WO2013083914A1

WO2013083914A1 - Heating/air-conditioning installation with compressor constituting a heating means if there are difficulties producing enough heat energy

Info

Publication number: WO2013083914A1
Application number: PCT/FR2012/052805
Authority: WO
Inventors: Emmanuel Boudard
Original assignee: Peugeot Citroen Automobiles Sa
Priority date: 2011-12-07
Filing date: 2012-12-05
Publication date: 2013-06-13
Also published as: FR2983946B1; FR2983946A1

Abstract

A heating/air-conditioning installation (IC) comprises i) a compressor (CP) equipped with an electric motor (ME) and able to heat and pressurize a refrigerant, ii) an internal condenser (CDI) capable, in heating mode, of contributing to heating an internal air by exchange with the refrigerant from the compressor (CP), iii) an external exchanger (EE) capable, in heating mode, of heating up the refrigerant by exchange with an external air to supply the compressor (CP), and iv) control means (MC) designed, in heating mode, when the amount of heat energy that the installation (IC) is able to produce is below the amount of heat energy needed for heating the internal air, to operate in an auxiliary mode capable of causing the refrigerant to heat up, without pressurizing, as it passes through the compressor (CP).

Description

COMPRESSOR HEATING / AIR CONDITIONING INSTALLATION CONSTITUTING A HEATING MEANS IN CASE OF DIFFICULTY TO PRODUCE SUFFICIENTLY CALORIES

The invention relates to heating / air conditioning systems that equip some vehicles, possibly of the automotive type, and some buildings, and more specifically those that are reversible heat pumps capable of operating in heating mode as in refrigeration mode.

As known to those skilled in the art, some heating / air conditioning systems include, first, a compressor clean to heat and pressurize a refrigerant, a second part, a clean internal condenser, in mode heating, to contribute to the heating of a so-called internal air by exchange with the refrigerant from the compressor, and, thirdly, a clean external exchanger, in heating mode, to heat the refrigerant by exchange with a so-called air outside to power the compressor.

By "external" is meant here an equipment involved in the process of exchanging calories with the outside air (such as for example an external evaporator or an external regulator supplying an external exchanger), and by "internal" a device involved in the process. process of exchanging calories with the indoor air (such as an internal condenser or an internal evaporator or an internal pressure regulator supplying an internal evaporator).

When an installation of the aforementioned type equips a system that does not have a lot of energy, such as an all-electric or hybrid type of vehicle, its heating power is generally small. Indeed, the amount of heat recovered to heat the outside air is generally equal to the sum of the amount of heat extracted from the ambient air and the amount of heat resulting from the work of the compressor. When the outside temperature is very low, typically less than about -15 ° C, the amount of heat extracted from the ambient air is very low and therefore the work of the compressor alone is not enough to sufficiently heat the indoor air, which can be uncomfortable for users.

Moreover, if the pressure of the loop in which the refrigerant circulates becomes lower than atmospheric pressure, for a refrigerant temperature of less than or equal to approximately -30 ° C., there is the possibility of air inlet into the refrigerant circuit. In this case the heating / air conditioning system is stopped for safety, which, in the case of a vehicle, could require the immediate shutdown of the latter because of the risk of icing glazing.

In order to remedy this major drawback, it has been proposed to compress and then relax the refrigerant, without going through very low pressure or phase changes, by performing a specific cycle called "hot gas" or "triangular cycle", in order to brake (or slow down) the refrigerant to force the work of the compressor. However, the implementation of such a solution requires additional elements (or components), such as valves and pipes, which makes the heating / air conditioning system more complex and more cumbersome and more expensive.

It has also been proposed, particularly in the patent document WO 1,1086,683, to make use of the heat produced by certain equipment of a vehicle, which are not part of the heating / air-conditioning system, for heating the indoor air. . But this greatly increases the complexity, the size and the cost of the heating / air conditioning system.

The invention therefore aims to provide a heating / air conditioning system that does not have all or part of the aforementioned drawbacks.

