A methanol hydrogen fuel cell vehicle power supply control system and method

Abstract

The application discloses a methanol hydrogen fuel cell vehicle power supply control system and method, which comprises the following steps: a command controller communicates with a vehicle controller, a vehicle power battery management module and a methanol fuel cell power generation module respectively, and sends and transmits control commands; the vehicle controller controls a power battery relay according to a signal sent by the command controller; the vehicle power battery management module sends a power battery power state to the command controller, and the command controller controls start and stop of the methanol fuel cell according to the power battery power state; and the methanol fuel cell power generation module receives a control command of the command controller and generates power after methanol fuel treatment. The application solves the hydrogen storage safety risk of hydrogen fuel cell vehicles, and the weakness that large-scale infrastructure investment is needed in the production, transportation, storage and filling of hydrogen fuel cells in the popularization and application process, and greatly reduces the cost investment.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of power supply control, in particular to a methanol hydrogen fuel cell vehicle power supply control system and method. BACKGROUND

[0002] At present, the working principle of the traditional methanol fuel cell power generation system is to start from the equipment, the system starts heating from the burner, the methanol water solution is gasified through the evaporator, and the hydrogen and other gases are separated through the reformer, and the hydrogen is sent to the hydrogen pile for power generation. The heating process needs about 30 minutes. Such a power generation module cannot provide real-time power to the electric vehicle in time, and cannot match the control logic and operating conditions of the electric vehicle.

[0003] The traditional methanol fuel cell power generation system needs about 15-30 minutes of cooling process after being closed and enabled. When the system temperature drops to about 40 degrees, the system can enter standby state, and at this time, the system can be shut down by artificial means. This way cannot meet the requirement that the driver leaves the car immediately after parking and the whole car is powered off.

[0004] In addition, the output power of the existing methanol fuel cell power generation system is fixed, while the output power of the electric vehicle changes at any time during driving. The existing methanol fuel cell power generation system cannot adapt to the requirement of power change of the electric vehicle. Based on the above defects of the existing methanol fuel cell power generation system, the existing methanol fuel cell power generation system cannot meet the basic requirements of the electric vehicle, and cannot meet the real-time power demand of the electric vehicle and match the control strategy and operating conditions of the electric vehicle. SUMMARY

[0005] Therefore, the present application provides a methanol hydrogen fuel cell vehicle power supply control system and method, which solves the problems of high storage condition requirement, high safety risk caused by gas leakage, and large-scale infrastructure investment required for hydrogen gas production, storage, transportation, storage, and refueling of the existing hydrogen fuel cell vehicle using high-pressure gaseous hydrogen as fuel. The methanol fuel cell vehicle formed by the present application only needs to use a mixed solution of methanol and water at normal temperature and pressure as liquid fuel, which has high energy density and high safety, is convenient and fast to produce, transport and store, and can completely use the existing gas station infrastructure without new investment, greatly saving the social re-investment cost required by the technology, and facilitating the popularization and application of the technology.

[0006] In order to achieve the above purpose, the present application provides the following technical scheme:

[0007] According to the first aspect of the present application, a methanol hydrogen fuel cell vehicle power supply control system is disclosed, which comprises:

[0008] instruction controller, vehicle controller, vehicle power battery management module and methanol fuel cell power generation module;

[0009] The instruction controller communicates with the vehicle controller, the vehicle power battery management module and the methanol fuel cell power generation module respectively, and issues and transmits control instructions.

[0010] The vehicle controller controls the power battery relay according to the signal issued by the instruction controller.

[0011] The vehicle power battery management module sends the power state of the power battery to the instruction controller, and the instruction controller controls the start and stop of the methanol fuel cell according to the power state of the power battery.

[0012] The methanol fuel cell power generation module receives the control instruction of the instruction controller and generates electricity after processing the methanol fuel.

[0013] Further, the instruction controller comprises a communication module, a logic gate circuit, a main control chip and a power module, the power module comprises a chip U1, capacitors C1, C2, C3 and C4, the communication module is provided with five communication units, the logic gate circuit comprises a plurality of optoelectronic couplers and a plurality of chips, and the main control chip is U2.

