A heat pump air conditioner and power battery management system for electric vehicles

Abstract

The present invention discloses a heat pump air conditioner and power battery management system for electric vehicles, comprising a first passage; the first passage comprises an electric compressor and a two-position three-way solenoid valve; the inlet end of the two-position three-way solenoid valve is connected and docked with the outlet end of the electric compressor; the outlet end of the two-position three-way solenoid valve comprises a first port and a second port; the inlet end of the electric compressor is provided with a second normally closed solenoid valve and a third normally closed solenoid valve in parallel; the first port is connected to the second normally closed solenoid valve; the second port and the second normally closed solenoid valve are provided with a first heat exchanger, an expansion throttling tube, and a third heat exchanger in a circular communication; the second port is connected to the third normally closed solenoid valve; the third heat exchanger blows air into the vehicle through a matching fan; by combining the heat control of the electric compressor with the power battery, efficient energy utilization is achieved, energy consumption is reduced, and the ability to adapt to external temperature is improved.

Description

Technical Field

[0001] The present invention relates to the field of heat exchange technology, and in particular to a heat pump air conditioner and power battery management system for electric vehicles and a working method thereof. Background Art

[0002] Conventional electric vehicles use electric heating to keep warm in winter, which consumes a lot of electricity, seriously affecting the mileage of electric vehicles, affecting the use and development of electric vehicles, especially in cold northern regions; and the temperature control of power batteries is also difficult, and its control accuracy is not very high. Therefore, it is necessary to invent a heat pump air conditioner and power battery management system for electric vehicles with good energy-saving effect and strong environmental adaptability. Summary of the invention

[0003] Purpose of the invention: In order to overcome the deficiencies in the prior art, the present invention provides a heat pump air conditioner and power battery management system for electric vehicles with good energy-saving effect and strong environmental adaptability.

[0004] Technical solution: To achieve the above-mentioned purpose, a heat pump air conditioner and power battery management system for electric vehicles of the present invention comprises a first passage; the first passage comprises an electric compressor and a two-position three-way solenoid valve; the inlet end of the two-position three-way solenoid valve is connected and docked with the outlet end of the electric compressor; the outlet end of the two-position three-way solenoid valve comprises a first port and a second port; a second normally closed solenoid valve and a third normally closed solenoid valve are arranged in parallel at the inlet end of the electric compressor; the first port is connected to the second normally closed solenoid valve; a first heat exchanger, an expansion throttling tube and a third heat exchanger are arranged in a circulation connection between the second port and the second normally closed solenoid valve; the second port is connected to the third normally closed solenoid valve; the third heat exchanger blows air into the vehicle through a matching fan.

[0005] Furthermore, it also includes a second passage; the first passage includes a fourth heat exchanger, a liquid adding tank, an electric pump and a fourth normally closed solenoid valve; the liquid adding tank stores a heat exchange medium; the liquid adding tank, the electric pump and the fourth normally closed solenoid valve are interconnected in a circulation manner; the fourth heat exchanger is correspondingly arranged between the power battery and the second passage; the electric pump drives the heat exchange medium to circulate inside the first passage to change the temperature of the power battery.

[0006] Furthermore, a second heat exchanger is arranged between the first passage and the second passage; the matching part of the second heat exchanger and the first passage is located between the first heat exchanger and the expansion throttling tube; the matching part of the second heat exchanger and the second passage is located between the fourth normally closed solenoid valve and the fourth heat exchanger.

[0007] Furthermore, a branch is provided on the second passage; one end of the branch is provided between the electric pump and the fourth normally closed solenoid valve, and the other end is provided between the fourth normally closed solenoid valve and the fourth heat exchanger; the branch corresponds to the third heat exchanger; and the first normally closed solenoid valve is provided on the branch.

[0008] Furthermore, a first pressure sensor is correspondingly arranged at the second port; a first temperature sensor is correspondingly arranged in the third heat exchanger; and a second pressure sensor is correspondingly arranged on the pipeline between the first port and the second normally closed solenoid valve.

[0009] Furthermore, a second temperature sensor is correspondingly arranged at the power battery.

