Fluid electromagnetic heater for a methanol engine

Abstract

The application provides a fluid electromagnetic heater of a methanol engine, comprising: a heater body arranged on an engine body and connected with an inlet of a fuel supply pipeline; an electromagnetic induction heating module arranged on an outer wall of the heater body and capable of converting electric energy into heat energy and transmitting the heat energy to fluid flowing through the heater body; an electric control unit electrically connected with a control unit of the engine and capable of controlling and adjusting a heating power of the electromagnetic induction heating module according to an engine working condition; wherein the electromagnetic induction heating module comprises a magnetic and heat conductive layer and an electromagnetic coil arranged around the magnetic and heat conductive layer. The application can realize uniform, on-demand and efficient heating operation through cooperation of the electric control unit, the electromagnetic induction heating module and the heater body, greatly improves the combustion efficiency of the methanol fuel, and solves the problems of cold start difficulty, insufficient combustion and high emission of the methanol engine.

Description

Technical Field

[0001] This invention relates to the field of heating equipment technology, and more specifically to a fluid electromagnetic heater for a methanol engine. Background Technology

[0002] Methanol, as a widely available and clean-burning alternative fuel, shows great potential in reducing carbon emissions in the transportation sector. However, the physicochemical properties of methanol present unique technical challenges for its application in compression-ignition or spark-ignition engines, with the core issues concentrated in the fuel supply and combustion preparation stages.

[0003] Methanol has an extremely high latent heat of vaporization, about three times that of gasoline. This characteristic means that in low-temperature environments, when liquid methanol is injected into the engine cylinder, its violent vaporization absorbs a large amount of heat, causing a sharp drop in the temperature of the air-fuel mixture inside the cylinder. This severely deteriorates ignition conditions, resulting in the common "cold start difficulty" problem in methanol engines. Even under normal engine operating conditions, incomplete fuel vaporization leads to poor atomization quality and uneven mixing, resulting in incomplete combustion, reduced thermal efficiency, and increased emissions of unconventional pollutants such as unburned methanol (MHC) and formaldehyde.

[0004] To address the issues arising from the heat absorption during methanol vaporization, existing technologies primarily employ two preheating methods: First, utilizing the heat from the engine's circulating coolant via plate or shell-and-tube heat exchangers to preheat the methanol. This method is effective in warm engine conditions, but its fundamental drawback lies in its passive dependence on engine thermal status. During the initial cold start phase, the coolant's temperature is very low, failing to provide an effective heat source and thus unable to solve the cold start problem. Furthermore, this method is slow to respond and cannot quickly and actively adjust the heating power according to transient engine conditions (such as rapid acceleration or high load). Second, using direct immersion or enclosed resistance heaters. While this method allows for active heating, it generally suffers from low heating efficiency (electrical-to-thermal conversion efficiency is typically below 90%), high thermal inertia leading to slow response, the risk of localized overheating, and contact thermal resistance between the resistance wire and the heating element, affecting heat transfer efficiency. Additionally, to ensure insulation safety, its structure is usually bulky, making compact integration with complex fuel rail flow paths difficult.

[0005] Therefore, existing methanol fuel heating technologies primarily rely on engine preheating, resulting in low heating efficiency during the initial engine startup phase. Resistive heating also suffers from low heating efficiency and poor heat transfer, easily leading to localized overheating and high energy consumption. This has become one of the key technological bottlenecks restricting the performance improvement and large-scale commercial application of methanol engines. Developing a novel heater to fundamentally improve the atomization and combustion process of methanol, thereby enhancing various engine performance indicators, is an urgent technological need and has significant practical value. Summary of the Invention

[0006] In view of this, the present invention provides a fluid electromagnetic heater for a methanol engine. The present invention can achieve rapid, uniform and precise active heating of methanol fuel by designing an electromagnetic heater, which effectively solves the problems of difficult cold start, incomplete combustion and high emissions of methanol engine, and has the advantages of high heating efficiency, fast response and safety.