It proposes more specifically for this purpose a heating / air conditioning system comprising at least:

a compressor equipped with an electric motor and suitable for heating and pressurizing a refrigerant, a clean internal condenser, in heating mode, to contribute to the heating of a so-called internal air by exchange with the refrigerant coming from the compressor,

- A clean external exchanger, in heating mode, to heat the refrigerant by exchange with an air said outside to supply the compressor, and

- Control means arranged, in the heating mode, when the amount of calories that can produce the installation is less than the amount of calories that is necessary for heating the indoor air, to operate in an auxiliary mode likely to cause the heating of the refrigerant, without pressurization, during the passage of the compressor.

It will be understood that, thanks to this very particular mode of operation, which may not require any modification of the architecture of the installation, it is possible to produce a large quantity of calories for heating the refrigerant, by adapting the mode of operation of the compressor.

The installation according to the invention may comprise other features that can be taken separately or in combination, and in particular:

its control means can be arranged, in the auxiliary mode, to adapt their operation to produce calories and / or to adapt the operation of the electric motor so that it produces calories and / or to adapt the operation of the compressor so that it produce calories;

its control means can be arranged, in the auxiliary mode, to perform an overconsumption of energy to produce calories;

its control means can be arranged, in the auxiliary mode, to operate the electric motor with abnormal switching times and / or partially antagonistic to produce calories;

its control means may be arranged, in the auxiliary mode, to operate the compressor in a manner to produce calories per increase of entropic losses;

it may comprise i) a first temperature probe suitable for measuring the temperature of the refrigerant just before the inlet of the compressor, and ii) a pressure sensor capable of measuring the pressure of the refrigerant just before this inlet. In this case, the control means can be arranged, in the case of receiving commands produced according to at least these temperature and pressure measurements, to adapt their own operation and / or the operation of the electric motor and / or the operation compressor to prevent the refrigerant enters the compressor in a mixed liquid phase gas that is unsuitable for maintaining the reliability of the compressor;

it may comprise a second temperature probe suitable for measuring the temperature of the electric motor and / or a third temperature probe capable of measuring the temperature of the control means and / or a fourth temperature probe capable of measuring the temperature of the refrigerant at the output of the compressor. In this case, the control means can be arranged to adapt their own operation and / or the operation of the electric motor and / or the operation of the compressor according to at least one of these temperature measurements;

it may comprise, in a part where high pressure prevails, a bypass whose access is controlled by a valve which is adapted to constrain at least a portion of the refrigerant to return upstream of the inlet of the compressor, without phase change and minimizing the exchange of heat with the outside air;

the valve can be installed, for example, either at the outlet of the internal condenser or at the outlet of the compressor;

the compressor can be arranged to impose on the refrigerant at its inlet a higher pressure than in a "heat pump" mode, substantially equal to a first value chosen to allow a flow rate greater than or equal to a second minimum value chosen;

the first value chosen can be between a value slightly above 1 bar and about 5 bar;

- Its internal condenser can be clean, in the heating mode, to heat the indoor air by exchange with the refrigerant from the compressor.

alternatively, its internal condenser may be clean, in heating mode, to heat, by exchange with the refrigerant from the compressor, a coolant which is intended to supply a clean heater to heat the indoor air by heat exchange.

The invention also proposes a vehicle, possibly of automobile type, comprising a heating / air-conditioning installation of the type presented above.

Other features and advantages of the invention will appear on examining the detailed description below, and the attached drawings, in which:

FIG. 1 schematically and functionally illustrates a first exemplary embodiment of a heating / cooling installation according to the invention, in the conventional heating mode,

FIG. 2 diagrammatically and functionally illustrates the heating / cooling system of FIG. 1 in the auxiliary heating mode,

FIG. 3 diagrammatically and functionally illustrates a second exemplary embodiment of a heating / cooling installation according to the invention, in the conventional heating mode, and

- Figure 4 schematically and functionally illustrates the heating / air conditioning system of Figure 3 in the auxiliary heating mode.

The attached drawings may not only serve to complete the invention, but also contribute to its definition, if any.

The object of the invention is to propose a heating and / or air conditioning (IC) installation of the reversible heat pump type.