[0010] Furthermore, the working method of the heat pump air conditioner and power battery management system for electric vehicles,

[0011] Air conditioning single cooling: the second normally closed solenoid valve 12 is powered on and opened, the first normally closed solenoid valve 11, the third normally closed solenoid valve 13, and the fourth normally closed solenoid valve 19 are all powered off and closed, the two-position three-way solenoid valve 2 is not powered, the first heat exchanger fan and the third heat exchanger fan are both working, and the electric pump 17 is not working;

[0012] The power battery is cooled separately: the first normally closed solenoid valve 11 and the second normally closed solenoid valve 12 are powered on and opened, the third normally closed solenoid valve 13 and the fourth normally closed solenoid valve 19 are de-energized and closed, the two-position three-way solenoid valve 2 is de-energized, the first heat exchanger fan works, the third heat exchanger fan does not work, and the electric pump 17 works;

[0013] Air conditioning refrigeration, power battery cooling: the first normally closed solenoid valve 11 and the second normally closed solenoid valve 12 are powered on and opened, the third normally closed solenoid valve 13 and the fourth normally closed solenoid valve 19 are de-energized and closed, the two-position three-way solenoid valve 2 is de-energized, the electric pump 17 works, and the first heat exchanger fan and the third heat exchanger fan both work;

[0014] Air conditioning heating alone: ​​the third normally closed solenoid valve 13 is powered on and opened, the first normally closed solenoid valve 11, the second normally closed solenoid valve 12, and the fourth normally closed solenoid valve 19 are all powered off and closed, the two-position three-way solenoid valve 2 is powered on, the first heat exchanger fan and the third heat exchanger fan are both working, and the electric pump 17 is not working;

[0015] The power battery is heated up separately: the first normally closed solenoid valve 11 and the third normally closed solenoid valve 13 are powered on and opened, the second normally closed solenoid valve 12 and the fourth normally closed solenoid valve 19 are powered off and closed, the two-position three-way solenoid valve 2 is powered on, the first heat exchanger fan works, the third heat exchanger fan does not work, and the electric pump 17 works;

[0016] Air conditioning heating, power battery temperature rise: the first normally closed solenoid valve 11 and the third normally closed solenoid valve 13 are powered on and opened, the second normally closed solenoid valve 12 and the fourth normally closed solenoid valve 19 are not powered on and closed, the two-position three-way solenoid valve 2 is powered on, the electric pump 17 works, and the first heat exchanger fan and the third heat exchanger fan both work;

[0017] Air conditioning heating and power battery cooling: the third normally closed solenoid valve 13 and the fourth normally closed solenoid valve 19 are energized and opened, the first normally closed solenoid valve 11 and the second normally closed solenoid valve 12 are de-energized and closed, the two-position three-way solenoid valve 2 is energized, the electric pump 17 works, and the first heat exchanger fan and the third heat exchanger fan both work.

[0018] Beneficial effects: A heat pump air conditioner and power battery management system for electric vehicles of the present invention comprises a first passage; the first passage comprises an electric compressor and a two-position three-way solenoid valve; the inlet end of the two-position three-way solenoid valve is connected and docked with the outlet end of the electric compressor; the outlet end of the two-position three-way solenoid valve comprises a first port and a second port; a second normally closed solenoid valve and a third normally closed solenoid valve are arranged in parallel at the inlet end of the electric compressor; the first port is connected to the second normally closed solenoid valve; a first heat exchanger, an expansion throttling tube and a third heat exchanger are arranged in a circular connection between the second port and the second normally closed solenoid valve; the second port is connected to the third normally closed solenoid valve; the third heat exchanger blows air into the vehicle through a matching fan; by combining the heat control of the electric compressor with the power battery, efficient energy utilization is achieved, energy consumption is reduced, and the ability to adapt to the external temperature is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Attached Figure 1 This is the overall architecture diagram of the management system. DETAILED DESCRIPTION

[0020] The present invention will be further described below in conjunction with the accompanying drawings.

[0021] A heat pump air conditioner and power battery management system for electric vehicles, comprising a first passage; the first passage comprises an electric compressor 1 and a two-position three-way solenoid valve 2; the inlet end of the two-position three-way solenoid valve 2 is connected and connected to the outlet end of the electric compressor 1; the outlet end of the two-position three-way solenoid valve 2 comprises a first port 21 and a second port 22; a second normally closed solenoid valve 12 and a third normally closed solenoid valve 13 are arranged in parallel at the inlet end of the electric compressor 1; the first port 21 is connected to the second normally closed solenoid valve 12; a first heat exchanger 4, an expansion throttling tube 6, and a third heat exchanger 7 are arranged in a circular connection between the second port 22 and the second normally closed solenoid valve 12; the second port 22 is connected to the third normally closed solenoid valve 13; the third heat exchanger 7 blows air into the vehicle through a matching fan.

