Thermal management system and thermal management method for fuel cell range extender of electric vehicle

Abstract

The invention discloses a thermal management system for a fuel cell range extender of an electric vehicle, which comprises a high-temperature cooling liquid loop, a low-temperature cooling liquid loop and a controller. The high-temperature cooling liquid loop is formed by connecting a high-temperature radiator, a heat exchange structure used for exchanging heat with the high-temperature proton exchange membrane fuel cell and the metal hydride hydrogen storage tank, and a coupling heat exchanger, a four-way valve and a plurality of three-way valves are arranged to form a circulation loop, and thermal coupling of the high-temperature proton exchange membrane fuel cell and the metal hydride hydrogen storage tank is controlled. The low-temperature cooling liquid loop is provided with a low-temperature radiator, and the power battery heat exchange structure forms circulation and is thermally coupled with the high-temperature cooling liquid loop through the coupling heat exchanger. The controller controls the working state of each component, and the working temperature of the high-temperature proton exchange membrane fuel cell is not lower than the desorption temperature of the metal hydride hydrogen storage tank. The invention also discloses a corresponding fuel cell range extender thermal management method. The waste heat utilization efficiency of the vehicle with the fuel cell range extender is improved.

Description

Technical Field

[0001] The present invention relates to a fuel cell range extender thermal management system and a thermal management method. Background Art

[0002] Due to its zero-emission characteristics, the fuel cell range extender has become an important technical direction for electric vehicles. The existing technology mainly uses a low-temperature proton exchange membrane fuel cell (LT-PEM) as a power generation unit to supply power to the power battery of an electric vehicle to form a "hybrid" power of two different power forms. At the same time, a metal hydride hydrogen storage tank is used as a hydrogen storage system to provide hydrogen for the low-temperature proton exchange membrane fuel cell. In the entire hydrogen energy system constructed by the fuel cell and the hydrogen storage system, the heat of the fuel cell is usually used for the desorption of the hydrogen storage system, and the heat of the power battery system of the electric vehicle is an independent system, resulting in low energy utilization efficiency. Summary of the Invention

[0003] Aiming at the above-mentioned defects of the existing technology, the task of the present invention is to provide a fuel cell range extender thermal management system for an electric vehicle and a thermal management method for a fuel cell range extender of an electric vehicle, so as to solve the problem of low energy utilization efficiency of the waste heat energy of the electric vehicle, and the problem of high system energy consumption caused by maintaining the best working state of the range extender system and the battery in a low-temperature environment.

[0004] The technical solution of the present invention is as follows: A fuel cell range extender thermal management system for an electric vehicle includes a high-temperature coolant circuit, a low-temperature coolant circuit and a controller; The high-temperature coolant circuit includes a high-temperature radiator, a first heat exchange structure, a first circulation pump, a four-way valve, a second heat exchange structure, a first three-way valve, a passenger compartment radiator, a coupling heat exchanger and a second three-way valve that are sequentially connected in a loop by pipelines. The first heat exchange structure is used for heat exchange with a high-temperature proton exchange membrane fuel cell, and the second heat exchange structure is used for heat exchange with a metal hydride hydrogen storage tank. The second outlet of the four-way valve is connected to the inlet of the passenger compartment radiator, and the third outlet of the four-way valve and the second outlet of the first three-way valve are both connected to the high-temperature circuit inlet of the coupling heat exchanger. The second outlet of the second three-way valve is connected to the inlet of the first heat exchange structure, and a first heater is provided on the pipeline before connecting to the inlet of the first heat exchange structure; The low-temperature coolant circuit includes a low-temperature radiator, a second circulation pump, a power battery heat exchange structure, a coupling heat exchanger and a third three-way valve that are sequentially connected in a loop by pipelines. The power battery heat exchange structure is connected to the low-temperature circuit inlet of the coupling heat exchanger through a second heater, and the second outlet of the third three-way valve is connected to the second circulation pump; The controller is used to control the working states of the high-temperature radiator, the low-temperature radiator, the first heater, the second heater, the first circulation pump, the second circulation pump, the first three-way valve, the second three-way valve, and the third three-way valve. The working temperature of the high-temperature proton exchange membrane fuel cell is not lower than the desorption temperature of the metal hydride hydrogen storage tank.