In the following, it is considered, by way of nonlimiting example, that the heating and / or air conditioning (IC) system is part of a motor vehicle, such as for example an "all-electric" type car or "Hybrid". But the invention is not limited to this application. She indeed relates to any heating and / or air conditioning type reversible heat pump, whether intended to be installed in a vehicle or in a building, and in general any industrial application of heat transformation.

FIGS. 1 and 2, and 3 and 4 show schematically first and second embodiments of a heating / air-conditioning installation IC, according to the invention. The first embodiment, illustrated in Figures 1 and 2, is for example intended to be implanted in a hybrid motor vehicle. The second exemplary embodiment, illustrated in FIGS. 3 and 4, is for example intended to be implanted in an electric motor vehicle or a building.

A heating / air-conditioning system IC, according to the invention, is intended to operate according to a heating mode and possibly, as illustrated without limitation, at least one refrigeration mode and possibly a mixed mode (refrigeration and heating) for a simultaneous production of cold and hot, as needed. It will be noted that the invention relates more particularly to the operation of the heating / air-conditioning system IC in the heating mode, in particular when the quantity of calories that it can produce is less than the quantity of calories which is necessary for the heating of indoor air (here intended to supply the cabin of a vehicle as an example). Therefore, the operation of the IC heating / cooling system in the refrigeration mode will not be described.

As illustrated in FIGS. 1 to 4, a heating / air-conditioning system IC, according to the invention, comprises in particular a compressor CP, an internal condenser CDI, an external heat exchanger EE, and a possible subcooler SR and a possible external expansion valve. DTE, which all intervene at least in the heating mode, as well as a possible internal evaporator El which intervenes at least in the refrigeration mode.

The compressor CP is responsible for heating and pressurizing a refrigerant which is derived from the external heat exchanger EE in the conventional heating mode which is illustrated in Figures 1 and 3, and the possible internal evaporator El in the refrigeration mode. This compressor CP comprises control means MC and an electric motor ME driven by the latter (TM). It will be noted that the control means MC (of the compressor CP) are preferably coupled to "main" control means (not shown), which are (here) part of the vehicle.

These control means MC comprise for example electronic components which are supplied with current by the electrical network (here) of the vehicle. Some of these electronic components can be dedicated to switching the power supply of the electric motor ME.

The electric motor ME operates in a mode that is defined by the control means MC, and more specifically by the power supply switches they operate. It includes, for example, an electromagnet designed to attract either a magnet or another electromagnet. These electromagnet and magnet can be defined by poles that can operate in traction or brake as needed.

The internal condenser CDI intervenes at least in the heating mode. It is responsible for contributing to the heating of a so-called interior air (which comes here from inside the passenger compartment of the vehicle) by exchange with the refrigerant converted into hot gas and pressurized by the compressor CP in the conventional heating mode. It is preferably dimensioned so as to substantially completely condense the refrigerant from the compressor CP, in the heating mode, so that it is substantially completely in a liquid phase and partially cooled during the direct or indirect exchange with the indoor air. This allows an optimal transfer of the calories of the refrigerant.

It will be noted that in the example illustrated in FIGS. 1 and 2, the internal condenser CDI is of gas / liquid type. It is therefore responsible for heating a heat transfer fluid, which circulates in some of its conduits or between parts of its stacked plates and which is derived from a cooling circuit, by exchange with the refrigerant (hot and pressurized gas) circulating in some others of its ducts or between certain other parts of its stacked plates. This heated heat transfer fluid then regains the cooling circuit to supply a heater AR which is charged, in the heating mode, to heat the indoor air which the crosses by exchange with the heated heat transfer fluid. The term "heater" here means an air / liquid type heat exchanger which may possibly be part of the IC installation. For example, and as illustrated without limitation, the heat transfer fluid leaving the heater AR can supply the portion of the cooling circuit that passes through the engine MR and which feeds the internal condenser CDI via a pump PE.

In the example illustrated in FIGS. 3 and 4, the internal condenser CDI is of gas / air type. It is therefore responsible for heating the indoor air that passes through it by exchange with the refrigerant (hot and pressurized gas) flowing in its ducts or between its stacked plates.