[0014] Further, the communication module comprises a first communication unit, a second communication unit, a third communication unit, a fourth communication unit and a fifth communication unit, the first communication unit comprises a chip AU1 and capacitors AC1, AC2 and AC3, a resistor AR1 and an inductor AL1, the second communication unit comprises a chip BU1 and capacitors BC1, BC2 and BC3, a resistor BR1 and an inductor BL1, the third communication unit comprises a chip CU1 and capacitors CC1, CC2 and CC3, a resistor CR1 and an inductor CL1, the fourth communication unit comprises a chip DU1 and capacitors DC1, DC2 and DC3, a resistor DR1 and an inductor DL1, and the fifth communication unit comprises a chip EU1 and capacitors EC1, EC2 and EC3, a resistor ER1 and an inductor EL1.

[0015] Further, the logic gate circuit comprises optoelectronic couplers OC1, OC2, OC3, OC4, OC5 and OC6, relays K2 and K3 and chips P4, P5 and P6, and the logic gate circuit is connected with the main control chip, the vehicle controller, the methanol fuel cell relay and the methanol fuel cell power generation module respectively.

[0016] Further, the power module is connected with the storage battery of the automobile, and supplies power for the instruction controller through the power module.

[0017] Further, the whole vehicle controller is connected with a logic gate circuit and a power module of the instruction controller, the logic gate circuit is connected with a methanol fuel cell relay to control start and stop of the methanol fuel cell relay, the methanol fuel cell relay is connected with a methanol fuel cell power generation module to supply power to the methanol fuel cell power generation module.

[0018] Further, the whole vehicle controller is connected with a first communication unit, the vehicle power battery management module is connected with a fourth communication unit, and the methanol fuel cell power generation module is connected with a second communication unit, the first communication unit, the second communication unit and the fourth communication unit are all connected with a master control chip to receive control instructions.

[0019] According to the second aspect of the present application, a methanol hydrogen fuel cell vehicle power supply control method is disclosed, characterized in that the method is:

[0020] After the methanol fuel cell automobile starting switch is turned on, the logic gate circuit of the instruction controller is connected through the whole vehicle controller, the methanol fuel cell relay is connected, the methanol fuel cell power generation module is powered, and the methanol fuel cell power generation module is started under the control of the controller master chip U2 through the chip BU1 of the second communication unit;

[0021] After the methanol fuel cell electric vehicle stops running and the automobile starting switch is turned off, the methanol fuel cell power generation module is connected with the vehicle power battery through the logic gate circuit of the instruction controller, so that the methanol fuel cell power generation module and the vehicle power battery continue to maintain a bidirectional power supply state;

[0022] When the capacity of the vehicle power battery reaches the predetermined saturation capacity value under the charging of the methanol fuel cell power generation module, the vehicle power battery management system BMS transmits the real-time power battery capacity information through the fourth communication unit DU1, so that the controller master chip sends a shutdown signal to the methanol fuel cell power generation module through the second communication unit BU1 connected with the methanol fuel cell power generation module;

[0023] After the methanol fuel cell power generation module completely stops working and enters the standby state, and sends the standby state signal to the master control chip through the second communication unit BU1, the master control chip sends a signal to the whole vehicle controller through the first communication unit AU1, and the methanol fuel cell relay is powered off through the logic gate circuit, so that the vehicle returns to the initial state of whole vehicle power-off before running.

[0024] The present application has the following advantages:

[0025] The application discloses a methanol hydrogen fuel cell vehicle power supply control system and method, which realizes unified management of a methanol fuel cell power generation module and a power battery of an electric vehicle, overcomes the inconvenience that the methanol fuel cell power generation module needs to be preheated for 30-40 minutes before starting power generation after starting, and can only start to supply power to the power battery of the electric vehicle, and makes the power supply and consumption of the battery of the electric vehicle and the power supply and power generation of the methanol fuel cell power generation module completely match, so that the methanol fuel cell vehicle can be completely applied in business.

[0026] After the electric vehicle enters a stop state and the whole vehicle is powered off, the methanol fuel cell power generation module can continue to charge and supply power to the power battery of the electric vehicle under the control and management of the control system, and when the power battery reaches saturation, the methanol fuel cell power generation module is closed under the control and management of the controller, and the power generation enabling module is closed, and the methanol fuel cell power generation module and the power battery of the electric vehicle and the whole vehicle are automatically closed, so that the electric vehicle is completely powered off, and returns to the initial state before the electric vehicle runs.