[0022] It also includes a second passage; the first passage includes a fourth heat exchanger 14, a liquid adding tank 18, an electric pump 17 and a fourth normally closed solenoid valve 19; the liquid adding tank 18 stores a heat exchange medium; the liquid adding tank 18, the electric pump 17 and the fourth normally closed solenoid valve 19 are circulated and connected to each other; the fourth heat exchanger 14 is correspondingly arranged between the power battery 15 and the second passage; the electric pump 17 drives the heat exchange medium to circulate inside the first passage to change the temperature of the power battery 15.

[0023] A second heat exchanger 5 is arranged between the first passage and the second passage; the matching position of the second heat exchanger 5 and the first passage is located between the first heat exchanger 4 and the expansion throttling tube 8; the matching position of the second heat exchanger 5 and the second passage is located between the fourth normally closed solenoid valve 19 and the fourth heat exchanger 14.

[0024] A branch 20 is connected to the second passage; one end of the branch 20 is connected between the electric pump 17 and the fourth normally closed solenoid valve 19, and the other end is connected between the fourth normally closed solenoid valve 19 and the fourth heat exchanger 14; the branch 20 corresponds to the third heat exchanger 7; the first normally closed solenoid valve 11 is correspondingly arranged on the branch 20.

[0025] A first pressure sensor 3 is correspondingly disposed at the second port 22 ; a first temperature sensor 9 is correspondingly disposed in the third heat exchanger 7 ; and a second pressure sensor 10 is correspondingly disposed on the pipeline between the first port 21 and the second normally closed solenoid valve 12 .

[0026] A second temperature sensor 16 is correspondingly arranged at the power battery 15 .

[0027] The following is an explanation of the working principle of the management system in combination with the structure:

[0028] The electric compressor is a variable frequency compressor, and the power battery provides a DC high voltage. The heat exchange medium in the liquid tank 18 is an antifreeze liquid. The pipeline in the fourth heat exchanger 14 is embedded in the module room of the power battery 15.

[0029] When the two-position three-way solenoid valve 2 is not energized, port 1 is connected to port 2, and when energized, port 1 is connected to port 3. The PTC auxiliary heater is electrically heated.

[0030] Working principle: When the vehicle is powered on and the air conditioner is turned on, the air conditioner and power battery thermal management controller determines and controls the operation and speed of the electric compressor and each heat exchanger fan, the working status of each solenoid valve, and whether the PTC auxiliary heater is working according to the air conditioner switch signal, each temperature signal, and each pressure signal; the corresponding processing module can use the STM32 series single-chip microcomputer module, which can be directly purchased and obtained as well as the supporting circuit board, pressure sensor, and temperature sensor, so I will not elaborate on it here;

[0031] 1. Air conditioning for cooling alone: ​​the second normally closed solenoid valve 12 is energized and opened, the first normally closed solenoid valve 11, the third normally closed solenoid valve 13, and the fourth normally closed solenoid valve 19 are all de-energized and closed, the two-position three-way solenoid valve 2 is not energized, the first heat exchanger fan and the third heat exchanger fan are both working, and the electric pump 17 is not working.

[0032] The electric compressor 1 rotates and works at a certain speed as required. The low-temperature and low-pressure gaseous refrigerant is compressed by the electric compressor into a high-temperature and high-pressure gaseous refrigerant and delivered to the two-position three-way solenoid valve 2. It enters the first heat exchanger 4 through the first port 21 of the two-position three-way solenoid valve 2. After the first heat exchanger 4 and the first heat exchanger fan dissipate heat, the high-temperature and high-pressure gaseous refrigerant becomes a medium-temperature and high-pressure liquid refrigerant. After throttling and reducing pressure through the expansion throttling tube 6, it enters the third heat exchanger 7. The refrigerant evaporates and absorbs heat in the third heat exchanger 7. The third heat exchanger fan delivers the cold air passing through the third heat exchanger 7 into the vehicle to cool the vehicle. The refrigerant returns to the electric compressor through the second normally closed solenoid valve 12. The refrigerant circulates continuously under the action of the electric compressor 1, and continuously delivers cold air to the vehicle.