[0007] To solve the above-mentioned technical problems, the present invention provides a fluid electromagnetic heater for a methanol engine, comprising: The heater body is mounted on the engine body and connected to the inlet of the fuel supply line; The electromagnetic induction heating module, installed on the outer wall of the heater body, can convert electrical energy into heat energy and transfer it to the fluid flowing through the heater body; The electronic control unit is electrically connected to the engine control unit and can control and adjust the heating power of the electromagnetic induction heating module according to the engine operating conditions. The electromagnetic induction heating module includes a magnetically conductive and thermally conductive layer and an electromagnetic coil arranged around it.

[0008] This invention can achieve uniform, on-demand, and efficient heating by using an electronic control unit and an electromagnetic induction heating module in conjunction with the heater body, which greatly improves the combustion efficiency of methanol fuel and solves the problems of difficult cold start, incomplete combustion, and high emissions in methanol engines.

[0009] A magnetically and thermally conductive layer is disposed between the heater body and the electromagnetic coil, and is in contact with the outer wall of the heater body. This invention utilizes a magnetically and thermally conductive layer with high magnetic permeability and high thermal conductivity, disposed between the heater body and the electromagnetic coil, to generate eddy currents in an alternating magnetic field and directly and efficiently convert electrical energy into Joule heat, significantly improving heating efficiency during cold start-up.

[0010] The magnetic and thermal conductive layer is bonded to the outer wall of the heater body.

[0011] The electromagnetic induction heating module also includes an insulating protective structure covering the outside of the electromagnetic coil. This invention uses the insulating protective structure to reduce heat loss, improve thermal efficiency, and provide mechanical protection and environmental sealing.

[0012] The insulating protective structure includes at least one of the following layers arranged sequentially from the inside out: an insulating layer, an electromagnetic shielding layer, and a thermal insulation protective outer layer.

[0013] The heater body has a meandering or multi-manifold flow channel inside. This invention enhances the fluid flow path through the meandering or multi-manifold flow channel, greatly improving heat exchange efficiency.

[0014] The electronic control unit is connected to a high-frequency inverter circuit for driving the electromagnetic coil.

[0015] The electronic control unit (ECU) is configured to adjust the heating power of the electromagnetic induction heating module by regulating the output parameters of the high-frequency inverter circuit. It also includes a temperature sensor for detecting fluid temperature, which is communicatively connected to the ECU. The ECU performs closed-loop control of the heating power based on the temperature sensor signal. This invention allows the ECU to dynamically adjust the output current, frequency, or duty cycle of the high-frequency inverter power supply by dynamically calculating and outputting control commands in real time based on received engine demand signals and temperature feedback signals, using internally stored control algorithms and calibration data. This precisely controls the heating power of the electromagnetic induction heating module, achieving intelligent closed-loop control of the methanol outlet temperature.

[0016] In summary, compared with the prior art, this application includes at least one of the following beneficial technical effects: 1. Completely solves the cold start problem: This invention provides an active heating solution that is completely independent of the engine's thermal state. During extremely low-temperature cold starts, it can immediately operate at maximum power, rapidly heating methanol from ambient temperature to a temperature that significantly improves its atomization and ignition performance (e.g., above 65°C) within tens of seconds. This greatly improves the starting success rate and reliability of methanol engines in harsh environments, solving the problem of poor engine cold start performance.

[0017] 2. Comprehensive Improvement in Combustion Efficiency and Reduction in Emissions: Through precise intelligent control of methanol temperature, it is ensured that methanol is always in its optimal vaporization state before being injected into the cylinder, thereby significantly improving the quality of the in-cylinder mixture and promoting complete and rapid combustion. This directly leads to an increase in the engine's effective thermal efficiency and significantly reduces harmful emissions such as unburned methanol (MHC) and formaldehyde caused by incomplete combustion, solving the problems of low fuel combustion efficiency and worsening emissions in engines.

[0018] 3. High heating efficiency and significant energy-saving advantages: Electromagnetic induction heating is a non-contact internal heat source heating method. Eddy currents are generated directly inside the magnetic and heat-conducting layer, resulting in extremely high electrical energy to heat energy conversion efficiency (>95%), far exceeding that of traditional resistance heating methods. Simultaneously, it has low thermal inertia and a response speed reaching millisecond levels. Combined with the outer insulation design, heat loss is minimized, significantly improving the overall system energy efficiency ratio and overcoming the shortcomings of low efficiency and high energy consumption in existing resistance heating methods.