[0027] The methanol fuel cell vehicle can be used in the same way as a traditional fuel vehicle, the vehicle door is opened, the vehicle starting switch is connected, the vehicle starting switch is closed and the vehicle is locked when getting off, and the remaining methanol water solution fuel is added. The application of the methanol fuel cell vehicle can be greatly improved in this way without changing the driving habit. BRIEF DESCRIPTION OF DRAWINGS

[0028] In order to more clearly illustrate the embodiments of the application or the technical solutions in the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are only exemplary, and for those skilled in the art, other drawings can be derived from the provided drawings without creative labor.

[0029] The structures, proportions, sizes and the like shown in the specification are only used to cooperate with the content disclosed in the specification, to be understood and read by those skilled in the art, and do not define the limiting conditions for the implementation of the application, and therefore do not have technical significance. Any modification of the structure, change of the proportion relationship or adjustment of the size, without affecting the effect and purpose that can be achieved by the application, should still fall within the scope of the technical content disclosed by the application.

[0030] Figure 1 A methanol hydrogen fuel cell vehicle power supply control system architecture provided by the embodiment of the application;

[0031] Figure 2A power module circuit diagram of the instruction controller provided in an embodiment of the present invention;

[0032] Figure 3 The optocoupler circuit diagram provided for the embodiments of the present invention;

[0033] Figure 4 Circuit diagrams of chips P4, P5, and P6 provided in embodiments of the present invention;

[0034] Figure 5 A circuit diagram of a communication module provided for an embodiment of the present invention;

[0035] Figure 6 The circuit diagram of the main control chip provided for an embodiment of the present invention. Detailed Implementation

[0036] The following specific embodiments illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0037] Example 1

[0038] refer to Figure 1 This embodiment discloses a power supply control system for a methanol-hydrogen fuel cell vehicle, the system comprising:

[0039] Command controller, vehicle controller, vehicle power battery management module and methanol fuel cell power generation module;

[0040] The command controller communicates with the vehicle controller, the vehicle power battery management module, and the methanol fuel cell power generation module, and issues and transmits control commands.

[0041] The vehicle controller controls the power battery relay according to the signal sent by the command controller;

[0042] The vehicle power battery management module sends the power battery's charge status to the command controller, which then controls the start and stop of the methanol fuel cell based on the power battery's charge status.

[0043] The methanol fuel cell power generation module receives control commands from the command controller and generates electricity by processing methanol fuel.

[0044] refer to Figures 2-6The instruction controller includes a communication module, logic gate circuits, a main control chip, and a power supply module. The power supply module includes a chip U1 B1205S and capacitors C1, C2, C3, and C4. The communication module has five communication units. The logic gate circuits include multiple optocouplers and multiple chips. The main control chip is U2.

[0045] The communication module includes: a first communication unit, a second communication unit, a third communication unit, a fourth communication unit, and a fifth communication unit. The first communication unit includes a chip AU1 TJA1050 and capacitors AC1, AC2, AC3, resistor AR1, and inductor AL1. The second communication unit includes a chip BU1 TJA1050 and capacitors BC1, BC2, BC3, resistor BR1, and inductor BL1. The third communication unit includes a chip CU1 TJA1050 and capacitors CC1, CC2, CC3, resistor CR1, and inductor CL1. The fourth communication unit includes a chip DU1 TJA1050 and capacitors DC1, DC2, DC3, resistor DR1, and inductor DL1. The fifth communication unit includes a chip EU1 TJA1050 and capacitors EC1, EC2, EC3, resistor ER1, and inductor EL1.

[0046] The logic gate circuits include optocouplers OC1 EL357, OC2 EL357, OC3 EL357, OC4 EL357, OC5 EL357, and OC6 EL357, relays K2 and K3, and chips P4 74LA01, P5 74LA02, and P6 74LA04. These logic gate circuits are connected to the main control chip, the vehicle controller, the methanol fuel cell relays, and the methanol fuel cell power generation module, respectively. The main control chip of the command controller is U2 MC9S12XEP.

[0047] In the command controller, pin 2 of the power module U1B1205S-2WR2 is connected to the car's +12VDC battery, pin 2 is grounded, pin 3 is the power supply VCC for the controller system, and pin 4 is the controller grounded.

[0048] The optocoupler OC3EL357 has pins 1 and 2 connected to the vehicle power supply, and the VCC output on pin 4 is sent to pin 3, which is then connected to relay K1 through a logic gate circuit.