[0033] 2. Cooling of the power battery separately: the first normally closed solenoid valve 11 and the second normally closed solenoid valve 12 are energized and opened, the third normally closed solenoid valve 13 and the fourth normally closed solenoid valve 19 are de-energized and closed, the two-position three-way solenoid valve 2 is de-energized, the first heat exchanger fan works, the third heat exchanger fan does not work, and the electric pump 17 works.

[0034] The electric compressor 1 rotates and works at a certain speed as required. The low-temperature and low-pressure gaseous refrigerant is compressed by the electric compressor into a high-temperature and high-pressure gaseous refrigerant and delivered to the two-position three-way solenoid valve 2. It enters the first heat exchanger 4 through the first port 21 of the two-position three-way solenoid valve 2. After the first heat exchanger 4 and the first heat exchanger fan dissipate heat, the high-temperature and high-pressure gaseous refrigerant becomes a medium-temperature and high-pressure liquid refrigerant. Then, it enters the third heat exchanger 7 after throttling and reducing pressure through the expansion throttling tube 6. The refrigerant evaporates and absorbs heat in the third heat exchanger 7. The refrigerant returns to the electric compressor through the second normally closed solenoid valve 12. At the same time, the electric pump 17 allows the antifreeze to circulate in the system through the first normally closed solenoid valve 11. The antifreeze and the refrigerant exchange heat through the third heat exchanger 7. The temperature of the antifreeze drops. The antifreeze after cooling passes through the fourth heat exchanger 14 to cool the power battery. The refrigerant circulates and exchanges heat continuously under the action of the electric compressor 1 and the antifreeze under the action of the electric pump, so as to continuously cool the power battery 15.

[0035] 3. Air conditioning refrigeration and power battery cooling: the first normally closed solenoid valve 11 and the second normally closed solenoid valve 12 are energized and opened, the third normally closed solenoid valve 13 and the fourth normally closed solenoid valve 19 are de-energized and closed, the two-position three-way solenoid valve 2 is de-energized, the electric pump 17 works, and the first heat exchanger fan and the third heat exchanger fan both work.

[0036] The electric compressor 1 rotates and works at a certain speed as required. The low-temperature and low-pressure gaseous refrigerant is compressed by the electric compressor into a high-temperature and high-pressure gaseous refrigerant and delivered to the two-position three-way solenoid valve 2. It enters the first heat exchanger 4 through the first port 21 of the two-position three-way solenoid valve 2. The high-temperature and high-pressure gaseous refrigerant is dissipated by the first heat exchanger 4 and the first heat exchanger fan, and becomes a medium-temperature and high-pressure liquid refrigerant. Then, it enters the third heat exchanger 7 after throttling and reducing the pressure through the expansion throttling tube 6. The refrigerant evaporates and absorbs heat in the third heat exchanger 7. The third heat exchanger fan delivers the cold air passing through the third heat exchanger 7 into the vehicle to cool the vehicle. The refrigerant returns to the electric compressor through the second normally closed solenoid valve 12. At the same time, the electric pump 17 allows the antifreeze to circulate in the system through the first normally closed solenoid valve 11. The antifreeze and the refrigerant exchange heat through the third heat exchanger 7. The temperature of the antifreeze drops. The antifreeze after cooling passes through the fourth heat exchanger 14 to cool the power battery. The refrigerant is continuously circulated and heat exchanged under the action of the electric compressor 1 and the antifreeze is continuously circulated and heat exchanged under the action of the electric pump, so as to continuously deliver cold air to the vehicle and continuously cool the power battery 15 .

[0037] 4. Air conditioning heating alone: ​​the third normally closed solenoid valve 13 is energized and opened, the first normally closed solenoid valve 11, the second normally closed solenoid valve 12, and the fourth normally closed solenoid valve 19 are all de-energized and closed, the two-position three-way solenoid valve 2 is energized, the first heat exchanger fan and the third heat exchanger fan are both working, and the electric pump 17 is not working.

