6, 6av), the heater valve (2) and the bypass valve (6bv) an operating mode is temporarily set in which at least the heater branch (4a), the bypass branch (6b) and the vehicle radiator branch (6a) are not supplied with coolant, - while at least the EGR cooler (100) is supplied with coolant. Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a coolant circulated by an engine coolant pump (7), comprising: - a radiator valve (6, 6av) which regulates a coolant flow rate through the internal combustion engine (1) and a vehicle radiator branch (6a) with a vehicle radiator (8) to control a coolant temperature, wherein the coolant can be routed in a cooling circuit from the engine coolant pump (7) through the internal combustion engine (1) to the radiator valve (6, 6av) and then via the vehicle radiator (8) back to the engine coolant pump (7); - a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via a heating valve (2), a heating heat exchanger (4) and via the engine coolant pump (7) when the vehicle radiator branch (6a) is open and closed.- a bypass branch (6b) with a bypass valve (6bv) controllable by an engine control unit (16), the coolant of which can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via the engine coolant pump (7) when the vehicle radiator branch (6a) is closed, - a cooling circuit leading through the engine coolant pump (7) with a transmission oil cooler (40), - an integration of an EGR cooler (100) in parallel or in series with the transmission oil cooler (40), characterized in that - by means of the cooler valve (6, 6av), the heater valve (2) and the bypass valve (6bv) an operating mode is temporarily set in which at least the heater branch (4a), the bypass branch (6b) and the vehicle radiator branch (6a) are not supplied with coolant, - while at least the EGR cooler (100) is supplied with coolant. Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a coolant circulated by an engine coolant pump (7), comprising: - a radiator valve (6, 6av) which regulates a coolant flow rate through the internal combustion engine (1) and a vehicle radiator branch (6a) with a vehicle radiator (8) to control a coolant temperature, wherein the coolant can be routed in a cooling circuit from the engine coolant pump (7) through the internal combustion engine (1) to the radiator valve (6, 6av) and then via the vehicle radiator (8) back to the engine coolant pump (7); - a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via a heating valve (2), a heating heat exchanger (4) and via the engine coolant pump (7) when the vehicle radiator branch (6a) is open and closed.- a bypass branch (6b) with a bypass valve (6bv) controllable by an engine control unit (16), the coolant of which can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via the engine coolant pump (7) when the vehicle radiator branch (6a) is closed, - a cooling circuit leading through the engine coolant pump (7) with an EGR cooler (100), an engine oil cooler (30) and a transmission oil cooler (40), characterized in that - by means of the cooler valve (6, 6av), the heater valve (2) and the bypass valve (6bv) an operating mode is temporarily set in which at least the heater branch (4a), the bypass branch (6b) and the vehicle radiator branch (6a) are not supplied with coolant, - while at least the EGR cooler (100) is supplied with coolant. Device according to one of claims 58 - 60, characterized in that, by means of the cooler valve (6, 6av), the heater valve (2), the bypass valve (6bv) and a thermostatic valve (6dv) for an engine cooler branch (6d) with an engine oil cooler (30), an operating mode is temporarily set in which there is stationary coolant in the internal combustion engine (1) and / or a small coolant flow rate through the internal combustion engine (1). Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a coolant circulated by an engine coolant pump (7), comprising: - a radiator valve (6, 6av) which regulates a coolant flow rate through the internal combustion engine (1) and a vehicle radiator branch (6a) with a vehicle radiator (8) to control a coolant temperature, wherein the coolant can be routed in a cooling circuit from the engine coolant pump (7) through the internal combustion engine (1) to the radiator valve (6, 6av) and then via the vehicle radiator (8) back to the engine coolant pump (7); - a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via a heating valve (2), a heating heat exchanger (4) and via the engine coolant pump (7) when the vehicle radiator branch (6a) is open and closed.