[0049] Pins 1 and 2 of the optocoupler OC1EL357 are connected to the power supply of the fuel cell power generation module, respectively. The VCC output on the control pin 4 is sent to pin 3, which is connected to the relay K1 through a logic gate circuit. In addition, the vehicle VCU is connected through the P574LS01 chip, the P6 chip, and pin 4 of the optocoupler OC2EL357.

[0050] Pins 1 and 2 of the optocoupler OC5EL357 are connected to the vehicle power supply, and the VCC output on the control pin 4 is connected to pin 3, which connects to the P674LS04 chip, the P574LS01 chip, and the P674L504 chip. Through the logic gate circuit, the vehicle VCU is connected.

[0051] The main control chip U2MC9S12XEP100 has pins 41, 43, 81, 83, and 107 connected to the system voltage VCC. VCC is connected to pin 42 of U2 via resistor R1 and capacitor C4. VCC is connected to pin 23 of U2 via resistor R2. Y1 is connected in parallel to ground via capacitors C5 and C6, and in parallel with resistor R3, and connected to U2 via pins 46 and 47.

[0052] Capacitors C7, C8, C9, C10, and C11 are connected to VCC and ground VSS respectively. One end of capacitors C12, C13, and C14 is connected in parallel to ground vSs, and the other end is connected to pins 65VDD, 13VDDF, and 48VDDPLL of the U2 chip respectively.

[0053] Pins 1 and 4 of the first communication unit AU1TJA1050 are connected to pins 102 (CNTX1) and 103 (CNRX1) of U2MC9S12XEP100, respectively. A capacitor AC1 is connected in parallel between pins 2 and 3, and grounds Vss and power supply VCC, respectively. Pins 6 and 7 are connected to the CAN bus CANL and CANH of the vehicle VCU, respectively. Pin 8 is grounded to VSS through resistor AR1, and pin 5 is left floating.

[0054] Pins 1 and 4 of the second communication unit BU1TJA1050 are connected to pins 102 (CNTX2) and 103 (CNRX2) of U2MC9S12XEP100, respectively. A capacitor BC1 is connected in parallel between pins 2 and 3, and grounds Vss and power supply VCC, respectively. Pins 6 and 7 are connected to the CAN bus CANL and CANH of the vehicle VCU, respectively. Pin 8 is grounded to VSS through resistor BR1, and pin 5 is left floating.

[0055] Pins 1 and 4 of the fourth communication unit DU1TJA1050 are connected to pins 102 (CNTX4) and 103 (CNRX4) of the U2MC9S12XEP100, respectively. A capacitor DC1 is connected in parallel between pins 2 and 3, and grounding is connected to VSs and power supply to VCC, respectively. Pins 6 and 7 are connected to the vehicle's VCU's CAN bus CANL and CANH, respectively. Pin 8 is grounded to VSS via resistor DR1, and pin 5 is left floating. The third and fifth communication units are reserved.

[0056] In the vehicle controller, the power supply and ground wires are connected to the command controller power module U1 and the command controller logic gates OC3EL357 and OC5EL357. The vehicle controller's CANL and CANH are connected to pins 6 and 7 of the first communication unit AU1, respectively, and to pins 102 (CNTX1) and 103 (CNRX1) of the main control chip U2 via pins 1 and 4. The methanol fuel cell power generation module's CANL and CANH are connected to pins 6 and 7 of the second communication unit BU1, respectively, and to pins 100 (CNTX2) and 101 (CNRX2) of the main chip U2 via pins 1 and 4. The vehicle power battery management module's CANL and CANH are connected to pins 6 and 7 of the communication module DU1, respectively, and to pins 98 (CNTX4) and 99 (CNRX4) of the main control chip U2 via pins 1 and 4.

[0057] This enables rapid start-up and rapid shutdown of fuel cell vehicles, ensuring a perfect match between the battery management power supply and consumption of electric vehicles and the power supply and generation of methanol fuel cell power generation modules, thus enabling the full commercial application of methanol fuel cell vehicles.

[0058] Example 2

[0059] This embodiment discloses a power supply control method for a methanol-hydrogen fuel cell vehicle, the method being:

[0060] After the ignition switch of the methanol fuel cell vehicle is turned on, the power module U1 of the command controller is connected through the vehicle controller. The power module supplies power to the controller and connects to the logic gate circuit through the optocoupler OC3 to turn on the methanol fuel cell relay, supplying power to the methanol fuel cell power generation module. This enables the methanol fuel cell power generation module to start under the control of the controller main chip U2 through the chip BU1 of the second communication unit.