[0038] The electric compressor 1 rotates and works at a certain speed as required. The low-temperature and low-pressure gaseous refrigerant is compressed by the electric compressor into a high-temperature and high-pressure gaseous refrigerant and delivered to the two-position three-way solenoid valve 2, and enters the third heat exchanger 7 through the second port 22 of the two-position three-way solenoid valve 2. The third heat exchanger fan delivers the hot air through the third heat exchanger 7 into the vehicle to increase the temperature inside the vehicle. When necessary (such as defrosting the front windshield), the PTC auxiliary heater can also be started to enhance heating. The high-temperature and high-pressure gaseous refrigerant after heat dissipation becomes a medium-temperature and high-pressure liquid refrigerant, and then enters the first heat exchanger 4 after throttling and reducing the pressure through the expansion throttling tube 6. The refrigerant evaporates and absorbs heat in the first heat exchanger 4. The first heat exchanger fan emits the cold air through the first heat exchanger 4 into the atmosphere, and the refrigerant returns to the electric compressor through the third normally closed solenoid valve 13. The refrigerant circulates continuously under the action of the electric compressor 1, and continuously delivers hot air to the vehicle.

[0039] 5. The power battery is heated up separately: the first normally closed solenoid valve 11 and the third normally closed solenoid valve 13 are energized and opened, the second normally closed solenoid valve 12 and the fourth normally closed solenoid valve 19 are de-energized and closed, the two-position three-way solenoid valve 2 is energized, the first heat exchanger fan works, the third heat exchanger fan does not work, and the electric pump 17 works.

[0040] The electric compressor 1 rotates and works at a certain speed as required. The low-temperature and low-pressure gaseous refrigerant is compressed by the electric compressor into a high-temperature and high-pressure gaseous refrigerant and delivered to the two-position three-way solenoid valve 2, and enters the third heat exchanger 7 through the second port 22 of the two-position three-way solenoid valve 2. When necessary (such as when the power battery temperature is too low when the vehicle is first started in cold weather), the PTC auxiliary heater can also be started to enhance heating. At the same time, the electric pump 17 allows the antifreeze to circulate in the system through the first normally closed solenoid valve 11. The antifreeze and the refrigerant exchange heat through the third heat exchanger 7. The antifreeze temperature rises, and the heated antifreeze passes through the fourth heat exchanger 14 to heat the power battery. After heat dissipation, the high-temperature and high-pressure gaseous refrigerant becomes a medium-temperature and high-pressure liquid refrigerant, and then enters the first heat exchanger 4 after throttling and reducing the pressure through the expansion throttle tube 6. The refrigerant evaporates and absorbs heat in the first heat exchanger 4. The first heat exchanger fan emits the cold air passing through the first heat exchanger 4 into the atmosphere, and the refrigerant returns to the electric compressor through the third normally closed solenoid valve 13. The refrigerant is continuously circulated and heat exchanged under the action of the electric compressor 1 and the antifreeze is continuously circulated and heat exchanged under the action of the electric pump, so as to continuously heat the power battery 15 .

[0041] 6. Air conditioning heating and power battery heating: the first normally closed solenoid valve 11 and the third normally closed solenoid valve 13 are energized and opened, the second normally closed solenoid valve 12 and the fourth normally closed solenoid valve 19 are de-energized and closed, the two-position three-way solenoid valve 2 is energized, the electric pump 17 works, and the first heat exchanger fan and the third heat exchanger fan both work.

[0042] The electric compressor 1 rotates and works at a certain speed as required. The low-temperature and low-pressure gaseous refrigerant is compressed by the electric compressor into a high-temperature and high-pressure gaseous refrigerant and is transported to the two-position three-way solenoid valve 2, and enters the third heat exchanger 7 through the second port 22 of the two-position three-way solenoid valve 2. The third heat exchanger fan sends the hot air through the third heat exchanger 7 into the vehicle to heat the vehicle. When necessary, the PTC auxiliary heater can also be started to enhance heating. At the same time, the electric pump 17 allows the antifreeze to circulate in the system through the first normally closed solenoid valve 11. The antifreeze and the refrigerant exchange heat through the third heat exchanger 7. The antifreeze temperature rises, and the heated antifreeze passes through the fourth heat exchanger 14 to heat the power battery. After heat dissipation, the high-temperature and high-pressure gaseous refrigerant becomes a medium-temperature and high-pressure liquid refrigerant, and then enters the first heat exchanger 4 after throttling and reducing the pressure through the expansion throttling tube 6. The refrigerant evaporates and absorbs heat in the first heat exchanger 4. The first heat exchanger fan dissipates the cold air through the first heat exchanger 4 into the atmosphere, and the refrigerant returns to the electric compressor through the third normally closed solenoid valve 13. The refrigerant is continuously circulated and heat exchanged under the action of the electric compressor 1 and the antifreeze is continuously circulated and heat exchanged under the action of the electric pump, thereby continuously delivering hot air into the vehicle and continuously heating the power battery 15 .