The eventual external expansion valve DTE only intervenes in the heating mode. It is responsible for depressurizing the refrigerant which is derived from the eventual subcooler SR, before it feeds the external exchanger EE. It delivers a cooled and depressurized liquid.

The external exchanger EE operates at least in the heating mode and in the cooling mode. This is for example a reversible heat pump.

In the conventional heating mode (illustrated in FIGS. 1 and 3), it (EE) acts as an evaporator and is responsible for heating the refrigerant (cooled and depressurized liquid) which comes from the external expansion valve DTE by exchange with the outside air (cold), ie absorption of calories contained in the outside air. It then delivers a refrigerant, gas phase and slightly heated, which is intended to supply the compressor CP.

It will be noted that in the refrigeration mode (not shown), it (EE) acts as a condenser and is responsible for cooling the refrigerant (hot and pressurized gas) which is derived from the compressor CP by exchange with the outside air (hot ), that is to say transfer of calories in the outside air. It then delivers at the outlet a refrigerant, in the partially cooled liquid phase, which is intended to feed the eventual subcooler SR.

The optional subcooler SR is used in all operating modes of the IC system. It is preferably external, like the external exchanger EE, in order to be more efficiently cooled by heat exchange with the outside air. For example, it is another liquid / air type heat exchanger. It may, for example, comprise ducts or plates stacked in or between which the refrigerant circulates (in the liquid phase) to be subcooled by exchange with the outside air passing therethrough.

In the conventional heating mode (illustrated in FIGS. 1 and 3), it (SR) is arranged to cool the refrigerant which is derived from the internal condenser CDI, in order to supply the external expansion valve DTE to allow an increase in the capacity reheating the external exchanger EE (which then functions as an evaporator). In the refrigeration mode (not shown), it (SR) is arranged to cool the refrigerant which is derived from the external heat exchanger EE, in order to supply the internal evaporator El with refrigerant in the liquid phase undercooled and thus allow an increase in its cooling capacity.

It will be noted that when the subcooler SR and the external exchanger EE are contiguous, they can constitute two contiguous (possibly nested) sub-parts of the same heat exchanger or two independent and contiguous heat exchangers.

The optional internal evaporator E1 operates in the refrigeration mode, but not in the conventional heating mode or the auxiliary heating mode described later. As illustrated in FIGS. 1 to 4, it is preferable to provide upstream of the inlet of this internal evaporator El with an internal expansion valve DTI charged with further cooling and depressurizing the refrigerant (in the liquid phase and undercooled), which comes from the possible SR subcooler.

In the refrigeration mode (not shown) the internal evaporator El is responsible for cooling the internal air which passes therethrough by heat exchange with the cooled refrigerant and depressurized (in liquid phase) which is derived from the possible internal expansion valve DTI.

In order to facilitate the control of the operation of the installation IC, the latter (IC) can comprise at least one of the valves Vj, of three-way type, presented below, and preferably all:

a first valve V1 (j = 1) comprising an input coupled to the output of the compressor CP, a first output coupled to the input of the internal condenser CDI and a second output coupled to a first input / output of the external exchanger EE,

a second valve V2 (j = 2) comprising an input coupled to the output of the internal condenser CDI, a first output coupled, here, to the input of the eventual subcooler SR, and a second output coupled to the first input / output of external exchanger EE,

a third valve V3 (j = 3) comprising an input / output coupled to a second input / output of the external exchanger EE, an output coupled to the input of the eventual subcooler SR, and an input coupled to the output of the DTE external regulator,

a fourth valve V4 (j = 4) comprising a first input coupled to the output of the possible internal evaporator El, a second input coupled to the first input / output of said external exchanger EE, and an output coupled to the input of the CP compressor.

It is important to note that each three-way valve can be replaced by two two-way valves.

It should also be noted that the part of the installation IC which is situated between the output of the compressor CP and the output of the internal condenser CDI is a zone of high pressure, whereas the part of the installation IC which is situated between the outlet of the DTE external expansion valve and the CP compressor inlet is a low pressure zone.