- a bypass branch (6b) with a bypass valve (6bv) controllable by an engine control unit (16), the coolant of which can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via the engine coolant pump (7) when the vehicle radiator branch (6a) is closed, - a vent branch (9a) leading through an expansion tank (9) with a special check valve (9rv), which bypasses the radiator valve (6, 6av) and the vehicle radiator (8) and does not exit the radiator valve (6, 6av) together with the coolant of the radiator branch (6a), - optionally further coolant circuits leading through the engine coolant pump (7) with coolant branches (6c, 6d, 6e) with a valve (6c, 6dv, 6ev), - and that it is stored in the engine control unit (16) that, in a legally mandated emissions test such as MVEG or a warm-up without heating, a heating circuit leading through the heating branch (4a) is initially connected to the Close and then open the heating valve (2).the opening of the heating valve (2) terminates operation with coolant remaining in the internal combustion engine (1). Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a coolant circulated by an engine coolant pump (7), comprising: a) a radiator valve (6, 6av) which regulates a coolant flow rate through the internal combustion engine (1) and a vehicle radiator branch (6a) with a vehicle radiator (8) to control a coolant temperature, wherein the coolant can be routed in a cooling circuit from the engine coolant pump (7) through the internal combustion engine (1) to the radiator valve (6, 6av) and then via the vehicle radiator (8) back to the engine coolant pump (7); b) a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via a heating valve (2), a heating heat exchanger (4) and via the engine coolant pump (7) when the vehicle radiator branch (6a) is open and closed.c) a bypass branch (6b) with a bypass valve (6bv) controllable by an engine control unit (16), the coolant of which can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via the engine coolant pump (7) when the vehicle radiator branch (6a) is closed, d) a heater or a heating / air conditioning unit with air-side control of the cabin temperature, e) a vent branch (9a) leading through an expansion tank (9) with a special check valve (9rv), which bypasses the radiator valve (6, 6av) and the vehicle radiator (8) and does not exit the radiator valve (6, 6av) together with the coolant of the radiator branch (6a), f) optionally further coolant circuits leading through the engine coolant pump (7) with coolant branches (6c, 6d, 6e) with an optional valve (6c, 6dv, 6ev), g) wherein and the flow through the bypass branch (6b) by a The closing of the bypass valve (6bv) can be interrupted when the radiator valve (6, 6av) is closed.Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a coolant circulated by an engine coolant pump (7), comprising: - a radiator valve (6, 6av) which regulates a coolant flow rate through the internal combustion engine (1) and a vehicle radiator branch (6a) with a vehicle radiator (8) to control a coolant temperature, wherein the coolant can be routed in a cooling circuit from the engine coolant pump (7) through the internal combustion engine (1) to the radiator valve (6, 6av) and then via the vehicle radiator (8) back to the engine coolant pump (7); - a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via a heating valve (2), a heating heat exchanger (4) and via the engine coolant pump (7) when the vehicle radiator branch (6a) is open and closed.- a bypass branch (6b) with a bypass valve (6bv) controllable by an engine control unit (16), the coolant of which can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via the engine coolant pump (7) when the vehicle radiator branch (6a) is closed, - a vent branch (9a) leading through an expansion tank (9) with a special check valve (9rv), which bypasses the radiator valve (6, 6av) and the vehicle radiator (8) and does not exit the radiator valve (6, 6av) together with the coolant of the radiator branch (6a), the special check valve (9rv) serving for venting during warm-up and allowing only air bubbles but no coolant to pass, - optionally further coolant circuits leading through the engine coolant pump (7) with coolant branches (6c, 6d, 6e) with a valve (6c, 6dv, 6ev), - and that is stored in the engine control unit (16),In a legally mandated emissions test such as MVEG or a warm-up without heating, a heating circuit leading through the heating branch (4a) is first closed with the heating valve (2) and then opened, whereby after opening the heating valve (2) there is a temporary operation with the bypass valve (6bv) closed, the radiator valve (6, 6av) closed, and the expansion tank (9) not being perfused with coolant. Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a coolant circulated by an engine coolant pump (7), comprising: - a radiator valve (6, 6av) which regulates a coolant flow rate through the internal combustion engine (1) and a vehicle radiator branch (6a) with a vehicle radiator (8) to control a coolant temperature, wherein the coolant can be routed in a cooling circuit from the engine coolant pump (7) through the internal combustion engine (1) to the radiator valve (6, 6av) and then via the vehicle radiator (8) back to the engine coolant pump (7); - a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via a heating valve (2), a heating heat exchanger (4) and via the engine coolant pump (7) when the vehicle radiator branch (6a) is open and closed.- a bypass branch (6b) with a bypass valve (6bv) controllable by an engine control unit (16), the coolant of which can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via the engine coolant pump (7) when the vehicle radiator branch (6a) is closed; - a vent branch (9a) leading through an expansion tank (9) with a special check valve (9rv), which bypasses the radiator valve (6, 6av) and the vehicle radiator (8) and does not exit the radiator valve (6, 6av) together with the coolant of the radiator branch (6a), the special check valve (9rv) serving for venting during warm-up and allowing only air bubbles but no coolant to pass; - an engine oil cooler branch (6d) with engine oil cooler (30) and / or transmission oil cooler branch (6e) with transmission oil cooler (40), which draws the liquid coolant at a position near the outlet of the engine coolant pump (7) and bypasses the vehicle radiator (8) to the pump inletso that during warm-up and / or partial engine load, even with a fully warmed-up engine, a high flow rate through the engine oil cooler (30) and / or transmission oil cooler (40) can be set with a low overall flow rate through the internal combustion engine (1); - that the engine control unit (16) is programmed to first close and then open a heating circuit leading through the heating branch (4a) with the heating valve (2) during a legally mandated emissions test such as MVEG or a warm-up without heating; - whereby, after opening the heating valve (2), operation occurs with the bypass valve (6b) closed and the expansion tank (9) is not filled with coolant; - and the total coolant flow rate through the internal combustion engine (1) is temporarily composed primarily of the coolant flow rate in the heating branch (4a) and / or an additional bypass branch (6c). Cooling and heating device for a motor vehicle with liquid coolant which extracts heat from an internal combustion engine (1) and transfers it to a vehicle heater with a heater heat exchanger (4) and / or to a vehicle radiator (8), characterized in that a) firstly, a flow control device, in particular a flow control device with an engine coolant pump (7) adjustable by the engine control unit (16) and / or an electric coolant auxiliary pump and / or a freely controllable bypass valve (6bv) for temporarily throttling the coolant flow rate in a bypass branch (6b) bypassing the vehicle radiator (8), temporarily reduces the total coolant flow rate through the internal combustion engine (1) towards reduced values ​​when the engine coolant pump (7) is operating,b) and secondly, that when the total coolant flow rate through the internal combustion engine (1) is reduced, the opening of a heating branch (4a) with a heating heat exchanger (4) and a heating valve (2) controllable by an engine control unit (16) and / or a thermostatic valve (6dv) not controllable by an engine control unit (16) in an engine oil cooler branch (6d) bypassing the heating heat exchanger (4) and / or a thermostatic valve (6ev) not controllable by an engine control unit (16) in a transmission oil cooler branch (6e) bypassing the heating heat exchanger (4) determines the time of activation of the engine oil cooler (30) and / or the transmission oil cooler (40), c) wherein the coolant of an EGR cooler (100) is taken from the engine coolant pump (7) in the vicinity of the coolant outlet and is supplied at a point (7e) downstream of a cooler thermostat (6) and upstream of the The engine coolant pump (7) is re-injected. Device for operating a cooling and heating circuit for motor vehicles with an internal combustion engine (1) which is cooled by means of a coolant circulated by an engine coolant pump (7), comprising: - a radiator valve (6, 6av) which