[0005] Further, the high-temperature coolant circuit includes a fourth three-way valve. The first outlet of the second three-way valve and the outlet of the high-temperature radiator are both connected to the inlet of the fourth three-way valve. The first outlet of the fourth three-way valve is connected to the inlet of the first heat exchange structure. The second outlet of the fourth three-way valve is connected to the outlet of the first circulation pump. The controller is used to control the working state of the fourth three-way valve.

[0006] Further, a heat exchange bypass is provided between the second heater and the coupling heat exchanger in the low-temperature coolant circuit through a fifth three-way valve. The heat exchange bypass passes through the vehicle drive motor heat exchange structure and the power electronic device heat exchange structure. The controller is used to control the working state of the fifth three-way valve.

[0007] Further, the working temperature of the high-temperature proton exchange membrane fuel cell is 120 - 180 °C, and the desorption temperature of the metal hydride hydrogen storage tank is 80 - 100 °C.

[0008] Further, the hydrogen storage alloy of the metal hydride hydrogen storage tank is one of LaNi5-based alloys and their variants.

[0009] Further, the coolant of the high-temperature coolant circuit is triethylene glycol, and the coolant of the low-temperature coolant circuit is ethylene glycol.

[0010] Another technical solution of the present invention is a heat management method for a fuel cell range extender of an electric vehicle, which is carried out based on the aforementioned heat management system of the fuel cell range extender of the electric vehicle, and includes: When the high-temperature proton exchange membrane fuel cell has not reached the lowest working temperature and the power battery temperature is lower than the lowest working temperature, the four-way valve connecting to the outlet of the second heat exchange structure is shut off, the third outlet of the four-way valve is conducted, the second three-way valve connecting to the outlet of the high-temperature radiator is shut off, the second outlet of the second three-way valve is conducted, the third three-way valve connecting to the outlet of the low-temperature radiator is shut off, the second outlet of the third three-way valve is conducted, and the first heater and the second heater work; When the power battery temperature reaches the lowest working temperature, control the flow rates of the third three-way valve connecting to the outlet and the second outlet of the low-temperature radiator and control the power of the second heater to maintain the power battery temperature within the working temperature range; After the high-temperature proton exchange membrane fuel cell reaches the minimum operating temperature, the flow rates of the four-way valve connected to the outlet and the third outlet of the second heat exchange structure are controlled to maintain the high-temperature proton exchange membrane fuel cell in the operating temperature section and heat the metal hydride hydrogen storage tank. After the metal hydride hydrogen storage tank reaches the minimum operating temperature, the flow rates of the second three-way valve connected to the outlet and the second outlet of the high-temperature radiator are controlled to maintain the high-temperature proton exchange membrane fuel cell and the metal hydride hydrogen storage tank in the operating temperature section.

[0011] Furthermore, when the high-temperature proton exchange membrane fuel cell has not reached the minimum operating temperature and the power battery temperature is lower than the minimum operating temperature, the first outlet of the fourth three-way valve is controlled to be turned on and the second outlet of the fourth three-way valve is turned off. After the metal hydride hydrogen storage tank reaches the minimum operating temperature, the outlet and the second outlet of the high-temperature radiator connected to the second three-way valve and the flow rates of the first outlet and the second outlet of the fourth three-way valve are controlled to maintain the high-temperature proton exchange membrane fuel cell and the metal hydride hydrogen storage tank in the operating temperature range.

[0012] Furthermore, according to the need of passenger compartment temperature control, the flow rate of the second outlet of the four-way valve and the outlet of the first three-way valve connected to the passenger compartment radiator is controlled to meet the passenger compartment temperature requirement.