[0019] 4. Safe, reliable, and with excellent electromagnetic compatibility: Utilizing an indirect heating method, the heating magnetic conductive layer is separated from the fuel channel by a metal casing, achieving physical isolation between the electrical components and the fuel. This fundamentally eliminates the risk of short circuits or electric sparks igniting the fuel. The multi-layered structural design, with professional insulation and electromagnetic shielding layers, ensures high-voltage electrical safety and meets stringent automotive electromagnetic compatibility (EMC) standards, guaranteeing stable operation in complex electromagnetic environments and enhancing the overall safety and reliability of the system.

[0020] 5. Compact structure and high degree of integration: The electromagnetic induction heating module can be tightly fitted to heater bodies of various shapes, resulting in a compact and lightweight overall structure. It easily achieves integrated design with engine fuel rails or independent modules, reducing external piping connections, lowering the risk of leakage, and facilitating installation in space-constrained engine compartments. This solves the problems of bulky structure and poor integration of traditional heaters.

[0021] 6. Strong intelligent adaptability and large expansion space: The software-based control strategy enables the system to flexibly adapt to different models and displacements of methanol engines, and the heating curve can be adjusted simply through software calibration. As a sub-module of the engine intelligent thermal management system, its deep interaction with the ECU provides a new technical path for achieving coordinated optimization management of the vehicle's energy. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the methanol engine and fluid electromagnetic heater of the present invention; Figure 2 This is a front view of the methanol engine and fluid electromagnetic heater of the present invention; Figure 3 For the present invention Figure 2 Sectional view at point AA; Figure 4 For the present invention Figure 3 Enlarged view at point B in the middle; Figure 5 This is a schematic diagram of the insulating protection structure in the fluid electromagnetic heater of the present invention.

[0023] Explanation of reference numerals in the attached drawings: 100, heater body; 200, engine body; 300, electromagnetic induction heating module; 310, magnetic and thermal conductive layer; 320, electromagnetic coil; 330, insulating protective structure; 331, insulating layer; 332, electromagnetic shielding layer; 333, thermal insulation protective outer layer; 400, electronic control unit; 500, temperature sensor. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the following will be described in conjunction with the accompanying drawings of the embodiments of the present invention. Figure 1-5The technical solutions of the embodiments of the present invention will be clearly and completely described herein. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art based on the described embodiments of the present invention are within the scope of protection of the present invention.

[0025] like Figure 1-5 As shown: The technical solution adopted in this invention is as follows: This embodiment provides a fluid electromagnetic heater for a methanol engine, which mainly includes a heater body 100, an electromagnetic induction heating module 300, and an electronic control unit 400.

[0026] The heater body 100 is a metal structure with internal fluid channels, installed in series in the engine's methanol fuel supply line, typically located between the fuel filter and the injector (or common rail). The heater body 100 functions as a heat exchange carrier and fluid channel. It is preferably made of a metal material with good thermal conductivity, such as aluminum alloy, stainless steel, or copper alloy. To improve heat exchange efficiency, the internal fluid channels can be designed to increase the heat exchange area and turbulent the fluid, such as serpentine flow channels, parallel multi-manifold flow channels, or flow channels with built-in fins.

[0027] The electromagnetic induction heating module 300 is the core heating component, which is tightly wrapped or fixedly attached to the outer wall of the heater body 100. This module is a multi-layered composite functional structure, and its basic components include a magnetically conductive and thermally conductive layer 310 and an electromagnetic coil 320.

[0028] The magnetically and thermally conductive layer 310 is a key functional layer of this invention. It is disposed between the outer wall of the heater body 100 and the electromagnetic coil 320, and is in direct contact with the outer wall of the heater body 100. This layer needs to possess both high magnetic permeability to efficiently concentrate and penetrate magnetic lines of force, and high thermal conductivity to rapidly conduct heat. Therefore, it is preferably made of a soft magnetic alloy material, such as an iron-silicon-aluminum alloy (e.g., FeSiAl alloy) or a high-performance nanocrystalline soft magnetic alloy strip (e.g., Fe-Si-B-Nb-Cu alloy). To achieve efficient heat transfer, the magnetically and thermally conductive layer 310 needs to achieve a low thermal resistance bond with the outer wall of the heater body 100.