regulates a coolant flow rate through the internal combustion engine (1) and a vehicle radiator branch (6a) with a vehicle radiator (8) to control a coolant temperature, - a cooling circuit which leads from the internal combustion engine (1) to the radiator valve (6, 6av) and from there via the vehicle radiator (8) and the engine coolant pump (7) back to the internal combustion engine (1), - a heating branch (4a) whose coolant can circulate between an engine outlet and an engine inlet of the internal combustion engine (1) via a heating heat exchanger (4), a heating valve (2) and via the engine coolant pump (7) when the vehicle radiator branch (6a) is open and closed, - a bypass branch (6b) with a bypass valve (6bv),whose coolant can circulate via the engine coolant pump (7) between an engine outlet and an engine inlet of the internal combustion engine (1) when the vehicle radiator branch (6a) is closed, - optionally an additional bypass branch (6c) with an additional bypass valve (6cv) which can be used to bypass the radiator valve (6, 6av) and the vehicle radiator (8), characterized in that - an air-side control flap (5) is provided which can engage in a first air branch (21) and in a second air branch (22) for temperature control, - a cooling circuit with an EGR cooler (100) is provided, the coolant of which flows from a coolant pump outlet of the engine coolant pump (7) via the EGR cooler (100) back to the coolant pump inlet, bypassing the vehicle radiator (8) completely or at least largely, and has no valve,- by means of the heater valve (2) and bypass valve (6bv) controlled by an engine control unit (16) and optionally the additional bypass valve (6cv), a temporary adjustment of the heating and cooling system can be made in which no and / or only a very small total coolant flow rate through the internal combustion engine (1) results, while the EGR cooler (100) is being supplied with coolant. Device according to claim 67, characterized in that a motor oil cooler (30) can be flowed through by bypassing the cooler valve (6, 6av), the bypass valve (6bv) and the heating valve (2). Device according to one of claims 67 - 68, characterized in that a transmission oil cooler (40) can be flowed through by bypassing the cooler valve (6, 6av), the bypass valve (6bv) and the heating valve (2). Cooling and heating device according to one of claims 14 - 69 with temporarily deactivatable engine oil cooler (30) and / or transmission oil cooler (40) in the engine cooling circuit, characterized in that instead of the coolant-side deactivation of the engine oil cooler (30) with a coolant-side valve (6dv) and / or the transmission oil cooler (40) with a coolant-side valve (6ev), an engine oil-side valve in an engine-side oil circuit and / or a transmission oil-side valve in a transmission-side oil circuit is / are used. Device for operating a cooling and heating circuit for a motor vehicle with an internal combustion engine (1) which is cooled by means of coolant circulated by an engine coolant pump (7), with a radiator valve (6, 6av, 6t1) which regulates a coolant flow rate through the internal combustion engine (1) and the vehicle radiator (8) to control a coolant temperature, and a heating branch (4a) with a heating heat exchanger (4) whose coolant can circulate between an engine outlet and an engine inlet via the heating heat exchanger (4) when the vehicle radiator branch (6a) is open and closed, characterized in that at least one engine coolant flow limiting device, in particular a bypass valve (6bv) in a bypass branch (6b), which can be controlled by an engine control unit (16),which is located parallel to the heating branch (4a) and / or a bypass valve (6cv) in a flow-limited auxiliary bypass branch (6c) arranged parallel to the heating branch (4a) without flow to the radiator valve (6, 6av, 6t1) and / or a heating valve (2) in the heating branch (4a), can switch between operating modes of the heating and cooling system, and thereby a) can switch from a first operating mode with a significantly reduced total engine coolant flow rate to further operating modes with an increased total engine coolant flow rate, b) of which a first operating mode is provided for high engine cooling demand with a high total engine coolant flow rate for high engine load, and c) of which in particular a second operating mode with limited engine cooling demand and with only a moderate increase in the total engine coolant flow rate is provided, with a radiator valve (6, 6av, 6t1) closed.6t1) flow-through and temporarily deactivatable engine oil cooler (30) and / or transmission oil cooler (40) in the engine cooling circuit, wherein an engine oil-side valve in an engine-side oil circuit and / or a transmission oil-side valve in a transmission-side oil circuit is / are used to deactivate the engine oil cooler (30) and / or the transmission oil cooler (40). Device according to claim 71, characterized in that the increase in the total engine coolant flow rate for the second further operating mode is effected by opening one / the heating valve (2). Device according to one of claims 71 - 72, characterized in that the total coolant flow rate through the internal combustion engine (1) is temporarily smaller than in an engine oil cooler (30) arranged directly on the engine coolant pump (7). Device according to one of claims 71 - 73, characterized in that the total coolant flow rate through the internal combustion engine (1) is temporarily smaller than in an engine oil cooler (30), the coolant of which flows from the coolant pump outlet of the coolant pump (7) via the heat exchanger back to the coolant pump inlet, bypassing the internal combustion engine (1) or the vehicle radiator (8) completely or at least to a large extent. Device according to one of claims 71 - 74, characterized in that the engine control unit (16) is programmed to first close a heating circuit leading through the heating branch (4a) with a heating valve (2) in a legally mandated exhaust gas test such as MVEG or a warm-up without heating, and then to fine-tune the total engine coolant flow rate with the heating valve (2). Cooling and heating device in a motor vehicle with a liquid-cooled internal combustion engine (1) and with a total coolant flow rate through the internal combustion engine (1) that can be limited by an engine control unit (16), characterized in that an air-side temperature control of the heating system is possible and, in heating and / or air conditioning operation, the coolant flow rate in a heating branch (4a) leading through a heating heat exchanger (4) is additionally temporarily throttled, with a radiator valve (6, 6av, 6t1) which can interrupt a vehicle cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1) and a vehicle radiator (8), and an engine oil cooler (30) and / or transmission oil cooler (40) in the engine cooling circuit which can be temporarily deactivated when the radiator valve (6, 6av, 6t1) is closed.wherein an engine oil-side valve in an engine-side oil circuit and / or a transmission oil-side valve in a transmission-side oil circuit is / are used to deactivate the engine oil cooler (30) and / or the transmission oil cooler (40). Cooling and heating device for motor vehicles with liquid coolant which can extract heat from an internal combustion engine (1) and transfer it to a vehicle heater with a heater heat exchanger (4) and / or to a vehicle radiator (8), characterized in that firstly a flow control device, in particular a flow control device with an engine coolant pump (7) adjustable by an engine control unit (16) and / or an electricala coolant auxiliary pump and / or a freely controllable bypass valve (6bv) for temporarily throttling the coolant flow rate in a bypass branch (6b) bypassing the vehicle radiator (8), temporarily reduces the total coolant flow rate through the internal combustion engine (1) towards reduced values, and secondly, when the total coolant flow rate through the internal combustion engine (1) is reduced, the opening of an engine oil-side valve determines the time of activation of an engine oil cooler (30) and / or the opening of a transmission oil-side valve determines the time of activation of a transmission oil cooler (40). Device according to one of claims 71 - 77, characterized in that a thermostatic valve is used as the engine oil side valve. Device according to one of claims 71 - 78, characterized in that a thermostatic valve is used as the transmission oil side valve. Cooling and heating circuit for a motor vehicle with a liquid-cooled internal combustion engine (1) comprising: a) a cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1), a radiator valve (6, 6av, 6t1) and a vehicle radiator branch (6a) with a vehicle radiator (8); b) a heating circuit leading through the engine coolant pump (7), the internal combustion engine (1), a heating branch (4a) with a heating heat exchanger (4) and a heating valve (2) back to the engine coolant pump (7); c) at least one further cooling circuit leading through the engine coolant pump (7), bypassing the vehicle radiator (8) and through which flow is possible when the radiator valve (6, 6av, 