In the conventional heating mode illustrated in FIGS. 1 and 3, when the installation IC comprises all the elements described above, the refrigerant flows from the compressor CP to the internal condenser CDI where it only contributes (FIG. 1) or serves (FIG. ) to heat the indoor air by heat exchange. The first valve V1 is then configured to direct the refrigerant to the internal condenser CDI. Then, the refrigerant goes from the internal condenser CDI to the subcooler SR, via the second valve V2 which is configured for this purpose, and via the dewatering tank RD. The refrigerant is then subcooled, then directed to the external expansion valve DTE, where it is depressurized. Then, the refrigerant goes from the external expander DTE to the external evaporator EE, via the third valve V3 which is configured for this purpose. It is then even more depressurized by heat exchange with the outside air. Finally, the refrigerant goes from the external evaporator EE to the compressor CP where it is converted into heated and pressurized gas via the fourth valve V4 which is configured for this purpose. The refrigeration part (internal evaporator El) is thus well insulated from the heating part (internal condenser CDI and / or heater AR).

The invention provides an auxiliary heating mode to be implemented by the IC installation when the amount of calories it can produce is less than the amount of calories that is required to heat the indoor air. This auxiliary heating mode is illustrated in FIGS. 2 and 4.

To this end, the invention proposes that the control means MC of the compressor CP are arranged, in the heating mode, whenever the quantity of calories that can be produced by the installation IC is less than the quantity of calories necessary for heating the heating system. the indoor air, to operate in an auxiliary mode suitable for heating the refrigerant, without pressurization, when the latter passes through the compressor CP.

The term "without pressurization" is understood here to mean that the compressor CP does not contribute to significantly modifying the pressure of the refrigerant.

For example, the main control means can inform the control means MC (of the compressor CP) of the quantity of calories which is necessary for the heating of the indoor air, and the control means MC determine the adaptations to be made to obtain this quantity needed.

For example, the main control means can inform the control means MC (of the compressor CP) that the intake pressure that is necessary for the proper operation of the heater is insufficient, and the control means MC determine the adaptations to be made to obtain a modification of the operating point.

Preferably, and as illustrated without limitation in FIGS. 1 to 4, the installation IC comprises in its high pressure part a derivation of which the access is controlled by a valve which is adapted to constrain at least a portion of the refrigerant to return upstream of the inlet of the compressor CP, without phase change and minimizing the heat exchange with the outside air. This advantageously makes it possible to limit the thermal losses of the refrigerant and therefore to limit the operations that must be performed at the compressor CP to heat the refrigerant without compressing it.

This valve may be installed either at the outlet of the internal condenser CDI (as illustrated not only in FIGS. 1 to 4), or at the output of the compressor CP. It can be of the three-way type or consists of two two-way type valves. It will be noted that in the exemplary embodiments illustrated in non-limiting manner in FIGS. 1 to 4, this valve is the second valve V2, but in an alternative embodiment it could be a fifth valve. The bypass is here the conduit (or pipe) connecting the second outlet of the second valve V2 to the first inlet / outlet of the external heat exchanger EE, which is coupled to the second inlet of the fourth valve V4.

In the example illustrated in FIGS. 2 and 4, when the control means MC impose the auxiliary heating mode, the refrigerant flows from the compressor CP to the internal condenser CDI where it contributes only (FIG. 2) or serves (FIG. 4). to heat the indoor air by heat exchange. The first valve V1 is then configured to direct the refrigerant to the first inlet / outlet of the external evaporator EE. Then, the refrigerant goes to the compressor CP where it is heated but not pressurized, via the fourth valve V4 which is configured for this purpose.

It will be understood that when the valve is installed at the outlet of the compressor CP, it must pass a portion of the refrigerant towards the internal condenser CDI so that it contributes to the heating of the indoor air, and the complementary part is directed towards the CP compressor input.

The heating of the refrigerant in the auxiliary mode can be done in different ways. Indeed, the control means MC can be arranged, in the auxiliary mode, to adapt their own operation to produce calories and / or adapt the operation of the electric motor ME to produce calories and / or adapt the operation of the compressor CP to produce calories.