[0013] Compared with the prior art, the technical solution of the present invention has the following advantages: The present invention adopts a fuel cell whose operating temperature is higher than the desorption temperature of the metal hydride hydrogen storage tank. The high-temperature coolant loop uses the operating cost of the fuel cell to drive the metal hydride hydrogen storage tank to desorb, so that the metal hydride hydrogen storage tank does not need additional electrical heating, thereby reducing the system energy consumption, and the cold start energy consumption is reduced from 8kW·h to below 3kW·h.

[0014] A coupling heat exchanger is used between the high-temperature cooling circuit and the low-temperature cooling circuit to couple the heating and heat dissipation requirements of the fuel cell side with the heating and heat dissipation requirements of the power battery side. In a low-temperature environment, the power battery can be preheated by the waste heat of the high-temperature circuit, reducing the PTC heating energy consumption. The heating of the passenger cabin in winter relies entirely on the waste heat of the fuel cell, and there is no need to start the air conditioning heat pump.

[0015] The present invention can easily adjust the heat utilization of the high-temperature cooling circuit and the low-temperature cooling circuit according to actual working conditions, thereby improving the waste heat utilization efficiency of the overall system. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the thermal management system structure of a fuel cell range extender for an electric vehicle. DETAILED DESCRIPTION

[0017] The present invention will be further described below in conjunction with embodiments, but it is not intended to limit the present invention.

[0018] Please refer to Figure 1 As shown, the fuel cell range extender thermal management system of the electric vehicle involved in the embodiment of the present invention includes a high-temperature radiator 1, a first heat exchange structure 3, a first circulation pump 4, a four-way valve 5, a second heat exchange structure 6, a first three-way valve 7, a passenger compartment radiator 8, a coupling heat exchanger 9, a second three-way valve 10, a fourth three-way valve 11, a low-temperature radiator 12, a second circulation pump 13, a power battery heat exchange structure 14, a third three-way valve 19, a fifth three-way valve 16, a vehicle drive motor heat exchange structure 18, a power electronic device heat exchange structure 17, and a controller, where the controller is not shown in the figure.

[0019] The first heat exchange structure 3 is for heat exchange of a high-temperature proton exchange membrane fuel cell. The high-temperature proton exchange membrane fuel cell uses a phosphoric acid-doped polybenzimidazole (PBI) membrane, with an operating temperature range of 120 - 180°C, an optimal operating temperature of 160 - 170°C, an electrochemical reaction heat release power of 50 - 80 kW, and a hydrogen purity requirement of ≥95%.

[0020] The second heat exchange structure 6 is for heat exchange of a metal hydride hydrogen storage tank, which is a heat exchange coil arranged on the metal hydride hydrogen storage tank. The metal hydride hydrogen storage tank is filled with one of LaNi5-based alloys and its variants. In this embodiment, it is LaNi 4.7 Al 0.3 alloy, with a hydrogen storage density of 1.4 wt%, and a hydrogen desorption temperature of 80 - 100°C, which is highly matched with the fuel cell waste heat temperature (100 - 160°C).

[0021] The high-temperature proton exchange membrane fuel cell and the metal hydride hydrogen storage tank constitute a range extender, and the electric energy generated by the high-temperature proton exchange membrane fuel cell supplies energy to the power battery.