[0029] This can be achieved through various processes, such as vacuum diffusion welding, which allows the two to form a metallurgical bond under high temperature and pressure; high-temperature brazing, which uses brazing filler metal to achieve the connection; or pressing and bonding with a high-performance thermally conductive adhesive. The main function of the magnetic and thermally conductive layer 310 is to act as a "secondary heating element," generating eddy currents in an alternating magnetic field and directly converting electrical energy into Joule heat.

[0030] An electromagnetic coil 320 is arranged around the outside of the magnetically and thermally conductive layer 310. This coil is made of wire capable of carrying high-frequency current, preferably multi-stranded Litz wire or flat copper wire with a thick insulation layer 331, to reduce skin effect losses at high frequencies. The electromagnetic coil 320 is connected to an external high-frequency inverter power supply, and its function is as a "primary excitation element," generating the required high-frequency alternating magnetic field after high-frequency alternating current is applied.

[0031] The electromagnetic induction heating module 300 may also include an insulating protective structure 330 covering the electromagnetic coil 320. This structure is used to ensure safety, electromagnetic compatibility, and energy efficiency.

[0032] In a preferred embodiment, the insulating protective structure 330 comprises, from the inside out, an insulating layer 331, an electromagnetic shielding layer 332, and a thermal insulation protective outer layer 333. The insulating layer 331 directly wraps around the electromagnetic coil 320 and is made of a high-temperature resistant and high-insulation-strength material, such as polyimide film, mica tape, or silicone rubber-impregnated fiberglass cloth. Its function is to provide reliable electrical insulation. The electromagnetic shielding layer 332 is disposed outside the insulating layer 331 and is typically composed of a highly conductive metal foil (such as copper foil or aluminum foil) or a metal braided mesh, and is well grounded. Its function is to confine leaked electromagnetic fields and reduce electromagnetic interference (EMI) to surrounding electronic equipment. The thermal insulation protective outer layer 333, as the outermost layer, is made of a low thermal conductivity and high-temperature resistant material, such as aluminosilicate ceramic fiber felt, aerogel composite material, or a high-temperature resistant engineering plastic shell. Its function is to reduce heat loss, improve thermal efficiency, and provide mechanical protection and environmental sealing.

[0033] The electronic control unit 400 is the core of the system's control, communicating with the engine's electronic control unit (ECU) via an onboard network (such as a CAN bus) to obtain real-time engine operating parameters (such as engine speed, load, and coolant temperature). The electronic control unit 400 is also connected to a temperature sensor 500 (such as a platinum resistance thermometer Pt100 or a thermocouple) located at the fluid inlet and / or outlet of the heater body 100 to monitor the actual temperature of the methanol. The electronic control unit 400 internally includes a microprocessor, signal conditioning circuitry, power drive circuitry, and protection circuitry.

[0034] The microprocessor serves as the core of the computing and control system, and can be a chip that meets automotive-grade standards, such as NXP Semiconductors' S32K series microcontrollers (e.g., the S32K144). The core of the power drive circuit is a high-frequency inverter power supply, used to convert DC power into high-frequency AC power to drive the electromagnetic coil 320. The power switching devices of this inverter power supply preferably use high-reliability automotive-grade power modules, such as Infineon Technologies' IGBT modules (e.g., model FS820R08A6P2B) or silicon carbide (SiC) MOSFET modules.

[0035] The electronic control unit 400, based on the received engine demand signal and temperature feedback signal, calculates and outputs control commands (such as PWM signals) in real time through internally stored control algorithms (such as PID control) and calibration data (such as temperature-power MAP), dynamically adjusts the output current, frequency, or duty cycle of the high-frequency inverter power supply, thereby precisely controlling the heating power of the electromagnetic induction heating module 300 and realizing intelligent closed-loop control of the methanol outlet temperature.

[0036] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only for explaining the present invention and are not intended to limit the present invention.

[0037] Example 1: Reference Figures 1 to 5 This embodiment demonstrates a fluid electromagnetic heater applied to a methanol engine of a certain type of commercial vehicle.