[0043] 7. Air conditioning heating and power battery cooling: the third normally closed solenoid valve 13 and the fourth normally closed solenoid valve 19 are energized and opened, the first normally closed solenoid valve 11 and the second normally closed solenoid valve 12 are de-energized and closed, the two-position three-way solenoid valve 2 is energized, the electric pump 17 works, and the first heat exchanger fan and the third heat exchanger fan both work.

[0044] The electric compressor 1 rotates at a certain speed as required, and the low-temperature and low-pressure gaseous refrigerant is compressed by the electric compressor into a high-temperature and high-pressure gaseous refrigerant and transported to the two-position three-way solenoid valve 2, and enters the third heat exchanger 7 through the second port 22 of the two-position three-way solenoid valve 2. The third heat exchanger fan sends the hot air through the third heat exchanger 7 into the vehicle to heat the vehicle. When necessary, the PTC auxiliary heater can also be started to enhance the heating. The high-temperature and high-pressure gaseous refrigerant after heat dissipation becomes a medium-temperature and high-pressure liquid refrigerant, and then enters the second heat exchanger 5 after throttling and reducing the pressure through the expansion throttling tube 6. At the same time, the electric pump 17 allows the antifreeze to circulate in the system through the fourth normally closed solenoid valve 19, and the antifreeze and the refrigerant exchange heat through the second heat exchanger 5. The antifreeze temperature is reduced, and the antifreeze after cooling passes through the fourth heat exchanger 14 to cool the power battery. The refrigerant passing through the second heat exchanger 5 continues to evaporate and absorb heat in the first heat exchanger 4. The first heat exchanger fan releases the cold air passing through the first heat exchanger 4 into the atmosphere, and the refrigerant returns to the electric compressor through the third normally closed solenoid valve 13. The refrigerant is continuously circulated and heat exchanged under the action of the electric compressor 1 and the antifreeze is continuously circulated and heat exchanged under the action of the electric pump, continuously delivering hot air to the vehicle and continuously cooling the power battery 15.

[0045] The advantages of this management system are:

[0046] (1) The expansion throttling tube 5 can work in both directions and has a simple structure.

[0047] (2) The overall structure and layout follow the traditional automobile air-conditioning system, which is easy to manufacture and produce, with little or no increase in cost.

[0048] (3) This system is a heat pump air conditioning system, and the heating heat is mainly obtained by the operation of the electric compressor, which can save electricity; the electric compressor is a variable frequency compressor, which is very convenient for adjusting the cooling and heating amounts.

[0049] (4) A second heat exchanger 5 is added to enable air conditioning heating and power battery cooling to be achieved simultaneously.

[0050] The management system provides a complete set of temperature control structure, combining the heat control of the power battery and the electric compressor, improving the heat utilization efficiency and providing a hardware foundation for the construction of the electronic management system.

[0051] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principle of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. Heat pump air conditioner and power battery management system for electric vehicles, characterized by: The invention comprises a first passage; the first passage comprises an electric compressor (1) and a two-position three-way solenoid valve (2); the inlet end of the two-position three-way solenoid valve (2) is connected to and communicates with the outlet end of the electric compressor (1); the outlet end of the two-position three-way solenoid valve (2) comprises a first port (21) and a second port (22); the inlet end of the electric compressor (1) is provided with a second normally closed solenoid valve (12) and a third normally closed solenoid valve (13) in parallel; the first port (21) is connected to the second normally closed solenoid valve (12); a first heat exchanger (4), an expansion throttling tube (6), and a third heat exchanger (7) are provided between the second port (22) and the second normally closed solenoid valve (12) in a circular communication; the second port (22) is connected to the third normally closed solenoid valve (13); the third heat exchanger (7) blows air into the vehicle through a matching fan; The invention also comprises a second passage; the second passage comprises a fourth heat exchanger (14), a liquid adding tank (18), an electric pump (17) and a fourth normally closed solenoid valve (19); a heat exchange medium is stored in the liquid adding tank (18); the liquid adding tank (18), the electric pump (17) and the fourth normally closed solenoid valve (19) are cyclically connected to each other; the fourth heat exchanger (14) is correspondingly arranged between the power battery (15) and the second passage; the electric pump (17) drives the heat exchange medium to circulate in the second passage to change the temperature of the power battery (15); A second heat exchanger (5) is provided between the first passage and the second passage; the matching portion of the second heat exchanger (5) and the first passage is located between the first heat exchanger (4) and the expansion throttling tube (6); the matching portion of the second heat exchanger (5) and the second passage is located between the fourth normally closed solenoid valve (19) and the fourth heat exchanger (14); A branch (20) is provided in communication with the second passage; one end of the branch (20) is provided in communication with the electric pump (17) and the fourth normally closed solenoid valve (19), and the other end of the branch (20) is provided in communication with the fourth normally closed solenoid valve (19) and the fourth heat exchanger (14); the branch (20) corresponds to the third heat exchanger (7); and a first normally closed solenoid valve (11) is provided in correspondence with the branch (20).