[0022] The high-temperature radiator 1, the first heat exchange structure 3, the first circulation pump 4, the four-way valve 5, the second heat exchange structure 6, the first three-way valve 7, the passenger compartment radiator 8, the coupling heat exchanger 9, the second three-way valve 10, and the fourth three-way valve 11 constitute a high-temperature coolant circuit, and their specific connection method is as follows: The high-temperature radiator 11 is a radiator that sets up a fan for forced air circulation, and uses air to exchange heat with the coolant in the pipeline. The outlet of the high-temperature radiator 11 is connected to the inlet of the fourth three-way valve 11, and the outlet of the fourth three-way valve 11 is connected to the inlet of the first heat exchange structure 3 through a pipeline. A first heater 2 is provided on the pipeline connecting the outlet of the fourth three-way valve 11 to the inlet of the first heat exchange structure 3 to heat the coolant in the high-temperature coolant circuit. The outlet of the first heat exchange structure 3 is connected to the inlet of the first circulation pump 4, and the outlet of the first circulation pump 4 is connected to the inlet of the four-way valve 5. The first outlet of the four-way valve 5 is connected to the inlet of the second heat exchange structure 6, and the outlet of the second heat exchange structure 6 is connected to the inlet of the first three-way valve 7. The second outlet of the four-way valve 5 and the first outlet of the first three-way valve 7 are both connected to the inlet of the passenger compartment radiator 8. The passenger compartment radiator 8 is similar to the high-temperature radiator 11, which is a radiator that sets up a fan for forced air circulation and uses air to exchange heat with the coolant in the pipeline. The heated air is used for heating the passenger compartment. The outlet of the passenger compartment radiator 8, the second outlet of the first three-way valve 7, and the third outlet of the four-way valve 5 are all connected to the high-temperature circuit inlet of the coupling heat exchanger 9. The coupling heat exchanger 9 is used for heat exchange between the high-temperature coolant circuit and the low-temperature coolant circuit. The high-temperature circuit outlet of the coupling heat exchanger 9 is connected to the inlet of the second three-way valve 10. The first outlet of the second three-way valve 10 is connected to the inlet of the high-temperature radiator 1, and the second outlet of the second three-way valve 10 is connected to the inlet of the fourth three-way valve 11.

[0023] The low-temperature radiator 12, the second circulation pump 13, the power battery heat exchange structure 14, the coupling heat exchanger 9, the third three-way valve 19, the fifth three-way valve 16, the vehicle drive motor heat exchange structure 18, and the power electronic device heat exchange structure 17 form a low-temperature coolant circuit, and its specific connection method is as follows: The outlet of the second circulation pump 13 is connected to the inlet of the power battery heat exchange structure 14, which is used for heat exchange between the coolant in the low-temperature coolant circuit and the power battery. The outlet of the power battery heat exchange structure 14 is connected to the inlet of the fifth three-way valve 16. A second heater 15 is provided on the pipeline between the outlet of the power battery heat exchange structure 14 and the inlet of the fifth three-way valve 16 to heat the coolant in the low-temperature coolant circuit. The first outlet of the fifth three-way valve 16 is connected to the low-temperature circuit inlet of the coupling heat exchanger 9. The second outlet of the fifth three-way valve 16 is connected to the inlet of the power electronics heat exchange structure 17. The outlet of the power electronics heat exchange structure 17 is connected to the inlet of the vehicle drive motor heat exchange structure 18, and the outlet of the vehicle drive motor heat exchange structure 18 is also connected to the low-temperature circuit inlet of the coupling heat exchanger 9 to form a heat exchange bypass. Among them, the power electronics heat exchange structure 17 and the vehicle drive motor heat exchange structure 18 are respectively used for heat exchange between the coolant in the low-temperature circuit and the power electronics and the vehicle drive motor. The low-temperature circuit outlet of the coupling heat exchanger 9 is connected to the inlet of the fourth three-way valve 11. The first outlet of the fourth three-way valve 11 is connected to the inlet of the low-temperature radiator 12, and the low-temperature radiator 12 is also a radiator that uses a fan to force air circulation. The outlet of the low-temperature radiator 12 and the second outlet of the fourth three-way valve 11 are both connected to the inlet of the second circulation pump 13.

[0024] The coolant used in the above high-temperature coolant circuit is triethylene glycol with high-temperature stability, and a high-temperature resistant synthetic oil such as UCOTHERM S-15 A can also be used. The coolant used in the low-temperature coolant circuit is ethylene glycol.