6t1) is closed; characterized in that d) a temporary minimization or at least a reduction of the heat-active mass of the heating branch (4a) and the internal combustion engine (1) is possible.by throttling the coolant flow rate in the heating branch (4) despite air-side temperature control of the cabin temperature when there is an excess of heating potential, e) with a cooling circuit leading from an engine coolant pump (7) via the internal combustion engine (1) to the radiator valve (6, 6av, 6t1) and then via the vehicle radiator branch (6a) with the vehicle radiator (8) back to the engine coolant pump (7), and f) that an improvement in heating performance is achieved by throttling the coolant flow rate in the heating branch (4a) and / or the total coolant flow rate of the internal combustion engine (1) to such an extent that the local temperature of the coolant, in particular downstream of the engine coolant pump (7), is below the temperature of the engine oil, and thereby heat is transferred from the engine oil to the coolant at an engine oil cooler (30). Cooling and heating device for a motor vehicle with liquid coolant which extracts heat from an internal combustion engine (1) and transfers it to a vehicle heater with a heater heat exchanger (4) and / or to a vehicle radiator (8), with a cooling circuit which leads from the internal combustion engine (1) to a radiator valve (6, 6av, 6t1) arranged on the engine outlet side and then via the vehicle radiator (8) and an engine coolant pump (7) back to the internal combustion engine (1), characterized in that a) firstly, a flow control device, in particular a flow control device with an engine coolant pump (7) adjustable by the engine control unit (16) and / or an electric coolant auxiliary pump and / or a freely controllable bypass valve (6bv) for temporarily throttling the coolant flow rate in a bypass branch (6b) bypassing the vehicle radiator (8),a) when the engine coolant pump (7) is operating, the total coolant flow rate through the internal combustion engine (1) is temporarily reduced, b) and secondly, when the total coolant flow rate through the internal combustion engine (1) is reduced, the opening of a heating branch (4a) with a heating heat exchanger (4) and a heating valve (2) controllable by an engine control unit (16) and / or a thermostatic valve (6dv) not controllable by an engine control unit (16) in an engine oil cooler branch (6d) bypassing the heating heat exchanger (4) and / or a thermostatic valve (6ev) not controllable by an engine control unit (16) in a transmission oil cooler branch (6e) bypassing the heating heat exchanger (4) determines the time of activation of the engine oil cooler (30) and / or the transmission oil cooler (40),c) wherein the coolant flow rate in the heating branch (4a) can be throttled despite air-side temperature control of the cabin temperature in the event of an excess of heating potential, d) with an integration of the coolant return of the heating branch (4a) bypassing the vehicle radiator (8) and the radiator valve (6, 6av, 6t1) downstream of the vehicle radiator (8) and upstream of the engine coolant pump (7). Cooling and heating device for a motor vehicle with liquid coolant which extracts heat from an internal combustion engine (1) and transfers it to a vehicle heater with a heater heat exchanger (4) and / or to a vehicle radiator (8), with a cooling circuit which leads from the internal combustion engine (1) to a radiator valve (6, 6av, 6t1) arranged on the engine outlet side and then via the vehicle radiator (8) and an engine coolant pump (7) back to the internal combustion engine (1), characterized in that a) firstly, a flow control device, in particular a flow control device with an engine coolant pump (7) adjustable by the engine control unit (16) and / or an electric coolant auxiliary pump and / or a freely controllable bypass valve (6bv) for temporarily throttling the coolant flow rate in a bypass branch (6b) bypassing the vehicle radiator (8),a) when the engine coolant pump (7) is operating, the total coolant flow rate through the internal combustion engine (1) is temporarily reduced, b) and secondly, when the total coolant flow rate through the internal combustion engine (1) is reduced, the opening of a heating branch (4a) with a heating heat exchanger (4) and a heating valve (2) controllable by an engine control unit (16) and / or a thermostatic valve (6dv) not controllable by an engine control unit (16) in an engine oil cooler branch (6d) bypassing the heating heat exchanger (4) and / or a thermostatic