For example, in order to produce calories that can heat the refrigerant, the control means MC may over-consume electrical energy by abnormally (i.e., non-conventional) operation of some of its electronic components. power, and in particular those that are dedicated to switching the power supply of the electric motor ME.

Also, for example, to induce in the electric motor ME a production of calories that can heat the refrigerant, the control means MC can operate this electric motor ME with abnormal switching times and / or partially antagonistic for it produces calories. The switching times are the time intervals during which the control means MC supply power to the electric motor ME to operate some of their electromagnetic components. The longer a switching time, the more work is recovered and therefore more calories are produced. Partially antagonistic operation may for example consist in operating two poles of the electric motor ME in tension (respectively brake) and a brake pole (respectively in traction). Thus, two poles cancel each other out by consuming electrical power, and so calories are produced. It will be understood that the strategy can be adapted according to the number of poles of the electric motor ME.

Also, for example, to induce in the compressor CP a production of calories that can heat the refrigerant, the control means MC can operate this compressor CP (via the electric motor ME) so that its entropic losses are increased. It is recalled that some of the energy that feeds the compressor CP is lost in the form of calories.

It will be understood that by controlling the quantity of calories produced by the control means MC and / or the electric motor ME and / or the compressor CP it is possible to raise the temperature of the refrigerant to a value that is adapted to the amount of calories that is necessary for heating the indoor air when its temperature at the inlet of the compressor CP is known.

For this purpose, and as illustrated without limitation in FIGS. 1 to 4, it is advantageous for the installation IC to comprise at least a first temperature probe ST1 capable of measuring the temperature of the refrigerant just before the entry of the compressor CP.

It should be noted that it is also advantageous, as shown non-limitatively in FIGS. 1 to 4, for the installation IC to comprise a pressure probe SP capable of measuring the pressure of the refrigerant just before the inlet of the compressor CP. In this case, the control means MC can be arranged, when they receive commands produced according to at least these pressure measurements and temperature measurements made by the first temperature sensor ST1, to adapt their own operation and / or the operation of the electric motor ME and / or the operation of the compressor CP. This adaptation is here intended to prevent the refrigerant from entering the compressor CP in a mixed liquid phase plus gas, with a liquid titer greater than the allowable capacity of the compressor, which is unsuitable for maintaining the reliability of said compressor CP.

It will also be noted that it is advantageous, as shown non-limitatively in FIGS. 1 to 4, for the installation IC to comprise a second temperature sensor ST2 capable of measuring the temperature of the electric motor ME and / or a third temperature sensor ST3. capable of measuring the temperature of the control means MC and / or a fourth temperature probe ST4 capable of measuring the temperature of the refrigerant at the outlet of the compressor CP. Indeed, in this case (s) the control means MC can adapt their own operation and / or the operation of the electric motor ME and / or the operation of the compressor CP as a function of at least one of the temperature measurements made by the second ST2 and / or the third ST3 and / or the fourth ST4 temperature probe (s). This can prevent overheating of the control means MC harmful to its electronic components and / or a overheating of the electric motor ME harmful to its constituents and / or overheating of the refrigerant harmful to the ducts (or pipes) of the IC installation.

It will also be noted that it is advantageous for the compressor CP to be arranged to impose on the refrigerant at its inlet a higher pressure than it has in the heat pump mode. More precisely, this pressure is substantially equal to a first chosen value which is capable of allowing a flow rate greater than or equal to a second minimum value chosen. For example, this first value chosen is strictly greater than 1 bar and less than about 5 bar (it is indeed preferable that it is not lower than atmospheric pressure to avoid local depressions that are sources of air intake in the refrigerant circuit). Moreover, the second minimum value chosen is for example at least equal to 15 liters / hour of liquid refrigerant, ie about 10% of the nominal flow rate of refrigerant (or refrigerant) intended to flow in the compressor CP at full load.

The invention offers several advantages, among which:

- simplicity of implementation,

an increase in the heating power,

it does not require an additional heating device, which is particularly advantageous in the case of implantation in an all-electric or hybrid type system,

- a reduction of the probability that the external exchanger frost in the presence of an outside air whose temperature is low.