[0025] The controller is electrically connected to the high-temperature radiator 1, the low-temperature radiator 12, the first heater 2, the second heater 15, the first circulation pump 4, the second circulation pump 13, the four-way valve 5, the first three-way valve 7, the second three-way valve 10, the third three-way valve 19, the fourth three-way valve 11, and the fifth three-way valve 16 to control the working states of these components. This includes controlling the fan speeds of the high-temperature radiator 1 and the low-temperature radiator 12, starting and stopping the first circulation pump 4 and the second circulation pump 13 and controlling their power magnitudes, as well as controlling the on-off and flow rates of the four-way valve 5 and each three-way valve.

[0026] The heat management method based on the above fuel cell range extender heat management system of the electric vehicle is mainly used to adapt to the vehicle operation in low-temperature environments, and specifically includes the following parts: When the high-temperature proton exchange membrane fuel cell has not reached the minimum operating temperature and the power battery temperature is lower than the minimum operating temperature, it is the startup stage. The purpose of this stage is to make the high-temperature proton exchange membrane fuel cell and the power battery enter the operating temperature section as soon as possible. The four-way valve 5 is connected to the outlet of the second heat exchange structure 6 and is closed, the third outlet of the four-way valve 5 is turned on, the second three-way valve 10 is connected to the outlet of the high-temperature radiator 1 and is closed, the second outlet of the second three-way valve 10 is turned on, the first outlet of the fourth three-way valve 11 is turned on, and the second outlet of the fourth three-way valve 11 is closed. At this time, the coolant in the high-temperature coolant circuit is heated by the first heater 2 and the high-temperature proton exchange membrane fuel cell is lifted by the first heat exchange structure 3. The purpose is to raise the temperature of the high-temperature proton exchange membrane fuel cell to 120°C to reach the minimum operating temperature. At the same time, the outlet of the third three-way valve 19 connected to the low-temperature radiator 12 is closed, the second outlet of the third three-way valve 19 is connected, the first outlet of the fifth three-way valve 16 is connected, the second outlet of the fifth three-way valve 16 is closed, and the second heater 15 works to heat the coolant in the low-temperature coolant circuit. The coolant flows through the power battery heat exchange structure 14 and the coupling heat exchanger 9, and the power battery temperature is quickly increased through the power battery heat exchange structure 14.

[0027] After the power battery temperature reaches the minimum operating temperature, the flow rate of the third three-way valve 19 connected to the outlet of the low-temperature radiator 12 and the second outlet of the third three-way valve 19 is controlled, and the power of the second heater 15 is controlled (turned off when necessary) to maintain the power battery temperature in the operating temperature range. In addition, regardless of whether the power battery temperature reaches the minimum operating temperature, when the temperature of the power electronic device and the vehicle drive motor rises, the second outlet of the fifth three-way valve 16 can be opened to allow the coolant in the low-temperature coolant circuit to pass through the power electronic device heat exchange structure 17 and the vehicle drive motor heat exchange structure 18 and control the flow rate, so as to utilize the heat of the power electronic device and the vehicle drive motor to increase or maintain the power battery temperature.

[0028] After the high-temperature proton exchange membrane fuel cell reaches the minimum operating temperature, control the flow rates of the four-way valve 5 connected to the outlet of the second heat exchange structure 6 and the third outlet so that the high-temperature proton exchange membrane fuel cell is maintained in the operating temperature range, and use the coolant in the high-temperature coolant circuit to heat the metal hydride hydrogen storage tank through the second heat exchange structure 6. When the hydrogen pressure in the metal hydride hydrogen storage tank reaches 10 bar, hydrogen can be supplied to the high-temperature proton exchange membrane fuel cell to enable the normal operation of the high-temperature proton exchange membrane fuel cell. After the metal hydride hydrogen storage tank reaches the minimum operating temperature, the entire system is in a normal operating state. By controlling the flow rates of the second three-way valve 10 connected to the outlet of the high-temperature radiator 1, the second outlet, and the first and second outlets of the fourth three-way valve 11, the high-temperature proton exchange membrane fuel cell and the metal hydride hydrogen storage tank are maintained in the operating temperature range, and the excess heat of the system is dissipated to the outside through the high-temperature radiator 1 and the low-temperature radiator 12 to avoid overheating.