[0038] The heater body 100 is made of die-cast aluminum alloy of grade ADC12 and precision machined. Its internal design includes two parallel serpentine flow channels to increase the heat exchange area. Standard flange interfaces are machined at both ends of the heater body 100, which are connected to the engine's high-pressure fuel line via bolts and sealing rings, and installed between the methanol filter and the high-pressure common rail.

[0039] The electromagnetic induction heating module 300 is secured to the cylindrical outer surface of the heater body 100 via an interference fit and high-temperature thermally conductive silicone grease. The specific structure, from the inside out, is as follows: Magnetic and thermal conductive layer 310: It is made of iron-silicon-aluminum alloy (Fe-9.6wt%Si-5.4wt%Al) strip with a thickness of about 0.8mm. It is tightly wound on the heater body 100 with a special clamp, and then a high-temperature silver brazing process is used to form a strong metallurgical bond with the outer wall of the aluminum alloy body in a protective atmosphere furnace to ensure extremely low contact thermal resistance.

[0040] Electromagnetic coil 320: Outside the magnetic and heat-conducting layer 310, 60 turns of multi-layer insulated flat copper wire (2mm×4mm) with a rectangular cross-section are tightly and evenly wound to form a solenoid coil. High-temperature resistant leads are welded to both ends of the coil.

[0041] Insulation and protection structure 330: First, several layers of polyimide film (0.05mm thick) are tightly wrapped around the coil as insulation layer 331. Second, a layer of soft aluminum foil with a thickness of 0.08mm is wrapped around the insulation layer 331 as electromagnetic shielding layer 332. The overlaps of the aluminum foil are bonded with conductive adhesive and pressed tightly with metal clamps, and reliably grounded to the engine body through a wire. Finally, using a molding process, a heat-insulating and protective outer shell made of glass fiber reinforced phenolic resin is completely wrapped around the aluminum foil. The inner wall of the outer shell and the aluminum foil are filled with aluminum silicate short fiber insulation cotton.

[0042] The electronic control unit 400 is integrated into a separate metal housing with an IP6K9K protection rating. Its core controller is the NXP S32K146 automotive-grade microcontroller. The power drive section uses Infineon's HybridPACK™ Drive FS850R08A6P2B IGBT modules to form a half-bridge inverter circuit, designed to operate at 30kHz. Temperature sensing uses two PT1000 platinum resistance temperature sensors 500, installed at the inlet and outlet terminals of the heater body 100 respectively. The signals are amplified and filtered before being sent to the microcontroller.

[0043] Example of working process (cold start of a methanol engine at -20°C): When the driver starts the engine, the engine ECU detects that the coolant temperature is -20°C and sends a "maximum power heating request" and the current engine status to the electronic control unit 400 of this invention via the CAN bus.

[0044] Upon receiving the instruction, the electronic control unit 400 immediately starts the high-frequency inverter circuit with the highest priority based on the inlet temperature (-20°C) and the target start-up temperature (70°C), driving the electromagnetic coil 320 with the maximum duty cycle.

[0045] The electromagnetic coil 320 generates a strong alternating magnetic field of 30kHz, which causes the iron-silicon-aluminum magnetic and heat-conducting layer 310 to generate a large amount of eddy current heat in a short time (about 3-5 seconds), and the temperature rises rapidly.

[0046] Heat is efficiently transferred to the aluminum alloy heater body 100, rapidly heating the -20°C methanol flowing through it. After approximately 18 seconds, the outlet temperature sensor 500 reports that the temperature has reached 70°C.

[0047] The electronic control unit 400 then switches to PID closed-loop control mode, gradually reducing power to precisely stabilize the outlet methanol temperature within the range of 70±1.5°C.

[0048] After receiving the "fuel preheating ready" feedback, the engine ECU controls the fuel injection and ignition, enabling the engine to achieve a smooth and rapid cold start.

[0049] After startup, as the engine load and coolant temperature change, the electronic control unit 400 dynamically adjusts the target temperature according to the preset MAP (for example, gradually decreasing from 70°C to 55°C) and adjusts the heating power in real time to achieve optimal heating control across the entire operating range until the engine enters a fully warm-up state.

[0050] The working principle and usage of this invention are as follows: The system starts working when the engine is started or running and fuel needs to be heated.