[0061] When a methanol fuel cell electric vehicle is stopped and the ignition switch is turned off, the methanol fuel cell power generation module maintains a connection between the vehicle's power battery and the methanol fuel cell power generation module through the logic gate circuit of the command controller, thus maintaining a bidirectional power supply between the methanol fuel cell power generation module and the vehicle's power battery.

[0062] When the vehicle's power battery reaches the predetermined saturation charge value under the charging of the methanol fuel cell power generation module, the vehicle power battery management system (BMS) transmits the real-time power battery charge information through the fourth communication unit DU1, causing the controller main control chip to send a shutdown signal to the methanol fuel cell power generation module through the second communication unit BU1 connected to the methanol fuel cell power generation module.

[0063] After the methanol fuel cell power generation module completely stops working and enters standby mode, it sends the standby mode signal to the main control chip through the second communication unit BU1. The main control chip then sends a signal to the vehicle controller through the first communication unit AU1, which de-energizes the methanol fuel cell relay through OC1, thus restoring the vehicle to its initial state of complete power de-energization before driving.

[0064] The power supply control method for methanol hydrogen fuel cell vehicles disclosed in this embodiment realizes unified management of methanol fuel cell power generation module and electric vehicle power battery. It overcomes the inconvenience that the methanol fuel cell power generation module needs 30-40 minutes of preheating time before it can start to supply power to the electric vehicle power battery after startup. This makes the power supply and consumption of the electric vehicle battery management power completely matched with the power supply and generation of the methanol fuel cell power generation module, enabling methanol fuel cell vehicles to be fully commercialized.

[0065] After the electric vehicle enters a stopped state and the entire vehicle loses power, the power battery of the electric vehicle can continue to be charged and powered under the control and management of this control system. When the power battery's state of charge (SOC) reaches saturation, the methanol fuel cell power generation module will shut down the power generation enable module under the control and management of the controller, and begin to cool down until it enters standby mode. Then, the power supply to the methanol fuel cell power generation module, the electric vehicle's power battery, and the entire vehicle will be automatically shut off, so that the electric vehicle is completely powered off and returns to the initial state before the electric vehicle was driven.

[0066] This makes using methanol fuel cell vehicles exactly the same as using traditional gasoline vehicles: simply open the door, turn on the ignition, and turn off the ignition and lock the car. Then, add liquid fuel using the remaining methanol-water solution. This method, which doesn't alter driving habits at all, will greatly facilitate the application of methanol fuel cell vehicles.

[0067] Although the present invention has been described in detail above with general descriptions and specific embodiments, modifications or improvements can be made to it, which will be obvious to those skilled in the art. Therefore, all such modifications or improvements made without departing from the spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A power supply control system for a methanol-hydrogen fuel cell vehicle, characterized in that, The system includes: Command controller, vehicle controller, vehicle power battery management module and methanol fuel cell power generation module; The command controller communicates with the vehicle controller, the vehicle power battery management module, and the methanol fuel cell power generation module, and issues and transmits control commands. The instruction controller includes: a communication module, logic gate circuits, a main control chip, and a power supply module; The power module includes: chip U1, capacitors C1, C2, C3, and C4. The main control chip is U2; the logic gate circuit includes optocouplers OC1, OC2, OC3, OC4, OC5, OC6 and chips P4, P5, P6, and relays K2 and K3; the logic gate circuit is connected to the main control chip, the vehicle controller, the methanol fuel cell relay, and the methanol fuel cell power generation module, respectively. The vehicle controller is connected to the logic gate circuit and power module of the command controller, the logic gate circuit is connected to the methanol fuel cell relay, and the methanol fuel cell relay is connected to the methanol fuel cell power generation module. The vehicle controller controls the power battery relay according to the signal sent by the command controller; The vehicle power battery management module sends the power battery's charge status to the command controller, which then controls the start and stop of the methanol fuel cell power generation module based on the power battery's charge status. The methanol fuel cell power generation module receives control commands from the command controller and generates electricity by processing methanol fuel. After the ignition switch of the methanol fuel cell vehicle is turned on, the power module in the command controller is connected through the vehicle controller. The power module supplies power to the command controller and connects to the logic gate circuit through the optocoupler OC3 to turn on the methanol fuel cell relay, supplying power to the methanol fuel cell power generation module. This enables the methanol fuel cell power generation module to start under the control of the controller main chip U2 through the chip BU1 of the second communication unit. When a methanol fuel cell electric vehicle is stopped and the ignition switch is turned off, the methanol fuel cell power generation module maintains a connection between the vehicle's power battery and the methanol fuel cell power generation module through the logic gate circuit of the command controller, thus maintaining a bidirectional power supply between the methanol fuel cell power generation module and the vehicle's power battery. When the vehicle's power battery reaches a predetermined saturation charge value under the charging of the methanol fuel cell power generation module, the main control chip receives the real-time power battery charge information transmitted by the vehicle's power battery management system and sends a shutdown signal to the methanol fuel cell power generation module. After the methanol fuel cell power generation module completely stops working and enters standby mode, and sends the standby mode signal to the main control chip, the main control chip sends a signal to the vehicle controller to de-energize the methanol fuel cell relay, so that the vehicle returns to the initial state of complete power de-energization before driving.