[0029] In any of the foregoing processes, according to the need for controlling the temperature of the passenger compartment, control the flow rates of the second outlet of the four-way valve 5 and the first three-way valve 7 connected to the outlet of the passenger compartment radiator 8 to meet the temperature requirements of the passenger compartment.

Claims

1. A fuel cell range extender thermal management system for an electric vehicle, characterized in that, It includes a high-temperature coolant circuit, a low-temperature coolant circuit, and a controller; The high-temperature coolant circuit includes a high-temperature radiator, a first heat exchange structure, a first circulation pump, a four-way valve, a second heat exchange structure, a first three-way valve, an occupant compartment radiator, a coupling heat exchanger, and a second three-way valve that are sequentially connected in a loop by pipelines. The first heat exchange structure is used to exchange heat with a high-temperature proton exchange membrane fuel cell, and the second heat exchange structure is used to exchange heat with a metal hydride hydrogen storage tank. The second outlet of the four-way valve is connected to the inlet of the occupant compartment radiator. The third outlet of the four-way valve and the second outlet of the first three-way valve are both connected to the high-temperature circuit inlet of the coupling heat exchanger. The second outlet of the second three-way valve is connected to the inlet of the first heat exchange structure. A first heater is provided on the pipeline before connecting to the inlet of the first heat exchange structure; The low-temperature coolant circuit includes a low-temperature radiator, a second circulation pump, a power battery heat exchange structure, a coupling heat exchanger, and a third three-way valve that are sequentially connected in a loop by pipelines. The power battery heat exchange structure is connected to the low-temperature circuit inlet of the coupling heat exchanger through a second heater. The second outlet of the third three-way valve is connected to the second circulation pump; The controller is used to control the working states of the high-temperature radiator, the low-temperature radiator, the first heater, the second heater, the first circulation pump, the second circulation pump, the first three-way valve, the second three-way valve, and the third three-way valve. The working temperature of the high-temperature proton exchange membrane fuel cell is not lower than the desorption temperature of the metal hydride hydrogen storage tank.

2. The fuel cell range extender thermal management system for an electric vehicle according to claim 1, characterized in that The high-temperature coolant circuit includes a fourth three-way valve. The first outlet of the second three-way valve and the outlet of the high-temperature radiator are both connected to the inlet of the fourth three-way valve. The first outlet of the fourth three-way valve is connected to the inlet of the first heat exchange structure. The second outlet of the fourth three-way valve is connected to the outlet of the first circulation pump. The controller is used to control the working state of the fourth three-way valve.

3. The fuel cell range extender thermal management system for an electric vehicle according to claim 1, wherein A heat exchange bypass is provided between the second heater and the coupling heat exchanger in the low-temperature coolant circuit through a fifth three-way valve. The heat exchange bypass passes through a vehicle drive motor heat exchange structure and a power electronics device heat exchange structure. The controller is used to control the working state of the fifth three-way valve.

4. The fuel cell range extender thermal management system for an electric vehicle according to claim 1, characterized in that, The working temperature of the high-temperature proton exchange membrane fuel cell is 120 - 180 °C, and the desorption temperature of the metal hydride hydrogen storage tank is 80 - 100 °C.

5. The fuel cell range extender thermal management system for an electric vehicle according to claim 1, wherein The hydrogen storage alloy of the metal hydride hydrogen storage tank is one of LaNi5-based alloys and its variants.