valve (6ev) not controllable by an engine control unit (16) in a transmission oil cooler branch (6e) bypassing the heating heat exchanger (4) determines the time of activation of the engine oil cooler (30) and / or the transmission oil cooler (40),c) wherein an air-side temperature control of the heater is carried out and, in heating and / or air conditioning operation, the coolant flow rate in the heating branch (4a) is additionally temporarily throttled, and in particular, that an engine oil cooler (30) and / or a transmission oil cooler (40) is activated as a heat sink for the coolant by increasing the coolant flow rate in the heating branch (4a) and / or in the additional bypass branch (6c), d) with an integration of the coolant return of the heating branch (4a) bypassing the vehicle radiator (8) and the radiator valve (6, 6av, 6t1) downstream of the vehicle radiator (8) and upstream of the engine coolant pump (7). Cooling and heating circuit for a motor vehicle with a liquid-cooled internal combustion engine (1) comprising: a) a cooling circuit leading through an engine coolant pump (7), the internal combustion engine (1), a radiator valve (6, 6av, 6t1) and a vehicle radiator branch (6a) with a vehicle radiator (8); b) a heating circuit leading through the engine coolant pump (7), the internal combustion engine (1), a heating branch (4a) with a heating heat exchanger (4) and a heating valve (2) controllable by an engine control unit (16) back to the engine coolant pump (7); c) wherein the heating valve (2) can reduce the total coolant flow rate of the internal combustion engine (1) by throttling or preventing the flow through the heating branch (4a) including the heating valve (2); d) at least one further circuit leading through the engine coolant pump (7), bypassing the vehicle radiator (8) and, when the radiator valve (6, 6av, 6t1) flow-through cooling circuit, characterized by,thate) temporarily minimize or at least reduce the heat-active mass of the heating branch (4a) and the internal combustion engine (1) by throttling the coolant flow rate in the heating branch (4) despite air-side temperature control of the cabin temperature when there is an excess of heating potential,f) with a cooling circuit leading from an engine coolant pump (7) via the internal combustion engine (1) to the radiator valve (6, 6av, 6t1) and then via the vehicle radiator branch (6a) with the vehicle radiator (8) back to the engine coolant pump (7), andg) with the coolant return of the heating branch (4a) bypassing the vehicle radiator (8) and the radiator valve (6, 6av, 6t1) downstream of the vehicle radiator (8) and upstream of the engine coolant pump (7). Device according to claim 83, characterized in that a throttling of the coolant flow rate in the heating branch (4a) is used in conjunction with an air-side control of the cabin heating and cabin air conditioning and, taking into account a control reserve for the heating / air conditioning, is used temporarily to minimize or at least reduce the heat losses and the heat-active mass in the heating branch (4a) and in particular also the internal combustion engine (1). Device according to one of claims 81 - 84, characterized in that the flow through a cooling circuit leading through the internal combustion engine (1) and a bypass branch (6b), which bypasses the vehicle radiator (8), can be interrupted by a bypass valve (6bv) controllable by the engine control (16), while the radiator valve (6, 6av, 6t1) is closed. Device according to one of claims 81 - 86, characterized in that the flow of coolant through a venting circuit leading through the internal combustion engine (1), a venting branch (9a) and an expansion tank (9) is interrupted by the radiator valve (6, 6av, 6t1). Device according to one of claims 81 - 86, characterized in that the flow of coolant through a venting circuit leading through the internal combustion engine (1), a venting branch (9a) and an expansion tank (9) is interrupted by a special check valve (9rv) arranged in the venting branch (9a). Device according to one of claims 81 - 87, characterized in that it is possible to adjust the motor control (16) in which there is no flow through the cooler valve (6, 6av, 6t1), the bypass valve (6bv) and the heating valve (2). Device according to one of claims 81 - 88, characterized in that it is possible to adjust the engine control (16) in which there is no flow through the cooler valve (6, 6av, 6t1), the bypass valve (6bv), the heating valve (2) and the expansion tank (9).

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