2. The heat pump air conditioner and power battery management system for electric vehicles according to claim 1, characterized in that: A first pressure sensor (3) is correspondingly arranged at the second port (22); a first temperature sensor (9) is correspondingly arranged in the third heat exchanger (7); and a second pressure sensor (10) is correspondingly arranged on the pipeline between the first port (21) and the second normally closed solenoid valve (12).

3. The heat pump air conditioner and power battery management system for electric vehicles according to claim 2, characterized in that: A second temperature sensor (16) is correspondingly arranged at the power battery (15).

4. The working method of the heat pump air conditioner and power battery management system for electric vehicles according to any one of claims 1 to 3, characterized in that: Air conditioning single cooling: the second normally closed solenoid valve (12) is powered on and opened, the first normally closed solenoid valve (11), the third normally closed solenoid valve (13) and the fourth normally closed solenoid valve (19) are all powered off and closed, the two-position three-way solenoid valve (2) is not powered on, the first heat exchanger fan and the third heat exchanger fan are both working, and the electric pump (17) is not working; The power battery is cooled separately: the first normally closed solenoid valve (11) and the second normally closed solenoid valve (12) are powered on and opened, the third normally closed solenoid valve (13) and the fourth normally closed solenoid valve (19) are powered off and closed, the two-position three-way solenoid valve (2) is powered off, the first heat exchanger fan is working, the third heat exchanger fan is not working, and the electric pump (17) is working; Air conditioning refrigeration and power battery cooling: the first normally closed solenoid valve (11) and the second normally closed solenoid valve (12) are powered on and opened, the third normally closed solenoid valve (13) and the fourth normally closed solenoid valve (19) are de-energized and closed, the two-position three-way solenoid valve (2) is de-energized, the electric pump (17) is working, and the first heat exchanger fan and the third heat exchanger fan are both working; Air conditioner heating alone: ​​the third normally closed solenoid valve (13) is powered on and opened, the first normally closed solenoid valve (11), the second normally closed solenoid valve (12) and the fourth normally closed solenoid valve (19) are all powered off and closed, the two-position three-way solenoid valve (2) is powered on, the first heat exchanger fan and the third heat exchanger fan are both working, and the electric pump (17) is not working; The power battery is heated up separately: the first normally closed solenoid valve (11) and the third normally closed solenoid valve (13) are powered on and opened, the second normally closed solenoid valve (12) and the fourth normally closed solenoid valve (19) are powered off and closed, the two-position three-way solenoid valve (2) is powered on, the first heat exchanger fan is working, the third heat exchanger fan is not working, and the electric pump (17) is working; Air conditioning heating and power battery temperature increase: the first normally closed solenoid valve (11) and the third normally closed solenoid valve (13) are powered on and opened, the second normally closed solenoid valve (12) and the fourth normally closed solenoid valve (19) are not powered on and closed, the two-position three-way solenoid valve (2) is powered on, the electric pump (17) is working, and the first heat exchanger fan and the third heat exchanger fan are both working; Air conditioning heating and power battery cooling: the third normally closed solenoid valve (13) and the fourth normally closed solenoid valve (19) are powered on and opened, the first normally closed solenoid valve (11) and the second normally closed solenoid valve (12) are not powered on and closed, the two-position three-way solenoid valve (2) is powered on, the electric pump (17) is working, and the first heat exchanger fan and the third heat exchanger fan are both working.

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