6. The fuel cell range extender thermal management system for an electric vehicle according to claim 1, characterized in that, The coolant of the high-temperature coolant circuit is triethylene glycol, and the coolant of the low-temperature coolant circuit is ethylene glycol.

7. A thermal management method for a fuel cell range extender of an electric vehicle, characterized in that, Based on the fuel cell range extender thermal management system of the electric vehicle described in claim 1, it includes: When the high-temperature proton exchange membrane fuel cell does not reach the minimum operating temperature and the power battery temperature is lower than the minimum operating temperature, the outlet of the four-way valve connected to the second heat exchange structure is closed, the third outlet of the four-way valve is turned on, the outlet of the second three-way valve connected to the high-temperature radiator is closed, the second outlet of the second three-way valve is turned on, the outlet of the third three-way valve connected to the low-temperature radiator is closed, the second outlet of the third three-way valve is turned on, and the first heater and the second heater are operated; When the temperature of the power battery reaches the minimum operating temperature, controlling the flow of the outlet of the low-temperature radiator and the second outlet of the third three-way valve and controlling the power of the second heater to maintain the temperature of the power battery in the operating temperature range; After the high-temperature proton exchange membrane fuel cell reaches the minimum operating temperature, the flow rates of the four-way valve connected to the outlet and the third outlet of the second heat exchange structure are controlled to maintain the high-temperature proton exchange membrane fuel cell in the operating temperature section and heat the metal hydride hydrogen storage tank. After the metal hydride hydrogen storage tank reaches the minimum operating temperature, the flow rates of the second three-way valve connected to the outlet and the second outlet of the high-temperature radiator are controlled to maintain the high-temperature proton exchange membrane fuel cell and the metal hydride hydrogen storage tank in the operating temperature section.

8. The fuel cell range extender thermal management method for an electric vehicle according to claim 6, wherein According to the need of passenger compartment temperature control, the flow rate of the second outlet of the four-way valve and the outlet of the first three-way valve connected to the passenger compartment radiator is controlled to meet the passenger compartment temperature requirement.

9. A thermal management method for a fuel cell range extender of an electric vehicle, characterized in that, The fuel cell range extender thermal management system for an electric vehicle according to claim 2 comprises: When the high-temperature proton exchange membrane fuel cell does not reach the minimum operating temperature and the power battery temperature is lower than the minimum operating temperature, the outlet of the four-way valve connected to the second heat exchange structure is closed, the third outlet of the four-way valve is turned on, the outlet of the second three-way valve connected to the high-temperature radiator is closed, the second outlet of the second three-way valve is turned on, the first outlet of the fourth three-way valve is turned on, the second outlet of the fourth three-way valve is closed, the outlet of the third three-way valve connected to the low-temperature radiator is closed, the second outlet of the third three-way valve is turned on, and the first heater and the second heater work; When the temperature of the power battery reaches the minimum operating temperature, controlling the flow of the outlet of the low-temperature radiator and the second outlet of the third three-way valve and controlling the power of the second heater to maintain the temperature of the power battery in the operating temperature range; After the high-temperature proton exchange membrane fuel cell reaches the minimum operating temperature, the flow rates of the outlet and the third outlet of the four-way valve connected to the second heat exchange structure are controlled to maintain the high-temperature proton exchange membrane fuel cell in the operating temperature section and heat the metal hydride hydrogen storage tank. After the metal hydride hydrogen storage tank reaches the minimum operating temperature, the flow rates of the outlet, the second outlet of the high-temperature radiator, and the first outlet and the second outlet of the fourth three-way valve are controlled to maintain the high-temperature proton exchange membrane fuel cell and the metal hydride hydrogen storage tank in the operating temperature section.

10. The method for heat management of a fuel cell range extender for an electric vehicle according to claim 9, wherein According to the need of occupant compartment temperature control, control the flow rates of the second outlet of the four-way valve and the connection of the first three-way valve to the outlet of the occupant compartment radiator to meet the temperature requirements of the occupant compartment.

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