[0051] Signal Acquisition and Decision Making: The electronic control unit 400 obtains current operating condition commands (such as "cold start mode" and "economy mode") from the engine ECU, and at the same time reads the actual methanol temperature measured by the temperature sensor 500.

[0052] Power command generation: The microprocessor of the electronic control unit 400 calculates the optimal heating power required to reach the target temperature based on the preset control strategy and algorithm, and generates the corresponding control signal.

[0053] Electromagnetic induction heating: The control signal drives the high-frequency inverter power supply to work, outputting alternating current of a specific frequency (e.g., 20-100kHz) and amplitude to the electromagnetic coil 320. The energized electromagnetic coil 320 generates a high-frequency alternating magnetic field.

[0054] Eddy current heat conversion and conduction: The alternating magnetic field penetrates the magnetically conductive and heat-conducting layer 310, inducing a strong eddy current within it. When the eddy current flows through the resistive magnetically conductive and heat-conducting layer 310, it generates a large amount of Joule heat, causing the layer to heat up rapidly. This heat is efficiently conducted to the metal wall of the heater body 100 through the tightly bonded interface.

[0055] Fluid heat exchange: Low-temperature methanol flows through the heated flow channel wall inside the heater body 100, and absorbs heat through forced convection heat exchange, so that the temperature can rise rapidly and uniformly.

[0056] Closed-loop feedback control: The temperature of the heated methanol is monitored in real time by the outlet temperature sensor 500 and fed back to the electronic control unit 400. The electronic control unit 400 compares this feedback value with the target value and adjusts the output power in real time according to the deviation, forming a stable closed-loop control system to ensure that methanol can be stably heated to the optimal temperature under various operating conditions.

[0057] Furthermore, it should be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0058] The above description represents the preferred embodiments of the present invention. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A fluid electromagnetic heater for a methanol engine, characterized in that, include: The heater body (100) is mounted on the engine body (200) and connected to the inlet of the fuel supply line; An electromagnetic induction heating module (300) is disposed on the outer wall of the heater body (100) and can convert electrical energy into heat energy and transfer it to the fluid flowing through the heater body (100); The electronic control unit (400) is electrically connected to the engine control unit and can control and adjust the heating power of the electromagnetic induction heating module (300) according to the engine operating conditions. The electromagnetic induction heating module (300) includes a magnetically conductive and thermally conductive layer (310) and an electromagnetic coil (320) arranged around it.

2. The fluid electromagnetic heater for a methanol engine as described in claim 1, characterized in that: The magnetic and thermal conductive layer (310) is disposed between the heater body (100) and the electromagnetic coil (320) and is in contact with the outer wall of the heater body (100).

3. The fluid electromagnetic heater for a methanol engine as described in claim 2, characterized in that: The magnetic and thermal conductive layer (310) is bonded to the outer wall of the heater body (100).

4. The fluid electromagnetic heater for a methanol engine as described in claim 1, characterized in that: The electromagnetic induction heating module (300) also includes an insulating protective structure (330) covering the outside of the electromagnetic coil (320).

5. The fluid electromagnetic heater for a methanol engine as described in claim 4, characterized in that: The insulating protective structure (330) includes at least one of the following layers arranged sequentially from the inside to the outside: an insulating layer (331), an electromagnetic shielding layer (332), and a thermal insulation protective outer layer (333).

6. The fluid electromagnetic heater for a methanol engine as described in claim 1, characterized in that: The heater body (100) has a meandering or multi-manifold flow channel inside.

7. The fluid electromagnetic heater for a methanol engine as described in claim 1, characterized in that: The electronic control unit (400) is connected to a high-frequency inverter circuit for driving the electromagnetic coil (320).

8. The fluid electromagnetic heater for a methanol engine as described in claim 7, characterized in that: The electronic control unit (400) is configured to adjust the heating power of the electromagnetic induction heating module (300) by adjusting the output parameters of the high-frequency inverter circuit.

9. The fluid electromagnetic heater for a methanol engine as described in any one of claims 1-8, characterized in that: It also includes a temperature sensor (500) for detecting fluid temperature, the temperature sensor (500) being communicatively connected to the electronic control unit (400), and the electronic control unit (400) performing closed-loop control of heating power based on the signal from the temperature sensor (500).

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