2. The power supply control system for a methanol-hydrogen fuel cell vehicle as described in claim 1, characterized in that, The communication module includes: a first communication unit, a second communication unit, a third communication unit, a fourth communication unit, and a fifth communication unit. The first communication unit includes a chip AU1 and capacitors AC1, AC2, AC3, resistor AR1, and inductor AL1. The second communication unit includes a chip BU1 and capacitors BC1, BC2, BC3, resistor BR1, and inductor BL1. The third communication unit includes a chip CU1 and capacitors CC1, CC2, CC3, resistor CR1, and inductor CL1. The fourth communication unit includes a chip DU1 and capacitors DC1, DC2, DC3, resistor DR1, and inductor DL1. The fifth communication unit includes a chip EU1 and capacitors EC1, EC2, EC3, resistor ER1, and inductor EL1.

3. The power supply control system for a methanol-hydrogen fuel cell vehicle as described in claim 1, characterized in that, The power module is connected to the vehicle's battery and supplies power to the command controller.

4. The power supply control system for a methanol-hydrogen fuel cell vehicle as described in claim 1, characterized in that, Before the methanol fuel cell power generation module starts generating electricity, the vehicle's power battery supplies power to the methanol fuel cell power generation module. After the methanol fuel cell power generation module starts generating electricity, whether the vehicle is in motion or stationary, the methanol fuel cell power generation module supplies power to the vehicle's power battery and motor.

5. The power supply control system for a methanol-hydrogen fuel cell vehicle as described in claim 1, characterized in that, The vehicle controller is connected to the first communication unit, the vehicle power battery management module is connected to the fourth communication unit, and the methanol fuel cell power generation module is connected to the second communication unit. The first, second, and fourth communication units are all connected to the main control chip to receive control commands.

6. A power supply control method for a methanol-hydrogen fuel cell vehicle, characterized in that, The method is as follows: After the ignition switch of the methanol fuel cell vehicle is turned on, the logic gate circuit of the command controller is connected through the vehicle controller, which in turn connects the methanol fuel cell relay to supply power to the methanol fuel cell power generation module. This enables the methanol fuel cell power generation module to start under the control of the command controller main chip U2 through the chip BU1 of the second communication unit. When a methanol fuel cell electric vehicle is stopped and the ignition switch is turned off, the methanol fuel cell power generation module maintains a connection between the vehicle's power battery and the methanol fuel cell power generation module through the OC5, OC2, OC4, OC6, P4, P5, and P6 logic circuits of the command controller, thus ensuring that the methanol fuel cell power generation module and the vehicle's power battery continue to maintain a bidirectional power supply state. When the vehicle's power battery reaches the predetermined saturation charge value under the charging of the methanol fuel cell power generation module, the vehicle's power battery management system (BMS) transmits the real-time power battery charge information through the fourth communication unit DU1, causing the controller's main control chip to send a shutdown signal to the methanol fuel cell power generation module through the second communication unit BU1 connected to the methanol fuel cell power generation module. After the methanol fuel cell power generation module completely stops working and enters standby mode, it sends the standby mode signal to the main control chip through the second communication unit BU1. The main control chip then sends a signal to the vehicle controller through the first communication unit AU1, which de-energizes the methanol fuel cell relay through a logic gate circuit, thus restoring the vehicle to its initial state of complete power de-energization before driving.

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