The invention is not limited to the embodiments of heating / air conditioning and vehicle described above, only by way of example, but it encompasses all the variants that can be considered by those skilled in the art in the scope of the claims below.

Claims

1. Heating / air-conditioning (IC) system comprising a compressor (CP) equipped with an electric motor (ME) and suitable for heating and pressurizing a refrigerant, a clean internal condenser (CDI), in heating mode, to contribute to the heating of a so-called internal air by exchange with said refrigerant from said compressor (CP), and an external exchanger (EE) clean, in heating mode, to heat said refrigerant by exchange with an air said outside to supply said compressor (CP) , characterized in that it comprises control means (MC) arranged, in said heating mode, when the quantity of calories that can produce said installation (IC) is less than the amount of calories necessary for heating said indoor air, for operating in an auxiliary mode capable of causing the heating of said refrigerant, without pressurization, during the passage of said compressor (CP).

2. Installation according to claim 1, characterized in that said control means (MC) are arranged, in said auxiliary mode, to adapt their operation to produce calories and / or adapt the operation of said electric motor (ME) so that it produces calories and / or adapt the operation of said compressor (CP) to produce calories.

3. Installation according to claim 2, characterized in that said control means (MC) are arranged in said auxiliary mode to perform an overconsumption of energy to produce calories.

4. Installation according to one of claims 2 and 3, characterized in that said control means (MC) are arranged in said auxiliary mode to operate said electric motor (ME) with abnormal switching times and / or partially antagonistic to produce calories.

5. Installation according to one of claims 2 to 4, characterized in that said control means (MC) are arranged in said auxiliary mode for operating said compressor (CP) in a way to produce calories by increasing entropic losses.

6. Installation according to one of claims 1 to 5, characterized in that it comprises i) a first temperature sensor (ST1) adapted to measure the temperature of said refrigerant just before an inlet of said compressor (CP), and ii ) a pressure sensor (SP) capable of measuring the pressure of said refrigerant just before this inlet, and in that said control means (MC) are arranged, in the case of receiving commands produced according to at least said temperature measurements and pressure, to adapt their own operation and / or the operation of said electric motor (ME) and / or the operation of said compressor (CP) to prevent said refrigerant from entering said compressor (CP) in a mixed liquid phase more gas unsuitable for maintaining the reliability of said compressor (CP).

7. Installation according to one of claims 1 to 6, characterized in that it comprises a second temperature sensor (ST2) adapted to measure the temperature of said electric motor (ME) and / or a third temperature sensor (ST3). able to measure the temperature of said control means (MC) and / or a fourth temperature probe (ST4) able to measure the temperature of said refrigerant at the outlet of said compressor (CP), and in that said control means (MC) are arranged to adapt their own operation and / or the operation of said electric motor (ME) and / or the operation of said compressor (CP) according to at least one of these temperature measurements.

8. Installation according to one of claims 1 to 7, characterized in that it comprises in a high pressure part a bypass whose access is controlled by a valve (V2) adapted to constrain at least part of said refrigerant to return upstream of the inlet of said compressor (CP), without phase change and minimizing the heat exchange with said outside air.

9. Installation according to claim 8, characterized in that said valve (V2) is installed either at the output of said internal condenser (CDI) or at the output of said compressor (CP).

10. Installation according to one of claims 1 to 9, characterized in that that said compressor (CP) is arranged to impose a higher pressure on said inlet to said refrigerant at its inlet than in a "heat pump" mode, substantially equal to a first chosen value suitable for allowing a flow rate greater than or equal to a second minimum value chosen.

1 1. Installation according to one of claims 1 to 10, characterized in that said internal condenser (CDI) is clean, in said heating mode, heating said indoor air by exchange with said refrigerant from said compressor (CP).

12. Installation according to one of claims 1 to 10, characterized in that said internal condenser (CDI) is clean, in heating mode, to heat, by exchange with said refrigerant from said compressor (CP), a heat transfer fluid for supplying a heater (AR) capable of heating said indoor air by heat exchange.

13. Vehicle, characterized in that it comprises a heating / air conditioning (IC) installation according to one of the preceding claims.